Volume 7 Issue 1

April/May 2009
 Contents

Welcome
Although every effort is made to ensure accuracy
and reliability of the material published, Ship Repair
Journal cannot accept any responsibility for the
verity of the claims made by contributors or the
wording contained within advertisements. So the April/May edition has finally arrived the largest so far in the short
2009 Ship Repair Journal. All rights reserved in history of SRJ (Ship Repair Journal). Many thanks to all those who continue
all countries. No part of this publication may be
reproduced by any means whatsoever without the to support the journal through these troubled times. I say troubled times,
written permission of the publishers.
but following a visit to the Singapore area, it is obvious that the shiprepair
Subscriptions: Annual airmail/first class subscription
rates are: Europe 55/$114, rest of the world industry has not yet been affected too much by the worlds economic
63/$120. Send remittance to: Subscription
Manager, Ship Repair Journal, 131a Furtherwick downturn. However, in the words of one of the Singapore major yards
Road, Canvey Island, Essex SS8 7AT, United
Kingdom. Existing subscribers should send change
next year will be a challenge.
of address details to this address. I take no pleasure in hearing the complaints about last months SR&C
Ship Repair Journal is published bi-monthly by A&A
Thorpe, 131a Furtherwick Road, Canvey Island, (Ship Repair & Conversion) event. I was part of that event for some 12
Essex SS8 7AT, United Kingdom. Telephone: +44
(0)1268 511300, years and have seen it, during the past five years, lose its meeting place
Fax: +44 (0)1268 510467
Web: www.shiprepairjournal.com
atmosphere and its importance to the industry. When are people going to
Email: shipaat@aol.com learn a marine event should be organised by marine personnel and
Editor:
Alan Thorpe, 131a Furtherwick Road, Canvey visitors are the most important part of the event. In the next few weeks you
Island, Essex, SS8 7AT, United Kingdom.
Telephone: +44 (0)1268 511300 will hear of a new event, in which I will be involved (watch this space).
Fax: +44 (0)1268 510467
Email: shipaat@aol.com
Lastly, welcome to Neville Smith, who has taken over the Shipmanagement section from Nigel Kitchen, who
Deputy Editor: unfortunately passed away recently. Neville, the former Deputy Editor of Lloyds List brings with him a wealth of
Paul Bartlett.
Telephone: +44 (0)1844 273960 knowledge and a writing style suitable for SRJ.
Email: pbmc@gotadsl.co.uk
Alan Thorpe
Far East Bureau:
Contact: Ed Ion.

6
Telephone: +65 6222 6375
Mobile: +65 9111 6871
Email: edward.ion@helixmedia.asia Repair News
Shipmanagement Correspondent:

18
Neville Smith
Email: neville.smith@live.co.uk
Advertising:
All details are on www.shiprepairjournal.com or
Services
24
contact A&A Thorpe

Machinery Repairs
Telephone: +44 (0)1268 511300
Email:shipaat@aol.com
Upload facility for advertisements:
http://paulhayes.marinamedia.co.uk/

34 Paints & Coatings

Production:
Paul Hayes, 45 Lower Fowden,
Broadsands, Paignton, Devon TQ4 6HS, UK
Telephone: +44 (0)1803 845533

42
Email: production@shiprepairjournal.com
FTP Upload facility for advertisements:
http://paulhayes.marinamedia.co.uk/ Underwater Repairs
52 Singapore
61 Malaysia
62 Indonesia
66 FPSOs
73 Shipmanagement
This issues Front Cover
shows the Benoi yard of
80 History
Keppel Shipyards, part of
Singapores Keppel Offshore 82 Agents/People
84
& Marine Group. This yard
is one of the worlds leading Dockgate
lng tanker repair centres, the
yard currently also carrying out
its second FSRU conversion
project.
85
SRJ Website www.shiprepairjournal.com
Agents Contact Directory
A website is available for readers to find out the latest details about SRJ (Ship Repair Journal).
Details of upcoming features, ship descriptions, news and back issues are available as are all
details of how to contact this office or any of the staff of SRJ.
Volume 7 Issue 1 Page 5
 Repair News
DCD Dorbyl take
overGlobe
South Africas DCD Dorbyl Marine has acquired
the business interests of Globe Engineering
Works, Cape Town. DCD-Dorbyl Marine has a
history that spans more than 100 years on the
South African seaboard. Globe Engineering
Works has a similar track record in the Western
Cape with a reputation for high quality
engineering in the oil and gas markets.
Because we each owned a 50%
shareholding in Nautilus Marine a painting,
blasting, corrosion protection and tank cleaning
company there was a pre-existing relationship
between Globe and ourselves, Johann Venter,
executive director at DCD-Dorbyl says. We
decided to further extend this relationship by
purchasing Globe Engineering. This effectively
means that we now own 100% of both Globe
Engineering and Nautilus Marine.
Both DCD-Dorbyl Marine and Globe
Engineering are situated in close proximity
in the Port of Cape Town and are renowned
individually for their attention to detail, flexibility
in product offering and superior service levels.
The Western Cape has a vision of becoming
the preferred destination to the West African
oil and gas sector whereby it will serve as a
world class service hub for vessel owners and
operators. This could only be achieved by
putting DCD-Dorbyl and Globe together to
create a strong, streamlined, viable entity with
the required infrastructure and financial muscle
to invest in modern infrastructure and skills to
comply with the high standards required by the
offshore oil and gas companies. Neither Globe
Engineering nor DCD-Dorbyl Marine could
have done this on their own, Venter says.
Majority of our customer base is
The Sturrock graving Dock in Cape Town
Page 6 www.shiprepairjournal.com
international: so this acquisition should be seen
in the light of an export business. Our customers
compare Cape Town to other yards in the
world, including Walvis Bay and the increasing
competition from other ports in the rest of
Western Africa. Given this scenario one can
understand the need to offer superior service
excellence to stay competitive, especially in the
current global financial situation, Venter adds.
According to Venter this new entity will
certainly attract the larger projects which will
give work to the wider Cape Town industry and
ensure the viability of its suppliers by offering a
full spectrum of capabilities.
The DCD-Dorbyl Marine/Globe combination
is taking the lead to achieve this vision for Cape
Town, and more importantly to preserve and
create jobs. We are pleased to report that our
Labour Unions supported the merger. This is a
good example of industry and labour working
together to create jobs. Unemployment is,
after all, the biggest issue in South Africa and
everything possible must be done to address this
problem! Venter emphasises.
DCD- Dorbyl Marine is not only a major
engineering and fabrication concern in the
Western Cape, but is also the only such
medium and heavy engineering facility in the
Western Cape offering a full turnkey facility. The
facilities have 50 t overhead cranage suitable
to handle the heavy components and structures
required for such projects and the height under
hook of 11.5 m including the ability to fabricate
girders up to 60 m in length undercover.
The company is the only shipyard in southern
Africa to boast a fully accredited Lloyds
Registers ISO 9001:2000 quality system. It
was also the first shipyard in southern Africa
to receive an official JH143 Shipyard Risk
Assessment by the Salvage Association. The
company continues to ensure that it is compliant
with international environmental norms and
standards, and is currently in the process of
obtaining OHSAS 18001 certification.
Venter explains that each company will
continue to operate from its current premises
and there will be a rationalisation and
consolidation on the services side as far as HR
and administration is concerned. We will be
creating a more efficient operation by merging
our capabilities and resources which will result
in us becoming more competitive in our elected
market arenas, with increasing focus directed
towards the oil and gas sectors. This will
naturally have a very positive effect on our core
business of ship repairs and upgrades.
Venter says that a number of the Globe
Engineering personnel are currently embarking
on supervisory training courses in the specialist
fields of welding and boiler-making. We are
also targeting the areas of health and safety
and bringing the Globe Engineering staff up to
speed on current developments.
Our plans for the immediate future include
major investments in capital equipment in terms
of specialist on-site machine capacity; specialist
valve testing equipment; and piping detail design,
pre-manufacture and installation equipment. This
new technology will ensure that we utilise our
overheads more effectively, which in turn means
that we will have a wider product offering to
present to the market, Venter concludes.
A different year for A&P
According to Dave Skentelbery, Managing
Director A&P North East Businesses, This
year (2009) will undoubtedly be different for
many of us; the dramatic decline in the Worlds
economic stability has seen us all rising too
many new challenges. For A&P this has meant
leveraging the weakness of the British pound to
make us even more competitive than we were
a year ago. We have used this edge to work
with a number of owners in finding solutions to
reduce costs; this has resulted in seeing some
new customers as well as continuing to provide
services to existing customers. Certainly we at
A&P have approached the challenges of the
economic situation as an opportunity, where our
innovative thinking can assist our customers in
getting through difficult times.
We have taken up to 30% off the docking
costs for some owners through efficiencies and
planning that we believe are sustainable for the
future and will ensure a strong future for both
A&P and its customers.
For A&P Falmouth the first quarter of this
year has already been a busy period, with
completed refits including Irish Ferries fast cat
Repair News
Dave Skentelbery This year (2009) will
undoubtedly be different for many of us
Jonathan Swift, with major aluminium repairs
and application of Intersleek 900, Condor
Ferries ferry Commodore Clipper, P&O
Ferries Pride of Bilbao, Robert Wynns heavy lift
barge Terra Marique and rudder repairs to the
Carisbrookes 13,528 grt general cargo vessel
Amy C.
On Tyneside Seafrances 185 m passenger/
car ferry SeaFrance Berlioz docked at A&P
Tyne during March this year. Dave Skentelbery
said, This is the first SeaFrance vessel to dock
with A&P Tyne. We hope this leads to a long
relationship between the two companies
SeaFrance Berlioz was at the yard for a three
week period to carry out annual drydocking and
refit work and provided employment for 200
men during this period. The project included:
main engine and auxiliary engine
refurbishment,
installation of an oily water separator,
rudder refurbishment,
minor steel work repairs,
switchboard overhauls.
Also during March Gulf Offshores offshore supply
vessel Highland Endurance drydocked at A&P Tyne
for a five year special survey and installation of a
DPII system. Significant activities included painting,
survey of tailshafts and sea valves. However, it
was the installation of the HIPAP DPII system that
was the critical path activity. Despite complications
arising from delays in the availability of HIPAP
equipment the installation was completed to plan
after 12 days in dock and the commissioning in six
days alongside.
Also an emergency drydocking was carried
out on Seacor Marine 4,800 bhp offshore
support vessel Putford Aries for thruster repairs.
Currently in dock is the barge UR101 for
Ugland Marine for general repairs. Due to dock
is P&O Ferries 26,433 grt Pride of Dover for an
annual drydocking and general repairs.
A&P Tees has seen a busy start to the
year with nine vessels being docked in the
first quarter. The yard has worked on a
Page 8 www.shiprepairjournal.com
three-ship contract for Hanson Aggregates
Marine Ltd. The drydocking of the 4,000m3
Arco Humber took place in January and
included a mix of routine maintenance works
as well as completion of the final stage of
life extension surveys and repair works. A
significant programme of tank blasting and
painting, hull steelwork and testing of ships
tanks was performed. Immediately following
Arco Humber, the 2,700 m3 Arco Avon
was drydocked. In addition to the routine
drydocking repairs a new dredge pipe
extension was also installed, a new CO
compartment was fabricated and the ships fire
fighting system relocated. Work on the 2,700
m3 Arco Adur included routine drydocking
repairs and modifications to the lubricating
oil tank plus the installation of a new dirty oil
storage tank were performed.
January saw the emergency docking of FT
Everards 3,778 dwt coastal tanker Audacity
to perform steelwork repairs to the vessels
bulbous bow. Whilst the vessel was in dock
the vessel owner also took the opportunity to
perform various routine docking checks and
repairs. Also during the first quarter Cemex UKs
922m3 dredger Sand Serin, Schulte Groups
3,700 lpg tanker Ocean Prima, and Svitzer
Marines 4,976 t bollard pull tug Svitzer Laura
were also drydocked.
The Arco Arun in A&P Tees
Fishing and ferries for
Dales Marine
Aberdeens Dales Marine Services has
completed work on a French trawler, which
recently made a special voyage from fishing
grounds off the west coast of Scotland for
drydocking at the companys facility before
completion of work alongside.
The Mariette Le Roche II, owned by
Scapeche, based in Lorient, landed her catch at
Lochinver before steaming for around 17 hours
to the port in North-East Scotland to undergo
repairs to her bilge keel, the re-securing of a
rope guard, which prevents entangled nets from
damaging tailshaft seals, and overhaul to two
of the MAK M25 main engines. The 48 m long,
11 m beam vessel is also refuelling at the port
before returning to fishing in the Atlantic.
Andy Milne, Dales Marines Operations
Manager, said: Our drydock provided the
nearest suitable facilities and services available
to meet the work requirements on the Mariette
Le Roche II. Fortunately, we were able to
accommodate her in our busy schedule. The
contract highlights our ability to undertake work
on fishing vessels, an aspect of our activities we
are seeking to develop further as part of our
continuing growth.
Meanwhile, the first of four vessels from
Shetland, which are booked for dry-docking
with Dales Marine Services this year was
recently at the Aberdeen facility. Shetland
Islands Councils double-ended ferry, Daggri,
will be followed by her sister vessel, Dagalien,
in mid-May, making it the third time they have
each sailed south for bi-annual dry-docking at
Dales. Each is expected to be dry-docked for
around nine days. The Council tugs, Tystie and
Dunter, will also pay return visits, in May and
June respectively, having previously used the
dry-dock.
The scope of activity over the four vessels
includes general servicing, washing, painting,
and engine and propulsion work. The Shetland
vessels are among around 25 ships booked so
far for 2009, with drydockings scheduled as far
ahead as late year. There are also a number
of bookings for 2010. Activity this year to date
has included a catamaran ferry and a French
trawler, as well as oil-related vessels.
Naval refit completed at
Cammell Laird
Cammell Laird, Birkenhead, has completed
a massive 28m refit of naval supply ship the
Royal Fleet Auxiliary (RFA) Fort Rosalie. Cammell
Laird chief executive John Syvret said the refit
was one of the biggest the yard has undertaken
in the last seven years. In total the contract
employed more than 300 staff over 12 months
and Mr Syvret said the yard is actively pursuing
other projects of a similar size.
This was a complex military refit which
required considerable skills and expertise to
deliver, he said. It included an upgrade

Ferry repair work at Dales Marine
of machinery, engines, operational and
communications systems, weaponry and
accommodation making her fit for purpose and
able to operate more effectively and efficiently.
On behalf of the company I would like to thank
the workforce and staff for all their efforts in
making the project a success. Cammell Laird
managing director Linton Roberts said the yard
is hugely proud of the job it has done on the
Fort Rosalie and is determined to deliver the
highest standards of ship refit and repair for the
RFA and the Ministry of Defence (MOD).
Repair News
Highly skilled and specialised military ship
repair, refit and conversion is now back in a
very big way on the Mersey, he said. We
look forward to seeing the Fort Rosalie again
as we begin the new MOD cluster contract,
to maintain her and 10 other ships in the RFA
flotilla for up to 30 years. The fundamental
aim of the cluster contract is for Cammell Laird
to develop an in-depth, specialist long term
understanding of the RFA flotilla delivering a
more comprehensive service and better value
for money.
Commanding Officer Capt Bill Tait said that
Fort Rosalie came to Cammell Laird with a
clear objective to extend her life for another
decade. The scale of this job was formidable,
he says. The whole ship has undergone
massive changes from a 5m overhaul of
the accommodation to the installation of
highly effective new weaponry, to improving
the engines, to improving fire safety, and to
installing state of the art navigation equipment.
The ship is now safer, better equipped and more
efficient. Significantly, the refit has increased our
ability to service the fleet and the improvements
mean we will have increased availability to do
the tasks required from us. My ships company
Volume 7 Issue 1 Page 9
Repair News
Cammell Laird, Birkenhead, has completed a massive 28m refit
of naval supply ship the Royal Fleet Auxiliary (RFA) Fort Rosalie.
know how much work has gone into this refit
in terms of time and effort from the MOD and
Cammell Laird. We very much look forward to
working with Cammell Laird in the months and
years ahead and building our relationship with
their team.
Cammell Lairds current workload is split
around 50-50 between MOD and commercial
sector work. The yard is actively seeking to grow
the business in the international commercial
market targeting North America, Scandinavia
and the Gulf of Mexico for ship conversion, refit
and repair work.
BP Shipping agreement
for Navantia
UKs BP Shipping and Spains Navantia SA
have signed the European Shiprepair Alliance
established between both companies whereby
Navantia Shiprepairs will undertake all
drydocking, repairs and maintenance of BPs
fleet in the Atlantic and Mediterranean areas.
The ceremony was at Navantias Ferrol
facilities, with the participation of key personnel
involved in this project from both companies,
which were officially represented by BP
Shippings Vice President Fleet Operations,
David Williamson, and Navantias Commercial
Director Shiprepairs and Factories, Alberto
Gorordo. The ceremony included the
inauguration of BPs new permanent offices in
Navantia Ferrol.
Following a thorough pre-qualification and
auditing process by BP Shipping of Navantias
commercial, technical and QHSSE (Quality,
Health, Safety, Security, and Environment)
standards in 2005, the commercial relationship
between BP Shipping and Navantia started
with the award of the drydocking and repair
contract for British Merlin. In the course of the
following years, a number of other vessels
from BPs fleet of oil tankers and gas carriers
Page 10 www.shiprepairjournal.com
successfully completed repairs and maintenance
in Navantias shiprepair centres in Fene-Ferrol
and Cadiz-San Fernando.
As a result of a competitive tender process,
Navantia was identified as BP Shippings
shiprepair yard of choice in Europe and
subsequently management representatives from
both companies developed a close working
relationship with the aim of implementing a
long term strategic alliance. Navantia has
repaired 17 vessels from BP Shipping, reaching
24% of the turnover of Navantia Shiprepairs
Ferrol in 2008 with a total of eight vessels. So
far, in 2009, two repair projects are under way
and three more have already been confirmed.
The successful completion of these projects
undertaken during this period and the
achievement of a final agreement setting
the standards, terms and procedures that
would regulate it, has led to the signing of the
Shiprepair Alliance between BP Shipping Ltd
and Navantia SA. This agreement will deliver
significant benefits to both companies in the
form of guaranteed yard availability and base
workload, and is consistent with BP Shipping
and Navantias desire to achieve the highest
QHSSE standards in shiprepair.
The Fene/Ferrol yard, the two yards located
in northern Spain in the Atlantic coast port of
Ferrol, completed, in the first half of February,
the repairs of the Conocos 104,623 dwt tanker
Sentinel Spirit and Suisse Atlantics 73,035 dwt
bulk carrier Celerina, which had both started
repairs during January.
During February the Ferrol yard undertook
the repairs of Teekay Marines 152,222 dwt
shuttle tanker Nordic Spirit, Knutsen OAS
138,000 m3 lng tanker Bilbao Knutsen, and
Ronosas harbour tug Sertosa Veinte. Also
repaired in Ferrol were Hypoc Shippings
129,767 m3 lng tanker Bachir Chihani and
Ibaizabal Managements 141,700 dwt tanker
Monte Toledo.
During the same month, the Fene yard
repaired Hanyuan Technical Services
159,149 dwt tanker Da Yuan Hu and TM
Shipmanagements 19,975 dwt chemical
tanker Holly Galaxy. Also repaired at Fene was
Orient Marines 45,908 dwt product tanker
Lepta Mermaid.
Good year for Astican
Following the trend of recent years, 2008
ended up being the best year ever for Spains
Astileros Canarios (Astican), Las Palmas, both
in dock occupancy and invoicing. A total
of 197 vessels were repaired (153 on the
Syncrolift and 44 afloat).
The main market last year was the offshore
market. This included extensive repairs
carried out onboard the oil rig Artic III, as a
continuation of the activities in this sector started
in 2005. The work completed onboard the
rig were mainly blasting and painting of its six
caissons and some of its decks. To accomplish
the work afloat, the rigs six columns had to be
encapsulated as environmental protection.
Other works done on this rig include:
Installation of a new water treatment plant.
Fabrication of new pipe lines for the pump
room.
New pipe lines for the H2S system.
Manufacturing and installation of additional
HVAC ducting.
Installation of new coolers.
Refurbishment of the living quarters
Repairs were also carried out on the Fred.
Olsens semi-submersible offshore rig Blackford
Dolphin, as well as onboard several offshore
supply vessels such as Indias Godavari Dolphin,
Svitzers London, AP Mollers Maersk Pacer,
Maersk Promoter and Maersk Battler, and
Sealion Shippings Toisa Crest and Toisa Coral.
Related to the offshore market a number
(Right) BP Shippings Vice President Fleet
Operations, David Williamson, and (Left)
Navantias Commercial Director Shiprepairs and
Factories, Alberto Gorordo signing the agreement
Repair News
of tankers were repaired as well, not only due
to the activity of this sector in the West African
Coast, but also to similar vessels crossing the
Atlantic. This group included the repair of
MOL Shipmanagement (Europe)s 30,949 dwt
Princess Naomi and 30,094 dwt Maracas Bay,
the 9,425 dwt Hesprides from the Spanish
company Petrogas, Fairports 47,786 dwt
Atrotos, and one lpg tanker from Executive
Shipmanagement (Singapore).
Within the conversion sector, Astican
carried out a project onboard the Norwegian
Hurtigruten ferry Lyngen, which was converted
into a specialist passenger ship National
Geographic Explorer for US-based Linblad
Expeditions. This vessel, intended to make
routes crossing the South Atlantic, had a
prefabrication and installation of a tail
duck for navigation in icy waters and steel
reinforcements on both sides to strengthen
the hull. New stabilisers and their respective
housings were also fitted.
Projects were also carried out onboard two
ro/ro vessels the Russian-owned Baltic Merkur
OSG Shipmanagements tanker Overseas Sophie in Lisnave
for repairs. OSG is one of Lisnaves regular customers
Page 12 www.shiprepairjournal.com
and the 14,597 grt Cabot from the Canadian
office of V Ships. The latter vessel came from
Canada to apply a special type of paint, although
several steel repairs were also undertaken.
Additionally to the above, the local ro/pax owners
Naviera Armas and Fred Olsen programmed
their annual drydockings with the yard.
One of Asticans main markets, due to the
yards geographical position, is the reefer
vessel repair market. Ships repaired included
Thien&Heyengas 9,746 dwt Glacier Bay,
Laskaridis 9,288 dwt Atmoda, Fairports 5,246
dwt Asahi, Orient Marines 8,494 dwt Atlantic
Hope, and Hayamas 7,101 dwt White Dolphin.
Last year, the most important market
considering the scope of works and invoicing
was North America followed by the
European Market. Events attended by Astican
as exhibitors included Middle East Workboats
(Abu Dhabi), Navalia (Vigo) Posidonia (Athens)
and SMM (Hamburg), and as visitors to the
OVS Offshore in Stavanger. Receptions were
also held with owners in Germany, Hong Kong,
and the Netherlands.
No change at Lisnave
Portugals Lisnave has reported normal ship
repair activity during the first three months of
this year (2009). Between January and March
virtually the same number of repair projects
were contracted, as the same period in 2008,
although there has been a slight decrease in the
volume of work per vessel.
Despite the global economic and financial
difficulties, Lisnave has maintained its regular
activity in the first term of 2009, where a total
of 27 ships were repaired, originating from
20 clients in 12 countries. Of these 27 ships
repaired five came from Norwegian owners/
managers, four from UK, and two each from
Germany, Belgium, Cyprus, Denmark, USA and
Italy. One of the most significant repair projects
involved PDV Marines 47,144 dwt products
tanker Negra Matea, one of the four vessels
contracted with Venezuela last year.
Lisnave prides itself on the fact that a vast
majority of its contracts come from repeat
customers, showing clearly the credibility
Repair News
KOTCs VLCC Al Samidoon one of the largest
single repair jobs carried out by ASRY in 2008
of the yards performance. This period work
has come from such customers including
Kristian Gerhard Jebsen (Norway), which
has had four ships in the yard, and two ships
each from UKs MOL Tankship Management
(Europe), Belgiums Dredging International,
UKs Northern Marine Management and
Cyprus Unicom Management. Having a well-
established reputation among international
owners, Lisnave repairs all types of ships, but
remains predominantly in the tanker market,
from which 16 were repaired.
Recently in the yard have been two tankers
from Singapores AET Shipmanagement the
105,361 dwt Eagle Sibu and the 107,160 dwt
tanker Eagle Atlanta, DAmicos tanker 110,500
dwt Mare Tirrenum, A/S Dampskibsselskabet
Torms 74,999 dwt product tanker Torm Ismini,
Torm Shipping Indias 74,999 dwt product
tanker Torm Emilie, Safmarine Container
Lines 28,737 dwt containership Safmarine
Cameroun, General Maritime Managements
159,539 dwt tanker Genmar Hope, two tankers
from Sovcomflot the 47,199 dwt Tuchkov
Bridge and the 36,896dwt lng tanker SCF
Page 14 www.shiprepairjournal.com
Polar, Nanjing Tanker Corps 45,719 dwt
product tanker Chang Hang Tan Suo, Hanseatic
Lloyd Shiffahrts 17,533 dwt chemical tanker
MCT Altair, and A.P.Moller-Maersks 25,431
dwt containership Tinglev Maersk.
ASRY set to ride out
current gloom
Bahrains ASRY is set to ride out the global
economic storm in 2009 following its record
breaking year in 2008. Both chairman, H E Shaikh
Daij bin Salman bin Daij Al-Khalifa and Chief
Executive Chris Potter are upbeat about the yards
performance this year following sales in 2008
breaking the US $200m barrier for the first time.
ASRY is now debt free for the first time in
its history, said Shaikh Daij, and we have a
strong cash flow. In the past year or so weve
put new policies in place and these have paid
off. The shipyard is now competitively priced,
offers a quality service and we are now getting
much closer to our customers,
In 2008 the Bahrain shipyard had sales of
$207.5m, the best year in its history, and repaired
a total of 133 vessels and offshore craft; 119
in drydock and 14 alongside. ASRYs customer
base is traditionally split between vessels owned
by Arab operators and the international shipping
market. Last year saw 72 vessels repaired from
the international market, valued at $112.30m,
and 61 vessels from the Arab market, valued at
$95.19m. A total of 20 vessels came from the
Saudi Arabia market, 17 from Bahrain and 13
from Kuwait, with the latter bringing in the most
in terms of revenue. KOTC is the yards No1
customer and repairs to the companys VLCC
AlSamidoon were one of the largest single repair
jobs carried out by ASRY in 2008.
Leading the way in the international market
was Greece with 19 vessels, Norway with 17
ships, the USA with 10 vessels and Brazil with
nine ships. The business from Brazil, however,
was the most profitable.
For the period to mid-March this year the
yard had repaired a total of 42 vessels, 24
from the international market and 18 from
the Arab market. Chris Potter, ASRYs chief
Repair News
executive noted that the start to 2009 was not
bad, but that February was a tough month. We
are receiving a high level of enquiries, but the
actual value of individual contracts is down on
last year, said Mr. Potter. The average vessel
repair contract in 2008 was $1.56m. In looking
at 2009, Mr. Potter said that he would be
happy if the yard could achieve the same level
of sales as in 2007 ($170m), but it was too
early to make a call on that at present.
Among the repair highlights for 2008 were:
Work on the offshore pipe-laying barge
PMS 12, owned by Egypts Petroleum
Marine Services
Repairs to KOTCs 284,889 dwt VLCC
AlSamidoon
Drydocking and repairs to the offshore diving
support ship Samudra Sevak, owned by the
Shipping Corporation of India
Repairs to the offshore barge HLS 2000,
owned by Abu Dhabis National Petroleum
Construction Co
Drydocking and repairs to the Saudi Arabian-
owned 42,600 dwt ro-ro/containership
SaudiHofuf
2008 was also a significant year for ASRY for
a number of other reasons. The beginning of
the year saw a new company, ASRY Offshore
Services (AOS), start operations in earnest, while
the middle of the year saw the entering into
service of the yards two new large slipways,
at a cost of $20m. At the same time, the ASRY
Board of Directors gave the green light for a
further $188.2m facilities expansion plan.
The unique vessel
Wind Lift I conversion
Lithuanias Western Ship Repair yard (WSR), part
of the BRLT Group, has completed the extensive
work onboard the specialised vessel Wind Lift
I, including supporting leg- mounting works.
The construction of the ship for a wind farm, for
work in the North Sea, began in the middle of
2007 and will be completed in June this year.
The ships four legs, each 71 m in length and
350 t in weight, were mounted over a period
of two weeks. The work was carried out by the
Dutch-registered 1,500 t lifting capacity floating
crane Matador-3. As well as the legs, a 500 t
lifting capacity deck crane was also mounted.
All these operations were carefully planned and
checked a number of times. The operation went
smoothly, expeditiously and in accordance with the
plan, said WSR project manager Dmitrij Tiutikov.
When the legs were mounted, due to the
extreme height of the objects, industrial and
rock-climbing experts had to be employed,
Page 16 www.shiprepairjournal.com
and with their assistance lines were detached
and other work was performed. The four legs
will have to support more than a displacement
weight of 6,000 t, including the vessels
powerful cranes, other sophisticated equipment
and approximately 50 crew. Therefore, highly
durable, rarely- used F690 QL class steel was
used for the support production. WSR welders
were taught special welding technology by
steel producers from Dillinger Huite, Germany,
welding material consultants Lincoln Electric,
from the USA, and Austrias Bohller.
During February, the joining operation of
the two sections of Wind Lift Is hull, weighing
2,300 t each, took place in-water, the operation
taking some 10 days to complete.
The ship hulls were joined alongside at the
yards quay, using special technology, developed
at the design institute Koral, located in the
Ukrainian city of Sevastopol. This also involved
part of the joining operation being carried out
underwater. After the assembly of hull, the 300
t heavy lift crane vessel Maja assisted during
the mounting of ship superstructure. During this
operation the 300 t construction was mounted
in within millimeters precision onboard the
already-joined 101.8 m long hull.
The installation work of the vessels electrical
equipment by SAM Electronics GmbH,
Germany, and mounting of the hydraulic system
by Gusto BV, Netherlands, is in progress.
Germanisher Lloyd (GL) surveyors, ship
customers representatives, and WSR Quality
Management Service supervised the WindLiftI
construction work. In order to avoid any
contingency and properly prepare for all stages
of the work, additional internal control service
trainings were held within the ship superstructure.
The project is unique in every way technical
and technological parameters. The turn-the-key
Putting the legs onboard the Wind LiftI at WSR
construction of the Wind Lift I has involved some
300 employees from various countries around
the world, including Germany, Holland, Ukraine
and elsewhere. Together with the BRLT group of
companies, 30 sub-contractor companies were
also employed in the project.
The jack-up ship will be powered by four
rudder-propeller mechanism, each with the
capacity of 1,100 kW. One main 500 t lifting
capacity and two auxiliary 25 t cranes, a
helicopter landing site will be mounted onboard.
Other equipment installed onboard from
companies including Wartsila, SAM Elektronic,
Bosch Rextroth and Gusto. The ships draught
will be 3.5 m, speed 8 knots, and about 6,000
t of steel will be used in its construction. She is
registered at Cuxhaven, Germany and following
delivery she will start work on a 400 MW wind
power park some 100 km offshore Europe.
Ameron moves into the
retrofit market
The use of Amerons Bondstrand Glassfibre
Reinforced Epoxy (GRE) for seawater piping
systems onboard ships is now over 40 years old.
However, the company (with operating units in
Holland, USA, South America and Singapore),
and part of the Ameron International Group, is
increasing its focus on the retrofit market.
According to Ronald Hofstede, Retrofit
Engineer at Ameron, Ships operate in one of
the most corrosive environments seawater.
Corroded steel and metal piping constantly
needs to be replaced during the life time of the
vessel. Replacing them with Bondstrand GRE is
the solution for these corrosion problems. We
have had more than four decades experience

