Volume 7 Issue 3

August/September 2009
 Contents
Although every effort is made to ensure accuracy and
reliability of the material published, Ship Repair Journal cannot Welcome
accept any responsibility for the verity of the claims made by Welcome to the August/September edition of SRJ
contributors or the wording contained within advertisements.
2009 Ship Repair Journal. All rights reserved in all countries.
(Ship Repair Journal). This issue deals with the
No part of this publication may be reproduced by any means latest developments in North West Europe, a highly
whatsoever without the written permission of the publishers.
competitive area, which suffers greatly from the
Subscriptions: Annual airmail/first class subscription rates
are: Europe 55/$114, rest of the world 63/$120. Send
availability of somewhat cheaper repair prices in its
remittance to: Subscription Manager, Ship Repair Journal, nearest neighbours the yards in Southern Europe.
131a Furtherwick Road, Canvey Island, Essex SS8 7AT, United
Kingdom. Existing subscribers should send change of address
However, the industry in this area has managed to
details to this address. remain mainly unchanged for a number of years. If I
Ship Repair Journal is published bi-monthly by A&A Thorpe, look back over the years I have been reporting in the
131a Furtherwick Road, Canvey Island, Essex SS8 7AT, United
Kingdom. Telephone: +44 (0)1268 511300, shiprepair industry, the number of yards closing down
Fax: +44 (0)1268 510467 has been nothing short of dramatic for instance in the
Web: www.shiprepairjournal.com
Email: shipaat@aol.com UK I have seen the closure of some 23 graving docks
EDITOR since the mid-seventies. But the number closing over
Alan Thorpe, 131a Furtherwick Road, Canvey Island, Essex, recent years has been relatively small. Maybe we have
SS8 7AT, United Kingdom.
Telephone: +44 (0)1268 511300 reached an ideal level of capacity lets hope so!
Fax: +44 (0)1268 510467 Alan Thorpe
Email: shipaat@aol.com
DEPUTY EDITOR
Paul Bartlett.

4
Telephone: +44 (0)1844 273960
Email: pbmc@gotadsl.co.uk
FAR EAST BUREAU
Repair News
Contact: Ed Ion.
Telephone: +65 6222 6375
Mobile: +65 9111 6871
Email: edward.ion@helixmedia.asia
SHIPMANAGEMENT CORRESPONDENT
Neville Smith
14 Conversions

16
Email: neville.smith@live.co.uk
ADVERTISING
All details are on www.shiprepairjournal.com or contact A&A
Thorpe
Services
Telephone: +44 (0)1268 511300 Email:shipaat@aol.com

26
Upload facility for advertisements:
http://paulhayes.marinamedia.co.uk/
PRODUCTION Machinery
Paul Hayes, 45 Lower Fowden,
Broadsands, Paignton, Devon TQ4 6HS, UK

37
Telephone: +44 (0)1803 845533
Email: production@shiprepairjournal.com
FTP Upload facility for advertisements:
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Paints & Coatings
SRJ Website

43
www.shiprepairjournal.com
A website is available for readers to find out the latest details
about SRJ (Ship Repair Journal). Details of upcoming features,
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Underwater Repairs
all details of how to contact this office or any of the staff of SRJ.

48 North West Europe

58 Shipmanagement

62 Containerships

67 Agents/People

68
Front Cover
The largest project undertaken at Lloyd Werft Dock Gate
during 2009 has been the conversion of Celebrity
Cruises 76,522 grt cruise vessel Celebrity Galaxy
to a specialist cruise vessel aimed at the German
market renamed Mein Schiff. 69 Agents Contact Directory
Volume 7 Issue 3 Page 3
 Repair News
BP agreement for DWD
Drydocks World Dubai (DWD), formerly Dubai
Drydocks, has renewed its long-standing
association with BP Shipping with the signing
of a new Alliance Agreement. According to the
Agreement, signed by Nawal Saigal, Managing
Director of Drydocks World Dubai, and Dave
Williamson, Vice President Fleet Operations
of BP Shipping, the two companies will work
closely to achieve optimum production levels
based on mutually agreed terms, which includes
strict implementation of accepted standards in
safety, quality and environmental protection.
The Agreement was signed during a two-day
forum attended by representatives of both
companies that explored areas of mutual
co-operation. An Alliance Health, Safety and
Environment Operating Manual was also
signed during the forum.
Under the terms of Agreement, a joint
team, headed by Ravi Senaratne, Commercial
Director, DWD and Andrew Cassels, Manager,
Fleet Integrity Team, BP Shipping, will monitor
all repair projects from the outset, even prior
to the vessels arrival in Dubai, until the work is
complete and the ship leaves the yard.
Nawal Saigal, said: BP Shipping has been
one of our key partners for over a decade. The
continuance of this alliance proves the level of
satisfaction the company has experienced with
our services, global standards of excellence and
the quality of our professional and technical
expertise. Our continued partnership will boost
Dubais status as the premier maritime industry
The BP Shipping agreement being signed by Nawal Saigal (right) , Managing Director of Drydocks
World Dubai, and Dave Williamson, Vice President Fleet Operations of BP Shipping
Page 4 www.shiprepairjournal.com
hub in the region.
Drydocks WorldDubai has a long history of
co-operation with BP Shipping, starting in 1992
when the 270,025 dwt VLCC British Renown
became the first vessel from the company to
dock at the Dubai yard for repair works. Since
then 44 major projects have been completed
for BP Shipping at the yard.
Meanwhile, in celebration of the accident
and incident free docking of the sub-sea
construction vessel Venturer at the Drydocks
World Singapore yard (formerly Pan United)
the vessel owners, Technip UK Ltd, awarded
the shipyard a cheque for the equivalent
of Sing$23,000 (10,000). This is the
highest recognition a shipyard can obtain
under Technips Safety Incentive Scheme for
docking projects. These funds were awarded
by the ships master Alan Morris, and will
be distributed to a charity or charities at the
discretion of the shipyards workers who
dealt with the Venturers repairs and docking.
Drydocks World Singapore Pte Ltd is a
subsidiary of Drydocks World Southeast Asia
Pte Ltd, which in turn is the Southeast Asian
subsidiary of Drydocks World.
This milestone project is the result of the strong
synergy between the two companies, which
began in November 2008 with an HSE audit
conducted by Technip Subsea at DDW-S yard.
The mutual confidence in both teams capabilities
led to the award of the project to the shipyard and
ultimately to its successful, timely and cost-effective
completion incident and accident free.
Ken Livingstone, Technips Project Manager
for the Venturer said, I will like to take this
opportunity to commend the master and crew
of the Venturer, the shipyard staff that attended
to the vessel whilst in the DDW-S yard, and also
the supporting superintendents who assisted me
with this project, for delivering the Venturer from
the shipyard in a safe and timely manner.
Both companies teams were also
commended by Mr Robin King, Senior Vice
President for Technip Subsea Asia Pacific, Well
done to the teams. This is the performance to
which we all continue to strive to achieve and is
a great example that it can be done.
Steve Woodward, Senior Vice President
for Technip Offshore Operation Services,
also praised the successful project, This
is an excellent performance which has not
come about by chance. During my visit to the
yard and the Venturer last week, I observed
firsthand the drive towards achieving this
result. DDW-S has set the bar high for future
docking projects to aspire to. Technips Asset
Technical Department will undoubtedly use this
as a springboard to match this performance
worldwide. The award to the DDW-S team is
well deserved as this was truly a combined and
integrated effort.
Denis Welch, CEO of DDW-SEA said, There is
no better recognition of a job well done than from
a customer. Technips award serves to highlight the
excellent work by our team at DDW-S in making
safety our highest priority and encouragement to
continue to improve our standards.
More large scale
contracts for Keppel
Singapores Keppel Offshore & Marine Ltd
has secured contracts worth S$30m through
its overseas subsidiaries for the upgrading and
repair of three semi-submersible offshore rigs.
Tong Chong Heong, CEO of Keppel O&M,
said, Keppel O&Ms network of yards in the
key markets, coupled with their strong execution
capabilities and quick turnaround, continue to
advance the Group as the choice partner for
the repair, upgrading and completion of rigs
anywhere in the world.
We are pleased that our customers
Diamond Offshore, China Oilfield Services
Limited and Noble Drilling affirm this by
returning to our global yards for their needs.
With our closely-integrated yards backed by
resources from headquarters in Singapore,
we will continue to deliver projects to our
customers satisfaction.
In Brazil, Keppel FELS Brasil clinched
contracts for the repair and upgrading of two
Repair News
semi-submersibles Noble Drillings Noble
Paul Wolff and Diamond Offshores Ocean
Yatzy. The upgrading of Noble Paul Wolff
includes the renewal of piping systems, anodes
in tanks and steel work. Leased by Petrobras
from Noble Drilling, the rig will return to work
offshore Brazil after her repairs in the BrasFELS
yard. She is the second Noble vessel in the
BrasFELS yard after the arrival of Noble Dave
Beard in May 2009 for mechanical completion.
Meanwhile, the dynamic-positioning (d.p.)
semi-submersible drilling Ocean Yatzy will
have structural repairs carried out on a lifeboat
platform, stability column and heli-deck as well
as several piping and steel deck renewal works.
There is also an accommodation rig upgrading
contract awarded to Rotterdams Keppel Verolme
(see North West Europe section of this issue)
Major engine
modification by Lisnave
During July Portugals Lisnave successfully
installed the MAN EGR system onboard AP
Moller-Maersks 17,526 dwt containership
Alexander Maersk. The Exhaust Gas
Recirculation (EGR) is one of many methods to
Moller-Maersks Alexander Maersk in Lisnave for the installation of
a Exhaust Gas Recirculation (EGR) system to reduce NOx emissions
(NO and NO2) from marine diesel engines
Page 6 www.shiprepairjournal.com
reduce NOx emissions (NO and NO2) from
marine diesel engines. The method of EGR has
been used in some four-stroke engines (trucks)
but has not yet been commercially available on
large two-stroke engines aboard ships.
By recirculating part of the exhaust gas, a
minor part of the oxygen in the scavenge air
is replaced by the combustion products CO2
and H2O. Besides reducing the O2 percentage
in the combustion chamber the heat capacity
of the combustion air will be slightly increased
and the temperature peaks of the combustion
will be reduced. Accordingly the amount of
NOx generated in the combustion chamber is
reduced. The NOx reduction ratio is dependent
of the ratio of recirculating but is also followed
by a minor fuel penalty.
Part of the exhaust gas is diverted from the
exhaust gas receiver through a scrubber, which
cleans the gas and reduces the temperature of
the exhaust gas. The gas flows through a cooler
and a water mist catcher and finally through the
EGR blower, which lifts the pressure to the right,
scavenge air pressure. The ratio of recirculation
is controlled by the blower, which in turn is
controlled by the oxygen content ratio of
scavenge air & exhaust. In connection with the
scrubber a water handling system is installed.
This system controls the function of the scrubber
and could either be an open loop system using
seawater with a natural alkalinity necessary for
the process, or a closed loop system using fresh
water with the addition of an active substance.
Between January and June this year (2009)
Portugals Lisnave contracted, for maintenance
and repair work, some 62 ships seven less
than the same period of 2008, figures which
reflect the effects of the global economic and
financial crises in the maritime transport needs
and consequently on the maintenance and
repair work demand.
The 62 ships repaired in the first half came
from 40 clients from 17 countries, including
Germany, Greece, Norway and Singapore, all
of which had seven ships in the Mitrena Yard,
and Denmark, which had six.
Repeat business has always been a part of
Lisnaves success, which clearly illustrates the
reputation of the yard recognised by a large
group of shipowners/managers. This period saw
contracts coming from such clients as Norways
Kristian Gerhard Jebsen, Singapores AET Ship
Management and Cyprus Unicom Management
each having four ships in the yard during this
period and South Africas Safmarine and Anglo
Eastern having three ships each.
Having an accumulated and diversified
know-how, Lisnave receives all types of vessels,

however, the main repair activity of the yard
continues to focus on traditional market
segments, with the tanker market contributing
significantly to the total activity with 44 such
ships; currently at the yard from BW Gas is the
49,513 dwt lpg BW Havfrost.
Turn-around
programme underway
at Curacao
Since the appointment of the Turn-Around
Manager, Luc Joos, in May of this year (2009),
the first results of the turn-around plan are already
successfully being implemented step by step. In a
shorter period than foreseen, the plan will come
to a completion in the third quarter of this year.
Although the yard is facing additional difficulties
due to the influence of the current economic
situation, the yards management is confident
that the current efforts achieved by the personnel
in close co-operation with the unions and
subcontractors, will result in a sustainable future.
Additionally, the privatisation project is also
running according to plan. Several candidates
have already shown interest and management
hopes that in the near future negotiations with
a preferred candidate, yet to be selected, can
be started. In preparation of that, the yards
managing director, Clift Christiaan, started this
week a campaign to seek support from all stake
holders on the island in order to create a clean
desk for the upcoming privatisation talks.
Although the average revenue per project is
staying slightly behind schedule, after a quiet
month of July, the yard has booked some
interesting projects for the coming period.
Firm bookings have been secured for the
drydocking of seven vessels in August together
with two along side repairs. For September two
bookings are confirmed with several others in
the pipeline.
Saipem contract for
Viktor Lenac
By signing the contract with Italys Saipem for
the repair of a 1975-built semi-submersible
platform Scarabeo 4, Croatias Viktor Lenac
Shipyard is intensifying its activities in the sphere
of projects related to offshore oil and gas
Repair News
industry. The work itself will start by mid-August,
when the arrival of the platform is expected,
while all preparations have already begun, on
the very same day the contract was signed. This
kind of project is an outstanding challenge for
Viktor Lenac because of the dimensions of the
platform and logistics that has to be provided
for an efficient work.
The importance of the project is extraordinary
having in mind the market conditions and the
clients value and importance. In fact, Saipem
(43 % owned by the Italian ENI) is one of
the world leaders specialised for the offshore
industry works. During the contracting process,
all Viktor Lenac business activities, especially
financial, organisational and system of quality
control were thoroughly inspected.
Due to the importance of respecting the
deadlines and the projects complexity, the
company Mack D.O.O will be partner to Viktor
Lenac in this project. The arrival of the platform
overlaps with the delivery of two other units for
the offshore industry: the gas platforms Izabela
Nord and Anamarija A will be delivered to
EDINA and INAGIP at the same time as the
Scarabeo 4 will be undergoing repairs. The total
value of the works performed by Viktor Lenac
on these platforms is about 9m.
Volume 7 Issue 3 Page 7
Repair News
Italian company Saipems 1975-built semisubmersible
platform Scarabeo 4 (see previous page)
Expanded facilities
forAME
Dubais Albwardy Marine Engineering (AME),
a joint venture company involving Hollands
Damen Shipyards Group, has recently leased
an additional fabrication and storage area in
Jadaf Dubai, this new area to be used for the
outfitting of completed hulls, which will enable
AME to work on up to seven vessels at a time.
AME has seven vessels under construction,
with two undergoing sea trials, for Fujairah Ports
and Damen shipyard. During the year AME has
Page 8 www.shiprepairjournal.com
ranging from technical design to construction,
also repaired more than 18 vessels while afloat,
for various owners such as Vela, OSG, Jan De
Nul, Sea Port, SMIT, ITC, BWshipping, CMA
Ships, Boskalis , Shell etc.
Currently at the yard for repairs are the
24.38m landing craft, Zabeel, Dijer, and
Alfateh for the Dubai Royale Office, the
Warsan for AlNaboudha, Thenamaris Ships
39,480dwt chemical tanker Sea Promize, and
the 180 dwt tug Sharjah -1.
Conversion projects successfully completed
by AME include the flat top dumb barge
Jamuna VIII into a barge loading pontoon BL-
10 for Hollands Royal Boskalis. A total of 800
tons of steel and equipment was used in the
conversion, which was completed on time and
within budget.
Current staff changes at AME include, Nasri
Arradi as the Sales Manager, Mr Emil as QHSE
Manager and Maclin Pereira as Hydraulic
Engineer, along with four new certified divers in
UAE and Oman, allowing AME to increase the
work load of their underwater services.
Activities at
WashingtonMarine
Canadas Washington Marine Group,
which owns and operates three shipyards in
Vancouver and Victoria, British Columbia, is
committed to the highest standards for quality,
safety, and customer service and are certified
to ISO 9001:2000 for quality, OHSAS 18001
for safety and ISO 14001 for environmental
standards. The Group has successfully
completed countless new construction,
conversion, repair, and maintenance projects,
including cruiseship conversions, work for the
Canadian Navy, repair and maintenance work
on deepsea vessels and containerships, as well
as new construction and repair work on ferries,
tugs, fishing vessels, Arctic Class and research
vessels, barges and yachts of all sizes and types.
Vancouver Drydock is located on the North
Shore of Vancouver Harbour, just north of the
Canada/US border on Vancouvers sheltered
deep-water port. It operates two floating docks
with lifting capacities of 36,000 t and 30,000 t
respectively and has a heavy machine shop with
two 40 t overhead travelling cranes and lathes
capable of handling shafts up to 18 m.
Vancouver Shipyards, in business since 1902,
and located on a 35 acre site on the North
Shore of Burrard Inlet in Vancouver Harbour,
has built a reputation for quality craftsmanship
and customer satisfaction in all services,
maintenance and repair for all types of vessels.
The yards full service facilities include a
SyncroLift of 1,500 t capacity, with berthing
space for up to 12 vessels, major steel forming,
large fabrication and assembly halls, as well as
a 20,000 sq ft totally enclosed paint facility.
Victoria Shipyards operates at the federally-
owned Esquimalt Graving Dock with access
to 610 m of deep water wharfage and a 25
acre production site serviced by three railed
cranes linking the operations of the steel
fabrication, machine, pipe, sheet metal, and
electrical workshops. Victoria Shipyards perform
a wide range of repair services for vessels up
to 100,000 dwt. A specialist in cruiseship and
vessel conversions, as well as new construction
Repair News
projects for the Canadian Navy and the Coast
Guard, this yards commitment to quality work
and timely delivery is only surpassed by its cost
effective and efficient project management.
Vancouver Drydock started this year with
the simultaneous docking of the 2,493 grt
passenger car ferry Seaspan Greg and the
4,014 dwt cargo barge Seaspan 191 for
the majority of January, followed by the PCC
Provider and Norton double docking. The yard
continues to attract US customers with its first
class safety programmes and a high quality of
workmanship and professionalism. Samson
Tug & Barge and Crowley Marine Services
drydocked their vessels ZB335, Klamath and the
tug Sea Robin in February, while SICs 2,000
dwt barge Coastal Spirit was tied up at the Pier.
At the beginning of March the yard welcomed a
new customer, the Canadian Coast Guards Sir
Wilfred Laurier, for an eight-week refit. In April
Crowleys and Premier Pacific Seafoods Barge
360, the tug Sea Prince and the 19,286 dwt
refrigerated fish transportation vessel Ocean
Phoenix were serviced, followed by the tanker
Gibraltar in May. Two Evco barges came in for
paintwork, followed by BC Ferries passenger/
car ferry Queen of Burnaby, where a large
mechanical project was carried out. In the
summer Great Lakes Dredge Co.s large trailing
suction hopper dredge Terrapin Island came in
for drydocking and extensive refit.
The cruise ship season at Victoria Shipyards
started in April with the drydocking of Princess
Cruise Lines 108,865 grt Golden Princess, one
of the largest cruise ships in service today and
the largest vessel the yard has serviced to date.
Over 300 workers were required to complete
the scope of work within a 13 day timeframe. An
extensive coating job of over 100,000 sq. ft. of
underwater surfaces was carried out. Six ultra-
Vancouver Drydock
Page 10 www.shiprepairjournal.com
high, pressure remote controlled, self-powered
crawlers were used to remove the existing
paint and prepare the surface of the steel hull
for application of the coatings. Steel work
included the removal of structural bulkheads
and replacement. On the upper deck 15 top tier
penthouse-style cabin spaces were installed. In
addition, 36.5 m of steel plating were removed
and replaced with structural glass windows at
one of the ships restaurants for an unobstructed
ocean view from the dining area. Further repair
work included a complete mechanical overhaul
of five pod thrusters and repairs to stabiliser fins,
scheduled inspections and repairs of props, 24
lifeboat and tenders, davits, anchors, underwater
valves, cathodic protection, inspection and
repairs and a reworking of over 152.4 m of
domestic piping systems. Most technologically
interesting was the construction and installation
of a new 7000 x 3800 mm big screen LED TV
mounted behind the main engine funnel stack,
where the cruise customers can watch sports
or the latest Movies Under the Stars while
lounging in the pool.
Holland America Lines 60,874 grt
Amsterdam and Celebrity Cruise Lines 90,228
grt Millennium, one of the most technologically
advanced cruise ships, also arrived at the yard
for repairs this year. Both vessels received typical
drydock work, whereby the extensive inspection
and repair work on the Rolls Royce Mermaid
thruster pods on GTS Millennium deserve
special mention. In April HMCS Chicoutimi
arrived after travelling on a heavy lift vessel
through the Panama Canal. She will be refitted
at Victoria Shipyards as part of a two-year
maintenance contract.
Vancouver Shipyard Companys highlight at
the beginning of April was the christening and
launch of Oil Barge PB34 for Marine Petrobulk.
The vessel was constructed to the highest
quality standards and is the largest in the
Marine Petrobulk fleet with a length of 83m,
a moulded breadth of 18.8 m, and a tank
capacity of 5,224,480 l of cargo. Other yard
projects included the ongoing maintenance and
repair of the Seaspan fleet and maintenance
work on yachts, barges, tugs, and fishing vessels
for other local customers.
More offshore contracts
for ASRY
Bahrains ASRY Offshore Services (AOS) has shown
its ability to meet the demanding and exacting
requirements of the rig market by securing repeat
business from two of the worlds leading rig
operators, ENSCO and Hercules Offshore.
Following the successful completion of AOS
first major contract, the upgrading and major
repair of Hercules Offshores jack-up drilling
rig Hercules 170, the company received the
contract to carry out maintenance work on
Hercules Class 205/38 liftboat Amberjack.
Liftboats are the workhorses of the offshore
industry and their repair and maintenance
requirements are usually quite intensive.
Amberjack has been at the Bahrain yard twice
this year. In April the work package undertaken
included the following:
Installation of new ABS-approved
engineroom CO2 system
Steelwork: modifications and repairs to
main deck, hull fender modifications and
engineroom ventilator repair
Installation of new anchor winch
Electrical: installation of pilot house shaft
tachometers, inspection and fault rectification
of engineroom control panel and alarm, and
modifications to switchboard breaker
Legs: repairs to pinion gears, planetary
gearbox and end bearings, plus the supply
and installation of hydraulic power pack
Accommodation renewal and repairs,
including the fitting of new windows
Supply and installation of two new air
conditioning units
Piping repairs
Load testing of 70 ft telescopic crane and 80
ft fixed crane
In July some minor additional repairs were also
undertaken on Amberjack.
Meanwhile, jack-up operator ENSCO has
recently had two rigs repaired by AOS in Bahrain,
the 1980-built ENSCO 97 and the 1982-built
ENSCO 88, both Marathon Le Tourneau 82-
SD-C designs. The work package undertaken on
ENSCO 97 involved the following:
Repair News
Cranes: load testing on all three Marathon Le deck measuring 178.2 m x 63 m and a deck major life-extension project in 2010.
Tourneau cranes and NDT inspections area of 11,227 m2, making her ideal for the The US market has also provided another
Hull steel renewal: renewal of approximately carriage of large oil and gas related vessels and customer in August, in the shape of the 57,623
30 t of steel in various locations around the large dredgers. grt PCTC Green Lake, owned by Central Gulf
rig as per hull gauging report, and recoating Expressing their satisfaction on the repairs Lines. Currently in ASRYs 500,000 dwt graving
of pre-load tanks with Eureka Gel compound undertaken at ASRY, Ian Anderson, Anglo dock, the car carrier is receiving hull blasting
Renewal of all spud can anodes and leg Easterns Superintendent, and Jeroen and coating, repairs to loading ramps, tailshaft
anodes Willemen, Fleet Superintendent of Dockwise survey and main engine overhaul and a large
UWILD for Special Survey: It was an initial Shipping described the repairs as of a high number of mechanical repairs.
requirement to carry out diver survey of the standard, emphasising the steel and pipe August also saw the arrival of the 2008-built
external surface of the spud cans together work as excellent. high speed ferry Hormuz for hull survey work.
with leg nodes and internal inspection of Meanwhile, in July ASRY received another One of two sisterships built by Australias Austal
spud cans. However, as a more cost effective unusual visitor in the form of the US-owned for the Government of Oman, Hormuz is one
and time-saving option, AOS decided to trailer carrier Great Land. Owned by TOTEM of the fastest diesel-powered ferries in the world,
utilise an available slot in ASRYs 75 m wide Ocean Trailer Express (TOTE) , Great Land having a service speed of 52 knots on her 180
graving dock and carry out the inspection drydocked for a stern seal replacement, nautical mile route along the popular tourist
in a dry and clean environment, which also following a charter to the US company American area of the Musandam Peninsular.
enabled all repairs required to be carried out Cargo Transport to carry military cargo between Meanwhile, last week saw the arrival of the
Leg Splash Zone Special Survey: Ultra Tacoma, Washington and the US-base on the 39,266 dwt Kuwaiti owned livestock carrier
high-pressure blasting of leg nodes in the Indian Ocean island of Diego Garcia. AlKuwait for repairs. ASRY is currently busy with
rigs splash zone area (Bays 10-14) was Built in 1975, the steam-turbine powered two large-scale steel renewal jobs, involving
carried out, along with MPI of welds and an Great Land has spent most of her service life the 45,342 dwt bulk carrier Jag Ravi and the
Ultrasonic Thickness Survey of the chords/ carrying cargo between the US Gulf coast and 67,712 dwt containership Nedlloyd Drake.
horizontal/diagonal/internal lattice, painting the Caribbean and on the US West Coast to Jag Ravi, owned by Indias Great Eastern
on completion. This work escalated into Alaska. Most recently she has been chartered Steamship, is in the yards Floating Dock No3
carrying out the repairs to the entire length of to Matson Lines for its service from the US West for the replacement of 500 tons plus of steel,
all three legs and also repairs to cracks found Coast to Hawaii, before new charters last year while the Maersk-owned Nedlloyd Drake has
Pumping off and cleaning out of fuel tanks for to carrying military cargoes to the Gulf and just completed bulbous bow repairs while
survey Diego Garcia. Great Land is to undergo a alongside. SRJ
Dynamic load testing of lifeboat and lift raft The jack-up ENSCO 97 in ASRYs
winches and davit structure, as well as NDT 500,000dwt drydock in April 2009
inspections
A similar package of work has just started on
ENSCO 88.
ASRY is used to a varied mix of vessels at its
facilities, but recent weeks have seen a number
of unusual visitors to the yard in the shape of
the worlds largest heavy transport vessel, a ro-
ro/trailer vessel more used to operations in the
Alaska, the Caribbean and the Pacific, a brand
new high-speed passenger/vehicle ferry and a
livestock carrier repairing during Ramadan.
June this year saw the arrival of the worlds
largest heavy transport ship, the 76,410 dwt
Blue Marlin in Bahrain for repairs. With a beam
of 63 m, the Dutch-owned vessel was drydocked
in ASRYs 500,000 dwt graving dock, leaving
just 6 m space on either side of the drydock!
After delivering a large cargo of dredgers
and dredging support vessels to Bahrain, Blue
Marlin drydocked at ASRY to undertake her
second Special Survey, renewal of 30 tons of
steel, blasting and painting of her hull, main
deck and ballast tanks, as well as maintenance
work on valves, electric motors, steering gear
and winches.
Built in Taiwan in 2000 and lengthened and
widened in 2003 in South Korea, Blue Marlin is
owned by Dockwise Shipping and managed out
of Glasgow by Anglo-Eastern. She has a clear
Page 12 www.shiprepairjournal.com
 Conversions
Keppel wins another
FSRU contract
Singapores Keppel Offshore & Marine has
secured Sing$85m worth of contracts through its
local and overseas subsidiaries. These include
its third Floating Storage and Re-gasification
Unit (FSRU) conversion job for Golar LNG.
Keppel Shipyard clinched contracts from repeat
customers for a FSRU conversion and the
refurbishment and life extension of a FPSO.
Following the successful delivery of the
worlds first two FSRUs, 80,239 dwt Golar Spirit
and 80,810 dwt Golar Winter, Keppel Shipyard
was awarded a third contract by Golar LNG
to convert the 66,200 dwt Golar Freeze from
Keppel Shipyard is close to completing the conversion of FPSO
Armada Perdana for Malaysias Bumi Armada Berhad.
Page 14 www.shiprepairjournal.com
a lng tanker to a FSRU. The scope of work
includes installing a re-gasification plant and
power generators, and upgrading the control,
electrical and marine systems. Chartered
by Dubai Supply Authority, the FSRU will be
permanently moored alongside a purpose-built
jetty within the existing Jebel Ali port in Dubai.
When completed in the second quarter of
2010, Golar Freeze will be capable of storing
125,000 m3 of lng. The vessel will also have
a maximum gas send-out capacity of 480m
standard cubic feet of re-gasified lng/day for
further delivery into the Dubai gas network.
Keppel Shipyard is close to completing
the conversion of FPSO Armada Perdana for
Malaysias Bumi Armada Berhad. The FPSO,
which will be located on the Oyo field, 70 km
off the coast of Nigeria, is expected to deliver
first oil in fourth Quarter 2009.
We are delighted that our combined
teams have shown capable leadership and
competency. With their good work, we have
been able to fast-track the project from winning
the contract to completing the conversion in
just 18 months said Nelson Yeo, Executive
Director of Keppel Shipyard, Keppel Shipyard
is pleased to carry out the conversion of Bumi
Armadas second FPSO, Armada Perdana.
This achievement of delivering her successfully
and safely, with a record of 1.8m man-hours
without lost-time injury, has been through the
efforts of everyone working on the project. This
conversion further strengthens the partnership
between our two companies.
The vessel, which arrived in May last
year, underwent fabrication, installation and
integration of a 12-point spread mooring
system, riser balcony, topside facilities and
upgrade of accommodation and auxiliary
support systems. It now has a storage capacity
of 1m bbls of oil with water and gas injection
capabilities included in its topside. It is also
capable of processing 45,000 bbls/day.
Keppel Shipyards affiliation with Bumi
Armada goes back into the last decade when
it first converted the FPSO Armada Perkasa in
1997 for operation in the PM3 Field, Malaysia.
It was recently upgraded further in 2007 for
deployment in the Okoro Setu Field, Nigeria.
The second contract involves Keppel
Shipyard undertaking the refurbishment and life
extension of the 80,885 dwt Four Vanguard,
an FPSO, which Keppel converted in 2003 for
Four Vanguard Servios E Navegaao Lda, a
company of Premuda group. To be completed
in the fourth quarter 2009, the FPSO will be
moored in the Woollybutt field on the North
West shelf of Western Australia.
Meanwhile, Chinas Keppel Nantong
Shipyard has received an order to build two
45-ton bollard pull twin-screw Azimuth Stern
Drive (ASD) tugboats from Keppel Smit Towage
Pte Ltd (KST). These vessels will be built to
Keppel O&Ms proprietary design, developed
by its technology unit, Marine Technology
Development. Delivery of the two tugboats is
expected in 2Q 2010. Including these vessels,
Keppel Nantong is currently building a total of
11 tugboats for KST.
In Singapore, Keppel FELS secured a contract
from Seadrill Ltd for the special survey, repair
and upgrading of a jack-up rig, West Janus.
Reinforcing its reputation for quick turnaround
services, the rig is expected to be delivered by
end-August 2009. The scope of work includes
steel renewal, leg repairs, modification of the
shaleshaker house and the replacement of the

