FACE THE FACTS: A step-change to hull efficiency and environmental protection AREA REVIEW: Updates from Drydocks World, Besiktas and Asyad Drydock IN FOCUS: New methods for efficient industrial cleaning from Jetstream
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A bustling day at the Colombo Dockyard featuring the MPSV Bourbon Evolution 806 from France, containership HR Farha from Bangladesh (in drydock), containership Lobivia from Singapore, and tanker Swarna Kalash from India.
Issue: December 2024
Volume No.48 No.4
ISSN No. 0143-5000
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2 Face the Facts
A step-change in the industry’s approach to hull efficiency and environmental protection is underway, say experts at the PortPIC conference
12 On the Line
Whilst the maritime industry is increasingly focused on the multiple future fuel pathways, there is also the reality that currently over 99% of the world’s shipping fleet is using conventional fuels
16 Up Front
The last and heaviest of the Brent oil and gas field topsides, Brent Charlie, has successfully been skidded onto the quayside for decommissioning by Mammoet
22 Spotlight
The spotlight is turned on the Americas, where we feature players from Brazil, Canada, the US and Colombia
36 Area Review
Our Middle East feature focuses on Drydocks World, Besiktas and Asyad Drydock in addition to an MOU between Qatar Shipyard Technology Solutions and Wärtsilä
46 Market Intelligence
Steve Gordon, Global Head of Clarksons Research, provides an end-of-year review
54 Analysis
Wind-assisted retrofits are continuing apace in the latest decarbonisation moves
64 Mechanical Matters
A selection of repairs and upgrades from MarineShaft, Berg Propulsion and CM Technologies
72 In Focus
An introduction to new methods for efficient industrial cleaning from Jetstream
78 Worldwide Repair news from Damen Shiprepair Oranjewerf, Gibdock, Seatrium, Nigerdock and Dakarnave Shipyard
88 News
The latest products, appointments and news
Changing ship hull management
A step-change to the industry’s approach to hull efficiency and environmental protection is underway.
That was the general view of experts taking part in the PortPIC conference held in Pontignano, Italy this year. They also highlighted that innovation in terms of what typically would be viewed as hull management has changed quite rapidly, and benefits are feeding through with untapped potential for further improvements if collaboration, engagement of port authorities and common regulations and standards can be achieved.
Decarbonisation has become the dominant discussion subject across the industry and in the regulation-setting arenas of the IMO and the EU. Overall, the shipping fraternity sees the need for new measures, even if different sides frequently disagree as to which measures are worth adopting and which may be expensive dead ends.
Future fuels, for example, promise much but are currently expensive and not available in sufficient quantities – if at all – to replace the fossil fuels that have served shipping for over a century. Mechanical efficiency measures, on the other hand, have already been employed to allow ships to meet the requirements of the EEDI and EEXI regulations.
Another measure is hull management, which is drawing the attention of all interested parties. Indeed, keeping vessels free from biofouling through the use of proven antifouling coatings and hull cleaning can allow a ship to perform well under the CII regulations, even if it is still not yet fully recognised in the EEDI and EEXI measures. Frictional resistance accounts for a large part of a ship’s fuel consumption. There is enormous potential for improving performance by reducing the annual 7-10% increase in required power or fuel consumption due to progressive fouling and hull roughness.
Moreover, improving vessel performance by effective hull management has become more important than ever in light of regulations such as the EU Emissions Trading System (ETS) and the possible financial mid-term measures for GHG reduction being formulated at the IMO.
Port biofouling challenges
Ironically, whilst owners and operators are seriously considering cleaning hulls and propellers more frequently, port authorities are banning traditional methods of fouling removal because
Keeping vessels free from biofouling like this through the use of proven antifouling coatings and hull cleaning can allow a ship to perform well under the CII regulations
of concerns related to invasive species and release of paint particles into the environment. An added problem of traditional methods is that rough cleaning practices often lead to premature depletion of the paints and subsequent loss of protection. However, these challenges can be overcome using new technologies and solutions now being developed – as long as agreement can be reached on best practices and standards, to allow the new ways to be rolled out as quickly as possible on a global scale.
“An essential step in further shedding light on the topic and finding best practises and standardisations is actively engaging with industry stakeholders,” said Morten Sten Johansen, Jotun’s Global Category Director, Hull Performance Category. “That is why we co-founded PortPIC, to engage with them and get their own perspectives on the challenges and to see how we can work together to solve them.”
“It is important to have arenas like PortPIC and HullPIC, along with the bigger commercial conferences like NorShipping, Marintec, SMM Hamburg and Posidonia to mention just a few, that cut across competition, roles, mandates and
where different views can enable us as an industry to make real progress. For Jotun, to contribute to this is a part of our Clean Shipping commitment,” he added.
The PortPIC conference, now in its 5th edition, brought together over 50 industry representatives to discuss the latest developments in the field of hull management, with experts from ship operators, coatings manufacturers, technology providers, robotic and diver in-water cleaning companies, regulators and academia.
Novel solutions to keeping hulls clean
PortPIC kicked off with a presentation by Volker Bertram (DNV) who shared information on recent innovations in hull fouling management options. He looked at a variety of recent developments for biocide-free antifouling solutions, nanocoatings including graphene-based coatings, and coatings with passive air lubrication.
Bertram also highlighted the novel protection systems based on ultrasonic or ultraviolet radiation that have progressed significantly in recent years, and spoke of the rapid growth in robotic cleaning technologies, many of which have now become mature market offerings.
“The progress towards more efficient and more sustainable hull management
Above: Morten Sten Johansen at PortPIC
solutions in the last five years is impressive and encouraging,” Bertram said. “Indeed, where there is a problem, there is a solution. Challenges such as increasingly strict CII requirements for operational energy efficiency and wider application of biofouling management requirements are answered by innovative solutions. Ingenuity and entrepreneurship thrive, and established big players are kept on their toes by start-ups challenging the status quo.”
He continued: “We are certainly moving in the right direction, but I also question whether the combination of emerging cleaning methods is aligned with the new coating technologies, and if regulators and port operators have caught up with the step-change underway. The evolution of technology must be encouraged by the port operators but they, understandably, also want to be sure that the new cleaning technologies match the coating technology on the ships and, moreover, meet their environmental requirements.” “This barrier can be overcome through more cooperation and insight sharing,” he added.
Expanding on ultrasonic technology, Ove Hagel (Hasytec) presented Ultrasonic antifouling: an approach to mitigate biofouling on ship hulls and niche areas.
Ultrasonic vibrations cause very high accelerations, which destroy the cell structures of fouling. A strong point of ultrasonic protection is that it offers biocide-free protection for ships even at zero speed. Ultrasonic systems have been used successfully for some time on specific areas, but application to the entire hull of a large vessel is a novel approach that Hasytec believes warrants investigation, and so has developed an ‘intelligent’ dynamic biofilm protection.
Overcoming the obstacles to IWC take-up
Various aspects of in-water cleaning (IWC) of hulls were also addressed, including a presentation by Anita Børve (Jotun). She highlighted Jotun’s long history in antifouling coatings and continuous focus on hull performance. “The main goal is a clean hull and optimised hull performance,” she stated, “and our coatings, digital services, advisory and expertise, as well as our innovations like the Jotun HullSkater, are based on our almost 100 years of in-depth industry knowledge and performance testing. It’s a continuation of our Clean Shipping commitment, and the work we do to help reduce emissions, preserve fuel and protect the oceans’ biodiversity.”
Graphene-based coatings manufacturer GIT Coatings is pioneering sustainable solutions in the cruise sector
Børve acknowledged that the regulatory landscape concerning underwater hull cleaning is crowded and complex. “Several international and local entities are working in parallel, but still technologies and regulations are under development with various maturity dates and timelines,” said Børve. She also highlighted that existing methods of testing and ensuring water quality during IWC are very comprehensive, labour- and time-consuming, and do not match what can be achieved in practice during a normal port call.
Discussing a new method of testing water quality, she added: “Testing has also proved that proactive cleaning without capture can be done without imposing any excessive release of biocides as calculated by the MAM-PEC tool used by the competent authority in EU member states for assessing potential environmental risk from antifouling coatings.”
In a separate address, Anna Yunnie (PML Applications) presented An alternative multifunctional strategy for testing in-water cleaning devices. She echoed Børve’s assessment of the complex and incomplete regulation or standardisation of the hull cleaning sector. Current methods leave information gaps on the compatibility
between different cleaning methods and coating types and the physical impacts on coating integrity and antifouling performance following an in-water clean, she said. If the shipping industry is to meet IMO guidelines on biofouling management, these information gaps require attention.
Yunnie went on to describe a how several systems have been tested on a small scale, pointing out that although the tests have limitations when compared to BIMCO IWC trials (which they are not designed to replace), the methodology can help ensure that only the most useful and informative fullscale trials are conducted, saving the industry and regulators time and money.
Sharing views and perspectives
PortPIC also covered broad-ranging perspectives from regulators, shipping companies, NGOs, robotic cleaning and inspection technology developers and Class. For example, Sahan Abeysekara (Lloyd’s Register) discussed LR’s Clean hull notation: Industry advancements to achieve effective hull management. The Clean Hull notation provides recognition of various hull management practices and quantifies it to a surveyable output. As its name suggests, the intention of
Ultrasonic protection llke Cathelco’s USP DragGone can offer biocide-free protection for ships even at zero speed
the CH notation is to maintain the hull at near-clean condition at all times. To obtain and maintain it requires a close relationship with hull management or vessel performance monitoring systems. The proactive identification of hull condition is by means of frequent biofouling inspections and fouling prediction modelling. “The ultimate goal of the CH notation is to serve as ‘compliance by design’ to the eyes of regulators and Port State Control,” Abeysekara said.
Voluntary notations such as Clean Hull may imply extra investment, but Abeysekara also pointed out that often there are tangible benefits such as reduced port charges offered by some ports and greater interest from charterers as well.
In her paper covering the Clean Hull Initiative, Irene Ø. Tvedten (Bellona) shared the background and status of the project. She added that challenges to proactive management were inconsistencies in global policies, regulators lacking procedures for approval and how they often impose bans on in-water cleaning – leading shipowners to hesitate to conduct cleaning even if they can get access to services.
Best practice for inwater cleaning
Tvedten also stressed the importance of collaboration and insight-sharing, and firmly believes that the CHI can help raise awareness and drive the development of the ISO 6319 standard. This will provide several benefits, including an agreed “best practice” for in-water cleaning and help to harmonise stakeholder requirements. In addition, the standard, to be published in January 2026 at the latest, will help ports and relevant authorities evaluate requests for in-water cleaning, as well as helping shipowners ensure that cleaning services are performed in a specific way regardless of location.
Abigail Robinson shared her learnings from being a regulator in New Zealand, writing and overseeing the world’s strictest biofouling regulations, before
joining robotic in-water cleaning company ECOsubsea. She gave an enlightening presentation entitled From Regulator to Regulated: A Perspective from Both Sides. In it, she also called for more collaboration and the urgent need for ‘fit-for-purpose regulations’.
