Drydock Magazine: April - June 2024

MAGAZINE

JUNE 2024

FACE THE FACTS: MarineShaft celebrates 20th anniversary with success UP FRONT: A mammoth lift on wind turbine installation vessels by Mammoet Spotlight: The spotlight is on Posidonia, the Black Sea & Mediterranean

MAGAZINE

JUNE 2024

Contents 2

Face the Facts

MarineShaft celebrates its 20th anniversary and saw its busiest and most successful year last year, explains Lisa Hjermitslev, CCO

10 On the Line

As shipping grapples with tightening emissions regulations, Dr Sasha Heriot, Product Development Business Manager, Cathelco, explains how a proactive approach to biofouling management can deliver cost savings and environmental benefits

FACE THE FACTS: MarineShaft celebrates 20th anniversary with success UP FRONT: A mammoth lift on wind turbine installation vessels by Mammoet Spotlight: The spotlight is on Posidonia, the Black Sea & Mediterranean

Mammoet recently used its PTC210-DS crane to carry out leg crane replacements on two offshore wind farm installation jack-up vessels, Wind Orca and Wind Osprey for the Danish transport and installation company Cadeler.

16 Up Front

Mammoet provides mammoth lifting equipment for crane replacements on next-generation offshore wind turbine installation vessels

24 Spotlight

The spotlight is turned on the Black Sea & Mediterranean, with updates from Posidonia, Gibdock, Palumbo, Constanta and Adria Docks

40 Area Review

Southern European features Navantia, Astican and Navalrocha, which have all been occupied with cruiseships and ferries in the first quarter of 2024

48 Analysis

Cruise & Ferry repairs in the spotlight

60 Mechanical Matters

An all-inclusive shaftline solution package from Wärtsilä and an underwater thruster repair from Hydrex

Issue: June 2024 Volume No.48 No.2 ISSN No. 0143-5000

Editor: Mark Langdon Advertisement Manager: Nick Carugati Production Manager: Tatum Le Patourel Design: Fiona Andreanelli Accounts: Claire Long Subscriptions: Emma Hardy Publisher: Andrew Deere

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70 In Focus

Painting an icon in the form of the Battleship Texas

76 Special Feature – Emissions

Highlighting the latest technologies to reduce environmental impact

86 Worldwide

Updates from Damen and Drydocks World

92 News

The latest products, appointments and news

2 – FACE THE FACTS 2024

MarineShaft is qualified to carry out class approved laser cladding of propeller shafts

Lisa Hjermitslev joined MarineShaft in 2007 as Marketing Manager after being headhunted by the company and was later appointed to CCO in 2017.

She previously worked with Wartsila as Sales and Marketing Officer before joining MarineShaft. She has a marine sales and marketing background and was educated at a Danish International Business School.

She has worked in the maritime business her entire career.

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LONG-TERM INVESTMENT STRATEGY PROVIDES SIGNIFICANT RETURNS The Denmark-based repair company MarineShaft specialises in repairing and manufacturing propeller equipment and rudder arrangements. It is a privately-owned company that was founded in 2004 by Knud Andersen and Anders Jensen, who are still managing the company. This year, MarineShaft is celebrating its 20th anniversary, and 2023 was its busiest and most successful year to date, explains Lisa Hjermitslev, CCO at MarineShaft.

4 – FACE THE FACTS 2024

Top: Preparing to manufacture an intermediate shaft Above: MarineShaft specialises in cold straightening shafts

Q. Who are your main customers?

A. MarineShaft’s customers include shipyards, ship management companies, shipping companies, and more. Most orders come from abroad, and this is mainly due to MarineShaft’s unique niche in repairing bent propeller shafts and rudder stocks through cold straightening with full class approval.

Q. What sort of growth has MarineShaft seen and what has driven this?

A. Over the years, there have been massive expansions of machinery and workshop areas.

The investments in recent years have been particularly prompted by one

clear trend: ships are growing larger and larger, and so are their rudders, propellers, and shafts. If one’s livelihood depends on repairing such components, adaptation is necessary.

Among major expenditure has been a doubling of the area in one of the company’s three workshops. An expansion of 1,400 square metres to approximately 3,000 square metres was completed in 2021, necessary to accommodate an enormous, newly purchased lathe, enabling MarineShaft to turn shafts up to 27m long.

Simultaneously, crane capacity was doubled to 200 tons, and MarineShaft has installed a new custom-built

DRYDOCK 2024 – 5

WE BELIEVE IN NEW TECHNOLOGY AND HAVE CONTINUOUSLY INVESTED IN NEW EQUIPMENT. Left: Carrying out a hub repair Below: MarineShaft’s lathe enables it to turn shafts up to 27m long

hydraulic press with 8,000 tons pressure capacity, capable of straightening shafts up to 1.5m in diameter.

We haven’t even seen shafts that big yet, but we want to be able to assist even the largest vessels going forward, so we are preparing ourselves.

Q. What makes MarineShaft different?

A. Few others in the world can offer the expertise that MarineShaft possesses in terms of employees and specialised machinery. I believe we now probably have the largest capacity in the world for this type of repair.

However, capacity alone is not enough.

Repair time is also one of the company’s

strong and primary parameters. Often it’s urgent tasks – when a rudder breaks or a shaft becomes misaligned, the shipowner is interested in getting the ship back to sea as soon as possible – so things need to move quickly.

Q. What about investment in new technology?

A. We believe in new technology and have continuously invested in new equipment. MarineShaft has been using laser cladding repair technology for the past seven years. We have recently invested in a second larger robotic laser cladding plant, with more equipment on its way.

6 – FACE THE FACTS 2024

Laser alignment being carried out on site

Q. Why is that?

A. With laser cladding, we can repair damage on vital parts that previously were impossible to repair by regular welding techniques, or not allowed by the classification societies. The Number One advantage of laser cladding is the lower heat input in the material, and from day one, it was our goal to achieve full class approval. Laser cladding has become indispensable for the company.

MarineShaft has class approvals to use laser cladding on: •

Stainless steel

•

Carbon steel

•

Bronze

•

Cast iron

Another advantage is the shorter repair time, as post-weld heat treatment after laser cladding can be omitted, reducing the delivery time by several days.

It is partly delivery time that has also been behind one of the latest investments. Our newly-acquired 3D scanning equipment enables MarineShaft’s employees to scan and precisely measure dimensions – for example, in propeller blades, cones, rudder stocks, and much more – with a handheld 3D laser scanner.

This allows us to offer this service wherever a ship is located. We come out, perform a scan of a rudder cone for example, and send the data back home so our workshop personnel can machine the rudder stock to fit precisely. This saves our customer a lot of time. We recently took it out on its first job in

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China, where we saw very good results.

It is still in the startup phase, but it is something we expect a lot from.

Q. How much of your work is workshop-based and how such is on site?

MarineShaft has also recently purchased another piece of equipment to provide its customers with the best and fastest repair services. The laser cleaner will considerably speed up the cleaning process. As well as reducing the time, it was also essential that it offered a more environmentally-friendly cleaning method. It requires no use of strong chemicals to remove complex surface coatings and rust etc.

A. The demand for on-site repair services is growing. MarineShaft has a team of service engineers travelling worldwide for all kinds of on-site repair, or tasks needing inspection or supervision. Often a job involves both in-house and on-site work.

In recent years, MarineShaft has also increased its workforce and has hired new personnel in the workshop, service engineers for on-site repair jobs, and administrative personnel. In total, there are over 85 employees.

Due to this growing demand, MarineShaft has invested in and developed plenty of mobile machinery in recent years. This is an ongoing process to ensure a comprehensive portfolio of equipment for on-site repair services, but also to maintain a solid workforce of technicians with know-how and experience.

MarineShaft teamed up its laser cladding equipment to carry out an emergency repair on a gearbox

8 – FACE THE FACTS 2024

Q. What additional work has MarineShaft been carrying out?

A. Whilst MarineShaft is known for specialising in the repair of damaged propeller and rudder equipment, we recently used our modern technology, such as laser cladding and 3D scanning, to urgently repair a gearbox housing.

We received the gearbox at our facilities in Hirtshals, Denmark. After cleaning and disassembling the gearbox housing, 3D scanning equipment was used to scan the housing connecting flanges to check for flatness. One advantage of 3D scanning is the accuracy and detail of the data it provides.

The 3D scanning showed deflection, with both bearing areas found to be oval due to bearing failure. The solution was to rebuild the bearing areas by laser cladding using Inconel 625. MarineShaft has class approval to weld on various types of materials.

As it was an emergency, to speed up the laser cladding process, we teamed our laser cladding equipment so that the two oversized bearings in the gearbox could be welded up twice as fast.

After laser cladding, the surfaces were machined to the original size. Finally, the

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connecting flanges were 3D-scanned again to verify that the flatness was still within tolerances.

The gearbox was returned to the customer, and the vessel was back in operation with minimal downtime.

Short delivery time combined with know-how and unique repair techniques are the trademarks of MarineShaft. We are committed to offering our clients a complete package of repair solutions, and based on our history, we continue to maintain high hopes and confidence in the future.

AS IT WAS AN EMERGENCY, TO SPEED UP THE LASER CLADDING PROCESS, WE TEAMED OUR LASER CLADDING EQUIPMENT SO THAT THE TWO OVERSIZED BEARINGS IN THE GEARBOX COULD BE WELDED UP TWICE AS FAST.

10 – ON THE LINE 2024

Better biofouling reduces costs & emissions As shipping grapples with tightening emissions regulations, Dr Sasha Heriot, Product Development Business Manager, Cathelco, explains how a proactive approach to biofouling management can deliver cost savings and environmental benefits.

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12 – ON THE LINE 2024

Ultrasonic antifouling systems like Cathelco’s USP DragGone can complement antifouling paint

K

eeping vessels in continuous operation presents an ongoing challenge in the maritime industry. Harsh marine environments pose a constant threat of corrosion, compromising vessel integrity.

Furthermore, unchecked marine growth within seawater intake systems and on hulls not only undermines operational efficiency, but also increases fuel consumption and associated greenhouse gas (GHG) emissions.

Compounding these challenges, traditional hull fouling management practices are becoming less effective.

That said, taking a comprehensive approach to biofouling management reduces both costs and emissions.

Understanding biofouling and its impact Biofouling, the rapid accumulation of aquatic organisms on submerged vessel parts, poses significant challenges to maritime operations and marine ecosystems. As soon as a vessel hits the water, the biofouling sequence begins and algae forms within hours, paving the way for macro fouling like barnacles and mussels. These organisms increase drag and raise the engine load, which in turn diminishes vessel performance, fuel efficiency, and leads to higher operational costs and GHG emissions.

DRYDOCK 2024 – 13

Effective biofouling management is crucial to combatting these challenges.

By preventing the accumulation of microorganisms and marine animals, the spread of invasive species is prevented while maintaining smooth hulls, enhancing the hydrodynamic performance of vessels, durability, and functionality, thereby reducing friction, fuel consumption, and associated emissions. Without proactive measures, vessels face heightened risks and reduced service life, emphasising the urgency of early-stage prevention.

Ensuring regulatory compliance Alignment with regulatory frameworks and global initiatives underscores the critical role of biofouling management in steering the maritime sector towards sustainability. The International Maritime Organization (IMO) identifies biofouling management as an important part of a decarbonised future, citing it as a key optimisation element for its Carbon Intensity Calculator (CII). An IMO study reveals that maintaining a clean hull could potentially reduce fuel consumption by 25%, aligning with the IMO’s GHG Strategy aiming for a 40% reduction in carbon intensity by 2030 and net-zero emissions by 2050.

Biofouling not only impacts fuel efficiency but also poses ecological risks by spreading invasive species which wreak havoc in marine habitats, endangering indigenous species.

Recognising this, the IMO introduced Biofouling Guidelines, updated in 2023, to prevent the spread of invasive species and underlining the global importance of effective biofouling control. Vessels worldwide are required to implement Biofouling Management Plans, with similar regulations in regions such as California, New Zealand, and Australia. Adherence to national biofouling requirements is essential, with penalties for non-compliance. This unified approach reflects the imperative of globally consistent practices to safeguard marine ecosystems and promote sustainable maritime practices worldwide.

Biofouling prevention methods Traditional hull fouling management methods such as antifouling paint and manual cleaning have long been relied upon in the maritime industry, but they aren’t without their challenges.