top drive system.
Over at Brownsville, Texas, Keppel AmFELS
was recently awarded jobs by longtime
customer, Diamond Offshore, for the repair,
refurbishment and upgrading of two rigs.
Ocean Ambassador, a Bethlehem 2000
Class semi-submersible drilling rig, arrived
at Keppel AmFELS for stability upgrade and
repairs. The second unit, Ocean Summit, a
Levingston Class 111-C jack-up rig, underwent
repairs and refurbishment at the yard. Both
rigs were redelivered to Diamond Offshore
on time. Ocean Ambassador is en route to
her deployment offshore Brazil with OGX,
while Ocean Summit has begun operations for
PEMEX in Mexico.
There are currently six conversion projects
underway at Keppel Shipyard FPSO Ningaloo
Vision (Prosafe), FPSO BW Pioneer (BW
Offshore), FPSO P-57 (SBM), FPSO Peregrino
(Maersk FPSO), FPSO Okha (SBM/Woodside)
and FPSO Four Vanguard (SBM).
With four other major projects underway,
Bully I and Bully II, to undergo integration of a
new drillships (Frontier Drilling), Skarv Internal
Turret Fabrication (SBM) and Derrick Lay Barge
(Bumi Armada).
Five conversions have already been
successfully completed this year: FPSO
Armada Perdana (Bumi Armada), FPDSO
Azurite (Prosafe), FSRU Golar Winter (Golar
FSRU), FPSO BW Cidade De Sao Vicente (BW
Offshore) and FSO Ratu Songkhla (M3nergy
Sdn Bhd).
A new pipe panel line facility was added
to current yard facilities in June 2009. The
100 m x 80 m pipe shop contains a semi-
automated carbon steel line and stainless
steel line, including mechanised welding. It
also accommodates a fully air-conditioned
clean room for super duplex pipe materials
and a 4 m X-ray bunker (of which 2 m will be
underground) for conducting non-destructive
testing of welded portions. A total of 21
cranes were also installed to facilitate easy
shifting of pipes.
Keppel Shipyard has commenced
construction of an integrated safety training
complex that is sited next to the Keppel Offshore
& Marine Group Training Centre in the
premises of Keppel Shipyards Tuas yard. Once
completed, the complex will provide training
for its multi-national workforce, including sub-
contractors. The training complex, which is
the first of its kind in Singapore, will cover all
aspects of safety training, with focus on height
safety, confined space safety, electrical safety
and material handling safety, providing hands-
on learning environment for workers to enhance
competency-based safety training.
The Tohdoh in JSL for conversion to FPSO
Offshore rig and FPSO
contracts for JSL
Singapores Jurong Shipyard Ltd (JSL), a wholly-
owned subsidiary of Sembcorp Marine, has
secured a second SeaDragon rig order from
Oban B Limited to complete and deliver a Moss
Maritime full dynamically-positioned (DP-3)
semi-submersible drilling unit.
The six-column bare deck hull, built in a
Russian yard, arrived in Singapore in early June
2009 and now JSL will now proceed with the
construction, outfitting, furnishing, equipping,
testing and completion of the bare-deck hull
into an ultra-deepwater semi-submersible
drilling rig. The second unit is scheduled for
delivery by end June 2011. The contract is
worth some US$237.3m, excluding equipment
supplied by the owner.
This new rig will be built for a water depth
rating of 3,048 m and a maximum drilling
depth of 9,144 m. The rigs ability to operate
even in harsh environment gives it the multi-
region flexibility to operate on a world-wide
basis as compared to other deep-water rigs.
George Sutherland, Technical Director of Oban
B said We are delighted to be working with the
world class team at JSL on this second project,
which we are confident will result in a first class
asset for charter in 2011.
Don Lee, JSLs Senior General Manager of
Offshore Division said We thank SeaDragon
again for their trust and commitment in
working with JSL to realise this option after the
first contract was signed in April 2009. These
two state-of-the-art semi-submersible rigs will
complement the range of semi-submersibles
that JSL is building and demonstrates our
versatility in undertaking projects with diverse
Conversions
complexities. We now have two first of its class
semi-submersible rigs to be delivered.
We are pleased that, despite the current
challenges due to the economic downturn and
the credit crunch, our order book continues
to strengthen. This rig order is testimony of
the confidence that our clients, partners and
vendors have in the deepwater market and in
particular, JSLs proven track record and project
execution capabilities. We are committed to
deliver on our promise and to build on this
foundation for many years to come.
Meanwhile, JSL has secured a contract
worth approximately S$160m to convert the
261,212 dwt VLCC, Ohdoh (ex Tohdoh), to a
FPSO to be renamed FPSO Kwame Nkrumah
MV21 for Modec Offshore Production Systems
(Singapore), a subsidiary of Japans Modec.
The conversion contract involves the
conversion of the oil tanker to an FPSO that
includes detailed engineering, installation and
integration of 18 topside modules, installation
of external turret and power generation,
accommodation upgrading as well as extensive
piping and electrical cabling works.
The FPSO Kwame Nkrumah MV21, which
is part of the Tullow Ghana Ltd Phase 1
development plan and is due for delivery
during the first quarter of 2010, will be
installed in approximately 1,100 m water
depth on the Jubilee Field offshore Ghana,
one of the largest oil fields discovered
offshore West Africa in the past 10 years.
The FPSO Kwame Nkrumah MV21 will be
capable of processing more than 120,000
barrels of oil per day, injecting more than
230,000 barrels of water per day, 160
MMscfd of production gas and with a
storage capacity of 1,600,000 barrels of oil
and is designed to remain on the field for up
to 20 years without dry docking. SRJ
Volume 7 Issue 3 Page 15

First Greek contract for
SPS Overlay
In a breakthrough project, SPS Overlay
(sandwich plate system) has been used for the
first time by a Greek shipping company, in a
new and powerful endorsement of the renewal
technique by an owner from the worlds leading
shipowning nation.
In an 18 day project completed in June
at China Shipbuilding Industry Corps
Shanhaiguan yard, tank-tops were reinstated on
board the 150,940 dwt capesize bulk carrier
Star Ypsilon, owned by Greek shipmanagement
company Starbulk SA, Athens a wholly owned
subsidiary of Star Bulk Carriers Corp.
Delivered in 1991, the RINA-classed Star
Ypsilon required reinstatement of a 2,757
m2 area of tanktops and hoppers, with SPS
overlaying an area of existing steel with a
10 mm thick steel section of new steel, and
sandwiching a 20 mm thick injected elastomer
core. Initial expectations had been that the
project would take around 21 days. However,
the enhanced productivity delivered by SPS
Overlay, backed by growing experience in the
process from Shanhaiguan Shipyard brought
the job in well ahead of schedule.
This is the fourth Capesize SPS Overlay
project to be completed at Shanhaiguan this
year and we have been truly impressed by the
way they have gone about their work, said Rob
Duffin SPS Overlay Director.
George Mantalos, Technical Manager for
Starbulk S.A. said that speed and quality of
repair had been critical issues in selecting the
reinstatement technique. Using SPS Overlay
The Star Ypsilon
Page 16 www.shiprepairjournal.com
Services
rather than conventional crop and renew
proved very efficient, he said. We were able to
re-instate maximum areas with minimum man
hours, ensuring that the project not only came
in on time, but well ahead of our own tight
timetable.
Beside the cost savings accrued by
minimising repair time, using SPS Overlay
delivers long term operational benefits,
including enhanced impact resistance and
permanently flatter surfaces. Dishing of the
tank tops is almost entirely eliminated, leading
to better cargo handling, reduced turnaround
times and improved operational economics.
Maintenance costs are also likely to be reduced
as a result of enhanced resistance to wear and
corrosion, improved coating performance and
reduced deformations and cracks.
Condor Ferries contract
for System Hygienics
System Hygienics, the UKs leading air hygiene
specialist, was recently called aboard Condor
Ferries Commodore Clipper to complete full
trunk cleaning of the vessels ventilation systems.
The Commodore Clipper was in A&P
Falmouths drydock for a refit when System
Hygienics operations staff carried out the work.
This involved a thorough inspection and lean
of the ventilation system that runs throughout
the ferry, including accommodation, bathrooms
and galley extracts.
Unscheduled repairs to another vessel in
Condor Ferries fleet delayed the cleaning
programme on several occasions, but Mike
Mustill, Hotel Services Operations Manager for
Condor Ferries, was delighted with the reliability
and professionalism of System Hygienics
office and operations staff and wrote a letter
complimenting the teams good work.
Mike said: Reports back from the vessel were
of hard working technicians who achieved an
excellent standard of cleaning, which has been
highlighted in the photographic report of before
and after shots and certificate of cleanliness
supplied by System Hygienics. I would also
like to thank the office team responsible
for scheduling the technicians as our plans
were changing from week to week due to
circumstances out of our control. The level of
understanding was very much appreciated.
System Hygienics JetVent system cleans
ventilation ductwork with negligible disruption.
Minimal access to ductwork is required, as
up to 100 m can be reached from one point.
There is no leakage of contaminants, and
cleaning is achieved quickly and efficiently.
Mike continued: The conventional vessels
Condor Ferries operates will require vent
cleaning every two years when entering dry
docks and I would not hesitate to contact
System Hygienics when dates become
available.
System Hygienics is a member of the
Hotchkiss Group, which provides specialist
services in ductwork contracting, fire-resistant
duct systems, ventilation products and
accessories and fire-resistant and acoustic
ductwork coatings.
Developments at WSS
The Russian Register (RR) has accepted and
approved the ISO 9001:2008 certificate held
by WSS (WSS) for its fire, rescue and safety
services network. In addition and as part of the
same approval process, the Russian Maritime
Register of Shipping (RR) has awarded WSS its
own Certificate of Approval and Recognition.
These global certificates and approvals cover
the companys entire fire, rescue and safety
services network. According to RR, WSS is now
the only international service network that holds
these RR approvals. These certificates signify
a major breakthrough in meeting requirements
for Russian flagged and/or Russian classed
vessels, reports James Parson, Area Director
Eastern Europe at WSS.
In addition to the Russian approvals, WSSs
fire, rescue and safety service now holds global
approvals from DNV and Lloyds Register of
Shipping. All certificates and approvals cover
inspection and maintenance of extinguishing
equipment and systems. They also cover service
Services
of life saving equipment including inflatable life
rafts, life jackets, HRUs, inflatable and rescue
boats as well as inspection and testing of
centralised gas welding and cutting equipment,
and survey and maintenance of self-contained
breathing apparatus.
WSS has also announced that its Liferaft and
Marin-Ark service station in Miami, Florida
is now fully operational. It is a stand-alone
station conveniently situated between the port
of Miami and Port Everglades in South Florida,
approximately 4 kms from the current WSS
premises in Miami.
The station is certified to service all Unitor
branded rafts as well as Marin-Ark MES Systems,
which are among the largest rafts in the world,
with a life-saving capacity of 430 persons per
evacuation system. The station is also fully
stocked to deliver and exchange WSS liferafts in
all southeast ports for any customer with an LRE
(Liferaft Rental Agreement). The stations team
will be attending a scheduled training course
in France this October to be certified to service
Seasafe rafts. They will continue to work on
gaining further approvals for all other brands
within the Survitec group offer.
The station began as a dusty warehouse
that had to be restructured into a workshop.
All WSSs team members have been very
involved in the numerous tasks, including
The WWS Miami team (from left to right) Tim Ryan, General Manager Southeast USA and Caribbean Giovanni Alvarado, Liferaft Technician Luciano
Scandrglio, Liferaft Technician Boris Medich, Southeast USA Liferaft Manager
Page 18 www.shiprepairjournal.com
negotiation, co-ordination and monitoring of
the construction carried out by sub-contractors.
WSS has also ensured that all of the necessary
permitting and licensing for the station is in line
with the local authority requirements.
WSS, is also a leading provider of immersion
suit servicing, and is predicting a sharp upswing
in the demand for servicing this year as a result
of regulatory changes made in 2006. IMO
regulations with regard to immersion suits
are rigorous, with crew required to perform
onboard monthly tests. More significantly,
however, the regulations also require that
every three years each suit be subjected to an
air-pressure test to check the integrity of the
seams and closures, and it is recommended
by the IMO that this take place at a shore-
based facility with staff trained and equipped to
carry out any necessary repairs. The change in
IMO regulations that came into force in 2006
caused a spike in the sales of immersion suits,
and as a result these new suits are now due for
their first service.
WSS has prepared accordingly and
now offers one of the most comprehensive
immersion suit servicing operations available via
its global network of over 50 locations capable
of offering immersion suit service.
The network provides a range of fast and
efficient service options that help minimise
time spent in port for vessels of all types. The
core service is that of inspection as required
by the IMO regulations. If a suit fails to meet
the necessary requirements then it can be
repaired or, if necessary, replaced. In major
ports service centres can also offer customers
the option of holding additional complete sets
of suits, thereby enabling a ship on a tight
schedule to simply exchange its onboard suits
for fully-serviced replacements, which can then
be processed ashore in the normal fashion.
The third option is of straightforward loans or
temporary replacements.
Owners and operators are urged to check
their immersion suit servicing schedules at their
earliest convenience, and contact their local
WSS representative for details and costs of the
service options.
WSS is equipped for the complex
changeovers that the Montreal Protocol
will demand when it comes into law on 31
December 2009. After this date, the European
Union will not permit ships crews to maintain,
service or top up any refrigeration systems
containing R-22 or other ozone depleting
HCFC refrigerants using virgin refrigerant. The
directive applies to all EU flagged vessels.
If the systems are not interfered with in any
way, these ozone depletants may be retained.
However, planned routine maintenance on
 Services

The WWS Immersion suit

various system components like compressors, condensers, driers etc is
the key to enabling a system to operate efficiently without the risk of costly
breakdowns.
With this in mind, WSS advises that the most economical solution to
stay compliant with the regulations is to replace the existing R-22 with a
suitable, non ozone-depleting alternative such as Unicool R417A. R-417A
has very similar working parameters in marine applications to R-22,
and the changeover does not require costly system modifications. Other
R-22 replacement alternatives are available (R-407C, R-404A, R-419A,
R-134a, R-422D, R-427A, and more) but these options will demand costly
modifications and have limited thermal properties.
Recognising the limitations of the vessels crew in handling such an
important project, WSS offers qualified and highly skilled refrigeration
technicians to handle these retrofits. The companys world-wide network
has successfully performed more than 1,300 such changeovers in recent
years, both during dry-dockings and on vessels whilst they were in service.
By sailing between ports and completing the project at sea, there are no
interruptions to the day-to-day functioning of the refrigeration systems, or
delays for the ship. WSS ensures safe and legal destruction of the old R-22
as part of their Enviro-Return Management Programme.
On average, each project takes between five to 15 days. Ship owners
are advised to plan their changeovers in good time to meet the deadline
of 31 December 2009.

Inspection and maintenance

management software from ABS
ABS is now offering its clients powerful ship inspection and maintenance
management software to be placed in the office and on board all newbuild
vessels contracted to ABS class. The offer is also being made retroactive to
apply to any newly built vessels delivered since 1 January this year. Vessels
that transfer into ABS class may also be eligible for the programme.
The offer includes the new ABS Hull Inspection programme software,
Volume 7 Issue 3 Page 19
Services
pre-populated with the specific information
and ship model relating to each vessel, the
Maintenance & Repair module of the well-
established ABS Nautical Systems NS5 fleet
management system and web access to an
electronic file of the core vessel drawings.
We believe this package of programmes
forms a valuable tool that will help our
shipowners monitor the condition of their vessels.
We also believe it can contribute towards
improving the safety of the ship which is why
we are offering the software, data entry and
installation free of charge, explained Christopher
J Wiernicki, ABS President and COO.
The key component of the new initiative is
the Hull Inspection program. It provides the
owner and crew with a means to better control
maintenance, repair and drydocking activities.
The programme helps the superintendent and
crew to focus inspection efforts on structurally
critical areas, to examine and grade the hull
structure and record defects. By identifying
potential problem areas, preventive measures
can be taken.
The benefits of the programme can be
further enhanced when integrated with the
well-established Maintenance & Repair
module of the ABS Nautical Systems NS5 fleet
management system which is also provided free
of charge. The module is one of the industrys
leading planned maintenance programmes.
This new vessel maintenance management
programme is a further example of how we
can bring together the power of our technical
capabilities with the functionality of our Nautical
Systems fleet management system to provide
our clients with integrated programmes that
are simply not available from either other class
societies or other fleet management software
providers, Wiernicki stressed.
Founded in 1862, ABS is a leading
international classification society devoted to
promoting the security of life, property and the
marine environment through the development
and verification of standards for the design,
construction and operational maintenance of
marine-related facilities.
GAC opens Logistics
and Maritime Service
Centre in Rotterdam
GAC Netherlands Ltd has opened a Logistics
and Maritime Service Centre to increase
efficiency, improve customer services and
bring its ship spares logistics and freight
forwarding operations under one roof at a
Page 20 www.shiprepairjournal.com
new 6,500 m2 office and warehouse complex
in Pernis, Rotterdam.
Europes busiest port and the fourth largest
in the world, Rotterdam covers 10,500 ha and
is 40 kms in length. GAC Netherlands new
premises are strategically located at the heart of
the port, in the Distriport Benelux area, enabling
it to take full advantage of nearby motorway
connections and harbours, with direct waterway
and railway connections.
The new facility is headed by Managing
Director Ries Hoogenboezem, previously
MD of GAC-OBC Netherlands, with offices
in Rotterdam and Vlissingen (Flushing). The
Ships Spares arm, GAC Marine Logistics, was
formerly based in Spijkenisse, also in Rotterdam.
There were clear synergies within the
previous GAC-OBC logistics services and GAC
Marine Logistics (GML) operations, says Ries.
GAC Netherlands Ltd brings the benefits of
both operations together at Pernis to take full
advantage of our experience, strong partnerships
and the global GAC brand to enable us to raise
the bar in terms of customer service.
GACs Regional Logistics Manager,
Gunnar Lundgren, adds: Even in the current
economic climate, GAC continues to expand
its presence in Europe. GAC Netherlands is
the latest in a string of new office openings
including Lille, Warsaw, Moscow, Oslo and
Almaty and Aktau (Kazakhstan).
Harris Pye and Future
Pipe join forces
UKs Harris Pye Group and Hollands Future
Pipe Industries B.V. (FPI), of The Netherlands,
GAC Netherlands new service centre
have signed a collaboration to work together
supplying Glass Fiber Reinforced Epoxy Pipe
Systems (GRE) to the marine, cruise, industrial
and selected areas in the oil and gas sectors.
Their collaboration has already seen orders
secured. Both companies are specialised
in providing services for installing and
upgrading GRE pipe work, and both are highly
experienced in conversion work, replacing steel
with GRE.
A part of Harris Pye Groups world-wide role
will be to provide its installation project team
to identify and provide, where necessary, all
associated FPI materials, tooling, manpower,
supervision and project management and to
control this process in conjunction with FPIs
project team. Harris Pye will also be assisting
FPI with the installation of GRE systems and
performing surveys on behalf of FPI.
Through its marine agent network, FPI will
actively promote and recommend Harris Pye
to ship owners/managers and ship yards. The
agreement also includes extensive training
of Harris Pyes supervisors at FPIs facility in
TheNetherlands.
In the short period after signing the
collaboration orders have already been
secured: Harris Pye carried out surveys and
installed a dedicated grey water overboard
system onboard the 70,310 grt cruise vessel
Ocean Village Two owned by Carnival UK.
Opportunities for expansion for both
companies worldwide will follow the
appointment of Harris Pye Marine as service &
commercial agents for FPI in USA, South Africa,
Dubai, Singapore, Japan, Australia and Korea.
Meanwhile, world-wide expansion continues
apace for the Harris Pye Group with the
opening of an office in New South Wales,
Services
Australia; the appointment of a Managing Boiler performance computer modelling, design,
Director; and the acquisition of Parsons Boiler Superheater metal temperature design Specialised heat recovery service including
and Thermal Design Consultants. This enables assessments, cogeneration analysis, and
them to offer a raft of additional services to its Oil to gas firing studies, Equipment design.
clients in a range of industry sectors in addition Boiler circulation computer modelling and Of course we have always offered a
to its core business in the marine and offshore analysis, comprehensive range of standard engineering
industries. Advanced boiler testing and diagnostic services including pipe design and pipe stress
Working from its Singapore facility, the Group services , analysis, pressure part design, finite element
has already established a strong reputation Integrated combusted performance testing analysis all conforming to a wide range of
in the Australian offshore industry having and Analysis, certifying authorities including: ABS, Lloyds,
completed a substantial number of projects in Steam and power cycle analysis, Det Norske Veritas, ASME and ISO, says
the North West Shelf/Timor Sea area on behalf Boiler plant life extension, Mark Prendergast. This new capability will
of Woodside, Modec and Coogee Resources; Finned tube, economiser and heat exchanger ultimately see highly trained University-qualified
and completed work on behalf of AG, the design facility, boiler, thermal and process engineering design
operators of vessels in the BMG field off South HRSG equipment and process design, specialists stationed in every major Harris
East Australia and also carried out work on Evaporator and water purification system Pye Office around the world, all utilising the
Diamond Drillings semi-submersible drilling
The graphic represents a traditional tank gauge, cable loom and monitor arrangement (top) and the
unit Ocean Patriot in the Bass Strait. reduction in equipment and cabling using PSM Instrumentation digital gauges (bottom). PSM estimates
There is an invaluable additional bonus that cable savings using digital equipment compared to conventional systems can be typically 15,000 m
explains Mark Prendergast: Dave Parsons for a mid-sized container ship and up to 50,000 m on a large naval vessel (see page 23).
will also be responsible for the further training,
development and mentoring of young graduate
engineers to enhance our design and analysis
capabilities throughout the Group and these
engineers will be stationed at key Harris Pye
facilities world-wide. One of these graduates is
currently working on a pipe stressing analysis
on a steam system which has a history of failure
due to cracking in a specific location. He has
now identified the problem and offered the
client a solution.
With the expertise of Parsons Thermal &
Boiler Designs on board HPA can offer a
highly comprehensive service to the marine
and offshore industries including: general
boiler performance assessment; review of
performance data and assessment for improved
boiler efficiency; investigation of and solutions
to existing operational problems or issues;
investigation and requirements for firing on
alternative fuels; overall steam cycle analysis
and optimal utilisation of steam; optimisation
of and proposals for enhanced waste heat
recovery; and complete energy audits including
diesel powered generation, air conditioning etc.
Wide range of benefits with global spin off
For over 20 years, Parsons Boiler and Thermal
Design Consultants has provided a highly
specialised boiler and thermal design services
to both the marine and industrial sectors.
Underpinning these services was a vast array
of powerful computer software specifically
developed for boiler performance and boiler
circulation application, a fundamental tool in
any boiler design undertaking.
The integration of Parsons brings this software
and the associated capabilities into the Harris
Pye Group, enabling Harris Pye to now provide
a vast array of additional services including:
A comprehensive boiler design service,
Page 22 www.shiprepairjournal.com
 Services
extensive array of advanced boiler and thermal design software which was
once only available to a handful of major boiler manufactures.