Robinson describes these as regulations that set a high standard for environmental and human health protection, whilst also providing a clear process of application for innovators to be able to reach that standard.
“Regulators need open and honest industry perspectives to be able to understand the operational complexity surrounding the in-water cleaning issue, as well as the wider impacts,” she said.
Another interesting paper, Copper release rates under static conditions along a salinity gradient, presented by Jotun’s Johansen, addressed the thorny subject of accurate risk assessments of biocide release rates under various conditions. Since regulators and port operators are likely to decide whether or not to approve products and services based on risk to the environment, accurate data on release rates of substances of concern, such as copper compounds, are essential.
The paper described a new field test method developed by Jotun researchers. Tests on a variety of coatings in several European ports revealed that the standard input values for risk assessment based on ISO 10890 (mass balance method) can over-estimate release rates. From the analyses presented it can be concluded that seawater flow has a greater impact on the release rate than salinity.
Questioning the status quo
In a forum session after the presentations, Ivana Melillo (GNV, a subsidiary of MSC Cruises), Jean-Loup Barrere (CMA CGM), Irene Tvedten (Bellona) and Simon Doran (AkzoNobel) covered questions from moderators Bertram (DNV) and Johanson (Jotun) and the audience.
Questions focused around what industry stakeholders can do to pave
Jotun’s HullSkater in action
the way for a cleaner, more efficient maritime industry and what the environmental regulations, standards and guidelines mean for shipowners and operators.
Responding to why port representatives were missing from the conference, Doran said ports were missing an opportunity and should understand that there’s also a commercial opportunity for them to press home legislation. “They need to be guided in terms of how to get involved,” he said. Tvedten believes ports may be lacking some incentive and questioning why they should be involved, but the growing focus on decarbonisation and biosecurity could be a way to increase engagement. “We need to tap into these aspects, as well focus on the potential economic benefits.”
Melillo answered a query on whether owners’ attitudes to in-water cleaning and hull management were changing. “There is change underway in terms of going from traditional methods to robotic cleaning approach and also the different ways to monitor hull and propeller performance,” she said. “We need to cooperate more, bring everyone together to find best practices.” This is especially important as companies work to meet ESG requirements, she added.
Commenting on whether the sector was crowded and the difficulty in choosing technologies, Barrere admitted that 10 years ago, his company did not consider biofouling to be a problem on its ships and only did what it thought necessary. But that is changing, with regular inspections and cleaning now the strategy. “As I see it there are many options, many questions and it is not easy to select the ‘right’ technology, but this conference brings together experts who share insights and advice on how best we can go forward to achieve effective hull management,” he said.
Key takeaways
As the conference closed the panellists gave their key takeaways, with Tvedten saying: “Despite the lack of port representatives at this event, PortPIC is still a very relevant conference because the importance of keeping updated is very high and the knowledge gained there can be shared with ports in other arenas.”
For Melillo the need for continued industry dialogue, knowledge sharing and collaboration is important, “but the perspectives and insights of ports are crucially important if we are to establish common best practices.” Barrero agreed with the previous two on the need to get ports more involved.
Doran said that he finds PortPIC, alongside HullPIC, to be the most informative and educational forums: “Every day is a school day. In addition, during these conferences it is refreshing that there are no competitors, just like-minded people working towards common goals of sustainability and protecting global biodiversity.”
Picking up on the collaboration theme, Johansen said: “There’s certainly a stepchange underway in terms of innovative solutions and the industry’s approach to hull efficiency and environmental protection, but more collaboration is key to opening the untapped potential of effective hull management. As part of our Clean Shipping commitment, Jotun will continue to contribute to PortPIC and other important industry arenas so that shipping can become even more sustainable in the future.”
The PortPIC conference held in Pontignano, Italy this year was a success
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Continuing developmenttheof marine lubricants for conventional fuels
Whilst the spotlight within the maritime industry is increasingly focused on the multiple future fuel pathways that will power shipping towards its 2050 decarbonisation targets, there is also the reality that currently over 99% of the world’s shipping fleet is using conventional fuels.
According to the IMO’s recentlylaunched website developed by the Future Fuels and Technology Project (FFT Project) – utilising the latest data from DNV’s Alternative Fuels Insight Platform (AFI) – just 0.83% of the world’s shipping fleet is currently using alternative fuels including LNG and LPG.
Whilst this picture is changing, with approximately 16% of new vessels on order having alternative fuel capability including LNG, methanol, LPG, hydrogen and ammonia, the majority of the world’s shipping fleet will likely be using the current conventional fuels including LNG well into the 2040s, given an expected vessel lifespan of 20-30 years.
This points to the fact that future demand for conventional and LNG fuels will be significant for some time to come, which will be reflected in demand for marine lubricants that meet the operational parameters of these ships’ engines into the foreseeable future.
Dr Oliver Denizart, Lubmarine’s Technical Manager, looks at the continual work being done by Lubmarine to develop new and improved marine engine lubricants to meet today’s – and tomorrow’s – global shipping fleet.
“Today, lubricant manufacturers like ourselves are simultaneously working on developing improved lubricants for existing mature fuel solutions (conventional and LNG fuels), whilst developing new lubricants to meet the needs of future fuels, including bio fuels, e-fuels, MeOH and NH3,” he says
That’s because the primary drivers for lubricants are ever-changing in line with engine designers and manufacturers who are striving for further performance improvements that can help deliver increased fuel economy and emissions reductions in today’s engines.” The result is that new engine designs are placing increased demands on lubricants and their performance capabilities in a range of ways. These include:
• Increased temperatures and pressures in the engine
• Exhaust gas recirculation
• Exhaust after-treatment
As a result, Lubmarine is seeking to deliver further performance improvements to today’s lubricants, looking at areas including:
• Detergency
• Thermal stability
• Oxidation resistance
New engine designs and cylinder oil specifications
“Demands placed on cylinder lubricants by today’s engines mean that we must pay special attention to the key areas of the combustion chamber, the ring pack, the exhaust valve and especially the piston top land and top ring area,” explains Denizart. “For this we are focusing on low ash – for deposit control, and high detergency – for cleanliness.”
He also says that key operational drivers including fuel efficiency, emissions control, lower carbon footprint and better reliability need to be looked at.
Importance of ring groove cleanliness
The importance of good piston ring cleanliness cannot be overstated.
Dr Oliver Denizart, Lubmarine’s Technical Manager
This has been seen through the more recent MAN Category II introduced to the market.
“In addition to the need for improved lubricant performance, new HSE regulations could limit the use of some traditionally used chemical components in marine lubricants, creating the need for new components and formulations to be identified, tested and utilised within marine lubricants – something our R&D teams are continuously working on,” says Denizart. “With this technology, we can develop new lubricant formulations that improve energy efficiency and the cleanliness of today’s marine engines operating on conventional fuels, whilst contributing to reduced emissions.”
Developing new lubricants with a range of performance benefits
“One example of the work we have done through our research centre is the development of an experimental and groundbreaking new four-stroke ‘fuel economy lubricant’ that has already yielded significant fuel savings during year-long sea trials” says Denizart.
The new fuel economy lubricant –planned for engine manufacturer approvals in 2025 – has been derived following significant research and development at TotalEnergies. The result is innovative lubrication performance that reduces engine friction, and in doing so reduces fuel consumption by up to 4% – depending on operating conditions.
“The benefits to the user beyond engine lubrication performance includes significant cost savings and energy efficiency for four-stroke vessel operators, particularly across the cruise, ferry, offshore and power plant sectors,” he explains.
“This is a real breakthrough and innovation in four-stroke trunk piston engine oils. Through this new lubricant we can now have a positive impact on fuel economy, and therefore CO2 emissions, which will ultimately support the move towards future IMO regulations on GHG emissions.”
Conclusion
Tomorrow’s multiple fuel solutions will undoubtedly be built on the learning and development that is taking place in today’s shipping market – including the effective lubrication of marine engines.
“There will not be a future moment when there is a universal switchover to new fuels and new engines; rather a transition through sustained evolution,” says Denizart. “In the case of Lubmarine, that means the continual development of innovative lubrication solutions which deliver effective engine lubrication performance today, building towards tomorrow.”
An experimental and groundbreaking new four-stroke ‘fuel economy lubricant’ has been developed at Lubmarine’s research centre
Brent field decommissioning project completed
The last and heaviest of the Brent oil and gas field topsides, Brent Charlie, has successfully been skidded onto the quayside for decommissioning.
The Brent field, one of the largest oil and gas fields in the North Sea, was a Shell-operated field located 186km northeast of the Shetland Islands.
It was once home to four oil and gas platforms: one jacket-based (Alpha) and three gravity-based (Bravo, Charlie and Delta). Brent Delta ended production in 2011; Alpha and Bravo in 2014, leaving Charlie as the last one in operation.
Mammoet has performed the decommissioning load-ins of all three gravity-based topsides, with Brent Charlie being the third – the last and heaviest.
Performing skidding of the 31,000t topside, whose concrete legs were submerged in seawater for over 40 years, onto the quayside brings complex engineering and safety challenges. Careful engineering ensured the stability needed to carry out this operation safely and with precise control.
Removal, load-in and decommissioning on repeat
The steps to remove and transport the Charlie topside from the Brent field to Able Seaton Port near Hartlepool, UK, for decommissioning were largely unchanged from the previous three Brent topside moves, providing the peace of mind that comes from a triedand-tested solution.
Allseas used its motion-compensated heavy lift vessel Pioneering Spirit to remove the structure at sea in a single lift and transport it to shallow waters, where the topside was transferred onto Iron Lady, Allseas’ purpose-built cargo barge.
Mammoet had already fitted Iron Lady with skidding equipment (some 45 truckloads of materials), which would be needed to offload Brent Charlie at the port. Mammoet also provided mooring winches for Iron Lady within specific
guidelines provided by Allseas on lengths and drum load capacities.
Once the barge had moored at Able Seaton Port and settled into the seabed, the team could determine the starting height of the skid tracks on the quayside and begin laying them down.
The topside was skidded over 12 skid tracks, which needed to be perfectly aligned with the tracks installed on the barge.
The skidding operation was performed in two stages. First, the topside was skidded five metres to the aft of the barge. Then, after 12 hours to allow for further settling, it was skidded the remaining 130m onto the quay, to its final position.
A configuration of 76 skid shoes –divided between the four legs of the platform – and 40 push-pull units were used to skid the topside 15m per hour. The combined pushing capacity was 3,320t; the total lift capacity was 51,000t.
Suspended netting was used to collect any falling debris and marine growth that might have come away from
the structure. All movements were remotely controlled from a control room to minimise the presence of people underneath the platform, and therefore maximise safety.