Bondstrand used in the engine room
of a reefer vessel belonging to Clipper
fitting Bondstrand on ships at newbuilding
stage covering various types of piping
systems such as ballast water and engine room
cooling water. However, we are increasing our
focus on the retrofit market, which is far more
complicated than the newbuildings, installations
being wholly different. We are in the process of
even expanding our international network with
service agents to cover this market and training
personnel to carry out tailor-made projects.
European retrofit and repair work can be
handled from our manufacturing base in the
Repair News
Netherlands. However we are opening service
stations with new partners in US, Brazil, Middle
East and Far East.
The main advantages of Bondstrand
systems is that, compared with steel pipes,
which have to be replaced some three/four
times during a ships service life, Bondstrand is
corrosion free, thus reducing installation costs
and time, and down time.
Ameron has already completed a number of
reftrofit operations, examples being Belgiums
Exmar Shipmanagement, the work being carried
out onboard ships at sea, and Denmarks
Clipper Shipping, where the work was carried
out during the vessels regular drydockings.
Bondstrand has also been used widely in
the FPSO newbuilding and conversion sectors.
The FPSO BP Plutonio, which is in operation
off the Angolan coast, was built in South Korea
by Hyundai Heavy Industries (HHI). The piping
systems included Bondstrand conductive pipe
series 7000M pipes and 2416C using taper/
taper adhesive-bonded joints. A total of 2,400
m of pipe was installed ranging from 50 mm to
600 mm diameter.
Another example is the FPSO Akpo, which
operates offshore Nigeria. She was also built in
South Korea by Hyundai Samho Shipyard. Total of
11,000 m of Bondstrand GRE was installed. SRJ
Volume 7 Issue 1 Page 17
 Services
opportunities for us. Cruise lines are also
looking at ways of making their vessels different
and that produces some innovative challenges
as we are continually tasked with fitting novel
features to ships.
Meanwhile, MJM Marine has successfully
completed works to three key public spaces
onboard the Galaxy. The work carried out by
MJM comprised:
Fine Dining Area Converted from shore
excursion office / toilets which included
special feature deck heads. Decorative
bulkheads, electrical equipment and lighting,
banquette seating, hard and soft floor
coverings and soft furnishings.
Lido This area was completely refurbished
to include re-laminating of curved bulkheads,
supply and fitting of granite serving tops, new
decorative deck heads, new flooring, supply
and fit various food stations.

Pictures of the dining area onboard the Galaxy.

This was part of the MJM outfitting contract

Galaxy contracts for

Trimline and MJM
The 77,000 grt Celebrity Cruise vessel
Galaxy has recently spent a period of time
in Germanys Lloyd Werft (Bremerhaven)
undergoing an extensive refit prior re-entering
service as the Mein Schiff for TUI Cruises. Royal
Caribbean Cruise Lines (RCCL) has joined
forces with TUI AG to form TUI Cruises. She has
been refitted for a mainly German-speaking
passenger market. The two main outfitting
companies were Trimline (Southampton) and
MJM (Northern Ireland).
Trimline carried out work in the main
restaurant and building a new Wii games room.
The restaurant, which seats some 1,200 guests
on two deck levels, has been revamped with
new decor and some 1,000 m2 of carpeting.
Trimline craftsmen have re-upholstered existing The ships existing playroom has been Winter Garden This area was also
banquet seating and other new seating was transformed into a futuristic Wii games room refurbished and included the challenge
supplied by the shipowners. measuring more than 30 m2 and including new of restoration to an existing magrodome
One of the most novel features has been deckheads, bulkheads and wall panels. Four ceiling which required fitted and needed
fitting a two metre wide steel trapeze bar as dedicated booth areas were installed and a attention also frame was painted and a film
a centrepiece within the restaurant, enabling giant plasma screen fitted. New flooring was application was required for the glazed area
artists to entertain diners. Trimline took the also laid. and a new tapas bar was installed part inside
design for the feature and worked with Trimline had some 30 personnel based in the room and part outside on open deck
specialist providers of circus equipment to Germany over the course of the refit. It marked including outdoor canopy. Carpeting and
procure and install. the biggest job the Southampton-based teak flooring was also installed.
Some 650 neon lights were also replaced company has won so far for RCCL. Trimline MJMs Project Management team lead by
with LED lighting in the restaurant, while Sales and Marketing Director Mike Oliver Damien Morgan worked very closely with the
Trimline used its joinery skills to create 12 new explained: This is another prestigious customer employers team through all stages of the
waiter stations in wood with stainless steel to add to our cruise ship client list. As new project from award to handover in the overall
cabinets. Further specialist joinery was carried ship orders reduce because of the economic success of this project.
out in the restaurant and the area extensively situation, more lines are looking at refurbishing MJMs Managing Director Brian McConville
re-decorated. existing vessels, which provides plenty of said: Damiens overall expertise in the
Page 18 www.shiprepairjournal.com

field combined with strong leadership skills
as a Project Manager has been one of the
key ingredients in the successful delivery of
this project. I am extremely proud of what
Damien and his team have achieved on this
project in challenging circumstances. I have
also received many congratulations and
compliments from the highest level within the
Employers organisation in the quality that we
have delivered.
The site delivery team joined the vessel in
San Juan, Puerto Rico and carried out the
demolition and stripping out works while en
route to Bremerhaven where the out-fitting
works scope was completed within the three
week drydocking period and within budget.
RCCL Project Manager said: The finishing
quality of the work to the high value public spaces
achieved by MJM are the best I have seen in my
experience and reflects the overall quality of the
design and delivery of all areas through out this
premier ship which will provide our passengers
with an unforgettable experience.
MJM has recently moved to a new self build
9,300 m2 factory and 2,800 m2 office space on
a 7.5 acre site located in Newry N.I. This move
and investment in the company is part of the
long-term business strategy to maintain MJM
Marine Limited at the forefront of the marine
outfitting business and to provide an excellent
service to both our existing and new customers.
This 5m project was delivered by MJMS land
based project management team.
Type approval certificate
for Oceansaver
OceanSaver, the natural, environmental-
friendly and corrosion reducing ballast water
management system, has been given full
Type Approval Certification by DNV. The type
approval certificate has been issued on behalf
of the Norwegian Maritime Administration
and confirms OceanSavers compliance
with IMOs International Convention for the
Control and Management of Ships Ballast
Water and Sediments.
The type approval certification completes
one of the strictest and most complex
compliance procedures by the IMO
and national approval Authorities, says
OceanSaver Managing Director Stein Foss.
The certification proves the biological efficacy
of OceanSavers unique system and unique
Services
ballast water management technology.
OceanSaver does not contain or use any
substance that poses a risk to the marine
environment, but offers simple and effective
operations and control and has demonstrated
compliance to the newly adopted standards for
ballast tank coatings.
OceanSaver is a robust and suitable ballast
water management system for shipboard
environments and occupies a minimal
onboard footprint, says Foss. We offer the
market a ballast water management system in
compliance with all applicable regulations now
and into the future. It is an optimal solution for
marine applications, says Foss.
Most technologies available for ballast
water management are designed for low-
capacity ballast water tanks and few existing
technologies are suitable for larger vessels or
complex tonnage, such as chemical or gas
carriers. The DNV type approval includes
virtually no limitation on capacity as the systems
modular design features is capable of meeting
any demand.
OceanSaver has shown to be extremely
suitable for oil tankers, gas carriers, and
chemical carriers. OceanSavers solution
is preferred by a growing number of ship
Volume 7 Issue 1 Page 19
Services
owners and yards due to its scalability and
performance. The system is highly suitable for
larger tonnage applications, maintains Foss.
Studies conducted by DNV have
demonstrated the feasibility of the OceanSavers
ballast water management system for a variety
of ship types and arrangements for both
new-buildings and existing tonnage. These
studies have included evaluations of potential
challenges in integrating OceanSaver with an
existing ballast water system and addresses
key issues as onboard power systems, space
and location, and integration with existing
automation systems.
DNVs analysis has been extremely
thorough. All aspects associated with installing
ballast water systems, including that of
potentially unexpected installation costs, have
been analysed, says Foss.
This has contributed greatly to the ship
owners decision-making process when
examining and comparing ballast water
management systems and has assisted technical
departments in their early-stage design and
specification process, maintains Foss.
According to Foss, OceanSaver has crossed
a crucial frontier in terms of technological
development, and can now focus on successful
commercialisation and production.
We have established a strong global
network of highly informed agents and secured
production capacity to accommodate significant
order volumes already this year and in years to
come, says Foss.
OSV in Skybox An offshore supply vessel and wind park as
rendered and visualised within the Friendship-Framework
Page 20 www.shiprepairjournal.com
Release of simulation-
driven design software
Friendship-Framework 2.0
New technologies in ship design will deliver
economic benefits if energy efficiency is taken
into account. With an optimised hull, substantial
savings in fuel can be achieved together with
corresponding reductions in the emission
of CO2, SO2 und NOx. Now, the software
company Friendship Systems, a member of
the GL Group, has released an upgrade of its
simulation-driven design software Friendship-
Framework. Release 2.0 of the Computer Aided
Engineering (CAE) software system provides
enhanced functionality and further operational
refinement for convenient, time-saving and
better engineering of energy-efficient ship hulls,
propellers, turbines, pumps and other units.
Improvements have been made in tool
integration, feature modelling and visualisation
technology. Coupling external programmes and
in-house codes are facilitated through XML,
generic and COM interfaces. The developments
in feature technology comprise the automated
generation of feature definitions from the base
model, their nesting into feature assemblies
and the application of curve engines and meta
surfaces in feature definitions.
The Friendship-Framework 2.0 now
includes a skybox with scalable wave patterns
for photo realistic visualisation of the designed
geometry, clipping cubes and dimensioning
modes. Additional assets available with the
new release are a library of components, i.e.,
base models of frequently employed surfaces,
curvature visualisation for the hands-on
quality assessment of curves and surfaces,
GUI features, automated PDF diagram
creation from design results, comprehensive
integrated documentation and improved
project management.
Friendship Systems offers ship owners and
shipyards a range of modules and plug-ins for
optimising the design process. Their software
development activities facilitate parametric
design procedures and aim at a holistic
approach involving the systematic testing and
assessment of a large set of design variants.
Geometric modelling procedures are coupled
with hydrostatic und hydrodynamic analysis,
and then used for the detailed assessment of a
hull design. Finally, the ideal customer-specific
parameters of the ship are determined from
many thousands of virtual ships.
SPS Overlay for
StevieClarke
Tank-tops in all four holds of Stephenson Clarke
Shippings 11,901 dwt bulk carrier Sea Amethyst
were reinstated using SPS Overlay in 14 days,
four days ahead of schedule, despite stormy
weather and sub-zero temperatures. Trevor
Kingsley-Smith, Managing Director was delighted
and said: The speed of the SPS Overlay on the
Sea Amethyst exceeded our expectations.
A total tank top area of 1266 m was repaired
on board the 1987-built vessel, the work being
carried out in a repair berth in Tallinn, Estonia,
rather than in a ship repair yard, using SPS
Overlay licensee SRC to do the steel work.
SPS Overlay Director Rob Duffin
highlighted the versatility of SPS Overlay
technology. We hired a crane on a daily
basis for lifting steel and chemicals on board
the ship, and SRC, with whom we have
worked on a range of projects to ensure the
steel reinstatement was completed quickly
despite adverse weather conditions.
If conventional crop and replace procedures
had been used to repair the tank tops, the
project could have taken months and may not
have been economically feasible. As it was,
steel repairs to the vessel were successfully
completed in just two weeks. Ian Nash, Project
Manager for SPS Overlay, praised the standard
of steel preparation undertaken by SRC. We
have worked closely with SRC on a number
of projects, he said, and they work to an
 Services

Stevie Clarks bulk carrier Sea Amethyst

exceptional standard. Once their preparatory work was completed, we
were able to inject large areas very quickly.
A growing number of bulk carrier owners are adopting SPS technology
for steel repairs aboard their vessels. It has been successfully used on
ships ranging from small handysize units to large Capesize vessels. Apart
from the speed and versatility of the process, there are a range of other
operational benefits. Rob Duffin explains.
SPS Overlay is unique, he says. It is non-disruptive, safe, and
maintains the structural integrity of a vessel to deliver exceptionally strong,
flat surfaces that are resistant to impact damage, deformation and
corrosion. SPS Overlay is stronger than conventionally stiffened steel and
lasts much longer.

No notable turndown atLink

According to Julian Nicholas, Managing Director of Dubais Link
Instrumentation After a remarkably busy year in 2008, there has not been
a noticeable slow down in work or contracts awarded to Link, to the extent
that we have increased our staff capacity by 10%. The continued high
level of activity can be attributed to our position in the market as one of
the strongest automation companies as well as extensive support from our
principals NABCO and our close working relationship with MAN B&W.
We have also chosen this time to increase our global marketing
campaign and you can see us at Sea Asia, NOR Shipping and Workboat
Middle East exhibitions this year.
We currently have local projects on BW Shippings World Lion
298,653 dwt VLCC (main engine manoeuvring overhaul and various
other automation work), two ships from Fal Shipping the 36,345 dwt
tanker Gulf Glory (all engine and CCR automation), and the bunker
tanker Wafi1 (main engine manoeuvring overhaul), NYKs 280,973 dwt
VLCC Tokachi (various automation repairs) and MOL Tanker Management
(Europe)s 138,207 dwt African Ruby (boiler automation). Outside of the
Volume 7 Issue 1 Page 21
Services
Emirates we have staff working on Odfjells
45,655 dwt chemical tanker Bow Peace in
Mexico (bridge control), Nagashiki Kisens
45,915 dwt combination bulk carrier Pioneer
Sunshine (NABCO overhaul) in Greece as well
as smaller projects at ASRY shipyard in Bahrain.
Heavy weather damage
can be prevented
US-based Applied Weather Technology (AWT)
has announced that Unicom Management
Services (Cyprus) Ltd has now been using its
BonVoyage software (BVS), the worlds most
popular onboard system for optimising marine
voyages, for 10 years to help its ship Captains
steer clear of heavy weather in order to avoid
vessel damage and prevent crew injury.
After first adopting BVS in 1999 as part of a
trial on three ships, SCF Unicom observed that
the onboard software was helping its Captains
to reduce heavy weather damage to those
ships. The company then quickly expanded
use of BVS to approximately 17 ships within its
managed fleet, and after positive feedback from
Captains, now routinely deploys BVS to all new
vessels. BVS is now deployed on more than 70
Unicom vessels.
According to SCF Unicom, BVS helps the
company reduce costs and delays spent
in dry dock for repairs from heavy weather
damage. BVS also saves the company money
by preventing the occurrence of heavy weather
vessel damage, which has in the past cost
around $100,000 per incident and taken
ships out of commission, causing them to lose
valuable time at sea and revenue. Since 2001
Unicom has not suffered any serious structural
damages due to heavy weather encounters.
Damages have been mostly limited to minor
fittings and fixtures.
One of the SCF Unicom gas carriers
Page 22 www.shiprepairjournal.com
We used to measure heavy weather damage
in terms of hundreds of thousands of dollars
and the number of days our ships spent being
repaired now we measure our heavy weather
damage in the tens of dollars and number of lost
lifebuoys, said David Sharp, HSSE (health, safety,
security and environmental) Team Manager at
Unicom. We have trialed other companies
weather data, and my opinion the onboard
software we have from AWT is the most visually
easy to understand and follow. Our crews are
very comfortable using it to avoid conditions that
could cause heavy weather damage.
We would like to recognise SCF Unicom
for demonstrating that the company is
innovative and forward-thinking by adopting
AWTs onboard routing software 10 years
ago when these systems were still somewhat
in their infancy, and for continuing to leverage
the latest BVS technology to the full benefit
of its Captains, crews and fleet today, said
Skip Vaccarello, president and CEO of AWT.
Currently over 99% of BVS users continue
to operate and upgrade the software, and
we are very pleased that Unicom remains a
longstanding customer.
SCF Unicom says that in addition to using
BVS to avoid dangerous weather conditions, its
ship Captains also use BVS to examine ways
to minimise fuel consumption and therefore
carbon emissions, and to select the most time-
and fuel-efficient routes to their destinations.
Also, when there are weather systems that cause
concern for their Captains and operations
teams, they take advantage of AWTs weather
routing services to ensure crew, vessel and
cargo safety.
More than 3000 vessels from numerous
companies use BVS to help identify the safest,
most time-efficient or fuel-efficient routes.
BVS is an icon-driven graphical marine
voyage optimisation system that provides ship
Captains with onboard and around-the-clock
weather-routing information. One of the key
differentiators between BVS and competing
solutions is that BVS not only delivers weather
forecasts, but also creates custom and optimal
routes for ship Captains based on data from
weather as well as waves, currents, cargo and
vessel specifications.
AWT recently announced the latest update to
BVS, Version 5.6, which now provides Captains
with advance warning about threats of severe
motions due to resonance, and integrates the
latest technology used to determine ocean
currents by offering forecast, real time Naval
Coastal Ocean Model (NCOM) current data.
Lay-up service from WSS
Norways Wilhelmsen Ships Service (WSS),
has packaged its ships agency services
together with its market leading Unitor range
of marine products, technical services and
maritime logistics into an integrated offer for
vessel lay-ups. The new package is built to
assist customers, from identification of lay-up
locations to full service and product supply.
WSS extensive network of offices has a
complete overview of available hot and cold
lay-up locations worldwide. WSSs experienced
ships agents can evaluate suitable locations,
and make a recommendation based on the
customers criteria regarding cost, safety
and trade route considerations. Unitor
Marine Chemicals protect on-board systems
from deterioration during the lay-up period
and competent in-house technicians can
recommend the most efficient applications for
the individual vessel.
The chemical lay-up solutions include
products for each key area including the engine
room, water systems, boilers, cargo hold and
void spaces, black and grey water systems and
general maintenance. Prevention of processes
such as corrosion, grease build-up and
microbiological activity are all vital to ensure
fast and efficient re-commissioning of the vessel.
A handbook with vessel preservation guidelines
has been developed and is available for WSS
customers.
WSSs integrated lay-up package improves
efficiency by using just one supplier for multiple
requirements. With lay-ups being a necessary
operation for a number of customers in this
economic climate, we feel that our Lay-up
Package will be of great assistance to customers
who want to have a professional lay-up
service that takes care of their need for asset
protection, comments Andrew Stephens, Senior
Vice President International Operations and
Business Streams for WSS. SRJ
 Machinery Repairs
The Wrtsil training centre at Waalwijk
Wrtsil and MAN Diesel
gain EU approval for
HERCULES-Beta Project
The Hercules-Beta research project proposal
was recently approved by the European
Commission. Hercules-Beta represents a
major international co-operative effort to
maximise fuel efficiency combined with ultra-low
emissions and to develop future generations
of optimally efficient and clean marine diesel
engines. As such, Hercules-Beta aims to
surpass the current limits set by the International
Maritime Organisation (IMO) to radically
improve the environmental performance of
waterborne transport.
Hercules-Beta began on 1 September 2008
with a budget of 25m and it is planned to
run for 36 months. The project consortium has
32 participants, including engine-component
suppliers, equipment manufacturers, universities,
research institutions and shipping companies
from 10 European countries. Hercules-Beta is
the second phase of the Hercules programme,
which was conceived in 2002 as a long-term
strategic R&D plan. The project was initiated
by Europes two major engine manufacturers,
Wrtsil Corporation and MAN Diesel. Diesel
Page 24 www.shiprepairjournal.com
propulsion systems currently power 99% of the
world fleet. The projects principal aim is to
reduce marine diesel engine fuel consumption
by 10% and to improve the efficiency of marine
diesel-propulsion systems to more than 60%,
significantly reducing CO2 emissions as a result.
A further aim of the project is to target ultra-
low exhaust emissions by eliminating 70% of
NOx and 50% of particulates from marine
engines by 2020. Hercules-Beta comprises
54 subprojects and is funded by the European
Commissions Framework Programme 7 (FP7,
Theme Transport).
Wrtsil expands
services offering in the
Netherlands
Wrtsil has expanded its services capacity
in the Netherlands with new, larger premises
and a modern training centre by inaugurating
a new Wrtsil Land & Sea Academy training
centre at Waalwijk. With this large-scale training
establishment, Wrtsil is able to offer its
customers, its own employees and educational
institutions, a broad package of technical
training programmes. In addition, Wrtsil
inaugurated new and larger services premises in
Ijmuiden last week.
The Wrtsil Land & Sea Academy at
Waalwijk covers an area of 2000 m2, and
contains nine schooling rooms, four conference
rooms, and a large workshop. The new centre is
one of ten Wrtsil training centres worldwide.
In 2009, we expect to welcome some
800 to 1000 students to Waalwijk. We are
very pleased to have the Wrtsil Land & Sea
Academy here, where we can provide, among
others, training programmes for propulsion,
automation and engine products, says Job van
der Burgt, Vice President Services, Wrtsil in
the Netherlands.
The Wrtsil Land & Sea facility offers
product-specific training programmes in the
area of diesel engines and propulsion systems,
as well as customised training. The training
centre has the latest teaching tools, such as
simulators for operating systems, and smart
boards to explain the technology. To support
the theoretical programmes, the workshop has
a large number of engines and propellers for
hands-on practical work.
The training team consists of eleven people,
all with years of practical engineering experience.
The entire team is IMO 6.09 certified (training for
teachers in the maritime field).
Over the years, we have developed
and opened several Wrtsil Land & Sea
Academies around the world. The various
Machinery Repairs
training locations co-operate closely to develop
the programmes, and use each others
teachers when specific knowledge is required.
We aim at optimum synergy so that our
customers and employees can enjoy the best
possible service, says Jari Ullakonoja, Director
Training Services, Wrtsil Services.
Wrtsil has also inaugurated new modern
services premises in Ijmuiden, also in the
Netherlands, which cover an area of 3,000m2.
The new premises include office space, an
in-house schooling room, and an impressive
workshop. The new larger workshop enables
the company to deliver a broad range of
services. The workshop has state-of-the-art
machines and portable tools to carry out repairs
and maintenance work, both in the workshop
itself and on board the vessels.
Compared to the previous premises of
560 m2, we have made a huge improvement
in space. This means that, from this service
location, we can offer so much more support to
our customers, says Job van der Burgt.
The Ijmuiden location maintains and
overhauls marine engines and propulsion
systems. The expanded workshop gives the
company the ability to work on larger engines
and propulsion systems. It delivers spare
parts, service support, and technical expertise
primarily to vessels working in dredging, fishing
and inland shipping applications. The location
enables Wrtsil to be well placed to serve its
customers in the Netherlands, and to provide
quick response to demand for services. Because
of its favourable location, Ijmuiden is a well-
established base of operations for shipping
between Amsterdam and the North Sea, and for
vessels returning from sea.
Meanwhile, Wrtsil and CEVA Logistics,
one of the leading supply chain companies in
the world, have signed an agreement for the
outsourcing of warehousing operations for
Wrtsils 24/7 global spare parts activities in
the Netherlands.
The agreement follows Wrtsils earlier
announcement of its intention to consolidate
the companys spare parts logistics and to
build a Central Distribution Centre facility in
the Netherlands. The new operating model is
planned to be fully implemented during 2011.
Until then, CEVA will already manage the
existing Dutch warehouse of Wrtsil in Zwolle
and will assist in the design of the new Central
Distribution Centre.
Since September 2008, CEVA Logistics has
also been responsible for managing spare parts
transportation to Wrtsils various warehousing
facilities in Europe and deliveries to Wrtsils
international customers.
Centralisation of our logistics activities with
Page 26 www.shiprepairjournal.com
a specialised partner like CEVA will result in
faster and more efficient spare parts deliveries
to our customers 24 hours a day 7 days a
week, comments Tage Blomberg, Group
Vice President, Wrtsil Services. The set-up
will perfectly support our growth targets in the
fast moving business environment to become
the most valued business partner of all our
customers, adds Blomberg.
Wrtsil and MHI build
a new Chinese factory
Wrtsil, China Shipbuilding Industry
Corporation (CSIC) and Japans Mitsubishi
Heavy Industries (MHI) today inaugurated
their new, jointly owned, low-speed marine
engine factory QMD in Qingdao, Shandong
province. The state-of-the-art QMD factory is
one of Chinas most advanced engine factories,
featuring a modern welding shop, machine
shop, assembly shop, and a testing shop, as
well as facilities for heat treatment, blasting
and painting. The automated equipment and
processes, the flexible use of test beds, the
possibility to test two large engines at full load
in parallel, together with the efficient internal
logistics, make this one of the most efficient
engine production factories in the world.
Civil construction of the factory started in
May 2008. Within ten months, most of the
construction work, the equipment installation
and commissioning was completed. The factory
became operational in March 2009. When
totally completed, the factory will represent an
overall investment of approximately 100m
with a production capacity of 1m bhp.
The first engine produced at Wrtsils QMD factory
in China was a seven-cylinder RT-flex60C unit
QMD has a very healthy orderbook worth some
200m. The engines on order are mainly of the
Wrtsil RT-flex50, RT-flex60C and RT-flex82C,
and Mitsubishi UEC50 engine types. These engines
are all destined for Chinese shipyards.
The factory will have a total of around 500
employees by the end of this year. Located
near the Haixiwan area on the Bohai Sea, the
QMD factory is an important part of the CSIC
Haixiwan shipbuilding and repairing base,
primarily serving Chinas growing shipbuilding
industry, but is also able to export engines to
other shipbuilding markets.
The first engine already produced at the
new factory was a seven-cylinder Wrtsil RT-
flex60C, which successfully passed its factory
acceptance test in March to the full satisfaction
of classification requirements, the shipyard, and
the ship owner. The factory offers the full range
of low-speed engines, with bore sizes from 50
cm upwards, of the Wrtsil RTA and RT-flex
engine types and the Mitsubishi UE engine
types. It has the capacity to build engines of up
to 96 cm bore. The manufactured engines will
be branded as QMD-Wrtsil and QMD-MHI
engines respectively.
The Wrtsil 32 engine
reaches important
milestone
A small piece of Finnish industrial history was
written in March as the 6000th Wrtsil 32
engine began its landmark journey from the
Wrtsil factory in Vaasa to a power plant site
in Brazil. This 9000 kW engine will become part
Machinery Repairs
The future of the
Wrtsil 32 looks
bright also, according
to Kenneth Rnnbck,
Vice President,
Delivery Centre Vaasa.
of a local base load power plant meeting the
energy demands of the local community.
Despite representing the latest technology,
the celebrated engine that brought Wrtsil
international acclaim has roots going back
nearly four decades. The first Vasa 32 deals
were signed in 1979 with a Norwegian
shipowner that purchased an engine built in
Vaasa for use as a secondary power supply on
its cargo ship. The first order for a main engine
was received at around the same time, from
The Wrtsil 32 engine
Page 28 www.shiprepairjournal.com
Norway. The actual market breakthrough took
place in the 1980s, when the sales numbers of
the engine doubled almost every year.
The future of the Wrtsil 32 looks bright
also, according to Kenneth Rnnbck,
Vice President, Delivery Centre Vaasa. The
efficiency of the engine has continuously been
improved which has lead to a decrease in fuel
consumption and emissions.
In addition, the range of suitable fuel options
has been expanded from traditional fuel oil and
diesel to include natural gas and new bio fuels.
In this area, development will speed up even
further. Nevertheless, reliability has been the
most important factor. The engines delivered
30 years ago are still in use, although they may
have as many as 200,000 operating hours
behind them, says Rnnbck.
Wrtsil and 3.Maj
renew licence agreement
Wrtsil Corporation and 3. Maj Shipbuilding
Industry Ltd of Croatia have signed a ten-year
renewal of the existing licence agreement for the
marketing, sale, manufacturing and servicing
of Wrtsil low-speed marine diesel engines.
The low-speed engine business of 3. Maj is
handled by 3. Maj Engines & Cranes Joint
Stock Company in Rijeka, Croatia. Wrtsil
Corporation is the leading system integrator in
the marine industry.
The licence agreement is a basis for the
continuous transfer of innovative diesel
engine technology and technical assistance
for manufacturing from Wrtsil to 3. Maj.
In addition to sales to the domestic Croatian
market, the agreement also secures access
to key export markets in Europe and North
America. This licence agreement is of strategic
importance as it confirms 3. Majs position as
one of the leading manufacturers of low-speed
diesel engines in Europe. The partnership
between Wrtsil and 3. Maj goes back to an
agreement signed in 1954.
Although 3. Maj has the capacity to build
any size of Wrtsil low-speed engine up to
about 840 mm cylinder bore, the company
has concentrated in recent years on engines in
the 480 to 720 mm bore range. Most recently
3. Maj has built Wrtsil RT-flex engines,
which incorporate the very latest electronically-
controlled common rail technology. In 2009,
3. Maj will deliver 14 engines of the Wrtsil
RTA48T-B and RT-flex50 types.
ABB and ZPMC
develop propulsion
solutions for deep sea
offshore vessels
ABB, the leading power and automation
technology group, announced signing an
agreement with ZPMC (Shanghai Zhenhua Port
Machinery Co. Ltd), one of the most recognised
manufacturers of cranes and steel structures,
to jointly develop more efficient propulsion
solutions for deep sea offshore vessels.
ABB and ZPMC will develop solutions for
offshore vessels with demand of relatively deep
operating draught, such as heavy carriers or
drilling platforms. New solutions will utilise
ABBs Compact Azipod technology, providing
significant advantages in terms of operating
efficiency and availability over the whole
lifecycle, as well as excellent station keeping
capabilities combined with compact size and
easy installation. These new solutions would
represent an untapped market for ABBs Azipod
propulsion system.