Latest contracts atTrimline

Southampton-based marine outfitters Trimline have underlined its expertise
in fast ferry work with two prestigious projects to prepare craft for entry into
summer service. In the Mediterranean, Trimline has completed a ten-day
alongside project in Algeciras preparing the FRS Lines 86 m Incat-built
Tarifa Jet for the peak of the summer season. Closer to home, Trimline has
outfitted the new Red Funnel vessel Red Jet 5 for entry into service on the
cross-Solent service to the Isle of Wight.
The Tarifa Jet, which operates between Tarifa and Tangiers, has
benefited from improved facilities for her 800 passengers with Altro
Walkway Flooring being laid, toilets upgraded and various refurbishments
carried out to the servery in both caf areas. Trimline personnel are also
set to return to the vessel at the end of the summer to carry out a further
menu of work including replacing sofa seating with aircraft style seating.
Red Jet 5 has been prepared for her entry onto the Southampton-
West Cowes route with a three week refit at the former VT Shipbuildings
Portchester shipyard in Hampshire. The 35 m high speed catamaran has
been acquired from owners in the US but before entering service has
undergone a major refit, with Trimline prime contracting the project that
has also included hull work carried out by Burgess Engineering.
Trimlines role has included expanding and upgrading the passenger
lounge, carrying out electrical installations and fitting new air conditioning.
New seating for 187 passengers has been installed in the main lounge,
where new flooring and carpeting has been laid. The original toilets have
been stripped out and rebuilt, while new bulkheads, deckheads and
windows have also been fitted. In addition, Trimline has been responsible
for installing the electrics to accommodate new television screens and
fitting air conditioning throughout. Other fitting out work has been over 5,000 pairs of curtains. Some 21,000 m of fabric will be used. The
completed on the bridge. furnishings will be placed in 1557 passenger staterooms and over 600
Trimline Sales and Marketing Director Mike Oliver explained: Red crew cabins. Once on site in Monfalcone, Trimline personnel will also fit
Funnel is a long standing client and we are extremely experienced in curtain tracks in each of the rooms.
working to their high quality specifications. We also have an established It will be a considerable task to ship out all the furnishings but we
reputation working on fast ferries around the Mediterranean and FRS is have gained experience on the Cunard and P&O Cruises ships that we
another valuable addition to our client base in this area. have worked on. This will stand us in good stead to ensure that the job is
Meanwhile, Trimline has secured another major order for soft completed on time and that Azura is ready for her maiden voyage from
furnishings to be fitted onto P&O Cruises newest superliner to be built Southampton next April, added Mike Oliver.
for the British market, Azura. The 116,000 grt Azura is being built at
Fincantieris Monfalcone shipyard near Trieste in Italy and will enter service
next spring with over 20,000 items of soft furnishings manufactured by New merchant market for PSM
Trimline for her passenger and crew cabins.
Trimline will swing into action next month manufacturing the furnishings, Instrumentation
which represent the latest in a major series of contracts the company
has won to supply furnishings for new ships introduced by Carnival PSM Instrumentation has a track record for producing instruments that can
Corporation Plc the parent company of P&O Cruises. withstand more than the average voyage can throw at them, previously
Trimline was initially contracted to fit out staterooms on Cunards supplying its tank gauging and measurement systems to the Royal Navy. Now
QueenMary 2, and this was followed by a further major project to provide the company is moving into the merchant sector with new products that provide
similar fittings for P&O Cruises Ventura, which entered service last year. improved and more intelligent measurement and system management.
The Azura project is another massive success for us in winning this The first draws on its core expertise in tank gauging moving the
type of work against fierce international competition, explained Trimline technology on from typical analogue components to digital measurement
Sales and Marketing Director Mike Oliver. We have until early next year units that offer fundamental benefits of higher performance and capability
to complete the manufacture and we will then have a team in the yard at reduced cost according to PSM sales director Mark Jones.
completing installation. We are also hopeful of securing further work on Digital components far exceed what has gone before. Transmitters are
the ship as she completes her fit out. fitted in all the cargo, oil, water, ballast and bilge tanks and traditionally
The soft furnishing task will see Trimline make more than 4,000 bed you would get an analogue signal through a junction box and a converter
throws, some 3,000 valances, more than 4,000 scatter cushions and to the display system in the engine room.
Volume 7 Issue 3 Page 23
Services
These analogue units are dumb devices
which give a pressure reading, each with a
separate cable for each unit: expensive to fit
and maintain and not always reliable. The PSM
system uses digital gauges in the same number
of measurement points but a much reduced
cable loom to interrogate the devices over
shared connections.
Immediately there is a huge simplification
and saving and because the devices have
digital output, share cable connections and no
converter is needed to the PC, he says.
Cost savings are immediate as sensors can
be recalibrated rather than replaced as needed
and the commissioning engineer can set up
and commission the system in a fraction of the
usual time. While targeted The Cygnus CygScope R and RD ultrasonic listening devices
at the newbuilding market, a
service life of 10 years gives an
opportunity to manage costs of
re-cabling in a single re-fit and
rely on the sensors for two dry
dockings on a standard five-
year cycle.
PSMs second mainstream
merchant product sprang
from regulatory pressure:
a $17m fine levied against
Denmarks Clipper shipping
for illegal discharges of oily
water via a magic pipe. As
Mr Jones points out, Clipper
was penalised as much for
poor housekeeping as an
illegal act. Clippers defence
was that it was not aware
of practices onboard but
under US Coast Guard
regulations, there is no need
to prove illegal dumping, an
irregular oil record book is
enough to assume guilt and
a prosecution is possible on
that assumption.
We were asked by [bridge systems supplier]
Transas for a package that would build on its
remote monitoring service. Clipper could get its
fine reduced by $10m if it entered a compliance
programme. They said to Transas, you know
where the ships are, can you give us a system
that will let us know what is going on onboard?
Taking a top-down approach, PSM designed
a system that would monitor the oily water
separator, incinerator and bilge tanks, giving a
complete picture of levels onboard and sending
it off the ship to the Transas server and from
there to the Clipper head office.
It presents the owner with visibility of what
is happening on the ship. It has built in logic
so if they see the bilge levels going down with
Page 24 www.shiprepairjournal.com
no OWS activity it asks the question of whether
there is something dodgy going on,
The system gives the crew visibility of the
tanks and systems too, preventing any oily water
discharge at less than 15 ppm or completely in
sensitive areas of total prohibition using a GPS
plot. Data comes off the ship via an Inmarsat
D+ transponder every five minutes to provide
a complete analysis that the crew can view but
not change.
The system PSM provided has so far been
fitted to three Clipper ships with two more to
come and though driven by a cost incentive, Mr
Jones foresees similar requirements becoming
mandatory in future, effectively providing a
black box in the engine room, accessible only
by port state control and acting as an electronic
oil record book.
Systems like this tend to be wanted but not
afforded until there is a regulation. But why wait
if you can get operational benefits? A system
like this provides an early warning and a means
to prevent the kind of discharges, accidental or
not, that are illegal.
Chief engineers might consider this big
brother in the engine room but as the Clipper
case proves, ignorance is no defence and
responsibility vests with the ship and its
operators. Owners can argue that they are
protecting themselves by enforcing good
practice. More and more chief engineers are
incentivised to make efficiencies but that must
be done without compromise.
That said, theres no reason why an owner
cant choose to fit the system and give the crew
access. Any ship with an oily water separator
would benefit and it could run side by side with
the oil record book as an open system under
control of the ships staff.
Hamworthy carry out
acquisition programme
Marine equipment and systems supplier
Hamworthy has made two recent acquisitions
to strengthen its service offering, adding naval
architects Baltic Design and
ballast water system supplier
Greenship to the group.
The acquisitions were made
with one eye on the downturn
in newbuilding markets and
the other on potential of repair
and retrofit markets. Despite full
orderbooks at the shipyards, the
companys supply of gas and
water handling equipment usually
runs six months ahead of delivery,
so cancellation and withdrawal of
orders could affect the company
in as little as a years time.
Feedback from customers has
also shown that demand is strong
for services to integrate shipboard
systems into existing vessels, which
is where the expertise of Baltic
Design comes in. The acquisition
of the Greenship ballast water
management system reflects the
next piece of upcoming IMO
regulation which is already
required when trading to the US.
The Greenship system is a
multi hydro-cyclone ballast
water treatment system which uses centrifugal
force to separate sediment and potential
invasive species. Sediment can be separated
for immediate return overboard and the water
then enters the Terminox system for electrolysis
treatment to kill a claimed 99.9% of foreign
organisms.
The system has Lloyds Register Type Approval
and received final approval for use by the IMOs
Marine Environment Protection Committee in July,
according to sales manager Alan White. The
system is designed for operations on vessels up
to 50,000 dwt using modules of 100 m3 each
to treat up to 1,000 m3 of ballast water. We are
now examining how quickly Greenship can be
scaled up to handle 4,000 m3, enabling it to be
 Services
fitted on the largest VLCCs.
Its compact size is among the key advantages
for owners with modern tonnage needing a
retrofit ballast water system. Hamworthy will
offer Baltic Designs services for installation
consultancy but feedback so far suggests that
owners see the ability to get the parts into
location as among its most important attributes.
The components have been designed to fit
through standard hatches and the sedimentor
itself can be mounted horizontally, vertically or
following the inside hull form. The system uses
no moving parts the hydro cyclone is in effect
one single moving part and requires pressure
of 2 bar over standard ballast pumps pressure.
Each 100 m3 sedimentor unit requires an
extra 2 kW of power but Mr White estimates
maintenance is limited to annual checks on
the electrolyte cell. Its titanium plates should be
good for five years or 6,000 hours of operation.
A typical system capable of processing 1,000m
m3 of ballast water will cost an estimated 1m
but costs will vary depending on specification
and complexity.
While the IMOs ballast water convention
was adopted in 2004, its slow progress to
ratification has discouraged many owners from
fitting equipment as the process is expensive
and time consuming. Other than in the United
States, there are no ballast water management
rules in force. But the IMO convention is
moving nearer to ratification with the target
30% of the worlds tonnage from 30 states
coming closer.
Mr White says the choices are becoming
simpler for owners as the relative costs of
competing ultraviolet, chemical and filter-based
treatments are becoming clearer. He says
Greenships modular construction positions
owners to be ready for ratification of the
convention which could come as soon as 2012.
One stumbling block has been the lack of
sampling technology to demonstrate compliance
but he says suppliers are preparing to provide announced the Cygnus CygScope R and RD fitting. The Parabolic Probe can accurately
Hamworthy with test kits that return results in 24 ultrasonic listening devices. These instruments detect leaks over 20 m away with the aid
hours which can be bundled with the unit. can dramatically reduce energy and of the integrated red dot rifle sight. The
Greenship systems are installed on two maintenance costs. Both Cygnus CygScope R economically priced CygScope R has a
chemical carriers and the company has orders for and RD are simple to use and highly sensitive. built in loudspeaker and LED level display
four for Dutch Navy. A recent quotation has been They are designed to identify leaks and locate to audibly and visually alert the user
made for Hanjin Shipyard to fit the system on a even the smallest leakage through detecting to leakages. The CygScope RD has, in
further four newbuildings, an indication he says ultrasound produced by escaping air or gas addition, a digital LCD readout to allow
that the time is finally right for BWM systems. from steam traps, compressed air and vacuum comparative measurements to be taken
systems. Employing the same technology, for regular maintenance checks over given
these instruments can be used to detect early periods. This is particularly beneficial
New ultra-sonic thickness signs of arcing from electrical equipment, when used in conjunction with a surface
control panels/cabinets and overhead power contact probe to monitor ultrasound being
gauges from Cygnus transmission cables. generated from worn or dry bearings in
A range of probes is available to either rotating machinery. This early warning of
Cygnus Instruments, renowned for its range of scan large industrial areas for leaks or potential bearing failure is vital in a planned
multiple echo ultrasonic thickness gauges, has pinpoint a leak in a specific valve or approach to predictive maintenance. SRJ
Volume 7 Issue 3 Page 25

New Namibia station
for Stone Marine
The Stone Marine Group comprises
six companies with propulsion design,
manufacturing and service operations stretching
from the UK to Namibia and Singapore. With
more than 150 years of company history to its
name, the group recently took the decision to
tie its operations together more closely and seek
areas of common interest.
Stone Marine Propulsion in Birkenhead
continues to design propellers for large tankers
and containerships and since the closure of its
foundry in 2002, manufactures under licence
in China for the Asian newbuilding market.
Past contracts have seen the company supply
propulsion systems for owners including AP
Moller, the Onassis group and Norden as well as
the Royal Fleet Auxiliary and the US Coast Guard.
Stone Marine Propulsion technical director
Lyn Bodger says there are factors that work in
its favour despite the market conditions. Most
of our competitors have large foundries and
high overheads, they expanded just as Chinese
capacity came online and then the work dried
up. We are better placed to get through this and
we can negotiate better prices in the meantime.
But as newbuilding orders have slowed,
the company has seen its consultancy work
increase in such areas as vibration studies and
propulsion efficiency. In the latter area, Stone
is able to apply its expertise to the not so new
practice of slow steaming, originating propeller
designs optimised for lower power output.
We are working with one of the main engine
builders and the University of Newcastle to supply
a package of an optimised propeller and a re-
matched turbocharger that together could provide
up to 7% in propulsion efficiencies, he says.
At SMPs Bruntons propellers business
unit, an EU-funded project is examining how
to combine diesel-electric systems with new
propeller designs on small boats to enable a
combination of passage under sail, electric
power and main engine, a concept that might
eventually be scaled up to merchant ships.
This is the kind of crossover we were looking
for when we asked whether we could be more
efficient by working together, adds Mr Bodger.
We are building up a centre of excellence
with four naval architects at our Clacton facility.
Propeller design is about experience and
theres still a bit of a black art to it. We are
getting a nice balance between years of design
experience and the insight these new guys are
bringing from outside.
And the company has seen little or no downturn
on the service side of its business, thanks to
Page 26 www.shiprepairjournal.com
Machinery
the focus by owners on maintenance over
newbuildings and the continued strength of the
offshore market in the North Sea and West Africa.
Stone Marine Services Sales Manager Alan
OReilly says even with new vessels coming on
stream day rates are holding up and demand for
its propulsion servicing is better than expected.
Weve added representation agreements for
Schottel and we are picking up a lot of work in
the UK and Africa through our representation of
Cedervall and Kessel, he says.
The potential for its new Namibia operation
came from the regions fast growth in ship repair
in Walvis Bay where the synchrolift and floating
docks were available to support equipment repair.
Among its first jobs was a service on a 40-tonne
Schottel thruster which it turned around in three
weeks for return to service off Angola.
A Schottell unit under repair at Stone Marines
facility in Namibia
We see huge potential when you consider
there are about 60 drilling rigs and 400
offshore support vessels in operation off the west
coast. Thats enough to keep the synchrolift and
floating docks pretty busy. In fact they are fully
booked for the next year and a half.
Mr OReilly says the initial reaction to SMSs
entry into the market was that it was seen
as a threat to the established order. But the
companys ability to bring in new ships and
owners to the dockyard meant the Namport
and Namdock facilities soon saw the benefits.
It changed very quickly from here comes
the competition to great, you are bringing
something new to the table.
Wrtsil adjusts its
Ship Power business to
reflect current market
situation
The Ship Power business of Finlands Wrtsil
Corporation recently initiated a formal process
to realign its organisation and resources to
adjust to the substantially weakened global
marine market situation. Negotiations will affect
all of Wrtsil Ship Powers personnel in all
functions globally. The number of jobs to be
reduced is 400-450, of which approximately 80
are in Finland.
In taking these measures, Wrtsil is looking
for annual savings of approximately 30m.
The effect of the savings will start to materialise
gradually from the second part of 2009, and
will take full effect by the end of 2010. Wrtsil
reiterates its prospects for 2009.
Due to the global economic crisis, the
shipping industry and shipbuilding markets have
collapsed after a long period of high demand.
In the period January-April 2009, the order
intake of Ship Power plunged to 135m, a
drop of 86% compared to the corresponding
period a year earlier. There is overcapacity in all
major vessel segments. In addition to lowered
demand, there are risks related to delivery of
existing orders as well as order postponements.
Wrtsil sees a potential risk of Ship Power
order cancellations amounting to approximately
1,000m. During the period January-April
2009, cancellations of 75m materialised and
were deducted from the order book.
Through the personnel negotiations, Wrtsil
aims to adjust its Ship Power business to
respond to the needs of its customer segments.
The effect of these adjustments on different
personnel groups will be specified as the
negotiations proceed.
Meanwhile, Wrtsil has opened its
Manufacturing Technology Centre (MTC) in
Vaasa, Finland. The MTC is a new concept for
Wrtsil, and is aimed at securing and further
developing its manufacturing competencies,
and sharing manufacturing know-how
throughout the global Wrtsil network.
The MTC concept will enhance Wrtsils
ability to effectively develop and globally
share its core manufacturing competencies,
including machining, forging, casting, welding,
production & assembly automation, and digital
manufacturing technologies. This will produce
value-adding benefits by supporting component
design, and manufacturing and supplier
development. It will also optimise Wrtsils
efforts towards first time right quality, as
promised delivery times, and competitive costs.
The most important thing we can do is to
improve the manufacturability of our products.
By utilising our enhanced manufacturing
knowledge during the product design stage,
and by taking manufacturing and assembly
techniques into account as part of the design
process, we not only secure first time right
design from a manufacturing point of view,
but we also enable our costs to become
increasingly competitive. The MTC will also
Machinery
Wrtsil propellers under repair at ASRY
enable faster test component deliveries,
says Harri Kytharju, Project Manager, MTC,
Wrtsil Industrial Operations.
In addition to modern machine tools and
teaching facilities, the new 600 m2 centre
will house three faculties for training, test part
manufacturing & design analysis, and method
& tool testing. It is envisioned that dedicated
training of some 50 courses per year will
be held at the centre, for a maximum of 12
persons per course.
The inauguration of Wrtsils new
Manufacturing Technology Centre, located
adjacent to the Wrtsil factory in the Vaasa city
centre, is indicative of the initiatives being put
in place throughout the company to enhance
its competitiveness. By providing the latest
manufacturing technology knowledge for increased
competence in design for manufacturing, supplier
development, and component manufacturing,
Wrtsil will have a state-of-the-art platform to
meet future market demands.
ASRY agreement with
Wrtsil
Bahrains ASRY has further strengthened
its specialist machinery repair and service
operations by entering into a technical service
agreement with leading propulsion specialist
Wrtsil. Specialist sub-contractors play a
major role in the high quality services provided
by ASRY, and with more and more shipowners
taking delivery of modern tonnage, the
maintenance requirements for many of ASRYs
customers is linked to specialist propulsion and
machinery services.
In a Memorandum of Understanding (MoU)
recently signed by Finlands Wrtsil and ASRY, CPP propellers onboard the 1,173 dwt vessel.
Page 28 www.shiprepairjournal.com
the Finnish-headquartered marine propulsion
specialist will offer the following work within
the Bahrain shipyard from its own dedicated
workshop facility, using its own highly trainer
engineers:
Engine Services on its own make diesels,
including providing OEM spare parts, field
service and technical support to perform
optimiser packages such as engine upgrades,
conversion, and safety and monitoring
services
Automation Services providing design
and manufacture of engine control systems,
switchboards, power units and control panels
Propulsion Services spare parts sales for
Lips propellers, field service on Lips and other
OEM equipment, metallurgical propeller
repairs on Lips and other OEM equipment,
underwater propeller repairs on Lips and
other OEM equipment, and specialist services
for bow thrusters
The new specialist services being provided by
Wrtsil at ASRY complement those already
being provided by well-established propulsion
and machinery service partner Goltens, which
has been responsible for a large proportion of
all diesel repairs at the yard, as well as being
solely responsible for all engine governor and
fuel system repair work. Goltens is an authorised
independent service facility for Woodward and
an authorised dealer for Woodward products,
and has a fully equipped workshop within ASRY
for the overhaul, repair and testing of most types
of governors and actuators.
ASRY and Wrtsil have just completed a
notable propulsion system job on the Saudi
Arabian owned anchor-handling tug/offshore
supply vessel Zamil 5. Work on this 60.5m
vessel, undertaken on the new slipways,
involved the renewal of the Wrtsil shafts and
that participating vessels can benchmark their
Stay on TOP with DNV
Ship operators can now enjoy a boost to their
cost-saving efforts with the new DNV Technical
Operations Performance (TOP) Monitoring
service, specially designed for vessels equipped
with two-stroke diesel engines to operate at
peak efficiency continuously.
The outcome of an extensive research
partnership between DNV, Marintek and several
Norwegian shipowners, TOP Monitoring
involves a rigorous regime of inspecting key
technical parameters and implementing
recommendations for optimising ship
operational performance. In turn, participating
vessels stand to enhance voyage safety; reduce
maintenance and off-hire costs from proper
engine conditioning; improve their Tanker
Management and Self Assessment (TMSA)
ratings; lower fuel consumption and emit less
air pollutants.
TOP Monitoring covers a broad spectrum of
operating parameters and consolidates all cost
saving opportunities for a significant impact on
the ship operators bottom line. We have, for
instance, seen examples of fuel consumption
cut by up to 5%, while the typical reduction in
our pilot studies was in the region of 1-2%,
says Tore Morten Wetterhus, managing director
of DNV Petroleum Services.
Given todays average price of US$400
for 380 cSt fuel oil, this is obviously a very
attractive prospect. From the performance data
collected, a Technical Condition Index (TCI)
is derived and corrected for ISO conditions.
By evaluating the TCI trends, technical
experts at DNV Petroleum Services produce
customised recommendations for performance
improvements as well as the necessary
maintenance tasks. An important feature of
TOP Monitoring is the linking of fuel quality
consumed by the vessels with their operational
performance and maintenance needs.
By establishing such a connection, we can
further narrow down on specific fuel quality
parameters or onboard components that
require close monitoring, says Mr Wetterhus.
In this respect, not only does TOP Monitoring
promote synergy between ship and shore
technical office, it provides a result-oriented
continuous improvement and competence
building loop for these entities, he explains.
Apart from the normal engine monitoring
equipment, a Torque meter and an MIP
calculator are all the additional hardware
required for a commercial vessel to enrol
in TOP Monitoring. This means minimal
investment and convenient sign-up for interested
ship operators, Mr Wetterhus suggests, adding
Machinery
performance against their own fleet and against
industry best practices.
In the longer term, TOP Monitoring has
the potential to develop into an important and
independent ship performance assessment
and verification service. It can have a role in
future indexing or rating schemes, such as
those related to air emission regulations for the
shipping industry, he says.
PrimeServ Trident
introduced by
MANDiesel
MAN Diesel introduces PrimeServ Trident, a
unique retrofit-financing package where saved
expenses cover the investment MAN Diesel
PrimeServ is addressing the present decline
in the world economy and maritime shipping
by introducing a financial product to help its
customers invest in retrofit technology.
The Trident package aims to support
shipowners looking to cut expenses by employing
particular retrofit solutions. The first retrofits are:
Alpha Lubricator reduces cylinder-oil feed-
rates by 20-30%
Turbocharger cut-out improves main-engine
performance during low-load operation
Blending on board blends additives into
system oil for use as cylinder oil
MAN Diesel has developed PrimeServ Trident
as a value-added solution for its customers and
the concept will eventually expand to include
more retrofit types. The investment required to
purchase these retrofit solutions is relatively low
compared to the resultant savings, and the pay-
back period is 2 years or less.
The new financing scheme is directly linked
to the two-year pay-back period, such that
payment is spread out over the pay-back period
and balanced by the savings created by the
retrofit itself. PrimeServ sees this distributed
payment model as an incentive that will draw
attention to its retrofit solutions.
As such, Trident offers funding through bank-
to-bank financing using a letter of credit with
deferred payment and standard documentation.
Otto Winkel, Senior Vice President, MAN
Diesel PrimeServ, Copenhagen states: The
PrimeServ Trident package represents a non-
cash investment and is a standard bank product
that we are convinced will appeal to many
shipowners. We have pinpointed essential,
environmentally friendly retrofits where the
opportunity for reducing running expenses is
great, and believe that it will appeal to many of
the potential 4-5,000 shipowners globally that
Page 30 www.shiprepairjournal.com
The Rolls Royce Customer Training Centre
can benefit from this package. We look forward
to adding more retrofit solutions in the future.
Meanwhile, to further its long-term relations
with local clients and partners, MAN Diesel
has inaugurated its new hub in Marseille. MAN
Diesel is one of the worlds leading providers of
large-bore diesel engines. The Groups French
site, MAN Diesel SAS, based in Villepinte and
Saint-Nazaire, has been developing a strong
After Sales Service activity over the last 50 years
for the S.E.M.T. Pielstick brand and for the MAN
Diesel brand since 2006.
At the heart of its development strategy,
PrimeServ, the After Sales Service Business Unit
of MAN Diesel, has been spreading out its
presence all over the world, ensuring it is close to
its customers. This fast growing network, acting as
the spearhead of an expansive customer service
related strategy, is currently made up of almost 80
hubs all over the world. The network is expanding
at the rate of 10 new openings per year. At the
centre of Grand Port Maritime de Marseille, the
MAN Diesel PrimeServ hub offers service on the
whole range of MAN Diesel two-stroke and four-
stroke products. MAN Diesel PrimeServ hubs offer
high-level diesel engine know-how to marine
and industrial professionals, and provides engine
service on board and on site.
Meanwhile, to meet the growing demand for
running large container vessels on varying loads,
MAN Diesel has developed a turbocharger
cut-out system that improves main-engine
performance during low-load operation.
MAN Diesels Turbocharger Cut-Out System
lowers main-engine fuel-oil consumption
and improves performance during low-
load operation. The system includes two,
pneumatically operated cut-out valves placed at
the turbine inlet and compressor outlet.
Installation of the Turbocharger Cut-out
system requires little time and MAN Diesel
PrimeServ reports that with the right planning,
off-hire can be avoided. Installation during
voyage can be carried out by a MAN PrimeServ
installation team. On engines with three
turbochargers, one turbocharger cut-out
enables operation at loads from 20% to 66%
MCR, delivering:
an expected SFOC reduction of 5g/kWh and
a 0.25 bar increase in scavenge-air pressure
at 25% power
an expected SFOC reduction of 3g/kWh and
a 0.52 bar increase in scavenge air pressure
at 50% power
turbine-out temperature drops of up to 30
degrees.
engines with four turbochargers and one
turbocharger cut-out enables operation at
loads from 20% to 74% MCR, delivering:
a SFOC reduction of 6g/kWh per 0.15 bar
increase in scavenge-air pressure at 25%
power
a SFOC reduction of 5g/kWh per 0.41 bar
increase in scavenge-air pressure at 50%
power
turbine-out temperature drop of up to 50
degrees
For engines with less than three turbochargers,
MAN Diesel PrimeServ recommends a solution
with variable turbine inlets.
Rolls-Royce invests in
customer training capacity
Rolls-Royce, the global power systems company,
is to transform customer training in its Marine
business by investing in a new European
customer training centre at lesund, Norway.

The training centre, which is due to open in
2011, is being developed in response to the
rapidly increasing number of vessels with Rolls-
Royce equipment installed. A wide range of
courses will be available covering all maritime
sectors, including technical familiarisation with
products and specialist training in connection
with the hand over of new vessels. It is expected
that around 5,000 people will use the centre
each year.
The centre will also provide training for
Rolls-Royce service engineers who work with
customers around the world. Anders Almestad,
Rolls-Royce President Offshore and Marine
Services said: Training is a crucial part of our
strategy and our aim is to create a world-class
training centre. Offering the right training to
our growing customer base enhances the
levels of service we can provide and allows our
customers to move with us as we develop new
technologies and expand our services offering.
The increased industry focus on health, safety
and the environment, and in particular deck safety,
is a key driver for research and development across
our industry and the centre will focus on courses
specific to these areas, he added.
Training programmes for product upgrades,
operational expertise and anchor handling
Machinery
operations will also be delivered on site. The
customer training centre will be located in
the city of lesund, at the heart of Norways
maritime cluster, and will benefit from being
adjacent to the lesund University College,
Offshore Simulator Centre and the Norwegian
Maritime Centre of Expertise.
Cut energy consumption
by 50% with a Grundfos
solution
Being able to efficiently control the speed of
a vessels cooling pumps according to the
temperature of the sea significantly reduces
energy consumption and costs below deck. Looking to reduce energy consumption at sea? A
Grundfos speed-controlled cooling solutions for control solution from Grundfos is the obvious choice
marine applications offer savings of up to 50%. a constant seawater temperature of 32 C
The advanced technology automatically regardless whether the vessel is sailing around
adjusts the speed of the cooling pumps the Persian Golf or the Baltic Sea in January.
according to the actual temperature of the Grundfos now breaks with this, offering a
seawater. This means that no energy is wasted variable-speed alternative that is as beneficial
cooling the engine at maximum speed when to the environment as it is to the ship owners
there is in fact no need for it. economy. Reduced energy consumption equals
Cooling solutions are designed to cool at reduced CO2 emissions and fuel costs an
Volume 7 Issue 3 Page 31
Machinery
A Berg Propulsion propeller
increasingly important factor in every industry
and one that Grundfos takes very seriously.
The advanced Grundfos solution efficiently
controls the speed of virtually any Grundfos
pump, new or old, irrespective of size and
power range. The series is suitable for a variety
of marine applications:
Seawater cooling pumps
Freshwater cooling pumps
Boiler feed
Utilities (HVAC, water supply etc.)
The versatility of the advanced solution makes
way for enormous energy savings on a vessel.
In addition, the solution keeps everything under
automatic control.
Speed control by means of frequency
converters has been part of Grundfos portfolio
for 25 years. Industries all over the world
benefit from the extensive know-how built into
every Grundfos solution, ensuring that energy
consumption is kept at bay. The advanced
controls are part of Grundfos comprehensive
E-solution programme of speed-controlled
pump systems, developed to make way for
more energy-efficient operations. And since
around 70% of the total costs incurred over
a variable-speed pumps life are attributed to
energy consumption, there is good reason.
The advanced Grundfos controls offer:
Automatic speed-control of cooling pump
Page 32 www.shiprepairjournal.com
according to sea water temperature
Annual savings of up to 50%
Unmatched performance and reliability
Easy installation (plug and play)
Low life cycle costs
User-friendly interface
Feather in the cap
forBerg
Berg Propulsion is to deliver the first examples
of the newly launched Berg Controllable Pitch
Propeller (BCP) with feathering capability, with
separate orders for installations on board two
100 m chemical tankers under construction
at the Dingheng (Jiangsu) Shipbuilding Co, in
China, and an 85.5 m long ferry being built at
Eastern Shipbuilding Group, of Panama City,
Florida.
The inherent flexibility, redundancy and
better manoeuvrability offered by twin screw
operations when compared to single screw
solutions have increasingly been accepted
across the shipping industry. A single engine
driving a single propeller achieves maximum
efficiency at a fixed level in the design condition.
At lower power, whether working in combination
with fixed pitch or controllable pitch propellers,
engine working pressure decreases and engine
efficiency is lost.
Greater flexibility can be achieved by
operating two smaller engines driving two
propellers because, at lower speeds, the ships
Master has the option to operate on one
engine alone, working at its optimum efficiency.
Furthermore, the greater propulsion area
covered by two smaller propellers is reckoned
to equate to about a 10% efficiency gain when
compared to a single screw solution.
The concept of feathering one of two
propellers at lower speeds, so that the other
can run at higher output, closer to optimum
efficiency, is by no means new. Developed as a
more efficient alternative to locking or clutching
out an unneeded shaft line, feathering sees the
propeller blades rotated through 90 degrees
so that they are in parallel to flow. Putting a
propeller in the feathered position during an
emergency or at low speed minimises drag, with
consequent fuel savings.
However, feathering techniques to date have
featured a complex and often cumbersome
mechanical solution, or hubs that cannot offer
astern pitch due to their internal mechanical
limits. Thus the attractions of feathered hubs
have been limited to ships operating within
complicated mission profiles.
Berg says that its new BCP design offers the
capability to feather propeller blades within
its standard hydraulic hub. The result is an
expansion in the propellers operating pitch
range. A patent application on this aspect of the
design is currently pending.
We saw it as critical that we developed
a solution that could match Bergs hub core
standards for performance, efficiency and
reliability, said Linus Ideskog, Berg Propulsion
Technology product manager. Using the
Berg BCP Feathering hub means that pitch
can range from full astern, via full ahead, to
full feathering. For the ship owner, this means
that the feathering concept can fit in with any
type of ship operating with more than one
propeller that demands flexibility in the driving
mode, while also bringing fuel savings and
environmental benefits.
The Dingheng-built tankers will be
constructed to Germanischer Lloyd Ice Class
E3, and will feature two 3600 mm diameter,
BCP950 propellers apiece, driven by 1600
kW engines at 136.1 rpm. Meanwhile, the
US-built ferry will be built to Lloyds Register
Ice Class 1D, and will incorporate larger
2600 mm, BCP760 propellers, driven by
2240 kW engines operating at 277.7 rpm.
Berg Propulsion said that the feathering option
is now available across its complete range of
BCP hubs.