Antifouling paints contain biocides which, although initially effective, raised environmental concerns due to toxic chemicals, leading to tightening regulations. Manual cleaning during drydocking or with divers while anchored is labour-intensive, expensive, and poses safety implications. These methods both demand frequent maintenance and inspections, causing significant downtime and operational disruptions.

Owners and operators are increasingly recognising the benefit of proactive solutions like marine growth prevention systems (MGPSs) and ultrasonic antifouling systems, which work in tandem with reactive solutions to biofouling. MGPSs prevent marine organisms from colonising in seawater piping and other critical areas, reducing maintenance associated with marine growth removal during drydock visits, keeping vessels in service longer.

Ultrasonic antifouling systems, like Cathelco’s USP DragGone, complements antifouling paint by maintaining a clean hull surface from day one. Transducers mounted inside the hull emit ultrasonic waves, disrupting biological attachments and preventing the accumulation of microorganisms without harmful chemicals, improving hydrodynamic performance, corrosion resistance and fuel efficiency by up to 13%.

These proactive approaches not only outperform traditional methods but also contribute to environmental sustainability, aligning with global efforts to reduce GHG emissions.

As vessel operators seek superior performance and long-term cost savings, a combination of MGPSs and ultrasonic protection are providing effective results for hull fouling management.

14 – ON THE LINE 2024

THIS STREAMLINED APPROACH REFLECTS THE INDUSTRY’S COMMITMENT TO OPERATIONAL READINESS AND EFFICIENCY, MINIMISING DOWNTIME AND ASSOCIATED COSTS.

Technological advancements in ultrasonic protection Cathelco’s patented DragGone ultrasonic antifouling system leverages guided wave and heterodyning technology, pioneering their application for this use, and offering significant advancements in biofouling management.

Guided wave technology, traditionally used in non-destructive testing, channels ultrasonic energy along structures such as hull plates for an enhanced range of protection.

Heterodyning technology, originally used in radio frequency tuning, creates multiple frequencies to target a wider spectrum of fouling organisms in diverse environments effectively. The capability to adapt to varying fouling conditions makes it a reliable solution for vessels operating in different regions and seasons.

This dual approach ensures superior protection and reduces the need for transducers by 60%, significantly cutting down on maintenance, cleaning costs and overall operational expenses.

Real-world case studies and pilot installations on a range of vessels including ferries and superyachts demonstrate tangible benefits on vessel performance. In addition to practical deployments, collaborations with esteemed institutions and participation in projects like the ‘Cleanship’ initiative, funded by the EU, further validate the effectiveness of guided wave technology in antifouling applications.

Installation and maintenance Proactively protecting against hull fouling through tailored biofouling management solutions guarantees optimal performance and operational efficiency from the outset. For example, Cathelco’s marine growth prevention systems (MGPSs), found on more than 15,000 ships worldwide, are easy and economical to install and eliminate blockages in interior piping systems caused by barnacle and mussel growth, extending pipe lifetime. Ultrasonic protection systems like Cathelco’s offer lower installation and operational costs due to the reduced requirement for transducer locations, cable runs and control panels, making the system more reliable and easier to manage.

In addition, installation doesn’t require drydocking or hull penetrations.

Instead, a pre-installation survey determines ideal transducer and control panel placement. Installation, overseen by a service engineer, is internal and without hot work, ensuring simplicity and efficiency. And regular check-ups post-installation maintain performance, with easily exportable data for ongoing monitoring.

This streamlined approach reflects the industry’s commitment to operational readiness and efficiency, minimising downtime and associated costs while maximising vessel performance.

Outlook In today’s operating context, realising efficiencies, minimising costs and reducing emissions are all central to successful operations. Embracing innovation in biofouling solutions directly supports all of this, enabling regulatory compliance and fleet performance optimisation, while reinforcing the commitment to sustainability through the preservation of marine ecosystems. When economic and environmental sustainability go hand in hand, everyone benefits.

Cathelco’s marine growth prevention systems with anodes

WE DESIGN AND MANUFACTURE HEAVY LIFTING EQUIPMENT

Made in Italy | info@cimolaitechnology.com | www.cimolaitechnology.com | Ph. +39 049 940 4539

16 – UP FRONT 2024

DRYDOCK 2024 – 17

MAMMOET MAMMOTH HEAVY LIFTS Crane replacements for next-generation offshore wind turbine installations.

18 – UP FRONT 2024

DRYDOCK 2024 – 19

W

hen it comes to wind turbines, the bigger they are, the harder they work, generating more renewable offshore wind energy, and a greater return on investment for developers.

As a result, next-gen turbines are growing, and their components are getting larger and heavier.

To meet the enhanced installation and maintenance requirements of these components, the equipment used to move, lift and install them must be upgraded and replaced.

So it was that Mammoet was contracted by GustoMSC to carry out leg crane replacements on two offshore wind farm installation jack-up vessels, Wind Orca and Wind Osprey, for the Danish transport and installation company Cadeler.

The new leg cranes are fully electrically driven and have a 1,600t lifting capacity, making them ready to install and service next-generation wind turbines with capacity ratings exceeding 14MW. This project represented a unique one for Mammoet, utilising not only one of the biggest cranes in its fleet but also its own yard in Schiedam, the Netherlands, to perform the job – the location allowing a rare opportunity to schedule projects simultaneously to greatly increase their efficiency.

Colossal crane with a small footprint For the project, Mammoet utilised its PTC210-DS crane, one of five 5,000t-class ring cranes in its fleet and one of the largest cranes in the world.

The colossal size and stature of the crane belie its greatest strengths – its versatility and ability to operate in areas where space is limited.

“The PTC210-DS is the perfect crane for this job,” explains Dirk Knoester, Senior Adviser at Mammoet. “It has a relatively small footprint combined with 360-degree slewing, with the possibility to switch between fixed and luffing jib mode (as only the PTCs can)

resulting in the largest possible working area. PTC cranes can also be assembled in numerous configurations and thus a tailor-made configuration is feasible for any job: different mainboom and jib lengths, fixed or luffing jib, different amounts of counterweight and two ring diameters.”

These attributes made it an ideal crane for this project, where jack-up vessels were to be positioned on either side of Mammoet’s quay - which has a peninsula configuration. So, flexibility was needed to allow two vessels to be worked on together.

Preparation The decision to have the PTC210-DS constructed in Mammoet’s own yard was driven by safety and optimising the schedule for the client by being able to refit both vessels at once.

“Our yard has a unique location in the port of Rotterdam, and this gave us the possibility to position the crane between the two vessels and serve them at the same time,” says Remco Zandstra, Senior Commercial Manager at Mammoet. “Not only does this save considerable time, by minimising movements of cranes in the yard and vessels along the quay, it also creates the safest possible solution to perform this project.”

With Wind Orca and Wind Osprey moored on opposite sides of the quay, the PTC210-DS could be positioned in the centre, slotted between both vessels.

Safety assessments were carried out at the start of the project. This was essential as surveys found that the dock itself consisted of two L-shaped concrete constructions with softer ground in the middle.

A soil survey was conducted at the proposed location of the ring crane and, using this data, calculation models were created to predict the settlement of the soil under its weight.

To verify these models, load tests were carried out at both locations where the ring crossed areas without a dock floor.

20 – UP FRONT 2024

DRYDOCK 2024 – 21

Rising to the challenge The new leg cranes comprised four main sections to be installed: the pedestal, the rotating platform, the A-Frame and the 149m mainboom.

To enhance stability and control during the mainboom lifts, an LR1800-1.0 crawler crane was used as an assist crane. Working together, the PTC210DS lifted one end of the boom as the crawler crane lifted the other.

Performing this operation on a busy quay was a challenge that required effective space management.

Mammoet’s Schiedam location serves many active projects in Belgium and the

Netherlands on a daily basis. The site had to serve as a temporary laydown area for all components being added to the Wind Orca and Wind Osprey, including the large booms.

Lifting height proved another test for the engineers. At different stages of the operation, the vessels had to be raised to a height of 73m above the quay using their jacking legs.

Jacking up the vessels to this height was necessary to keep the rigging short, since the new cranes are of the leg encircling type. This meant that the base of these cranes had to be lifted over the leg.

22 – UP FRONT 2024

THE COMPLETED A-FRAME WILL INCREASE THE TOTAL HEIGHT OF THE SVANEN TO 125M.

Thus, jacking up the vessels minimised the risk of collisions between the jackup leg and sections of the PTC210-DS crane during lifts.

As crew could not embark and disembark the ships once they were elevated, additional safety considerations were taken to ensure that only authorised personnel – to operate the jacks and raise the vessels – were allowed aboard.

Work on Wind Orca and Wind Osprey will continue this year, with completion anticipated later in 2024.

Second Rotterdam project A PTC210-DS ring crane is also being used for a major A-Frame upgrade on another Van Oord heavy-lift installation vessel, Svanen.

The colossal 210,000tm, 3,200t-class crane was chosen as it is one of the few cranes in the world capable of performing the job, and was available locally.

The upgrade to the larger A-Frame will enable the Svanen to install newgeneration monopile foundations at sea.

The frame is made up of three main components, which were fabricated by Holland Shipyards and were moved,

DRYDOCK 2024 – 23

lifted and transported by Mammoet to its quayside headquarters in Schiedam.

There, the different components of the A-frame will be assembled and then driven 66m along the waterfront using 64 axle lines of Mammoet SelfPropelled Modular Transporters, ready for the PTC to perform the lift.

The completed A-Frame will increase the total height of the Svanen to 125m.

The configuration of the PTC used to perform the lift will be 105m of mainboom and 66m of luffing jib, with more than 4,000 tonnes of counterweight in use.

The efficiency of the project is due to the crane’s availability in Rotterdam and the fact that the A-Frame can be lifted as a single unit.

“These two unique pieces of equipment are in the same place at the same time,” explains Julian Alkemade, Project Manager at Mammoet. “The lift capabilities and location of the PTC will greatly mitigate downtime for the vessel.

Normally, such a project could take a year or so to plan, but here it has only taken a few months due to the crane’s availability and its unique capabilities as one of the world’s largest.”

A PTC210-DS ring crane is also being used on the Van Oord heavy-lift installation vessel, Svanen

24 – SPOTLIGHT 2024

Spotlight on the Black Sea & Mediterranean The Posidonia exhibition is a great opportunity for ship repair yards to showcase their capabilities.

DRYDOCK 2024 – 25

26 – SPOTLIGHT 2024

Elefsis Shipyard (top) and Neorion Shipyard in Syros (bottom) and have repaired over 500 ships since 2019

DRYDOCK 2024 – 27

G

reece’s revitalised shipbuilding industry will be prominently represented during Posidonia 2024, signalling a strong recovery following decades of decline and disrepair. The sector’s Greek renaissance is on the cards after completion of the consolidation of the country’s shipbuilding units in Syros and in Elefsina, and also due to the restart of Skaramangas Shipyards and increased activity in Halkida.

Neorion Shipyard in Syros and Elefsis Shipyard have repaired over 500 ships, foreign and Greek-owned, since the New York-based ONEX Shipyards and Technologies group took over their operations in 2019. Combined with further domestic output from other ship repair and shipbuilding operations, Greece is now seen as an important contributor to European shipyards’ annual production value of around €43bn, which comprises a collective civil and naval orderbook value that surpasses that of their Asian counterparts.

“Greece is resurfacing as a credible shipbuilding cluster for vessel repair, conversion and potentially for the

construction of newbuildings for Greek and international shipowners and naval forces,” says Theodore Vokos, Managing Director, Posidonia Exhibitions SA. “This revival follows decades of underperformance and underinvestment, marked by the absence of a strategic vision.”

Through a slate of strategic partnerships and multi-million investments, Greek shipyard operators and the Greek government are making a statement of their long-term commitment to a sector estimated to currently account for 1% of the nation’s GDP. The sector’s revival will further strengthen both the country’s economy and security. Partnerships will amongst others include naval projects, as the Greek government discusses with the US the joint design and co-production of the new generation of Constellation frigates, while increased activity in the shipyards will empower and support Greek maritime equipment manufacturers, further enhancing Greece’s contribution to Europe’s 50% market share and global dominance in marine equipment manufacture and supply.

28 – SPOTLIGHT 2024

Skaramangas Shipyards Ahead of Skaramangas Shipyards’ comeback to Posidonia, recently appointed Chairman Miltiadis Varvitsiotis has stated his lofty ambitions to transform the facility into a multi-million contract-winning operation capable of capturing a share of the action. He said: “Since 2010, the shipyard was exclusively involved in the repair, maintenance, and upgrade of the Hellenic Navy’s fleet. Now, with new ownership and management, we are ready to present our world-class infrastructure and state-of-the-art equipment for heavy and specialised repairs. We are going to promote our future plans and explore the possibilities of undertaking important and sophisticated newbuilding projects.”