The importance of beer mats
How many times have you been to a restaurant and needed to place beer mats under the legs of a four-legged table to stop it wobbling?
Similarly, one of the biggest challenges in this operation was managing Brent Charlie’s four legs, which meant the structure was less stable and more likely to deflect during skidding.
“When you look at stability, three legs are always stable; four legs are not,” explains Richard Verhoeff, Mammoet Sales Director. “You try to keep a threepoint suspension when performing a load-in, and still need to achieve that even with four legs. That’s where hydraulic grouping comes in very handy”.
But there can also be some level of deflection between the legs, so the force needs to be able to communicate between the different hydraulic groups.
This is why there were hydraulic cylinders under each leg, and why the cylinders between both pairs of two legs had to be connected – to ensure the pressure on each remained the same.
The experience to perform a successful decommissioning
The method used to safely skid the topside onto the quay allowed its movement as a single unit.
Mammoet’s experience of performing the successful load-ins of all three of the gravity-based topsides ensured a successful project.
“We have a pragmatic approach, which is required on jobs like this,” explains Leo de Vette, Project Manager at Mammoet. “It’s really a team operation, you must do it together. Time is of the essence, so equipment can be moved to the next job. Once the topside is on the barge, there is only one priority – get it off as safely and efficiently as possible”.
AP Moller’s Maersk Lancer was drydocked at Renave shipyard for silicone paint removal in addition to other work
Spotlight on the Americas
Large projects for Renave, Metalock Brasil and Davie shipyards. In Canada, Walco opts for safety first, Damen opens a new service centre and GIT Coatings wins LR approval. SGS provides emergency assistance in Freeport and Curaçao, Syncrolift enhances Americas support and Schottel builds a new workshop in Colombia.
Renave shipyard is strategically located on Viana Island in Guanabara Bay Brazil, in an area of 160,000m², with six docks, of which four are floating and two are dry, and a 1,000m-long docking and repair pier with a maximum depth of 11m.
The yard is limited to Panamax-size vessels for accommodation in docks but is pretty much unlimited when it comes to afloat work. It also acts as a logistics support base for commercial and offshore vessels.
Recent visitors to the yard include HB Potiguar from HBSA Brazil, a Panamax-size barge for conversion which required 1,400 tons of steel renewal, the treatment and painting of over 50,00sqm of superstructure, a salt conveyor belt installation and several other different repairs.
The Panamax-size ships CMA CGM Aristote, a containership from CMA CGM/Mercosul Line, tankers Romulo Almeida, Sergio Buarque de Holanda
and Jose Alencar from Petrobras, were all in for similar drydocking work including the painting of all cargo holds, propulsion overhaul and BWTS retrofit, in addition to other work.
Boka Sub C from Boskalis in Belgium, a multi-purpose offshore vessel, required drydocking for extensive pipe renewal, box coolers overhaul, propulsion work and extensive hull treatment and painting.
The replenishment oiler Almirante Gastão Motta was the only tanker from the Brazilian Navy in for drydocking. It was one of the most comprehensive projects ever undertaken by the yard due to its complexity, as all the steps – people, materials, tools, equipment, spare parts and all kinds of supply were Renave’s responsibility.
Another huge project involved the Marcos Dias from Lyra/Narval. All the vessel’s hatchcovers and coamings were rebuilt, requiring some 350 tons
of steel. This was followed by additional docking work, including the treatment and painting of all cargo holds and tanks, propulsion system overhaul and crane repairs.
AP Moller’s Maersk Lancer was drydocked for silicone paint removal in addition to other work. Several other important dockings and repairs were carried out for DOF (Norway), Sapura (Malaysia), CBO and Prime Sea (Brazil) and fishery vessels for China and Korea, amongst others.
RECORD REPAIR BY METALOCK
Metalock Brasil was contracted by a renowned Spanish manufacturer of electric motors to carry out an extensive maintenance scope on all the company’s equipment installed on a floatel (offshore support and accommodation vessel) during its docking at Estaleiro Atlântico Sul, in Suape, Pernambuco.
HB Potiguar required 1,400 tons of steel renewal
Metalock Brasil’s technicians conducted dimensional inspections of the shafts and end caps, as well as replacing the bearings of seven azimuth thruster motors and two propulsion thruster motors.
During the dimensional analysis, three end covers showed wear and measurements outside the tolerance in the bearing housing area. Faced with this challenge, Metalock Brasil quickly transported the covers to its workshop in Santos (São Paulo), where they were repaired by machining and adding bushes. In a record time of six days, the covers were returned and installed on the motors.
Additionally, Metalock Brasil performed a complete electrical inspection, including insulation measurements, phase-to-phase resistance testing and air gap verification, ensuring the full functionality of all the motors, including eight more generators manufactured by the same manufacturer and installed on the vessel.
To ensure the excellence of the service provided, a Metalock Brasil technician boarded during the final phase to accompany the sea trials conducted in
Rio de Janeiro, where an SPM (shock pulse method) vibration analysis was performed on all the inspected motors and generators, confirming the equipment’s good performance.
All service reports were approved by the client and the manufacturer, allowing the vessel to resume operations with total safety.
Emergency assistance provided
Metalock Brasil was separately contracted by one of India’s leading shipowners to provide emergency assistance for a Hong Kong-flagged vessel that sustained significant damage while crossing the Atlantic, en route from Africa to Brazil.
A massive wave, reaching approximately five metres above deck level, engulfed the entire vessel, damaging six control panels and the winch motors used for mooring. Due to the lack of safe conditions for docking, authorities restricted the vessel’s operation upon its arrival at the port of Santos.
In a rapid response, Metalock mobilised a team of 10 electro-technicians to work on two simultaneous fronts. One group remained at Metalock’s workshop to conduct thermal treatment on four of the six motors contaminated by saltwater, completing the process in a record 36 hours of continuous work.
Meanwhile, another team boarded the vessel off the coast of Santos to begin treatment on the control panels and power cables, which had reduced insulation due to saltwater contamination. After the initial treatment of the panels, the vessel was authorised to operate in Santos, with three out of the six mooring winches fully functional.
Metalock’s technicians stayed on board during the voyage to optimise the panel treatment and carry out additional work on the winch controls, which were also compromised by saltwater exposure. After nearly two weeks on board, the professionals completed the repairs successfully, achieving full approval and satisfaction from the client.
Metalock Brasil provided emergency assistance to a vessel after sustaining damage in the Atlantic Ocean
Metalock Brasil performed extensive maintenance on vessel’s electric motors during drydocking
DAVIE COMPLETES ASTERIX REFIT
Davie Shipbuilding (Davie) based in Québec, Canada since 1825, is a world-class designer and builder of specialist, mission-critical ships such as icebreakers, ferries and warships for government and commercial customers. Davie became a partner in the Government of Canada’s National Shipbuilding Strategy on April 4, 2023. This historic agreement is for the design and construction of the largest and most technologically-advanced icegoing ships ever constructed in and for Canada. The initial $8.5Bn package of work includes seven heavy icebreakers and two large hybrid-powered ferries. The company is also involved in a major upgrade of its facilities. “The big thing right now is the shipyard upgrade, as we are spending over C$800M ($565M) on rebuilding most of the facilities,” explains Alex Vicefield, Chairman and CEO of Inocea Group, the parent company of Davie Shipbuilding and Federal Fleet Services. In addition, in November 2023 Davie acquired Finland’s Helsinki Shipyard, the world leader in icebreaker design and construction.
Davie has recently completed the biannual maintenance of the Combat Support Ship (CSS) Asterix, marking its second return to the Lévis shipyard, where it was built, since entering service in 2018. From October 7 to November 25, CSS Asterix underwent critical drydocking, including hull cleaning, painting, valve inspections, and servicing of key systems such as anodic protection and anchor chains. This work ensures the vessel’s ongoing safety, reliability and operational readiness.
CSS Asterix’s story began in 2015, when Davie took on the challenge of converting a modern German containership into a support vessel for the Royal Canadian Navy. This project, conducted under the Resolve Project, aimed to fill the gap left by the retirement of the supply ships HMCS Protecteur and HMCS Preserver. The ambitious project was completed in record time – less than two years –delivering a fully modernised vessel on
Davie has recently completed the biannual maintenance of the Asterix
time and on budget. CSS Asterix was delivered in 2017 and entered service in January 2018. Over the past seven years, the Federal Fleet Services team has maintained a flawless track record in delivering combat support services, playing a pivotal role in enabling the Royal Canadian Navy to successfully carry out critical missions worldwide.
WALCO OPTS FOR SAFETY FIRST
Walco Industries Ltd, headquartered on Vancouver Island in British Columbia, Canada, was recently involved in a project to remove lead paint from a Martha A. Black-class light icebreaker at a client’s drydock. This was to be done at a pressure of 40,000 psi, so Walco brought in its portable decontamination trailer and four 40K pumps. The scope of work covered multiple decks on the vessel, plus the funnel, bridge, stairs, handrails and other parts.
Lead paint management was one of the primary concerns, along with the use of 40K water jetting. Occupational lead exposure continues to be an important health concern in both Canada and the US, and based on the numbers provided by the US’s OSHA (Occupational Safety and Health Administration), there appear to be significant issues related to lead paint management, as well as health concerns at shipyards across country.
The area was shielded with mesh and polythene sheeting to capture any flying debris and mist and debris within the containment. Water and lead were collected, filtered, reused in the cleaning process and eventually collected for treatment.
Employee safety was of the utmost importance. Safe work procedures were reviewed, with training carried out for lead hazards/handling and daily ‘toolbox talks’ to review scope and any hazards for the upcoming day, along with any concerns from the previous day. Each employee was fit-tested with a full-face mask combined with P-100 HEPA filter. The crew also wore Tychem suits under their rainwear to prevent skin being exposed to lead. As the crew
was rotated, they were required to rinse off and make their way directly to the decontamination unit to follow the donning and doffing procedures and decontamination. The process required was posted within the decontamination unit and discussed in the procedures and toolbox talks. Daily audits were either done by HSE or by the supervisor in charge. These audits also involved the workers, who also signed off as participants.
Removal process
Paint removal was accomplished using four 40,000 psi pumps and four guns running continuously to get the project completed on schedule. Ultrahigh pressure is preferred over lower pressures due to its lower volume of water and ability to remove multiple layers of paint in one or two passes with an orbital jet. This method removes residuals such as salts, chlorides and other unwanted substances from the metal, ensuring better paint application and longevity. It also reduces exposure to lead from airborne contaminants for the water jetting technician and others working in the area.
The job was a success and was completed with no incidents or concerns, and stayed on budget.
Pickling & flushing
In the early summer of 2024, Walco was asked to complete an emergency job after a competitor’s plans failed to
meet a tight project deadline. The task was to complete a hot water flush, then proceed with a chemical treatment (pickling), of fuel and oil lines on a Canadian fisheries patrol vessel.