James Fisher Sails
uses Artesis Condition
Monitoring solution
Artesis, a leading supplier of intelligent
predictive maintenance solutions, has recently
partnered with marine specialists James
Fisher Mimic to integrate its Motor Condition
Monitor (MCM) solution with the marine
companys industry leading Mimic condition
monitoring system. The powerful combination
of technologies has resulted in a highly efficient
and unparalleled maintenance solution that is
specifically targeted at inaccessible, high cost,
critical assets in the marine sector.
James Fisher Mimic (JFM), providers of
reliability engineering and condition monitoring
solutions to the International Shipping Industry,
has fully integrated the Artesis MCM solution to
analyse motor current performance within their
Mimic predictive maintenance product. This
detailed information, in conjunction with other
maintenance data, then provides an in depth
analysis and overall picture of machine health
and performance.
Artesiss MCM solution seemed a natural
fit as part of our Mimic condition based
maintenance (CBM) offering, said Graeme
Brown, business development director at James
Fisher Mimic. Motor current analysis is a CBM
process that we have not previously offered. It
is important that our partners provide us with
not only exceptional technology but also simple
and straightforward functionality, in keeping with
the Mimic philosophy. Artesis delivered this, and
more.
The wireless methodology of the MCM
solution is of particular importance to JFMs
customers. Through the use of intelligent
comms, it is ideal for high cost equipment
such as motor driven assets onboard ships that
are completely inaccessible but still require
condition monitoring. The wireless solution
allows the monitoring of such equipment to take
place in an electrical switch room, providing
constant and reliable, remote monitoring.
Since the integration of MCM technology
into the Mimic condition monitoring system,
interest from James Fisher Mimics users has
been vast and varied; particularly with cruise
Machinery
line companies, for whom this technology
would offer significant benefits in the monitoring
of machinery space ventilation fans. These
particular assets are critical to the performance
of onboard machinery and have an impact
on the operational commitments of the vessel.
Failure in these fans would involve high-cost
cranage bills, lost revenue due to unplanned
down time, as well as ultimately loss of
customer credibility. The ability to monitor
the performance of assets such as these and
be alerted to potential faults long before it
breaks down saves time, spare parts, prevents
secondary damage and significantly drives
down maintenance costs.
Andy Bates, director at Artesis said,
Partnering with James Fisher Mimic meant we
were working in a challenging and demanding
sector, but having already experienced various
industries and applications we were more than
confident that our MCM solution would deliver
and this high-level integration demonstrates
the versatility of MCM. JFM is currently trialling
the MCM units on salt water pumps and are
extremely pleased with the results so far.
The adoption of condition monitoring
Volume 7 Issue 3 Page 33
Machinery
The Stadt Kiels engines
systems within the shipping industry is moving at
a fast pace, added Graeme Brown. Predictive
maintenance is not a short term solution and
the initial investment is soon recouped by the
longer term downstream benefits the cost
of annual repair and replacement more than
justifies the installation costs of the MCM units.
75 year-old MaK 8
MAu 423 diesel engine
still going
During this years Pentecost weekend the
Stadt Kiel e.V. Society celebrated the 75th
anniversary of its famous ferry with a big
open ship event at Kiels Seegartenbrcke
jetty. Not far from this place the newly-built
vessel was launched at the Friedrich Krupp
Germaniawerft on 26 May 1934. At the same
time, the 55th service anniversary of the MaK
8 MAu 423 marine diesel engine of 1954 was
celebrated. Caterpillar Marine Power Systems
(CMPS) is actively supporting the operation and
maintenance of the historic vessel by being a
member of the sponsoring Society.
The Stadt Kiel was the type ship of a series
of newbuildings of the thirties, built for regular
service on the Kiel fjord. After being sunk in
World War II and rehabilitated in Denmark
the vessel was again deployed by the public
transport company Kieler Verkehrs AG (KVAG)
on the route between the central railway station
and the coastal resort of Strande. On its way, the
Stadt Kiel also regularly passed the Friedrichsort
jetty located directly at the factory premises of the
then MaK Maschinenbau Kiel AG.
In 1954 the original Krupp diesel engine
Page 36 www.shiprepairjournal.com
of type S II 6, a six-cylinder four-stroke engine
delivering 300 hp, was replaced by the current,
more powerful MaK 8 MAu 423 engine. This
directly reversible eight-cylinder four-stroke
engine delivers a power of 520 hp at a speed
of 375 rev/min and has been providing
reliable propulsion power for 55 years now. A
fascinating feature of this engine from todays
point of view are its freely visible, still uncowled
valve stems and rocker arms. With a cylinder
diameter of 290 mm and a piston stroke of 420
mm the MaK MAu 423 engine reaches a swept
volume of 27.7 l/cylinder. Its fuel consumption
amounts to 169 g/hph. In spite of its reliable
propulsion system the vessel was put out of
service by the KVAG in 1976.
After a longer odyssey, diverse moorings
and different private owners, the Stadt Kiel
was finally taken over in 1983 by the Society
founded shortly before and presented for the
first time again to the public at the Kiel Week
international sailing event of that year. After a
basic overhaul at Hamburgs Jhnk shipyard
The Stadt Kiel
the museum ship was finally put into service
again in 1990. Although since then the Stadt
Kiel has only been in service for about 500 hrs/
year, regular maintenance is required to keep
the ship serviceable.
Already in the nineties a trustful co-operation
between the Society and the then Krupp
MaK Maschinenbau GmbH developed in
connection with the maintenance of the MaK
8 MAu 423 engine. One of the joint actions
was the cylinder liner and cylinder head
overhaul in 1991/92. In 1998 all cylinders
were refurbished in the factory complete with
liners, pistons and bearings. And also todays
Caterpillar Motoren GmbH & Co KG is actively
supporting the operation of the vessel, e.g. by
leasing the Stadt Kiel for company events. As a
technical monument of the Land of Schleswig-
Holstein, the Stadt Kiel is at the same time a
symbol of the success story of the MaK brand.
To date, more than 10,000 MaK engines have
been sold which regularly set new standards
in terms of innovation, performance, and
reliability. After the acquisition of Krupp MaK
Maschinenbau GmbH by Caterpillar Inc. and
the change in company name to Caterpillar
Motoren GmbH & Co KG all Cat and MaK
branded marine engines are today distributed
by Caterpillar Marine Power Systems (CMPS)
based in Hamburg.
The support of CMPS for the Stadt Kiel is also
a commitment to the values of the MaK brand
which are nowadays in demand more than ever
in the area of passenger navigation.
Whether it is a RoPax ferry or a cruise vessel,
MaK M 43 C engines are increasingly part of
the ships equipment. And although current
power demand with up to six engines and
a total power of 80 MW (107.000 hp) is
incomparably higher MaKs combination of
innovative technology, high reliability and low
operating costs continues to be a guarantee of
success. SRJ
 Paints & Coatings
Jotuns Tankguard
already a success
During April this year Norways Jotun released
two new tank coating products onto the market,
under the name of Tankguard Zinc and Tankguard
Special Ultra. This new range is in answer to the
Marpol rules covering the carriage of certain clean
products, which previously were carried in clean
products tankers but now have to be carried in
chemical tankers. This includes methanol, MTBE
and vegetable oils. Tankguard Special Ultra is the
phenolic epoxy with the widest chemical resistance
in the market, while Tankguard Zinc has a mud-
crack resistance of over 200 microns.
Since these cargoes have been upgraded,
there is likely to be a shortage of suitable
tonnage to carry them. Charter agreements and
existing newbuilding contracts may have to be
reviewed to ensure that the cargo tanks onboard
ship in these trades adhere to the new rules.
With it the Tankguard tank coating range has
been extended to three generic forms
Epoxy phenolic Tankguard Special Ultra
and Tankguard Special
Epoxy Tankguard HB and Tankguard CPC
Zinc silicate Tankguard Zinc
In the short period Tankguard has already
become a success on the market with Tankguard
Special Ultra being ordered by Swedens Laurin
Maritime, Gothenburg for installation onboard
two 47,000 dwt chemical tankers. The first vessel,
the Barcarolle, which is already completed, sees
Tankguard Special Ultra applied to two cargo
tanks, a second sister-vessel, the Ballad, will have
three cargo tanks coated. Both applications are to
be carried out by Chinas Chengxi Shipyard.
Laurin Maritime is an established operator of
modern tankers trading mainly from the US Gulf to
the eastern seaboards of North and South America
and transatlantic to Europe. The core fleet consists
of modern 45,000 dwt IMO II / III chemical class
tankers which can switch between clean petroleum
products and large parcels of chemicals to provide
maximum flexibility of operation.
Norways Odfjell has also applied Tankguard
to two of its fleet of chemical tankers the
39,400 dwt Bow Puma had two tanks coated
with Tankguard Zinc and five with Tankguard
Special Ultra, and the 39,500 dwt Bow Panther
had five tanks coated with ankguard Zinc and
two with Tankguard Special Ultra.
Malaysias Malaysia International Shipping
Corp (MISC) has also applied Tankguard
Special Ultra onboard three chemical tankers
of its fleet, the work carried out in China by
Qindao Shipyard. The three 32,000 dwt
sisterships are the Bunga Melati 1 (eight tanks),
the Bunga Melati 4 (five tanks) and the Bunga
Melati 5 (two tanks).
On the newbuilding side, Dubais Gulf
Navigation has been using the Tankguard Zinc
product for all cargo tanks onboard a series of
four 47,000 dwt chemical tankers built at South
Koreas Hyundai Mipo Dockyard (HMD), Ulsan.
HMD is also to apply Tankguard Zinc to a series
of eight 47,000 dwt chemical tankers building for
Norways Westfall-Larsen, three vessels already
delivered. SLS Shipyard, also in SouthKorea,
will use Tankguard Special Ultra for all tanks
onboard five ships building for Greeces Medcare
(Morfini). Two are of 40,000 dwt and three of
50,000 dwt, two vessels already delivered. Finally
Tankguard Special Ultra has been used on a
Livanos newbuilding, the Anamaria, in China.
The Anamaria built in China and coated with
Jotuns Tankguard Special Ultra
Developments at
International Paint
International Paints (IP) on-going programme
of investment in R&D continues with the building
of a new, worldwide product development
laboratory in Singapore. Planned to open early
in 2010, the new laboratory will focus on the
development of the next generation antifouling
and foul release technology.
The new laboratory will be a key part of our
global marine network of R&D centres and
builds upon the success of the existing worldwide
product development laboratories in the UK
and Korea and the existing regional product
development laboratories in Houston, Bangalore,
Shanghai, Geoje, Singapore and Felling. Initially
the new laboratory will employ up to 20 scientists
with the capacity for future expansion.
Singapore is a major shipping centre with
extensive drydocking, anchorage and port
facilities and this exciting development will
allow a closer link between laboratory testing
and practical antifouling performance on ships.
This together with the severe year round fouling
challenge in the Singapore coastal waters will
significantly improve new product development.
The Antifouling market is as dynamic as it
has ever been, states Mike Hindmarsh, IPs
Biocidal Antifouling Business Development
Manager, with customer expectations and
legislative pressure pushing the very limits of
what coating companies can deliver in a highly
competitive market. Being ideally positioned in
the heart of the marine community will enable
us to more than meet industry demands.
Design work on the new laboratory is almost
complete and construction work will begin
soon. The laboratory will be staffed by a mixture
of local Singaporean and expatriate scientists.
Aidan Mernin, Worldwide Marine Technical
Manager, commented, This is a substantial
investment in R&D and shows the belief that
Volume 7 Issue 3 Page 37
Paints & Coatings
The IP, LR and STX France teams with the MSC Splendida built at STX France Cruise, St Nazaire
AkzoNobel has in IP and the Worldwide Marine
technical team. The challenge that we face is to
deliver new products that meet business needs
and to do this faster than ever before. The new
Singapore laboratory is going to be a massive
boost in helping us meet this challenge.
Meanwhile, just two years after completing the
first PSPC gap analysis in a Chinese shipyard,
Lloyds Register (LR) and International Paint have
announced the completion of the 100th analysis
in STX France Cruise SA, Saint-Nazaire.
Conducted over a two day period by
personnel from LR, International Paint and STX
France Cruise SA, Saint-Nazaire, the PSPC
gap analysis assesses current shipyard coating
practices against PSPC requirements. LR and
International Paint then jointly delivered a
presentation to shipyard senior management
and departmental managers. The presentation
to all functions is a key aspect of the analysis
Page 38 www.shiprepairjournal.com
and is specifically designed to help the
shipyard understand that in order to meet
the requirements of the PSPC and maximise
shipbuilding efficiency, all departments e.g.
design, procurement, quality, steelwork,
outfitting and production need to be involved,
not just the paint department.
Liberette Foubert, System Engineer, Painting
Industrial Department of STX France Cruise SA,
Saint-Nazaire said, Were very pleased to have
been part of this significant milestone. For us,
this gap analysis has been very useful and has
helped structure our current works practices and
improve inter departmental communication.
Were confident that proven compliance with
the requirements of the IMO PSPC will improve
our business capabilities, competitiveness and
future opportunities.
Bill Cramman, Senior Coatings Specialist
for LR said, The Gap Analysis Surveys that
LR and International Paint have delivered
for newbuilding shipyards in China and in
55 shipyards in Europe have contributed
significantly to the future success of our clients
businesses, an improvement in shipping
safety worldwide and in meeting our own, LR,
objectives of leadership in developing robust
services that reflect our service culture.
By the time of the follow up visit to STX
France Cruise SA, Saint-Nazaire on 17 June
2009, the shipyard, clearly demonstrating their
commitment to the IMO PSPC, had already
implemented the changes recommended in the
gap analysis presentation and were awarded a
LR and International Paint PSPC Certificate to
commemorate the 100th gap analysis.
Mike Hindmarsh said, Were particularly
pleased to present this certificate as we believe
it both confirms STX as a world class facility and
demonstrates, through our activities with LR, that

working together and learning from each other
can have a positive impact on shipbuilding
efficiency, quality and safety. With gap analyses
completed in China and Europe, plans are now
developing to begin work in the Americas.
New epoxy from Hempel
Hempels Hempadur Ultra-Strength is a new
epoxy coating for ship cargo holds with an
industry-leading repair interval. Officially released
in July, the durable coating provides excellent
abrasion and impact resistance making it
ideal for protecting ship cargo holds from rough
treatment. Hempadur Ultra-Strength 47500
protects ship cargo holds from both mechanical
damage and the severe abrasion caused when
loading hard cargoes. With a 10-year repair
interval, the best on the market, it enables
shipowners to extend periods between repairs
and so helps bring down maintenance costs.
Michael Aamodt, Group Marine Product
Manager at Hempel, comments: The cargo
hold is exposed to more battering and rough
treatment than any other part of a ship, so
shipowners need an extremely tough cargo hold
coating. Hempadur Ultra-Strength offers better
protection than any other epoxy coating. This
means it lasts longer and shipowners can save
time and money as they have to do less repairs
or recoating.
Hempadur Ultra-Strength has the following
characteristics:
10-year repair interval
75% volume solids
VOC compliant (below 250 g/l)
Grain certified by Newcastle NHS
Application temperatures: -5C to 40C
(23F to 104F)
Dry film thickness: 2 x 125m
Suitable for: cargo holds, decks, outer hull
and other exposed areas
Easy to clean between cargoes
Scientific & Technical Services Limited in the
UK has performed independent coal cargo
testing on Hempadur Ultra-Strength and ranks
it as the best performing epoxy coating against
warm, hard angular cargoes. Hempadur Ultra-
Strength is also best in class in application
performance. It dries quicker than similar
coatings on the market, and can be applied all
year round in most weather conditions. With a
high glass transition temperature, the coating
will remain hard even when exposed to very
warm coal cargoes.
New version of
MarineLine from APC
One of Advanced Polymer Coating (APC)s
most significant developments in its history is
now being introduced to the maritime tanker
transport market. New MarineLine X offers
versatile, effective solutions for product and
oil tanker carriers trading in clean petroleum
products (CPP), bio fuels, vegetable oils, crude
oil and dirty petroleum products (DPP), wine
carriers, FPSOs, FOSFA cargoes, and all
tankers carrying IBC Chapter 18 cargoes.
The MarineLine 784 brand name from APC,
in Avon, Ohio, USA, is already well known in
the chemical tanker market, and is the preferred
tank lining for handling aggressive chemical
cargoes. MarineLine 784, which uses a forced
hot air forced heat cure to form one of the
strongest bonds in chemistry, is currently in
service on more than 300 chemical tankers
worldwide.
Based on this success, Donald J Keehan,
APC Chairman, explains, Using our extensive requiring a high amount of gas oil. Cleaning
background in the marine tank coatings
industry, we studied the product and oil tanker
markets for several years, working to develop
the proper tank coating system for their specific
needs, which is different than those of chemical
Paints & Coatings
tankers. The result is MarineLine X a coating
that offers much better performance and
versatility for product and oil tanker operators
than conventional phenol epoxy or zinc silicate
linings, which have limitations. We formulated
MarineLine X to outperform those coatings, first
providing an application costs savings using
a non-forced hot air heat cure approach, yet
still maintaining the coatings performance
features for easy cleaning and excellent cargo
resistance. This allows us to provide MarineLine
X at a comparable cost to current coatings
on the market, ensuring we will change how
product and oil tankers will coat their tanks in
the years ahead.
MarineLine X offers a number of key benefits
for the ship owner and operator. In economic
comparisons for the tank coating and the
application costs, MarineLine X only requires a
two-coat system, compared to three coatings
for Phenol Epoxy. This eliminates extra days
for drying and extra spray application costs,
resulting in savings and allowing the owner to
maximize return on investment in a short period
of time.
MarineLine X, like all the coatings in the
MarineLine family, has a very smooth, low
energy surface. This provides fast and easy
cleaning. Once cargoes are discharged, tanks
are cleaned and dried with minimal effort.
This is especially noteworthy when switching
from dirty to clean cargoes as the ship owner/
operator incurs heavy cleaning costs. Mr
Keehan provides an example, Compare
switching from dirty to clean products in a
45,000 dwt product tanker, with 27,000 m2
of tank coating in 20 cargo tanks. Cleaning
a Phenol Epoxy coating takes eight days,
MarineLine X coating takes only four days and
requires a small amount of gas oil. The labour
and material savings can be up to US$80,000/
cleaning. Multiply this amount every time the
tanker switches these types of cargoes during
Volume 7 Issue 3 Page 39
Paints & Coatings
New MarineLine X offers versatile, effective
solutions for product and oil tankers
a year, and the savings are immense. More
savings results in higher operational profit.
Another key benefit is MarineLine Xs
inherent chemical resistance; as the coating
is formulated with patented high performance
polymers that cross-link together to form a
hard, tightly knit structure. This durable coating
ensures consistent product purity. MarineLine
X offers more corrosion resistance than either
Phenolic Epoxy coatings, that can absorb
cargoes due to Hydrolysis, or Zinc Silicate
coatings that also have absorption problems
by retaining oil-like cargoes, and are difficult to
clean. A key concern to operators of oil tankers
is the acidified moisture (Sulphuric Acid) of wet
inert gas systems that corrodes conventional
tank coatings. However, MarineLine X is
resistant to this acidified moisture, providing a
longer lasting solution.
Versatility is a key strength of MarineLine X.
Due to the coatings easy and fast cleanability
and resistance to a wide range of cargoes, the
shipowner/operator can easily switch carrying
a range of profitable cargoes from port to port.
MarineLine X will be provided with a semi-gloss,
Page 40 www.shiprepairjournal.com
light blue colour. The coating is offered in 19
litres and 4 litres kits with catalyst.
Advanced Polymer Coatings has also
developed a new Chemical Resistance Guide
that presents both MarineLine X for the product
and oil tanker markets, and MarineLine 784 for
the chemical tanker market, allowing viewers
to see which coating system is appropriate for
handling a particular cargo. An online version
of the Chemical Resistance System at the
companys website is also in development.
Jet Edge introduces
new pumps
US-based Jet Edge has introduced the iP36-
280DS diesel-powered waterjet intensifier
pump. Ideal for use in remote and/or mobile
locations where electricity is scarce, the
iP36-280DS is powered by a reliable 280
hp Cummins turbo diesel engine that meets
domestic and international Tier 3 emissions
standards. It is capable of producing a flow
rate of up to 27 litres/min of 2,500 bar ultra-
high pressure water for waterjet cutting, surface
preparation and cleaning applications.
The iP36-280DS waterjet intensifier pump
utilises a pressure-compensated hydraulic
system to drive dual plunger-style intensifiers.
The use of hydraulic fluid power provides
smooth flowing UHP water resulting in long
system life. Reliable and precise control of
the electronically shifted intensifiers ensures
superior performance standards with reduced
operating costs. The water jet pump is built on a
skid-mounted frame with lifting eyes and forklift
guides provided for increased mobility. It also is
available in a 4,100 bar model.
Jet Edge has also introduced its new
economical iP60-100S 100 hp, 4,100 bar
waterjet pump. Priced at just US$62,500,
the iP60-100S is the most affordable 100
hp waterjet intensifier pump on the market.
The iP60-100S is a single intensifier version
of Jet Edges popular 100hp waterjet pump.
By eliminating the second intensifier, Jet Edge
is able to offer the iP60-100S at a low price
without sacrificing quality. The iP60-100S
waterjet intensifier pump produces 7.6 litres/
min of ultra-high pressure water for precision
waterjet cutting, water blasting, cleaning and
surface preparation applications. It supports
orifices up to 0.53 mm.
Like all Jet Edge waterjet pumps, the iP60-
Jet Edge introduces the 36K280 hp Diesel Pump

100S features Jet Edges reliable tie-rod design.
This design has no threaded cylinder, no
threaded end caps, and no threaded hydraulic
cylinder, making it less prone to cracking than
threaded designs. Matched-metal components
prevent galling of hydraulic system components.
Jet Edge water jet pumps feature hydraulic
accumulators, which reduce wear on the
hydraulic pump. Hydraulic fluid also is cooled
and filtered.
Jet Edge waterjet pumps feature a rugged
hydraulic centre section which incorporates
high-duty cycle-rated piston seal and wear
rings; free-floating self-aligning plungers
increase seal life. Jet Edges hydraulic systems
have a 4,000-hour warranty. Jet Edge water jet
pumps also feature attenuators which smooth
pressure fluctuations and deliver a constant and
steady stream of ultra-high pressure water to the
cutting tool, ensuring optimal cut quality.
the owners decided to remove the conventional
paint and apply Ecospeed. Additional cans
were immediately sent to the shipyard so
that the Ernst Hagendorn is now sailing with
an Ecospeed protective coating on its entire
underwater hull.
Ecospeed is a once-in-a-lifetime coating
that allows owners to carry out repairs in a
far greater range of drydocks as, because no
repainting is necessary, the choice of drydock
is not limited by the weather conditions. In
addition, more yards become available as
time and cost in drydock is reduced. Minor
maintenance on Ecospeed or cleaning of any
fouling can easily be performed underwater
or in drydock. This always restores the vessels
optimal hull condition.
The Ernst Hagendorn in drydock coated with Ecospeed
Paints & Coatings
New epoxy from
Sherwin-Williams
US-based Sherwin-Williams has introduced Tile-
Clad High Solids Mildew Resistant epoxy, an
industrial coating that protects against mildew
growth on exterior surfaces where dampness
and humidity are areas of concern.
Tile-Clad High Solids Mildew Resistant is
an excellent choice for areas such as clean
rooms, laboratories, institutional kitchens and
chemical processing equipment where mildew
growth must be guarded against in order to
maintain operations. It can also be utilised in
a wide variety of applications where mildew
growth may occur, such as water tank exteriors,

Test case succeeds for

Ecospeed
When the 4,402 dwt ice-going general cargo
vessel Ernst Hagendorn came into drydock
30 months after a large part of its underwater
hull had been given an Ecospeed coating, it
was decided to apply it to the remainder of the
underwater hull as well.
In December 2006, the vessels owners
G Buck Schiffahrts GmbH & Co decided to
have the vertical sides, the bow area and the
rudder of the general cargo vessel coated with
Ecospeed while a traditional paint was applied
to the flat bottom. After sailing in the harsh icy
conditions of the Baltic area for 30 months,
the vessel went into drydock at the Tosmare
Shipyard in Liepaja, Latvia, in May 2009. Only
very minor touch ups were needed for the
Ecospeed coating, which was still in very good
condition. Upon inspection of the flat bottom