ABB and ZPMC have a long history of
working together. ABB has provided variable
speed drives and electrical systems for ZPMCs
cranes and vessels all over the world.
Shanghai Zhenhua Port Machinery Co.,
Ltd. (ZPMC) is a world-famous manufacturer
of cranes and large steel structures. ZPMCs
products are in use at 73 countries and regions,
and over 120 terminals around the world.
Meanwhile, ABB has won orders worth
US$15m from Shanghai Salvage Company and
Guangzhou Salvage Bureau for the supply of
electric power and propulsion systems for a new
diving support vessel and semi-submersible heavy
lift vessel. The newly contracted semi-submersible
heavy lift vessel is the sixth of its type to be
awarded to ABB over the last two years. ABB in
cooperation with local partner Kongsberg will
also deliver the vessels automation system. China
Merchants Heavy Industry Group is the main
contractor for construction of the vessel, which is
targeted for delivery in 2011.
Shanghai Salvages diving support vessel
newbuild looks to fill in the gap for deepwater
(300 m deep and greater) diving salvage
capability in China, and is also the first diving
support vessel ever built in the country.
Rolls-Royce strengthens
global marine support
network
Rolls-Royce has enhanced its global customer
support capability, with the opening of two new
marine service centres in Galveston, Texas and
Seattle, Washington.
The global marine services network is
dedicated to helping customers maximise
the operational capability of their vessels and
manage their costs most effectively.
Headquartered in Singapore, the network
now includes facilities in 32 countries and
employs more than 1,000 support staff,
engineers and technicians around the world.
Encompassing 40,000 square feet, the
new Rolls-Royce Commercial Marine service
centre at Galveston will provide state-of-the-
art repair and overhaul expertise in support
of the companys entire portfolio of marine
products to customers throughout the Gulf of
Mexico region.
The decision to invest in the new Seattle
service centre was in response to increased
Machinery Repairs
customer demand and to be nearer the citys
many marine customers. It is nearly four times
larger than the previous Rolls-Royce facility it
replaces and is located at Todd Shipyard, one
of the largest shipyards on the west coast and
a hub for cruise ships, container vessels and
factory trawlers.
In 2007, Rolls-Royce opened a facility at
Miramar, Florida for the cruise and yacht
industry, and later this year will begin operations
in Rio de Janeiro, Brazil, serving customers in
the South American market. In addition, the
Group opened a new operation in Mumbai,
India in 2008 and has recently expanded
facilities in Singapore, Rotterdam, Holland, and
Ulsteinvik, Norway.
Meanwhile, the most powerful offshore
vessel ever built the Far Samson, which
has been designed and equipped by Rolls-
Royce, entered service with Farstad Shipping
of Norway. Rolls-Royce developed the special
UT 761 CD design, working closely with the
ship owner. Far Samson has demonstrated
a continuous bollard pull of 423 t using all
available power and more than 377 t using the
main propulsion system.
Far Samson was built by STX Europe
Volume 7 Issue 1 Page 29
Machinery Repairs
Langsten, Norway and incorporates a wide
range of new technology. The vessel is
multifunctional and capable of carrying out
heavy ploughing operations for pipes and
cables on the seabed, as well as subsea
installation work in ultra deep water, towing,
remote underwater (ROV) and other challenging
New bearing wear
monitoring system
Kongsberg Maritime started delivery of its new
Bearing Wear Monitoring System (BWMS)
in March 2009 for a series of eleven new
vessels in production in China for Danish
shipping company TORM. The new engine
monitoring solution was ordered in February
2009 and will integrate with the K-Chief
500 automation solution already selected by
TORM for all 11 newbuilds.
The Kongsberg Maritime BWMS is designed
to monitor wear in bearings of large two
stroke diesel engines. It will provide an early
warning if any of the three crank-train bearings
(crosshead, crank and main bearings)
experience unexpected wear problems during
ship operation, which will enable the crew to
carry out preventative engine maintenance in
order to save downtime and ultimately, money.
The system is available as a stand-alone
solution or can be fully integrated with
the Kongsberg Maritime K-Chief 500 and
AutoChief C20 automation systems. In the
case of the TORM new build vessels, the
system will use the bearing wear monitoring
mimic in the K-Chief 500 to monitor the
wear and trending measurements, and a two
level alarm will be handled by the K-Chief
500 automation system also.
The new TORM vessels are powered by MAN
6S50ME-B Mk8 engines and the BWMS will be
installed by engine builder DMD in China. The
open infrastructure of the KONGSBERG BWMS
provides the opportunity to add additional
engine monitoring systems, such as bearing
temperature and cylinder liner temperature.
The Kongsberg Maritime new Bearing Wear
Monitoring System
Page 30 www.shiprepairjournal.com
subsea operations. It can cut trenches in the
seabed in water up to 1,000 m deep.
The vessel is 121.5 m long with a 26 m
beam, gross tonnage of 15,260 with a hull
strengthened to Ice Class 1B, and is capable
of more than 19 knots at top speed. A Rolls-
Royce propulsion system combining diesel
electric and diesel mechanical transmission
provides optimal operating flexibility, fuel
economy and minimum exhaust emissions.
Far Samson is powered by Rolls-Royce diesel
engines, which meet clean design class rules
and catalytic converters are also fitted to the
generator sets, giving a 95% nitrogen oxide
(NOx) reduction.
New MAN B&W
K80ME-C9 Engine
exceeds expectations
MAN Diesel has broadened its product
portfolio with the development of its new, Type
K80ME-C9 two-stroke, low-speed engine.
The ME-C9 engine recently passed the final
milestone on its way to commercial applications
in the marine sector with a successful Type
Approval Test (TAT). The first production version
of the MAN B&W-branded engine successfully
completed its TAT programme at Hyundais
(HHI-EMD) works in Ulsan, Korea. HHI-EMDs
two-stroke engine assembly and test shop
#2 was the venue for the test and hosted
representatives from the shipyard, ship owner
and leading Classification Societies.
The MAN B&W 7K80ME-C9 engine
develops 31,710 kW at 104 rev/min and
is destined for a vessel operated by the A P
Mller Mrsk group that also includes Waste
Heat Recovery technology. The ME-C9 engine
enhances the green credentials of the same
vessel that can also boast of a highly efficient
waste-heat recovery system. The engine is
the first of four large-bore, Mk. 9 engines, all
displaying high power density, and due for
production during 2009.
The four engines are based on the
well-proven technology of MAN Diesels
mechanical MC and MC-C engine ranges.
Broadly speaking, the ME-concept represents
an upgrade of the mechanical engines with
electronic controls that provide improved,
operational economy and flexibility, better
manoeuvrability and easier overhauls.
The list of advantages inherent to the ME-C9
range is comprehensive and includes:
20% higher power density
differentiated distances between cylinders to
aid compactness and maintain overall weight
integrated scavenge air receivers and cylinder
frame
weight-optimised connection rods
low-friction crosshead
fuel system with new servo pressure from 200
to 300 bars where it has been possible to
reduce component size
Meanwhile, Dalian Maritime University (DMU),
the renowned Chinese institution, has chosen
an MAN B&W 5S35ME-B9 engine for its
maritime laboratory. DMU has selected MAN
Diesels cutting-edge, electronic ME-B engine
to strengthen the practical tuition of its student
body. The university will thus establish a fully
functional, shore-based engine room at its
Dalian campus. DMUs maritime science
faculty consists of a training dock and over 40
laboratories for teaching, training and research.
The universitys modern array of equipment
includes a full mission ship-handling simulator
and an engine-room simulator. DMU also
owns and operates a 10,000-dwt ocean-going
training vessel that is powered by a MAN B&W
7S35MC engine and a MAN Diesel Alpha CP
propeller. The engine will be built in Korea by
MAN Diesel licensee STX Engine Co., Ltd.
logistical and capacity issues in the Chinese
market meant that a domestic builder could not
be sourced. In this respect, the Dalian offices of
MAN Diesel and STX showed great cooperation
in smoothing the path for setting up the deal.
MAN Diesel will offer support to the new
venture with both technical and commercial
backing. Ultimately, the new engine will
enhance knowledge of the companys
technology within the Chinese maritime
community. DMU is one of Chinas largest,
maritime universities and is the only key
maritime institute that operates under the
patronage of the Peoples Republic of Chinas
Ministry of Communications. DMU enjoys a
Dalian Maritime University has selected a
MAN B&W 5S35ME-B9 engine for its maritime
laboratory.
Machinery Repairs
glowing reputation internationally as a centre
of excellence for maritime education and
training, and has been recognised as such
by the International Maritime Organisation
(IMO). The universitys origins can be traced
back to the early 20th century. DMU formally
came into being in 1953 through the merger
of three regional, nautical institutes. Since then,
DMU has educated and trained nearly 50,000
students, many of whom play essential roles
in maritime life within and outside of China.
Each year, the university receives 600 students
for its Bachelor of Marine Engineering course
plus 1,500 students for the Diploma course.
DMU also accepts 1,200 domestic and foreign
marine engineers annually that take post-
graduate courses on their path to becoming
chief engineers. DMUs current student
population is currently c. 17,000.
First 40-bore electronic
engine (ME-B)
seesservice
MAN Diesels first S40ME-B electronic engine
has entered service. Yielding 6,810 kW at 146
rpm and a mep of 21 bar, the new engine was
built by STX in Korea and is one of six ordered
by Intership Navigation of Cyprus to power a
series of vessels.
The ME-B engine is the prime mover
aboard the Pacific Adventure, a multi-purpose
vessel built at HuangHai shipyard in China.
The newbuilding recently passed its sea-trials
successfully. The market requirement for the
lowest possible propeller speed in relation
to bore size has led to the new ME-B engine
having a stroke/bore ratio of 4.4. In turn,
The Pacific Adventure
Page 32 www.shiprepairjournal.com
the new engine has an increased maximum
cylinder pressure, giving rise to an improved
fuel consumption that is 2 g/kWh lower than
existing, small-bore engines. Thanks to the
electronic control of the engines parameters,
the ME-B is also well-equipped to meet the new
Tier-II emission requirements.
The ME-B concept MAN Diesel introduced the
ME-B concept in mid-2006 with the small-bore
S35ME-B and S40ME-B MAN B&W engine
designs. It subsequently expanded the series
in early 2007 with the launch of the S50ME-B
MAN B&W engine design, with the result that
the entire ME-B programme now boasts a total
output range from 2,975 kW to 16,020 kW. The
economical ME-B design utilises a camshaft-
operated exhaust valve and an electronically
controlled fuel-injection system. This fuel injection
makes the new ME-B engines particularly well-
equipped to meet Tier-II emission requirements,
and is an efficient way of managing current
environmental, emission requirements. As with
the larger MAN B&W ME-engines, the Alpha
Lubricator comes as standard with all ME-B
engines, ensuring a very low, cylinder lubricating-
oil consumption. In summary, the ME-B series
offers optimal engine performance in powerful,
economic and future-oriented diesel engines,
ensuring that they will remain market leaders for
decades to come. Based on well-proven diesel
technology, the ME-B series provides engines
geared to market requirements for:
electronic fuel-injection control
reliability
longer time between overhauls
better vessel manoeuvrability
very low life-cycle costs
The ME-B range now offers 35-, 40-, 46-, 50-
and 60-cm models in the smaller bore range,
while MAN Diesels ME-C concept covers the
medium- to large-bore segment of the market.
MAN Diesel
turbochargers enable
IMO Tier II compliance
The Business Unit Turbocharger at MAN Diesel
has recently announced that its complete ranges
of TCA axial and TCR radial turbochargers are
available for both two and four-stroke engines
complying with IMO Tier II emissions legislation.
Indeed, the Augsburg-based engine and
turbocharger specialist stresses the requirements
of IMO Tier II engines were designed into the
TCA and TCR turbochargers from the first.
Importantly, to eliminate additional work for
engine builders, the new, higher performance
IMO Tier II turbocharger versions from MAN
Diesel retain the same external and connection
dimensions as versions for IMO Tier I compliant
engines. In this way, no changes are needed
to the existing turbocharger mounting
arrangement when upgrading an ongoing
engine series to IMO Tier II compliance.
The major change with the IMO Tier II
versions of TCA and TCR turbochargers has
been to increase pressure ratios to enable
Miller cycles of varying intensity as a means of
substantially reducing the formation of oxides
of nitrogen (NOx). On four-stroke engines this
involves closing the inlet valve early to allow
the incoming air to expand and cool and thus
eliminate the combustion temperature peaks
responsible for the majority of NOx formation.
On low-speed, two-stroke engines the same
effect is achieved by reduction of compression
volume, increased scavenging air pressure and
late closing of the exhaust valve, in some cases
combined with optimisation of the fuel system.
Higher pressure turbocharging ensures that an
equivalent amount of air enters the cylinder,
thus leaving engine power, torque and response
unaffected. For two-stroke engine applications
MAN Diesel reports that the necessary increase
in pressure ratio is achieved exclusively via
minor changes to the internal flow components
of the turbochargers. On the four-stroke side,
the new high-pressure turbocharger versions
feature a revised design of compressor wheel
with enhanced performance, as well as a
number of further internal revisions.
Shaft wear solutions
prove satisfactory
During the February 2009 dry-docking of
the 1981-built Push Boat Veerhaven V it was
discovered that the vessel has logged over an
 Machinery Repairs
astonishing 204,000 running hours on two
of its three closed water-lubricated stern-tube
system without ever changing its propeller shaft
bearings, shafts or shaft sleeves.
According to the Technical Department of
ThyssenKrupp Veerhaven B.V., all the Maprom
demountable rubber stave bearings (except for
the Port A bracket bearing, which was replaced
due to damage in 1992) and their Maprom
NCB hard coated tail shaft liners have never
have been replaced. During this dry-docking the
measured clearance between bearings and shaft
liners, after 28 years of continuous operation,
has been recorded to be max. 2.80 mm.
The Maprom recommended change out
clearance for these applications with shaft liner
dimensions of 240 mm is maximised at 4.90 The Veerhaven V on the slipway for repairs
mm. Based on this, the Technical Department decided not to pull the shaft or to replace the than other systems available on the market.
of ThyssenKrupp Veerhaven, decided not to perfect operating bearings and shaft liners. E.g. ships sailing with oil or grease lubricated
renovate the propeller shaft installation and thus In fact the shafts only have been pulled one time propeller shaft systems need to be docked when
Stretching the astonishing 204,000 running in its 28 years of existence in order to change from aft seals malfunction.
hours day by day to even higher record levels. conventional installed stuffing boxes to Maprom ThyssenKrupp Veerhaven B.V. is a long term
No shaft withdrawal: All river push boats GS shaft seal. During the February 2009 dry- customer of Maprom Engineerings water
of Veerhaven comply with classification rules docking, engines have been overhauled, propellers lubricated sterntube systems. On all of the
of Dutch Scheepvaart inspectie, according to balanced and all three nozzles have been replaced Veerhaven operated River push boats, they
which no shafts have to be withdrawn for class by new ones without removing the propeller shafts. exclusively operate with Maprom designed/
inspection every five years. As the over shaft If well maintained Maprom systems often supplied closed water lubricated propeller shaft
clearance is still within acceptable limits it was operate much longer and/or give less problems installations. SRJ

Volume 7 Issue 1 Page 33

 Paints & Coatings
NACE Serves the
International Maritime
Industry
By Johnny Eliasson
Manager/Materials Protection
Stolt Parcel Tankers Division
The background to NACE follows IMOs the
introduction of Protective Coatings Performance
Standard (PSPC) for ballast tank coatings on
ships (MSC215[82]), which came into force
under the Safety of Life at Sea (SOLAS Reg 3-2,
as MSC216[82]) as of 1 July 2008. It applies
to all ships contracted after that date, and has
in fact been in force for all ships built under the
Common Structural Rules (CSR) of the International
Association of Classification Societies (IACS)
contracted since December 2006.
This particular regulation is mandatory. It was
in fact supported by the industry represented
by non-governmental organisations (NGOs)
on behalf of ship owners, classification
societies, major oil companies, ship builders,
and painting companies. Hence, the PSPC for
ballast tanks was widely approved and jointly
developed by the industry under the watchful
eyes of IMO.
Members of the shipbuilding and marine
industries were eager to have a clearly
described PSPC, but there are some ambiguities
and some issues that are open for interpretation
in the document produced. Another issue is
that IMO always allows equivalency, since it
wants to avoid monopolies and does not want
to impede evolution and improvements. This
makes it important to properly handle all issue
of equivalency in a professional manner to
avoid confusion and future conflicts.
NACE International addressed the issue
of salt measuring devices and developed a
standard by which candidate methods can show
equivalency to ISO 8502-9 (the Bresle method),
which otherwise would have been the only
allowable method by which to take such salt
measurements worldwide.
Equivalence, according to Websters
Dictionary, means virtually identical.
Therefore, equivalence does not mean
the same but an item or process may
not deviate far to be equivalent. In
documents from IMO (Rec. A798),6 etc.,
there is an undertone that an equivalent
is expected to be at least as good as (or
better than) what it replaces.
Page 34 www.shiprepairjournal.com
Considerations Establishing
Equivalency
The first step in evaluating equivalence must be
to fully investigate and understand the aspect
or tool that is the target for equivalency. Only
when the target is well defined and understood
can the issue of what is or can be equivalent,
be established.
Dealing with international regulations it is not
wise to take the issue of equivalence lightly
imagine the possible consequences if someone
declares a process or tool equivalent and it later
can be shown that it in fact was not. If ships
then have suffered damage as the result the
ensuing legal battles could easily become less
than pleasant.
When NACE International began the task of
developing a standard practice to enable new
tools and methods to show equivalency to ISO
8502-9 it followed the very stringent processes
and procedures that such standards involve at
that organisation.
The process is transparent and open. This
very public process guarantees that the issue
is vetted, tested, and corrected before the final
result is issued. The standard must pass a ballot
on which any NACE member (20,000 plus)
may comment, ask for changes, and vote for
or against. Non-members of NACE may also
vote and comment as part of the NACE process,
accredited by the American National Standards
Institute (ANSI).7 This public, transparent process
is designed to ensure quality and non-bias.
A Task Group (TG 392) was established,
and the first task that the group had to face
was to define the meaning of equivalence to
ISO 8502-9. That was agreed by the group
at an open meeting at a NACE International
annual conference, in March 2008, namely
at CORROSION 2008, in New Orleans,
Louisiana, USA.
The Foreword of the standard thus reads:
The definition of equivalence as used in this
standard is an alternative tool, method, or
procedure that predictably and reliably provides
the same measurement values as testing in full
accordance with ISO 8502-9 would provide
under the same circumstances, i.e., that
measures the total salt contamination amount
at an extraction rate equal to the method given
in ISO 8502-9, and presents the result as total
surface density of the salts as described in ISO
8502-9, expression of results, and accuracy of
the determination.
In order to understand the ISO 8502-9,
its strong points, and its weaknesses, in other
words to define what the equivalent methods
or processes had to be, the same or better
than, the task group (TG) first studied the ISO
standard in great detail.
Dealing with
international
regulations it is not
wise to take the issue
of equivalence lightly
imagine the possible
consequences if
someone declares
a process or tool
equivalent and it later
can be shown that
it in fact was not.
If ships then have
suffered damage as
the result the ensuing
legal battles could
easily become less
than pleasant.
It soon became clear that the requirements
for use of ISO 8502-9 in the MSC.215(82)
IMO PSPC standard were not as well defined
as first thought; there were in fact parameters
that were not clearly defined, that allowed for
variations in the application of the ISO 8502-9
standard. One such issue was the dwell time:
the time the water in the patch was exposed to
the surface.
According to ISO 8502-9, the dwell time
shall be agreed upon by the involved parties.
This is, however, not a sufficiently rigorous
definition for a repeatable equivalence protocol.
Therefore, the first step was to define how and
which practical method within the ISO 8502-9
was to be the base line for equivalence.
Research by members of the TG established
that with a dwell time below 60 seconds small
errors in dwell time caused large swings in the
test results. But with a dwell time at 90 seconds
or above, the Bresle patch extraction is over
 Paints & Coatings
international effort put into this work. The task
group developing this standard practice was
truly international with participants from Europe,
the USA, and Japan working together to ensure
a balanced representation of the international
shipbuilding and shipping industry.
The task force was also enhanced by
the inclusion of very renown experts in the
field on salt contamination measuring.
The precipitated method is included in the
appendix of the new standard.
The standard practice does not in any way
discriminate between alternative products,
technologies, or approaches to matching
the results of ISO 8502-9. The purpose of
the standard is to create an opportunity for
This salt measuring strip uses the same
technologies that give home pregnancy and Model SSM-21P Surface SalinityMeter
glucose tests easy operation and fast test times.
80% complete, the influence of errors in dwell
time is diminished, and as a consequence the
variability of the measurement is half of what it
is below 60 seconds dwell time. Therefore, a
dwell time of 90 seconds was adopted.
The process in ISO 8502-9 also describes
the transfer of the salt-contaminated liquid
from the patch to be put into beakers, followed
by conductivity reading, again increasing the
uncertainty and the possibility of errors. The
most common process used in the industry is in
fact thought to take direct conductivity readings
which reduces the risk of errors.
By going through the ISO8502-9 in detail
in this manner the Task Group developed a
superior understanding of it, and a well defined
method or procedure to use ISO 8502-9 was
precipitated, founded on the most common
way the standard is in fact used, and with clear
parameters defined such that the degree of
variation in measurements is minimised.
This practical ISO 8502-9 method was then
tested, modified, and validated by several
layers of testing. These tests were conducted
both in Asia and in the USA, just to show the

Volume 7 Issue 1 Page 35

Paints & Coatings
that is not clear is stripe coating by brush or
roller an issue that has been considered many
times at IMO and still is not fully agreed clear,
then we have the volume of reporting required
in the Coating Technical File (CTF), the extent
of quality control at the shop priming plant, and
more issues.
NACE can also provide a forum and
structure to help with the creation of a testing
protocol for cargo tank coatings for crude
oil tankers (in an upcoming IMO PSPC). The
IMO correspondence group working on that
standard failed to reach an agreement on this,
and it has now become an urgent matter.

Conclusion
The issue of equivalence in the IMO PSPC is
something that the industry is well advised to
take seriously. NACE International has shown
This is a third tool seen here applied to an actual block in a to have the structure in place to handle these
Shipyard location real life situation. This tool has also be issues well, and is ready to step up to the table.
tested and shown to be equivalent to ISO 8502-9 The new ISO 8502-9 equivalence standard,
many different approaches to be evaluated Which of these tools and methods, and what NACE SP0508-2008, is available from the
for equivalence to ISO 8502-9 in a consistent others are being developed as we speak that NACE International Store at www.nace.org for
and scientifically rigorous test of their analytical the authors are not aware off, that the market complimentary download by NACE members,
capabilities using test samples relevant to will decide are the most useful is not possible or for purchase by credit card at list price.
shipbuilders. Then shipbuilders and other to predict at this time. We assume that the
interested parties have the flexibility to choose most suited solution will also depend on the
solution/s they prefer for their particular application, surface, frequency of measurements Marineline presents
needs and situation, confident that they can and many other factors. It might very well be the
still meet the requirements of the IMO PSPC. case that there will be many equivalent solutions Green Technology
The important issue is that whatever tool they used on the market in the future.
choose to use, that has been qualified using this There are number of other issues that would US-based Advanced Polymer Coatings
new NACE standard, will give the same value benefit from being better defined one is the recently presented the green technology of
of salt as would have been the case using the equivalence of an inhibitor-free zinc silicate the MarineLine tank lining system, developed
Bresle patch as per ISO 8502-9. Hence, all shop primer; another is equivalence of the to protect maritime chemical tankers and their
tools qualified will show the same value under testing protocol in the appendix, a third one cargos. Green products, based on sound
the same circumstances. But, it is not for NACE
International to opinionate on which particular Intersleek on the ferry Majestic
method or tool that anyone should use. That is
for the market to do!
It is worth noting here that there is nothing
in the IMO standard that require certification
of equivalence. In order to avoid future
interpretation issues and risks it is wise to
have the equivalency well documented, and
this standard provides for that, including the
documents and reports that should accompany
the statement of equivalence issued by the
manufacturer. The important aspect to note
here is that the test is reproducible and can
be repeated by anyone who doubts, and if it
is shown that a particular manufacturer had
been less than honest, that manufacturer
faces a significant risk! Hence, the chance of
falsification and cheating is small thanks to the
open process at NACE. How the equivalence
is defined is out in the open for all to see this
removes doubt, and establishes trust, two very
important aspects.
Page 36 www.shiprepairjournal.com
 Paints & Coatings
environmental policies, are becoming an important component in how
companies do business today.
MarineLine coatings technology is formulated on a tightly knit, cross-linked
organic-inorganic polymer structure, that when heat cured, creates a nearly
impermeable barrier. The coating resists chemical attack from a wide range
of aggressive cargoes and assures product purity from port to port, virtually
eliminating tainted cargoes from being discarded, a problem that can occur
with conventional epoxy coatings. This is a real plus for the environment.
Shipowners and chemical companies specify MarineLine as the cargo
tank lining of choice for all types of aggressive chemical cargos, CPPs,
and edible oils. In addition to the chemical resistance performance,
the extremely smooth, hard, slick surface of MarineLine makes tank
cleaning an easy process. During port changeover, no extensive cleaning
chemicals are needed to wash the tank walls, thus greatly reducing the
use of cleaning chemicals, requiring less fuel consumption for cleaning
equipment, and lowering emissions, all excellent green advantages.
Faster cleaning also leads to prompt turnaround, so chemical carriers can
go back into service quickly, maximising the usage of the vessels, another
green concept.
MarineLine, which is sometimes referred to as liquid stainless steel,
is coated directly onto the carbon steel substrate of the ships tanks. This
replaces the need to fabricate tanks made of stainless steel that can
be very costly. It is estimated by APC that a carbon steel tank coated
with MarineLine cost less than one-sixth of the price for an equivalent
tank fabricated in stainless steel, thus further preserving resources of the
shipowner and shipyard, an additional green benefit.