The company intends to make full use of the existing infrastructure comprising some of the largest drydocks in the Mediterranean, capable of drydocking VLCC, LNG carriers and aircraft carriers.

Skaramangas has been investing in the gradual upgrade of facilities, strengthening fire safety and firefighting systems, and re-operating a large tank that has been inactive for about 20 years.

Improved competitiveness In general, Greek shipyards are investing in areas designed to improve their competitiveness and attractiveness, mainly to Greek shipowners who currently contribute 80% of Greek ship repair and newbuild activity.

The ONEX group’s business plan includes investments worth $550m for the shipyards with the goal of boosting repair operations to 300 vessels per year. “Our goal is to transform the historic shipyards into a modern maritime hub for the greater Mediterranean region,” says Panos Xenokostas, President & CEO, ONEX. “We aspire for both Elefsis and Syros Shipyards to become the first choice of those seeking quality, speed, and personalised service, while adhering to relevant security protocols and always taking into consideration the transition to a sustainable maritime model.”

ONEX aims to transform its shipyards into a hub supporting commercial shipping horizontally, energy transition, defence platforms and industrial solutions, leading the entire industrial ecosystem of the region and strengthening both the economy and the geopolitical position of Greece.

Chalkis Shipyard At the same time, Chalkis Shipyard is investing in the installation of photovoltaic systems to power shipyard needs and those of vessels either berthed or docked at its facilities, and is proceeding with infrastructure works to enable newbuilding of specialised vessels up to 100m in length. Its goal is to expand operational capabilities to about 240 vessels annually, to

DRYDOCK 2024 – 29

serve ships of larger capacity, and build small ships with new technology.

“In addition, we have trained our personnel and keep investing in a skilled workforce who can install green energy systems like scrubbers and new technology propulsion systems on vessels,” says Ashraf Bayoumi, CEO, Chalkis Shipyards, which is preparing for its eighth Posidonia Exhibition participation. “In the last years we have completed the installation of scrubbers in a number of vessels.”

Furthermore, private and institutional investors are seeing the opportunity presented by Greece’s geographic location, maritime heritage, commitment of the Greek shipowning community, and political will to fund the sector. The recent acquisition of

Above: Chalkis Shipyard is investing in the installation of photovoltaic systems

Below: Skaramangas is involved in emission-reducing technologies and scrubber installations

30 – SPOTLIGHT 2024

OVER 85 SHIPYARDS FROM 26 COUNTRIES HAVE ALREADY CONFIRMED THEIR PARTICIPATION IN POSIDONIA 2024.

Skaramangas by shipowner George Prokopiou and the US International Development Finance Corporation’s $125m loan to Elefsis Shipyards and Industries (ONEX) demonstrate strong investor interest in the Greek shipbuilding sector.

As advancements in maritime technologies gather pace, Greek shipyards have an opportunity to adopt and seamlessly integrate new artificial intelligence, green energy and automation innovations across their operational capabilities to introduce efficiencies, further improve productivity, enhance appeal, and strengthen their orderbooks.

Chalkis Shipyards is already applying new technologies and using digitalisation in programmes related to design for repairs, new constructions, and Customer Relations Management (CRM) platforms. It is implementing 3D model programmes with the relevant

equipment in which it is investing, while seeking new ways to introduce AI across the business to optimise operations and automate tasks.

Skaramangas is involved in emissionreducing technologies and scrubber installation, while exploring potential synergies for the development of new ship designs incorporating the new generation of green fuels.

“A strong shipbuilding sector creates the conditions for upgrading national defence, contributes decisively to the national economy and the green transition and strengthens Greece’s position in the regional geopolitical arena through the implementation of major projects with international significance,” said ONEX’s Xenokostas.

Over 85 shipyards from 26 countries have already confirmed their participation in Posidonia 2024, which will take place from June 3-7 at the Athens Metropolitan Expo.

32 – SPOTLIGHT 2024

The Ocean Diamond arrives at Gibdock (below) where its hull was blasted (opposite top) and repainted in its new hull colours and a new logo was painted on the superstructure and funnels before leaving as Diamond XI

Cruiseship to floatel conversion at Gibdock Gibdock is located in Gibraltar, which sits conveniently at the crossroads of the Mediterranean and Atlantic shipping lanes. It has three drydocks, the largest being a Panamax size dock, in addition to which it has one kilometre of deepwater wharfage with a tidal range of just one metre and depth alongside of up to 10m at low tide. The yard is perfectly placed both logistically and with regards to climate, offering very little rain with hot summers and warm winters with no freezing overnight.

The Ocean Diamond was a recent visitor to the yard, requiring a large scope of work before taking up its new role as a floatel.

Bridgemans Services Group (Bridgemans), a provider of floatel and related marine services, recently acquired Ocean Diamond, now renamed Diamond XI. The 150-cabin passenger ship has been converted into a floatel by Gibdock for workers in the LNG, mining, and renewable energy sectors.

Built in 1974 as a RoRo, the ship has had a number of guises, but was retooled for cruising in 1986, renamed Song of Flower, and was with Radisson Seven Seas for 14 years. It was then sold to Compagnie des Iles du Diamant and renamed Le Diamant. It has more recently been operated by Quark Expeditions as Ocean Diamond before being sold to Bridgemans.

Vessel arrival The Ocean Diamond arrived in Gibraltar on March 12 and went into drydock on the 18th. The vessel underwent class inspection whilst in drydock, including inspection of the propulsion system.

A large proportion of the work carried out by Gibdock involved steel renewal in double bottom tanks, which was not easy, according to Filip Tsankov, Ship Repair Manager. “The main challenge was the access for services, equipment, and materials,” he explains. This required the removal of all fuel lines and distributors from tanks to engine room for access to tank top plates.

DRYDOCK 2024 – 33

The aluminium superstructure also required extensive work, with various locations needing repair. Two side shell inserts were also replaced.

The hull was blasted and repainted in its new hull colours and a new logo was painted on the superstructure and funnels. Work was completed with a class change from BV to RINA. The vessel was refloated on April 12 and left the yard on April 23.

“Bridgemans has looked to acquire a floatel sized to support projects in their earliest stages or to supplement accommodation at peak workforce due to strong interest from project proponents,” says Brian Grange, President, Bridgemans. “Diamond XI fulfils those needs and does so with comfort, practicality and safety.”

Diamond XI joins the 652-cabin Isabelle X and the 635-cabin Saga in the Bridgemans floatel fleet. Bridgemans also has a growing fleet of floatel support vessels and experienced crews for tasks such as personnel and cargo transfers, survey and standby, tugs and towing, oil spill response and search and rescue.

Cruiseship repairs and refits at Palumbo Palumbo Shipyard Ltd is able to carry out all types of maritime engineering, from living quarters to machinery

34 – SPOTLIGHT 2024

Palumbo Malta recently completed work on the Euronike

REDELIVERED WITHIN THE PLANNED TIMELINE, A TESTAMENT TO METICULOUS PLANNING, TECHNICAL EXPERTISE, AND TO THE SATISFACTION OF THE CLIENT, WHICH FOR THE YARD IS PARAMOUNT IMPORTANCE.

spaces, to ensure optimal performance and safety. “We have a long-term cooperation with many Greek owners, such as Minerva, Avin, Liquimar, Eletson, Tsakos, Costamare, Attica Group etc,” says Luka Hrboka, Head of Sales at Palumbo Shipyards.

The 275m-long cruiseship MSC Sinfonia docked in Palumbo’s Malta yard during the first quarter of this year for scheduled maintenance. The yard’s skilled teams tackled extensive steelwork, addressing structural integrity in the living spaces and machinery compartments alike. Crucial components such as stabilisers and thrusters underwent disassembly, withdrawal and transport to the engineering workshop for thorough overhaul. Concurrently, a full hydro-jetting of the underwater hull was conducted, utilising the yard’s state of the art robotic system. This was followed by the application of silicon paint to enhance durability and efficiency.

The antennas were renewed to bolster high communication capabilities, which required intensive logistics management of both materials and personnel. Cold iron cabin installation and window robot disassembly and overhaul were conducted to improve efficiency and functionality. The decks were subjected to rigorous maintenance procedures, ensuring better structural support and operational readiness.

Lifeboat davits underwent overload tests, whilst various overboard pipes were renewed and repairs to crossovers executed to meet regulatory standards.

“The vessel was redelivered within the planned timeline, a testament to meticulous planning, technical expertise, and to the satisfaction of the client, which for the yard is paramount importance,” says Hrboka.

“We have recently completed the work on the tankers Euronike and Archangel from Tsakos,” he continues. The scope included standard class work on the engine, steel and painting etc. The sister vessel Alaska is also scheduled to arrive in Malta in June.

Messina shipyard repairs The RoRo Raffaele Rubattino was a recently visitor to Palumbo Messina shipyard.

The vessel was drydocked, with the main work carried out including an HP

DRYDOCK 2024 – 35

washing and hydro-blasting of the full hull, which is about 5,605 square metres. The hull was then painted with three coats, including a silicone coating from International Paint. The topsides were then HP washed and spot hydroblasting carried out, followed by painting with two coats of International Paint.

The old Tirrenia logo was covered over with the Moby logo and whale.

Viktor Lenac work “Palumbo Group has also been very busy in the cruiseship repair and refit market,” says Karmen Vlastelica Nimčević, Executive Assistant to the Management Board. “The drydocking and repair of the 31,914gt cruise ferry GNV Allegra has recently been completed at Viktor Lenac Shipyard Rijeka.”

Standard drydocking work included pipe renewal, valve and electric motor overhaul, steel renewal, equipment testing, light steel works and painting. Owner’s work, with the assistance of the shipyard, included repairs to diesel generators, turbochargers and bow thrusters.

“It should be highlighted that light steel work and painting were carried out on an extensive scale,” explains Nimčević.

“Lots of minor light steel works were carried out in various positions, with the largest scope of these being the renewal of 15 fire dampers.”

She told DryDock: “The complete painting of the hull and superstructure was done from the berth by roller using hydraulic arms, which consumed a significant amount of work hours.”

The Ro-Ro Raffaele Rubattino was a recently visitor to Palumbo Messina shipyard

36 – SPOTLIGHT 2024

From left to right: The Athina M recently called at Constanta, was blasted with a state-of-the art new set of hydro-jetting equipment and recoated with an innovative AZRA-tech nano-epoxy coating

INNOVATIVE INSTALLATIONS AT CONSTANTA SHIPYARD “The need to reduce a ship’s fuel consumption and fulfil the new environmental rules imposed requires shipowners to invest in new products, equipment and technologies,” says Marian Marc, Senior Manager Shiprepairs & Conversions Department at Santierul Naval Constanta SA (Constanta Shipyard). “Once a resolution is approved, they need (case-by-case) an experienced shipyard to install the innovative solution.”

Constanta Shipyard was a front runner and has been deeply involved installing energy-saving devices such as Mewis,

Schneekluth ducts, side nozzles, PBCF etc, for many years. It has also carried out bulbous bow replacements and silicon-based antifouling applications on both the underwater hull and propellers.

It has retrofitted complex ballast water treatment systems and scrubbers from various manufacturers on board a wide range of ships.

Recent application “A couple of months ago, a 52,000dwt oil tanker, belonging to one of our long lasting, traditional partners, Eastern Mediterranean Maritime, Greece called at Constanta,” says Marc.

Amongst various drydocking and repairs works, the owners decided to install a BWTS (based on the electrolysis

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principle) during the repair period and also to apply an innovative AZRA-tech nano-epoxy coating on the vessel’s underwater area.

Benefiting from a state-of-the art new set of hydro-jetting equipment, Constanta Shipyard managed to complete this challenging project within the contractual time to the full satisfaction of the paint manufacturer, class and shipowner.

“Despite the current turmoil Constanta Shipyard is keeping its vision to serve reputable clients alive and is preserving its long-standing values established and consolidated during its 130 years history,” says Marc. “As a reliable partner for the future, it should be your shipyard of choice in the Black Sea!”

38 – SPOTLIGHT 2024

Adria Docks has 80 employees, most of whom are mechanics, serving the company’s core service, but it also has fitters, welders, electricians and a plumber. “There are a few local specialised in-house subcontracting companies with about 300 employees working with us in the shipyard on a daily basis, and most of them have their workshops in the shipyard,” says Čovo.