To accommodate the new customer, some co-ordination with current customers – all of which were very accommodating – had to take place. A proprietary chemical cleaning unit was brought in to flush the debris from the piping systems left by the welding and manufacturing process and then used to circulate the chemicals for the pickling portion of the job.
After primary discussions on the chemical cleaning process, an operations supervisor was flown to site to go over particulars such as equipment location, safety requirements,
Paint removal was carried out at 40.000 psi
Walco was asked to complete a hot water flush and chemical treatment (pickling) of fuel and oil lines on a Canadian fisheries patrol vessel
timeline and methodology. There was heavy involvement with the chemicals manufacturer, customer and government body to review the safe use and containment when working over the water and on the Canadian fisheries patrol vessel. The parts and pieces needed at short notice were either flown in or machined on site to expedite the job. Safe work procedures and methodologies were written, reviewed, altered and approved by all parties involved.
Filter trailer provided
A boiler supplier was hired to heat the water to the required temperature and to maintain heat during the circulation process. Walco Industries provided a filter trailer to collect the debris while circulating and a local supplier brought in mini frac tanks for heated water storage. All materials and hoses used had to be of the right material so as not to react with the chemical injected into the pipe system. Once the system was primed with hot water, the Walco chemical supervisor walked with the ship’s captain and a mechanical specialist to look for leaks and areas of concern before continuing.
The job was a success due to the coordination and help from all involved, helping complete the project and overcoming last-minute changes requested by the ship’s owner.
DAMEN IN CANADA
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. The office was officially opened on April 25 with customers in attendance.
“Our goal is to serve as a strategic partner to our customers,” explains Arie Jonas, Area Service Manager at Damen Services. “The opening of this new location for Damen Services Canada is another step in this process. By increasing our local presence, we are ensuring that customers are never far from Damen support, allowing us to serve them with greater focus and a faster response.”
Jurriaan Jellema, Service Hub Manager at Damen Services Canada, agreed. “Our local engineers have years of experience and are in direct contact with the Damen newbuilding yards and Engineering. The hub closely collaborates with local shipyard Point Hope Maritime and other strategic suppliers. Customers can be assured of an optimised warranty process after the delivery of new vessels, and can now also benefit from other services Damen has to offer. Ship owners throughout the region will have easy access to our streamlined services.”
Damen Services Canada will continue to expand its services. The North
Jurriaan Jellema (Service Hub Manager, Damen Services Canada) during his opening speech
American office will be able to offer technical assistance, maintenance and 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.
GIT COATINGS WINS LR APPROVAL
Canadian-based GIT Coatings has been has awarded the maritime industry’s first Enhanced Antifouling Type Approval by Lloyd’s Register (LR). The development of this new type of approval sets a new standard for antifouling coatings to address the growing need for effective biofouling management, which contributes to decarbonisation efforts and protecting marine ecosystems.
LR is the first classification society to offer this service, which provides shipowners and operators with validated assurance for antifouling coatings performance in relation to hull cleanliness and smoothness, pre- and post-grooming operations. Grooming is the periodical removal of microfouling
(slime) to prevent the development of macrofouling on ships’ hulls.
The award has been granted to GIT Coatings for their XGIT-Fuel graphenebased hull coating, which is currently the only coating with this approval for grooming on the market. The Enhanced Type Approval ensures that XGIT-Fuel maintains its performance before and after grooming, with no roughness increase and no thickness loss, and is compatible with the agreed grooming frequency based on the vessel’s biofouling risk assessment.
The coating creates an ultra-lowfriction surface to increase vessel performance while reducing emissions, without the use of biocides, silicon oils or toxic components. This ‘out of dock’ performance is maintained during the docking cycle using a hull grooming programme, which removes biofoul from the hull without damaging or delaminating its paint and does not cause discharge of organisms into the marine environment.
Next step
“This new type of approval to GIT is an important next step to improving the
XGIT-Fuel and XGIT-Prop applied to a vessel
maritime industry’s understanding of sustainable coating solutions as it moves towards a more environmentally-friendly future,” says Heather Hughes, Team Leader for Non-Metallics and Coating Materials at LR. “For our customers, providing an understanding of the right choice of coating to maintain their hull cleanliness, while assuring them of the continued performance after hull grooming, is vital. LR is the only classification service who can provide this understanding, which is underpinned with rigorous and validated testing.”
“Receiving the first enhanced type approval from Lloyd’s Register is a major milestone for us,” says Philippos Sifiris, Head of Market Strategy & Vessel Performance at GIT Coatings. “It validates the effectiveness of our hard foul release technology in keeping an always-clean hull when combined with a hull grooming regime. In alignment with IMO’s emphasis on prevention, we are committed to continuing our work on sustainable biocide-free solutions that provide shipowners and operators with confidence in choosing the hull management solution of the future today.”
The Enhanced Antifouling Type Approval is in direct response to the IMO’s 2023 guidelines for the control and management of ships’ biofouling to minimise the transfer of invasive aquatic species. While the IMO AFS Convention ensures antifouling coatings do not contain prohibited substances, it does not address performance or cleaning requirements, which are key to biofouling control.
Hughes added: “Our new approval provides a crucial service in plugging this gap, moving it beyond statutory IMO compliance to help companies comply with rapidly-changing legislation. As more nations consider implementing rigorous entry requirements to protect their marine environments, this approval will be invaluable for businesses seeking to comply with evolving regulations.”
“XGIT-Fuel does not contain any biocides and does not release these harmful chemicals into the ocean,”
explains Marciel Gaier, Chief Technology Officer at GIT Coatings. “This aligns with GIT’s global sustainability goals and accelerates the industry’s transition towards a cleaner, greener future with non-polishing, hard foul release, biocide-free coatings that help protect marine ecosystems.”
GIT and WEG in partnership deal Brazil-based WEG Coatings and GIT Coatings have entered an agreement to strengthen each other’s marine coating product offerings across international markets.
The partnership builds on a shared vision of innovation that increases marine shipping efficiency at reduced costs while reaffirming their commitment to sustainability. Both companies will leverage each other’s strengths and expertise to enhance product offerings and provide tailored solutions to their customers.
This collaboration highlights GIT’s exponential growth as an innovative and sustainable graphene-based solutions provider helping shipowners looking to reduce their fuel costs and their carbon footprint.
GIT Coatings CEO Mo AlGermozi spoke on the new partnership. “Today we announced with great excitement our official collaboration with WEG Coatings. Leading the shipping industry towards a more environmentallyfriendly future, we continue to expand our offering of the world’s most sustainable and effective biofouling management coatings solutions. Our shared vision of innovation makes strengthening our product offerings across global markets a reality”.
Focused on offering integrated solutions, this partnership also reflects WEG’s continued commitment towards innovative solutions with low environmental impact.
FAST RESPONSE FROM SUBSEA GLOBAL SOLUTIONS
In response to a vessel grounding incident in Freeport, Bahamas, Subsea Global Solutions (SGS) swiftly mobilised a specialised team to assess the damage and coordinate with key stakeholders. The commercial containership involved, with a length of 276m, a beam of 40m and 66,625gt, sustained damage to multiple tanks. The SGS East Coast Project Lead, alongside Senior Weld Engineer Uwe Aschemeier, worked closely with the client and class society to conduct a thorough assessment and develop a mutually-approved repair plan,
The complex operation required resources from multiple SGS offices, including Long Beach, Port Angeles, Vancouver, Houston, Sydney, Miami, and Busan. A dedicated team of 15 skilled technicians was deployed, and
SGS recently completed a high-stakes thruster overhaul project on the oil rig La Muralla
SGS DELIVERED A CLASSAPPROVED REPAIR THAT ALLOWED THE VESSEL TO RESUME OPERATION, EXCEEDING CLIENT EXPECTATIONS THROUGH PRECISE PROJECT MANAGEMENT AND CONSISTENT COMMUNICATION.
the project spanned 15 days and 30 shifts. The project involved securing the damaged tanks with cofferdams and doubler plates, enabling the vessel to dewater and proceed with internal repairs. Local logistical challenges, including the vessel’s shift to a layby berth, were met with flexibility and efficiency, ensuring the project stayed on schedule.
SGS delivered a class-approved repair that allowed the vessel to resume operation, exceeding client expectations through precise project management and consistent communication. The client appreciated Subsea’s dedication to meeting the timeline and providing daily updates, which helped them keep key stakeholders informed throughout the process. Their positive feedback underscores SGS’ expertise in managing large-scale, emergency repairs and reinforces its reputation for reliable, high-quality marine solutions.
High-stakes overhaul
SGS also recently completed a highstakes thruster overhaul project on the oil rig La Muralla, managed by its team based in Curaçao. This complex operation required the removal, servicing, and reinstallation of eight azimuth thrusters within a tight timeframe, ensuring the rig maintained peak performance.
The company’s highly skilled divertechnicians dismounted the thrusters, installed cofferdams for secure on-site maintenance, and transported the thrusters onshore, where they were overhauled to meet OEM standards.
Once the servicing was complete, SGS’s team reinstalled each thruster to bring the rig back to optimal performance, executing a rapid, turn-key solution to meet the client’s operational demands.
After project completion, the client expressed strong satisfaction with SGS’s project management and the dedication of its acting Project Manager, praising him for his effective communication and commitment to excellence, underscoring the company’s commitment to high-quality, clientfocused solutions in challenging offshore environments.
This successful project demonstrates SGS’s expertise in delivering turn-key, rapid repair solutions.
SYNCROLIFT ENHANCES AMERICAS SUPPORT
Syncrolift AS, the original equipment manufacturer for shiplifts worldwide, has partnered with DM Consultants (DMC) to enhance support for shipyards across the Americas. With over 50 Syncrolift installations in the US and additional units across North, Central and South America, this collaboration leverages DMC’s expertise in drydocking operations to provide shipyards with high-quality service and technical support.
The partnership aims to support US Navy, Coast Guard, Army, and commercial shipyards with essential services, including OEM spare parts, maintenance, operational support and hands-on training at the Syncrolift Academy Training Centre. With service centres in Miami, Florida, and San Diego, California, Syncrolift and DMC bring a team of over 70 specialists to meet the needs of the US shipbuilding and repair industry, ensuring safe and reliable shiplift operations.
SCHOTTEL IN COLOMBIA
Schottel de Colombia is currently constructing a new workshop in Cartagena, a strategic prime location with access to the Caribbean. This facility will be the only maintenance and repair workshop in Colombia by a propulsion system provider, offering benefits
for customers throughout the entire LATAM sales area. The total investment amounts to €5M (approximately $5.5M).
Stefan Kaul, CEO of Schottel GmbH, emphasises the importance of the Colombian subsidiary’s construction project: “This strategic move is aimed at increasing proximity to LATAM customers, expanding on-site services, and further tapping into the potential of this market.
General Manager Julio Carrasquilla and his team at Schottel de Colombia have done an excellent job in recent years, paving the way for this further expansion.”
