SHIPFeature REPAIR a cryogenics clean room for LNG tanker repair work. One of its most notable projects this year is the conversion of six OBOs to VLCCs, which will involve the fabrication of 2,200 tons of steel. In Europe, Gibraltar-based Gibdock says it has built up considerable experience in BWTS retrofits and is gearing up to ensure it is in a position to meet growing levels of demand following the entry into force of the IMO’s BWM Convention. Gibdock says, “Over the past six months Gibdock has received a growing number of enquiries from shipowners and operators regarding ballast water treatment system installations and is in the process of discussing these with clients. Some of these discussions have related to full turnkey projects, with the yard installing all systems onboard, while others have been enquiries around the yard undertaking preparatory work prior to equipment installations. Gibdock is confident that a number of these discussions will translate into firm contracts in the near future.” Gibdock’s ballast water treatment projects to date have included the installation of skid-mounted UV type systems for some well-known owners in the offshore support and cable laying sectors. Working closely with technology suppliers, Gibdock has taken care of all cabling layout and electrical connections, as well as fabricating, galvanizing and fitting pipework, and installing pumps, filters, UV elements, control panels and valves. With IMO’s 0.5% global sulfur due to come into effect on January 1, 2020, ship operators have to decide whether to switch to compliant MGO, fit their ships with exhaust gas scrubbers or burn Liquefied Natural Gas (LNG) as a fuel. Gibdock says it has a proven record of installing exhaust gas scrubbers onboard vessels, allowing them to meet sulfur dioxide (SOx) emission targets in a cost effective way. One of its most notable projects to date involved fitting abatement technology to a series of five product tankers for Norbulk. The 1,080 TEU container vessel Ops Hamburg spent around 20 days in the yard earlier this year. The main element of this project involved the overhaul of the ship’s two MAN B&W 7-cylinder main engines, while boilers were also cleaned as part of a major maintenance program that included work to the ballast water treatment plant. During the vessel’s stay, the rudder blades and steering gear were also inspected, with the tail shaft removed to enable new stern tube seals to be installed. The propeller itself was also refurbished and new blades were fitted.
Spain’s Astilleros Cardama, Vigo, repaired 34 ships, including three conversions last year. This past August, it delivered the Thulfiqar, a 42m multipurpose tug for Basrah Oil Company in Iraq. The tug is used for supply and emergency response, firefighting, rescue, and oil recovery. It is currently building a 50m multipurpose tug for Senegal for inspection and surveillance duties. Poland’s Remontowa performed 188 drydockings and repairs, along with six conversions last year. Remontowa has supported shipowners’ efforts to refit their ships with BWTS and exhaust gas scrubbers. For BWM retrofits, Remontowa offers turnkey support starting from Pre-survey, Design, Engineering, Equipment Supply, Prefabrication to Installation. This past April, it installed a BWTS on the Sulphur Genesis, owned by Daiichi Tankers. As for exhaust gas cleaning systems, Remontowa has installed 38 hybrid, open loop and closed loop scrubbers since its first one in August 2013. It recently installed four scrubbers on Finnlines’ Europalink. It has also undertaken some impressive conversion projects, including the challenging lengthening of six ferries for Finnlines. The 30m lengthening involves 1,713 tons of steel for outfitting the midbody and hull modifications. The last of the lengthenings is to be completed by December 2018.
Shift to LNG as Fuel Remontowa is also performing midlife propulsion upgrades for BC Ferries on two sister ferries, the Spirit of British Columbia and Spirit of Vancouver Island. The shipyard is converting the ships’ engine rooms to dual fuel (DF) system, with the possibility of both low-sulfur diesel and natural gas feeding (stored as LNG). It is also
modernizing their passenger spaces, renovating their cabin bathrooms, and adding a new café. Additionally, it is providing a full range of maintenance and painting “from stem to stern.” Steel was recently cut at Damen Shiprepair Dunkerque for a new hull section for the conversion of the trailing suction hopper dredger (TSHD) Samuel de Champlain from diesel-electric propulsion to dual-fuel capability combining Marine Gas Oil (MGO) and LNG. The new section of hull will hold the new generators and other equipment. Damen Shiprepair Dunkerque CEO Mark Jan van den Akker called LNG a fuel of the future with an important role in the movement towards lower emissions. The Samuel de Champlain is the first such conversion to be done by Damen Shiprepair Dunkerque and the first of its kind in Europe. Under the contract, Damen is delivering a turnkey package that includes engineering, procurement and support. Engineering studies are being subcontracted to LMG Marin France. The current propulsion system of the Samuel de Champlain is diesel-electric burning MGO, and so the package includes the change of generators to dual-fuel models and the installation of onboard LNG storage facilities. The new engines will be installed on a new block, which is currently being prefabricated at Damen Shiprepair Dunkerque and will be installed later this year while the vessel is in drydock. The conversion is part of an EU-supported initiative to promote LNG propulsion in short-sea vessels operating along the European Atlantic coast and will demonstrate the feasibility of using LNG on smaller vessels. The Samuel de Champlain is expected to be operational December 2018.
July 2018 // Marine Log 21