The yard is very focused on client needs and satisfaction and does its best to keep its clients coming back each season for maintenance.

Project highlight “I would highlight one project, which is the 34.8m-long classic yacht built by the Italian Benetti shipyard for which we have been performing refit services for the past six years,” says Čovo. “This season the external appearance of the yacht has been greatly changed. Our biggest focus was on the replacement of the teak deck and repositioning of jet ski and crane.”

The project took four months to complete and involved the replacement of 106m2 of decking.

Top: The existing forecastle deck was removed Above: The new sanded deck

BUSY TIME AT ADRIA DOCKS Adria Docks in Trogir, Croatia has floating docks with lifting capacities of 8,500t and 800t and 300m of service wharf.

“This year we already completed around 100 various drydock/refit projects and are expecting to reach around 160-170 projects by the end of the year,” explains Ante Čovo, Commercial Director. “Our clients are mostly from the yachting and cruising industries, but we also carry out commercial, navy and offshore projects too.”

The old teak deck was removed and the subsurface was rough cleaned and sanded in preparation for the new deck.

The new deck was then installed and sanded for filler application. An epoxy filler was then applied and levelling and light sanding was carried out.

Jotun MegaFiller was used to level the deck, which was then painted with an appropriate primer.

When it came to the crane and jet ski repositioning, the stern crane was disconnected and dismounted, including the crane base flange.

The existing forecastle deck (frame 50-frame 56) was then removed, complete with teak deck cover, and the existing deck extended to frame 56. A new base flange was then manufactured and mounted for the new forward deck crane. The deck was also reinforced under the new crane foundation and the new crane mounted on the bow deck.

DRYDOCK 2024 – 39

Below: The new crane and jet ski mounted on the bow deck

There was a problem with noise on the vessel and the A-Brackets were suspected to be the culprits. Using a 3D scanner, it was seen that the A-Brackets have rounded trailing edges, which needed to be modified to avoid the problem.

Additional work was carried out in the owner’s cabin, “and we are planning to do a bigger refit with the client next year, which will focus on the interior,” explains Čovo.

Standard annual services of the main and auxiliary engines, stabilisers and thruster motors were also carried out.

40 – AREA REVIEW 2024

Navantia Shiprepairs Cádiz Bay replaced the bulbous bow on L’Austral

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Navantia, Astican and Navalrocha have all been occupied with cruiseships and ferries in the first quarter of 2024.

42 – AREA REVIEW 2024

N

avantia Shiprepairs Cádiz Bay reached the end of March 2024 having carried out repair work on six merchant vessels. Amongst them were two cruise vessels, cruiseships being a strategically important repair market for the yard.

cruiseships. The visitors were Scenic Eclipse, Carnival Glory, L’Austral, Celebrity Equinox and Avemar Dos. Repair work was completed on Star Pride, Scenic Eclipse, Carnival Glory, L’Austral and Spinola, the latter in San Fernando’s drydock No.4.

Navantia welcomed the arrival of the Kerry, Spinola and Star Pride. Repairs were also completed on USNS Marie Tharp, Carnival Firenze and Boluda Fos. All the vessels were repaired at Navantia Cádiz except Boluda Fos and Spinola, which were drydocked in Navantia’s San Fernando facility.

Another outstanding job was the replacement of the bulbous bow on L’Austral. Also noteworthy is the drydocking of the Carnival Glory, which was in dock for a short time for mechanical work. Support was also given to the shipowner’s contractors.

One of the most outstanding jobs performed was the drydocking of Carnival Firenze. A large scope of work was carried out, including several painting and mechanical jobs in dock, in addition to providing support for the shipowner’s contractors.

The Cádiz Bay yard repaired seven merchant vessels in April, including five

Prefabrication work is being carried out on the wing stations for the Levante Jet which will be installed in the bridge when the ship arrives at the yard.

Cartagena repairs Navantia Shiprepairs Cartagena focused its activity in March on the docking, repair and refloating of two civil vessels and five naval units.

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Right: The Brave Tern major modification project started in Q1 2024 Below: Superyachts at Navantia Shiprepairs Cartagena Bottom: A large scope of work was carried out on Carnival Firenze

The yard continued working on two mega yachts, one of which had been in the yard since last year due to the size and complexity of the project.

April saw Cartagena involved in the docking, repair and refloating of three commercial vessels and nine naval units.

WHERE ON EARTH IS MY SHIPMENT?

The yard continued its work on three mega yachts, with one of them leaving the yard in the middle of the month after the work on a five-year refit was completed.

Ferrol Estuary repairs

Navantia Shiprepairs Ferrol Estuary completed Q1 2024 with March seeing the docking and/or repair of six commercial vessels and eight naval units.

The yard completed work on the LNG/ FSRU Excelsior in the first quarter.

The repair project started in the fourth quarter of 2023 and involved

Trimline takes the headache out of marine outfitting logistics.

44 – AREA REVIEW 2024

NAVANTIA SHIPREPAIRS FERROL ESTUARY BEGAN THE SECOND QUARTER FOCUSING ON FOUR COMMERCIAL VESSELS AND EIGHT NAVAL UNITS.

The recently repaired Le Dumont-d’Urville

modification required to adapt it to its next FSRU activity. The vessel, after having undergone its docking in Ferrol drydock No.3, continued with minor work, adjustments and tests carried out alongside.

The Atlantic Merlin, which had started repairs in February, completed its docking in drydock No.2 in March and was delivered after additional work and tests were completed alongside.

The centre also undertook the repair of the vessels L’Audace in March, in drydock No.5 in Fene, and the LNG Arctic Discoverer, which was repaired alongside.

Alongside work on the life extension of LNG/FSRU Energos Freeze continued in March as programmed. It was being adapted for its next FSRU role.

The Brave Tern major modification project started in Q1 2024 with the first work being carried out alongside in Berth 11 in Fene. The vessel is scheduled to return at the end of Q2 to complete the project.

Brave Tern is a self-elevating and self-propelled jack-up offshore wind turbine installation vessel. This stage of the modification project included the removal of its 650-ton crane using a huge 3,000-ton mobile crane installed on the berth. A new 1,800-ton crane will be installed on the vessel in the final stage of the project. Brave Tern will also be drydocked for installation of structural modules that will increase its beam to improve its buoyancy and stability, thereby improving its operational capacity.

Navantia Shiprepairs Ferrol Estuary began the second quarter focusing on four commercial vessels and eight naval units.

Work continued apace on the Brave Tern, LNGs/FSRUs Excelsior and Energos Freeze. At the end of the month, the yard started the repair of the Sakura Belle, which was docked in drydock No.5 in Fene.

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Cruiseships and ferries at Astican Astican, a leading member of the Alimia shipyard group, stands out as a benchmark in the naval repair sector. Together with Astander and Astibal, it forms a strategically-located shipyard group in Las Palmas de Gran Canaria (Astican), Panama (Astibal), and the northern coast of the Spanish mainland (Astander). This network of facilities offers a wide range of services, supported by strong alliances with major players in the sector.

“Specialised in highly specific repair projects, Astican is distinguished by its excellence in sector knowledge and expertise,” says Laura Rodriguez Izcoa, Marketing & Commercial Coordinator.

“With a team of more than 1,000 highly skilled workers, they can manage largescale projects quickly and efficiently.

Their lifting platform capable of docking vessels up to 36,000dwt, along with nearly 1,000 linear meters of repair berth, provides secure sources to do it.”

Astican’s customer portfolio covers a wide range of vessels, from dredgers to cruiseships, and the yard has a consolidated reputation for serving shipowners worldwide. Beyond its prime location and state-of-

the-art facilities, customers turn to Astican for its proven ability to tackle complex projects, having in the recent past been deeply involved in the oil and gas market.

“Astican embraces new challenges with a focus on environmental sustainability.

Committed to protecting the marine environment, they are prepared to contribute to improving environmental protection measures in the naval industry,” says Izcoa.

Top: Astican has played a key role in the preparation of oil rigs for operation in Brazil Above: Astican recently measured the carbon footprint of the Bocayna Express catamaran

46 – AREA REVIEW 2024

Epic St Thomas is one of three LPG vessels to visit Navalrocha

Recent visitor Among Astican’s recent achievements is the successful repair of the luxurious cruiseship Le Dumont-d’Urville from the French shipping company Ponant Cruises. During its stay at Astican’s facilities, several maintenance and repair jobs were carried out, including tank cleaning and painting, hull treatment and propeller repair.

Additionally, Astican has played a key role in the preparation of oil rigs for operation in Brazil, showcasing the yard’s expertise in high-complexity projects.

Collaborations, such as the one with Fred Olsen Express in measuring the carbon footprint during the drydocking of the Bocayna Express catamaran, demonstrate the yard’s leadership in advanced environmental practices.

Good start at Navalrocha “Navalrocha has seen a good start to 2024 with a large diversity in vessel types, and we are positive regarding the second part of this year,” says Sergio Rodrigues, Commercial Director at the

Lisbon yard. “We have already had three LPG vessels in the yard and potentially have two more coming later this year.

Amongst reclassification work on the vessels, we blasted 100% of the hull and applied silicone-based paint on underwater areas. Part of the deck was also hydro-blasted.

“Our good client MM Marine visited us once this year with one of its bunker tankers, and we also had a visit from Rohde Nielsen Dredgers’ Viking R.” A research vessel from Fugro and a stone carrier from Herbosch-Kiere NV were also visitors to the yard.

“Seadream Yacht Club visited us with the Seadream I for extensive docking works, which tested the capacity of our steel department.”

Rodrigues told DryDock: “Our smaller docks have been bustling with river cruise and tugboats, ensuring a steady stream of business, and during the summer, two container vessels will visit us for major repairs, including hatchcover work. We are expecting the Portuguese Navy to visit us in the second half of the year with a sailing schooner conversion.”

Our passion is not new!

We work with the same passion since the day we started, despite the high demand on quality, and always with the same commitment.

48 – ANALYSIS 2024

Remontowa has recently complete a project to convert the cruise vessel Amera

CRUISE & FERRY REPAIRS in the SPOTLIGHT

DRYDOCK 2024 – 49

A cruiseship conversion at Remontowa, 10 cruise retrofits for Seatrium, significant growth at APCL, biocide-free coatings for Finnlines, power upgrades for Finnlines and Hamlet and an LTSA between MAN Energy Solutions and Carnival Corporation.

50 – ANALYSIS 2024

Remontowa renewed over 100 tonnes of steel on the Tom Sawyer

E

arly 2024 has seen Remontowa complete a project to convert the cruise vessel Amera, owned by Phoenix Reisen.

The yard upgraded the power and propulsion system so that Amera would meet the new energy efficiency and carbon footprint requirements, allowing it to navigate through various world regions for at least the next 20 years. At the same time, the yard retrofitted the engine room with new more efficient equipment to reduce the ship’s operating costs.

Remontowa replaced four main engines weighing 400 tonnes with new, more efficient ones weighing 35 tonnes each. Two new main gearboxes weighing 76 tonnes were also mounted, along with four new-type shaft generators that replaced the two previously operated. Three generating sets with a unit weight of 60 tonnes were dismantled, and the new shaft generators took over their roles.

The engine room was upgraded with new heat exchangers, pumps, fuel and oil separators, and filters.

Around 100 tonnes of piping were dismantled, and over a thousand new pipe sections were installed.

Once the main engines and gearboxes were replaced, Remontowa tuned the new power system by setting the relevant parameters of the individual components. This was complemented by installing new propellers in the bow thrusters and replacing the controllable pitch propeller hubs. The azimuth thruster at the stern was removed, resulting in Amera gaining new room in this area. Remontowa also repaired the underwater section along the entire length of the ship. The saltwater ballast tanks were also converted to permanent ballast ones.

Retrofits and repairs At the end of 2023, the Finnstar Ro-Ro ship entered Remontowa to have its four existing scrubbers replaced with new ones. The shipyard also installed a new bow thruster, performed steelwork in the tanks and carried out hull maintenance.

The following two vessels, Finnmaid and Finnmill, came in during Q1 2024.

Four scrubbing towers were replaced on Finnmaid, in addition to two exhaust system boilers and two boiler ends.

All of the equipment in the funnel was first removed before the new scrubbing towers were mounted on foundations made at the shipyard, which connected the new equipment to the ship’s systems. The treatment of two rudder blades, overhauling a thruster and replacing the other were amongst other work. The seals on the propeller were replaced, and the stabiliser on the starboard side was refurbished. Piping and steel were renewed, including in the grey water tank.