Carrasquilla adds: “With this new workshop, a significant gap in the service offerings for propulsion systems in LATAM will be filled, raising overall customer support to a new level.” Strategically located close to major shipyards, the facility will allow for quick and efficient maintenance and repair services, significantly improving the operational times of customers’ fleets: “Our customers will benefit greatly from this comprehensive after-sales service.”
Located on a 4,700 square metre plot in Cartagena, the Colombian subsidiary of German Schottel GmbH will, from summer 2025, boast a new, generously-sized workshop of 1,000 square metres, equipped with modern machinery and the necessary crane lifting capacity. Additionally, a new office building designed to accommodate up to 37 employees is being constructed.
Expanded services
Customers can expect a greatly expanded range of services, including OEM-level maintenance. To facilitate this, dual overhead cranes with up to 60T lifting capacity, and 3D scanning for complex part evaluation are available. The workshop will have the capacity to work on multiple propulsion units simultaneously, a machining area for turning, milling and grinding, and vertical assembly capacity of up to 12m in hall height. An auxiliary pivoting crane with a 6.3T capacity and 5.5m outreach will further enhance operational efficiency.
Operational features will include a 100 square metre spare parts
warehouse, an automatic gearbox handler, an automatic parts cleaner, an ergonomically designed assembly area for subcomponents, and oil traps. Complementary features of the new site include an 800 square metre office area with a training room, all laid out in accordance with the latest standards of ergonomic and team-orientated working conditions.
The entire new building and its internal logistics are equipped to the latest sustainability standards, which include reduced energy use, resource conservation, pollution reduction, short transport distances, waste elimination and recycling standards. The photovoltaic system installed on the roof is designed to produce 138kW of photovoltaic energy per year, which will cover 100% of the building’s energy needs. Furthermore, the system will contribute 60kW of excess power to the public grid, contributing to sustainability and compensating for Schottel de Colombia’s CO2 footprint.
Top: Schottel’s new workshop in Cartagena
Below: The new workshop is equipped with modern machinery and the necessary crane lifting capacity
The Middle East in review
A healthy orderbook at Drydocks World, milestones at Besiktas and the Asyad Drydock Company shipyard in Oman and an MOU between Qatar Shipyard Technology Solutions and Wärtsilä all point to a strong ship repair sector in the Middle East.
Besiktas Shipyard has reached a significant milestone with the arrival of its newly-acquired floating dock, Dourado
There are six ongoing offshore fabrication projects under construction at DDW and two FPSO conversions in addition to other work
Drydocks World (DDW) had completed 182 ship repair projects up to the end of October 2024, with a further 145 repair projects in the pipeline, which is a very healthy orderbook. There are six ongoing offshore fabrication projects under construction in the yard and two floating production storage and offloading (FPSO) conversions, including the Petrojarl Knarr
DDW has extensive experience in FPSO conversions and upgrades and highlights the successful execution of projects such as FPSO Firenze, FPSO Atlanta, and the transformation of Voyageur Spirit and the shuttle tanker Nordic Brasilia into FPSO Petrojarl Kong and FSO Yamoussoukro
The FPSO Voyageur Spirit and the shuttle tanker Nordic Brasilia will be deployed in offshore Côte d’Ivoire, in West Africa, for Eni’s Baleine Phase 2 project. Both vessels have been designed for a 15-year lifespan without requiring intermediate docking.
The conversion of FPSO Petrojarl Kong, featuring a distinctive circular design with a 70m diameter, was completed in just 14 months. The project involved extensive production engineering, bulk procurement, major demolitions and the installation of new modules, including significant structural steel and coating work. The integration of new modules into this unique structure required innovative engineering solutions, underscoring Drydocks World’s expertise in managing complex projects.
Completed in 11 months, the FSO Yamoussoukro project transformed the shuttle tanker into an FSO unit, providing additional storage capacity for the FPSO Petrojarl Kong. The conversion involved detailed engineering, structural refurbishment, life extension and substantial conversion and coating work of all cargo and ballast tanks.
New sheerleg crane
Drydocks World recently signed a contract with Shanghai Zhenhua Heavy Industries Co Ltd (ZPMC) to acquire a new generation 5,000 tonne floating sheerleg crane, which will help meet
the growing demand for large-scale offshore projects.
The signing ceremony, which took place on September 11 in Dubai, was attended by His Excellency Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World, Captain Rado Antolovic, PhD, CEO of Drydocks World, You Ruikai, Chairman of ZPMC, and senior management from both companies.
The design, construction, testing, and commissioning phase is expected to take approximately 24 months, with completion scheduled in the second quarter of 2026.
Once operational, the crane will boost DDW’s heavy-lifting capabilities, allowing it to meet the growing demands of large-scale projects, such as high-voltage offshore converter platforms and FPSO vessel topsides.
New markets
The yard is actively expanding into new markets and service offerings. It is moving into the superyacht market with Adriatic42 shipyard in Montenegro and increasing its presence in the renewable energy sector. This is reflected in the two ongoing wind energy projects: The Norfolk East and West Vanguard HVDC platforms are expected to significantly boost the UK’s renewable energy capacity.
The continuing expansion of DDW’s South Yard will significantly enhance the yard’s capacity to take on larger and more complex projects. This expansion is intended to support both the oil & gas and renewable energy sectors, which suggests that Drydocks World is actively seeking new projects in these areas.
MILESTONE ACHIEVEMENT AT BESIKTAS
Besiktas Shipyard has reached a significant milestone with the arrival of its newly-acquired floating dock, Dourado The 85,000 TLC dock arrived in Turkey after an impressive journey through the Suez Canal, where it set a record as the largest unit ever to make the passage.
Purchased from Singapore’s Seatrium Group, Dourado measures 345m in length and 70m in inner width. The dock is strengthened to accommodate very heavy ships and platforms, such as oil rigs, FPSOs and cruiseships. This acquisition reflects Besiktas Shipyard’s ongoing commitment to innovation and growth, positioning it to serve a broader range of vessels and offshore units.
A remarkable journey
The Dourado’s journey from Singapore to Besiktas Shipyard in Yalova took 54 days, including its historic transit through the Suez Canal. Successful transit of the floating dock was the biggest qualitative transit operation in the canal’s history for a towed marine unit with a beam of 90m. The operation required meticulous planning and execution. The convoy, measuring 450m in total length with a gross tonnage of 91,000, involved seven tugs to ensure safe passage.
On its journey through the Dardanelles Strait, additional precautions were taken, including temporarily halting two-way traffic to facilitate the smooth transit of the dock. Coastal Safety Officers, three canal pilots, five tugs and a support vessel worked in coordination, showcasing the logistical and technical expertise involved in managing such a significant operation.
Pivotal moment
The arrival of the Dourado marks a pivotal moment for Besiktas Group, Turkey’s leading maritime group, which operates three shipyards and handles over 300 sophisticated ship repair and maintenance projects annually for the world’s leading maritime companies.
Once routine maintenance is completed, Dourado will begin hosting vessels in March 2025. The addition of this floating dock will significantly boost capacity and enhance the shipyard’s ability to accommodate a diverse range of vessels.
Besiktas Group operates three shipyards and handles over 300 sophisticated ship repair and maintenance projects annually
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.
PPG has booked its 50th vessel using electrostatic coating application
MILESTONE APPLICATION AT ASYAD DRYDOCK
In another milestone, the 336m-long oil tanker Sidr, operated by Bahri Ship Management, is to be the 50th ship to be painted with PPG’s Nexeon 810 antifouling at the Asyad Drydock Company shipyard in Oman.
Leveraging decades of experience in the aerospace and automotive industries, PPG introduced electrostatic coating application to the shipping industry just over a year ago. Electrostatic application provides an increased transfer efficiency compared to airless spraying, resulting in sustainability benefits including significant reductions in overspray and waste. PPG has optimised its hull coatings for this application technique.
“Shipowners and shipyards are looking for innovative solutions to comply with stricter environmental regulations and meet their sustainability goals –these include low-friction hull coatings that reduce vessel greenhouse gas emissions and provide sustainably advantaged application procedures,” said Sijmen Visser, PPG sales director, Marine EMEA, Protective and Marine Coatings. “Electrostatic application is quickly being adopted by large shipping companies and by shipyards in Europe, Singapore and China.”
Conventional fouling control coatings are generally not suitable for electrostatic application. However, the formulation of both PPG Nexeon antifouling and PPG SigmaGlide fouling release coatings allow them to be sprayed electrostatically. Electrically-charged paint particles are precisely guided towards the grounded surface of the vessel, leading to an exceptionally even distribution and the formation of a uniform and ultrasmooth, long-lasting film layer.
“We strive to conduct our business in a sustainable way and constantly measure our environmental impact through performance indicators,” said Khalid Alhammad, Ship Management President at Bahri. “A cornerstone of our environmental strategy is to reduce carbon emissions of our entire
fleet. To achieve these objectives, we constantly adopt the latest technologies in hull coating that would help reduce vessel emissions. Combining that with a sustainable coating application technique makes it an attractive combination to us.”
In a recent project, EDR Antwerp shipyard confirmed a 40% reduction in overspray with the electrostatic application of PPG SigmaGlide coating on a RoRo passenger vessel from Stena Line.
With reduced overspray, electrostatic application provides a cleaner operation and improved work environment for the applicators compared to airless spraying. Shipyards spend less time masking the vessel and cleaning the dock, saving time and costs.
QATAR SHIPYARD AND WÄRTSILÄ MOU
Qatar Shipyard Technology Solutions and Wärtsilä signed a Memorandum of Understanding (MoU) on 30 September 2024. The MoU paves the way to formalise the cooperation between the two companies and ensures that vessels calling at Qatar Shipyard Technology Solutions for repairs, maintenance, or retrofit projects involving two-stroke/ four-stroke engines, and propulsion equipment receive the optimal level of service support.
“This agreement with Wärtsilä further enhances the technical capability and enables our shipyard to provide a specialised suite of engine and propulsion solutions and services to serve the local and international clients safer, faster and better,” said Jos J A A Goris, Chief Executive Officer, Qatar Shipyard Technology Solutions at the MoU signing event.
The MoU encompasses maintenance and repair services, specialised maintenance services including upgrades and the latest eco-friendly reconditioning technology, decarbonisation and retrofit projects, like two-stroke radical derating services, dual-fuel conversions, cooperation on engineering services and training, using Wärtsilä’s Land and Sea Academy facilities.
Wärtsilä and Qatar Shipyard Technology Solutions will also collaborate on providing shipowners and operators with subject matter expertise on all available options for decarbonising their operations, including feasibility studies on sustainable fuel retrofit and conversion projects, and hybrid propulsion solutions.
In addition, the MoU with Wärtsilä will enable Qatar Shipyard Technology Solutions to enhance its service offerings to owners of modern LNG carriers. These vessels, equipped with advanced dual-fuel two-stroke main engines and four-stroke auxiliary engines, will benefit from Wärtsilä’s renowned expertise in marine maintenance, covering both engine types, enabling Qatar Shipyard Technology Solutions to provide vital support and exceptional service to its clients.