Volume 7 Issue 3 Page 41

Paints & Coatings
Sherwin-Williams has introduced Tile-Clad High
Solids Mildew Resistant epoxy
structural and support steel, power plants,
nuclear power facilities, offshore structures
and fuel storage tanks, reducing the need for
labour-intensive cleaning and the need to re-
coat, should mildew damage the finish.
Unchecked, mildew growth can require
labour-intensive cleaning and eventually
damage an exterior coating, shortening its
life cycle. New Tile-Clad High Solids Mildew
Resistant epoxy builds on Sherwin-Williams
proven Tile-Clad High Solids epoxy technology
to effectively check mildew growth, saving
labour and offering extended coating service life
on substrates including steel, galvanizing and
concrete.
Tile-Clad High Solids can help keep critical
operations online as well as improve the overall
aesthetics of outdoor tanks and structures,
said Brad Rossetto, Vice President Marketing,
Sherwin-Williams Protective & Marine
Coatings. It reduces the labour costs involved
with cleaning, as well as the labour and
maintenance costs associated with recoating.
A two-package coating, Tile-Clad High Solids
Mildew Resistant features a gloss finish and is
available in a wide variety of safety colours.
Page 42 www.shiprepairjournal.com
New storage facilities possible solution we got the extra storage
space we needed almost immediately at a low
for Cathelco cost and in a convenient location, allowing for
an undisturbed operation.
Cathelco the worlds largest designer and Although aluminium framed temporary
manufacturer of marine pipework anti-fouling buildings or warehouses are becoming an
systems, was able to reduce costs and retain increasingly popular solution, few still recognise
control of stock with the help of a bespoke on- the true commercial benefits they can bring to
site storage solution from temporary building a business. The ability to hire the extra space
specialist Aganto. Based at Marine House in rather than buy it means that companies can
Chesterfield, Cathelco provides systems for maximise profits by paying for extra space
protection against marine growth and corrosion only for as long as they need it, allowing their
on all types of vessels including container business to expand and contract in line with
carriers, ferries, cruise ships, tankers, luxury seasonal fluctuations.
yachts and offshore structures. Temporary buildings are also extremely quick
Experiencing an increase in orders, Cathelco to install, providing a rapid solution in periods
required additional storage space for its finished of unforeseen demand, with the ability to return
goods but, with plans already in place to move the building just as quickly in the event of an
to larger premises, a cost-effective, intermediate unexpected downturn. Engineered in Germany,
solution was sought. Having already considered all Agantos temporary buildings meet BS 6399
hiring off-site space, but deciding against it due for snow and wind loadings. Components fix
to difficulties in the ability to control stock and together to form modular, flexible units that are
the additional expense in overheads such as amazingly robust, with a ten-year guarantee
transport costs, Cathelco specified a 100 m2 on the frame, whilst being simple to transport,
aluminium framed temporary unit from Aganto. install, dismantle, adapt, and relocate. SRJ
Aganto was able to supply a building The new Cathelco storage facilities
specially manufactured to fit a sloping site at
the facility, enabling Cathelco to get the exact
amount of storage space it required whilst also
taking full advantage of redundant space on
site. Agantos professional site development
team installed the unit into a restricted area
within one week, allowing the operation to
continue with minimum disruption. As Cathelco
experienced further growth the original unit was
extended to 180 sq m.
Production and purchasing manager
at Cathelco, Barry Pendleton, comments:
Keeping our products on site enabled us to
reduce lead times and increase traceability of
our stock, ensuring we are able to maintain
service levels to our customers during an
extremely busy period. Hiring an Aganto
temporary building provided us with the best
 Underwater Repairs
Topaz and Vopak sign agreement
Dubais Topaz Energy & Marine, through its subsidiary Nico International
Hydrospace recently signed a contract with Vopak Horizon Fujairah Ltd
for providing underwater services for pre-berthing inspection and back to
back berthing of vessels at Vopak.
The contract has been signed for a period of one year until April 2010.
Over the period of the contract Topaz will provide a team of qualified and
experienced divers for the pre-berthing inspections. The divers will carry
out a detailed inspection of the floating and submarine hose string and all
mooring accessories and will also provide other services until the berthing
is completed.
Fujairah has been the base for Topazs underwater services in the
Middle East since 1981. Topazs fully equipped team of divers can join
vessels and installations at short notice anywhere in the Gulf of Oman
or in the Arabian Gulf to carry out all types of underwater work. Topaz
offers a wide range of underwater services like underwater hull cleaning of
vessels, propeller polishing, wet docking and reporting, blanking of intakes
and outlets, inspection and survey, underwater wet welding, anchor
search and recovery from sea bed and salvage and wreck removal. Its
subsidiary Nico is certified to carry out underwater surveys by all leading
classification societies such as ABS, LR, NKK, BV, GL and DNV.
In support of its diving operations, Topaz has purpose-built a high-
speed catamaran aluminium workboat Nemo, a diving support vessel
utilized to carry out daily routine diving operations. The diving team in
Fujairah consists of 25 experienced and qualified personnel who are
trained according to the International Marine Contractors Association
standards. This year the team has recovered 14 lost anchors and chains,
some of them weighing 140 tons, from the depth of between 94 m to
135 m with successful delivery back to the owners.
A Topaz diver in action
FN in Hong Kong
After swift preparation FN Diving deployed a team to Hong Kong in order
to supply one of its customers with an underwater bow thruster repair. All
underwater works were completed within the berth-time of the vessel, so
no schedule delays or downtime. Due to severe cavitation, several bolts
of the bearing housing were missing. Immediately after arrival sealings
were adapted, and new thread bar was placed with underwater chemical
anchors, specially developed for FN Diving. Also underwater welding
was provided in Hong Kong by the FN Diving team to secure the bracket,
blades and new anodes in the thruster tunnel.
As a class accepted alternative for drydocking, FN Diving provides
permanent and temporary shell plate repairs using approved cofferdam
techniques. The use of cofferdams while the vessel remains operational
and afloat, creates a dry environment in which defective shell plating can
be cropped out and replaced by approved full penetration dry welding. A
very cost effective and fast solution, without the off-hire period and costs in
case of drydocking.
Whilst performing an inspection on a box cooler ICCP system, FN
Diving was asked to perform a repair on a recently discovered crack in
the shell plating. FN Divings design department swiftly designed a special
cofferdam and our local workshop fabricated the cofferdam instantly.
The local workshop fabricated the right fit cofferdam within hours. Upon
delivery at the vessel the cofferdam was installed over the crack. While the
diving operation to install the cofferdam progressed, the coded welders
prepared their equipment inside, after ventilation of the tank and a gas free
certificate was obtained. Prior to welding repairs the crack was ultrasonic
investigated and occurred 80 mm longer as measured visually. Once the
cofferdam was proven watertight the welding operation started, completing
it with a minimum delay for the vessel. The weld was UT tested by WRS
Volume 7 Issue 3 Page 43
Underwater Repairs
QC Marine and approved, were after the cofferdam was removed and the
vessel could continue its voyage with a class-approved repair.
An underwater inspection on a one-year young vessel revealed that the
anodes in the stern and bow thruster tunnels were significantly depleted.
A calculation made by our partner WRS Marine determined an under-
protection level of the tunnels. A new anode plan was proposed to the
owners and approved. During the next call at Rotterdam Port the old bolted
on anodes were removed and replaced by new anodes, additional anodes
were welded according to the calculated plan, extending three years
of protection of the units until next dry dock. Operations were planned
according to the vessels schedule and all anodes delivered prior to the
operation at our office in order to avoid any delay. After completion of the
job, the vessel could continue its voyage confident of being well protected.
World-wide activities for SSA
Miami-based Subsea Solutions Alliance (SSA) was very busy performing
multiple high value repairs in various ports around the world. The
summary below illustrates just some of the major projects performed.
two Thruster repairs were performed in Europe
a thruster was exchanged with a new OEM procedure for a cruise
vessel in the Caribbean
two propeller repairs with underwater straightening were completed in
Europe
a propeller repair with cutting and grinding was completed in the Far East
two propeller upgrades with cutting and edge restoration were
completed: One project in Europe and one in North America
a seal repair was performed in Europe
a major steel repair was performed underwater in Europe.
SSA is a consortium of underwater ship repair specialists including:
All-Sea Enterprises Ltd, Miami Diver Inc, Parker Diving Inc and Trident BV.
With a dedicated staff of over 130 divers globally, SSA has revolutionised
the methods of repair for ship equipment underwater. Through a common
shared system of dive equipment, specialty tools, and dive personnel
the SSA is able to mobilise quickly anywhere throughout the world with
diver/factory-trained service technicians for most OEM equipment. From
the replacement of aft propeller shaft seals to the exchange of thrusters
to straightening large bends in propellers, SSA has become the OEMs
choice for all types of complex repairs. With class approved techniques
and a highly trained staff in both underwater ship repair and propulsion
equipment maintenance, SSA is the clear choice for vessels operating in
sensitive environments and on critical trade routes.
A recent project in Curacao involved SSA
taking away a damaged rudder for repair
Page 44 www.shiprepairjournal.com
Cruise vessel work by Hydrex
After experiencing problems with the rudder of its 293 m long cruiseship,
the owners asked Hydrex to perform a detailed underwater inspection
during the ships stay in the Azores and to design a plan for any possible
underwater repairs. At the same time it was also requested to arrange
for the replacement of a propeller blade that had been damaged and
repaired earlier but was still causing speed loss.
An inspection team was mobilised to the Azores where they met up with
the ships crew and a representative of the rudder manufacturer to discuss
the possibilities of performing a repair immediately after the inspection
was carried out.
The survey revealed that the lower pintle of the hinged flap rudder was
missing which caused the bottom of the flap to shift out of its normal
position, thereby blocking the mechanism. Luckily the hinges had not
come apart completely, which would have meant that the entire flap
would have inevitably detached itself from the rudder.
The damaged blade and the remainder of the propeller were also
thoroughly inspected to make a full assessment of the scope of the
replacement. Once all the information was gathered, the operation was
discussed with the crew and the manufacturers and it was decided to perform
both repairs during the vessels next scheduled stop in Kiel, Germany.
While Hydrexs technical department made all arrangements to have
the spare parts ready in Kiel in time for the operation, the ship left for
Europe and our team returned home, arriving just 72 hours after they had
left our headquarters in Antwerp.
In advance of the vessels arrival in Kiel, Hydrex technicians made all
arrangements for both repairs in the companys fast response centre. These
consisted of both the standard preparations and the construction of the
tailor-made equipment needed for this specific job. After all preparations
were made, two diver-technician teams remained on standby and
mobilised immediately when the vessel arrived in Europe so that they were
on site and ready to start the repair as soon as the vessel was berthed.
The first part of the pintle repair consisted of the re-alignment of the
rudder and the flap. This was done transversally with a hydraulic jack and
longitudinally with chain blocks. Next the diving team inserted the new
pintle and stopper plate.
In the meantime the other team started the blade replacement on
the fixed pitch build up propeller by extracting the bolts and removing
the damaged blade. The new blade was then positioned and specially
designed bolts were used to secure it. These bolts were designed in co-
operation with Aegir Marine Propulsion Systems. After the bolts were put
on torque, they were secured with wire. This concluded the repair and
re-established the propellers optimal performance.
Having a very wide complement of logistics, tools, workboats and
diving support equipment available at all times, Hydrex underwater teams
are always prepared for all operations, including those that present
unexpected conditions. By working in two teams and in shifts, Hydrex was
able to finish both repairs at the same time and within 36 hours, far less
than the available time frame.
Meanwhile, when an inspection revealed that the old spinner cone on a
294 m container vessels propeller had gone missing, Hydrex was contacted
by the owner to install a new one during the ships stay in Antwerp.
While studying the video made during the inspection Hydrexs
technical department noticed that besides the cone, weighing 730 kg,
the fitting ring underneath it, weighing 1,600 kg, was also missing and
arrangements were immediately made with the customer to have this
replaced as well.
By then a similar problem had occurred on a second container vessel
belonging to the same owner. Because the fitting ring on this ship was still
Underwater Repairs
present and it was already on its way to Antwerp and would arrive even
sooner, it was decided to service this vessel first.
When the first vessel arrived in Antwerp Hydrexs team started the
replacement with a full underwater inspection and cleaning of the area
where the spinner cone was to be installed. Next the remains of the
broken bolts were removed. The new cone was then installed together
with a gasket to make it fit perfectly and secured with new bolts. When
this was done, grease was inserted in the space underneath the propeller
cone for lubrication and the new bolts were secured with wire, finishing the
repair of the first vessel.
The replacement work on the second vessel was done following the
same procedure once the fitting ring had been installed. This installation
was, however, not that straightforward. First the ring needed to be adapted
to the specific dimensions of the propeller. These measurements could
only be taken during an underwater inspection. Hydrexs team therefore
The propeller blade being taken away
Page 46 www.shiprepairjournal.com
had to wait until the vessel arrived in Antwerp. Because the required
modifications could not be performed at every workshop and to make
sure that they could be done as soon as the data was available, Hydrexs
technical department arranged for a suitable workshop to be on standby.
When the modified fitting ring arrived at the vessel, its weight necessitated
heavy lift chain blocks to enable the perfect positioning of its two halves.
Once this was done the ring was secured and the spinner cone was
replaced in the same manner as described above.
Good preparation and communication were essential in the execution
of these jobs. The order for the second replacement was received much
later and at very short notice but Hydrex was still able to service the vessel
as soon as it arrived in Antwerp. To keep the timeframe of the replacement
of the cone and fitting ring on the other vessel to a strict minimum,
the coordination between Hydrexs team, the workshop doing the ring
modification and the ships crew needed to be impeccable. SRJ
 North West Europe
Remontowa takes over use of
graving docks in Gdynia
Since taking over as Chairman of Gdansk Shiprepair yard Remontowa,
Jaroslaw Flont has looked at the future of the yard. It is the intention
to return the yard to focus on the core business of shiprepair. The yard
compoletews some 200 gneral repair projects each year. This involves
both the commercial shipping and offshore markets. We have recently
won a contract for the refurbishment of a North Sea jack-up rig, the first
time a jack-up rig has entered the shipyard. Our repair price levels are
about half way between the more tradition northern European yards, in
such countries as Germany, Scandinavia and Holland, and the southern
European yards. Therefore we are looking closely at the North Sea
offshore market to develop business we hope to be a recognised repair
and refurbishment facility for offshore structures aver the coming years.
The yard has also been involved heavily in the conversion market
2007 being the most successful year with some seven such projects
completed. It is expected that, with the return of better times next year, we
will again become heavily involved in this market sector.
One of the main developments at Polands Gdansk Shiprepair Yard
Remontowa, is the expansion of facilities available for shiprepair and
conversion activities by using the two graving docks, which were part of
Stozinia Gdynia. The largest of these graving docks, which is 380 m x 70
m, moves Remontowa into larger markets especially large tankers and
offshore drilling rigs, although the facility is draft-restricted as it was originally
built as a newbuilding dock. The smaller of the two docks has dimensions
of 240 m x 38 m. The Gdansk facility boasts seven floating docks, with
the largest having the ability of handling ships up to 135,000dwt (36,000
tonnes lifting capacity). The use of the larger graving docks in Gdynia will
reduce the competition for such vessels for Remontowa says Jaroslaw.
We had already began to expand our facilities with a bid to purchased the
large floating dock from Le Havre. However, we came second in that tender
process losing out to Grand Bahama Shipyard. However, the two docks in
A Polish bulk carrier in Remontowas floating dock
with the jack-up rig Ensco 100 in the back ground
Page 48 www.shiprepairjournal.com
Gdynia moves us into an entirely new market.
Remontowa has an established reputation in the conversion and large
scale repair industries. Currently two such projects are underway. The first
is Tidewaters offshore supply vessel Oliver Tide, which is a newbuilding
from the Indian shipbuilding industry. Remontowa is completing the
outfitting operation including a number of modifications and refinements.
The second large scale repair project involves Enscos offshore jack-up
rig Ensco 100, which arrived in the yard in June this year for a four month
upgrading project involving a complete package of anti-corrosion systems,
upgrading the accommodation, steel renewals and various modifications.
All the work, which will be completed by October, is being carried out
alongside. Although Remontowa has completed repairs to some five semi-
submersible rigs, this is the first jack-up rig to enter the shipyard.
Jaroslaw continued Unlike other shipyards throughout the world,
we do not enter Alliance agreements with shipowners however we have
been very successful in offering block-bookings for some of the worlds
leading shipowners/managers, especially in Norway and Scandinavia.
Last year the highest number of ships repaired in Remontowa was
Scandinavian owners, which had some 32 ships repaired next was the
German/Dutch/France area (25), Greece/Italy (21) and UK (17). Remontowa
also repaired a total of 23 ships from Polish owners and nine from Russia.
Recently under repair in Gdansk was Teekays 46,921 dwt product
tanker Teesta Spirit, one of an extensive block booking by the Teekay
Group for Remontowa. The follwoing vessel from Teekay, the 149,000
dwt Navion Saga, was drydocked, because of her size, in Gdynia.
The largest vessel recently under repair was OSG Shipmanagements
94,813 dwt tanker Overseas Eliane. Also in the yard was Chartworlds
12,974 dwt reefer vessel Swan Chacabuco, which is the third of a series
of reefer vessels from this owner to be repaired by Remontowa. Other
ships recently under repair included three lpg tankers Solvangs 16,137
dwt Clipper Skagen, Antony Veders 6,175 dwt Coral Lophelia and Exmar
Shipmanagements 29,171 dwt Courcheville, three chemical tankers
Amorettis 2,697 dwt Frances Wonsild, Rigel Shippings 17,035 dwt
Alsterstern and Utkilens 2,910 dwt Fostraum.
North West Europe
Jaroslaw Flont
Jaroslaw Flont
Jaroslaw Flont took over as Chairman of Gdansk Shiprepair Yard
Remontowa in March of this year. He has spent many years as part
of Remontowas management team, joining the company in 1993
and holding such positions as Ship Repair manager, Project manager,
Steel Department Manager, Production Director and Logistics and
Project Director. For the three years previous to becoming Chairman
of Remontowa, Jaroslaw was three years as Chairman of Northern
Shipyard, Gsansk, a newbuilding yard in which Remontowa is the
major shareholder.
Alkor completes two
lengtheningcontracts
Alkor Shiprepair Yard is located in the former Stozninia Gdansk Shipyard.
Throughout the past few years, Alkor has been heavily involved in the
conversion market, winning a number of lengthening of fishing vessels
from Scandinavia and UK.
The latest contracts involve two purse-seiner trawlers from Scotlands
Shetlands Islands the Antares and the Zephyr. Both vessels arrived
in February this year and returned to service during late August/early
September. Work was the same on both vessels and involved the
installation of a 7.8 m (120 tonnes) mid-body section and a 0.6 m
section installed towards the aft section of each vessel. The ships were also
heightened by 1.6 m (wheelhouse and funnel), a new 16 tonnes structure
on the shelter deck and refurbishment of the accommodation.
The new mid-body section involved an additional three Refrigerated
Sea Water (RSW) tanks to the ships original six RSW tanks. The yard also
renewed the vessels bow thrusters and increased the electrical power
of the aft thrusters. The ships were originally built with lengthening an
intention dependent upon Governmental quota regulations.
During last year (2008) Alkor completed similar installations onboard
Page 50 www.shiprepairjournal.com
two Norwegian-owned and one Icelandic-owned trawlers. And in 2010 it
is expected that the Johan Gerg, a Norwegian-owned trawler will enter the
yard for the installation of a 8 m mid-body section and a 2 m aft section.
This contract is expected to be sub-contracted to Crist Shipyard, Gdansk,
which is the majority shareholder in Alkor. Crist opetrates a 1,200 tonnes
lifting capacity floating dock in Gdansks Northern Harbour.
Alkor has a commercial agreement with Larsnes Vaerft, located on
Norways West Coast, which is one of the most successful builders of
fishing vessel tonnage for the Scandinavian market. As already mentioned,
many of these vessels are initially design with lengthening in mind
Larsnes recommending Alkor for such work.
Alkor operates a single floating dock of 150 m x 24.6 m floating dock
(6,000 tonnes lifting capacity), which was purchased from Rotterdam
during the late nineties. The former shipbuilding yard in Gdansk is now
under redevelopment, with both industrial and commercial activities
envisaged. Alkor has a lease agreement with the former yard covering the
next 15 years. However, if another site becomes available, especially in the
former shipbuilding yard in Gdynia, there may be a consideration to move.
The yard is also heavily involved in the general repair market during
the past two years many contracts have been received from German
and Dutch shipowners/managers for the conversion of main propulsion
systems from diesel to heavy fuel oil.
The Zephyr alongside at Alcor Shipyard prior re-delivery
New owners for A&P
The Bailey Group, based in Cardiff, has taken control of UKs A&P Group
for an undisclosed sum. Paul Bailey, who took a 50% stake in the Group
in September 2006, has purchased the remaining 50% shareholding
held by a number of A&P directors and senior managers. The deal was
concluded at the end of last week after six weeks of detailed negotiation.
Paul Bailey said the new structure would further strengthen the Group,
which had returned good profits over the previous three years, with new
investment and dynamic management. Now that we have secured clear
management control we can set about developing the future of a very
successful company. Thanks are due to the Groups former CEO and
its finance director David Ring and Ken Thompson who will both be
retained as consultants to the Group, he said.
A&P Group was founded in 1971 and has become a major force in
shiprepair, conversion and marine services. Its clients come from over 70
countries and include government departments and commercial shipping
lines. The company employs 600 staff at four locations across the UK
Hebburn on Tyneside; Middlesborough in Teesside; Chatham in Kent and
Falmouth in Cornwall.
The Groups former MD, Dave Skentelbery, has been appointed Group
Managing Director and a new finance director, Ian Carey, joins from the
North West Europe
Dave Skentelbery A&Ps new Group managing Director
construction industry. Dave Skentelbery said, The task before us now is to
ensure we continue to deliver a top quality service to our customers. This
is an exciting phase in the companys history. The Group can now look
forward to a secure future. It will be my intention to ensure the change in
ownership has little effect on our day-to-day operations without doubt it
is business as usual.
More than one drydock for
DalesMarine
Scotlands Dales Marine Services has achieved another first for the ship
repair and maintenance company, with contracts underway in mid-July at a
trio of drydocks on Scotlands east coast. Michael Milne, Dales Director and
General Manager, said: Its the first time that weve worked simultaneously
at three drydocks and is another demonstration of our capabilities and of the
skills and flexibility of our workforce and supervisors.
All three contracts, with a total value of around 520,000, are oil-
related and add to the companys order book in another very busy year,
with 28 vessels drydocked so far and bookings as far ahead as June,
2010. The companys Aberdeen facility includes a drydock where the
4,693 dwt supply ship Havila Fortress is undergoing work, including
tailshafts and thrusters surveys, painting and steelwork renewals, over a
two week period.
Following initial work alongside at Montrose, the Fugro Meridian is
now drydocked for several weeks in the Imperial dock at Leith for tailshaft
repairs, steelwork renewals, pipework and other work. It is the first time in
five years that Dales has used the drydock, which has been temporarily
re-opened to accommodate the vessel.
Week-long steelwork renewals are also being carried out on the
1,200dwt supply ship Dea Seeker in the drydock at Fraserburgh, which
is used regularly by Dales for contracts on oil-related and fishing vessels.
Dales carries out ship repair and maintenance afloat and in drydocks at
various ports on a range of vessels, including oil-related; ferries, tugs,
commercial shipping and fishing boats. The companys facilities have
been enhanced with the recent addition of another crane, with 80 tonne
Page 52 www.shiprepairjournal.com
capacity and for use at any sites in Scotland.
Employing up to 100, Dales services include fabrication, mechanical
engineering, diesel engine overhauls and structural steelwork for
shipping, oil and gas, chemical, power generation and civil engineering
industries. Part of the Dales Group, based in Peterhead, Dales Marine
was established there in 1987, moving in 1991 to Aberdeen where it
has leased the two-acre site and dry dock the largest privately-operated
facility in Scotland since 2004.
Meanwhile, five more apprentices have started training with ship repair
and maintenance company, Dales Marine Services, at its Aberdeen
drydock facility this week, bringing the total to more than 50 since the
long-running programme was initiated. The scheme was introduced
when Dales Marine was established in Peterhead in the late 1980s
and continued when it relocated to Aberdeen in 1991. The intake was
expanded to five apprentices annually when the company took over the
operation of the dry dock at Aberdeen Harbour in 2004 and there was an
increased workforce to pass on experience.
Dales Marine Director and General Manager, Michael Milne, said:
From the outset, the company has recognised the importance of training,
both in developing careers and providing skills, and the quality of recruits
sourced from Banff and Buchan College is always very good. The
amount of ground covered in our comprehensive three-year training
regime is probably equivalent to five years in college, and when they
complete apprenticeships as welders, platers and engineers, they are
automatically offered employment with Dales Marine at tradesman rates.
An aerial view of the Fugro Meridian in Dales Marine
Diversification paying off at H&W
Iconic Belfast shipyard Harland & Wolff (H&W) is benefiting from a
diversification policy put in place in 2003 to balance its business across
three different sectors. Of these, only offshore decommissioning has yet
to bear real fruit but the yard is busy building for the offshore renewable
energy market and in ship repair and conversion.
Where ship repair used to be on the periphery its now a core business,
utilising the big dock capable of taking tonnage of 1.2m dwt for large
conversion projects and the smaller, but still suezmax-capable wee dock.
A steady growth in business has seen dockings plateau as the yard has
reached capacity but sales manager David McVeigh says the importance
to H&W is that 75% of the business is from repeat customers docking
different vessels.
It took us a little while to convince some customers what our modus
was. We would never or rarely be cheapest quote that came across their
desk but we will probably be the cheapest when they leave the dock. To
 North West Europe
do that we give customers a daily bill so that as we run up towards the
end of a project and the final bill, theyve seen the trend. And what we put
on paper, we stand by.
For H&W, trying to be different means working to nail down the work
scope and rather than putting in for the minimum hours, providing a
realistic budget for the work. Our competitors might be artificially low
cost but having a relationship with the client also means having valid
reason for your price and standing by it. Rather than price for inspection,
we would allow for a decent amount of work. It reduces conflict and
speeds up the process, he says.
A lot of those repeat customers are found in the local ferry and passing
bulk carrier market and beyond that the shuttle tankers serving the North
Sea. Few UK yards have a suezmax-size dock and this can be configured
so as to lay docking beds for two vessels simultaneously to speed up
turnaround time.
The push for more repair and conversion work is underpinned by its
experience with the oil and gas industry orchestrating complex conversions
with multiple vendors. Owners might commit their vessel to the yard a year
in advance and the process will begin of building the vendor village of
suppliers to service and support the project. The yard uses an integrated A busy scene at H&W
planning tool to monitor vendor tasks against its own activities. He estimates the time and cost advantages of one man-hour working
An area of new business is the cruiseship market. David says H&W was undercover is worth three outside and as many as 16 offshore.
encouraged by our customers to get involved, they want a little more H&Ws confident outlook is also the result of 3-4m of investment
competition in market because it keeps everyone honest. We dont work in the yard in recent years that has enabled it to ride a busy year even
the public spaces but hull and machinery jobs are the things we already do though the newbuilding market has all but ground to a halt. For that hes
for other customers and our dock can accommodate the biggest ships. quick to praise owners Fred. Olsen, despite there having been no free
Among its other advantages are 30,000 m2 of covered manufacturing rides. You dont get anything from family just because they own you. If we
and fabrication halls, where sensitive components such as accommodation win contracts they are on merit. They are a very aggressive and successful
blocks and power generation modules are produced. The former can be business. But since 2003 we have had a local senior management team
finished he says, not quite with the cutlery on the table but close to it. in place. There is oversight but were pretty much left to our own devices.

Volume 7 Issue 3 Page 53

North West Europe
The Maersk Curlew in B+V
B+V wins FPSO refit contract
The FPSO Maersk Curlew was recently in the Elbe 17 graving dock in
Germanys Blohm + Voss Repair (B+V), Hamburg having arrived during June
this year. The 263 m long offshore ship is undergoing a Life Time Extension
programme and will be refitted for the next 10 years. The work includes steel
work, to boost the tanks, cleaning and coating of the cargo ballast tanks,
maintenance of the pipe mill, maintenance of the superstructure, coating of the
bodyshell. The vessel is expected to stay in the yard for some 60 days.
B+V is also heavily involved in the cruise vessel/ferry repair markets
this year has seen a number of such ships enter the yard including Smyril
Lines 35,966 grt Norrona, Scandlines 22,496 grt Deutschland (both in
January), the delivery docking for Meyer Werft of the 42,289 grt AIDAluna
Page 54 www.shiprepairjournal.com
(February), Color Lines 75,100 grt Color Magic (April), Pullmantours
47,255 grt Zenith (April/May), and two ships in May RCIs 137,276
grt Voyager of the Seas and World Cruise Agencys 16,144 grt Athena.
In September two ships are due Hapag-Lloyds 28,890 grt Europa and
Aida Cruises 38,557 grt AIDAcara.
One of the latest contracts won by B+V is the general repair of a series
of five large containerships trading between Europe and South Africa.
The contract started in September with one ship arribving at the yard
every 14 days. The vessels involed are Claus Peter Offens 58,289 dwt
MOL Cullinan, Moller-aersks 50,657 dwt Lars Maersk, two ships from
Safmarine the 50,657 dwt sisterships Safmarine Nokwanda and the
Safmarine Nowazwe, and Jaohn T Essbergers 50,736 dwt DAL Kalhari.
Meanwhile, Jan Kees Pilaar, director of repairs and modifications at
TKMS-Hellenic Shipyards has been transferred from Athens, Greece, to
Germanys Blohm & Voss Repair, Hamburg. Both companies are members
of the ThyssenKrupp Marine System Group of Companies (TKMS). From 1
August 2009 he was installed as Managing Director of TKMS-BVRepair.
New graving dock project still
underway at Lloyd Werft
Prior to the current worlds economic crisis, Germanys Lloyd Werft,
Bremerhaven, had announced the intention to build a new graving
dock to cater for the larger containerships and car carriers expected in
Bremerhaven following the Port opf Bremerhavens decision to expand the
 North West Europe
lock gates in the port to cater for the new panamax size vessels, when the Installation of sponsons/ducktail of about 300 to
Panama Canal expansion plan is completed. Installation of 200 new balconies and 202 extensions of balconies
The financial crisis has left Lloyd Werft in a new position. We remain Installation of window-washing-systems for windows starboard side and
confident that the new graving dock project will go ahead, however, with portside
the current reluctance of the financial institutions to finance such a project, Renewel of colour application of hull and tops
we are now looking at the project being longer term than originally Changing funnel logo to TUI Cruises
expected. The project, however, will go ahead said Werner Luken, CEO of Overhaul of propulsion systems as propellers, shaft and rudder
Lloyd Werft. Overhaul thrusters and stabilizers
Meanwhile, the largest project undertaken at Lloyd Werft duing 2009 Dock- and repair-works according to classification authority
has been the conversion of Celebrity Cruises 76,522 grt cruise vessel Work inside included conversion of four public areas:
Celebrity Galaxy to a specialisec cruise vessel aimed at the German TUI Bar
market renamed Mein Schiff. The 1996-built cruise vessel will be Blue Ocean Bar
operated by a joint venture involving RCCI and TuiTui Cruises. Steakhouse
Work carried out by Lloyd Werft, during a six week drydocking period Grand Foyer
included two project areas: The work outside the vessel included:

MWB completes second

The Mein Schiff alongside at Lloyd Werft

lengtheningproject
Germanys Motoren Werke Bremerhaven (MWB) has been heavily
involved in a series of lengthening operations involving three freight ferries
owned by Denmarks DFDS during this year. The first one completed
was the Tor Ficaria, now the Tor Freesia has been redelivered and the Tor
Begonia has entered the shipyard.
Each vessel will be 32 m longer and, after the extension, the ships
will be 230 m long and be able to carry approximately 4,700 lane
metres of freight. The ships will continue to operate on the route between
Gothenburg and Immingham.