Intersleek coating for GNV vessels

Italys Grandi Navi Veloci (GNV), one of the leading cruise/ferries
operators in the Mediterranean has converted all vessels at maintenance
and repair drydocking to the biocide free, foul release system, Intersleek.
The conversion process began in 2005 with the application of Intersleek
700, a silicone based foul release system, on the 32,700 grt, 23 knot
cruise ferry Majestic. Since then another four vessels, the Fantastic,
Splendid, Excellent and Excelsior have all been coated with Intersleek 700.
In January 2009, after 40 months service in one of the worlds most
severe fouling environments, the Majestic drydocked in Ente Bacini
Shipyard, Genoa. The hull was described as being in excellent condition,
smooth, glossy and with minimal mechanical damage. In fact only 30
litres of Intersleek was required for touch-up on the bow before the vessel
returned to service.
Bruno Dionisi, GNV Technical Consultant, commenting on the
performance of Intersleek on the Majestic said, On average this
product provides undisputed advantages which, in our case, are
represented by a bunker saving of around 6 7%, a significant
reduction in time spent in dry dock and hull washing costs and, most of
all, an overall saving on the complete economic paint scheme which
can be evaluated at around 100,000.
Even before the Majestic returned to drydock, proven fleet fuel savings
had already influenced GNVs decision to further maximise operational
benefit and upgrade from Intersleek 700 by coating a further two vessels
in the fleet, the La Superba and La Suprema, with Intersleek 900, the
fluoropolymer based system offering the very latest advances in foul
release technology. The La Superba, completed in March 2007 is the
largest cruise ferry in the world and was the first vessel in Italy to be
coated with Intersleek 900. Smoother, tougher and with better foul release
capabilities than its silicone based predecessor, Intersleek 900 has now
been applied on over 50 passenger vessels worldwide.
Volume 7 Issue 1 Page 37
Paints & Coatings
Hempels Hempadur Quattro
New anticorrosive
epoxy coating and anti-
fouling from Hempel
The new universal primer, Hempadur Quattro,
is the first anticorrosive coating in a new epoxy
category Universal Epoxy. Officially launched
during April, Hempadur Quattro is suitable
for a wide range of surfaces and offers a year-
round application window. And it has now
been type-approved in accordance with IMO/
PSPC rules for ballast tanks which call for 15-
year protection.
With Hempadur Quattro, Hempel has
created a new Universal Epoxy with a high solid
content that covers more m2/litre than standard
coatings, and has a better anticorrosive
performance. It can be applied to almost any
surface, greatly simplifying the specifications,
and so reducing costs, on large coating
projects. Says Kim Scheibel, Commercial
Project Manager at Hempel: With Hempadur
Quattro, weve developed a coating that has
many applications and uses. It offers better
protection from corrosion than its predecessors,
and offers value for money and a good return
on investment for customers.
Suitable for application 365 days a year
Hempels fourth-generation universal primer
solution, Hempadur Quattro has already been
field-tested in South Korea. Results show that
it can be applied in temperatures from 40C
to -10C, and this wide range means it can be
applied at any time of the year almost anywhere
Page 38 www.shiprepairjournal.com
in the world. It also protects an extensive range
of surfaces and structures, from ballast tanks
and underwater hulls on vessels to offshore oil
platforms and other structures. This combination
of year-round application and universal coating
can save customers time and money on
anticorrosive protection.
For example, coating a ships hull with a
Hempadur Quattro specification instead of a
standard coating mix can decrease application
time by 24 hours at 0C. Meeting ISO/PSPC
regulations new IMO/PSPC rules call for 15-
year protection for ballast tanks. And because
Hempadur Quattro can meet these demands,
it gives shipowners and shipyards a simple,
cost-effective way of conforming to the new
rules. Hempadur Quattro also has a high
solid content, so applying it to many areas of a
structure or vessel limits the amount of volatile
organic compounds (VOCs) released into the
environment. Using Hempadur Quattro instead
of a standard coating mix on the ballast tanks
(250,000 m2) of a VLCC, for example, can
reduce VOCs by four tons or more.
Meanwhile, Hempel has also launched
Hempasil X3, which is an innovative new
coating for ships hulls that can save shipowners
thousands of dollars in fuel bills and drastically
cut the amount of CO2 released into the
environment and it has now won a prestigious
award for outstanding product development
and innovation.
Hempasil X3, the new antifouling coating
developed by Denmark-based Hempel, has
won Ingenirens Product Award 2009. The
prize is given by Ingeniren, a magazine
published by the Danish Society of Engineers, to
new Danish products that demonstrate a clear
market focus with outstanding technological
innovation. We are extremely proud of this
award, says Martin Wiese, Hempels Group
Vice President R&D. Its the result of a clear
development strategy that encourages direct
collaboration between our Marketing and
R&D departments to ensure that our R&D
focuses directly on customer needs. More and
more customers demand products that lower
operating costs and help reduce the impact of
their activities on the environment. Hempasil X3
does both these things. Our creative product
engineers have taken an exciting idea and
created a product with incredible economic and
environmental potential.
Hempasil X3 is Hempels third-generation
fouling release coating system and uses
pioneering hydrogel technology to stop fouling
organisms (from biological slime and seaweed
to barnacles) from attaching to a ships hull.
The hydrogel fools the organisms into thinking
the ships hull is liquid, essentially rendering the
hull invisible so they dont attach. This keeps the
hull smooth and reduces drag in the water. As a
result, Hempasil X3 can guarantee fuel savings
of between four and eight per cent in the first
year of use, depending on the vessel type.
Hempel supplies SeaTrend software as standard
with Hempasil X3 to enable shipowners to
measure the fuel-saving effects for themselves.
Hempasil X3 has the potential to save the
world from millions of tonnes of CO2 each year,
because less fuel means an equivalent reduction
in CO2 emissions from vessels. Imagine
Hempasil X3 was applied to the entire world
fleet. Potentially, it could save the world from
90m t of CO2 a year, the same amount of CO2
emitted from Greece, says Torben Rasmussen,
Group Product Manager at Hempel.
Based on hydrogel silicone, Hempasil X3 is
designed for vessel speeds down to 8 knots and
vessels operating at low activity. The hydrogel is
made up of a network of water-insoluble, super-
absorbent polymer chains, and these form
a microlayer between the solid silicone and
the seawater. Due to the high water content,
the hydrogel appears as liquid to fouling
organisms, making the hull invisible.
Proof of durability for
Ecospeed
At the beginning of 2009 owner Interscan
Schiffahrtsgesellschaft mbHs 3,086 dwt general
cargo vessel Patriot came into drydock in
Wewelsfleth, Germany to have four new inserts
installed after an unfortunate grounding. At
Paints & Coatings
that point the vessel had been sailing with an
Ecospeed protective coating in the Baltic area
for three and a half years and needed only
minor touch ups to its coating.
Patriot is an ice going general cargo vessel that
trades mostly in the Baltic area and more specific
between Finland, where it passes through the
Saimaa canal that connects the Gulf of Finland
with Lake Saimaa, and Sweden. For a period
of up to four months per year large parts of the
waters in this area are frozen and the vessels
underwater hull almost constantly has to undergo
the impact of large pieces of floating ice.
The vessel sometimes leaves its standard
route to sail to the United Kingdom or even the
much warmer waters surrounding Spain. This
transition has no effect on the Ecospeed coating
whatsoever and after three winters the vessel
has suffered no degradation in hull protection
nor any loss of performance as is common for
ships sailing similar routes with other coatings.
When the vessel came into drydock three
and a half years after being coated it presented
Subsea Industries with the perfect occasion to
give everyone interested the opportunity to see
first-hand the advantages Ecospeed can give
The Patriot in Drydock
Page 40 www.shiprepairjournal.com
to ship owners. Those who took the company
up on this invitation to visit the vessel during
the drydocking could clearly see that besides a
few touch ups, covering only 0.1% of the total
surface and requiring less than 5 l of paint,
only the new inserts had to be coated. No new
paint layers were required on the rest of the
underwater hull. The touch up area was situated
primarily at the sides of the vessel. The damage
mainly occurred during the passing of locks of
the Saimaa canal where the vessel only has a
margin of a few centimetres on each side.
Fuel saving using Sigma
Hollands PPG Protective Coatings is promising
fuel efficiency savings of between 2% and 5%
for its new generation of fouling release marine
paints and says shipyards can share the benefits
of their products faster application times. The
company is offering a choice of two premium
systems; SylAdvance 800 is a co-biocide silyl
acrylate antifouling and SigmaGlide 900, which
is totally biocide-free. Both come with green
credentials which the company says translate
into tangible cost savings.
SylAdvance 800 is designed to give consistent,
linear fouling release over its operational life
and provide effective self-polishing, the result of
exhaustive shipboard and static tests of a new
delivery system, according to technical sales and
support manager Steve Riley.
Test patching of bulk carriers, tankers and
containerships trading worldwide in a variety
of marine environments has been followed
by complete applications on 37 vessels over
two years. The result was enough to gain an
endorsement from V.Ships that the use of SA800
on the containership CSCL Qingdao was able
to deliver fuel savings of 2.5%.
The environmental advantages extend to its
application, given that the paint is tin-free and
has high volume solids and thus reduced VOC
emissions. Mr Riley says a two-coat application
will provide continuous protection for 60
months and can provide fuel savings up to 3%
based on normal operating activity.
SigmaGlide 990 is the latest iteration of the
biocide-free range and PPG is promising fuel
savings of 5% from full bare steel applications,
thanks to the systems low surface energy and
hydrophobic properties. Product manager
Sijmon Visser said Sigma would pay out on
a sliding scale if owners did not see savings
over a maximum of two years. He estimated
SG990 was designed to provide decreased
power demand in the order of 2.5% for an LNG
carrier and up to 10% for a containership.
Sigma has outfitted its previous system on
some 150 fast, slow and static vessels including
20 ships for AP Moller Maersk with satisfactory
results and says SigmaGlide is as effective on
static hulls such as FPSOs as it is on fast moving
ships. Short run, high speed ferries have had
a seven year service interval, though five is the
average, he said.
The company is still testing complete
effectiveness in overcoating applications but has
completed fast turnaround work in repair yards,
reducing the potential length of dry-docking,
something it accepts, might not at first be
appreciated by repair yards.
For Maersk, PPG completed a SigmaGlide
890 repair in seven days rather than the 12
they were expecting, which gave them time and
cost savings. Mr Riley accepts that yards might
think Sigma is reducing their earning power, but
urges them to think creatively.
Its the glass half-full principle. We are
proposing a system that takes less time to apply
and could last five years. For the shipyard,
that suggests they wont earn as much but the
smarter ones have already realised thats an
opportunity to get more ships in and out faster
and earn more in the long run. SRJ
 Underwater Repairs
A team of UWSC divers return to Singapore
UWSC
Singapores Underwater Shipcare Pte
Ltd (UWSC) is an independent company
specialising in the provision of underwater
diving services to the shipping industry in South
East Asia. UWSC also has an association with
eighty-six diving stations strategically located in
all main shipping ports of the world to provide
a round-the clock, round-the-world underwater
service from a single source.
The majority of the work is carried out using
The Jet Edge Versacutter system
Page 42 www.shiprepairjournal.com
the scamper system. The scamper hull cleaning
machine has been specially developed to
remove marine growth without damaging the
all important paint surfaces underneath.
Underwater propeller polishing and
maintaining smooth propeller surfaces are now
fully appreciated, but propellers do foul up and
for this we use our multigrade non abrasive
polishing system. This system can polish blades
surface down to and better than one micron
C.L.A. which equates to a Rupert A on the
Rupert Comparator.
From time to time, sea valves give trouble and
when it does happen, it is not always convenient
to wait until the next drydocking. It is therefore,
essential that sea valves can be opened while
the vessel remains afloat. For this, we use our
own specially made to measure blanks that fit
over the sea chests and overboard discharges.
When the blanks are secured in place, this
then enables the inboard crew to maintain or
replace the sea valves as necessary. Cofferdams
have been developed and approved by
the Classification services for carrying out
permanent repairs to shell plating underwater.
On completion of any underwater operation, a
detailed photographic report is always submitted.
Jet Edge celebrates
25th Anniversary
US-based Jet Edge, Inc., a leading
manufacturer of industrial waterjet cutting and
surface preparation systems, is celebrating
its 25th anniversary in the waterjet industry in
2009. Jet Edge entered the waterjet industry in
1984 as a manufacturer of 55,000 psi waterjet
intensifier pumps for precision water jet cutting
and 36,000 psi waterjet pumps and portable
equipment for mobile waterjet cutting, cleaning
and surface preparation applications. Jet Edge
began manufacturing precision waterjet cutting
tables in 1998. In 2007, it became one of the
first waterjet manufacturers to offer a 90,000
psi waterjet intensifier pump, which increases
productivity by 40-50% for many materials and
reduces operating costs by as much as 40%.
Underwater Repairs
Jet Edge waterjet systems are used around
the world by a wide variety of industries,
including aerospace and defence, automotive,
petrochemical, energy and general
manufacturing. Jet Edge precision waterjets cut
virtually any material, from metals and stone to
carpet, foam and even food. Jet Edges waterjet
surface preparation tools are used for paint,
coatings and corrosion removal, and Jet Edge
mobile waterjet cutters are primarily used to cut
pipelines, steel reinforced concrete, reactor vessels
and fabricated metal structures. They are ideal for
cutting where flames and heat are restricted.
Jet Edges success over the past 25 years
can be attributed to our phenomenal customer
loyalty and our company-wide dedication to
providing quality products and outstanding
customer support, said Jude Lague, Jet Edge
president. We are very proud of the fact that
97% of our customers say they would buy from
Jet Edge again. That speaks volumes of our
products and our employees.
Meanwhile, Jet Edge has introduced its new
Hydraulic Versacutter portable waterjet cutting
and bevelling system. The Jet Edge Hydraulic
Versacutter is a hydraulically controlled mobile
waterjet system that moves along rigid or flexible
track to cut flat or curved surfaces. It cuts with
a 4,100 bar abrasive waterjet. The Versacutter
is ideal for cutting pipelines, steel reinforced
concrete, reactor vessels and fabricated metal
structures. It cuts without flames and does not
generate heat.
Hydrex cold straightening machine
for the repair of propeller blades
Page 44 www.shiprepairjournal.com
This makes it possible for operators to cut
in areas where flames are restricted. It also
eliminates heat-affected zones. Jet Edges
Hydraulic Versacutter water jet system is
powered by Jet Edges 4,100 bar waterjet
intensifier pumps, which are available in electric
or diesel models up to 280 HP.
Thruster repair afloat in
Den Helder
When a military operations vessel experienced
a failure in the feedback system of one of its
thrusters, we mobilised a team to Den Helder,
the Netherlands, to perform the necessary
repairs afloat with the use of our flexible
mobdocks. These lightweight flexible mobdocks
are easy to transport and are used to close
off the thruster tunnel on both sides, allowing
our divers to empty all water from the room
and create a dry environment around the
unit. In this way the required operation can
be performed underwater in dry conditions,
whether it entails the removal or installation
of an entire unit or, as was the case with the
operation described in this article, repair work
on a specific part.
While on its way to Den Helder, a breakdown
occurred in the feedback system that specifies
the position of the vessels bow thruster blades.
This indicated a problem with the feedback rod
located in the gearbox. Because the ship had just
left the shipyard after a big structural operation
had been performed, keeping the ships schedule
was essential and Hydrex was contacted by the
customer and asked to find a solution which
would avoid the need to drydock again.
The repair started with the installation of the
flexible mobdocks and emptying of all water
from the thruster tunnel. The bolts securing
the cover of the gearbox were then removed
and two of them were replaced by threaded
bars. This enabled our divers to push back the
hood while keeping it in the correct position. A
video inspection revealed that the feedback rod
had broken off and so a replacement rod was
acquired and brought inside the tunnel where
it was installed. The cover was then slid back
into place and secured again. Tests confirmed
the repair to be successful and the flexible
mobdocks were removed.
Thanks to the very pleasant and smooth
cooperation with the crew of the ship, the
manufacturer of the thruster and all other
parties involved, the operation was carried out
swiftly. By using the mobdocks the customer
was able to have the damage repaired without
the removal of the thruster. This allowed him to
keep his vessel out of drydock and maintain the
sailing schedule
Meanwhile, Hydrex recently used its latest cold
straightening machine to repair the propeller
blade of a container vessel in Rotterdam that
was bent more than 60 degrees towards the
Underwater Repairs
pressure side. The Hydrex cold straightening
procedure has been in use for quite some time
now but the companys research department
has been looking into ways to expand the
technique even further to improve the offered
services. This has led to the development of a
new model of the straightening machine, which
is compatible with the existing model and is used
to restore more severely bent propeller blades to
their original condition.
When an inspection revealed one of the
propeller blades to be seriously bent, the owners
of the container vessel contacted Hydrex. The
damage prevented the motor from achieving
its normal capacity and decreased the ships
efficiency by around 10%, a problem which
until recently could only be fixed by cropping the
damaged area.
A Hydrex team attended the ship where an
inspection of the blade showed that fortunately no
surface cracking had taken place. Based on the
results obtained by the survey, a feasibility study
was done in consultation with an Aegir Marine
Propulsion Systems engineer and a proposal was
offered to the customer and duly accepted.
After the necessary calculations had been
made, the blade was straightened back to its
original position, taking care not to create any
cracks as the blade already had suffered a great
deal of stress.
Thanks to the trained Hydrex diver/technicians
who have experience in making decisions on site
and the close co-operation with Aegir Marine,
the team was able to leave the ship again only
10 hrs after arriving at the location, causing no
delay for the vessel. According to the satisfied
customer the ship is now running the same as
before the damage and without any unusual
vibration or over-consumption or overheating of
the main engine.
The patched Nybo alongside the
pier at Vads (photo Geir Birkely)
Page 48 www.shiprepairjournal.com
Patch saves catch
Miko patches came to the rescue when
the 60m stern trawler Nybo was struck by
another trawler whilst at anchor at Vads in the
Varanger Fjord, Norway. The early morning
collision resulted in the Nybo sustaining a 3 m
x 40 cm gash in its hull through which water
began pouring into a hold containing 180 tons
of freshly caught and frozen fish.
For a while the vessel looked in danger of
sinking but it was successfully brought alongside
a pier without injury. Crew from the Norwegian
Coastguard vessel, KV Farm then used two Miko
magnetic plasters from its emergency Tanker Kit
to make a temporary repair. Measuring 2.5 x
2.25 m and 0.90 x 1.25 the magnetic patches
were quickly applied to seal the gash. This
enabled the vessels onboard pumps to empty
the cargo hold and for the catch to be unloaded
and 120 tons of it to be saved.
At the request of the Norwegian Coastal
Administration, Oslo-based Miko Marine AS
was then commissioned to fit a Miko Hat-
Shaped patch over the damage so that the boat
could sail to a yard. A standard 3 x 1 m Hat-
Shaped Miko Plaster patch was driven overnight
from Lofoten to Vads and fitted within six hours
using an aluminium frame and an HD 200
underwater stapling tool.
Speaking on completion of the repair, Nicolai
Michelsen, managing director of Miko Marine
AS explained; The Hat-shaped patches are
used when a hole is torn into a hull and leaves a
surface that is too uneven for magnetic patches
to be applied, he said. They are made from
similar high strength materials as the magnetic
patches but are further reinforced by Kevlar/
Aramide fibres so they are similar to the fabrics
used in bullet proof vests. Their shape enables
them to fit over any dents or protrusions and
they are fixed in place over the hole by a flexible
aluminium frame that goes on top of the Hat
brim. Divers will then use a combination of
permanent magnets and special staples that
can penetrate the aluminium frame and the hull
plating to secure the patch with a watertight seal.
This can create a temporary repair of sufficient
quality to satisfy a ships insurers so that it can
make a substantial voyage to a dry dock.
Some reinforcements to the web frames and
stiffeners of the Nybo and the installation of
an internal cofferdam also proved necessary.
Once these were completed the vessel was
considered seaworthy and allowed to work until
the end of the fishing season. This proved to be
an important cash bonus for the boats owner
who resumed trawling in Arctic waters for three
weeks with the patch in place before going to a
dry dock in Harstad for permanent repair when
the season closed.
The use of magnetic patches has resulted in
the oil field supply ship CM Service returning to
work in just 60 days after its hull was holed in
the Caspian Sea in November. The 54 m vessel
was on supply duties offshore Kazakhstan when
it hit an uncharted object that ripped two holes
in its hull plating just below the engine room.
There were no injuries but the engine room
was flooded and a divers inspection revealed
two gashes, one 60 cm x 20 cm and the other
80 cm x 10 cm. The ship was 300 miles from the
nearest drydock in Baku and towing it there while
the engine room remained flooded would have
been an insurance nightmare. The conventional
and time consuming alternative would have
been to use divers and attempt to weld patches
to the 10 mm hull plating underwater. Instead an
Emergency Response Bag of magnetic patches
was flown-in from Miko Marine, Norway and
delivered to the CM Service the following day.
The flexible magnetic patches were quickly fitted
over the holes by in-house and contract divers who
added reinforcing with supplementary high-power
magnets. Once in place, the magnetic patches
enabled the engine room to be pumped partly
dry and the ship was under tow to Baku within six
hours. At the end of a two day voyage conducted
at 5 knots, the CM Service entered a dry dock
in Baku where the patches were found to be
completely intact with the supplementary magnets
undisturbed by the voyage.
The magnetic patches proved to be a major
benefit to us, said George Macleod, director
of Caspian Mainport, the ships owner. It is a
fantastic system as it saved us a huge amount
of time and money. It could have been a
very complicated repair job but the magnetic
patches got us out of a difficult situation and the
ship has now gone back to work.
Underwater Repairs
Ice work for SSA
With the heavy Ice flows that blanketed the
Northern hemisphere this winter the diver/
technicians of the Subsea Solutions Alliance
(SSA) were very busy repairing and straightening
bent propeller blades. Last month two propellers
were repaired on the St Lawrence seaway,
one was repaired in Halifax, Canada, one in
Cozumel Mexico, one in La Paz Mexico, one in
Jamaica, two in San Juan Puerto Rico, another
in Portland Oregon and lastly one was repaired
in Singapore.
Additionally CPP propeller blades were
changed out in Florida on two separate vessels.
When a vessel contacted us in Northern Canada
after incurring damage to its propeller from
heavy ice, the SSA mobilised diver/technicians
and specialty tooling from our global pool of
certified divers to the location within 48 hrs. Even
with the ice being over 1 m thick, repairs were
performed without hesitation or fail.
The Caviblaster Range
Page 50 www.shiprepairjournal.com
In this particular case the ice was so thick it
prevented the vessel from coming alongside and
the vessel remained stuck 8.5 m off of the pier.
Once a dive plan was confirmed and inspection
dives were completed, a repair procedure
was developed and presented to both the port
authorities and classification society so that the
vessel could sail upon the completion of the
repairs. With proven technology of straightening
large bends in propellers underwater the SSA
remains the only company that can provide on
a global basis the ability to straighten propellers
underwater with a cold static load press. By
performing over 500 repairs throughout the
world with the cold static load press SSA has
proven the ability to perform a permanent repair
to a propeller when others have walked away.
SSAs expertise in Hydrodynamic solutions
allow it to properly repair the damage while at
the same time maintain propeller efficiency and
vessel performance. Typically repairs can be
executed while cargo is being performed and
repairs typically take between 8 and 14 hrs.
Before you crop a propeller blade, give us a
call for an independent evaluation.
During manoeuvering, a cruise vessel
experienced a sudden seizure of one of their
bow thrusters. Not knowing the cause of this
sudden stoppage of the bow thruster, the diver/
technicians from the SSA in Miami were called
in to investigate. To everyones surprise a
Caribbean Fender (large truck tyre) was found
lodged in the thruster. Due to the extent of the
damage to the thruster unit it was decided to
remove the entire unit underwater for overhaul
and repair. Working together with the OEM
of the bow thruster, the unit was successfully
extracted without delaying the vessel or taking it
out of service.
New cleaning system
from Cleghorn
Charles Cleghorn has introduced a
revolutionary CE-approved underwater cleaning
system that reduces cleaning time by up to 50%.
The CaviBlaster under-sea cleaning system
induces cavitation to facilitate the removal of
marine growth, such as barnacles and other
encrustations, plus weed, built up corrosion and
all other forms of unwanted growth.
The CaviBlaster works on all types of
materials and can be used on all sub-sea
structures, whether fabricated in wood,
concrete, steel, etc., such as oil rigs, piers,
bridge foundations, ship hulls and fish farm
structures, down to a depth of 100 m. The
cavitation plume does not cause any damage
or degradation of the surface being cleaned,
and does not remove protective surface
coatings such as anti fouling paint. The low-
density (cavitating) nozzle outflow allows
a significant wall effect, such that the full
circumference of small diameter workpieces
( piping/mesh ) can often be cleaned with a
single-aspect approach, ensuring radically
faster cleaning times.
The CaviBlaster works at much lower
pressures than other systems so is particularly
safe to use. It also means that using the system
is much less strenuous, with virtually zero return
thrust, allowing divers to work for much longer.
It is quicker, more efficient and safer than
standard high water pressure cleaning systems,
saving time and money.
The CaviBlaster is compact and portable
so initial set up is simple, quick and easy. It
is manufactured in the USA and available
immediately from stock in the UK exclusively
through Charles Cleghorn Ltd. SRJ
 Singapore
Sembawang increases regular
agreements
When looking at the reference list of ships undergoing general repairs at
Sembawang Shipyard, part of the SembCorp Marine, it is obvious that the
majority of work carried out in this sector is for regular customers and
those customers are all traditional high-class shipowners/managers.
The latest example involves a Favoured Customer Contract (FCC)
from BG LNG Services, USA. The contract provides for shiprepair,
refurbishment, upgrading and related marine services for its fleet of lng
tankers. BG LNG Services is a subsidiary of BG Group plc, a world
leader in natural gas and the selected exclusive partner of Energy Market
Authority (EMA) of Singapore to supply up to 3m t/year (mtpa) of lng to
Singapore for a period of up to 20 years. This long-term maintenance
and refit contract will further boost Singapores ambition to be a major
hub in the lng tanker repair sector and reinforces Sembawang Shipyards
global leadership position in the highly specialised lng tankers repairs and
refurbishment work.
The contract, signed in Houston, USA, by Allyn Risley, President of BG
LNG Services, and Wong Lee-Lin, Executive Director of Sembawang
Shipyard, commits the repairs, refurbishment and upgrading of its fleet
of lng tankers trading in the Far East to Sembawang Shipyard. It also
commits to joint planning, information and experience-sharing to ensure
sustainable targets in the areas of HSE (Health, Safety and Environment),
quality, cost-efficiency and technology advancement are achieved, thereby
setting new benchmarks for the maintenance standard of lng tankers.
Allyn Risley said Sembawang is recognised as one of the safest, most
technically competent and efficient repair yards in the world for refitting lng
tankers. This long-term arrangement will benefit both companies and ensures
our dry dock work is conducted in a safe, timely and cost effective manner. We
look forward to achieving continuous improvement over the coming years by
combining our knowledge and learning from our shared experiences.
We are honoured and delighted to be the chosen partner of BG LNG
Services. BG Group is a world leader in natural gas and partnering with
BG LNG Services will not only increase our market share of lng repairs/
upgrading business but will also enhance our capabilities level as a world-
class shipyard for lng tankers repairs and upgrades. We thus look forward
to a long-term partnership which will deliver visible mutual benefits and
continuous improvement to both companies said Wong Lee-Lin.
The BG LNG/Sembawang signing ceremony : From left, Marc Hopkins,
Vice President Marine Operations, Americas & Global LNG Shipping, BG
LNG Services, Allyn Risley, President, BG LNG Services, LLC, Wong Lee-Lin,
Executive Director, Sembawang Shipyard and Wee Kwee Keng, General
Manager (Business), Sembawang Shipyard
Page 52 www.shiprepairjournal.com
With the signing of this FCC contract, five membrane-type lng tankers
are currently scheduled to undergo drydocking and repairs in Sembawang
Shipyard in 2009 with others scheduled for subsequent years. The first two
of these vessels were recently at the yard the 138,200 m3 Methane Kari
Elan and the 145,000 m3 Methane Lydon Volney.
This latest FCC has recently been followed by similar agreements with
BW Shipmanagement, Oslo, and Transocean Asia Pacific. These three
new agreements add to an impressive list, which includes BHP, Jo Tankers,
Shell, BP Shipping, ASP Shipmanagement, V Ships, and Exmar.
Sembawang also recently announced a new agreement with Australias
North West Shelf Shipping Service Co (NWSSSC) for the extensive
longevity repair of a series of six large lng tankers. The first one, the
127,525 m3 Northwest Sanderling is due in the yard during this summer
The ARV1 in Sembawang
Sembawangs larger projects
Sembawang is currently involved in three large scale projects the
conversion from a 111,567 dwt tanker to a DP Floating Drilling
Production Storage & Offloading (FDPSO) unit, the Dynamic Producer for
Dynamic Producer Inc, part of Brazils Petroserv SA, the unit to be utilised
offshore Brazil. Sembawang is also building a 19,000 dwt fallpipe rock
dumping vessel for Tideway, part of Belgiums DEME Group. Equinox
Offshore has also handed Sembawang a large scale project involving a
series of conversions from passenger/car ferries to Accommodation Repair
Vessels (ARV).
The Sing$99m Dynamic Producer contract is to convert a 111,567 dwt
tanker into a FDPSO vessel is well underway. The vessel is expected to
be delivered to owners in last quarter of 2009. Upon completion, the DP
FDPSO will be operated on long-term charter to Petrobras at the Espirito
Santo, Campos and Santos Basin off the Brazilian Southeast Coast.
The main workscope includes shop engineering, based on owners
supplied basic and detailed design, procurement of bulk materials,
construction and outfitting of owners supplied machinery, OFE,
systems outfitting and assistance with commissioning. Major fabrication
and installation work expected include approximately 4,700 t of steel
(involving moonpool and utility rooms for drilling operations, four azimuth
thruster rooms), 7,000 pipe spools, cabling work of some 233 km, and
installation of owners supplied drilling equipment. The shipyard will also
construct the new accommodation structure which will comfortably house
a complement of 106 persons. When completed, the new DP FDPSO will
Singapore
have a crude oil drilling and storage capacity of 300,000 bbls.
The S$300m contract from Equinox Offshore Accommodation Limited,
comprising one-plus-five options to convert passenger/car ferries to DP2
Accommodation and Repair Vessels (ARV). The first two, the ARV1 and
the ARV2 are already in the yard, with the ARV1 due to be completed very
shortly. The last in the series will be delivered during 2010.
The work-scope of this Contract includes the rebuilding and
refurbishment of existing cabins and the addition of another 50 cabins
to house a complement of 400 to 500 persons, building of offices,
public areas e.g. restaurant and cinema, conversion of existing car decks
to workshops to be equipped with owners supplied equipment and
machinery, installation of new generators, fresh water generator system
and modification of the piping system. Other major installation work such
as installation of stern thrusters with DP2 capabilities and new 60-ton and
80-ton cranes and an offshore gangway will be carried out to enhance
the vessels performance and manoeuverability in offshore locations.
Upon completion, the vessel will be the worlds first versatile DP2
Accommodation and Repair Vessel (ARV), uniquely designed and
equipped to provide extensive accommodation and workshop facilities to
support and service offshore facilities and projects in deep water areas.
The newbuilding contract from Tideway (DEME) involves the complete
engineering on the basic design package provided by the owners,
construction of the vessels hull, major outfitting of owners supplied
machinery including owners furnished equipment, systems outfitting and
commissioning. Upon completion, this new generation of environmentally
friendly designed fallpipe rock dumping vessel will be equipped with the
DP 2 capability to carry out precise rock placement works at a depth of no
less than 2,000 m. Vessel will be classed with Lloyds Register and will also
comply with Lloyds Environment Protection Code whereby NOx emissions
will be largely minimised. The vessel is scheduled to be delivered in The FPSO Capixaba which arrived back for a
January 2011 for deployment worldwide and will be Tideways biggest modification to Keppel Shipyard following a fast-
fallpipe vessel. track conversion which was completed in 2006.
One general refit contract coming up (November 2009) is the general through the narrow Volga-Don River Canal System to a shipyard in the
drydocking and refit of Carnival Cunards 70,310 grt P&O Cruise- Caspian Sea for the joining of the vessel. The hull strips are expected
operated cruise vessel Ocean Village 2. The work will be over a two to cross the canal by November 2009. Bumi Armada, a long-standing
week period starting in November this year. Sembawang is Singapores customer of Keppel Shipyard, is also currently converting the FPSO
leading shiprepair yard in the cruise market, this year Star Cruises 75,338 Armada Perdana at the yard.
grt Superstar Virgo, the 12,586 grt casino ship Royal Star, and Costa The latest FPSO project comes from Monte Carlos Single Buoy
Crocieres 28,597 grt Costa Allegro all having been completed. Also due Moorings Inc (SBM) and involves the modification of FPSO Capixaba,
at the very end of this year is another vessel from Cunard the 9,975 grt which was a fast-track conversion carried out by Keppel Shipyard in 2006.
Seabourne Pride. The new work scope includes the installation of four new modules and
the associated integration plus modification of the existing topsides and
turret. The FPSO is currently deployed in the Golfinho field, Brazil, and is
A solid base for Keppel expected to arrive at Keppel Shipyard in August, 2009. FPSO Capixaba
will be modified and upgraded for operation in the Cachalote field in
One of the most reassuring facts about Singapores Keppel Shipyard, part offshore Brazil. The vessel is expected to be back in operation in Brazil in
of the Keppel Offshore & Marine Group, is that there always appears to
be a solid basis of conversion and offshore work in the three yards, which The Okha in Tuas Shipyard
are operated by the company. Currently there are a total of 13 large
projects including nine FPSO, FSO and FSRU projects underway in the
Tuas and Benoi yards, two outfitting operations involving drillships in the
Gul yard, the construction of a newbuilding drillship for Bumi Armadas
operation in the Caspian Sea, and the construction of a turret for BP Skav
in the Benoi yard. The drillships outfitting project involves two Chinese-
built hulls, Bully 1 and Bully 2, being outfitted in Keppels Gul yard for a
joint venture between Frontier Drilling and Shell.
The Bumi Armada Berhad (Bumi Armada) contract involves the
construction of a derrick-lay barge for pipe-laying operations in waters
of up to 100 m in depth. It will be built in two separate hull strips and
mechanically completed in Keppel Shipyard before being transported
Page 54 www.shiprepairjournal.com
 Singapore
early 2010. Keppel Shipyards projects with SBM also currently include the
major conversion of FPSO P-57 and FPSO Okha, and the construction of
FPSO Skarvs internal turret for SBM.
Also due out of the yard this year is the 84,040 dwt m3 Susanne,
which is being converted from a tanker to FSO for M3Energy, the unit
to be operated offshore Thailand for a joint venture between PTTEP and
Petronas Carigali. A full list of FPSO contracts underway in Keppel is
shown in the FPSO section of this issue (Page 70)