“Shipping is in the process of a rapid transition to more efficient and sustainable operations. For this transition to be successful, collaboration and partnerships between maritime stakeholders is essential,” comments Stefan Wiik, Vice President, Parts and Field Service, Wärtsilä Marine. “By working together, the services we deliver to owners and operators are of premium quality. This agreement with Qatar Shipyard Technology Solutions is one more important step along this path.” The long-standing relationship between Wärtsilä and Qatar Shipyard
SHIPPING IS IN THE PROCESS OF A RAPID TRANSITION TO MORE EFFICIENT AND SUSTAINABLE OPERATIONS.
FOR THIS TRANSITION TO BE SUCCESSFUL, COLLABORATION AND PARTNERSHIPS BETWEEN MARITIME STAKEHOLDERS IS ESSENTIAL.
Technology Solutions provides solutions for clients in both local and international markets. This is in terms of access to proven Wärtsilä products and systems and through the delivery of services and solutions at the award-winning Qatar Shipyard Technology Solutions’ worldclass facilities located at the Erhama Bin Jaber Al Jalahma shipyard complex.
The MoU paves the way to formalise the cooperation between the two companies
Green Transition remains vital
In its recent half-yearly Shipping Review and Outlook, Clarksons Research documented strong market conditions across most major shipping segments over the past six months, with Red Sea disruption having a clear impact. In this Analysis, Steve Gordon, Global Head of Clarksons Research, summarises this review along with an update of ship repair data points from Clarksons World Fleet Register.
Astrong earnings environment persists across much of shipping, with our ‘barometer’ index, the cross-market ClarkSea, averaging $25,584/day in 2024 (+10% y-o-y and +35% on the 10-year trend). Underlying trade volume growth, with disruption to trade patterns amplifying shipping demand, remains supportive, as do supply side constraints from low orderbooks in some segments and a tight shipbuilding market characterised by long lead times and high prices.
We now expect seaborne trade volumes to grow by 2.2% and reach 12.6bn tonnes in 2024 (+2% to 12.8bn in 2025).
China remains a key driver, importing 400mt more volume than two years ago (supported by inventory building despite mixed domestic economic signals).
Geopolitically-driven disruption to trade flows continues to materially affect shipping demand (global tonne-mile trade +6% in 2024, highest growth for >15 years). Tonnage transits through the Red Sea are still running 70% below typical levels, with diversions adding an estimated 3% to overall global vessel demand (+12% for container shipping). The redistribution of energy flows in
response to Russian sanctions also continues to add tonne-miles, whilst growth in long-haul Atlantic exports to Asia (e.g. oil, gas, iron ore, other minerals) also supports longer-haul trends. Restrictions at the Panama Canal however are now normalising. So growth, distance and disruption in trade as shipping manages an increasingly complex demand outlook.
Across the shipping segments, container shipping has seen its strongest conditions outside the Covid-19 period, with Red Sea rerouting (now ~700 vessels), improving volumes and some congestion supporting freight and charter rates at the highest levels outside the Covid-19 era over the summer. The market has recently softened as the peak season unwinds and fleet expansion continues but remains exceptionally firm; prospects next year will be tied to the Red Sea situation. Tanker markets have seen further good cashflow (average earnings >$40,000/day ytd) with limited fleet growth (particularly crude tonnage), long-haul Russiarelated flows and growing oil output in the Americas supportive, though patches of weakness seen through the summer have continued into Q4; the OPEC position and Chinese demand need to be watched. Bulkers have seen an improved 2024 (average earnings $16,000/day), led by Capesize strength (solid long-haul Atlantic export growth). LPG rates remain ‘healthy’, if below the record highs of 2023, while LNG rates have come under pressure from more limited trade growth and a pick-up in fleet expansion – a major wave of export project start-ups is scheduled
Charts 1.1: Total Refurbishment & Repair Events In 2024ytd By Repair Yard Country
Charts 1.2: Total Refurbishment & Repair Events In 2023 By Repair Yard Country
Chart 2: Refurbishment & Repair Events In 2024ytd In China By Province
Note: Includes special surveys, scrubber/BWMS retrofits, repairs, cruise refurbishments and other activity. Data as of November 2024.
Chart 3.1 Repair Events By Repair Yard 2024ytd
Zhoushan Xinya
COSCO HI (Shanghai)
CIMC Changhong SY
Fujian Huadong SY
Huarun Dadong
Yiu Lian (Shekou)
CUD (Weihai) SY
COSCO HI (Guangdong)
COSCO HI (Dalian)
Daishan Huafeng SY
Shanhaiguan SB
Qingdao Beihai SB
COSCO HI (Zhoushan)
Drydocks World Dubai
Sanwa Dock
Zhoushan Changhong
Putuo Changhong SY
Zhoushan Huafeng SY
Asyad Drydock
Mukaishima Dockyard
Total unique repair events in 2024ytd. Yards in red located outside of China. Data as of November 2024.
Chart 3.2 Repair Events By Repair Yard Group 2024ytd
COSCO Shipping HI
CSSC
New Changjiang Group
China Merchants
Zhoushan Huafeng SY
Zhoushan Xinya
Damen Shipyards
PaxOcean Group
Fujian Huarong
Huarun Dadong
Seatrium
Xinfa Holdings
Nanyang Star Group
Drydocks World
Sanwa Dock
EOS Group
Asyad Group
Weihai Huadong
Mukaishima Dockyard
Total unique repair events in 2024ytd. Yard Groups in red based outside of China (total includes Chinese subsidiary yards). Data as of November 2024.
Chart 3.3 Repair Events By Repair Yard 2024ytd (Non-Chinese Yards)
Drydocks World Dubai
Sanwa Dock
Asyad Drydock
Mukaishima Dockyard
PPA Repair Base SMI
Dubai Shipbuilding
Remontowa Repair
Sefine Shipyard
Western Shiprepair
Danube Ship Repair
Torgem Shipyard
Dentas Shipyard
Besiktas Shipyard
Tersan Shipyard
Albwardy Damen
PT ASL Shipyard Fayard
Gemak TGE
Lisnave Estaleiros
Total unique repair events in 2024ytd. Data as of November 2024.
Chart 3.4 Repair Events By Repair Yard Group 2024ytd (Non-Chinese Yards)
Damen Shipyards
Seatrium
Drydocks World
Sanwa Dock
EOS Group
Asyad Group
Mukaishima Dockyard
Shin Kurushima Group SMI
PaxOcean Group
Besiktas Group
China COSCO Shipping
Tsuneishi Holdings
Tersan Shipyard
Vietnam SBIC
Palumbo Shipyard
Onex Shipyards
ASL Marine Holdings
Dubai Shipbuilding
Gemak Group
Total unique repair events in 2024ytd. Data as of November 2024.
from 2025. The car carrier market remains exceptionally firm, though now appears to have peaked (cooling trade growth, tariff concerns, fleet expansion). Cruise is having a good year, with passengers expected to reach 35m and a returning newbuild programme.
On the supply side, the global fleet is continuing to steadily expand, with an increase of ~4% expected in 2024 to 2.5bn dwt. Growth is uneven; tanker fleet <1% this year vs containers 10%, LNG 8%. With over 135m dwt (~$170bn) of orders so far this year, there is strong cross-sector newbuild demand driven by the market position, fleet renewal (world fleet has aged ~ four years since 2014) and ‘green’ ship programmes.
The shipbuilding market is very tight –prices are up only +6% ytd but now sit at 2008 peak levels in nominal terms, and lead times are long with yard ‘forward cover’ at 3.5 years. In response, shipyard capacity is now expanding again through reactivation and expansion of facilities principally in China. In CGT terms, China now has an all-time-high orderbook and >50% global market share, but the global orderbook is still 35% lower than in 2008. S&P markets remain active (similar sales ‘run-rate’ to 2023) with pricing elevated. Demolition markets have been quiet. The world fleet and orderbook are now valued at over $2 trillion, with ship financiers transacting a steady flow of deals but
Yard
COSCO HI (Zhoushan)
Zhoushan Huafeng SY
Yiu Lian (Shekou)
Zhoushan Xinya
Zhongtian HI
Shanhaiguan SB
Daishan Huafeng SY
COSCO HI (Dalian)
Yiu Lian (Zhoushan)
Longshan Shipyard
COSCO HI (Shanghai)
Zhoushan AP Dockyard
PaxOcean Zhoushan
DSIC Changxingdao
CIMC Changhong SY
Samkang S&C
Value Maritime
Qingdao Beihai SB
Chengxi Shipyard
COSCO HI (Guangdong)
Total scrubber retrofits in 2024ytd. Data as of November 2024. Yards in red located outside of China.
Chart 6.2 Scrubber Retrofits By Repair Yard Group
COSCO Shipping HI
CSSC
Zhoushan Huafeng SY
China Merchants
Nanyang Star Group
Zhoushan Xinya
Longshan Shipyard
New Changjiang Group
Zhoushan AP Dockyard
PaxOcean Group
Value Maritime SK Group
Fujian Huarong
Xinfa Holdings
Sefine Shipyard
Huarun Dadong
Hellenic Shipyards
Hankookmade
EOS Group
Besiktas Group
Total scrubber retrofits in 2024ytd. Data as of November 2024. Groups in red based outside of China (total includes work at Chinese subsidiary yards)
experiencing strong competition and early repayments. Capital markets have been generally quiet.
Green transition
The Green Transition remains a vital but challenging strategic area. We estimate shipping’s GHG emissions will increase marginally in 2024 and contribute ~2% of global emissions. The regulatory landscape continues to evolve (‘FuelEU Maritime’ limits fuel GHG intensity from 2025; the IMO is debating ’mid-term measures’). Green technology uptake continues, with 7% (forecast >20% by 2030) of fleet tonnage now alternativefuel capable along with 52% of orderbook tonnage, LNG dual-fuel being the leading option this year. Retrofitting is also playing an important role – ~34% of fleet tonnage is fitted with ESTs – along with slower speeds. Energy Transition will impact the industry’s cargo base in the long term (i.e. strong potential in gases) and support growth in offshore wind.
Shipping today remains highly cash generative while managing material disruption, an increasingly complex trade outlook and the growing need to make ‘tricky’ fleet renewal and green ship investments.
Ship repair market review
China has continued to be the largest destination for ship repair work (see Charts 1.1-1.2), accounting for 39% of ship repair work carried out across JanNov 2024 (up slightly on full year 2023: 35%), followed by repair yards in Turkey with 8% and Japanese and Indonesian yards with 7% and 6% market share respectively.
Within China (see Chart 2), repair yards in Zhejiang province account for the largest share of work (2024 ytd: 46%), followed by those in Shandong (12%), Guangdong (10%) and Jiangsu (10%).