Volume 7 Issue 3 Page 55

North West Europe
The Tor Begonia entering MWB
Rickmers Lloyd did not fall into
thecrisis
According to Uwe Beck, Managing Director of Bremerhavens Rickmers
Werft, The yard did not fall into the current financial crisis, which is
affecting many aspects of the maritime business. Our position is virtually
the same as last year we have an A-List of regular clients and they have
been loyal to the shipyard. There have been a fall in contract values but
these are not critical. The value for each repair project is usually about
300/400,000, but can be as much as 700,000. The yard is now ell-
positioned in fact we have increased our workforce by 4/5 blue collar
workers. This current crisis is not as bad as ones we have seen before in
the shiprepair industry.
During September the yard repaired two general cargo vessels from
Hollands Wagenborg Shipping the 9,000 dwt general cargo vessel
Dongeborg and the 17,300 Amazonborg. These two take the total to
seven ships from Wagenborg repaired by Rickmers Lloyd during this year.
The yard has also repaired a fleet of five vessels from Bremen-based
Sloman Neptune, the latest two being the Kark Butner and the Apeture
Livana. Also recently repaired was the Colombia Shipmanagements
8,674 dwt chemical tanker UCT Espen.
Odense Steel Shipyard to cease
newbuildings
Following the recent announcement that Denmarks Fredericia Shipyard,
currently located in Fredericia, is to move repair operations to Odense,
the Odense shipyard has now announced that it is to cease newbuildings.
Historically, Odense Steel Shipyard (Lind) has had a very special role in
the A P Moller Maersk Group. Due to the expansion of the yard capacity
in low cost countries in the Far East and most recently with Chinas
determined endeavours of becoming the worlds largest shipbuilding
nation, the competitive situation for the shipbuilding industry has become
increasingly difficult in recent years.
Regardless of the even huge effort to improve the yards competitiveness
with investments in new technology and streamlining of the production, the
yard has run up very considerable annual deficits and must today realise
that it is impossible to attract orders, which are commercially sound.
In this light the Board of the yard has decided to discontinue
Page 56 www.shiprepairjournal.com
the shipbuilding activities, when the contracted orders have been
fulfilled. Thus the present workforce will be continuously downsized to
accommodate production. The contracted orders (five bulk carriers, seven
Ro-Ro ships and three frigates) extend to August 2010, November 2011,
and February 2012, respectively. The first redundancies of approx. 175
employees are expected to take place from the end of August this year.
As the shipyards orders are fulfilled, capacity for Lind Industrial
Services will increase. This means that both Lind Industrial Park and Lind
Industrial Services have increased capacity to sell to other clients, and
that Lind Industrial Services business areas are no longer strategically
essential and can therefore be sold as independent businesses. Lind
Industrial Services business areas comprise operation of mooring space
and cranes, including the gantry crane, steel storage and handling,
internal transport of heavy equipment, production of pipes and steel
components as well as letting of ocean-going transport barges.
With the discontinuation of the shipbuilding activities at Lind, there
is no longer a need for ownership of the Lithuanian shipyard, Baltija
Shipyard. The company is therefore put up for sale. Danske Markets
Corporate Finance will act as Linds financial advisor in the sales
process. The sale will not have any effect on Linds and Baltijas
contracted orders. Also the design and engineering company UAB Baltic
Engineering Centre in Lithuania is put up for sale.
Rig upgrade contract for
KeppelVerolme
Rotterdams Keppel Verolme has won a contract for the repair and
upgrade of a semi-submersible accommodation rig, Coslrival (ex-Port
Reval), from China Oilfield Services Limited.
The rig arrived in May 2009 and has been docked in the yards 91
m wide (500,000 dwt) graving dock for general class renewal surveys,
inspections, overhauls and repairs. The work scope includes the
upgrading of electrical switchboards, piping systems and then overhauling
of marine equipment as well as deck crane reinforcement. Coslrival is the
third accommodation support rig for Norwegian waters to arrive in Keppel
Verolme for a major overhaul and upgrade. SRJ
The accommodation rig Coslrival in Keppel Verolme
 Shipmanagement
MOL Tankship Management (Europe) vessels under repair in Lisnave (above) and Sembawang (right)
MOLTE use flexibility with
inhouseexpertise
Combining flexibility with in-house experience is the basis of the approach
by MOL Tankship Management Europe (MOLTE) to dry docking the
tankers of its parent, Japanese tankers-to-liners giant MOL. Given the
size and specialisation of the MOL Tankship Europe fleet, the vessels
it manages are split between two teams, one comprising 12 crude oil
tankers up to VLCC size plus three product tankers. The second comprises
10 chemical tankers, originally designed for the methanol trade, one
aframax chemical/products tanker and two products tankers.
As MOLTE deputy general manager Alan Stewart explains, the companys
technical department comprises of a number of engineer-superintendents
who have either been recruited from within the shipping industry or directly
from sea staff of MOL or after sailing with other companies.
All the engineer-superintendents have either sailed as chief engineer,
have attained a chief engineers certificate of competency or have
experience in other marine professions such as naval architecture or
marine electrical engineering, he explains. And all the engineer-
superintendents have expertise in tankers, whether it be crude, product or
chemical tankers.
The company prefers to draw on these skills rather than recruit subject
specialists such as steel superintendents and use the experience that has
been gained over the years from completing actual dry-dockings. With the
groups shipbuilding activities managed directly from Tokyo, MOLTE can
concentrate purely on technical management.
MOLTE drydock the vessels under management approximately every
two and a half years. An interim drydocking is subject to specific charterer
Page 58 www.shiprepairjournal.com
by Neville Smith
requirements, but will never be more than three years after special survey.
In either case, the department uses planned a maintenance software
system developed by ShipNet for maintenance on board all its vessels
under management, overseen by a dedicated projects team.
Though MOLTEs processes might not differ greatly from other
companies, Alan says the company works very closely with its charterers
to provide a flexible and robust programme for managing the drydock.
Providing more flexibility on timing than a third party shipmanager is one
advantage, another is that MOL is firm on its five-year maximum between
dry-dockings.
Preparation for drydocking commences when the ship returns to service
and anything that has been deferred or recommended for attention at the
next dry-docking is included in the specification. In addition MOLTE has
an ongoing process of what it calls heavy repairs, jobs that are required
to be done in dry dock as submitted by the sea staff on board. Heavy
repairs might also be completed outside of dry dock, but the majority are
incorporated into the specification.
As a basis for each specification a list of standard jobs will be included
for quotation, with the addition of the deferred or recommended items,
heavy repairs or any upgrades of existing systems driven by regulatory or
other issues. Recent items have included the fitting of the simplified voyage
data recorders to existing vessels and the renewal of radars at 10 years,
which is the MOL in-house standard.
The assigned engineer-superintendent having collated the list of
deferred or recommended jobs from the vessel as well as required
heavy repairs, upgrades & modifications, will write the specification for
submission to the yards for tender.
Once the quotation is received it is evaluated against the other yards that
have tendered and after internal discussions with the engineer-superintendent
and the fleet manager, we recommend a prospective yard to our principals in
 Shipmanagement
Japan, along with supporting documentation, says Alan.
He says MOLTE prefers to work with known yards, developing contracts
with facilities in Portugal, Dubai and Singapore, to ensure dock space
and price for a specified number of vessels. The contracts are usually not
vessel-specific although there are considerations as to whether services
such as tank-cleaning facilities are available which is obligatory for crude
oil & products tankers.
MOLTE does conduct shipyard audits, but mainly with yards which it
has not had dealings before. Alan says that while expense will be an issue,
these investigations are often more about quality than cost. This would
mainly focus on ISO accreditation, the facilities themselves, use of sub-
contractors, requirements of contractors arranged by the owners, he says.
Cost would only come into the equation when they were compared to
other yards whom we have a well established rapport.

Wide range of ship types managed by

Bernhard Schulte Shipmanagement
Bernhard Schulte Shipmanagement was created as a unified company
in 2008 through the integration of the four ship management brands
already operating under the auspices of the parent Schulte Group. These
comprise Hanseatic Shipping, Dorchester Atlantic Marine, Eurasia Group
and Vorsetzen Bereederungs- und Schiffahrtskontor. Now combined under
the Bernhard Schulte Shipmanagement name, the group offers a unified
Shipmanagement
Vessels under technical management by Berhard Schulte Shipmanagement
include the 106,896 dwt, 2006-built LNG carrier Tembek, owned and
operated by Overseas Shipholding Group.
shipmanagement service from a single global platform.
The group has some 300 vessels of all types under full technical
management, and the managed fleet includes just about every
configuration of vessel involved in commercial shipping, from drill and
diving support ships to the largest bulk and crude oil carriers, according
to Fleet Manager Alan Selby.
We manage a wide variety of product, chemical and gas tankers, as
well as container vessels and passenger ro/ros, and even FPSOs. The
scope of our technical department expertise is of course, necessarily both
wide and deep to cover such a range of specialties and within the group
we have fully qualified and experienced superintendents and managers
from all marine disciplines, he says.
Drydockings are carried at the normal intervals laid out by class society
or flag administration, though the process leading from one docking to
the next is continuous from its first return to service. Any vessel reporting
a defect which necessitates docking repair generates a report which
goes into the vessels docking file. Maintenance planning takes place
using an in-house IT system and for specific equipment and components
broadly follows the recommendations of equipment makers, modified as
necessary by the companys own service experience.
As a dedicated third party shipmanager, the company operates
to a single performance standard throughout the fleet for drydock
specifications and repairs. Technical superintendents are each allocated
a group of four to five vessels, responsible for monitoring the vessels
condition and all aspects of their performance and operation, including
cargo handling and conditioning, planned and project maintenance,
regular condition assessment, drydock planning and supervision, budget
control, certification and vetting.
Owners are able to access reports and data regarding the running
of their ships through a dedicated, secure website, putting the
company in the position to provide owners with precise real-time
information on their respective vessels. The aim is to provide the most
transparent management system possible for shipowners who require
regular information about their vessels be it technical, crew or
accounting-related.
At each attendance for routine inspection, but particularly the last one
before the projected docking, the nominated technical superintendent of
the vessel will check and verify the scope of the works and based upon this
and other factors present a repair specification for the owners.
Factors included can be anything from accommodating owners
request for a service lifetime extension or its modification for deployment
in another trade, to particular requirements of flag state and other
Page 60 www.shiprepairjournal.com
supervisory bodies to meet developing international regulations. All of
these are considered during the preparation of the specification and the
superintendents role is to protect the owners interests by monitoring
and controlling the scope of works, ensuring that repairs are carried out
effectively in the agreed time and with the pre-agreed and approved
budget , adds Alan.
Selection of repair yards is based on assessments and audits prior to
initial selection, followed by in depth analysis of chosen facility during the
course of subsequent repair for the companys own records. Facilities are
initially identified in consultation with the owners based on suitability for
the size and type of vessel and the appropriate trading area. Bernhard
Schulte will then contact the selected yard to ensure slot availability at the
appropriate time and provide a copy of the specification for tender.
With the tender returned, the company will provide a recommendation
based on its own analysis of cost, duration and quality of works plus any
deviation that is needed from the vessels normal trading route. But as
Alan says, the ultimate choice of repair yard always rests with owners.
Jeppesen wins NYKCool contract
Norways Jeppesen Marine has signed a contract agreement with
NYKCool AB to install its Vessel and Voyage Optimisation Solution (VVOS)
aboard a class of reefer vessels trading from the Caribbean and Central
America to Northern Europe.
The decision to fit VVOS on the ships was made by NYKCool following
an extensive sea trial that revealed a measurable improvement in fuel
conservation, sea-keeping and schedule integrity over existing weather-
routing products and services NYKCool tested. The ship officers utilised
both the on-board VVOS programme and Jeppesen Marines 24/7
routing guidance centre during the trial.
Tom King, Jeppesen Marine senior business development executive,
noted that Jeppesen Marine offers a 45-day trial and evaluation period to
allow prospective customers to experience for themselves the unique value
proposition offered by the VVOS product. Our patent-pending Hindsight
analysis tool provides extensive after-voyage reports on metrics for key
performance indicators, such as fuel conservation, cargo loss reduction,
vessel damage, motion reduction and schedule integrity, he said. This
enables ship owners to measure the return on investment for their own
specific company.
The complete solution Jeppesen Marine will install on the ships includes
an on-board VVOS workstation connected to the ships communication
network, a solid-state motion sensor to monitor and record ship motions,
and an office program for fleet tracking, performance analysis, and
monitoring. As additional support, Jeppesen Marine provides unlimited
24/7 route and meteorological guidance from its Alameda, office where
naval architects are available to resolve technical questions and confirm
the integrity of the planned route.
VVOS enables ship captains to plan and execute the best passage
route based on a specific ships seakeeping characteristics under different
wind, sea and current conditions, said Capt. John Horner, Jeppesen
Marine director of commercial operations. When we understand the
companys key performance indicators and we take into account the
various factors of the ship and the environment, we can determine the
safest and most economical route.
VVOS incorporates sophisticated hydrodynamic modeling
computations, together with advanced ocean forecasting tools, to
recommend optimum speed and heading to minimize ship motions and
reduce damage to the vessel and cargo, while maintaining schedule
integrity. VVOS uses a detailed model of the ships motion, engine and
 Shipmanagement
propeller characteristics to predict the ships speed-over-ground and roll/
pitch motions under forecast wind, wave and ocean current conditions
for a given engine power and propeller rev/min. While underway, VVOS
provides ongoing monitoring and alarms for excessive motions and
accelerations including parametric roll.

Lay-up software for Norbulk

UK-based Marine Software Ltd announces the supply of two versions of
their recently released Vessel Lay-Up Planned Maintenance System, to
Glasgow based Norbulk Shipping UK Ltd. These deliveries comprise of
three stand-alone PM systems and two new Lay-up upgrade modules for
standard MPM systems previously supplied.
The Lay-up upgrade module for existing Marine Planned Maintenance
systems enable the normal PMS system to be suspended for the duration
of the Lay-up, whilst specific lay-up cards can remain active. On re-
activation of the vessel into service, the PM System will advance the next
due maintenance routines forward by the number of days that the ship
has been in Lay-up mode. Job cards covering Class and Statutory Surveys
remain active during the Lay-up period.
The three other Norbulk vessels, which have alternative PMS systems not
covering the Lay-up scenario, have been installed with Marine Softwares
Standalone Lay-up system. These systems come supplied with generic job
cards that cover the maintenance requirements for the initial Lay-up stage,
and the Lay-up period. The generic job cards cover four lay-up types from
hot (up to 1 month), warm (up to 12 months) , cool (up to 5 years) and cold
(more than 5 years). When the Standalone Lay-up PM System is switched
The Marine Software lay-up package
into Lay-up mode, there is an option to select the type of Lay-up. This will
automatically schedule the job cards for the type of Lay-up you are planning.
Customers, of course have the option to modify these generic job cards
to exactly match the requirements for their individual vessel. Additional
specific job cards can be created within these two PM Systems for
machinery not covered with the Lay-up Job Cards.
Both of these Lay-up PM Systems will include all historical maintenance
records that have been carried out during the Lay-up period, along with
reviewing all data ashore. This can greatly assist the ship owner/manager
with an audit trail of evidence, in the event of a Hull & Machinery, and/or
P&I Insurance claim being submitted after the vessel. SRJ

Volume 7 Issue 3 Page 61

 Containerships
The German Government is preparing to guarantee loans advanced to Hapag-Lloyd by banks
Carnage in the box trades
No sector of shipping is escaping the effects of the global downturn.
From major bulk trades including iron ore and coal to key energy trade
lanes out of the Gulf to east and west; from ferry operators running ships
half empty even to reefer operators facing sharply reduced demand for
perishable cargoes including bananas, citrus fruit and fish.
However, no sector faces as bleak a future as the worlds container
business. Despite widescale lay-up, in its various forms, accounting
for some 600 vessels by the end of August, the sea of red figures is
deepening and analysts are warning that its only a matter of time before
the market collapse claims its first corporate casualties. With global
container trade forecast to shrink by 8.3% this year, a range of major liner
companies are already in trouble.
Reports indicate that various steps are being taken, notably in
Germany, to shore up ship owners and shipyards generally. A key centre
for container ship owners and home to troubled liner company Hapag-
Lloyd, the Government is preparing to guarantee loans advanced to the
company by banks including HSH Nortbank, HypoVereinsbank and KfW.
Other owners are also believed to have applied for support.
A collapse in consumer confidence lies at the root of the container
sectors woes. The banking crisis shocked consumers everywhere as they
suddenly realised that the worlds financial system was fundamentally
fragile and the behaviour of trustworthy bankers more akin to a global
gamble at the expense of consumers everywhere. But when consumers
in Europe and the US shelved their plans for new manufactured goods,
container operators suddenly realised that filling their ships on the worlds
two most important liner trades out of Asia to Europe and the US, would
be virtually impossible for the time being.
And despite repeated attempts by governments everywhere to reassure
people that things arent as bad as all that there may even be the first
Page 62 www.shiprepairjournal.com
by Paul Bartlett
ubiquitous green shoots, they suggest there is little sign that consumers
agree. With the possible exception of motor cars, where sales in Europe
have been stimulated by a variety of scrap and buy schemes, most people
are treading very carefully.
Against this backdrop, container operators face the challenge of
absorbing record numbers of new ships, amongst them some of the
largest and most expensive container carriers ever built. Some are
destined for existing container services and will be delivered to operators
themselves. A very large number, however, are due to be commissioned
by independent container ship owners who rely on chartering their vessels
to mainhaul carriers.
But container lines are in the process of shedding record volumes of
chartered tonnage. As charters come to an end, they are not renewed and
lines are reorganising fleets and services to deploy their owned vessels.
Independent owners, therefore, the biggest of which are in Germany, are
struggling to find any sort of employment for their ships, many of which
are large modern units which 18 months ago were trading very profitably.
According to Clarkson statistics, what it calls the charter owner fleet at
the beginning of August comprised around 2,700 vessels with a capacity
of 6.14m teu. However, it points out that the ordering spree of 2007, a
result of easy credit and booming sentiment, means that charter owners
account for almost 60% of the ships on order by number and just over
53% in capacity terms. They have outstanding contracts for 613 container
vessels of 2.8m teu. Large numbers of these vessels are Very Large
Container Ships (VLCS) in the 8,000 teu plus range which cannot be
easily deployed anywhere but the two main liner trades out of Asia.
No surprise then that Clarkson statistics show charter owners accounting
for a growing volume of idle ships. In March, just over a quarter of idle
capacity was charter owned but, by August, this had risen to 46%, just
over 600,000 teu. This recent trend appears almost certain to escalate,
Clarkson noted in a recent report. Smaller sizes may rebound faster than
larger ones, Clarkson believes, but all in all, the analyst concludes that the

Large numbers newbuildings are Very Large Container Ships (VLCS) in the
8,000 teu plus range, which cannot be easily deployed anywhere but the two
main liner trades out of Asia
outlook for charter owners continue to look dark indeed.
Meanwhile, cargo statistics make grim reading. According to the
European Liner Affairs Association (ELAA), April trade between Asia and
Europe fell off more sharply than the previous month, with cargo volumes
to Europe down 25% year-on-year, and 11% on the backhaul. Figures
released in August demonstrated May figures contracting by around 20%
year-on-year although there was a small rebound on the trade back to
Asia, with a 7.8% increase year-on-year.
Trans-Pacific trade also continues to shrink. PIERS figures for April
showed box shipments from Asia to the US down by an estimated 19.7%
year-on-year, with a 7.6% contraction on the backhaul. Figures for the
following month showed a decline over the 12 months of 25.5% and
almost 15% on the Asia-bound leg.
Containerships
Other gloomy figures include intra-Asian cargo figures and port
statistics. Container traffic between China and Japan was still falling
sharply in June, down by more than 18% out of China, compared with
figures 12 months before, and around 11% in the opposite direction.
Meanwhile, the Port of Long Beach handled almost 27% fewer boxes
in the first seven months of this year whilst Hamburg reported a 28.7%
decline over the first half of the year. Chinese traffic through the German
container port fell by almost 27% while box traffic between Hamburg and
Russia fell by a staggering 57.7% over the first six months. Even the port of
Shanghai has reported falling box throughput. Over the first seven months
of the year, container traffic fell 14.4% year-on-year although preliminary
figures for July suggest that the rate of contraction reduced somewhat to
around 9%.
Delayed deliveries defer some of
thepain
As August drew to a close, industry figures indicated that around 600
container vessels were idle and the figure was rising steadily. The largest
vessel was reported to be the 11,400 teu CMA CGM Libra, recently
delivered from builder Hyundai Heavy Industry at Ulsan, and idling off
the South Korean coast, at Mipo. The fact that leading lines including
CMA CGM, Mediterranean Shipping Company and even the mighty
Maersk are laying up their own ships is a clear sign of how bad things
have become. Its one thing re-delivering chartered tonnage, but its quite
another for container lines to be laying up their own vessels.
At first glance, its hard to see how the situation could be any worse,
but it could be. According to analysis by Clarkson, far fewer new
Volume 7 Issue 3 Page 63
Containerships
ships have actually been delivered so far this year than was originally
anticipated. The contracting boom of recent years as left yards to dope
with an extremely demanding output schedule, Clarkson notes in a
recent report, leading to increased slippage of vessel delivery dates.
Additionally, since the economic crisis took hold, owners with boxships on
order have come under intense financial strain, and are reluctant to add
to their fleet at a time when lack of demand has led to the idling of vast
amounts of capacity.
A number of owners have therefore successfully negotiated delays to
the delivery of new ships and sometimes this has suited not only them, but
builders too. Clarksons July estimate indicated that 145 container vessels
of some 600,000 teu had been delivered so far this year, but this figure
was only 60% of expected new deliveries. So far it is not clear how far it has
slipped. The balance of ships may be delivered during the second half of
the year, Clarkson says, whilst some of the ships may actually slip in 2010.
Slippage may help to a small degree. Clarkson says that if half of what
has been delayed is delivered during the second half, with the remainder
slipping into next year, total 2009 slippage would amount to some 20%.
Applied to the whole year, the analyst concludes, this would rein in
boxship supply growth ... from the currently projected 12.8% to 11.7%.
Clarksons July estimate indicated that 145 container vessels of some
600,000 teu had been delivered so far this year
Funding crisis a possible silver lining?
London-based shipping consultant Drewry estimates that container lines
collectively will lose some $20bn this year, a $25bn reversal from profits
last year and a figure that threatens to undermine a number of leading
lines. A number of bankruptcies are not only possible, but likely, in the
months ahead, Drewry has warned recently.
The consultants predictions are even more downbeat than some
others. The firm has predicted that overall container cargo volumes
could fall by 10% this year, with a 17.4% drop in traffic between Asia and
Europe, a more than 14% reduction on eastbound trans-Pacific trade and
another 12% dip in westbound north Atlantic traffic.
Drewry believes that a spell of major rationalisation and reorganisation
is now inevitable as lines rationalise services, lay up modern tonnage,
struggle to service debt, join forces or go bust. And, with huge volumes of
new capacity due to be delivered over the next 30 months, the situation
is unlikely to ease any time soon. Whilst there are relatively few feeder
vessels on order at present a fact that suggests this sector could well
bounce back first when a recovery eventually does materialise there are
236 vessels in what Clarkson defines as the intermediate range and a
staggering 647 in the deep-sea category The total figure is 990.
Page 64 www.shiprepairjournal.com
Drewry estimates that container lines
collectively will lose some $20bn this year
However, what remains unclear is how many owners will renege on
shipbuilding contracts because they are unable to finance the deals.
There are already question-marks hanging over the futures of several
large shipping lenders, some of them prominent lenders in the container
sector. And, where central governments may be very keen to support ailing
shipowners and builders in their own countries, it is very unlikely that they
will stand willingly by, watching struggling banks finance foreign owners in
shipyards on the other side of the world.
Some financiers are predicting that the balance of this year could see
unprecedented turmoil in global ship finance markets. Many banks have
practically stopped lending already, even if their shipping personnel insist
that its business as usual. One leading shipping lender in London is
known to have spent the last few months rationalising its involvement in
planes and trains. From early September, its sizeable shipping portfolio is
to be assessed and rationalised.
Quite what will happen in a legal context if container lines and
independent owners find themselves unable to honour obligations
because bank finance is unavailable is as yet unclear. However, if a
significant number of container vessels is cancelled, this must be good
news for everyone except shipbuilders who are already facing a dearth of
orders from 2012 onwards. What is certain is that there will be plenty of
losers one way and another, but the shipping industrys lawyers will not be
amongst them.
The lay-up conundrum
It was curious, in the early months of the year, just how many instant
lay-up experts appeared, almost overnight. Large numbers of people
suddenly had deep experience of laying up even the most sophisticated of
modern tonnage! The fact is that many of the experts who oversaw the last
widescale lay-up progamme nearly three decades ago have either moved
on, retired or died.
Speaking as moderator at an IMarEst conference on the subject earlier
this year, shipping commentator Mike Grey drew some comparisons
between laying up ships in the 1980s and mothballing them safely and
effectively today. His comments were pretty unsettling for any shipowner,
but particularly so for operators of container ships. A number of mainhaul
carriers are now implementing cold lay-up strategies, rather than
continuing to idle their vessels. A P Mller, for example, is in the process
of laying up a series of container ships on Lock Striven in Scotland. Other
northern water sites are being assessed too, as carriers realise that any
return to supply demand equilibrium is many months, if not years away.
A key difference between then and now is the fact that there was