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The Finnmill underwent emergency repair with the shipyard reconditioning the propeller by machining it in the workshop. Tank cleaning was also performed.

The King Seaways and Victoria Seaways, which had already been refurbished at Remontowa in 2022, returned to the yard in early 2024. The main scope on the King Seaways included maintenance of the underwater part of the hull, repair of four propeller blades, including seal replacement, overhaul of the thruster, installation of a fire and bilge pump in the engine room and overhaul of the bio-block. On the Victoria Seaways, a BWT system was installed in a room on

the deck. The propeller hub, blades, bow thruster and two stabilisers underwent overhauls. A large scope of work was applied to the stern ramp.

Thorough overhaul In 2024, the Normandie ferry (Brittany Ferries) underwent a thorough overhaul of its four main and two auxiliary engines at Remontowa, not to mention over 30 different types of pumps. The ferry’s stabilisers were also reconditioned, including disassembly and machining.

On the ferry Tom Sawyer owned by TT-Line, Remontowa renewed over 100 tonnes of steel. Much work was

52 – ANALYSIS 2024

Caribbean Group: Navigator of the Seas, Spectrum of the Seas, Quantum of the Seas and Celebrity Millennium.

Seatrium continues to play a vital role in contributing to Singapore’s position as a major hub for cruiseship repairs, upgrades and refurbishment. With the strong growth in global cruise tourism especially in Asia, Seatrium is well positioned to capture growing market opportunities in this market segment.

Significant growth for APCL The APCL group of companies has experienced a significant period of growth from the start of 2024, with its three UK facilities operating at full capacity.

Since the start of 2024, Cammell Laird has welcomed three Stena Line vessels to its facility, including the Stena Edda

done on the stern and bow ramps, which underwent maintenance and liner overhaul. Lashings for large vehicles (TIR) were replaced on the car decks. In addition, inspections were carried out on coolers, heat exchangers, fans and electric motors. Pipelines were replaced in the engine room and superstructure.

Stena Line’s first ferry to visit in 2024 was the Stena Jutlandica. The stern ramp underwent an overhaul, including repair and replacement of hinges. New auxiliary boilers, a waste heat boiler and an oil-fired boiler were installed, along with electrical connections.

One of the stabilisers was also reconditioned, the bow thruster replaced with a new one, and the propeller hub was dismantled and machined. A major task was installing the new marine evacuation system equipment, including an inflatable chute and liferafts with davits. The ferry also underwent routine maintenance work.

10 for Seatrium Seatrium has secured a series of 10 cruise vessels from long-term partners Carnival Corporation and Royal Caribbean Group for retrofits in 2024. These include six cruiseships operating under Carnival’s various brands: Diamond Princess, Pacific Adventure, Carnival Splendor, Carnival Panorama, Coral Princess and Noordam, as well as four cruiseships from the Royal

APCL Group brings together A&P Group, A&P Australia, Cammell Laird and Neway. A&P Group and Cammell Laird are the UK’s largest commercial ship building and repair operators, supported by blasting and painting company Neway Industrial Services.

A&P Falmouth was able to utilise No.3 Dock to accommodate the simultaneous docking of Red Eagle and Red Kestrel.

The scope of work included hull cleaning and blasting, painting, replacement of steel in both hulls, tank cleaning, various inspections and other surveyassociated work.

A&P Falmouth has also undertaken several projects for P&O Ferries, Wightlink and Stena Line to date.

Double docking In the North West of the UK, Cammell Laird has experienced its busiest commercial period to date, with its four drydocks accommodating a variety of customers.

Since the start of 2024, Cammell Laird has welcomed three Stena Line vessels to its facility – Stena Edda, Stena Embla and Stena Adventurer. Stena Adventurer is the ninth ship to dock in the season and has undergone a large programme of work including extensive steel deck repairs, main propulsion system overhaul and other auxiliary work such as roller fairlead overhauls.

RAPID RESPONSE AFLOAT REPAIRS

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“Drill Ship Aban Abraham” Heli pad removed at afloat at Hambantota Port

54 – ANALYSIS 2024

Finnlines, in partnership with GIT Coatings, is adopting XGIT-FUEL across its Ro-Ro and Ro-Pax fleets

February saw Cammell Laird’s first double docking of 2024 – with CalMac Ferries’ Hebrides and Mersey Ferries’ Royal Iris of the Mersey simultaneously undergoing a programme of ship repair works in No.6 Dock. Following its annual overhaul, Calmac’s Caledonian Isles entered drydock at Cammell Laird for extensive steelwork repairs.

All vessels visiting Cammell Laird had their blasting and painting work completed by APCL Group company Neway Industrial Services.

Finnlines adopts graphene-based coating Finnlines, in partnership with GIT Coatings, is accelerating its decarbonisation efforts by adopting XGIT-FUEL, an innovative graphenebased hard foul release hull coating across its Ro-Ro and Ro-Pax fleets.

Starting with its first vessel in 2022, Finnlines has already applied this highperformance hull coating to four vessels as part of a recently-signed fleet agreement, reducing fuel consumption and emissions by around 7% compared to previously used coatings.

Over the past decade, Finnlines has invested significantly in its sustainability initiatives, dedicating hundreds of millions of euros to enhancing vessel performance and reducing carbon emissions. These investments have included the introduction of new, more efficient vessels and the upgrading of existing ones with advanced energysaving technologies. One of the most recent projects involves the application of the low-friction hull coating XGITFUEL across its fleet, which helps to reduce fuel consumption and emissions by reducing vessel drag.

“Our commitment to sustainability is at the forefront of every decision we make,” says Thomas Doepel, VP and Deputy CEO at Finnlines, commenting on the initiative. “By integrating XGITFUEL into our fleet, we are not only reducing costs and advancing our environmental goals but also setting a new standard in the industry for environmental responsibility.”

Biocide-free coating XGIT-FUEL is a biocide-free, hard foul release coating that offers an environmentally-friendly alternative to conventional toxic antifouling and soft-foul release hull coatings. In addition to reducing vessel drag, it incorporates graphene to enhance resistance to mechanical damage, making it more

DRYDOCK 2024 – 55

suitable for vessels sailing in icy conditions, and it can be cleaned without affecting the surface of the coating.

Requiring only one layer, its application is more efficient compared to alternatives, and the temperature range for applying XGIT-FUEL, from -5 to 40°C, broadens the application period and enables Finnlines to enhance the performance of vessels scheduled for winter drydocking.

“Finnlines has been a great partner for us in many ways, and their openness to sharing data from their vessels has given us the opportunity to further validate the benefits of the coating,” explains Maiko Arras, the Director of Business Development at GIT. “It has become clear that Finnlines has reduced fuel consumption and carbon emissions by around 7% compared to the previous

56 – ANALYSIS 2024

DRYDOCK 2024 – 57

coatings on the vessels whose hulls have been coated with XGIT-FUEL”.

The application of XGIT-FUEL aligns with Finnlines’ broader strategy to enhance operational efficiency and sustainability, particularly under tightening regulatory conditions. The company plans to continue its partnership with GIT Coatings in the coming years, extending the use of XGIT-FUEL to additional vessels within its fleet, thus reinforcing its commitment to environmental stewardship and regulatory compliance.

Power upgrades for Finnlines vessels Manta Marine Technologies (formerly known as Yara Marine Technologies, YMT) has successfully completed installation and commissioning of onboard shore power systems for three Finnlines vessels: Finnlady, Finnmaid and Finnstar. These projects cement Manta Marine Technologies’ reputation as a provider of turnkey shore power solutions, which are likely to see higher take up by the maritime sector as it transitions to a low- and zero-carbon future.

58 – ANALYSIS 2024

Manta Marine Technologies’ shore power team worked closely with Finnlines to minimise vessel downtime and ensure that the new equipment was installed as seamlessly as possible. The former worked to prepare the vessels for shore power, whilst Finnlines — in collaboration with the port authorities — developed a cable management system for the quayside.

Echandia has received an order for the conversion of the ferry Hamlet from fossil fuel dependency to full electrical operation

The installations onboard the RINAclassed Finnlines Ro-Pax vessels support Finnlines’ commitment to decarbonising its fleet and reducing the environmental impact on shore-side communities.

“Finnlines has a long history of meeting strategic environmental aims by consistently setting short-term goals to reach excellent long-term results,” explains Thomas Doepel, Finnlines Deputy CEO. “We are proud to have partnered with Manta Marine Technologies on this pioneering initiative, and we are confident that shore power will play a crucial role in reducing our environmental footprint and GHG emissions.”

A valuable environmental tool “Shore power is a valuable tool for shipowners looking to improve the environmental credentials of their vessels and I’m thrilled that our customer Finnlines has had such a positive experience with our team,” says Ina Reksten, Manta Marine Technologies CEO. “We look forward to more shipowners boosting their green credentials through use of our turnkey shore power solution as well as other products in Manta Marine’s portfolio.”

The first phase of the installations took place in spring 2023 and involved some preparatory work being performed while the vessels were sailing, as well as when the vessels were alongside. The MMT team ensured that the detailed design was completed simultaneously and performed Factory Acceptance Testing. The initial power transfer trial took place onboard the Finnmaid at the port of Helsinki in December 2023 and demonstrated that the system performs exactly as expected.

“The installation took 10 months from start to completion on the first vessel, but this is due to specific long-lead items back in 2022,” explains Carl Fredrik Erikson, responsible for Manta Marine Technologies’ Shore Power Project Management. He adds that installation times will be reduced due to shorter delivery time now.

“That said, they could also become longer if the whole market decides to invest at the same time,” Erikson continues, pointing out that a number of operators are considering retrofit installations for their fleets.

“Our class-approved and wellfunctioning shore power system is relatively unique for complex high-voltage shore power retrofits.

We believe that our engineering approach aligns very well with the needs of the existing global fleet.”

This successful project was followed by the successful commissioning of the Finnlady in early 2024, followed closely by the Finnstar.

Power upgrade for Hamlet Echandia, a leading Swedish maritime battery system supplier, has received an order from Öresundslinjen for the

DRYDOCK 2024 – 59

conversion of the ferry Hamlet from fossil fuel dependency to full electrical operation. The battery system is scheduled for delivery in the first half of 2025.

Operating on the Helsingør–Helsingborg route, Hamlet traverses the Öresund strait up to 8,000 times a year.

The battery system is tailored for a minimum operational lifespan of 10 years without requiring battery replacement. Furthermore, the battery can be recharged in both ports in as little as 11 minutes on average.

“After evaluating multiple battery suppliers for this significant conversion project, the superior lifetime and lower weight of the Echandia battery system stood out as the primary reasons why Echandia emerged as the optimal choice for us,” says Kristian Durhuus, CEO at Molslinjen. “These factors contribute to the lowest Total Cost of Ownership (TCO) and environmental footprint when compared to other options.”

“This order once again demonstrates the recognition of Echandia’s battery systems within the maritime market, particularly in Denmark,” says Morten Larsen, Regional Director EU at Echandia. “Following the successful deployment of harbour buses in Copenhagen in 2020 and securing the contract for Molslinjen’s Ro-Pax ferries Als and Samsö in 2022, it is evident that Danish shipowners are increasingly valuing the advantages of Echandia when evaluating battery system options. We are honoured to have been chosen by Öresundslinjen, a leader in maritime electrification, for this significant project.”

SERVICING THE WORLD’S LARGEST CRUISE COMPANY MAN Energy Solutions, MAN Energy Solutions USA and Carnival Corporation, the world’s largest cruise company, have signed a service agreement (LTSA) for five of Carnival’s Vista Class cruiseships powered by MAN 48/60CR type engines. The scope of the agreement covers the management

of all maintenance, including planning, parts, technical advisory service, training and remote monitoring support.

MAN Energy Solutions will manage the agreement via MAN PrimeServ, its after-sales brand.

“This partnership enhances our engine management programme, which includes 24/7 remote monitoring and support as well as early anomaly detection and preventive maintenance capabilities,” explains Riccardo Cordara, AVP, Fleet Asset Management/ Corporate Maritime Operations of Carnival Corporation. “In addition, this collaboration will explore new opportunities to further reduce our Greenhouse Gas emissions as part of our decarbonisation effort.”

MAN PrimeServ views the LTSA as a fundamental first step in transforming the companies’ relationship toward a more structured partnership, bringing more dedicated daily communication and the opportunity to identify and respond to the evolving long-term challenges and interests of both companies. It attributes the agreement to an existing interest in working closer together and the already excellent relations between the parties.