Keppel is also a base for

regularcustomers
Because Keppel Shipyard has a long list of conversion contracts, it is
commonly believed that the general shiprepair side of the business suffers
accordingly. However, this is obviously not true when visiting the three
Keppel shipyards in Singapore. The general repair side of the yards work
is again based upon regular customers with many first-class owners/
managers using the various facilities operated by Keppel.
Although there are general repair contracts underway in all three yards
the yards are suitable for distinct markets. The Gul Yard (formerly Keppel
Singmarine) operates in the smaller ship market, especially the offshore
supply vessel repair market, and the locally-owned market.
The majority of the conversion projects are carried out at the Tuas
Shipyard, Keppels largest facility, although many general repair contracts
are also underway at this facility. There have been some changes to the
yards infrastructure over recent months a new automated pipe fitting
workshop being constructed for ferrous and non-ferrous piping systems.
In other developments within Keppel Offshore & Marine, the extension
of the graving dock in Philippines Keppel Subic Bay from 350 m in length
to 550 m will be completed later this year, allowing two capsize bulkers

LNG Tanker repairs in Keppel Benoi

Volume 7 Issue 1 Page 55

Singapore
The new pipeshop at Keppels Tuas shipyard
to be drydocked simultaneously, or part of the dock to be used for the
marine work for FPSO conversions.
Meanwhile, at the Benoi Yard (formerly Hitachi Zosen), the main
repair sector involves the large gas tanker repair market. The one FSRU
conversion contract underway at Benoi involves the 138,000 m3 Moss
Marine lng tanker Golar Winter, which will be used in Pecan Bay, Brazil
for Petrbras. This is the second FSRU contract completed by Keppel, the
Golar Spirit completed last year (2008). There is another FSRU conversion
contract in the offing the Golar Freeze contract due to be announced
later this year, Keppel being among the front runners for this contract.
The lng tanker repair market is also one of Benois most successful
sectors. The yard has repaired four such vessels this year, three
being currently in Benoi NYK LNGs 137,354 m3 Al Khor, MO
LNGs 137,573 m3 Al Zubarah, and K Line Shipmanagements
125,000m3Bishu Maru.
The Northwest Swan in JSL for general repairs, and (inset) two FPSO conversion
projects at JSL Tanker Pacifics Caspian Sea (far) and the Tohdoh (foreground)
Page 56 www.shiprepairjournal.com
Impressive list of conversion projects
at JSL
Jurong Shipyard Ltd (JSL), also a member of the SembCorp Marine
group, operates successfully in the general repair and conversion sectors
for both the conventional shipping and offshore markets. JSL also has a
newbuilding capability, but currently have no orders in the orderbook.
JSLs list of conversion projects is impressive with some nine such
contracts currently underway. Two tanker FPSO projects are from Japans
Modec, the tankers involved being the 296,230 dwt Bourgogne, which
will be used by BP Angola, and the 261,212 dwt Tohdoh, which will be
renamed Jubilee FPSO after conversion. The next FPSO project to be
delivered is the 146,251 dwt Montara Venture, which will be delivered
to Tanker Pacific during the coming weeks. Tanker Pacific also has the
61,052 dwt Caspian Sea in JSL for conversion to FPSO. The one other
FPSO conversion involves the 105,000 dwt ARC.
The PSVM (ex Bourgogne) FPSO contract involves the installation of an
external turret mooring system and process facilities, which include gas
turbine generators, oil separation, gas injection/gas lift and water injection
system. Planned delivery to MODEC is the first quarter 2011. The FPSO
is designed to operate for 20 years without drydocking and it will have
production capacity of 150,000 barrels of oil per day and a storage
capacity of 1,600,000 barrels of oil. The FPSO will be delivered to BP for
deployment in the Pluto, Saturno, Vnus and Marte (PSVM) Fields in
Block 31 offshore Angola, located in water depths of between 1,500 m
and 2,500 m.
From the offshore market, JSL is working on four large projects
including the extensive refurbishment of the semi-submersibles Noble Jim
Singapore
General repairs at ST Marine
Adkins and the Bingo IV, as well as the HNO 1088. JSL is also completing
the outfitting of the Russian-built semi-submersible unit Sea Dragon, which
originally was expected to be completed in the UK and more recently in
Keppel Verolme, Rotterdam. There is also a second such vessel currently
under construction in Russia.
On the general repair side of the yards activities, JSL has an agreement
with US tanker operator Chevron for the repair of its fleet in the Far East,
two such projects the 156,835 dwt tanker Orion Voyager currently
underway and another two tankers due in the coming weeks. Also in the
yard is the 138,000 m3 lng tanker Northwest Swan, the second largest lng
tanker to be repaired this year, the 138,306 m3 SK Sunrise being the first.
The Northwest Swan is operated by Australias North West Shelf Shipping
Service Co (NWSSSC), but is ultimately owned by Chevron and the
technical team in JSL for the repair is from Chevron.
The Java Constructor in ST Marine
Page 58 www.shiprepairjournal.com
Clough Offshore contract almost
complete at ST Marine
Due for completion in May at ST Marine is the lengthening of the pipe-
laying barge Java Constructor, which is owned by Australias Clough
Java Offshore. She arrived in the yard during December last year and,
following load tests on the 1,000 t deck crane, will be re-delivered in
May. Work has included the installation of a new 15 m mid-body section
and upgrading the lifting capacity of the deck crane. The full workscope
includes:
Hull lengthened by 15 m to provide more deck space and new below
deck engine room and machinery space.
New Power System
Upgraded Vessel to maintain ABS A1 Barge class and Panamanian Flag
Pedestal crane lift capacity up rated from 400MT to 900MT over the stern
Pipelay system upgrade to 2 x 60 T tensioners and improved pipelay
profile to improve pipelay depth and pipe size capacity
Stern mooring system upgraded by the installation of 4 new AC electric-
powered mooring winches below deck to provide more deck space and
improve performance
Bow mooring system upgraded to 4 new AC electric powered mooring
winches
One of the major markets for Singapores ST Marine over the past
few years has been the dredging industry, many of Europe top dredge
contractors using this yard as a base for repairs. The latest contract comes
from Hollands Van Oord involving the extensive (one month) overhaul of
the 5,500 m3 trailing suction hopper dredger HAM 312.
Recently undergoing general repairs in the yard were two lpg tankers
operated by MOL Logistics the 49,701 dwt Pacific Harmony and the
Singapore
49,242 dwt Co-op Akebono and Formosa Plastics 17,659 dwt lpg tanker
Formosagas Diamond.
Also recently in the yard was the Odfjell-operated 37,449 dwt chemical
tanker NCC Jubail, which is undergoing extensive ballast tank coating
using Hempadur two-coat epoxy. Recently completed was another
chemical tanker from the Odfjell fleet the 6,001 dwt Bow Mate, the
drydocking schedule of which was brought forward as the vessel required
contact damage repairs to the boat deck and the generating room.
Earlier this year ST Marine also completed repairs to the Bow Master,
the Bow Singapore, and the Bow Asia. Other ships recently undergoing
general repairs included the Japanese cement carrier Asean Breeze, which
underwent crankshaft renewal and steel repairs.
SeaDragon contract for JSL
JSL has recently secured a rig order from Gander Drilling Limited, a
wholly-owned subsidiary of SeaDragon Offshore Limited, to complete
and deliver a Moss Maritime Full Dynamically Positioned (DP-3) Semi-
submersible drilling unit with an option for an additional unit.
The six-column bare-deck hull, built in a Russian shipyard, arrived
in the yard during April. On arrival, JSL started with the construction,
outfitting, furnishing, equipping, testing and completion of the baredeck
hull. Scheduled for delivery by end 2010, the ultra-deepwater harsh
environment semi-submersible rig has already secured a five-year charter
contract with Pemex, Mexicos national oil company. The shipyards
contract value for the first unit is US$247.3m.
This new rig will be built for a water depth rating of 10,000 feet and
maximum drilling depth of 30,000 feet. The rigs ability to operate even in
harsh environment gives it the multi-region flexibility to operate worldwide
as compared to its peers.
Mr Don Lee, Jurong Shipyards Senior General Manager of Offshore
Division said These are trying times for the industry but we are pleased
that SeaDragon has chosen Jurong as the preferred shipyard based on
Busy times at DDW Singapore
Page 60 www.shiprepairjournal.com
our excellent track record in this segment. This order shows that there are
selective market demands buoyed by increasingly strong fundamentals.
We must thank SeaDragon for their trust and confidence in Jurongs ability
to deliver fully functional and ready-to-drill semi-submersible drilling units.
This Moss Maritime Ultra-Deepwater design provides us with another
industry solution to the oil companies when it comes to rig selection
besides the Friede & Goldman EXD Design that Jurong has successfully
delivered so far. We are very proud to be part of this equation and have
no doubt the unit when delivered will be the first of its class.
Drydocks World Singapore busy with
general repair work
Drydocks World South East Asia, part of the Drydocks World Group,
operates two yards in the Singapore area, both formerly owned by Pan
United Marine. The yard in Singapore Drydocks World Singapore is
currently working on the upgrading of the 3,600 dwt offshore construction
vessel Rockwater 2, which is owned by Subsea 7 (headquartered in
Aberdeen). Work includes accommodation upgrade, steel repairs, crane
repairs and special survey.
The Rockwater 2 is a diving support vessel with multi-purpose
capabilities. The vessel has a 16 man single-bell saturation diving
system rated to 300 m, consisting of three living chambers and a self
propelled hyperbaric lifeboat. A single centreline moonpool is provided
for diving operations.
Ships recently undergoing general repairs include Anglo Eastern (UK)s
24,689 dwt containership Kota Wijaya, Odfjells 12,300 dwt chemical
tanker Bow De Feng, Varun Shippings 19,999 dwt lpg tanker Maharishi
Shivatreya, and Spliethoffs 12,754 dwt general cargo vessel Eemsgracht.
There are three floating docks at this yard with lifting capacities of 4,350
t, 16,000 t and 16,000 t lifting capacity. There is also extensive newbuilding
capabilities in this yard involving vessels up to 20,000 dwt. SRJ
 Malaysia

General repair work underway in MMHE

8,300 dwt Drilling Tender for Seadrill.
New dock for MMHE On the general repair side of the yards activities BW Offshores
322,912 dwt ULCC BW Nisa, which will undergo some 300 tonnes of
It was announced last year that Malaysia Marine & Heavy Engineering steel renewal. BW Offshore is looking to eventually convert this 1983-built
(MMHE) was to purchase a specialised offshore yard in Jahore (Ramania), tanker to a FPSO.
where a new large graving dock would be constructed to increase Also due is the 130,000 m3 lng tanker Tenaga Lima, for general
dramatically the number of lng tankers repaired by MMHI. This expansion repairs. MMHE normally repairs the MISC lng fleet of tankers among
plan has now been scrapped, the new 380 m x 80 m graving dock to be some 10/15 such vessels repaired each year. This is likely to increase
built at the Pasir Gudang yard instead. This is the same size as the larger dramatically once the new graving dock has been commissioned in 2013.
of two graving docks already working in Pasir Gudang. The completion of MISC has a fleet of 29 large lng tankers, all of which use MMHE for
the new dock is scheduled for 2013, and it will be specially designed for scheduled repair operations
the repair of lng tankers. Ships recently in MMHE for general repairs include Idemitsu Tankers
The yards existing facilities include: the 300,544 dwt ULCC Nissho Maru, three from MISC (which has a
Drydock No 1: 385 m x 80 m (400,000 dwt) majority shareholding in the yard) the 102,670 dwt containership
Drydock No 2: 270 m x 46 m (140,000 dwt) Bunga Seroja Satu, the 23,692 dwt containership Bunga Terasek, and
There is also a Syncrolift system (the largest in the world) capable of the 8,661 dwt containership Bunga Mas 5, Johan Shippings 12,000 dwt
handling ships up to 50,000 dwt. There is also a sophisticated cryogenic containership Johan Fortune, and Hidaka Kaiuns 19,773 dwt chemical
workshop, suitable for repairs to equipment from lng tankers. tanker Golden Taka. SRJ
Earlier this year MMHE completed the conversion from tanker to FSO of
the 100,047 dwt oil tanker Orchid II for Malaysian International Shipping LNG tanker repairs in MMHE
Co (MISC), the unit now on station offshore Malaysia for Malaysia
Vietnam Offshore Terminal (L) Ltd (MVOT), a join venture between MISC
and Petroleum Technical Services Corporation (PTSC)..
Currently work is being carried out on the conversion from aframax
tanker (100,024 dwt) to FPSO of the Ruby, also for MISC, for use offshore
Vietnam. She is due for delivery during August this year.
Offshore conversion projects still ongoing at the yard include Global
Process Systems (GPS) jack-up rig Nang Nuan 252, which is being
converted to a Mobile Oil Production Unit (MOPU), along with Malaysia
Offshore Mobile Productions jack-up rig Rig Modu 256 also to be
converted to a MOPU both for use in the D1 Cluster Field project, which
is a joint venture between MISC and GPS. The two rigs will be delivered
in May, and August respectively. MMHE is currently still busy with the
construction of a 1,300 dwt Turret for the MISC Ruby project, and an
Volume 7 Issue 1 Page 61
 Indonesia
DDW involved in all industries be used in the installation of wind turbines, two livestock carriers for Siba
Ships, and a cement carrier for Setaf.
Since taking over the Pan United and Labroy yards on the Indonesia The most impressive site when visiting Batam is DDW Graha. The
island of Batam, Dry Docks World South East Asia, headquartered in yard is extremely busy with jack-up rigs for owners throughout the world,
Singapore, has become involved in all aspects of the marine and offshore and has the capability of building semi-submersibles.
industries. The largest yard is DDW Graha (formerly owned by Lebroy), The next delivery involves the mobile oil drilling unit (MODU) Naga2
one of the most extensive rig-building facilities throughout the world. to UMW Standard Drilling, a joint venture between Malaysian and
Shipbuilding is carried out at the Nanindah yard (also formerly owned Norwegian companies, which will be used offshore Malaysia. The next
by Lebroy) and repair and conversion activities are well entrenched in the jack-up is the Naga 3, a sister rig of the Naga 2 for the same owner.
Pertama yard (the former Pan United shipyard). Other orders include two jack-ups for Saipem the Perronegro 6 and
The Pertama yard is operated in connection with DDW Singapore, Perronegro 8, which will both be delivered this year (2009) and a service
and comprises two floating docks of 4,500 tonnes and 22,000 tonnes jack-up for Norways Master Marine.
lifting capacity respectively. The largest project currently underway at DDW Graha is also building a four-legged accommodation platform
the yard is the lengthening two crane barges for Indias Adani Global for Conoco/Phillipps, which will be bridge-linked to a production platform
Pte the Belekari 1 and the Belekari 2. These barges will be utilised as in the Ekofisk Field in the North Sea. The specification of the original
unloading plants at the new Belekari port in the Karnataka district of India. order has been increase, the rig now designed for accommodation of up
The yard has also recently completed the extensive collision damage to 450 personnel. This rig is of the MSC Gusto design and can be easily
repairs to PSM Perkaplans 28,098 dwt bulk carrier Alam Senang. converted for de-commissioning work.
Ships recently undergoing general repairs at the Pertama Yard include
Kuda Nil Marine Services 778 dwt anchor handler Kuda Nil Explorer, Jack-up rigs under construction at DDW Graha
Asia Star Shipmanagements 65,224 dwt bulk carrier Victory Union,
DAmicos containership RR Europa, and Sandigan Ship Services 28,701
dwt bulk carrier Great Chance.
The Nanindah yard is mainly involved in the shipbuilding industry
especially anchor handlers, and offshore supply and support vessels.
Currently the orderbook is impressive, with orders from Greatship (four
anchor handlers), Tidewater (anchor handler), Petra Perdana (two anchor
handlers), Hellenspont (two offshore support vessels), Swire Pacific
Offshore (offshore support vessels), Esnaad (three maintenance vessels)
and Lewek Shipping (accommodation crane barge).
Also under order at this yard are a series of three jack-up
accommodation rigs for Hollands Self Elevating Platforms NV, which will

One of the Berkari barges to be lengthened by DDW Pertama

Page 62 www.shiprepairjournal.com
Indonesia
The Stella Castor a newbuilding livestock carrier at DDW Nanindah
FSO work for ASL
ASLs shipyard on Batam has recently won a contract to carry out
installation onboard a FSO prior the unit starting operations offshore
Vietnam. The FSO Kamari is due to arrive in the yard in June this year and
will stay for some two months, work including the installations of loading/
unloading connections, a new helideck, improvements in the cargo
metering system, lifeboat installation, quick release hook, CO2 system,
tankblasting, and final Class approval. The tanker has recently been in
Greeces Hellenic Shipyard.
Glasgows Anglo-Eastern has also sent one of its fleet to ASL for
modification work the 57,021 dwt heavy lift vessel Black Marlin.
The vessel arrived at the yard after the Easter period to have her main
deck modified to allow the vessel to carry a jack-up rig from Indonesia
to China. This included the fabrication of grillage and skidbeams,
The Dewi Sri in the existing graving dock at ASL
Page 64 www.shiprepairjournal.com
and the renewal and installation of buoyancy casings. Following the
completion of the rig-lift, the vessel will return to ASL for the removal of
the temporary modifications.
In the yard recently were two specialist sand carriers owned by Van
Oord the Sand carrier 101 and Sand carrier 102, as well as PT
Pengerukans 10,420 dwt dredger Aru 11, and the bulk carrier Meisum
BSP 1, the cargo vessel Epic Sasa and Arpeni Pratamas chemical tanker
Dewi Sri.
ASL is currently expanding its repair capacity with two new graving
docks. The two new docks are:
Rempang Dock 230 m x 35 m
Galang Dock 180 m x 25 m
The yard is also extending its current graving dock (Batam Dock)
to 260 m x 60 m. All three docks will be operational by the end of
September this year. There is also a smaller floating dock available for
general repair work. SRJ
One of the new docks under construction at ASL
 FPSOs
The number of FPSOs in operation is likely to
increase dramatically in the coming years
Future market remains
potentiallyhopeful
Many consultancy companies throughout the world produce detailed
reports regarding the FPSO market conversion and newbuilding. The
majority of them say that, although the market has withdrawn following
the breakdown of the worlds financial markets, potentially this market is
the best in which the shiprepair yards can find high-value contracts in the
years to come.
A number of ship repair yards throughout the world have been involved
in the tanker to FPSO/FSO conversion market, although the current
situation is the Drydocks World Dubai competes with the majority of
yards in the Singapore area for such contracts. As deliveries of current
orders takes place, the number of existing orders will obviously reduce
dramatically especially by the end of this year. However, many predict
that, if the oil price comes up to a consistent US$60-70/bbl, then delayed
orders will rush onto the market and many say that there are a number
of delayed contracts out there as many as 150 according to some
sources, although around 90 is a more accurate figure.
The long term reasons why this market will return quickly are easily seen:
Energy demand is widely expected to continue to grow at 1 to 1.5%
annually over the next several decades, with oil expected to be the
primary source of future energy supply. Sources of oil are constrained,
therefore the development of marginal oil fields will continue to increase
as more difficult oil sources are tapped.
Deepwater development has been constrained by rig availability. With
almost double the number of deepwater drill rigs operating by 2012,
the number of deepwater finds will undoubtedly increase, leading to a
growing requirement for floating production systems.
Page 66 www.shiprepairjournal.com
Hegh floats new concepts for the
lng supply chain
Floating technology will provide the principal means of developing
tomorrows reserves of oil and gas, Hegh LNG executives believe.
They point to literally thousands of hydrocarbon reserves which have
been either too small or too difficult to exploit until now. However,
notwithstanding the present downturn in demand which energy analysts
believe is merely a temporary blip, demand for energy will continue to rise
and, in the long run, so too will prices. Reserves that were uneconomic
yesterday will be very attractive for development tomorrow.
Hegh LNG President and Chief Executive Sveinung Sthle sees the
widespread application of floating plant across the lng sector in the future.
He believes that the gas sector is just a few years behind oil and points out
that there are already 170 FPSOs in operation around the world, and many
more at various stages of planning and construction. He sees large numbers
of LNG FPSOs and floating storage and regasification units facilitating
the economic development of relatively small or inaccessible gas reserves,
hitherto classed as stranded gas and of no commercial interest.
And furthermore, the company has been investing significant funds in
the research and development of floating terminals which, it believes,
will enable the industry to move forward by avoiding the heavy local
opposition which has either delayed or prevented the construction of so
many terminals in so many locations.
In fact, company executives will go so far as to say that future lng
developments in the US are likely to be based almost entirely on floating plant.
It points out that a number of major companies including BP, Gaz de
France and Shell have all had projects cancelled, even after spending
millions of dollars on public relations and the consultation process. The