Maersk containerships in Loch Striven
virtually no container ship charter market at that time. Carriers both and
owned and operated their own ships and vessels deployed on the worlds
principal liner trades were about the size of a modest feeder vessel today.
Today, independent owners account for a substantial volume of the
fleet, with large German independents such as Claus-Peter Offen, NSB
Nordelbe, E R Schiffahrt, Peter Dohle and Nordeutsche Vermgen and
Rickmers all featuring in the top ten independents.
Containerships
But there are practical differences too. As Grey pointed out, ships then were
basic and uncomplicated. Engines were mechanically controlled and there
was little to go wrong that couldnt be fixed by a capable team of shipboard
engineers. There was virtually no electronic equipment either on the bridge or
down below which could deteriorate with temperature or humnidity.
The various technologies could hardly be more different today. Engine
management systems, loading computers, computerised sensor systems
Volume 7 Issue 3 Page 65
Containerships
measuring waves, wind, stress, motions and accelerations, ECDIS out a likely payback period. Assuming 300 days at sea and heavy fuel
navigation systems ... the list goes on. Moving such a ship from a lay-by at $350 a tonne, the new bulbous bow offered potential savings of
berth into long-term cold lay-up is a really major challenge, Grey pointed $300,000 a year and a reduction in CO2 emissions of 3,400 tonnes a
out, and owners who fail to undertake the job properly will risk rapid year. The payback period was just 18 months provided the new bow was
deterioration of the assets and the equipment on board. Climate control, fitted at the same time as a routine docking. Moreover, as bunker prices
the reduction of humidity and temperature extremes is going to be a big continue to rise, the payback period just gets shorter.
deal in these lay-up operations, he warned. It will not be cheap, but GL was approached by another German owner who asked the
it will nevertheless be essential if we are to maintain the value of assets class society to evaluate the energy efficiency of a 7,000 teu container
which will otherwise deteriorate quite fast. vessel. A range of potential improvements were identified with payback
One other significant difference between then and now is the fact that periods ranging from just under five months to three years, with
owners then had a variety of ship repair yards to choose from in Europes heavy fuel assumed to cost $250 a tonne. Steps to improve economy
northern waters. Container lines opting for cold lay-up in northern Europe are included adjusting electrical energy use to reduce auxiliary engine
likely to face significantly higher re-commissioning costs when the time comes. deployment at sea; adjustment of main engine operation; replacement
of the existing rudder with a twin-flow unit; replacement of the bulbous
bow; and installation of a Decision Support System to allow energy
Basic economics change as load balancing. Taken in aggregate, the total cost of these measures
was just under 1.5m ($2.14m) and overall payback was achieved in
recession tightens just less than 18 months.
However, there are also a range of measures that can be undertaken
Rotterdam heavy fuel oil prices ranged from around $410 to $434 during to raise efficiency at almost no direct cost. Speaking to journalists earlier
August. In Singapore, corresponding figures were $425 and $450. Prices this year at Nor-Shipping, DNV Deputy CEO Tor Svensen pointed out
had dipped sharply at the turn of the year but the long-term trend is very that up to 15% of greenhouse gas emissions is possible with todays
clearly upwards. In February and March, for example, the average price technology in use aboard ships in operation today, and with significant
for 380 cSt fuel in Rotterdam was around $240 but from April onwards, savings to the bottom line too.
it has climbed steadily. A similar picture has emerged in Singapore. Measures include engine monitoring and tuning, better voyage
The average price in March was $248 but, since then, there have been execution and speed management, weather routeing and optimising trim
significant increases each month. for all drafts and speeds. These steps are relatively straightforward and,
As container lines struggle to sell space aboard their ships and said Svensen, there is no reason to wait. SRJ
rationalise services to save money, more ships are often being used to Tor Svensen up to 15% of greenhouse gas emissions is possible with
maintain frequency but they are operating at slower speeds. Some believe todays technology in use aboard ships in operation today, and with
that, even in a buoyant market, the days of 25 knots on mainhaul trades significant savings to the bottom line too
are numbered, particularly as arterial vessels continue to increase in size
and the relationship between power and fuel consumption moves further
up the exponential curve, to the right.
Most classification societies have launched energy-saving initiatives for
the owners and operators of both new and existing tonnage. However,
Germanischer Lloyd (GL), through its consulting subsidiary FutureShip, has
conducted a range of studies aimed at cutting fuel consumption aboard
existing vessels and improving the propulsive efficiency of new designs.
FutureShips ECO-Solutions consultancy service offers ship operators
a service identifying the areas in which the largest energy savings and
fuel emission reductions may be achieved. Once such areas have been
identified, a cost benefit analysis can be carried out to determine the
quantum of savings and the investment necessary to achieve them.
The classification society gives the example of a bulbous bow designed
for optimal performance at the bow of container ships sailing at 25 knots.
One German customer, operating a fleet of 8,000 teu vessels, realised
that the bulbous bows fitted to his ships were optimised for 25 knots,
rather than the service speed of around 18 knots which was more usual in
todays market.
He approached FutureShip and asked them to assess the pros and
cons of replacing the bulbous bow with a new optimised for 18-knot
operation whist still capable of operating effectively at design speed. The
existing bow was parametrically modelled with key variables adjusted in
turn to determine the effects of wave and frictional resistance and dynamic
flotation. A lengthy validation study was then carried out to ensure that the
results were reliable.
The savings were substantial. FutureShip says there was a 2.5%
reduction in resistance, fuel consumption and emissions at 18 knots, and
a 1% saving at the 25-knot design speed. The class society then worked
Page 66 www.shiprepairjournal.com
 Agents/People
Oivind Qvale to take
over at Ulrik Qvale
&Partners
In the previous edition of SRJ (Ship Repair
Journal) it was announced that Oivind
Qvale, son of Ulvik Qvale (now retired)
is to take over as Managing Director of
the shipyard agency business at one of
Norways leading shipyard agents Ulvik
Qvale & Partners during next year. He will
replace Per-Ortto Svendsen, who is to
concentrate on the newbuilding business.
Kjell Jacobsen will remain part of the
shipyard team.
More agencies for
DeltaMarine
Norways Delta Marine, Oslo is currently re-
organising its list of principal yards. The long
term agreement with Bremerhaven Dock in
Germany is terminated from end August, for
commercial reasons. At the same time Deltas
Marine has announced that it has made
agreements with the following yards
Maritime Shipyard, Gdynia, Poland one
floating dock (30 m x 170 m)
Besiktas Shipyard, Turkey, a new graving
dock (38 m x 235 m)
Guangzhou Dockyards, China graving
docks (360 m x 75 m) and (300 m x 74 m)
A spokesman for Delta Marine said It is a
fact that exclusive agency agreements does
not work well in China, thus our exclusive
agreement with Haurun Dadong Dockyard
in Shanghai will come to an end this year,
and we will cooperate with other Chinese
shipyards, including Shanghai Lixin Shipyard in
Shanghai, Zhoushan Xinya in Zhoushan, south
of Shanghai. We are of the opinion that this way
we will be able to serve the owners better.
(From left to right) Ulvik Qvale, Andreas Anagnostis (Neorion
Shipyards), Per-Otto Svendsen, Oivind Qvale and Kjell Jacobsen
Harris Pye appoints
Nutech in India
One of the worlds leading specialists in repair of
marine and industrial boilers, including all associated
steam systems, Harris Pye Marine, has appointed
Indias Nutech Maritime Services, as its agent.
Based in Mumbai, Nutech, which is a partnership
between P C Jain and his son V K Jain, was one of
the few companies in India which started carrying out
ultrasonic thickness gauging of hull structures.
At one point the only gauging company owned
and run by technical experts from the shipping
industry, Nutech was also one of the first in the
nation to offer computerise reports on board the
ships it serviced this is now considered common
practice. Both father and son have worked with
renowned companies in the shipping industry, V K
Jain was a surveyor with Lloyds Register of Shipping,
and his father, the founder of Nutech, P C Jain is
an ex-Vice President (Technical) of Great Eastern
Shipping, Indias largest private shipping company.
We are happy to be working with Nutech
Maritime Services and look forward to a long
and successful relationship with a company that
has carried out work on over a thousands ships
of various flags and for over 50 satisfied clients
worldwide, says Mark Prendergast, Managing
Director of the Harris Pye Group.
We are also happy to have finalised the deal
with Harris Pye Marine, says Mr P C Jain, a veteran
with vast engineering experiences, and on the
Technical Committee of Lloyds Register of Shipping
in India. He adds: With the technical know-how
available within Harris Pye, the Indian industry, which
has limited resources, will be greatly benefited.
Nutech Maritime Services is an ISO
9001:2008 company and approved by LR, ABS,
DNV, IRS, BV, GL and NKK amongst others, to
carry out thickness measurement on ships. Its
clients include The Shipping Corporation of India,
Great Eastern Shipping Co Ltd, Great Offshore
Ltd, Pratibha Shipping Co Ltd, India Steamship
Co and Varun Shipping Co Ltd. It also services a
large number of overseas clients. SRJ
Obituary
Maurice Wilmot
Also in last months edition of SRJ (Ship Repair
Journal) we announced briefly the death of
Maurice Wilmott, one of the most distinguished
shipyard agents operating the London market.
He spent most of his seagoing career as a
marine engineer with P&O especially onboard
the Strath boats, as well as a brief period with
Blue Funnel. His final posting was to be as the
second engineer, joining the P&O Canberra
prior to her delivery as a newbuilding in
Belfasts Harland and Wolf. However, he had
also been offered a post ashore as a sales
representative with RA Lister Diesels and, with
a young family, he decided to take up the
position. He subsequently became a salesman
for the family machine tool company, Semco.
However, as he ultimately wanted to return
to the marine environment, he responded
to an advert for a sales person to join Swan
Hunter in their international marketing office
in London. This office was responsible for the
marketing of the overseas shipyards managed
by Swan Hunter and was his introduction to
the world of shipyard representation. This
subsequently led to him taking up a position
with Sembawang Shipyard in their London
sales office.
He eventually established his own shipyard
agency, Wilmot Marine Services, in 1983.
This was considered a high risk move, during
a deep recession in commercial shipping,
however, the business thrived. Wilmot Marine,
still one of Londons Premier League shipyard
agents, went on to represent (among others)
Sembawang, Lloyd Werft, Astican, Malta
Shipyard and Grand Bahama Shipyard.
One of Maurices passions was for boating
he built up an impressive collection of life-
boats, which formed the basis of a museum
on the Isle of Wight. Maurice thoroughly
enjoyed his career in the world of shipbuilding
and shiprepair and the long term friendships in
both the shipyard and shipowning community
that he and his wife, Wendy, made.
Maurice at ease in one of his boats
Volume 7 Issue 3 Page 67
 Dock Gate
Shipping confidence up
but concern builds over
newbuildingglut
Overall confidence levels in the shipping industry have shown a slight improvement over the past three months, according
to the latest Shipping Confidence Survey from leading international accountant and shipping consultant Moore Stephens,
which was reviewed during the summer this year. But there are high levels of concern about the harmful effects of the glut of
newbuildings that will continue coming onto the market over the next year.
The average confidence level expressed development over the next twelve months. much closer to owners (45%) than they had
by respondents, on a scale of 1 to 10, was The overall likelihood of such a development previously been.
5.5, compared to 5.4 in the previous survey was 5.0 out of 10.0 overall, compared to So far as the charter markets are concerned,
in February 2009. Owners, managers and 4.8 in the last survey. Charterers were the there was a significant jump in the numbers
charterers all exhibited a small increase in most confident in this respect, with a rating of owners, managers, charterers and brokers
confidence in connection with the shipping of 6.0, while managers also exhibited a who expected tanker rates to increase over the
markets in which they operate. Confidence significant increase in confidence. Brokers coming twelve months. In the case of charterers,
among brokers, meanwhile, was marginally were alone among the various categories of the increase was a 33 percentage points on
down, and the lowest among all categories respondents in being less confident than they the numbers recorded in the February survey.
of respondent. Geographically, the were at the time of the last survey. Confidence was not universal, however. One
highest confidence level was recorded by Once again, the survey showed that respondent noted, Prospects for the tanker
respondents in Asia. demand trends were expected to be the single sector look very bleak as cargo movements
Comments generally reflected the most important factor likely to affect business have drastically reduced.
downturn in economic markets worldwide. performance over the coming year, with both The number of respondents expecting dry
One respondent noted, The volume of work competition and the cost and availability of bulk rates to increase over the next twelve
is the same, but the payments are late, and finance ranked together as the second most months rose by two percentage points to 48%,
that is what is killing us. But there was also important factors. with the overall responses this quarter consistent
some optimism, with another respondent There was a one percentage point fall with our last survey in February 2009.
commenting, The shipping market will be overall to 46% in the number of respondents Finally, 33% of respondents to the survey
stable until September, and then should who expected finance costs to rise over the expected containership rates to increase over
slowly improve. coming year. And there was a 13 percentage the next twelve months, compared to 23% last
Quite apart from general uncertainty points fall to 41% in the number of charterers time, while the number anticipating rates in this
about the world economy and the state of who expected costs to rise, bringing them sector to fall fell from 36% to 23%. SRJ
the freight markets, the most commonly Shipping people are still worried
recurring area of concern involved the about the newbuilding glut
newbuilding market. The weight of the
orderbook is a serious problem, commented
one respondent, while another noted,
There is more toxic debt on the newbuilding
front still to be revealed. Other comments
included, The glut in the newbuilding
orderbook exerts strong downward pressure
on confidence levels, and, We are doomed
by the oversupply of ships.
Elsewhere, one respondent noted, The
entire shipping industry has changed since the
business of shipowning moved from being a
long-term-asset-based industry to a situation
whereby the ships themselves have become
a tradeable commodity. Another, in keeping
with the current popular mood, simply chose
to blame the UK government, which does not
care about or understand the shipping industry.
The survey revealed a modest increase
in the number of respondents expecting
to make a major investment or significant
Page 68 www.shiprepairjournal.com
 Agents Contact Directory
International Association of Shiprepair Agents
Challenge House, Sherwood Drive, Bletchley, Milton Keynes MK3 6DP, United Kingdom Contact: Mike McMahon
Tel: +44 1908 378822 Fax: +44 1908 378828 Email: mail@shiprepairagents.org Web: www.shiprepairagents.org

Australia Cyprus Astican (Las Palmas) Web: www.valmarin.com, www.valmarine.gr

Western Shipyard (Lithuania) Shipyard Agents Worldwide
Malta Shipyards (Malta) Principals
(Montenegro) Adriatic Shipyard Bijela China S/B Corp. Taiwan
Lisnave (Portugal) Cosco Shipyard Group China
Naval Rocha (Portugal) Desan Shipyard
Step (Portugal) Lifeng China
Astander (Spain) Lixin Shipyard China
WSR SERVICES LIMITED Elgin Brown & Hamer Group (South Africa, Namibia) Longshan Shipyard China
Colombo Dockyard (Sri Lanka) Novorossiysk Russia
HEMPSTEAD MARINE SERVICES ASRY (Bahrain) Riga Shipyard Latvia
31 Mitchell Street Cosco Shipyard Group (China) Santierul N.Constantza S/Y Romania
Putney Arch. Makariou III 228 St. Paul Bld, Block B, 3rd Fl. Chantier Naval de lOcean Indien (Mauricius) Sermetal Brazil
Sydney P.O.Box 58019, 3730 Limassol, Cyprus Shanghai & Chengxi Shipyards (China) Shan Hai Guan Shipyard China
NSW 2112 Tel: +35725344418 Shanghaiguan Shipyard (China) Shanhaiguan Singapore Technologies Singapore
Australia Fax: +35725344419 China Shipbuilding (Taiwan) Western India Shipyard
Tel: + 61 2980 85851 Email: mail@wsr.com.cy Afloat Repairs, Safety & Underwater Services/
Fax: +61 2980 85851 Web: www.wsr.com.cy Immersion Suits
Mobile: +61 419880099 Contact: Vangelis Tsangarides Greece Europe: Cosalt, Rapp Service Maritime, Jonassohn, Pedrotti,
Email: semagent@iprimus.com.au 24/7 Call Direct: 7777 7WSR Unisafe, Extinval, Viking, Hydrex
Web: www.hempsteadmarine.com Companies Represented Shipyards Middle East: Solas Marine, Viking
Contact: Iain Hempstead Riga Shipyard Latvia India: Caltex
Companies represented Antwerp Ship Repair Shipyard Belgium Singapore: Welmet, Uniscan
PT Karimun Shipyard (Indonesia) Lisnave Shipyard Portugal China: Safetec, Uter Marine
Sembawang Shipyard (Singapore) Union Naval Barcelona Shipyard Spain Far East: Dae Myung, Tai Shiang
Tianjin Bohai Oil Heavy Industries (China) Union Nave Marseille Shipyard France USA: Fire Protection, Datrex, Offshore Supplies, Sea Safety
Viktor Lenac Shipyard Croatia A. P. & A. LTD (Greece) Latin America: Turbogen/Extintec, Ajyb, IDP, Strong
Neorion Shipyard Syros Isl. Greece Bona Vista Plaza, 3 Xanthou Street Chile Services, Marsub
Mtg Dolphin 1 Shipyard Bulgaria 166 74 Glyfada, Athens, Greece South Africa: Chubb Fire, Cape Diving
Zaliv Shipyard Ukraine Tel: +30 210 8983 463 Newbuildings Marine Equipment
ASL Shipyard Indonesia Fax: +30 210 8983 434 Contact: Ships Demolition Lifeboat
Jurong Shipyard Singapore Email: groffice@apaltd.gr Davit Inspections SVDR Installations
Belgium Contact: Ingrid Papadakis, Nikolaos Almyroudis
Hrdd Shipyard Shanghai China
IMC Zhoushan Shipyard Zhoushan Isl. China Companies represented
Detyens Shipyard USA Adriatic Shipyard Bijela (Montenegro) Hong Kong
Ciramar Shipyard Dominican Republic Bredo (Germany)
Sociber Shipyard Chile Chengxi Shipyard (China)
Chugoku Marine Paints Japan Coimbra Shiprepair (Brazil)
PC MARITIME SERVICES BV Cosco Shipyard Group (China)
Afonso O Neil Agency Portugal
Nico International Dubai Dalian
Technodive Services Greece Guangzhou
Longville United Services Belgium Nantong GLOBETECH HKG
Shanghai 3A, 3rd Floor, 265-267 Hennessy Road, Wanchai Chong,
PO Box 139 Zhoushan Hing Building, Wanchai, Hong Kong
1740 AC Schagen Tel: +852 8176 7203
Netherlands
France CSSC Guangzhou (China)
Hydroster (Poland) Fax: +852 2598 6266
Tel: +31 224 295 070 International Combustion Engineering (Denmark) Email: hkg@globetechgroup.net
Mobile: +31 620 011 607 International Repair Services (Panama) Contact: Ms Lily Chan
Fax: +31 224 297 591 Lifeng Shipyard (China) Mobile: +852 94690757
Email: hs@pcmaritime.nl Odessos Shiprepair Yard (Bulgaria) Companies represented
Contact: Hans Stoop Pallion Engineering (UK) Astander Shipyard, Santandar, (Spain)
Companies represented Pharung Shipyard (Vietnam) Astican Shipyard, Las Palmas, (Spain)
A&P Group (UK) MCC Marine Prince Marine (Korea) Astilleros Braswell, (Panama)
Alnmaritec (UK) 5 Harbour Lodge, 24 Alington Road, Poole Rumia (Poland) Berco Marine Systems (Norway)
BLRT Group Dorset BH14 8LZ United Kingdom Shanghai GD Changxing (China) Colombo Dockyard Ltd, (Sri Lanka)
. Western Shiprepair (Lithuania) Contact: Murielle Coue WSK (Poland) Cosco Shipyard (China)
. Tallinn Shipyard (Estonia) Tel: +44 1202 709090 Dalian
. Turku Repair Yard (Finland) Mob: +44 7802 358048 Nantong
Cammell Laird (Gibraltar) Email: murielle@mccmarine.com Zhoushan
East London Shipyard (South Africa) Web: www.mccmarine.com Guangdong
Elgin Brown & Hamer Group Shipyards represented Shanghai
. Durban (South Africa) Halifax Shiprepair (Canada) Lianyungang
. Capetown (South Africa) Grand Bahama Shipyard (Freeport) DCD Dorbyl Marine Group, Cape Town, (South Africa)
. Walvisbay (Namibia) Curacao Drydock (Netherlands Antilles) Gemak Shipbuilding Industry and Trading SA,
Grand Bahama Shipyard (Freeport) Enavi (Brazil) VALMARINE SERVICES SA Istanbul, (Turkey)
HSECO Port Repairs (Korea) Tsakos Industrias (Uruguay) 143, Kolokotroni Str. , Piraeus 18536, Greece Forgacs (Australia)
HENAR Marine Repair Teams (Poland) A&P Group (UK) Tel: (0030-210)-4281532/4511175 Future Pipe Industries (The Netherland)
Tole Shipyard (Montenegro) Odessos Shiprepair (Bulgaria) Fax: (0030-210)-4281533 Hong Kong Yiu Lian Dockyards (Hong Kong)
Western India Shipyard (Goa) Shipyard (Estonia) Tallinn Telex: 211828 VALM GR Huarun Dadong Shipyard, (China)
Yiu Lian Dockyards (Hong Kong) Turku Shiprepair Yard (Finland) Email: valmarin@otenet.gr Lifeng, Shanghai (China)
SRJ (Ship Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents

Volume 7 Issue 3 Page 69

Agents Contact Directory
LiXin Shipyard (China)
Nico International U.A.E., Dubai, Fujairah, (UAE)
Polmar Engineering (Rotterdam)
Qingdao Behai, Qingdao, (China)
Sermetal Shipyard, Rio De Janeiro, (Brazil)
Shanghai Lixin Shipyard, (China)
Shanhaiguan Shipyard, Qinhuangdao, (China)
Sidem S.R.L., Genoa, (Italy)
Singapore Technologies Marine Ltd, (Singapore)
SKV (Sweden)
Tallinn Shipyard, (Estonia)
TOEI Engineering (Japan)
Tsakos Industrias Navales SA, (Uruguay)
Western Shiprepair Yard, Klaipeda, (Lithuania)
Yiulian Shipyard, Shekou, (China)
Marland Technical Services Ltd.
702 Fortress Tower; 250 Kings 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
Shipyards represented
Arab Shipbuilding & Repair Yards (ASRY)
Bender Shipyard
Damen Shiprepair Rotterdam
Hong Kong Yiu Lian Dockyard
Nanyang Star Shipbuilding Co. Ltd.
Shan Hai Guan Shipyard Shanghai Shipyard
Shekou Yiu Lian Dockyards Ltd.
India
INTERLINKS MARINE PVT. LTD.
607 Raheja Chambers, Nariman Point
Mumbai 400 021, India
Tel: +91 22 6630 6470/6471/6472
Fax: +91 22 2287 2753
Email: interlinks.marine@vsnl.com
Web: www.interlinksmarine.com
Contact: Probal Mitter
Companies represented
ASRY (Bahrain)
Atlas Ship Supply (Turkey)
Azuma Kako (Japan)
Azuma Engineering (Taiwan)
Azuma Engineering (Singapore)
Azuma Europe (Netherlands)
Azuma Spindle (Singapore)
Boa Praca (Brazil)
Brasil Sul (Brazil)
Contitalia Services (Italy)
Dormac (Durban and Cape Town, South Africa)
Forum Worldwide (U.K.)
Interlinks Marine Europe Inc. (UK)
Interlinks Marine Services Ltd. (UK)
Istanbul Shipyard (Turkey)
SRJ (Ship Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents
Page 70 www.shiprepairjournal.com
Leader Marine (China) Italy Email: andrea.mignone@cambiasorisso.it
Marland Boat Service (Guangzhou) Direct Phone: +39 010 5714414
Marland Technical Services (Hongkong) Mobile: +39 338 6627504
MEC Repairs Inc. (Panama) Companies represented
MEC Stores Inc. (Panama) A&P Group (UK)
Metalock do Brasil (Brazil) Antwerp Shiprepair Yard (Belgium)
Mosh International (Japan) Asmar (Chile)
Quantum Marineworks Singapore (Singapore) Astilleros Braswell (Panama)
Rochem Separation Systems (India) BANCHERO COSTA & C. Chengxi Shipyard (China)
Scheldepoort Repairyard (Vlissingen, Netherlands) Agenzia Marittima S.p.A. China Shipbuilding Corporation (Taiwan)
Sea Electronics (Panama) 2 Via Pammatone, 16121 Genoa, Italy Kahosiung Shipyard
Serdijn Shiprepair (Rotterdam, Netherlands) Tel: +39 010 5631 626/629/633 Keelung Shipyard
Sesmarine (UK) Fax: +39 010 5631 602 Cosco Shipyard Group (China)
Trustper A/S (Norway) Email: shipyard@bcagy.it Cosco Dalian Shipyard
Underwater Services (Panama) Web: www.bancosta.it Cosco Guangzhou Shipyard
Unidive Marine (Singapore) Contact: Fabio Bertolini Cosco Nantong Shipyard
Mobile: +39 335 8078217 Cosco Shanghai Shipyard
Contact: Giorgio Blandina Cosco Zhoushan Shipyard
Mobile: +39 338 9350387 Cosco Lianyungang Shipyard
Contact: Loretta Busdon Curacao Shipyard (Netherland Antilles)
Mobile: +39 335 7366802 Daewoo Mangalia Heavy Industries SA (Romania)
Contact: Matteo Bellingeri Dakarnave (Senegal)
Mobile: +39 340 0891504 Drydocks Workd Dubai (United Arab Emirates)
Companies represented Elefsis Shipyards and Neorion Shipyards (Greece)
Arab Heavy Industries (UAE) Elgin Brown & Hamer (South Africa)
ASL Shipyard (Indonesia) Enavi (Brasil)
Astilleros Cernaval (Spain) Fincantieri Group (Italy)
Astilleros Mario Lopez (Spain) Gdansk Shiprepair Yard (Poland)
Caribbean Dockyard (Trinidad) GMD Shipyard (New York)
GLOBETECH INDIA Chengxi Shipyard (China) Grand bahama Shipyard (Bahamas)
405 Gateway Plaza Guangzhou CSSC
CMR Tunisie (Tunisia)
Hiranandani Gardens - Oceanline GWS Marine Engineering Co. Ltd
Colombo Dockyard (Sri Lanka)
Powai Halifax Shipyard
Cromwell & C. (Argentina)
Mumbai 400 076 Hellenic Shipyard (Greece)
Detyens Shipyards (USA)
Tel: +91 22 2574 6810 Hong Kong United Dockyard (HK)
DIANCA Astilleros (Venezuela)
Fax: +91 22 2574 6901 Keppel Philippines
Gemak Shipyard (Turkey)
Email: India@globetechgroup.net Batangas yard
Gryfia Shiprepair Yard (Poland)
Mobile: +91 9821633452 Subic Shipyard
Guangzhou Dengtai Shipyard (China)
Contact: Mr. Rahul Pandit General Manager Keppel Verolme (The Netherlands)
Hyundai Mipo Dockyard (South Korea)
Companies represented Lisnave Estaleiros navais SA (Portugal)
Hyundai Vinashin Shipyard (Vietnam)
Antwerp Ship Repair, (Belgium) Odessos Shiprepair Yard (Bulgaria)
Jurong Shipyard (Singapore)
Asian Marine Services Public Company Ltd, (Thailand) Costruzione Arsenale Venezia (Italy)
Komas-Korean Maritime Repairs Service (South Korea)
ASMAR Shipyard, Valparaiso, Talcahuano Qingdao Beihai Shipyard (China)
Malaysia Marine & Heavy Engineering (Malaysia)
Puntarenas, (Chile) Scamp Network Ltd (Gibraltar)
Orskov Yard (Denmark)
Astander Shipyard, Santandar, (Spain) Shanghai Shipyard (China)
Pregol Shiprepair Yard - Kaliningrad (Russian Federation)
Astican Shipyard, Las Palmas, (Spain) Qingdao Beihai Shipyard (China) Smit International (Rotterdam)
Astilleros Braswell, (Panama) Shanghai Shipyard (China) Todd pacific Shipyard (Seattle)
Berco Marine Systems (Norway) Shipdock Amsterdam (Netherlands) Tole Tivat Group (Montenegro)
Cosco Shipyard (China) Sociber (Chile) Tuzla Shipyard (Turkey)
Dalian Svitzer Salvage (Netherlands) Unithai Shipyard & Engineering (Thailand)
Nantong Tru Marine (Singapore) Western India Shipyard (India)
Zhoushan Zhoushan Xinya Shipyard (China)
Guangdong
Shanghai Monaco
Lianyungang
DCD Dorbyl Marine Group, Cape Town, (South Africa)
Future Pipe Industries (The Netherland)
Gemak Shipbuilding Industry and
Trading SA, Istanbul, (Turkey)
Hong Kong Yiu Lian Dockyards (Hong Kong)
Huarun Dadong Shipyard, (China) CAMBIASO RISSO SERVICES SRL
LiXin Shipyard (China) Corso Andrea Podest, 1, 16128 Genoa, Italy
Nico International UAE, Tel: +39 010 57141
Dubai, Fujairah, (UAE) Fax: +39 010 530154 VICTORIA MARITIME SERVICES
Polmar Engineering B.V., (Netherlands) Web: www.cambiasorissoservice.it
Qingdao Behai, Qingdao, (China) Contact: Max Iguera:
Schelde (Holland) Email: max.iguera@cambiasorisso.it
Sermetal Shipyard, Rio de Janeiro, (Brazil) Direct Phone: +39 010 5714206 7 Avenue des Papalins, MC 98000, Monaco
Shanghai LiFeng Shipyard (China) Mobile: +39 335 6518202 Tel: +377 99995160
Shanghai Lixin Shipyard, (China) Contact: Giovanni Palumbo: Fax: +377 99995161
Shanhaiguan Shipyard, Qinhuangdao, (China) Email: giovanni.palumbo@cambiasorisso.it Email: shiprepair@victoriamaritime.com
Sidem S.R.L., Genoa, (Italy) Direct Phone: +39 010 5714203 Web: www.victoriamaritime.com
Singapore Technologies Marine Ltd, (Singapore) Mobile: +39 335 5961324 Contact: Luca Spinelli Donati,
Tallinn Shipyard, (Estonia) Contact: Giorgia Tantardini: Maurizio Taviani, Julia Sandmann
TOEI Engineering (Japan) Email: giorgia.tantardini@cambiasorisso.it Shipyards represented
Tsakos Industrias Navales SA, (Uruguay) Direct Phone: +39 010 5714289 ASRY (Bahrain)
Western Shiprepair Yard, Klaipeda, (Lithuania) Mobile: +39 335 6595661 ASTANDER (Spain)
Yiu Lian Dockyards Shekou (China) Contact: Andrea Mignone: ASTICAN (Spain)