“The basic LTSA will produce several, immediate benefits to Carnival Corporation in the form of lower costs, greater price predictability and reliable performance,” says Chris Gray, MAN PrimeServ Head of O&M Contracting and Sales. “These will result largely from better planning, reduced administration, more efficient resource allocation and intensified communication.”

The MAN 4860CR engine

60 – MECHANICAL MATTERS 2024

An all-inclusive shaftline solution package

DRYDOCK 2024 – 61

The shaftline sits at the core of a ship and is crucial to a vessel’s operation.

In the worst-case scenario, any issues with shaftline equipment that result in damage to the shaftline can render a vessel off-hire during a voyage. This represents a high risk of unplanned OPEX for the shipowner or manager and a reputational risk if that vessel is on the charter market.

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AS A VESSEL SAILS INTO ITS 25-30 YEAR LIFESPAN, INADEQUATE EQUIPMENT COMBINED WITH A LACK OF MONITORING COULD RESULT IN SIGNIFICANT SHAFTLINE DAMAGE.

T

he risk of shaftline damage and malfunction makes the selection of suitable shaftline solutions and keeping them in good working order imperative throughout a vessel’s drydocking cycle.

However, traditional approaches to the procurement of shaftline solutions whereby the shipyard selects shaftline equipment and the shaftline solutions maker may, for an unlucky vessel owner, introduce the risk that a vessel may experience shaftline issues due to inadequate equipment in its operating lifetime. As a vessel sails into its 25-30 year lifespan, inadequate equipment combined with a lack of monitoring could result in significant shaftline damage.

Therefore, the selection of the optimum shaftline solutions available for a vessel at the newbuilding stage is the best initial strategy that a shipowner can take to safeguard a vessel from future shaftline damage. Also, deciding that all shaftline equipment required is sourced from a sole supplier will simplify servicing and spare parts procurement and keep a vessel’s shaftline in the best possible working order throughout a vessel’s entire lifespan.

But how can shipowners ensure that the optimum shaftline solutions are selected at the newbuilding stage and a shipowner/manager source optimum replacement parts during drydocking?

An evolution is required in how shaftline solutions are sourced and supplied, also enabling shipowners to specify a shaftline solutions maker for newbuilding projects and for drydocking work.

Seven-year project This evolution is supported by the launch of a new, modular shaftline equipment package by Wärtsilä Shaftline Solutions that simplifies the procurement by ensuring that an entire package is available to shipyards. Also, that a shipowner can easily name the sole supplier and the package during the specification process of a newbuilding project. For existing vessels equipped

DRYDOCK 2024 – 63

with a holistic package of SLS from Wärtsilä Shaftline Solutions, shipowners and managers can have the shaftline of a vessel fully serviced by Wärtsila’s global servicing network in over 75 countries, simplifying servicing and spare parts procurement.

Following a seven-year project which commenced with the collection of insight on market needs, collected from end users in a systematic way, Wärtsilä Shaftline Solutions launched the modular shaftline solutions package, FuTube, in March 2024.

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health. By monitoring key parameters like shaft movements and vibrations, it enables proactive maintenance and early issue detection. This prevents breakdowns, optimising shaftline performance.

During the development phase, all the individual shaftline technologies were assembled on a test rig at the Wärtsilä Shaftline Solutions factory site in Spain.

This test rig was meticulously designed to replicate real-world scenarios and rigorously validate performance and reliability.

Offering a holistic package of shaftline solutions that can be acquired in its entirety, or as individual products, FuTube provides vessel owners with the flexibility to tailor solutions to each vessel’s specific needs. It also makes servicing and the replacement of parts simpler when a ship is in drydock.

FuTube: a story of listening and learning

All-inclusive package FuTube incorporates all Wärtsilä shaftline technologies.

• The Evotube System, a robust, eco-friendly system with a compact design that maximises cargo space.

It supports both oil and water lubrication systems and enables easy transitions between them, ensuring futureproofing for vessels.

• The Intellisafe Bearing, a revolutionary smart bearing with advanced sensors and real-time analytics. It proactively responds to adverse conditions, preventing failures, and reducing downtime and costs for clients.

• A 10-year AirGuard Seal, an evolution with extended maintenance intervals, cutting costs and promoting sustainability in maritime operations.

• Shaftline Monitoring Equipment, a system offering real-time insights into the shaftline’s operational

Wärtsilä Shaftline Solutions’ aim to develop a new offering that comprises Wärtsilä’s entire portfolio of shaftline equipment in one complete package was realised by gathering extensive end user feedback which culminated in a total of 3,800 responses.

Through end users grading SLS aspects on positive versus negative business impact, Wärtsilä could pinpoint end-user ‘pain points’. These pain points were identified by layering aspects where the negative impact of a damaging scenario is high and the need for a solution is high. Pain points were taken into R&D activities to develop the new package in cross-collaboration between Wärtsilä’s international teams.

Based on the feedback collected, the resounding and encouraging consensus is that, although the current state suffices for our operations, embracing these improvements would undoubtedly elevate our performance and effectiveness. The overarching three principal needs from end users were lowering operational costs, making the life of the crew easier and avoiding damage that stops vessels operating.

DRYDOCK 2024 – 65

For ship operators and managers, a vessel becoming off hire during a voyage is the scenario that would create the largest unplanned OPEX costs associated with fixing the problem and getting a vessel back in operation as soon as possible.

Also, alongside bearing damage, the prevention of oil leaks or spills with 100% failsafe stern tubes and seals was a high need expressed by end users surveyed by Wärtsilä. For example, a shaft’s whirling effects damaging bearings. Another example of a high need was not having to stop a voyage because of damage taking place because the crew are unaware of any existing dangerous shaftline effects.

Simplifying the shaftline In supporting end users to simplify shaftline equipment operation and maintenance, Wärtsilä is supporting the industry to minimise disruptions caused by shaftline damage, off-hire costs, and negative environmental impacts.

By supplying products for the whole shaftline, from seals and bearings to couplings, stern tubes and condition monitoring systems, Wärtsilä has made it possible for an entire propulsion system to be fully serviced by one provider with a global servicing and support network which simplifies the maintenance of an ideal shaftline for a vessel’s entire lifetime.

66 – MECHANICAL MATTERS 2024

UNDERWATER BOW THRUSTER REMOVAL AND REINSTALLATION

THE DIVERS’ FIRST ACTION WAS TO TAKE OFF THE EXTERNAL THRUSTER TUNNEL GRIDS TO PROVIDE ACCESS FOR REMOVAL OF THE UNIT.

To save the owner of a 170m containership time and money, Hydrex’s divers removed the bow thruster of the vessel and reinstalled the unit two months after it was overhauled. This was done during two subsequent stops by the ship in Zeebrugge, on schedule and without it having to go into drydock.

After the team set up a monitoring station next to the vessel, the divers started the operation with a detailed inspection of the bow thruster and tunnel. In the meantime, initial preparations were made in the bow thruster engine room for the removal of the unit so that there would be no ingress of water once it was taken out.

The divers’ first action was to take off the external thruster tunnel grids to provide access for removal of the unit. Next, padeyes were welded inside the tunnel to hoist the thruster unit up and down.

Preparation Hydrex technicians then prepared the engine room for removal of the thruster unit. The next step was to secure the gearbox with hoisting equipment. The team then disconnected the unit from the engine room, removed it from the thruster tunnel and brought it to the surface. Hydrex’s team then transported the unit to Rotterdam to be overhauled.

Two months later, the thruster was picked up and brought back to Zeebrugge during the ship’s next stop in the port.

As the thruster was fully assembled and prepared, it could be installed in its entirety without the need to create a dry environment in the tunnel as is required when the blades are installed separately. Hydrex’s diver/technicians lowered it into the water and brought it into the thruster tunnel. The team secured the unit and connected it to the engine room.

The operation ended with the removal of the padeyes and the reinstallation of the thruster tunnel grids.

DRYDOCK 2024 – 67

68 – MECHANICAL MATTERS 2024

Conclusion Hydrex can assist shipowners with almost any problem they encounter with their vessels’ thrusters with a wide range of underwater repair or maintenance work able to be carried out on all types. An entire unit can be overhauled, propeller blades or seals can be replaced, or repair work on a specific part of a thruster performed by diver/technicians while the ship remains afloat.

By performing the operation in Zeebrugge on-site and underwater, Hydrex’s divers made it possible for the owner to keep the vessel out of drydock.

Hydrex worked in shifts around the clock to finish the operation as quickly as possible.

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70 – IN FOCUS 2024

PAINTING an ICON Battleship Texas was a veteran of both World Wars and is the world’s last surviving dreadnought.

The USS Texas is still currently undergoing a refit alongside Pier D in Gulf Copper Shipyard in Galveston, Texas where PPG has been supplying the coatings to bring the ship back to its original colours.

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72 – IN FOCUS 2024

Q. What has been PPG’s involvement with the USS Texas?

A. PPG has been involved with the Battleship Texas Foundation for many years, with the company’s formal involvement in the drydock refurbishment starting about three years ago. Before this, PPG had been engaged in smaller restoration projects by donating paint and volunteering time.

The current major refit of the USS Texas began with Gulf Copper Shipyard drydocking the ship in September 2022. PPG has a strong and positive relationship with Gulf Copper, making this collaboration a natural fit.

Q. Have you supplied all the coatings?

A. For the drydock phase, PPG supplied all the necessary coatings, initially focusing on the underwater hull. Future phases for the topside and other areas

will involve additional coatings.

Q. Were the coatings supplied on a donation or paid-for basis (or a mixture of both)?

A. The Battleship Texas Foundation purchased the coatings for the current drydock phase. In the past, PPG has donated coatings and volunteered time for smaller restoration efforts.

Q. Can you provide detail on what preparation was carried out for the coatings on the different parts painted, i.e. grit blasted or water jetting, and to what standard? Was PPG involved in these decisions?

A. Based on coating surveys done prior to and during drydocking, PPG recommended gritting blasting the ship to Commercial Condition (SSPC-SP6).

This included the current steel and any new steel added.

DRYDOCK 2024 – 73

74 – IN FOCUS 2024

coatings were chosen for different parts of the ship to ensure both protection and historical accuracy in appearance.

Q. Was any surface prep carried out between coats?

A. Occasionally, a freshwater pressure wash is completed between coats to ensure the surface is free of any surface contaminants.

Q. Was it sprayed or hand-painted?

A. Sprayed using an airless pump/gun.

Brush and roll occurred for the touch-up of hard-to-reach angles/areas to ensure proper coatings coverage.

Q. How was PPG involved in each step?

Antifouling was deemed unnecessary given the ship’s status as a stationary museum piece

Q. Can you supply a list of the coatings and where they were used? When it comes to matching any colours – how was this achieved?

A. Solutions used include PPG SigmaWeld 199 primer, PPG Amercoat 240 epoxy, and PPG SigmaShield 880GF coating for the underwater hull, PPG PSX 700 polysiloxane, PPG SigmaShield 880GF coating for areas above the waterline, and PPG Amerlock 400 coating for the ship’s main guns. Specific

A. PPG was involved in all pre-work meetings to ensure that surface prep and coatings specifications were followed. A large part of this oversight is performed by Louis Martinez, our Field Technical Service Rep. He has been invaluable in ensuring the job is completed correctly to ensure the Battleship Texas will be protected for years to come.

Q. I believe the ship has not been antifouled. Can you explain how the decision was made?

A. Antifouling was deemed unnecessary given the ship’s status as a stationary museum piece.

DRYDOCK 2024 – 75

Q. When it comes to the other coatings selected – how were these decisions made?

A. Utilising PPG’s advanced colourmatching technology and historical colour charts, we ensured the ship’s appearance authentically reflected its original hue from its service in the World Wars. This precision in restoration showcases PPG’s commitment to colour excellence and historical accuracy.

“Coating decisions were based on the need for durability, historical accuracy in appearance, and protection against specific environmental challenges.

We selected modern solutions while respecting the ship’s historical significance,” explains Josh Stinson, PPG Regional Sales Manager, Protective and Marine Coatings.

Q. Is there anything else you would like to add?

A. “The project has been a source of pride and honour for everyone involved, offering a chance to contribute

to preserving a significant piece of history. Volunteers’ enthusiasm and personal engagement, including former military personnel and PPG team members, highlight the community’s strong connection to Battleship Texas and its legacy,” says Todd Moran, PPG Sales Representative, Protective and Marine Coatings.