fact is: however good the sectors safety record, no-one wants an lng
terminal anywhere nearby. But floating plant can be located close to
consuming markets, says Hegh LNGs Sthle, yet far enough away to
avoid such opposition.
In the early stages of floating lng development, much of the plant is
likely to be purpose built. However, as the technology moves forward, there
is likely to be a growing market in the conversion and re-engineering of
existing units, admittedly a highly specialised sector but one that is sure to
be of interest to repair yards with experience in the lng servicing business.
Much of the companys technology has been developed in partnership
with specialists in their own fields including Aker Yards, now STX Europe,
Bluewater, Chicago Bridge and Iron Company, DNV, Kongsberg, Technip
Sveinung Sthle The gas sector is just a few years behind oil
Hoegh LNGs FPSO system
FPSOs
and Samsung. A key aspect of the companys technology is its ship-to-
ship lng transfer system. This has provided the basis for development of
shuttle and regasification vessels (SRVs).
These are sophisticated purpose-built vessels lng carriers with
dedicated regasification plant mounted on deck designed to ship lng
between a liquefaction terminal and a deepwater port. Lng from the
regasification skids is piped through a turret on the bow, a riser and a
subsea pipeline to shore. SRVs are more flexible and cost-effective than
fixed terminals, Hegh says, and they have a limited impact on the
environment and bypass the sticky issue of lng plant construction on shore.
The company currently has two SRVs under construction at Samsung.
On delivery the first one by the end of the year the two vessels will be
deployed on the companys Neptune project, nine nautical miles offshore
in Massachusetts Bay, US. With a delivered price of around $330m each,
the units are more expensive that conventional lng carriers but significantly
cheaper than land-based alternatives. They will be owned and operated
by Hegh LNG but long-term chartered to Gaz de France for 25 years.
Other floating projects on which the company is currently working
include two so-called Deepwater Ports (DPW). Port Dolphin Energy LLC
has applied to US authorities for a license to build, own and operate
a DPW off the coast of Florida, 28 miles offshore in Tampa Bay in
approximately 30 m of water. Meanwhile, in the UK, the company is
hoping to operate similar plant at Port Meridian, a little more than 20
miles of the north west coast of the UK, close to Barrow-in-Furness. This
facility, for which approvals are also being sought, will comprise of one or
more Floating Re-gasification Units (FSRUs), two unloading buoys and a
large diameter subsea pipeline. Onshore facilities will link the terminal to
the UKs gas network.
A new FSRU, likely to be ordered by the end of this year, will also be
required for the companys Triton project in the Adriatic Sea. The new unit
likely to have a capacity of 170-180,000 m will be moored some 30
miles off Ancona.
Volume 7 Issue 1 Page 67
FPSOs
LNG projects beginning to come
online
So far there have been a total of three Floating Re-gasification & Storage
Unit (FSRU) conversion contracts placed, two with Singapores Keppel
Shipyard and one with Drydocks World Dubai. However, there are
reported to be a number of further projects requiring the conversion of a
large lng tanker to FSRUs.
Currently at Keppels Benoi shipyard is the 138,000 m3 Moss Marine-
type lng tanker Golar Winter, which is being converted from lng tanker to
FSRU, for use offshore Brazil for Petrobras. Last year Keppel completed a
similar conversion contract onboard the Golar Spirit. When completed in
the second quarter of 2009, the FSRU Golar Winter will be capable of re-
gasifying 14mm3 of natural gas/day. Like the Golar Spirit, it will be operated
by Brazilian state-run oil company Petrobras SA, and moored at a pier in the
Guanabara Bay, off Rio de Janeiro. Golar Spirit has been moored at the Port
of Pecem, northeast of Brazil. There is another FSRU conversion contract in
the offing the Golar Freeze contract due to be announced later this year,
Keppel being among the front runners for this contract.
Later this year the lng tanker Golar Frost will arrive in the yard for
conversion to a FSRU (the first such conversion undertaken by DWD) for
Saipem and OLT Offshore LNG Toscano, to be located offshore Tuscany.
She will be renamed FSRU Livorno, and will have a storage capacity of
137,000 m3 and a production capacity of 3.75bn m3/year. She is due to
arrive in the yard during June this year. When completed she will replace
the FPSO Firenze, which was recently scrapped
The Golar Winter in Keppels Benoi yard
GL gears up offshore with Noble
Denton buy
As the quest for new supplies of oil and gas moves further offshore and
into more remote and hostile ocean regions, exploration and production
technology lies right at the leading edge of mans knowledge. The
significance of floating technology is growing all the time and, despite
the current and temporary downturn in overall global energy demand,
providing tomorrows consumers with adequate supplies of oil and gas will
inevitably rely heavily on the development of still vast hydrocarbon supplies
in such regions as offshore Brazil, West Africa, Eastern Europe and Asia.
Clearly this has not escaped the attention of German class society
Germanischer Lloyd (GL) which recently announced that it had bought
UK-based offshore engineering firm Noble Denton for an undisclosed
prices. The deal, which was announced recently in London, will add value
Page 68 www.shiprepairjournal.com
to both sets of operations, according to GL Executive Board Member
Pekka Paasivaara.
The class society will benefit from Noble Dentons expertise in the high-
end offshore and consultancy fields, he said, while Noble Denton stands
to benefit from GLs extensive global network. In particular, the engineering
firm which will continue to trade under its own brand, will gain more than a
foot up in the promising Asian market where GL has a significant presence
amongst most of the worlds newbuilding and repair yards.
Amongst the offshore markets that are likely to be developed with the
benefit of floating technology are regions off the coasts of Malaysia,
Indonesia, China and Australia. Developments will span both oil and
gas reserves, with the latter growing in importance as gas-focused
floating technology becomes available. However, a whole range of other
deepwater regions are catching the attention of developers including
Mexico and Venezuela, the Caspian Sea and of course the Arctic.
Certainly Paasivaara and his colleagues at GL are convinced that
deepwater developments hold the key to future offshore projects in both
the oil and gas fields. He points out that most so-called easy oil and gas
has already been exploited and, as more and more of the worlds energy
reserves are consumed, new finds are likely to be smaller, more difficult
and more expensive to develop.
The technology required for the development of such reserves will become
increasingly complex and will cost more, both at the outset, and in continuing
operating costs. Asset integrity and lifetime care and maintenance will be
critical to effective operations in such regions, fields in which Noble Denton
has built up significant experience. The firm also has expert knowledge in
dynamic positioning technology, a field of offshore engineering that is likely
to hold the key to many developments in the future.
Noble Dentons Group MD John Wishart is excited by the opportunities
generated as a result of the tie-up. He points out that most of the largest
finds recently have been located in offshore regions, often in very deep
water. The Tupi Field in Brazils Santos Basin, where the commercial
production began at the start of May, is one example. The oil will be
difficult to develop, lying in the Basins subsalt layer off the coast of Rio de
Janeiro and Sao Paulo states. The reserves lie in 2,000 m of water, and
some 5,000 m of rock, sand and salt.
Discovered in November 2007, the volume of reserves has still to be
determined but is thought to lie in the range 5-8bn barrels. This makes it
the largest discovery in the America for some thirty years or so and, if at
the top end of the reserves range, would be sufficient to supply the US, the
worlds largest energy consumer, for more than a year.
Wishart points out that the field is being developed using FPSOs but its
complex characteristics mean that its precise development requirements
are still uncertain. However, he believes that as many as 20 FPSOs could
ultimately be required, in all probability comprising a mixture of purpose-
built and converted units. However, exploration in other areas of the
Santos Basin continues, and more discoveries of oil and gas requiring the
implementation of floating technology and highly likely.
First Oil for MODEC FPSO
Japans MODEC has announced that the FPSO Cidade de Niteroi MV18,
owned and operated by MODEC and leased to Petrobras, has reached
First Oil and the charter agreement has begun. The contract is a nine year
lease with six one-year options.
This is the fourth vessel we have delivered to Brazil and the fourth
vessel we will operate, says Kenji Yamada, President and CEO of
MODEC, Inc. We have two additional FPSOs under construction for
Petrobras and partners: the FPSO Cidade de Santos MV20 which will
FPSOs
be deployed in Urugua field and will also gather production from the
Tambau field and the FPSO Cidade de Angra dos Reis MV22 which is
the pilot FPSO for the pre-salt Tupi area in the Santos Basin. The Brazil
market is obviously important to MODEC.
MODEC has almost nine years of operational experience in Brazil, has
crewed four units and has two operational offices, says Shashank Karve,
Managing Director and Chief Operating Officer of MODEC, Inc. We
have invested in Brazil and the results are very rewarding. We are excited
about achieving first oil on FPSO Cidade de Niteroi MV18 and look
forward to bringing the two other units into operation for Petrobras.
The FPSO Cidade de Niteroi MV18 is capable of processing 100,000
bbls of oil/day, has a gas compression capacity of 124m ft3/day and oil
storage capacity of 1.6m bbls. The spread-moored FPSO is located on
the Marlin East field in the reservoir known as Jabuti in the Campos Basin,
offshore Brazil in approximately 1,400 m water depth.
ODIM at the forefront of mooring
and handling technology
Oslo-listed ODIM, an offshore engineering and automated handling
specialist in the oil, gas and power generation markets, claims there is
an urgent need for a new generation of safe anchor handlers that are
self-contained and have the potential to perform pre-set mooring with
polyester ropes. The new technique, combined with a dynamic positioning
capability, is the best possible outcome for drilling rigs/FPSOs in waters
of any depth, the company claims, but will prove particularly beneficial in
deep water regions.
The ODIM initiative offers offshore
operators scope to cut both fuel
consumption and emissions. In deep
water, where drilling units have traditionally
relied on dynamic positioning to remain
on station, the use of far lighter fibre
rope enables such units to be held in
place by pre-set mooring. Initially,
dynamic positioning systems can be used
to locate a rig/FPSO correctly but after
just a few days, a new generation of
ODIM-equipped anchor handlers could
Jagier Romestrand there
have been a number of
relatively minor improvements
in operations on the working
decks of offshore support
vessels recently but additional
improvements are urgently
needed
The Smart AHTS technology
Page 70 www.shiprepairjournal.com
can potentially hold the rig in the correct position, thereby cutting fuel
consumption and associated emissions from the continuous operation of
dynamic positioning machinery.
Company CEO Jogeir Romestrand says there have been a number
of relatively minor improvements in operations on the working decks
of offshore support vessels recently but additional improvements are
urgently needed, he says. An urgent need for greater automation is a key
objective: deeper waters further offshore in more hostile conditions pose
further serious threats to the safety of offshore personnel working on the
after decks of anchor handlers and supply boats.
The companys Smart AHTS is just one example of a range of
innovative developments that will help in the deployment of floating units
to be based on offshore oil and gas fields, particularly in very deep water.
A growing body of regulation and stricter safety standards requires a new
approach, ODIM executives say, and that is exactly what is offered in the
Smart AHTS, which is itself based on ODIMs patented Cable Traction
Control Unit (CTCU) technology.
The Smart AHTS technology replaces traditional anchor handling
winches with CTCU installations, providing a complete and automated
winch system which can handle and install all that a drilling rig requires to
complete a safe and quick anchorage in all water depths. And the use of
synthetic rope, rather than heavy steel cable, to hold rigs on station now
offers a wide range of potential benefits.
Because it is far lighter than steel cable, polyester line offers scope to
anchor drilling units in far deeper water than has been possible so far.
But up to three times the amount of storage capacity on deck throws up
new fibre rope handling challenges. But ODIM says its systems will allow
offshore operators to handle vast amounts of fibre rope to anchor both
FPSOs and other deep water installations, using just one anchor handling
vessel, rather than three. The overall efficiencies gained from the lower
weight using fibre rope, along with reduction in equipment needs using
the ODIM CTCU will make deep water projects significantly more cost-
efficient, the company claims.
List of FPSO/FSO conversion
contracts underway
Although a number of yards throughout the world have been involved in
the tanker to FPSO market over recent years, the current market appears
to be a strict competition between Drydocks World Dubai (DWD) in the
Middle East, and the yards in the Singapore area. The leading yard is
currently Keppel Shipyard in Singapore. The following list of projects is
currently underway:
Keppel Shipyard
The 138,000 m3 Moss Marine lng tanker Golar Winter is being
converted from lng tanker to FSRU, which will be used in Pecan Bay,
Brazil for Petrobras.
The 101,832 dwt Ningaloo Vision, which will be used on the Theo-van
Gogh Field offshore Australia for Prosafe Production
The 164,004 dwt Armada Perdana, for the CML-120 Oyo Field
offshore Nigeria for Brunai Armada Berhad
The 96,828 dwt BW Pioneer, for the Cascade & Chinook Fields in the
US Gulf of Mexico for BW Offshore
The 255,272 dwt P-57, for the Jubarte Field, Brazil, for SBM
The 308,000 dwt Peregrino, for Peregrino Field, offshore Brazil, for
Maersk FPSOs, the operating client being Statoil/Hydro
The 84,040 dwt m3 Susanne, which is being converted from a tanker to
FSO for M3Energy, the unit to be operated offshore Thailand for a joint
FPSOs
The Okah in Keppels Tuas Shipyard
venture between PTTEP and Petronas Carigali.
The 158,000 dwt Okah which is being converted from a FSO to a FPSO
for SBM for use by Australias Woodside Petroleum offshore Australia.
The modification and upgrade of the 273,413 dwt Capixaba for SBM,
the unit to be used on the Chachalotte Field offshore Brazil for Petrobras.
Jurong Shipyard
Two tanker to FPSO projects are from Japans Modec, the tankers
involved being the 296,230 dwt Bourgogne, which will be used by
BPAngola, and the 261,212 dwt Tohdoh, which will be renamed
Jubilee FPSO after conversion.
The 146,251 dwt Montara Venture, which will be delivered to Tanker
Pacific during the coming weeks.
Tanker Pacific also has the 61,052 dwt Caspian Sea in JSL for
conversion to FPSO.
The one other FPSO conversion involves the 105,000 dwt ARC.
Drydocks World Dubai (DWD)
The 441,893 dwt TI Asia and the 441,665 dwt TI Africa, which are
owned by a joint venture between OSG Shipmanagement and Euronav,
both units to be used on the Shaeen Field offshore Qatar for Maersk
Oil & Gas. The TI Asia arrived during October last year and will be
redelivered in June this year, with the TI Africa, which arrived in January,
due for redelivery two months after TI Asia.
DWD has also completed the mechanical conversion of the Deep
Producer 1 for Norways FPS Ocean, although the owner has recently
been declared bankrupt, and therefore negotiations are now underway
with the Norwegian Authorities-nominated trustees regarding the future
of the vessel.
The Montara Venture in JSL
Page 72 www.shiprepairjournal.com
Later this year the lng tanker Golar Frost will arrive in the yard for
conversion to a FSRU (the first such conversion undertaken by DWD)
for Saipem and OLT Offshore LNG Toscano, to be located offshore
Tuscany. She will be renamed FSRU Livorno, and will have a storage
capacity of 137,000 m3 and a production capacity of 3.75bn m3/year.
She is due to arrive in the yard during June this year. When completed
she will replace the FPSO Firenze, which was recently scrapped
Sembawang Shipyard
Sembawang Shipyard, part of the SembCorp Group, is currently
the conversion from a 111,567 dwt tanker to a DP Floating Drilling
Production Storage & Offloading (FDPSO) unit the Dynamic Producer
for Dynamic Producer Inc, part of Brazils Petroserv SA, the unit to be
utilised offshore Brazil.
Malaysia Marine & Heavy Industries (MMHE)
Work is being carried out on the conversion from aframax tanker to
FPSO of the Ruby for Malaysia International Shipping Co (MISC) for
use offshore Vietnam. She is due for delivery during August this year.
Aalborg gets closer to FPS market
Stephen Faircliffe
Denmarks Aalborg Industries has decided to establish a closer and more
extended relationship to owners and managers of lng tankers and FPS
(Floating Production Systems in order to make available the companys
vast experience with boiler and inert gas generator operation, service
and repairs. A separate, focused organisation has been established,
which is headed by our business development manager Stephen Faircliffe
who is located at our UK office. The specialist lng & FPS service effort is
supported by dedicated local key account centres at our entities around
the world.
It is a natural course for Aalborg Industries to increase a focus is
this segment as for the past many years it has increased supplies to
newbuildings and tanker conversions within the lng and FPS segments. In
addition, the Aalborg Industries Group has run a professional global after-
sales organisation from its own companies world-wide for several decades
and consequently has high quality service workshops and licenced service
technicians within our organization.
The Aalborg Industries Group can offer the convenience of service
solutions to the special combination of both boilers and inert gas systems
products where Aalborg Industries is the market leading supplier. SRJ
 Shipmanagement by Neville Smith

Investment pays off at
FleetManagement
As one of the original partners of Fleet Management, Kishore Nigam is
quick to point out that the company has grown its third party management
business far beyond the initial expectations of its founders. From a sedate
start in 1995, the managed fleet rose quickly to 30 ships and to 60 by
1999. Now based in the UK as general manager for Fleet Management
Europe (FMEL), he says growth gives you energy to do things. The
volume of business spurred us on to be more focussed, decentralised and
more organised.
From its headquarters in Hong Kong, growth has meant opening offices
in London and Cyprus, the US, India, Singapore and London. Similar
emphasis is placed on manning services, which are offered world-wide,
with recruitment and training centres in China, the Philippines, India and
Eastern Europe.
With the fleet now at 211 ships, 55 of them managed from London,
the investment has paid off. What is notable is that of its managed fleet,
just four of the 40 newbuildings coming on stream are owned by Fleets
parent, commodity and shipping giant Noble Group. The majority of
principals are Norwegian and Japanese.
Onboard ship the company employs a strong mentoring system, with
leaders in deck and engine departments providing day-to-day guidance
to new recruits and so develop future trainers. Fleet is also committing
more resources to training in Mumbai where it is in the advanced stages of
acquiring a college that will attract school-leavers for training to cadet level.
The companys philosophy that planning for the next docking begins
the day the ship leaves its previous one is made tangible by use of
PARIS, its in-house planned maintenance system.
Mr Nigam says Fleet realised early on that capturing operational
data would be vital so from the first simple reports, PARIS has evolved to
provide real-time remote monitoring of the ships critical equipment and
systems. Now developed to integrate crewing, accounting, spares and
stores functions, he says the owner, ship and manager see the same data
at the same time What we are all seeing is on the same basis and its cut
response time to zero.
Fleets superintendents visit their ships every three months for a
minimum of three and a half days, preferably at sea, to create a vessel
inspection report based on first-hand experience. The third leg to
planned maintenance is the defect register, a rolling report of incidents,
issues and problems kept next to the log book.
Entries could be minor or serious, but they act as a daily reminder that
forms can only go so far. Documents and procedures are important but
this is a cross check to see what is implemented. When the chief engineer
updates the log book he sees the current issues in the defect register

Growth gives you energy to do glaring at him. Its a very powerful tool for bridging the gap between
defined activity and observation.

things. The volume of business The register also plays into the preparation for dry docking, providing
anecdotal information to sit alongside the PMS, statutory requirements

spurred us on to be more focussed, and requests from the owner. To prepare the dry docking specification, the
superintendent will join the ship for one to two weeks, depending on its

decentralised and more organised Kishore Nigam

Instead, Fleet has built up its business independently to about 70

superintendents and technical managers, 164 staff dedicated to manning,
another 20 full-time providing training functions in Mumbai and 40
support staff. Mr Nigam says the company has among the highest ratio
of superintendents per ship in the industry, vital if this resource is not to be
stretched too thin.
Ships under management include on the wet side, IMO II and III
MR chemical and oil tankers, ranging from 6,000dwt to 30,000dwt
in addition to gas carriers of 30,000 cu m. Dry ships include bulkers
capes, panamax, kamsarmax and handymax as well as general cargo,
reefer and ro/ro vessels. The ro/ro business is in the form of pure car and
truck carriers built in Korea and Japan, a new area of business for Fleet,
developed over the past few years.
In addition to technical management, its services include newbuilding
and docking supervision, layup eight ships were recently laid up in
Singapore project consultancy, vessel inspection and independent audit
of quality management systems. A number of principals have begun using
Fleet for drawing approvals, work which stemmed from its experience
on newbuildings and site supervision, with support and approval from a
number of class societies.
Mr Nigam cites the companys strong ethos on staff and skills for its
position, estimating an 80%-plus figure for seafarer retention, rising
to the high 90% for senior sea staff. Onshore its about 99%. Our
strength has been bringing the floating staff into the office so they have
the right qualifications and motivation to grow with the company. Our
superintendents are almost all from our fleet, so they understand the
company and to those onboard, they know what they are talking about.
Volume 7 Issue 1 Page 73
Shipmanagement
age and the type of survey planned.
The superintendent will consult the defect register from the date of
last dry docking for historical data and talk to the current crew, to draw
up a complete list of requirements. Dry docking will normally take
place twice in a five year cycle, with the second taking greater account
of trading life, market situation and the owners plans for the ship in
drawing up the specification.
Mr Nigam says this could involve discussing the docking with the
principals up to six months in advance to get a clear view of their plans
and allow them time to work with charterers and other stakeholders. We
like to keep our principals involved in every aspect, not to load them up
but to cover all their expectations. The principals have the commercial
perspective so we want constant feedback and their point of view so that
everything they want is taken care of.
The final specification is analysed and stress-tested internally by
technical and general managers, before the final version is provided to
the owner and yard quotations sought. The size of its client base means
Fleet runs around 35 drydockings a year, giving it a deep knowledge of
shipyard capabilities and the trade-offs between location and facilities for
on/off-hire considerations.
Almost a decade ago, Fleet introduced a formal system whereby the
superintendent is required to file a yard assessment form on return from
docking, including data on the quality of work, speed of response, cost
control and human factors. For new yards, technical managers will visit
and vet the yard, preferably while there is another vessel docked, seeking
feedback from its superintendent as well as the yards personnel.
Mr Nigam says Fleets sensitivity to cost issues extends to in-house
analysis of the yards likely costs and charging rates, as well as its ability
to negotiate on volume and to build a relationship between yard and
principal. During the docking, the manager will monitor and manage
costs as unexpected items arise with the superintendent providing a cost
update every third day, which is added to the basic scope, specification
and quote. We get progress of the scope day-to-day and costs every
three days. The advantage accrues when job is done and the manager
goes in for the final negotiation because the super can concentrate on his
job and your homework is done, he says.
If preparation is important, Mr Nigam points out that reputation is
imperative. For prospective clients, that can mean inspecting ships in a
lay-up berth before the decision is made to take the ships on and in some
cases, politely declining. We can be quite vocal. We have a strongly
ingrained policy for the vessels we manage and not every ship offered
will be taken, he says. We have critical mass and reputation and we
are serious about it. We understand the commercial realities but we can
also see when the intent is not there. Then we are not willing to risk our
reputation as a manager.
That said, he cannot recall being told by principals that once ships
are under management, Fleet has not spent their money wisely. The old
maxim that cheap and cost effective are not the same thing is cited often
and if expense is needed, the approach is always made. Our job is to
bring what is possible; how you can enhance the value of your asset and
make it more commercially attractive. That is consistently an ongoing part
of the service of technical management. Its not just about repairs.
Until August it was very hard to get docking space in good quality
yards anyway unless you were a preferred client or you had a budget of
$1.5m or above. That was the only way they would entertain you. Now
with the changed situation, that very philosophy has become their bane.
The problem is well understood. The yards desire to move into
shipbuilding was judged too tempting to resist, not least because it
appeared to offer defined revenue that allowed for better margins.
Budgeting for shiprepair and managing the difference between the
specification and reality meant yards might allocate resources at a loss if
the job scope changed.
With the order boom in reverse, the yards are badly exposed and in Mr
Nigams view, hurting in a big way. Before August we were chasing, now
they are chasing us for business. Theres not a day I dont get a call with
better terms. Its a dramatic shift because the yards are wondering if the
scope of work will be further slashed and they are worried about earnings
per average ship in future.
Docking numbers might not change that much but job content and
revenue generated per ship will be under pressure as owners seek to
contain costs. FMEL has conducted its own analysis into repair yard mark-
ups, manpower costs and potential revenue to makes its own judgement
on what fat can potentially be cut from quotes in Asia and elsewhere.
And the reversal of economic fortune only manages to hide the fact that
the world is still short of repair capacity because the decisions being taken
now are whether to delay dry docking and non-essential repairs and wait
the market out, or simply consign the asset for scrap.
One of the first managers out of Hong Kong to explore mainland
China as a repair location for international tonnage, Mr Nigam notes
the resilience of activity in China, with some new yards still emerging. He
questions if some of these are in fact previously-announced projects which
have been re-marketed now that their original partners have pulled out.
FMELs choice of shipyards depends on the ship type and work required
but Mr Nigam still favours China for steel renewal and replacement,
Stig Hilland Since day one, we have used all the facilities in the system;
maintenance, stock control, purchasing and budget

FMELs view on China

Fleet Management Europe (FMEL) general manager Kishore Nigam
reflects on the changes to repair yard capacity in China somewhat ruefully,
given the reversal of fortune in the shipping market since the third quarter
of 2008.
Page 74 www.shiprepairjournal.com

particularly for its managed bulk carriers, given
the countrys cost and time advantages but
would also consider Singapore and Thailand.
Its fleet of coated/stainless chemical and oil
tankers are far less tolerant of errors and thus
placed with yards in Singapore or Europe.
FMELs managed car carriers might also have
steel renewal in China and since the repair
industry has grown, local specialists can be
brought in to complete more demanding tasks
on hydraulics and other components.
When we were first there, the yards hadnt
really heard of quality control but the big names
have come a long way. They are not there
yet but I used in to say in China you get only
what you monitor. I might need to revise that
philosophy.
own experience, says Mr Hilland. Each
superintendent is responsible for preparation
of the docking specification, of course this is
done in close co-operation with the shipboard
management. Each specification is internally
discussed and may be adjusted accordingly.
When in attendance at the yard, the
superintendent has full responsibility for the dry
docking and daily communication is maintained
in order to keep close control on any disputes and
adjustments necessary to the specification. Riding
squads are used when special projects demand
it but the majority of WLM vessels in most cases
have crew levels sufficient for in-transit work such
as maintenance of ballast tanks.
WLM uses shipyards world-wide, though Mr
Hilland notes that price tends to keep it out
Shipmanagement
of facilities in North Europe. Our dry cargo
vessels have mainly been docked in China.
For our tankers we prefer yards in the Arabian
Gulf and Singapore. We have a long and
good relation with Drydocks World (Dubai) and
Jurong, Singapore.
The company does not conduct shipyard
audits per se but replies on its own experience
and checking of references when considering
new yards. The existing fleet has a docking
interval of 30 months while for its newbuildings,
the managers will prepare the vessels for
inspection at an interval of 60 months.
The company has a policy for full compliance
with all international and national regulations
and has a Document of Compliance with the
ISM Code for operation of chemical, gas,

WLM to increase fleet

with newbuildings
Bergen-based Westfal-Larsen Management
(WLM) plays a key role with the Westfal-Larsen
Group, providing technical management and
newbuilding supervision for ships owned and
operated by Masterbulk, based in Singapore and
its Bergen-based subsidiary Westfal-Larsen & Co.
Fleet manager Stig Hilland is responsible
for 14 vessels under management, seven
open hatch/container vessels and five oil/
chemical tankers. The dry bulk carriers range
from 30,000 dwt to 50,000 dwt, the oldest
1985-built, the youngest delivered in 2000. The
tankers range between 40,000 dwt and 46,000
dwt, delivered between 1995 and 2009, all
with coated cargo tanks.
In addition WLM is supervising the delivery of
a further six newbuildings under construction at
South Koreas Hyundai Mipo Dockyard (HMD).
These are IMO II chemical tankers of 45,000 to
46,000 dwt, again with coated cargo tanks, for
delivery in 2009, 2010 and 2011.
WLM maintenance is based on use of the
class-approved AMOS maintenance and
purchasing system, which it has used from 1991.
Since day one, we have used all the facilities
in the system; maintenance, stock control,
purchasing and budget, says Mr Hilland.
Until this year, the company had used
independent systems for each vessel, with the
chief engineer onboard acting as administrator,
but the newbuilding programme has resulted in
a new approach, with the company establishing
a centralised system with greater input of IT in
the administration process.
The AMOS system is also used to plan
dry docking, in co-ordination with reports
and data from the vessel and the managers
Volume 7 Issue 1 Page 75
Shipmanagement