BENDER Group
Astilleros Bender (Mexico)
Bender Shipbuilding & Repair (USA)
BLRT Group
Tallinn Shipyard (Estonia)
Turku Repair Yard (Finland)
Western Shipyard (Lithuania)
Damen Shiprepair Rotterdam (Netherlands)
Dolphin 1 Shiprepair Yard (Bulgaria)
Donsung Engineering & Shiprepair (Korea)
Dormac (South Africa)
Huarun Dadong Dockyard (China)
MIK Shipyard (Ukraine)
Novorossiysk Shiprepair Yard (Russia)
San Giorgio del Porto (Italy)
Sembawang Shipyard (Singapore)
Shanhaiguan Shipyard (China)
Sima (Peru)
TANDANOR (Argentina)
Viktor Lenac Shipyard (Croatia)
Yiu Lian Dockyards (Hong Kong)
Yiu Lian Dockyards (China)
Marine Service Companies represented
Harris Pye Group (UK)
Tehnomet (Estonia)
UMC International (UK)
Underwater Shipcare (Singapore)
Netherlands
KEPPEL BENELUX SERVICES
PO Box 1001, 3280AA Rozenburg, Netherlands
Tel: +31 181 234 315
Fax: +31 181 234 346
Email: mail@keppelbeneluxservices.nl
Companies represented
Keppel Shipyards (Singapore)
Arab Heavy Industries PJSC (UAE)
Keppel Philippines, Inc. (Philippines)
PC MARITIME SERVICES BV
PO Box 139, 1740 AC Schagen, Netherlands
Tel: +31 224 295 070
Mobile: +31 620 011 607
Fax: +31 224 297 591
Email: hs@pcmaritime.nl
Contact: Hans Stoop
Companies represented
A&P Group (UK)
Alnmaritec (UK)
BLRT Group
. Western Shiprepair (Lithuania)
. Tallinn Shipyard (Estonia)
. Turku Repair Yard (Finland)
Cammell Laird (Gibraltar)
East London Shipyard (South Africa)
Elgin Brown & Hamer Group
. Durban (South Africa)
. Capetown (South Africa)
. Walvisbay (Namibia)
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)
SRJ (Ship Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents
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,
Hans Ruysch, Willem-Hendrik Ruysch
Companies represented:
Astilleros Astican (Canary Islands)
Astilleros Braswell (Panama)
Astilleros Santander (Spain)
Caribbean Drydock (Trinidad)
Ciramar Shipyards (Dominican Republic)
C.M.R. Tunisie (Tunisia)
Colonnas Shipyard (Norfolk US)
Detyens Shipyards (Charleston US)
Dongsung (South Korea)
Edilcom (Estonia)
Famalift (Cyprus)
Forgacs (Australia)
Gemak Shipbuilding (Turkey)
Harland & Wolff Belfast (UK)
Hellenic Shipyards (Greece)
Hyarun Dadong (China)
Ilyichevsk (Ukraine)
Kockums ( Sweden)
Macor Maintenance and Naval Repair (France)
Marland Boat Service Ltd (Hong Kong)
MMHE (Malaysia)
Officine Navali Italiani (Italy)
Pmax Filters Pty Ltd (Australia)
San Giorgio del Porto Spa (Italy)
Shin Kasado Dockyard (Japan)
Southern African Shipyards (South Africa)
T&D In Situ Machining Gmbh (Germany)
Talleres Navales del Golfo (Mexico)
Tsakos (Uruguay)
Underwater Shipcare Pte Ltd (Singapore)
Vancouver Shipyards (Canada)
Victor Lenac Shipyard (Croatia)
Victoria Shipyards (Canada)
Yiu Lian Dockyards Shekou (China)
Norway
DELTA MARINE AS
Grindbakken 7, N-0764 Oslo, Norway
Tel: +47 22 42 19 00
Mobile: +47 4166 9331
Fax: +1 508 4646 215
Email: info@deltamarine.no
Web: www.deltamarine.no
Contact: Ragnar Bjornvold
Shipyards represented
Arab Heavy Industries, Ajman (UAE)
Astander, Santander (Spain)
Astican, Las Palmas (Spain)
Besiktas Shipyard (Turkey)
Cotecmar, Cartagena (Colombia)
Dolphin 1, Varna (Bulgaria)
Dong Sung Engineering (Korea)
Agents Contact Directory
Elgin Brown & Hamer, Durban, East London and Cape Town Hellenic Shipyards Skaramanga (Greece)
(South Africa) Hydroster (Poland)
Elgin Brown & Hamer, Walvis Bay (Namibia) International Combustion Engineering (Denmark)
Fincantieri, Palermo (Italy) Lifeng Shipyard (China)
Guangzhou Dockyards, Guangzhou (China) Odessos Shiprepair Yard (Bulgaria)
Huarun Dadong Dockyard, Shanghai (China) Pallion Engineering (UK)
Kwang-Ypun-Gi Engineering (Taiwan) Pharung Shipyard (Vietnam)
Maritime Shipyard (Poland) Prince Marine (Korea)
Onomichi, Dockyard Co. (Japan) Rumia (Poland)
Tsakos Industrias Navales, Montevideo (Uruguay) Shanghai GD Changxing (China)
TNG, Vera Cruz (Mexico) WSK (Poland)
Portugal
ULRIK QVALE & PARTNERS as
Harbitzallen 2A, PB 168 Skyen, N-0212 Oslo, Norway MCC Marine
5 Harbour Lodge, 24 Alington Road, Poole,
Tel: +47 22 51 16 16
Dorset BH14 8LZ, United Kingdom
Fax: +47 22 51 16 08
Contact: Murielle Coue
Email: shiprepair@uqp.no
Tel: +44 1202 709090
Web: www.uqp.no
Mob: +44 7802 358048
Contact: Per Otto Svendsen
Email: murielle@mccmarine.com
Shipyards represented
Web: www.mccmarine.com
A&P Falmouth (UK)
Shipyards represented
A&P Tees (UK)
A&P Tyne (UK) Halifax Shiprepair (Canada)
Grand Bahama Shipyard (Freeport)
Asmar (Chile)
Curacao Drydock (Netherlands Antilles)
Cabnave Synchrolift (Cap Verde)
Enavi (Brazil)
Cameroon Shipyards (Cameroon)
A&P Group (UK)
Colombo Dockyards Ltd (Sri Lanka)
Cosco Dalian Shipyard (China) Odessos Shiprepair (Bulgaria)
Tallin Shipyard (Estonia) Tallinn
Cosco Guangzhou Shipyard (China)
Turku Shiprepair Yard (Finland)
Cosco Nantong Shipyard (China)
Camell Laird (Gibraltar)
Cosco Shanghai Shipyard (China)
Astican (Las Palmas)
Cosco Xiamen Shipyard (China)
Western Shipyard (Lithuania)
Cosco Zhoushan Shipyard (China)
Malta Shipyards (Malta)
Dakarnave (Senegal)
Adriantic Shipyards (Montenegro) Adriatic Shipyard Bijela
Dalian New Shipyard (China)
Astander (Spain)
Elefsis (Greece)
Elgin Brown & Hamer (South Africa)
Enavi (Brazil)
Colombo Dockyard (Sri Lanka)
Forgacs Dockyard (Australia)
ASRY (Bahrain)
Grand Bahamas Shipyard (Bahamas)
Cosco Shipyard Group (China)
HUD (Hong Kong)
Chantier Naval de lOcean Indien (Mauricius)
Lisnave Mitrena (Portugal)
Shanghai & Chengxi Shipyards (China)
Neorion New SA Syros Shipyards (Greece)
Universal Shipbuilding Corp (Japan) Shanghaiguan Shipyard (China)
China Shipbuilding (Taiwan)
Vancouver Shipyards (Canada)
Poland
Singapore
A. P & A. POLAND LTD
ul Jaskowa Dolina 112, 80-286 Gdansk, Poland Titan Marine Services
Tel: +48 58 341 7988 Simpang Bedok Post Office,
+48 58 344 7366 PO Box 024, Singapore 914801.
Fax: +48 58 345 4801 Tel: + 65 91178234
Email: apapol@apaltd.com.pl Mobile: + 65 91178234
Contact: Kostas Milionis Fax: + 65 2340807
Companies represented Email: sumyc@singnet.com.sg
Adriatic Shipyard Bijela (Montenegro) Contact: Mr Y.C.Sum
Chengxi Shipyard (China) List of Yards
Coimbra Shiprepair (Brazil) Gemak Shipbuilding (Turkey)
Cosco Shipyard Group (China) Shipdock BV (Netherlands)
Dalian Arno Dunkerque (France)
Guangzhou Riga Shipyard (Latvia)
Nantong San Giorgio Del Porto (Italy)
Shanghai DCD-Dorbyl (South Africa)
Zhoushan Darkarnave (Senegal)
Gdansk Shiprepair Yard Remontowa (Poland) Dongsung Engineering (South Korea)
Guangzhou Wenchong Shipyard (China) Atlantic Marine (USA)
Volume 7 Issue 3 Page 71
Agents Contact Directory
Spain Email: services@encompassmarine.com Email: apa@apanda.com
Web: www.encompassmarine.com Web: www.apanda.com
Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson Contact: Andreas Papadakis
Shipyards represented Companies represented
Cammell Laird Shiprepairers (Merseyside, UK) Adriatic Shipyard Bijela (Montenegro)
East London Shipyard (East London, South Africa) Bredo (Germany)
Keppel Philippines Marine (Philippines) Coimbra Shiprepair (Brazil)
Keppel Batangas Shipyard (Batangas) Cosco Shipyard Group (China)
MCC Marine Subic Shipyard (Subic) Dalian
CALVEY MARINE LIMITED
5 Harbour Lodge, 24 Alington Road, Poole Broomers Barn
Kiran Tuzla Shipyard (Tuzla Bay, Turkey) Guangzhou
Dorset BH14 8LZ, United Kingdom Merrywood Lane
Navantia (Spain) Nantong
Contact: Murielle Coue Storrington
Cadiz Shipyard (Cadiz) Shanghai
Tel: +44 1202 709090 West Sussex RH20 3HD, UK
Cartagena Shipyard (Cartagena) Zhoushan
Mob: +44 7802 358048 Tel: +44 (0) 1903 748860
Ferrol-Fene Shipyard (Ferrol) Gdansk Shiprepair Yard Remontowa (Poland)
Email: murielle@mccmarine.com Fax: +44 (0) 1903 743390
San Fernando Shipyard (San Fernando) Hellenic Shipyards Skaramanga (Greece)
Web: www.mccmarine.com Email: calvey@calveymarine.co.uk
Qingdao Beihai Shipyard (Qingdao, China) Hydroster (Poland)
Shipyards represented Web: www.calveymarine.co.uk
Shanhaiguan Shipyard (Qinhuangdao, China) International Combustion Engineering (Denmark)
Halifax Shiprepair (Canada) Contact: Clive Calvey
Sociber (Valparaiso, Chile) International Repair Services (Panama)
Grand Bahama Shipyard (Freeport) Mobile: +44 (0) 7850 769527
Zamakona Group (Canary Isles & Pasajes, Spain) Odessos Shiprepair Yard (Bulgaria)
Curacao Drydock (Netherlands Antilles) Contact: Steven Black
Marine Service Companies represented Pallion Engineering (UK)
Enavi (Brazil) Mobile: +44 (0) 7885 217869
All Sea Atlantic (Halifax, Canada) Pharung Shipyard (Vietnam)
A&P Group (UK) Contact: Debbie Byrne
All Sea Enterprises (Vancouver, Canada) Prince Marine (Korea)
Odessos Shiprepair (Bulgaria) Mobile: +44 (0) 7802 231938
Dovanko Marine (Greece) Rumia (Poland)
Tallin Shipyard (Estonia) Tallinn Companies represented
Edilcom Surveys (Tallinn, Estonia) WSK (Poland)
Turku Shiprepair Yard (Finland) AMI Exchangers (Hartlepool)
Gridins Enterprise (Klaipeda, Lithuania)
Camell Laird (Gibraltar) Beihai Shipyard (Qingdao)
Keyser Technologies (Singapore)
Western Shipyard (Lithuania) Beihai Lifeboats (Qingdao)
Miami Diver International (Curacao, NI)
Malta Shipyards (Malta) Chengxi Shipyard (Shanghai)
Miami Diver Panama (Panama)
Adriantic Shipyards (Montenegro) Adriatic Shipyard Bijela Damen Anchor and Chain Factory (Rotterdam)
Miami Diver (Miami, USA)
Lisnave (Portugal) Damen Shiprepair (Rotterdam)
Napesca (Las Palmas, Canary Isles)
Naval Rocha (Portugal) Diesel Marine International (Worldwide)
Nico International (UAE)
Step (Portugal) Drydocks World Batam (Indonesia)
Parker Diving (California, USA)
Elgin Brown & Hamer Group (South Africa, Namibia) Drydocks World Dubai (UAE)
Polestar Engineering (Singapore)
Drydocks World Dubai Afloat Repair Division (UAE)
Colombo Dockyard (Sri Lanka) Polmar Engineering (Rotterdam, Netherlands) ASRYMAR Drydocks World Singapore (Singapore)
ASRY (Bahrain) Rentong Marine (China) 28 Bolton Street, Mayfair
Cosco Shipyard Group (China) Henar Polish Riding Squads Ltd
Subsea Solutions Alliance (Worldwide) London W1J 8BP
Chantier Naval de lOcean Indien (Mauricius) Irving Shiprepair, Halifax (Nova Scotia)
Trident Diving (Terneuzen, Holland) United Kingdom
Shanghai & Chengxi Shipyards (China) Jiangsu Anchor Chains (China)
Total Marine Contracts (Grimsby, UK) Tel: +44 (0) 20 7318 9800
Shanghaiguan Shipyard (China) Lisnave (Portugal)
Underwater Shipcare (Singapore) Fax: +44 (0) 20 7493 9452
China Shipbuilding (Taiwan) Scamp Limited (World-wide Dive Stations)
Worldwide Diving Stations Email: asrymar@asrymar.co.uk Van Brink Yard (Rotterdam)
Sweden Contacts: Peter Thornton, Janusz Stefanski Yiu Lian Dockyard (Hong Kong)
United Arab Emirates Companies represented Yiu Lian Shipyard (Shekou)
AB Laivite Shiprepair Yard (Klaipeda, Lithuania)
ASRY (Bahrain)
Cape Media Constanta, Romania
Carell S.A.(Piraeus, Greece)
Castle Holdings (Ukraine)
Gryfia (Poland)
JTS MARINE Labroy Shipbuilding & Engineering Pte Ltd (Singapore)
PO Box 71, SE-450 71 Fjallbacka, Sweden Globetech Dubai Lixin Shipyard (Shanghai, China)
Tel: +46 703 350 722 Building 3, Ground Floor, Dubai Investment Park Lifeng Shanghai ENCOMPASS MARINE LIMITED
Fax: +46 703 868 535 Green Community, UAE Marpol (Panama) 26 Flour Square
Email: jts.marine@telia.com P.O.Box 212880, Dubai - UAE Pregol (Russia) Grimsby
Contact: Jonas Th. Svedberg Tel: +971 (0) 4801 9259 Torlak (Istanbul, Turkey) NE Lincs DN31 3LP,
Companies represented Fax: +971 (0) 4801 9101 Yiu Lian Hong Kong/China United Kingdom
ASRY (Bahrain) Sweden & Finland Email: dubai@globetechgroup.net Tel: +44 (0) 1472 245500
Astilleros Braswell (Panama) Sweden & Finland Contact: Ms. Eliza, Marketing & Sales Executive Fax: +44 (0) 1472 245511
Mediterranean Diving Co (Malta and Belgium) Mobile: +971 50 745 5314 Email: services@encompassmarine.com
Sweden & Finland Companies represented: Web: www.encompassmarine.com
Sadikoglu Groupe/Tuzla Shipyard (Turkey) Astander ShipRepair & Conversions (Spain) Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson
Sweden, Finland & Denmark Astican Repairs & Conversions (Spain) Shipyards represented
Shanghai Lixin (China) Sweden & Finland Braswell Shipyard (Panama) Antwerp Shiprepair (Antwerp, Belgium)
Singatec Engineering (Singapore) Sweden & Finland) Chengxi Shipyard Co. Ltd. (China) Arab Heavy Industries (UAE)
Turbo Technik Reparatur-Werft Dassler KG (Wilhemshaven) ST Engineering (Singapore) BLRT Group
Sweden SSM Europe B.V. (The Netherlands) Tallinn Shipyard (Tallinn, Estonia)
Underwater Shipcare Pte Ltd (Singapore) Toei Engineering Co. Ltd. Blohm+Voss Repair Turku Repair Yard (Turku, Finland
Sweden & Finland Western Shipyard (Klaipeda, Lithuania)
United Kingdom 123 Minories
London EC3N 1NT Cammell Laird Shiprepairers (Merseyside, UK)
Switzerland United Kingdom East London Shipyard (East London, South Africa)
Tel: +44 (0) 20 7680 4000 Keppel Shipyard (Singapore)
Fax: +44 (0) 20 7553 0001 Keppel Philippines Marine (Philippines)
Mobile: +44 (0) 77 10 327 004 Keppel Batangas Shipyard (Batangas)
Email: drydock@bvrepair.com Subic Shipyard (Subic)
Web: www.blohmvoss-repair.com Kiran Tuzla Shipyard (Tuzla Bay, Turkey)
ENCOMPASS MARINE LIMITED A. P. & A. Ltd Contact: George D. Skinitis Qingdao Beihai Shipyard (Qingdao, China)
26 Flour Square, Grimsby, NE Lincs DN31 3LP, UK 32 The Mall, London W5 3TJ, United Kingdom Companies represented Union Naval Barcelona (Barcelona, Spain)
Tel: +44 (0) 1472 245500 Tel: +44 20 8840 8845 Blohm+Voss Repair (Hamburg) Vianayard (Viana Do Castelo, Portugal)
Fax: +44 (0) 1472 245511 Fax: +44 20 8840 8843 Viktor Lenac Shipyard (Rijeka, Croatia)
SRJ (Ship Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents

Page 72 www.shiprepairjournal.com

Xingang Shipyard (Xingang, China)
Xinya Shipyard (Zhoushan, China)
Zamakona Group (Canary Isles & Pasajes, Spain)
Marine Service Companies represented
All Sea Atlantic (Halifax, Canada)
All Sea Enterprises (Vancouver, Canada)
Arab Eagle Marine Engineering (UAE)
Dovanko Marine (Greece)
Ecospeed Paint (Antwerp, Belgium)
Edilcom Surveys (Tallinn, Estonia)
Kayak Maritime Services (Antwerp, Belgium)
Keyser Technologies (Singapore)
Komas (Korea)
Miami Diver International (Curacao, NI)
Miami Diver Panama (Panama)
Miami Diver (Miami, USA)
Napesca (Las Palmas, Canary Isles)
Parker Diving (California, USA)
Polestar Engineering (Singapore)
Polmar Engineering (Rotterdam, Netherlands)
Rentong Marine (China)
Subsea Solutions Alliance (Worldwide)
Total Marine Contracts (Grimsby, UK)
Trident Diving (Terneuzen, Holland)
Underwater Shipcare (Singapore)
Worldwide Diving Stations
EMCS GROUP
EMCS LTD/Sesmarine (IOM) Ltd
(Incorporating EMCS Diving Support)
Marian House, 9 Station Road, Port Erin
Isle of Man, IM9 6AE, UK
Tel: +44 1624 833955
Fax: +44 1624 837173
Email: enquiries@emcs.co.im
Web: www.emcs.co.im
Contact: Steve George
Mobile: +44 7624 461 446
North east area representative
Contact: Amanda Green, 33 Dykelands Road, Seaburn,
Sunderland SR6 8EW, United Kingdom
Tel: 0191 5160010
Fax: 0191 5160400
Email: green-amanda@btconnect.com
Mobile: +44 77363 18126
Marketing
Contact: Chris George
Tel/Fax: +44 1579 370058
Email: chris.sycamore@gmail.com
Companies represented
D Van De Wetering
Electropartners
Engine Partners
Globetech (IOM Only)
Marine Marketing Int (IOM only)
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
SRJ (Ship 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
ASL (Batam Island, Indonesia)
Asmar (Punta Arenas, Chile)
Asmar (Talcahuano,Chile)
Asmar (Valparaiso, Chile)
Atlantic Drydock (Jacksonville)
Atlantic Marine (Boston)
Atlantic Marine (Mobile)
Atlantic Marine (Philadelphia)
GLOBETECH SERVICES LTD MARINE MARKETING BAE Systems (San Diego)
Unit 5 Shannon Commercial Centre, Beverley Way, INTERNATIONAL LTD BAE Systems (San Francisco)
New Malden, Surrey KT3 4PT, United Kingdom Basrec (Bahrain)
Tel: +44 (0) 20 8942 4366 Cammell Laird (Gibraltar)
Fax: +44 (0) 20 8942 4377 Conoship International (Holland)
Email: globetech@globetechservices.com Dakarnave (Senegal)
Web: www.globetechservices.com Unit 17 Challenge House, Sherwood Drive Bletchley,
Dormac Cape Town (South Africa)
Contact: Nick Pearson, Sami Golestanian Milton Keynes MK3 6DP, United Kingdom
Dormac Durban (South Africa)
Companies represented Tel: +44 (0) 1908 378822
Elefsis (Greece)
Asimar Shipyard, Bangkok (Thailand) Fax: + 44 (0) 1908 378828
Forgacs (Newcastle)
Astilleros Braswell Shipyard (Panama) Mobile: +44 (0) 7720 074113
Forgacs Cairncross (Brisbane)
Berco Marine Systems (Norway) Email: mail@MarineMarketingInternational.com
Hong Kong United Dockyard (HK)
Colombo Dockyard (Sri Lanka) Web: www.MarineMarketingInternational.com
Huarun Dadong (Shanghai)
DCD-Dorbyl (South Africa) Contact: Mike McMahon, Katie McMahon
Kraatz (Walvis Bay, Namibia)
Fjellstand (Norway) Companies represented
Neorion (Greece)
Future Pipe Industries (The Netherlands) Shipyards
Sobrena (Brest, France)
Gemak Shipyard, Istanbul (Turkey) Carell SA Piraeus, Greece
Tsakos (Uruguay)
IHC Lagersmit (Netherlands) CARENA (Ivory Coast)
VT Fitzroy (New Zealand)
Lifeng, Shanghai (China) CARIDOC (Trinidad)
Lixin, Shanghai (China) Chengxi Shipyard (Shanghai)
Nico International, Dubai (United Arab Emirates) China Shipbuilding Corporation (Taiwan)
Shanghai Guan Shipyard (North China) Detyens Shipyard Inc (US)
Sidem, Genova (Italy) Elgin Brown & Hamer (South Africa)
Singapore Technologies Marine Ltd (St Marine) (Singapore) Elgin Brown & Hamer Namibia (Walvis Bay)
SSM (Europe) Malaysia Marine & Heavy Engineering (Malaysia)
TOEI Engineering Metalships & Docks SA (Spain)
Yiu Lian Shekou, Dockyard (South China) NAUTA SA Shiprepairyard Gdynia, Poland WILMOT MARINE SERVICES LTD
Santierul Naval SA Constanta (Romania) 84 Empire Square East, Empire Square, London SE1 4NB, UK
Shanghai Shipyard Shiprepair Division (China) Tel: +44 (0) 20 7939 9580
Shipdock BV (Amsterdam and Harlingen) Fax: +44 (0) 20 7407 6183
Email: wmsl@wilmotmarine.co.uk
Torlak Shipyard, Tuzla, Turkey
HJM MARINE LTD Tru-Marine Group Web: www.wilmotmarine.co.uk
4 Cherrywood Way, Little Aston, Pmax One Services (Singapore) Contact: Andrew Hindley
West Midlands B74 4HZ, United Kingdom Tru- Marine Middle East (UAE) Mobile: +44 (0) 7887 563075
Tel: + 44 121 353 2887 Tru-Marine Machinery Engineering (China) Contact: Bruce Wilmot
Fax: + 44 121 353 3151 Tru-Marine Pte (Singapore) Mobile: +44 (0) 7831 636821
Mobile: + 44 7831 499848 Tunisia Ship Repairers (Tunisia) Contact: James Lyons
Email: info@hjm-marine.com Yiu Lian Shekhou, Shenzen, China Mobile: +44 (0) 7979 246085
Web: www.hjm-marine.com Floating Repair Specialists Companies represented
Companies represented Caswell Environmental Services (Asbestos) (Stevenage, UK) Astican (Las Palmas)
Cerneval SA (Algeciras) Dongsung Engineering (South Korea) Cascade General (Portland Oregon)
Costruzioni Arsenale di Venezia S.c.a.r.l. (Venice) Electro Marine (South Africa) Desan Shipyard (Tuzla, Turkey)
Crosscomar S.L. (Algeciras) EMCS (Isle of Man) Grand Bahama Shipyard (Freeport)
Fincantieri CNI S.p.A. (Palermo) Kwang-Youn-Gi Engineering (Taiwan) JSML Shipyard (Singapore)
Keppel Verolme B.V. (Rotterdam) MHI Shiprepair & Services (US) Malta Shipyards (Malta)
Mario Lopez (Malaga) PB Asher (Southampton, UK) Riga Shipyard (Latvia)
Metalock Engineering GmbH. (Hamburg) Port Marine Contractors (South Africa) Scheldepoort Repairyard (Netherlands)
Northrop Grumman Corp., Singatac Engineering (Singapore) Sembawang Shipyard (Singapore)
Newport News (Newport News) Welmet Engineering PTE (Singapore)
San Giorgio del Porto S.p.A. (Genoa) Willing (Shanghai) Trading China) United States
Scheepswerf Reimerswaal B.V. (Hansweert)
Yiu Lian Dockyards (Shekou) Ltd. (Shenzen)
ENMAN & ASSOCIATES, INC.
10920 Baymeadows Road, Su 27 PMB 304
Jacksonville, Florida 32256, USA
Tel: +1 (904) 519-0469
SHIP REPAIRERS & SHIPBUILDERSLTD Fax: + 1(904) 519-8580
Broadwell House, Broadwell, Lechlade Contact: David Enman
LLOYD WERFT Gloucestershire GL7 3QS, United Kingdom Mobile: +1 (904) 318-0909
PO Box 2102, Seaford, East Sussex BN25 2YQ, UK Tel: +44 (0) 1367 860 050 Email: shipyards@davidenman.com
Contact: Steve Buhlman Fax: +44 (0) 1367 860 474 Companies represented
Tel: +44 (0) 1323 894652 Mobile: +44 (0) 7767 690 704 Detyens Shipyards (USA)
Fax: +44 (0) 1323 897476 Email: roderick@shiprepairers.co.uk Tecnico (USA)
Mobile: +44 (0) 7803 179640 Web: www.shiprepairers.co.uk Enavi (Brazil)
Email: buhlman.steve@lloydwerft.com Contact: Roddie Wordie, Marie McClure Yiulian (Shekou) (Mazhou Island)
Companies represented Email: marie@shiprepairers.co.uk China Merchants Heavy Industry (CMHI) (Mazhou Island)
Lloyd Werft (Bremerhaven) Companies represented Yiulian Dockyards (Hong Kong)
Rickmers Werft (Bremerhaven) Arno Dunkerque (France) Elgin Brown & Hamer Group
Volume 7 Issue 3 Page 73
Agents Contact Directory
Walvis Bay, Namibia (South Africa)
Durban (South Africa)
Cape Town (South Africa)
East London (South Africa)
Radio Holland
Sobrena Ship Repair Yard Brest (France)
Shipdock (The Netherlands)
Western Shiprepair (Lithuania)
Tallinn Shipyard (Estonia) WHEELER ASSOCIATES
Turku Repair Yard Ltd (Finland) 95 Mill Spring Lane, Stamford, CT 06903-1635, USA
Cammell Laird (Gibraltar) Tel: +1 203 329 1680
Yardgem Istanbul (Turkey) Fax: +1 203 968 2150 +1203968839
Car: +1 203 249 8524
Mobile: +1 917 855 2850
Email: shipyards@weswheeler.com
Contact: Wes Wheeler
Companies represented
All shipyards in China with partner:
Shanghai Leader Marine Co. Ltd, Shanghai (China)
Simplex americas LLC Naftosol (afloat repairs) Piraeus (Greece),
incl: 2x1 Midia Shipyard, Constanta, Romania
ThyssenKrupp Marine Services Shipyards
Blohm+Voss Repair, Hamburg (Germany)
20 Bartles Corner Road,Flemington Hellenic Shipyards Skaramanga (Greece)
New Jersey 08822, USA Turbotechnik (afloat repairs) Wilhelmshaven (Germany)
Tel: +1-908-237-9099 Union Naval de Barcelona (Spain) Antwerp Ship Repair, Belgium
Fax: +1-908-237-9503
Mobile: 24/7/365 +1-908-581-0900 Malaysia Marine & Heavy Engineering (MMHE), Malaysia
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
dry-dock, afloat, as well as underwater
Turbulo Oily Water Separators
Nakashima Propeller Co. Ltd.
Thrusters and CPPs
ACM Bearings: Composite Bearings for Rudders and Stern
Tubes as well as Deck Equipment
Terresolve Biodegradable Environmentally Friendly Lube Oils
Shipyards represented
ASRY Shipyard (Bahrain)
Jurong Shipyard (Singapore)
Dormac Pty. Ltd.
(Durban, Capetown and Richards Bay South Africa)
Grand Bahama Shipyard (Grand Bahama Island)
SOCIBER Ltda. (Chile)
SOBRENA (Brest, France)
Companies represented
Matatec Marine Service (Sea-going Maintenance)
Metalock do Brasil (Shiprepair Service in Brazil)
G.J. Wortelboer Jr. B.V. (Anchor and Chain Stockists)

Shipyard Overseas Offices

Sweden
Drydocks World-Scandinavia
Skars Led 3, 41263 Goteborg, Sweden, Tel: +46 31 703 7122, Fax: +46 31 703 7131, Web: www.drydocks.gov.ae
Contact: Jens Larsson Managing Director Email: jens.larsson@drydocksscandinavia.com Mobile: + 46 70 220 3741
Contact: Markus Larsson Marketing Director Email: markus.larsson@drydocksscandinavia.com Mobile: +46 70 220 3743
Companies Represented
Drydocks World-Dubai (Dubai Drydocks), Drydocks World-Singapore (Pan United), Al Jadaf (Dubai), latinum Yachts (Dubai)
Platinum Yachts Management (Dubai)

Japan
Drydocks World-Japan
Areas: Japan and South Korea Contact: Mr. H.C.Kim Managing Director Mobile: +821020501971 Mobile: +82112951971
Email: ddworld@drydocksworldjapan.com

SRJ (Ship Repair Journal) takes no responsibility for the accuracy of the information in Agents Contact Directory (ACD). All information was supplied by the individual agents

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