“An especially touching aspect of this project was the involvement of ex-military personnel and local communities who participated in activities like cooking for visitors and signing the ship’s hull, creating a tangible and emotional link to the ship’s storied past. These acts of service and remembrance underscore the deep respect and reverence held for the Battleship Texas, further solidifying its place as a historical artefact and as a living testament to the sacrifices and achievements of those who served on it,” concludes Louis Martinez, PPG Technical Services Representative, Protective and Marine Coatings.

76 – SPECIAL FEATURE – EMISSIONS 2024

E K O R T S A N I O R N I U S O O R M F M VE A ON C

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Classification society DNV presented Australian green technology, energy and metals company Fortescue with class and statutory certificates for its dualfuelled, ammonia-powered vessel Green Pioneer at a ceremony held during Singapore Maritime Week.

T

he presentation of the certificates marked the culmination of a project that began in 2021, when DNV was engaged by Fortescue to work on the feasibility study and ‘Fuel ready (Ammonia)’ notation for the vessel’s conversion.

DNV’s Technology Qualification process provided the framework for the qualification and assurance of the engine modifications, where industry rules were yet to be developed.

Additionally, DNV’s Gas Fuelled Ammonia notation, an industry first, set out the requirements for the ship’s fuel system, fuel bunkering connection and piping through to the fuel consumers.

With no IMO regulations covering the specific use of ammonia, DNV and Fortescue utilised the SOLAS provision for Alternative Design Arrangements (ADA) with the backing of the Maritime and Port Authority of Singapore, particularly around fire and evacuation risks.

Certificate presentation “The Fortescue Green Pioneer proves to the world that the shipping industry can, and must, innovate to stop burning fossil fuels,” said Dino Otranto, Fortescue Metals CEO, after the ceremony. “We know 2024 is a pivotal year for global shipping and will have an enormous impact on ammonia’s use as a marine fuel this decade and beyond.

The shipping industry must adopt early use of ‘real zero’, long-term solutions such as green ammonia.”

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Cristina Saenz de Santa Maria, DNV’s Regional Manager South East Asia, Pacific & India, Maritime, handing over class and statutory certificates to Dino Otranto, Fortescue Metals CEO

DNV HAS BROUGHT A HIGH LEVEL OF COMPETENCE, FOCUS, AND AGILITY TO THIS PROJECT.

He continued: “When Fortescue embarked on this cutting-edge project, it was vital that we worked with organisations like DNV that shared our vision for pioneering solutions to drive decarbonisation in the industry. DNV has brought a high level of competence, focus, and agility to this project. Their solution-focused and ‘can-do’ attitude without compromising their core roles of safety and quality was immense.”

At the presentation, Cristina Saenz de Santa Maria, DNV’s Regional Manager South East Asia, Pacific & India, Maritime, noted: “Fortescue’s commitment to decarbonisation aligns perfectly with DNV’s vision, and we are honoured to be part of this pioneering project. Our global teams have worked closely with Fortescue over the last two years, from the engine bed-testing stage through to commissioning and trials, to help realise this milestone.

We look forward to continuing this partnership and supporting Fortescue as we both strive to create a greener future for shipping.”

In 2022, Fortescue successfully converted a four-stroke engine to run on ammonia in combination with diesel at its land-based testing facility in Perth, Western Australia. Conversion work later began on the Green Pioneer at the Seatrium yard in Singapore to convert the vessel’s engines to run on ammonia in combination with conventional fuels.

Fortescue’s Green Pioneer completed the world’s first ammonia bunkering trial safely at an ammonia facility on

Jurong Island in the Port of Singapore in March 2024, following which the vessel received flag approval from the Singapore Registry of Ships (SRS) and the ‘Gas Fuelled Ammonia’ notation from DNV.

Ammonia fuel newbuild and retrofit system In the last issue we highlighted Wärtsilä Gas Solutions’ new groundbreaking Ammonia Fuel Supply System (AFSS) for ships able to operate with ammonia fuel. The system is available for both liquid and gaseous fuel.

The Wärtsilä AFSS is an innovative and reliable system that enables the use of ammonia as a marine fuel. It is suitable for both newbuilds and as a retrofit for existing vessels. It can be installed as an integrated cargo handling and fuel supply system on ships carrying liquefied gas, especially those able to trade ammonia as cargo, such as VLGCs and MGCs (midsize gas carriers). It can also be installed as a self-standing fuel supply system on IGF-coded vessels with either low or high-pressure systems, or a combination of both.

A system consisting of pumps and heat exchangers is used to supply the engine with a stable and reliable fuel flow, at the correct pressure and temperature.

The AFSSs are equipped with proven components, including the necessary purge gas treatment system. Due to the need for high cleanliness of the fuel, proper filtering is installed upstream and is embedded in the system.

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80 – SPECIAL FEATURE – EMISSIONS 2024

Reducing emissions in the shipping industry

For the fuel gas supply systems (FGSS) of dual-fuel ship propulsion systems using NH3, only high-pressure diaphragm pumps designed without dynamic seals can be considered

DRYDOCK 2024 – 81

Clean alternative fuel liquid ammonia requires fail-safe and hermetically tight pumps, says Thomas Bökenbrink, Lead Product Manager Pumps at LEWA.

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The LEWA triplex process diaphragm pumps are designed in such a way that they can be maintained and repaired directly on board by the crew

W

ith the aim of reducing emissions and fuel consumption while increasing performance and ensuring cost-efficient operation, dual-fuel variants of twostroke marine diesel engines have been conquering the market for several years now. They enable a high degree of flexibility with regard to the fuels used, from pure marine diesel or heavy fuel oil operation to gas operation. On the gas side, LNG and LPG (propane/butane), which are particularly suitable for liquefied gas tankers, have mainly been used to date. However, these are fossil gases, and while they release fewer pollutants overall during combustion, they still release a considerable amount of CO2. LNG also consists predominantly of methane (CH4), which is around 25 times more harmful to the climate than

CO2 and, in two-stroke marine diesel engines, small amounts inevitably escape – a phenomenon called methane slip. For this reason, LNG and LPG are merely bridging technologies on the way to completely carbon-free ship propulsion.

First used as an alternative fuel in 1943 due to a diesel shortage, ammonia (NH3) does not emit particulate matter, nitrogen oxides or CO2 during combustion and has no ozone depletion potential.

Until now, it has been obtained from nitrogen (N2) and hydrogen (H2) using the Haber-Bosch process, which requires a great deal of energy. The production of hydrogen is particularly critical from an environmental point of view, as H2 has so far been split off from fossil methane gas. However, with the development of processes for the sustainable production

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84 – SPECIAL FEATURE – EMISSIONS 2024

ENGINE MANUFACTURER MAN ENERGY SOLUTIONS ALSO ANTICIPATES A RAPID INCREASE IN THE FUEL TO AROUND 40% OF THE TOTAL FUEL MIX FOR DUAL-FUEL TWOSTROKE ENGINES BY 2030.

of H2 via hydrolysis using renewable energies on an industrial scale, NH3 is now becoming an attractive fuel for clean and sustainable ship propulsion systems. This also provides a positive answer to the important well-to-wake (WTW) question: when considering new fuels, it is crucial to take into account not only the combustion process in the ship’s engine, but also the entire balance of fuel production.

Thanks to the new processes, NH3 can also be an attractive option.

At the end of 2023, the world’s first ammonia project for bulk carriers was launched. In a four-party agreement, the Belgian bulk carrier operator CMB.TECH appointed the engine manufacturer WinGD as well as CSSC Qingdao Beihai Shipbuilding (QBS) and CSSC Engine Co (CSE) to produce the first eight 210,000dwt bulk carriers powered by NH3. These are to be delivered over the next three years.

Hermetically tight pump technology in NH3 dual-fuel drives

Engine manufacturer MAN Energy Solutions also anticipates a rapid increase in the fuel to around 40% of the total fuel mix for dual-fuel two-stroke engines by 2030. Given these promising forecasts, it is hardly surprising that the order for the first ammonia cargo ships has already been placed, even though the marine engines for this application are still under development. Compared to LPG or LNG, NH3 poses its own challenges as a fuel: even in very small quantities, the odorous gas is highly toxic to humans and animals, and it reacts with other air pollutants to form unwanted particulate matter in the atmosphere.

Fail-safe, hermetically tight pump technology is therefore required to move NH3 safely and reliably within the ship and inject it precisely into the engine. The challenge: conventional plunger pumps, which are usually used for these kinds of high-pressure applications, have a natural leakage at the plunger seal due to their design. For the fuel gas supply systems (FGSS) in

dual-fuel ship propulsion systems with NH3, only high-pressure diaphragm pumps designed without dynamic seals can therefore be considered. This creates a hermetically tight working chamber that rules out the possibility of emissions.

LEWA triplex diaphragm pumps for FGSS Thanks to their robust design with maximum operational reliability, the low-pulsation LEWA triplex diaphragm pumps have so far proven themselves as fuel pumps in FGSS, primarily for LPG – but nothing stands in the way of their use with NH3. The required pressures of approx. 85 bar can be realised very easily with LEWA triplex diaphragm pumps. For the pump heads of the M900 series, which have been proven in the field for many years, this value is even in the lower range of the possible performance spectrum, which extends up to 500 bar. Particles or oil residues in the fuel can also be conveyed without any problems. As the diaphragm pumps are dry-run safe to an unlimited degree, costly failures cannot occur even if other faults occur in the FGSS. In addition, the systems are designed in such a way that they can be maintained and repaired by the crew directly on board using simple means.

The patented sandwich diaphragm with integrated monitoring system ensures that the LEWA triplex diaphragm pumps remain hermetically tight even if the diaphragm is damaged. This guarantees that no dangerous NH3 can escape, even under extreme operating conditions.

Integrated overpressure protection and optional pump monitoring by LEWA Smart Monitoring supplement the high standards of operational safety.

Intelligent monitoring systems will generally become more relevant in the shipping industry over the next few years, as digitalisation is also being advanced in this field. Often, newlybuilt freighters are already being made ‘smarter’. As NH3 is a clean and sustainable marine fuel in the long term, corresponding drives could also play a role in the development of autonomous smart ships in the coming decades.

86 – WORLDWIDE 2024

Busy start at Damen’s yards

Damen’s Brest yard recently welcomed Cadeler’s Wind Scylla for mechanical work on its thrusters and maintenance to its 1,500-tonne crane

DRYDOCK 2024 – 87

D

amen’s Brest yard recently welcomed Cadeler’s Wind Scylla.

The wind turbine installation vessel docked in its 420m x 80m drydock No.3 for its second special survey. During the visit, Wind Scylla underwent mechanical work on its thrusters as well as maintenance to its 1,500-tonne crane.

The Odda Marie was recently docked at Damen Shiprepair Harlingen for scheduled maintenance and a lifetime extension. During the time in Harlingen, the yard repainted the vessel and undertook maintenance to the propeller

shaft, rudder and rudder stock and overhauled the gearbox.

One of the most notable aspects of the project was the installation of equipment to future-proof the vessel, ensuring it of sustainable credentials to meet current and forthcoming regulatory requirements.

Rederi ab Nathalie (RABN), the owner of the Odda Marie, has invested substantially in boosting the vessel’s efficiency, incorporating eConowind VentoFoil V3 Ventifoil sails as well as a shore power connection.

88 – WORLDWIDE 2024

pulled out all the stops, including having two teams on the job so work could take place round the clock. Thanks to everyone’s hard work and dedication, we managed to complete the job as expected.”

Broad work scope During the docking, DSV cropped the vessel’s obsolete firefighting system, creating additional space in the ER for crew to perform maintenance. The system became obsolete due to the vessel’s change of purpose. The yard also carried out maintenance to the fresh water tanks, repainting them and providing a fresh coating.

Another task carried out was cleaning of the HVAC system in the accommodation to help ensure a pleasant working environment for the crew. DSV also conducted maintenance of the vessel’s survey equipment, renewing the antennae and measuring devices.

One of the most significant tasks undertaken during the project was the overhaul of the vessel’s thrusters, for which Damen provided support to contractor Kongsberg. The thrusters were removed from the vessel and taken to the workshop where new bearing seals and shafts were fitted.

Prospero arrived at Damen Shiprepair Dunkerque for warranty works

While the shore power connection reduces emissions by allowing the vessel to connect to an electrical supply in harbour, the VentoFoil is a rapidly-installed solution to cut fuel consumption.