The Berganger one of WLMs latest newbuildings from South Koreas HMD
bulk and open hatch/container vessels. The DOC covers the Flag State itself as a major operator of pool tonnage in a number of sectors and
requirements for the Norwegian International Ship Register, Singapore and has a strong track record of long-term commitment to pool operations
Liberian flags. and partnerships with high-quality owners. Antonio Zacchello says,
The company has established routines for reporting and analysis of non- Irrespective of the present serious global financial constraints we have
conformities, accidents and near-misses as well as taking in suggestions a fundamental belief that consolidation is the way forward. Seaarland
for improvement. The system is our tool to maintain a high standard and Singapore, headed by Rasmus Bach Nielsen, began work in April 2007
focus on safety as well as continuous improvement, says Mr Hilland. We and today employs twenty-five people covering commercial, operational
have implemented procedures in order to comply with OCIMFs Tanker and technical management. The office consolidates Seaarlands
Management and Self Assessment programme and will develop the system presence in the Asian transportation markets.
further with full integration of document control and follow-up system for Constantinos Krontiras, director of Roxana, says, This new pool is
Vetting and Chemical Distribution Institute inspection reports. the way to join forces with other like-minded owners to provide our
charterers with better service and give ourselves a less volatile earnings
stream. Global Tanker Pool is our first active pool participation and we
Seaarland and Roxana establish appreciate the importance of consolidation in the industry. The concept of
revenue consisting of spot market exposure as well as fixed and floating
long-range product tanker pool rate coverage, which the pool intends to offer going forward, covers our
portfolio management needs very well.
Seaarland Shipping Management and Athens-based Roxana Shipping
have established a new pool for LR1 tankers. The Global Tanker Pool Antonio Zacchello Irrespective of the present serious global financial
constraints we have a fundamental belief that consolidation is the way forward
will be operated from Seaarlands Asian arm, Seaarland Management
Services Singapore, and has commenced operations with six modern
LR1 tankers. The pool manager is Karl Arthur Braein, previously head of
chartering in Asia-Pacific for ConocoPhillips.
Antonio Zacchello, managing director of Seaarland says, We have
committed five new, owned ships and one chartered ship shared with
Roxana to the pool, and Roxana has committed four ships with delivery
starting by the end of 2009. We aim to attract other long-term-minded
owners/operators of LR1 tankers and build the pool to around 20 vessels.
The present market conditions invite more consolidation in the shipping
industry and this consolidation is something we will continue to be part of.
The Global Tanker Pool will initially focus on the growing clean
petroleum products trade as its core business. Seaarland has established
Page 76 www.shiprepairjournal.com
 Shipmanagement
Containership target for Anglo-
Eastern Germany
During April, Anglo-Eastern CEO, Peter Cremers had a big week
in Germany, first opening his Groups first fully operational ship
management office in Germany and then participating in Marine
Moneys annual Ship Finance conference in Hamburg as both speaker
and panelist.
In both the inauguration of his office in Bremen and later on in Marine
Moneys Ship Finance conference, Cremers had strong opinions on a
couple of issues, as well as being clear in his aims for the German market.
Cremers explained: In Germany, we saw specific opportunities for Anglo-
Eastern in the 1,000 to 7,000 teu container ship sector, where we already
have the crew pools and experience with over 102 container vessels in
our managed fleet.
Today, we have our first four containerships operating out of our
Bremen office and expect steady growth in the coming months. Of course,
that is not to say we will only aim for container ships, as our current global
fleet covers the range of ship types, from all types of tankers and bulk
carriers to heavy-lift, car carriers and ice-class OBO vessels.
What does Anglo-Eastern have to offer German shipowners?
a fresh outlook to technical ship management from an international
company, now operating in Germany from a fully operational office in
Bremen; offering all the services required to meet the rigorous demands
of the German Tonnage Tax regulations, in all aspects
the technical experience and economies of scale that comes technically
operating some 285+ ships of all types and sizes, from offices in 16
countries, trading on every continent
a seafarers pool in excess of 10,000 and growing daily, arranged into
ship type pools for owners benefit and assurance that his ship is being
looked after by seafarers experience with his type and size ship
If there was a consistency in Cremers comments, it was his theme of technical costs like never before and cost has become the main selling
maintaining high safety standards in the face of current economic climate point for many players on both sides. Short-cuts in a highly technical
and the need to make officers salaries and preventive maintenance costs industry like shipping do not bode well for preventive maintenance
less market dependent. As I know for sure, over the life span of a ship planning, training of officers and crew and generally safety at sea.
correct and timely maintenance, combined with a happy and professional, Cremers continued: I am also a strong believer that we should move
experienced crew, is the most economical way to towards making both salaries of crew as well
Peter Cremers, Anglo Eastern CEO We have
run a ship the know-how on how maintenance should be
as maintenance costs of ships, less market
He repeatedly expressed his concerns regarding done consistent with the expected life span dependent. We need this moment to rethink the
these issues and the effect the current financial whole relationship we (the manager/owner) have
downturn already is having and looks likely to with our staff at sea and go back the full circle
continue to have on these issues. to the old days of seafarers being an integral part
This was congruent with his message in MMs of the staff of a manager/owner.
ship finance conference where he spoke on the Can we make maintenance a bit more
benefits of 3rd party ship management, maximising independent from the market cycles? Of
revenue, maintaining value and extending the course we can because basically, maintenance
life of ships through controlling expenses and of a hull structure and its equipment is a
managing preventive maintenance for ships. technological problem.
The economic downturn itself is not the We have the technology and the know-how
only problem we are facing. I have two major to design and construct a ship for a pre-defined
concerns, both industry concerns, with both having life span and operational environment and we
the potential to escalate the financial problems have the know-how on how maintenance should
most of us are already experiencing. Will our be done consistent with the expected life span.
shipping industry have the maturity to maintain There is a necessity, throughout the industry, to
high technical and safety standards in spite of the take a long-term view of the markets in planning
downturn of the markets? and reacting to fluctuating market cycles and I
To my mind, the current manpower crisis has am happy to discuss these with any owners, at
resulted in a dilution of the quality standards of their convenience. Cremers concluded.
the industry. There has been pressure to reduce Meanwhile, a new maritime academy designed
Volume 7 Issue 1 Page 77
Shipmanagement
to accommodate up to 240 High School graduates has been set up by
Anglo Eastern Group in Mumbai and the first students are due to settle in
by this August. It is a long-time dream come true, said Peter Cremers,
Anglo Eastern CEO.
Under the deal, Anglo Eastern acquired an existing school set on a 53
acre site, including hostel capacity for 240 students, in Karjat, about an
hours drive from the city of Navi Mumbai (New Bombay).
Capt. Pradeep Chawla Director of Quality Assurance and Training at
Anglo Eastern, said, It has been a long wait to realise this strategic goal
of being able to fully control the quality of teaching of our young recruits,
right from the start. We aim to build on our existing reputation as a
leader in the field of maritime training to become one of the top maritime
colleges in the world. Together with our present training centre, situated
in Mumbai City, we will have the largest and most well-equipped training
establishment in India.
Schulte contract for GAC
Bernhard Schulte Shipmanagement (BSM) has appointed global ship
spares logistics specialist GAC Marine Logistics (GML) as one of its key
partners to handle marine spares logistics. Under the contract, GML has
been awarded the logistics services to and from Korea and the Middle
East, for delivery to BSMs vessels trading around the world.
The new appointment follows BSMs objective to streamline their
logistics activities after its creation in 2008 by combining four ship
management organisations already owned by the Schulte Group into one
integrated company.
Chris Steibelt
Page 78 www.shiprepairjournal.com
with its supply chain management
expertise, BSM is going to see
better inventory control, reduced
costs, improved coordination and
better liaison with suppliers
We wanted a competitive, quality, service-minded partner capable
of providing high and efficient service levels to our customers in a time
crucial environment, says Dr Ruanthi De Silva, BSM Group Director
Supply Chain Management.
What we found in GML, with its integrated expertise in ship agency,
marine and offshore support as well as logistics capabilities fits the bill
perfectly. That GML shares similar professional values with BSM is an added
plus which we believe is an important basis for a long-term partnership.
Dr De Silva expressed her confidence that with the benefits in
efficiencies they will gain from this agreement, the partnership can be
further strengthened with widening scope of work in the near future. This
she believes will be for the mutual benefit of both their owners and GML
GMLs Managing Director Chris Steibelt says that with its supply chain
management expertise, BSM is going to see better inventory control,
reduced costs, improved coordination and better liaison with suppliers.
LR to open training centre in Shanghai
Lloyds Register (LR) Asia today opened its first dedicated marine surveyor
training centre in Shanghai, assuring that the Groups global marine team
will continue to deliver the high technical standards demanded by the
modern maritime industry.
The Maritime Surveyor Training Institute (MSTI) represents more than an
US$8m (5.6m) investment for the organisation in the first five years of
operations, during which time 200 newly trained surveyors are expected to
graduate from the programme.
Quality staff training provides the most significant contribution to
the continued development of our core product -- the provision of
independent technical assurance to the maritime industry, said Roy
Ellams, LR Asias Marine Training Manager North Asia. It ensures that
we always will have the right skills to support the provision of maritime
transport services that are safe for both mariners and the environment.
Ellams says the MSTI represents a new approach to the development of
technical competency for the industry, offered at a time when commercial
pressures are driving the need for innovation. With the recession shrinking
access to new capital for companies in the maritime industry, he says new
solutions are required for old problems. Innovation doesnt just happen, it
has to be stimulated and encouraged, Ellams says. The development of
technical competencies is a key ingredient in that mix. It at once fulfils our
responsibility to our staff, our clients and the greater public.
A key element in that new approach is the appointment of experienced
surveyor-mentors who will guide the trainees through the one-
year programme. Each programme will feature 20 trainees and two
programmes will be held each year. The MSTIs integrated programme
consists of seven phases, including:
a general introduction to LRs vision and values, the role of the surveyor

Nick Brown LRs Marine Country Manager
China at the opening of the Shanghai facility
and occupational health and safety
materials and non-destructive testing, focusing on the application of
materials rules
induction into survey: an overview of convention and rule requirements,
the classification process from plan approval to ships in operation
introduction to classification: a closely mentored, on-the-job
familiarisation with the application of the classification process
classroom training in new construction, periodical and statutory
surveys (strong emphasis is placed on accessing information for the
survey process)
focused field training led by dedicated mentors (this targets delegate
specialisation)
Some of the NLB fleet
Shipmanagement
classroom training: consolidating learning from focused field training
(emphasis on project-management and managing client relationships).
China was chosen as the location for the Groups first dedicated
training centre due to that markets continual demand for knowledge
development, says Ellams. This programme will put into the field skilled
technicians who are able to deliver the most up-to-date and reliable
classification services to reduce the industrys risks, he says. It also will
help to ensure that our staff continue to offer sound advice on the latest
technical or regulatory issues that our clients may face.
Marine Software wins NLB contract
UK-based Marine Software Ltd has announced the supply of Marine
Planned Maintenance to Northern Lighthouse Board for the two pilot
vessels Pharos and Pole Star, and its Head Office in Edinburgh.
Following a competitive exercise Marine Software were commissioned
to set up the PM database for each vessel incorporating any existing
planned maintenance scheme and expanding that out to incorporate
additional areas such as LSA, fire-fighting and deck maintenance to give
a fully comprehensive system. Initial ship visits to both vessels in Oban
enabled the capture of information in preparation for the set up.
The final phase of this project, were visits to Oban, Edinburgh and
Montrose to fine tune the data and install the systems. Training was
delivered to both crews either onboard the Pharos in the Oban office for
the Pole Star. In addition, the office staff was trained in Marine Softwares
training suite at their offices near Dover. SRJ
Volume 7 Issue 1 Page 79
 History
The mystery shrouding
the Titanics epic disaster
The Titanic disaster questions remain
Perhaps the most abysmal maritime casualty occurred on 14-15 April
1912, when 1513 people met with their watery grave, aboard the White
Star Steam Ship Lines pride, the RMS Titanic, about 95 miles south of the
Grand Banks of Newfoundland, after it struck an iceberg.
How could an iceberg cause such catastrophical damage to this
humongous, unsinkable, steel ship?
How did this fiasco occur in calm seas and clear weather?
Why was there uninhibited flooding despite all watertight doors being
closed remotely from the bridge?
Why was there no response to any of the distress signals being
transmitted for about two hours?
Was safety of human life at sea not a prime consideration of the
Shipbuilders/Naval architects?
These are some of the intriguing questions, which remain unfathomable
even today.
Aesthetically, the RMS Titanic was the epitome of self-indulgence. The
passenger list included the whos who of the era. The immense 46,328
grt Millionaires Special, at that time the largest and most luxurious one
afloat, had a double bottom hull. To guarantee safety, 15 transverse
bulkheads divided her from stem to stern into 16 watertight compartments.
Since four of these could be flooded without endangering the liners
buoyancy, she was considered Unsinkable. However she was not exactly
the quintessence of invincibility as everyone ashore and afloat perceived.
Shortly before midnight on 14 April, while steaming at 22 knots,
adjudged at the time to be too fast for existing conditions, the ship
collided with an iceberg that apparently ripped a 300 foot gash along the
vessels starboard side, as she began to respond to the hard port helm. Six
Page 80 www.shiprepairjournal.com
by Nikeel Idnani*
watertight compartments were breached, which caused her to founder at
0220 hours, 15 April.
A head on collision with the berg would have at worst resulted in the
Forepeak tank being damaged. Flooding would be mitigated by the Collision
bulkhead, located at least 1/20th of the ships length from the forward
perpendicular, which is watertight up to the uppermost continuous deck.
The greatest problem in navigating past the Grand Bank region,
which is on the Great Circle route from Europe to North America, is
limited visibility due to low-lying fog. This is most persistent during the
worst ice threat period of April, May and June. As the number of ships
plying increased, the recurrence of Pack ice and iceberg collisions
became less of a menace vis--vis the peril of collision between ships
bound on opposite courses at night or during poor visibility. After an
accident involving a French and American ship on 27 Sept 1854, which
claimed 300 lives, separate Eastbound and Westbound lanes across the
North Atlantic Ocean were designated. Furthermore, modifications of
advisable shipping routes were established in 1898, due to the continued
occurrence of pack ice and iceberg collisions.
Unfortunately, icebergs wandered astray of anticipated limits and
although navigation passages were well instituted and conformed to by
major shipping companies, collisions still occurred.
After probably 3,000 years of snow accumulation and creep across the
Greenland terrain, an iceberg broke off the west Greenland coast and
drifted for perhaps two years until April 1912. In the Labrador Current,
carried at 1-2 Knots towards the North Atlantic maritime routes, this
iceberg had a Ram (underwater projection), as most bergs do by the time
they enter the warmer waters near the Gulf Stream. Due to the force of

wind and current, this drift ice was driven into the path of the Titanic on 14
April 1912 and they collided at Latitude 41 46N and Longitude 50 14W.
The Shipowners had apparently urged Capt Edward John Smith to make
a speedy Trans Atlantic voyage so as to arrive in New York City before the
expected date, thus gaining publicity and admiration from the passengers.
While other vessels on similar routes altered course and reduced speed,
the Titanics Steam engines continued to generate 50,000 hp, unabated
despite receiving six iceberg warnings. The Captain had nevertheless
given instructions to alter course further south.
Few on board gave much heed to iceberg warnings, as they were under
the misconception that the ship was unsinkable. Everyone was oblivious of
the impending doom.
Two hours before impact, the Wireless operator received a warning of
heavy pack ice from the ship- Mesaba. Rather than report it to the 2nd
officer on bridge, the Sparky negligently placed the message on his
spike. This ice field position was lying directly in Titanics path and is the
main cause of the ship resting some 2.5 miles below sea level.
The iceberg was sighted just about 1/4 mile from the ship, by a
probably not very vigilant lookout. This was insufficient distance, for the
883-foot vessel, to take precautionary action. A mere 37 seconds lapsed
from the time of warning to the fatal accident.
Edward Wilding, a Naval Architect, studied sonar reports taken through
the sand sea bed and indicated that contrary to popular perception of
a massive 300 foot gash, the iceberg caused a series of small holes,
approximately 12 square feet in total surface area. The nature of
unequal flooding of the compartments was primarily responsible for the
catastrophe. Within 20 minutes of the crash, some 8000 tones of sea
water ingressed into the ship. This quantity increased to 25000 tones, 40
minutes later.
Gibbs & Cox, a Naval Architectural firm, based in Arlington, Virginia,
were intrigued as to why the ship broke into two. They developed a
computer model, which illustrated stress distribution in various conditions.
In a simulated flooded case, stress concentrations of up to 35,000 psi,
was estimated, in strategic locations, which was 1.5 times the maximum
force the hull could endure. These magnified stresses, buckled plates and
popped rivets, eventually overwhelming the liner.
A riveted joint is not as strong as an equivalent welded joint, leading to
a weaker ship. The Titanics hull comprised of about 2,000 plates, 1 inch
thick, secured by some three million rivets. If cracks occurred due to the
inherent weakness of the vessel, i.e. if the bending moment created unduly
high stresses, the crack would propagate through the plates whether they
were riveted, welded or a combination of each.
Steel, the temperature of which has been lowered, is susceptible to
Brittle Fracture. The steel undergoes a transition. There is a substantial
drop in impact value for Mild steel as it passes through the transition
range of temperature. This was the type of inferior quality steel produced
in the early 1900s used for ship construction. If part of the structure of
a ship is likely to be subjected to particularly low temperatures, then the
normal grade of steel is unsuitable. A special type of steel known as Arctic
D has been developed for modern ships for this purpose. It has a higher
tensile strength, vis--vis, normal mild steel, whose resistance to impact
reduces at extremely low temperatures.
Metallurgists at the University of Missouri in Rolla, Missouri examined
a sample of Titanics hull and noticed that the steel microstructure
incorporated large Manganese Sulphide inclusions. These chemical
*Nikeel Idnani is a marine engineer and a regular reader of SRJ. He is currently marketing the services of a Dubai based ship repair firm. He has
always been intrigued with the Titanic disaster. The 97th anniversary (14 April, 2009) of the Titanic tragedy has inspired him to make a comprehensive
analysis on the reasons why this majestic ship sank. The views expressed are solely in his personal capacity. The facts and figures though, have been
corroborated from reliable sources.
History
Capt Smith could he have predicted the disaster
imperfections caused the steel to become weak and brittle. Quality control,
steel manufacturing and treatment processes were still in their infancy.
Mineral scientists in the National Institute of Standards & Technology,
Gaithersburg, Maryland carried out an Impact test on a standard
specimen of the hull steel. The fractured piece corroborated the fact
that weak Manganese Sulphide areas became more brittle at low
ambient temperatures.
The majestic Titanic was equipped with just 16 lifeboats, with a
combined capacity to rescue 1178 people, well below the ships
complement of 2228. Most people died due to hypothermia in the ice
cold sea, rather than drowning. Only the arrival of the Cunard liner
Carpathia, 1 hour and 20 minutes after the Titanic went down, prevented
further loss of life in the icy waters.
Inquires held in the US and Great Britain, alleged that the Leyland
cruiser- California, which was less than 20 Nautical miles away, could
have aided the stricken vessel had the Radio operator been on duty.
This tragedy resulted in the establishment of the International Ice Patrol
in 1913 to patrol and guard by ship, plane or other feasible means the
Eastern, Southern and Western limits of drifting Arctic ice during the most
dangerous part of the year. Ships are warned twice daily, by detailed
messages broadcast to all North Atlantic shipping, concerning the
boundaries of ice and positions of threatening icebergs. The United States
Coast Guard has operated the ice patrol since its inception.
Safety philosophy changed forever. Present day regulations demand
sufficient Lifeboat accommodation on a passenger liner for the total
number of persons the vessel is certified to carry. In ships likely to
encounter icebergs, the shell plating in the region of the waterline forward
is increased in thickness for Ice Navigation strengthening.
While the exact reasons, regarding the Titanics Epic Ocean saga,
continue to perplex us, it must be borne in mind that inspite of prevalent
state of the art technology; an unsinkable ship is a mere farcical
hypothesis. In 2007, 954 lives were lost in passenger vessel accidents at
sea worldwide. Experience has indeed been a very good educator, albeit
an expensive one. SRJ
Volume 7 Issue 1 Page 81
 Agents/People
The WMS team (from left Andrew Hindley, Paula Silk
and Bruce Wilmot and inset James Lyons)
WMS take on Desan
Wilmot Marine Services (WMS) has announced
that it have been appointed as exclusive agents
in the UK and Ireland for Turkeys Desan
Shipyard, Tuzla Bay. Desan Shipyard, part of
Kaptanoglu Holdings, has two floating docks
232 m x 40 m and 197 m x 26.5 m. A steel
construction hall (140 m long, 40 m wide and
37 m high) has recently been completed for
both newbuilding and repair projects.
Andrew Hindley said, We have been
approached by a number of yards in the Tuzla
Bay area recently looking for us to represent them
in the UK. Having given the various proposals
due consideration and having visited the area
we decided to sign an agreement with Desan
Shipyard. The recent investment of US$20m
in the facilities is very evident in the workshops
and equipment, and the quality of work and
productivity has been improved accordingly. We
were particularly impressed with the enthusiasm
of the Management and workforce with particular
emphasis on safety, the environment, the local
community and the infrastructure it provides to
the shipyard. We are really looking forward to
working with Desan in the future.
The team at WMS comprises Andrew Hindley,
Bruce Wilmot and Paula Silk, but was recently
increased when James Lyons (31) joined the
team some 13 months ago. James Lyons has
spent many years in the yachting world in the
UK, France and South Africa before joining
WMS. He is a qualified master/instructor in the
yachting world and is also qualified as a Deck
Officer on ships up to 3,000 dwt.
Qatar team named
The new shipyard at Ras Laffan, Qatar, the
management of which will be a joint venture
between Qatars Nakilat and Singapores
Keppel Offshore & Marine, is due to open for
Page 82 www.shiprepairjournal.com
factory and office facility in Newry.
repair operations during the first quarter of next
year (2010). The first of two graving docks will
be completed in the first quarter and the second
graving dock is due in the second quarter.
Keppel is already putting together a
management team for the yard, which will start
work in Qatar during the summer period this
year (2009). Yong Chee Ming, who has been
at Keppel for many years including heading
up Keppels Brazilian ventures, will be Chief
Executive Officer (CEO), Albert Kee (General
Manager), T H Tan (Yard Manager) and Chin
(Commercial Manager).
Keppels Yong Chee Ming
Freddie Sargent joins
the MJM Group
MJM Marine Ltd has announced the
appointment of Freddie Sargent as Sales &
Marketing Executive Northern Europe for
the MJM Group. Managing Director Brian
McConville said. I am delighted that Freddie
has joined us bringing with him a wealth of
knowledge and experience. This is part of the
companies five-year business plan to achieve
continued growth in turnover and coincides
with our recent re-location to our state of the art
This strategic move and investment in the
company is part of our plan to continue to provide
an excellent service to both our existing and new
customers which will maintain MJM Marine at the
forefront of the marine outfitting business.
WSS in Mozambique
Norways Wilhelmsen Ships Service (WSS) has
opened an office in Maputo, Mozambique. The
new office is a sign of growing confidence in
the region. The company already has a strong
presence on the east coast of Africa from Egypt
to South Africa, and this latest move is designed
to keep up with the growth of Mozambiques
economy. In addition, increased volumes of
traffic from South Africa, Swaziland, Zimbabwe
and other land-locked countries in Southern
Africa are being directed through Mozambique.
If the fragile political agreement in Zimbabwe
holds and the Zimbabwe economy returns
to its former productivity, imports and exports
through Mozambique will soar. Furthermore,
the increased pressure on South African ports
has encouraged more operators to send cargo
through Maputo to inland destinations. The
shorter distance to the main mining areas of
South Africa make this a cost-effective route for
both imports and exports inland.
Boardley succeeds Gavin
Tom Boardley, as Marine Director, assumes
responsibility for Lloyds Registers global
marine activities. He succeeds Alan Gavin.
Tom has worked in the shipping industry since
graduation from university in 1978 when he
joined P&O. Working in liner management and
agency operations, he represented P&O in the
Tom Boardley

UK, Taiwan, Korea, Japan and Australia. In
2004 he became head of NYK Lines European
Container activities based in London. Most
recently he was responsible for CMA CGMs
UK based operations, involving liner, agency
and technical management responsibilities.
TTS opens
Singaporeoffice
A new company, TTS Singapore Pte Ltd, is
expected to be operational in the third quarter
of 2009, and will play in important role in
developing TTSs business in the important
South-East Asia region. It will be headed by
general manager Jan Ove Hovdenak, who is
moving from TTSs Marine Cranes operation,
and who will be tasked with developing an
organisation that can lead a strong sales
operation across the full range of TTSs marine
products, as well as delivering after-sales services
on the groups cargo handling equipment in
both marine and offshore installations.
Singapore is a key centre for the marine
industry, said Margrethe Hauge, TTSs
executive vice president for services. Its a
natural place for us to be located, and it will
help us strengthen our global network. Our
objective is to be able to deliver the best
possible standard of service both for sales
and after-sales in all of the marine industrys
most important centres. We expect to develop
a strong business from this base, in all of our
market segments.
New offices for Bond
Instrumentation
The start of 2009 saw Bond Instrumentation
move into its own stand-alone building
Blackwater House in Tollesbury, Essex which
has been totally refurbished to meet Bond
requirements and now provides vital space for
the expansion of Bond Instrumentation and it
various departments.
The move came at a very busy time as Bond
was engaged in a wide variety of control and
monitoring projects either through its Service
Department or through its Project Department.
The Bond Project Department has recently
completed a number of vessel upgrades where
the alarm, control and monitoring systems
have been replaced with equipment from its
partner Lyngs Marine A/S part of the SAM
Electronics Group, projects recently completed
include the MoD small fleet tanker RFA Gold
Consoles being worked upon in Bonds Essex facility
Rover, Cal Mac Ferries inter-island ferry Lord
of The Isles, Serco Denholms SD Forceful and
the CEMEX UK Marine dredger Sand Heron.
Bond Instrumentation has also completed its
first Superyacht retrofit on M/Y Shandor for L3
Offshore UK and anticipates more projects to
be undertaken in conjunction with this customer
in 2009.
As more and more owners are faced with
the dilemma of trying to obtain support for
ageing and obsolete control and monitoring
equipment, Bond Instrumentation has seen an
increase in the level of enquires for replacement
equipment systems and has a number of orders
already in place for 2009 amongst these are
orders from Serco Denholm for their vessel SD
Faithful and an order from CEMEX UK Marine
for its dredger Sand Harrier, with the system to
be installed later on in the summer when the
vessel goes to drydock.
Other ongoing projects include the final
stages of the reactivation and return to service
of the Dockwise semi-submersible heavy lift
vessel Mighty Servant 3 at Grand Bahamas
Shipyard (GBS) where Bond Instrumentation has
supplied a number of automation systems using
Lyngs Marine hardware, and a large package
of work on the MoD tanker RFA Bayleaf at
Cammell Laird.
A major work package on the automation
systems onboard RFA Argus is about to
commence for A&P Falmouth. Work is also near
to completion on variety of other service jobs on
commercial vessels and naval vessels around
the UK. The flexibility of service department of
Bond Instrumentation has seen its engineers
travel all over the UK and being sent world wide
for a variety of customers with in the last three
months Bahrain, Dubai, China, Singapore, USA
and South America amongst the destinations.
The ability of Bond Instrumentation to repair
Printed Circuit Boards for older control and
monitoring systems is still much in demand
with customers using this service coming from
all corners of the globe. As well as being able
to repair many types of PCB, Bond can also
undertake reverse engineering of PCBs so, as
to supply replacements for obsolete units which
Agents/People
some owners taken up.
Typical of the type of support that Bond can
still offer has been the ability of Bond to be
able to provide technical onboard support in
terms of labour and new parts for vessels that
have Servodyne engine governor systems as
was the request recently seen from a North
American-based ship management company
who has requested assistance in China with
the Servodyne governor system on a large self-
unloading bulk carrier.
This year (20090 is expected to present many
opportunities for Bond Instrumentation and
its OEM partners for the UK and Eire, which
are Lyngs Marine A/S, Krohne Skarpenord,
OPTEC International, Schaller Automation and
Consilium Marine.
MJR appointed agents
for HHI
After extensive training, MJR Controls has been
appointed as UK sales and service agents for
South Koreas Hyundai Heavy Industries (HHI)
covering its entire marine electrical power,
switchgear, automation and VDR product range:
HiVDR Voyage Data Recorder
ACONIS1000 Integrated Monitoring &
Control System
ACONIS 2000 Integrated Monitoring &
Control System
ACONIS PMS (Power Management System)
Moulded Case Circuit Breaker (MCCB)
Air Circuit Breaker (ACB) - HAT, HiAS, HiAN
Vacuum Circuit Breaker (VCB)
LV & MV Main Switchboards
Generators & Excitation Systems
Propulsion Motors
MJR Controls has a number of factory trained
service technicians that are available to travel
world-wide at short notice to provide customers
with the highest levels of service support. SRJ
Obituary
It is with deep regret I announce the death
of Captain Manfred Schneider of Zoepffel &
Schneider, Lubeck, one of Germanys main
shipyard agencies. Manfred worked for over
three decades in the Germany shipyard
agency business and was so well known
throughout the German shipowning industry
and the shipyards he represented that his
advice was sought many times throughout
his career. His funeral was held in Lubeck on
Friday 15 of May.
Volume 7 Issue 1 Page 83
 Dockgate
Lay-up specialists
capitalise on the downturn
In just the same way as shipping is now awash with ex-special forces military personnel with specific expertise in maritime
piracy, we are suddenly seeing a whole range of companies who are instant experts on vessel lay-up procedures. Whilst
there are undoubtedly sound ship managers with proven compliance procedures and lots of experience in running ships in
service, mothballing vessels and looking after them whilst not in daily operation is a very different business and one that few
know about these days. There has been no large-scale lay-up for many years.
Add to this the fact that equipment installations maintenance of ships is their primary business. Experts are warning that a growing number of
on board ship have changed significantly since Good repairers have an intimate knowledge deliveries bulkers, container ships and possibly
the last lay-up period of note. Electronically of ships structures and their equipment lng carriers could sail straight into cold lay-up
managed engines, for example, have different installations; they know what is necessary to when they leave their construction yard.
requirements from mechanical units; highly look after them; and how best to re-commission In such instance, the careful preparation of
sophisticated electronic equipment on board them in due course. machinery is vital so as to minimise long-term
most modern ships is relatively new it certainly Given also the fact that there are often lay-by deterioration. Benefits of cold lay-up include
wasnt around when ships were last laid up in berths or more permanent mooring locations greater savings in manning expenses and possibly
any volume. Some of the fuels used today are within striking distance of many repair yards, this insurances, but disadvantages include higher
different and fuel management systems are would seem a logical extension of their existing reactivation costs, a longer process and possible
built for constant operation, not long periods business. One substantial added benefit would degradation to the vessel and its systems.
of inactivity. Then there are a host of other be that a repairer would be virtually guaranteed These were some of the issues that will be
developments which make this time very different of the reactivation docking and associated discussed at a two-day IMarEST conference
to last ... internal paints and external hull coatings, works when the time comes. during early May. The various options facing
for example, which have changed dramatically A critical decision for owners right now is owners and operators, including choice of lay-
over the period. A number of shipmanagers and whether to opt for hot or cold lay-up. A up location, type of lay-up, pitfalls and security
specialised service companies are now offering wide range of container ship and car carrier issues are all on the agenda and the organisers
lay-up services (See article regarding WMS in the operators are thought to have chosen the are promising to bring together all interested
Service Section of this issue). former, which has benefits including an ability parties, including insurers and class.
However, so far, the range of instant experts to stay closer to principal trade lanes; a greater It was very well attended. Despite the high-
does not appear to include ship repairers, state of readiness to reactivate; machinery being powered G20 gathering in London a week
although DDW South East Asia is believed regularly operated, albeit at a much reduced before, international shipping, which still carries
to be looking at the possibility of offering lay- level; and a larger shipboard crew lessening more than 95% of the worlds trade, didnt even
up services to owners operating in the Far safety and security risks. make it on to the agenda. Even where there are
East, anchorages available off the coast of the Cold lay-up is a more permanent cargoes to ship, some owners cant finance the
Indonesian island of Batam. mothballing, which can save on lay-up running shipment because trade finance has virtually
The lack of interest from the shiprepair costs for owners who do not see any sign of a dried up. The worlds trading system is on its
industry is a puzzle. The ongoing care and market upturn in the near- to medium future. knees, and so is shipping. SRJ