Charts 3.1-3.4 show a breakdown of ship repair activity at the most active yards and yard groups in 2024 so far, both globally and excluding China.
Across Jan-Oct 2024, an average of ~26 SOx scrubber retrofits were
Chart 6.1 Scrubber Retrofits By Repair
reported each month (see Chart 4), representing an easing in activity compared to 2023 (~42 per month on average) and is well below the peak pace of retrofit activity seen in late 2019 (>200 month) ahead of the IMO 2020 deadline. The slowdown in SOx scrubber retrofits comes despite the price differential between HFO and LSFO averaging ~$90/tonne in 2024 so far at Rotterdam (see Chart 5), though the differential has recently narrowed (now ~$55/tonne), and generally firm market conditions across a range of shipping markets are probably encouraging owners to keep vessels trading rather than spend time at repair yards undergoing retrofits. Meanwhile, 25% of the orderbook in GT terms is set to be delivered with an SOx scrubber fitted, down from a peak of 48% in Sep-2019 but relatively steady
THE GROWING SHIP FUEL CONVERSION PROGRAMME HAS TAKEN SOME EARLY STEPS THIS YEAR WITH THE FIRST CONTAINERSHIP METHANOL RETROFITS AND A TOTAL OF 12 SHIPS RETROFITTED IN THE YEAR TO DATE.
y-o-y, reflecting the increased uptake of ‘cleaner’-burning alternative fuels on newbuilds over recent years (~52% of the orderbook set to be alternative fuel capable).
Charts 6.1-6.2 show the breakdown of SOx scrubber retrofit events across the most active repair yards and repair yard groups in 2024 so far.
The pace of Ballast Water Management System (BWMS) retrofits has continued to ease – see Chart 7 – as the retrofit programme nears completion (~90% of fleet dwt now BWMS fitted). Meanwhile, with shipping’s ‘Fuelling Transition’ in focus, there continues to be a steady flow of EST retrofits: >35 per month in 2024 so far, similar to 2023. Overall, increased adoption of ESTs on newbuilds and the ongoing retrofit programme (see Chart 8) have brought EST uptake to over a third of the fleet by GT, with owners choosing from a variety of different ESTs (see Table 1). Meanwhile, the growing ship fuel conversion programme has taken some early steps this year with the first containership methanol retrofits and a total of 12 ships retrofitted in the year to date. Meanwhile, ~25 ships are pending a fuel conversion; the majority are set to be retrofitted with methanol-capable engines, but there are also some ships pending hydrogen engine conversions.
Oshima Advanced Flipper fin, Namura NCF™ , Sanoyas Tandem Fin™, Japan Marine United A.L.V Fin
Wind-assisted retrofits continue apace
Jumbo, Maersk Tankers, Amasus, Anthony Veder and NSU all opt to install WASP solutions and Bar Technogies signs MOU with Mitsubishi Corporation and Nihon Shipyard and a new partnership deal with WindWaves, whilst Odfjell starts voyage optimisation tool deployment on two of its chemical tankers soon to be fitted with eSAILs in the latest decarbonisation moves.
The mechanical sails being installed on Jumbo Jubilee
Jumbo has recently completed the installation of two mechanical sails on the heavy lift vessel Jumbo Jubilee The wind-assisted ship propulsion (WASP) solution is the latest in a series of innovative technologies installed on the vessel in a bid to boost fuel efficiency and cut carbon.
Jumbo is committed to advancing sustainable heavy-lift shipping with innovative energy-saving and decarbonisation initiatives across its fleet, says Jumbo Maritime CEO Daan Kornneef. “At Jumbo, we believe that every step towards sustainability is crucial. The installation of these mechanical sails on Jumbo Jubilee is a testament to our commitment to decarbonise and innovate. While there’s always more work to be done, initiatives like this propel us closer to a greener maritime industry. We’re proud of our team’s continued efforts in making Jumbo a leader in sustainable shipping.”
Unique approach
The company’s approach is to apply multiple fuel-saving solutions to a single vessel, thereby making possible the measurement of each technology’s contribution to the overall picture.
Examples already applied to Jumbo Jubilee include an efficiency-boosting propeller coating, AI-powered antifouling monitoring system and an eco-control system. This latest move, the installation of two Econowind VentoFoils, will assess the impact of WASP on the vessel’s efficiency.
Jumbo Technical Manager Andres Cassanova explains: “While not fully optimised for our vessel type, these sails will help us to gather valuable insights on real-world fuel savings and explore further optimisations that will allow Jumbo to reduce its environmental footprint even more.”
The relatively small footprint of the sails makes them an ideal solution for installation on a heavy lift vessel, where space is required for project cargoes. Additionally, the sails are flexibly mounted on a customised frame engineered in-house by Jumbo structural
engineer Estelle Bongers. With this, the sails can be moved, or even transferred to another vessel should additional space be required for cargo.
AI-powered antifouling monitoring
The installation of the ventofoils follows application of an antifouling coating on the ship’s propeller to maintain efficiency, as well as the introduction of an AI-powered antifouling hull coating monitoring system.
This innovative system captures a wide range of data including vessel speed and geographical position, as well as seawater temperature and other environmental conditions and parameters. This allows the system to make predictions and provide notifications when there is a risk of accelerated fouling.
This means that Jumbo can perform an inspection and undertake maintenance in advance of a decrease in fuel efficiency. It also means the system can be maintained using less aggressive methods, ensuring its preservation for longer durations between dockings.
Intelligent cruise control
A further measure is the installation of an eco-control system to the vessel. “This can be viewed as a type of intelligent cruise control,” explains Cassanova. “It allows us to set a fuel consumption or maximum speed limit. With this, the eco-control system takes over and, based on RPM and propeller pitch, is continually adjusting to ensure optimally efficient performance, minimal fuel consumption and emissions.”
Sustainability from desk-to-deck
With these significant technologies installed to the Jumbo Jubilee, Jumbo expects to achieve fuel savings. A crucial factor in this, says Technical Superintendent Patrick Feddes, is collaboration. “If you want to reduce your environmental footprint, it’s not only down to one part of the company. It’s a team effort between
those on board the ships and those on shore. The technologies play an important supporting role in creating energy savings, but a significant factor is awareness and cooperation throughout the various departments of the organisation.”
“It’s the years of technical expertise, inhouse engineering and strong teamwork that drive sustainable innovation from desk-to-deck,” says Cassanova.
BOUND4BLUE SECURES RETROFIT CONTRACT WITH MAERSK TANKERS
bound4blue has consolidated its position at the forefront of shipping’s wind revolution with a landmark contract with Maersk Tankers. The agreement is the largest WASP agreement for bound4blue to date, with 20 of the company’s type-approved eSAIL suction sails to be installed on five MR tankers in 2025 and 2026.
Maersk Tankers identified the eSAIL as a solution of choice in partnership with green technology catalyst Njord, which assessed and evaluated a broad range of WASP systems to ensure optimal environmental and commercial impact
on the target project vessels and their expected future trading.
The autonomous eSAILs work by dragging air across an aerodynamic surface to generate lift and exceptional propulsive efficiency, reducing fuel consumption, OPEX and emissions.
Four of the turnkey units will be installed on the Maersk Tankers vessels Maersk Tacoma, Maersk Tampa, Maersk Tangier, Maersk Teesport and Maersk Tokyo – and are expected to deliver double-digit percentage reductions in fuel consumption and CO2 emissions per vessel.
Proven performance
José Miguel Bermúdez, CEO and co-founder at bound4blue, describes the order as a key milestone. “The trust Maersk Tankers has placed in our technology reinforces the proven capabilities of our solution in reducing fuel consumption and emissions, while contributing to CII and FuelEU regulatory compliance”, he added.
“Designed to operate safely in challenging conditions, our system is particularly well suited for safe, high
20 bound4blue eSAIL suction sails are to be installed on five MR tankers
performing and cost-efficient operation on tankers. We’re excited to work alongside Maersk Tankers as they progress in their decarbonisation efforts.”
The contract marks another high point in a successful year for bound4blue, joining fresh orders from highprofile owners and operators such as Klaveness Combination Carriers, Eastern Pacific Shipping, Odfjell, Marflet Marine and Louis Dreyfus Company, amongst others.
Additional contract
Amasus, one of Europe’s leading players in the shortsea, bulk, general cargo, offshore and heavy lift segments, has also signed an eSAIL contract with bound4blue. Under the new agreement, a 22m unit will be retrofitted on a 90m, 3,000dwt vessel at Astander Shipyard in Santander, scheduled for mid-2025. The installation will set a new benchmark as the largest suction sail system on a general cargo vessel.
Amasus sealed the deal with bound4blue after assessing the impact of its first suction sails on Eems Traveller, which has been sailing with two 17m eSAILs since July 2023.
“Amasus is committed to playing its part in the creation of a more efficient, responsible and sustainable shipping industry,” says a spokesperson for the Amasus team. “And to achieve that we need to consider new ways of working and new technological solutions. The decision to install the eSAILs on the Eems Traveller was a tangible demonstration of that mindset and, we have to say, we’ve been thrilled by the results.
“Third-party validation of eSAIL performance on the vessel, by Lloyd’s Register, is now being finalised and the figures, when released, will speak for themselves. It goes to show both the commercial and environmental sense in choosing wind as part of our evolving energy mix, while the collaboration with bound4blue demonstrates the importance of choosing the right industry partner. We look forward to more positive developments in 2025 and beyond.”
The new contract is further proof of the growing popularity of bound4blue’s unique, DNV Type Approved WASP solution, which is market-proven, robust, mechanically simple, and requires zero operational input from crew.
A 22m eSAIL will be retrofitted on an Amasus vessel at Astander Shipyard
ANTHONY VEDER PIONEERS GAS CARRIER WASP
Gas shipping company Anthony Veder has installed two VentoFoils sails, delivered by Econowind, on board its ethylene carrier Coral Patula. With this installation, Anthony Veder is the first operator to install sails on a gas carrier. Its sistership Coral Pearl will also be equipped with two similar sails. By retrofitting existing gas carriers, the company unlocks the potential of wind propulsion as a sustainable solution for the maritime industry.
“In our sustainable roadmap, we have set the ambitious target of becoming a net-zero emitter by 2035,” says Björn van de Weerdhof, Commercial and Sustainability Director at Anthony Veder. “Achieving this goal requires action today. While we focus on optimising the design of newbuilds and running those on bio-LNG, we are equally committed to enhancing the efficiency of our existing fleet. This allows us to reduce our carbon footprint immediately. Wind-assisted propulsion is a key step in this effort, and our collaboration with Econowind reflects the strength of our partnerships. Additionally, we are exploring other solutions such as propulsion train optimisation and joint action we can take with our customers such as lower speeds through just-in-time arrival and making use of shore power.”