The offshore survey vessel Geo Ocean III recently docked at Damen Shiprepair Vlissingen (DSV) for a five-year special survey. The scope of work was diverse, requiring a range of mechanical works and painting to take place simultaneously.

“The most significant challenge in this project was time,” says Project Manager Maarten Oele. “The vessel arrived on March 13 and needed to be out of drydock no later than March 29, giving us just 16 days. However, we

The arrival of the Geo Ocean III marked the first time the vessel’s owner, Belgium-based GEOxyz, had docked one of its vessels at the Vlissingen yard.

The chemical/products tanker Prospero was a recent visitor to Damen Shiprepair Dunkerque for warranty work. The vessel is equipped with a dual-fuel main engine, batteries and a heat recovery system, making it as energy efficient as possible.

Bulbous bow upgrades Damen Shipyards Group and leading shipping group CMA CGM are beginning a cooperation that will ultimately result in around 10 of the latter’s vessels receiving significant modifications this year. These will deliver fuel efficiencies of more than 10%. The upgrades will take place at Damen Shiprepair Dunkerque (DSDu) and

DRYDOCK 2024 – 89

Damen Shiprepair Amsterdam (DSAm), which between them have some of Europe’s largest drydocks and many years’ experience in complex refits and retrofits.

The key feature of the cooperation will be the installation of bulbs on the bows of the vessels. Up until now, CMA CGM has been using shipyards in China and occasionally in the Middle East, but this agreement marks their first use of European yards for these complex modifications.

Nine stops by CMA CGM vessels are scheduled for this year, five at DSDu and four at DSAm. Three of these will be for the installation of bow bulbs, with the first being on the innovative, LNGfuelled, container feeder ship Polar.

DSAm recently installed the 120-tonne bow bulb which had been fabricated at the yard, and fitted to the Polar, in the yard’s largest drydock, Dock 4.

Furthermore, Dock 4 has been able to officially commission the shore power connection, which can be used during the retrofit to also contribute to yard efficiency during the docking.

The remaining two vessels will be the 170m-long Arctic and Aurora.

“We look forward to a long-term partnership between CMA CGM and Damen,” says Freek van den Eijkel, Commercial Manager at DSAm. “DSDu already has a relationship with CMA CGM, but together DSAm and DSDu can deliver the services that CMA CGM requires with their excellent facilities and easy access to and from the major shipping routes.”

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Further upgrades While the bulb retrofits will yield savings in fuel consumption of 5 to 10%, CMA CGM is looking at other upgrades that can further contribute to the efficiency of their vessels. To assist the shipping group in meeting its goals, Damen is also offering packages that not only include the bow bulb, but also a propeller upgrade, modifications to the propeller nozzle, and silicone paint. Each of these upgrades will deliver additional fuel economies of between 2 and 5%, yielding a return on investment in less than three years as well as yielding significant reductions in carbon and other pollutants.

Three of the vessels will also be equipped to access shore power, thereby reducing their emissions when alongside in ports that offer the service. This is in line with CMA CGM’s commitment to cleaner operations.

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90 – WORLDWIDE 2024

Drydocks World has made major investments in its facilities and equipment

DRYDOCKS WORLD HAS OVER 40 YEARS OF EXPERIENCE SUCCESSFULLY COMPLETING MORE THAN 10,000 REPAIR PROJECTS, WITH A RECORD OF CONCURRENTLY MANAGING REPAIRS ON 42 VESSELS.

DRYDOCKS WORLD EXPANDS ITS CAPABILITIES With a rich heritage spanning over four decades, Drydocks World has continually pushed the boundaries of engineering and set new benchmarks in the global maritime industry. A consistent advocate for the industry at Posidonia over the years, Drydocks World has quickly risen to the forefront of maritime industry, delivering unparalleled solutions to clients worldwide all year round.

Led by CEO Capt. Rado Antolovic PhD, Drydocks World has reached numerous achievements and milestones across ship and rig repair, offshore fabrication projects for oil & gas and renewable energy sectors, as well as vessel conversions.

In ship repair, Drydocks World has over 40 years of experience successfully completing more than 10,000 repair projects, with a record of concurrently managing repairs on 42 vessels.

Over this time, Drydocks World has significantly expanded its highly skilled manpower resource base by increasing it to over 11,000 employees and a further 5,000-strong subcontractor workforce. Drydocks World has also made major investments in its facilities

and equipment, enhancing its service offerings and operational efficiency.

The ongoing development of the South Yard, scheduled for completion in Q3 2024, promises a new era of fabrication capabilities and expanded berthing space. Furthermore, investments in new equipment including dockside cranes, infrastructure upgrades, and value-added services underscore the yard’s commitment to excellence and customer satisfaction.

In response to evolving market demands, Drydocks World has expanded its capabilities through partnerships such as with Aker Solutions and introducing a new EPC offering. Other notable additions include vessel docking services for afloat repairs and hybrid-battery retrofits for small marine vessels, matching industry trends towards sustainability and technological innovation.

Aligned with Posidonia 2024’s theme ‘Powering Ahead’, Drydocks World is optimistic about this year and beyond.

In fact, Drydocks World anticipates a promising market landscape. Factors such as changes in vessel trading routes, fluctuations in oil and gas prices, and regulatory shifts towards environmental compliance will shape the yard’s trajectory.

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With a proven track record in leading commercial activities and building successful and dynamic teams, Horndahl also brings a vital understanding of the challenging aspects of shipowning and ship management, particularly in the realm of decreasing emissions and finding practical cost-cutting measures.

Claes Horndahl, new Commercial Director of Anemoi Marine Technologies

NEW COMMERCIAL DIRECTOR Anemoi Marine Technologies – a global leader in wind-assisted propulsion technology for commercial vessels – has announced the appointment of Claes Horndahl as the company’s new Commercial Director. With a career spanning more than 20 years supporting gas carriers and tankers, he brings a wealth of expertise in maritime consultancy, commercial strategy, and operational efficiency to Anemoi as the company ramps up production of its award-winning Rotor Sail systems owing to growing demand.

Horndahl studied Industrial Engineering and Management at Chalmers University of Technology in Gothenburg, Sweden, before joining DNV Maritime Solutions, spearheading projects on risk management, operational efficiency and energy conservation across the marine and offshore sectors, as well as the governmental sector.

He then transitioned to lead several commercial activities, overseeing sales and credit teams both in Europe and internationally for a world-leading marine products and service supplier.

NEW DECARBONISATION AGREEMENT Seatrium, a global provider of engineering solutions to the offshore, marine, and energy industries, has announced a three-year Technology Collaboration Agreement with ABS. This agreement, announced at the Offshore Technology Conference 2024 in Houston, Texas, builds on the successful history of collaboration between the two organisations and aims to accelerate decarbonisation and energy transition in the maritime and offshore sectors.

Seatrium & ABS Technology Collaboration Agreement Signing

EXPANDED DAMEN SUPPORT Damen Services Canada recently celebrated the opening of a new service centre in Victoria, BC. Damen Services began operations in Canada in 2019 to provide warranty support for delivered vessels. The new office provides the opportunity to expand with a wider range of vessel support in North America, including parts sales, technical support and maintenance services.

Over the years, many Damen vessels have been delivered to both the east and west coasts of Canada. As more and more customers found their way to the Canadian Service Hub, the support team grew and it was time for a larger office with a workshop and warehouse.

Damen Services Canada found its new home at 466 Bay Street, Victoria. The new location provides more office space for the staff and a warehouse which will be filled with essential parts to support customers more quickly.

Damen Services Canada will continue to expand its services in 2024. The North American office will be able to offer technical assistance, maintenance and

COMING UP

DryDock September 2024 The world’s leading ship repair and maintenance magazine

SPECIAL EDITORIAL FEATURES & ANALYSIS • Area Review: Northern Europe • Spotlight: Germany • Containership & Tanker Repair • Ballast Water Treatment

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Editorial content is welcomed and will be published at the Editor’s discretion.

DryDock Magazine is published quarterly by MPI Group.

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94 – NEWS 2024

OFFSHORE VESSEL UPGRADE Vessel lifecycle management provider ACEL Group of Norway enlisted Finnish power electronics specialist The Switch, a BEMAC Group company, to supply its robust single drives as part of an extensive midlife upgrade of the multipurpose offshore vessel Island Frontier, built in 2003. The upgrade prepares the ship for another 20 years of demanding operations amid increasing appetite for retrofits versus newbuilds.

Damen Services Canada celebrates opening new office

service contracts, spare parts supply from both local and global stock, project management and complex ship repairs and conversions in collaboration with Point Hope Maritime. It will continue a high standard of emergency support services.

NEW VP AT TOTALENERGIES TotalEnergies has appointed Louise Tricoire as Senior Vice President of its newly-created aviation and marine fuels division.

“I’m thrilled [at this appointment],” says Tricoire. “This expansion of my role marks a pivotal moment for the Company as we accelerate our journey

Louise Tricoire as Senior Vice President of TotalEnergies

to address the complex decarbonisation challenges and opportunities within two key transport sectors on a global scale.”

Today’s operators in the aviation and shipping industries play integral roles in the international transportation landscape, and face significant regulatory changes and demands for sustainable solutions.

TotalEnergies recognises the potential impact it can contribute to both industries. By establishing this new strategic group, it will leverage crosslearning and share best practices between these business units to optimise supply chain efficiencies and sustainable energy solutions.

INNOVATION ENDORSEMENT ClassNK has granted its Innovation Endorsement for Products & Solutions to a ‘Wall Climbing Robot’ from Sumitomo Heavy Industries, Mitsui O.S.K. Lines, and MOL Ship Management.

‘Wall Climbing Robot’ can move to high places that were previously difficult to access by humans or robots, and can take photographs and inspections of the relevant parts. Moreover, it is capable of measuring the thickness of steel plates by remote operation by the operator. This not only avoids the dangers of working at heights, etc, but also eliminates the need for scaffolding, reducing labour and scaffolding costs.

ACEL Group subsidiary Haf Power Solutions (HPS)’s core business is installing and commissioning commercially available technology as part of vessel lifecycle management services for shipowners.

“We have a long relationship with Island Offshore and were tasked with a complete overhaul of the Island Frontier’s electrical systems. It was their founding vessel, but after 20 years of successful operation, the cost of maintaining obsolete electrical systems for another 20 years would have been far too high,” says HPS CEO Bengt-Olav Berntsen.

HPS’s scope encompassed project management, engineering and installation of equipment. This comprised new power management, integrated automation, fire and gas detection, emergency shutdown, and closed-circuit television systems. It also includes a new internet protocol television entertainment system

The Wall Climbing Robot

DRYDOCK 2024 – 95

for the cabins, new engine control room consoles and a ballast water management system.

ASRY WINS KUWAITI TANKER CONTRACT The Arab Shipbuilding and Repair Yard Company (ASRY) has recently won a regional tender launched by the Kuwait Oil Tanker Company to carry out docking and maintenance work for six giant oil tankers. ASRY emerged victorious

against a group of well-respected ship repair companies.

ASRY has won a tender for maintenance work on six oil tankers

ASRY’s success in securing this prestigious project is a testament to its long-standing experience, competitive offerings, and high-quality services that distinguishes itself in the face of fierce competition within the global marine market.

existing customer relationships to open broader horizons of cooperation that serve all parties,” says Shaikh Mohamed bin Rashid Al Khalifa, ASRY Deputy CEO. “ASRY aims to continue successful bilateral work to build

“Building on our long history of successful partnership with KOTC, ASRY is committed to strengthening

The Switch is to supply its single drives for Island Frontier’s upgrade

96 – NEWS 2024

qualitative partnerships that support the advancement of common interests in the regional maritime sector.”

BULK CARRIER UPGRADE Rio Tinto has selected the Alfa Laval OceanGlide fluidic air lubrication system for one of its bulk carriers, as part of its focus to boost vessel energy efficiency and decarbonise shipping. Recognising the merits of OceanGlide in the market, the company has chosen to retrofit a Rio Tinto-owned vessel with the system to assess this energy-efficient technology for its fleet.

OceanGlide is proven to reduce specific drag from 50-75%, which means significant propulsion power savings.

This leads to lower fuel consumption and reduced CO2 emissions. The combination of these benefits positions it as a future-proof solution for improving vessel performance.

modifications, except for three to five hull penetrations of a maximum DN150.

This ensures easy adaptation to existing classification certificates without necessitating any major changes or conversions, making it ideal for retrofitting as well as for newbuilds. The fluidic bands, designed with a low profile and no moving parts, can be configured underneath the ship at any shipyard with ease.

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