Page 84 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 1 Page 85

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
Bahrain Shipyard
Bender Shipyard
CSSC Guangzhou Dockyard
Hong Kong Yiu Lian Dockyard
Rotterdam United Dockyards
Shan Hai Guan Shipyard
Shanghai Shipyard
Sheko Yiu Lian Shipyard
Temper Shipyard
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)
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 86 www.shiprepairjournal.com
Interlinks Marine Services Ltd. (UK) Italy Email: andrea.mignone@cambiasorisso.it
Istanbul Shipyard (Turkey) Direct Phone: +39 010 5714414
Leader Marine (China) Mobile: +39 338 6627504
Marland Boat Service (Guangzhou) Companies represented
Marland Technical Services (Hongkong) A&P Group (UK)
MEC Repairs Inc. (Panama) Antwerp Shiprepair Yard (Belgium)
MEC Stores Inc. (Panama) Asmar (Chile)
Metalock do Brasil (Brazil) Astilleros Braswell (Panama)
Mosh International (Japan) BANCHERO COSTA & C. Chengxi Shipyard (China)
Quantum Marineworks Singapore (Singapore) Agenzia Marittima S.p.A. China Shipbuilding Corporation (Taiwan)
Rochem Separation Systems (India) 2 Via Pammatone, 16121 Genoa, Italy Kahosiung Shipyard
Scheldepoort Repairyard (Vlissingen, Netherlands) Tel: +39 010 5631 626/629/633 Keelung Shipyard
Sea Electronics (Panama) Fax: +39 010 5631 602 Cosco Shipyard Group (China)
Serdijn Shiprepair (Rotterdam, Netherlands) Email: shipyard@bcagy.it Cosco Dalian Shipyard
Sesmarine (UK) Web: www.bancosta.it Cosco Guangzhou Shipyard
Trustper A/S (Norway) Contact: Fabio Bertolini Cosco Nantong Shipyard
Underwater Services (Panama) Mobile: +39 335 8078217 Cosco Shanghai Shipyard
Unidive Marine (Singapore) 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 CMR Tunisie (Tunisia) Guangzhou CSSC
Hiranandani Gardens Colombo Dockyard (Sri Lanka) - Oceanline GWS Marine Engineering Co. Ltd
Powai Cromwell & C. (Argentina) Halifax Shipyard
Mumbai 400 076 Detyens Shipyards (USA) Hellenic Shipyard (Greece)
Tel: +91 22 2574 6810 DIANCA Astilleros (Venezuela) Hong Kong United Dockyard (HK)
Fax: +91 22 2574 6901 Gemak Shipyard (Turkey) Keppel Philippines
Email: India@globetechgroup.net Gryfia Shiprepair Yard (Poland) Batangas yard
Mobile: +91 9821633452 Guangzhou Dengtai Shipyard (China) Subic Shipyard
Contact: Mr. Rahul Pandit General Manager Hyundai Mipo Dockyard (South Korea) Keppel Verolme (The Netherlands)
Companies represented Hyundai Vinashin Shipyard (Vietnam) Lisnave Estaleiros navais SA (Portugal)
Antwerp Ship Repair, (Belgium) Jurong Shipyard (Singapore) Odessos Shiprepair Yard (Bulgaria)
Asian Marine Services Public Company Ltd, (Thailand) Komas-Korean Maritime Repairs Service (South Korea) Costruzione Arsenale Venezia (Italy)
ASMAR Shipyard, Valparaiso, Talcahuano Malaysia Marine & Heavy Engineering (Malaysia) Qingdao Beihai Shipyard (China)
Puntarenas, (Chile) Orskov Yard (Denmark) Scamp Network Ltd (Gibraltar)
Astander Shipyard, Santandar, (Spain) Pregol Shiprepair Yard - Kaliningrad (Russian Federation) Shanghai Shipyard (China)
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
ULRIK QVALE & PARTNERS as
Harbitzallen 2A, PB 168 Skyen,
N-0212 Oslo, Norway
Tel: +47 22 51 16 16
Fax: +47 22 51 16 08
Email: shiprepair@uqp.no
Web: www.uqp.no
Contact: Per Otto Svendsen
Shipyards represented
A&P Falmouth (UK)
A&P Tees (UK)
A&P Tyne (UK)
Asmar (Chile)
Agents Contact Directory
Cabnave Synchrolift (Cap Verde)
Cameroon Shipyards (Cameroon)
Colombo Dockyards Ltd (Sri Lanka)
Cosco Dalian Shipyard (China)
Cosco Guangzhou Shipyard (China)
Cosco Nantong Shipyard (China)
Cosco Shanghai Shipyard (China)
Cosco Xiamen Shipyard (China)
Cosco Zhoushan Shipyard (China)
Dakarnave (Senegal)
Dalian New Shipyard (China)
Elefsis (Greece)
Enavi (Brazil)
Forgacs Dockyard (Australia)
Grand Bahamas Shipyard (Bahamas)
HUD (Hong Kong)
Lisnave Mitrena (Portugal)
Neorion New SA Syros Shipyards (Greece)
Universal Shipbuilding Corp (Japan)
Vancouver Shipyards (Canada)
Poland
A. P & A. POLAND LTD
ul Jaskowa Dolina 112, 80-286 Gdansk, Poland
Tel: +48 58 341 7988
+48 58 344 7366
Fax: +48 58 345 4801
Email: apapol@apaltd.com.pl
Contact: Kostas Milionis
Companies represented
Adriatic Shipyard Bijela (Montenegro)
Chengxi Shipyard (China)
Coimbra Shiprepair (Brazil)
Cosco Shipyard Group (China)
Dalian
Guangzhou
Nantong
Shanghai
Zhoushan
Gdansk Shiprepair Yard Remontowa (Poland)
Guangzhou Wenchong Shipyard (China)
Hellenic Shipyards Skaramanga (Greece)
Hydroster (Poland)
International Combustion Engineering (Denmark)
Lifeng Shipyard (China)
Odessos Shiprepair Yard (Bulgaria)
Pallion Engineering (UK)
Pharung Shipyard (Vietnam)
Prince Marine (Korea)
Rumia (Poland)
Shanghai GD Changxing (China)
WSK (Poland)
Portugal
Shipyards represented
MCC Marine
5 Harbour Lodge, 24 Alington Road, Poole,
Dorset BH14 8LZ, United Kingdom
Contact: Murielle Coue
Tel: +44 1202 709090
Mob: +44 7802 358048
Email: murielle@mccmarine.com
Web: www.mccmarine.com
Shipyards represented
Halifax Shiprepair (Canada)
Grand Bahama Shipyard (Freeport)
Curacao Drydock (Netherlands Antilles)
Enavi (Brazil)
A&P Group (UK)
Odessos Shiprepair (Bulgaria)
Tallin Shipyard (Estonia) Tallinn
Turku Shiprepair Yard (Finland)
Camell Laird (Gibraltar)
Astican (Las Palmas)
Western Shipyard (Lithuania)
Malta Shipyards (Malta)
Adriantic Shipyards (Montenegro) Adriatic Shipyard Bijela
Astander (Spain)
Elgin Brown & Hamer (South Africa)
Colombo Dockyard (Sri Lanka)
ASRY (Bahrain)
Cosco Shipyard Group (China)
Chantier Naval de lOcean Indien (Mauricius)
Shanghai & Chengxi Shipyards (China)
Shanghaiguan Shipyard (China)
China Shipbuilding (Taiwan)
Singapore
Titan Marine Services
Simpang Bedok Post Office,
PO Box 024, Singapore 914801.
Tel: + 65 91178234
Mobile: + 65 91178234
Fax: + 65 2340807
Email: sumyc@singnet.com.sg
Contact: Mr Y.C.Sum
List of Yards
Gemak Shipbuilding (Turkey)
Shipdock BV (Netherlands)
Arno Dunkerque (France)
Riga Shipyard (Latvia)
San Giorgio Del Porto (Italy)
DCD-Dorbyl (South Africa)
Darkarnave (Senegal)
Dongsung Engineering (South Korea)
Atlantic Marine (USA)
Spain
MCC Marine
5 Harbour Lodge, 24 Alington Road, Poole
Dorset BH14 8LZ, United Kingdom
Contact: Murielle Coue
Tel: +44 1202 709090
Mob: +44 7802 358048
Email: murielle@mccmarine.com
Web: www.mccmarine.com
Halifax Shiprepair (Canada)
Grand Bahama Shipyard (Freeport)
Curacao Drydock (Netherlands Antilles)
Enavi (Brazil)
A&P Group (UK)
Odessos Shiprepair (Bulgaria)
Tallin Shipyard (Estonia) Tallinn
Turku Shiprepair Yard (Finland)
Camell Laird (Gibraltar)
Western Shipyard (Lithuania)
Malta Shipyards (Malta)
Volume 7 Issue 1 Page 87
Agents Contact Directory
Adriantic Shipyards (Montenegro) Adriatic Shipyard Bijela Miami Diver International (Curacao, NI) Beihai Lifeboats (Qingdao)
Lisnave (Portugal) Miami Diver Panama (Panama) Chengxi Shipyard (Shanghai)
Naval Rocha (Portugal) Miami Diver (Miami, USA) Damen Anchor and Chain Factory (Rotterdam)
Step (Portugal) Napesca (Las Palmas, Canary Isles) Damen Shiprepair (Rotterdam)
Elgin Brown & Hamer Group (South Africa, Namibia) Nico International (UAE) Diesel Marine International (Worldwide)
Colombo Dockyard (Sri Lanka) Parker Diving (California, USA) Drydocks World Batam (Indonesia)
ASRY (Bahrain) Polestar Engineering (Singapore) Drydocks World Dubai (UAE)
Cosco Shipyard Group (China) Polmar Engineering (Rotterdam, Netherlands) ASRYMAR Drydocks World Dubai Afloat Repair Division (UAE)
Chantier Naval de lOcean Indien (Mauricius) Rentong Marine (China) 28 Bolton Street, Mayfair Drydocks World Singapore (Singapore)
Shanghai & Chengxi Shipyards (China) Subsea Solutions Alliance (Worldwide) London W1J 8BP Henar Polish Riding Squads Ltd
Shanghaiguan Shipyard (China) Trident Diving (Terneuzen, Holland) United Kingdom Irving Shiprepair, Halifax (Nova Scotia)
China Shipbuilding (Taiwan) Total Marine Contracts (Grimsby, UK) Tel: +44 (0) 20 7318 9800 Jiangsu Anchor Chains (China)
Underwater Shipcare (Singapore) Fax: +44 (0) 20 7493 9452 Lisnave (Portugal)
Sweden Worldwide Diving Stations Email: asrymar@asrymar.co.uk Scamp Limited (World-wide Dive Stations)
Contacts: Peter Thornton, Janusz Stefanski Van Brink Yard (Rotterdam)
Companies represented Yiu Lian Dockyard (Hong Kong)
United Arab Emirates AB Laivite Shiprepair Yard (Klaipeda, Lithuania) Yiu Lian Shipyard (Shekou)
ASRY (Bahrain)
Cape Media Constanta, Romania
Carell S.A.(Piraeus, Greece)
JTS MARINE Castle Holdings (Ukraine)
PO Box 71, SE-450 71 Fjallbacka, Sweden Gryfia (Poland)
Tel: +46 703 350 722 Labroy Shipbuilding & Engineering Pte Ltd (Singapore)
Fax: +46 703 868 535 Globetech Dubai Lixin Shipyard (Shanghai, China)
Email: jts.marine@telia.com Building 3, Ground Floor, Dubai Investment Park Lifeng Shanghai ENCOMPASS MARINE LIMITED
Contact: Jonas Th. Svedberg Green Community, UAE Marpol (Panama) 26 Flour Square
Companies represented P.O.Box 212880 Pregol (Russia) Grimsby
ASRY (Bahrain) Sweden & Finland Dubai - UAE Torlak (Istanbul, Turkey) NE Lincs DN31 3LP,
Astilleros Braswell (Panama) Sweden & Finland Tel: +971 (0) 4801 9259 Yiu Lian Hong Kong/China United Kingdom
Mediterranean Diving Co (Malta and Belgium) Fax: +971 (0) 4801 9101 Tel: +44 (0) 1472 245500
Sweden & Finland Email: dubai@globetechgroup.net Fax: +44 (0) 1472 245511
Sadikoglu Groupe/Tuzla Shipyard (Turkey) Contact: Ms. Eliza, Marketing & Sales Executive Email: services@encompassmarine.com
Sweden, Finland & Denmark Mobile: +971 50 745 5314 Web: www.encompassmarine.com
Shanghai Lixin (China) Sweden & Finland Companies represented: Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson
Singatec Engineering (Singapore) Sweden & Finland) Astican Shipyards represented
Turbo Technik Reparatur-Werft Dassler KG (Wilhemshaven) Astander Antwerp Shiprepair Antwerp, Belgium)
Sweden Braswell Arab Heavy Industries (UAE)
Underwater Shipcare Pte Ltd (Singapore) ST Marine BLRT Group
Sweden & Finland Chengxi Blohm+Voss Repair Tallinn Shipyard (Tallinn, Estonia)
SSM 123 Minories Turku Repair Yard (Turku, Finland
Switzerland Toei London EC3N 1NT Western Shipyard (Klaipeda, Lithuania)
United Kingdom Cammell Laird Shiprepairers (Merseyside, UK)
United Kingdom Tel: +44 (0) 20 7680 4000 East London Shipyard (East London, South Africa)
Fax: +44 (0) 20 7553 0001 Keppel Shipyard (Singapore)
Mobile: +44 (0) 77 10 327 004 Keppel Philippines Marine (Philippines)
Email: drydock@bvrepair.com Keppel Batangas Shipyard (Batangas)
Web: www.blohmvoss-repair.com Subic Shipyard (Subic)
ENCOMPASS MARINE LIMITED Contact: George D. Skinitis Kiran Tuzla Shipyard (Tuzla bay, Turkey)
26 Flour Square, Grimsby, NE Lincs DN31 3LP, UK Companies represented Qingdao Beihai Shipyard (Qingdao, China)
Tel: +44 (0) 1472 245500 Blohm+Voss Repair (Hamburg) Union Naval Barcelona (Barcelona, Spain)
Fax: +44 (0) 1472 245511 A. P. & A. Ltd Vianayard (Viana Do Castelo, Portugal)
Email: services@encompassmarine.com 32 The Mall, London W5 3TJ, United Kingdom Viktor Lenac Shipyard (Rijeka, Croatia)
Web: www.encompassmarine.com Tel: +44 20 8840 8845 Xingang Shipyard (Xingang, China)
Contacts: Peter Smith, Kevin Jarvis, Paul Georgeson Fax: +44 20 8840 8843 Xinya Shipyard (Zhoushan, China)
Shipyards represented Email: apa@apanda.com Zamakona Group (Canary Isles & Pasajes, Spain)
Cammell Laird Shiprepairers (Merseyside, UK) Web: www.apanda.com Marine Service Companies represented
East London Shipyard (East London, South Africa) Contact: Andreas Papadakis All Sea Atlantic (Halifax, Canada)
Keppel Philippines Marine (Philippines) Companies represented All Sea Enterprises (Vancouver, Canada)
Keppel Batangas Shipyard (Batangas) Adriatic Shipyard Bijela (Montenegro) Arab Eagle Marine Engineering (UAE)
Subic Shipyard (Subic) Bredo (Germany) Dovanko Marine (Greece)
Kiran Tuzla Shipyard (Tuzla Bay, Turkey) Coimbra Shiprepair (Brazil) CALVEY MARINE LIMITED Ecospeed Paint (Antwerp, Belgium)
Navantia (Spain) Cosco Shipyard Group (China) Broomers Barn Edilcom Surveys (Tallinn, Estonia)
Cadiz Shipyard (Cadiz) Dalian Merrywood Lane Kayak Maritime Services (Antwerp, Belgium)
Cartagena Shipyard (Cartagena) Guangzhou Storrington Keyser Technologies (Singapore)
Ferrol-Fene Shipyard (Ferrol) Nantong West Sussex RH20 3HD, UK Komas (Korea)
San Fernando Shipyard (San Fernando) Shanghai Tel: +44 (0) 1903 748860 Miami Diver International (Curacao, NI)
Qingdao Beihai Shipyard (Qingdao, China) Zhoushan Fax: +44 (0) 1903 743390 Miami Diver Panama (Panama)
Shanhaiguan Shipyard (Qinhuangdao, China) Gdansk Shiprepair Yard Remontowa (Poland) Email: calvey@calveymarine.co.uk Miami Diver (Miami, USA)
Sociber (Valparaiso, Chile) Hellenic Shipyards Skaramanga (Greece) Web: www.calveymarine.co.uk Napesca (Las Palmas, Canary Isles)
Zamakona Group (Canary Isles & Pasajes, Spain) Hydroster (Poland) Contact: Clive Calvey Parker Diving (California, USA)
Marine Service Companies represented International Combustion Engineering (Denmark) Mobile: +44 (0) 7850 769527 Polestar Engineering (Singapore)
All Sea Atlantic (Halifax, Canada) International Repair Services (Panama) Contact: Steven Black Polmar Engineering (Rotterdam, Netherlands)
All Sea Enterprises (Vancouver, Canada) add Odessos Shiprepair Yard (Bulgaria) Mobile: +44 (0) 7885 217869 Rentong Marine (China)
Dovanko Marine (Greece) Pallion Engineering (UK) Contact: Debbie Byrne Subsea Solutions Alliance (Worldwide)
Edilcom Surveys (Tallinn, Estonia) Pharung Shipyard (Vietnam) Mobile: +44 (0) 7802 231938 Total Marine Contracts (Grimsby, UK)
Gridins Enterprise (Klaipeda, Lithuania) Prince Marine (Korea) Companies represented Trident Diving (Terneuzen, Holland)
Kayak Maritime Services (Antwerp, Belgium) Rumia (Poland) AMI Exchangers (Hartlepool) Underwater Shipcare (Singapore)
Keyser Technologies (Singapore) WSK (Poland) Beihai Shipyard (Qingdao) Worldwide Diving Stations
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 88 www.shiprepairjournal.com
 Agents Contact Directory
Singapore Technologies Marine Ltd (St Marine) (Singapore) China Shipbuilding Corporation (Taiwan)
SSM (Europe) Detyens Shipyard Inc (US)
TOEI Engineering Elgin Brown & Hamer (South Africa)
Yiu Lian Shekou, Dockyard (South China) Elgin Brown & Hamer Namibia (Walvis Bay)
Malaysia Marine & Heavy Engineering (Malaysia)
Metalships & Docks SA (Spain)
EMCS GROUP NAUTA SA Shiprepairyard Gdynia, Poland WILMOT MARINE SERVICES LTD
EMCS LTD/Sesmarine (IOM) Ltd Santierul Naval SA Constanta (Romania) 84 Empire Square East, Empire Square, London SE1 4NB, UK
(Incorporating EMCS Diving Support) HJM MARINE LTD Shanghai Shipyard Shiprepair Division (China) Tel: +44 (0) 20 7939 9580
Marian House, 9 Station Road, Port Erin 4 Cherrywood Way, Little Aston, Shipdock BV (Amsterdam and Harlingen) Fax: +44 (0) 20 7407 6183
Isle of Man, IM9 6AE, UK West Midlands B74 4HZ, United Kingdom Torlak Shipyard, Tuzla, Turkey Email: wmsl@wilmotmarine.co.uk
Tel: +44 1624 833955 Tel: + 44 121 353 2887 Tru-Marine Group Web: www.wilmotmarine.co.uk
Fax: +44 1624 837173 Fax: + 44 121 353 3151 Pmax One Services (Singapore) Contact: Andrew Hindley
Email: enquiries@emcs.co.im Mobile: + 44 7831 499848 Tru- Marine Middle East (UAE) Mobile: +44 (0) 7887 563075
Web: www.emcs.co.im Email: info@hjm-marine.com Tru-Marine Machinery Engineering (China) Contact: Bruce Wilmot
Contact: Steve George Web: www.hjm-marine.com Tru-Marine Pte (Singapore) Mobile: +44 (0) 7831 636821
Mobile: +44 7624 461 446 Companies represented Tunisia Ship Repairers (Tunisia) Contact: James Lyons
North east area representative Cerneval SA (Algeciras) Yiu Lian Shekhou, Shenzen, China Mobile: +44 (0) 7979 246085
Contact: Amanda Green, 33 Dykelands Road, Seaburn, Costruzioni Arsenale di Venezia S.c.a.r.l. (Venice) Floating Repair Specialists Companies represented
Sunderland SR6 8EW, United Kingdom Crosscomar S.L. (Algeciras) Caswell Environmental Services (Asbestos) (Stevenage, UK) Astander (Spain)
Tel: 0191 5160010 Fincantieri CNI S.p.A. (Palermo) Dongsung Engineering (South Korea) Astican (Las Palmas)
Fax: 0191 5160400 Keppel Verolme B.V. (Rotterdam) Electro Marine (South Africa) Cascade General (Portland Oregon)
Email: green-amanda@btconnect.com Mario Lopez (Malaga) EMCS (Isle of Man) Desan Shipyard (Tuzla, Turkey)
Mobile: +44 77363 18126 Metalock Engineering GmbH. (Hamburg) Kwang-Youn-Gi Engineering (Taiwan) Grand Bahama Shipyard (Freeport)
Marketing Northrop Grumman Corp., MHI Shiprepair & Services (US) JSML Shipyard (Singapore)
Contact: Chris George Newport News (Newport News) PB Asher (Southampton, UK) Malta Shipyards (Malta)
Tel/Fax: +44 1579 370058 San Giorgio del Porto S.p.A. (Genoa) Port Marine Contractors (South Africa) Riga Shipyard (Latvia)
Email: chris.sycamore@gmail.com Scheepswerf Reimerswaal B.V. (Hansweert) Singatac Engineering (Singapore) Scheldepoort Repairyard (Netherlands)
Companies represented Yiu Lian Dockyards (Shekou) Ltd. (Shenzen) Welmet Engineering PTE (Singapore) Sembawang Shipyard (Singapore)
D Van De Wetering Willing (Shanghai) Trading China)
Electropartners
Engine Partners
United States
Globetech (IOM Only)
Marine Marketing Int (IOM only)

GEORGESON ASSOCIATES ENMAN & ASSOCIATES, INC.

Marine Consultant LLOYD WERFT 10920 Baymeadows Road, Su 27 PMB 304
50 Highthorpe Crescent PO Box 2102, Seaford,
SHIP REPAIRERS & Jacksonville, Florida 32256, USA
Cleethorpes East Sussex BN25 2YQ, UK Tel: +1 (904) 519-0469
North East Lincolnshire, DN35 9PY, UK Contact: Steve Buhlman SHIPBUILDERSLTD Fax: + 1(904) 519-8580
Tel: +44 (0)1472 236 536 (All hours) Tel: +44 (0) 1323 894652 Broadwell House, Broadwell, Lechlade Contact: David Enman
Email: georgesonassoc@aol.com Fax: +44 (0) 1323 897476 Gloucestershire GL7 3QS, United Kingdom Mobile: +1 (904) 318-0909
Web: www.marineconsultant.co.uk Mobile: +44 (0) 7803 179640 Tel: +44 (0) 1367 860 050 Email: shipyards@davidenman.com
Contact: Paul J Georgeson Email: buhlman.steve@lloydwerft.com Fax: +44 (0) 1367 860 474 Companies represented
Mobile: +44 (0) 7710 297535 Companies represented Mobile: +44 (0) 7767 690 704 Detyens Shipyards (USA)
Lloyd Werft (Bremerhaven) Email: roderick@shiprepairers.co.uk Tecnico (USA)
Rickmers Werft (Bremerhaven) Web: www.shiprepairers.co.uk Enavi (Brazil)
Contact: Roddie Wordie, Marie McClure Yiulian (Shekou) (Mazhou Island)
Email: marie@shiprepairers.co.uk China Merchants Heavy Industry (CMHI) (Mazhou Island)
Companies represented Yiulian Dockyards (Hong Kong)
Arno Dunkerque (France) Elgin Brown & Hamer Group
ASL (Batam Island, Indonesia) Walvis Bay, Namibia (South Africa)
Asmar (Punta Arenas, Chile) Durban (South Africa)
Asmar (Talcahuano,Chile) Cape Town (South Africa)
GLOBETECH SERVICES LTD Asmar (Valparaiso, Chile) East London (South Africa)
Unit 5 Shannon Commercial Centre, Beverley Way, Atlantic Drydock (Jacksonville) Radio Holland
New Malden, Surrey KT3 4PT, United Kingdom MARINE MARKETING Atlantic Marine (Boston) Sobrena Ship Repair Yard Brest (France)
Tel: +44 (0) 20 8942 4366 Atlantic Marine (Mobile)
Fax: +44 (0) 20 8942 4377
INTERNATIONAL LTD Atlantic Marine (Philadelphia)
Shipdock (The Netherlands)
Western Shiprepair (Lithuania)
Email: globetech@globetechservices.com BAE Systems (San Diego) Tallinn Shipyard (Estonia)
Web: www.globetechservices.com BAE Systems (San Francisco) Turku Repair Yard Ltd (Finland)
Contact: Nick Pearson, Sami Golestanian Basrec (Bahrain) Cammell Laird (Gibraltar)
Companies represented Unit 17 Challenge House Cammell Laird (Gibraltar) Yardgem Istanbul (Turkey)
Asimar Shipyard, Bangkok (Thailand) Sherwood Drive Bletchley, Conoship International (Holland)
Astilleros Braswell Shipyard (Panama) Milton Keynes MK3 6DP, United Kingdom Dakarnave (Senegal)
Berco Marine Systems (Norway) Tel: +44 (0) 1908 378822 Dormac Cape Town (South Africa)
Colombo Dockyard (Sri Lanka) Fax: + 44 (0) 1908 378828 Dormac Durban (South Africa)
DCD-Dorbyl (South Africa) Mobile: +44 (0) 7720 074113 Elefsis (Greece)
Fjellstand (Norway) Email: mail@MarineMarketingInternational.com Forgacs (Newcastle)
Future Pipe Industries (The Netherlands) Web: www.MarineMarketingInternational.com Forgacs Cairncross (Brisbane)
Gemak Shipyard, Istanbul (Turkey) Contact: Mike McMahon, Katie McMahon Hong Kong United Dockyard (HK) Simplex americas LLC
IHC Lagersmit (Netherlands) Companies represented Huarun Dadong (Shanghai)
Lifeng, Shanghai (China) Shipyards Kraatz (Walvis Bay, Namibia)
Lixin, Shanghai (China) Carell SA Piraeus, Greece Neorion (Greece)
Nico International, Dubai (United Arab Emirates) CARENA (Ivory Coast) Sobrena (Brest, France) 20 Bartles Corner Road,Flemington
Shanghai Guan Shipyard (North China) CARIDOC (Trinidad) Tsakos (Uruguay) New Jersey 08822, USA
Sidem, Genova (Italy) Chengxi Shipyard (Shanghai) VT Fitzroy (New Zealand) Tel: +1-908-237-9099
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 1 Page 89

Agents Contact Directory
Fax: +1-908-237-9503
Mobile: 24/7/365 +1-908-581-0900
Email: info@simplexamericas.com
Web: www.simplexamericas.com
Contact: Donald W Vogler President
Factory Service, Spares & Sales
Simplex Compact Stern Tube Seals Service performed in
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)

WHEELER ASSOCIATES
95 Mill Spring Lane, Stamford, CT 06903-1635, USA
Tel: +1 203 329 1680
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)
Naftosol (afloat repairs) Piraeus (Greece),
incl: 2x1 Midia Shipyard, Constanta, Romania
ThyssenKrupp Marine Services Shipyards
Blohm+Voss Repair, Hamburg (Germany)
Hellenic Shipyards Skaramanga (Greece)
Turbotechnik (afloat repairs) Wilhelmshaven (Germany)
Union Naval de Barcelona (Spain) Malaysia Marine & Heavy Engineering (MMHE), Malaysia

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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