Thorough analysis conducted “Anthony Veder conducted a thorough analysis before selecting the VentoFoils, including an advanced business case calculation balancing benefits and realistic costs,” explains Rens Groot, Chief Operations Officer at Econowind. “This allowed us to see key advantages, such as speed increases for gas carriers, where VentoFoils help offset engine power limitations. Meeting the tight timeline was possible due to Anthony Veder’s experienced team in project execution and drydockings. They showed leadership by being the first to implement windassisted propulsion on a gas carrier. This vessel is set to achieve substantial fuel savings and CO2 reductions with an attractive payback period.”
By retrofitting two ethylene carriers in its fleet with Econowind VentoFoils, Anthony Veder will be using wind energy to significantly reduce vessel fuel consumption. The system is designed to work alongside existing engines, providing a boost in propulsion through the power of wind. “Based on IMO wind conditions, we anticipate fuel savings of around 5%, with the potential of more than 10% in optimal wind conditions. By using less fuel, the company not only cuts down on the energy bill, but more importantly, on greenhouse gas emissions.”
NSU TO INSTALL ROTOR SAILS ON VALEMAX VLOC
NS United Kaiun Kaisha Ltd (NSU) and Vale International have reached an agreement to install rotor sails (H:35m x D:5m x 5 units) manufactured by Anemoi Marine Technologies on a 400,000dwt-type VLOC, NSU Tubarao, which has been engaged in a long-term transport contract between NSU and Vale since its delivery in September 2020. Installation of the rotor sails is scheduled around September 2025.
The rotor sails are expected to reduce fuel consumption and CO2 emissions by approximately 6-12%.
NSU has been actively working to make its vessels more efficient and reduce greenhouse gas (GHG) emissions
Anthony Veder has installed two VentoFoils sails on Coral Patula
through the introduction of energysaving devices such as rotor sails and by transitioning to ships powered by next-generation fuels.
Vale is committed to supporting the maritime industry in achieving the International Maritime Organization’s decarbonisation targets. Aligned with the ambition of the Paris Agreement, Vale also has a target of a 15% reduction in scope 3 emissions by 2035, related to the value chain, of which shipping emissions are part, since Vale does not own ships. Focused on adopting and leveraging technologies and fleet modernisation to reduce GHG emissions, Vale created the Ecoshipping programme, an R&D initiative based on a strong partnership with shipowners. Since 2018, the company has been operating second-generation Valemaxes (400,000dwt) and, since 2019, Guaibamaxes (325,000dwt) –among the most efficient vessels in the world. As part of the Ecoshipping programme, Vale developed innovative energy-efficient projects, such as the rotor sails project, and a pioneering project to incorporate multi-fuel tanks on iron ore carriers.
Anemoi is a leading provider of rotor sails to the shipping industry. Its energysaving technology offers significant
reductions in fuel consumption and lowers CO2, SOx and NOx emissions to deliver more efficient ships.
RAISING THE BAR
BAR Technologies, a wind propulsion leader and innovative simulationdriven marine engineering consultancy, has announced the signing of a Memorandum of Understanding (MoU) with Mitsubishi Corporation and Nihon Shipyard. The MoU will set a framework for further collaboration between the three businesses following the successful installation of BAR Technologies’ pioneering patented wind propulsion system WindWings on Mitsubishi Corp’s Pyxis Ocean
Recognising the significant opportunity for low-emission vessels to be offered to the Japanese shipping industry, BAR, Mitsubishi and Nihon Shipyard see future collaboration as a way of expediting WASP systems into Japanese vessel manufacturing and ultimately supplying both domestic and global markets.
Under the terms of the MoU, the three companies will leverage their combined expertise to deliver new low-emission vessels, while identifying opportunities to integrate WindWings into existing/ new vessel designs.
NSU is scheduled to install Rotor Sails on the NSU Tubarao in September 2025
John Cooper, CEO, BAR Technologies, Tomoaki Takahira, Director, Chief of Design Division Nihon Shipyard and Naoki Arima, General Manager in Ship & Infrastructure Dept Mitsubishi Corporation at the MOU signing
In tandem, Mitsubishi and BAR Technologies have agreed for Mitsubishi Corporation to operate as an agent for WindWings in Japan – providing Japanese vessel owners with a complete solution for wind propulsion.
“We are excited to enter into this MOU with Mitsubishi Corporation and Nihon Shipyard, combining our respective skillsets with the market scale to expedite low-emission shipping design and manufacturing into the Japanese merchant fleet, expanding our global presence,” says John Cooper, CEO, BAR Technologies. “As the third largest global shipping manufacturer, Japan has huge potential to drive positive change in the next generation of large commodity vessels. With a rapidly growing pipeline of WindWings orders for vessels in other major shipping markets, the next logical stage in our journey was to seek a partnership with Mitsubishi Corporation and Nihon Shipyard to enable customers in Japan to ensure their fleets will be compliant with global shipping emissions regulations now and into the future. We look forward to progressing this MoU with Mitsubishi and Nihon Shipyard in due course.”
Partnership expansion
BAR Technologies has also announced an expansion of its partnership with WindWaves (formerly Nervion Naval Offshore), a pioneer in floating offshore wind platforms, for the latter to manufacture, sell and deliver BAR’s new 20/24m WindWings wing sail design within Europe. In February this year the two companies announced a similar deal for the larger 37.5m WindWings.
The deal will give European customers, and customers utilising drydocks in the region, access to an enhanced provision of products across the WindWings range. Under the terms of the agreement, WindWaves will manage the value chain of procurement and construction of 20m and 24m WindWings, and their installation at shipyards across Europe. Additionally, WindWaves will manage the servicing of WindWings during their operational lifecycle, alongside crew training on the operation of the wing sails.
The new 20-24m WindWings models are a compact and lightweight version of the original patented three-element design, which save more than 500t of CO2 per WindWing per year at less than five years payback.
Following the global success of the original launch, which set new environmental and efficiency standards in shipping, BAR’s new product is aimed at handysize bulkers, chemical tankers, and smaller vessels, increasing the target fleet size by 50%, making WASP technology accessible to a much broader range of vessels. Weighing less than 30 tonnes, the new range is extremely economic and simple to fit on both newbuilds and retrofits.
“Shipping is in the midst of enormous transformational change, both in terms of regulations and commercial needs,” explains Roberto Bouzas, General Manager, WindWaves. “Benefitting from our history in manufacturing for the wind sector, we look forward to supporting BAR Technologies with their new 20m-24m WindWings, and continuing the trajectory towards a cleaner and decarbonised global shipping sector.”
WindWings’ fuel-saving capabilities were first independently validated by DNV-Maritime in May 2024. Their deployment on vessels such as the Pyxis Ocean and Berge Olympus has already demonstrated a 32% reduction in energy use per nautical mile, solidifying WindWings as a reliable and independentlyvalidated choice for shipowners.
Odfjell, a leading provider of safe and efficient transport of chemicals and liquids worldwide, has initiated a deployment of Syroco’s weather routing platform on two of its vessels, the Bow Olympus and Bow Optima
The vessels are part of Odfjell’s Hudongclass chemical tankers, flying the Norwegian flag. Both built in 2019, the 183m vessels are each equipped with 33 stainless steel tanks and operate primarily on trans-Pacific routes.
Roberto Bouzas, General Manager, WindWaves and John Cooper, CEO, BAR Technologies at the signing
In early 2025, the Bow Olympus will be fitted with four eSAILs, bound4blue’s suction sails, making it one of the first tanker vessels in the world to harness this groundbreaking WASP technology. As an add-on to optimise the sails’ effects, Odfjell will deploy Syroco’s digital weather calculation tool.
Odfjell VP Technology Erik Hjortland explained: “Odfjell is committed to operating a sustainable business, and we are continuously seeking improvements to reduce our fleet’s climate footprints. Through datadriven decisions and investment in new technology, we optimise the way we operate, to documented results. Our long-time efforts have significantly reduced our fleet’s emissions. The deployment of Syroco’s solution on the first vessels with sail technology is part of our continued optimisation. We look forward to seeing the results.”
Digital twin, data and AI
Leveraging precise weather and sea data, Syroco uses a digital twin of the vessel, driven by data, machine learning and naval architecture principles, to calculate optimised routing at any time. The proposed route, updated as often as necessary, takes into account operating constraints including arrival time, seakeeping, safety of navigation
and cargo-specific operational parameters.
The digital twin is a virtual representation of a real-world ship. Generated using historical data, CFD studies and artificial intelligence, the digital twin accounts for all characteristics of the vessel: hull, windage, appendages, propulsion systems, including the wind assistance devices when present. Advanced analysis capabilities allow the operator to fully understand the impact of their decisions.
With specific models for bound4blue’s eSAIL included in the digital twin, Syroco accounts for the specific energy needs and propulsive power created by the wind devices when computing an optimised route. In addition, the solution measures the specific savings brought by the sails and helps confirm the return on investment of the installation.
“At the forefront of the energy transition of maritime, Odfjell is looking for a solution that is fast to deploy and easy to use by crews, but that also delivers accurate simulation through high-fidelity models regardless of the complexity of the vessel,” explains Alex Caizergues, CEO and co-founder of Syroco. “Syroco supports both conventional propulsion systems and wind assistance devices and will help the company understand clearly the benefits of each solution and operational choice.”
Syroco’s weather routing platform is being deployed on two of Odfjell’s vessels
New tools for repair & retrofit
A 3D scanner used for an on-site thruster repair, a comprehensive efficiency upgrade and a new method for early onset cylinder wear detection.
MarineShaft’s 3D scanner was used for a virtual blue-fit test on a new tail shaft cone on a propeller
When a passenger vessel experienced noise and vibrations from its propellers, MarineShaft was contacted to perform a 3D scan while the ship was in drydock. Using its hand-held 3D equipment, it was possible to scan each blade without dismantling the propellers, and to make an accurate comparison to detect any deviations.
In this case, reference markers were placed all over each propeller blade to facilitate the measurement, but MarineShaft has other measurement methods depending on the size, purpose, and parts needing to be scanned.
“The 3D scanning revealed a difference in the blades’ surface geometries, and with the data provided, our customers could take action based on the scanning report,” explains Hanne Magnussen, Marketing Manager for MarineShaft. “Two of our welding technicians went to the shipyard and completed the on-site modification and repair of the propellers in two days.”
In another 3D scanning job, the equipment was used for virtual blue-fit testing of a new tail shaft cone on a propeller.
Readers will know that MarineShaft keeps a comprehensive inventory of raw materials, all of European origin and class-certified, to offer a swift manufacturing time for new shafts, rudder stocks and components.
“To ensure precise manufacturing, we sent a technician to the vessel’s location abroad to perform a 3D scan of the fixed propeller cone and the old tail shaft,” says Magnussen. “The scan data can reveal if there are any geometrical deviations inside the propeller cone.” MarineShaft uses the 3D scanning data to machine the cone of the new tail shaft to the exact final dimensions.
“By utilising 3D scanning data, we can conduct a virtual, blue-fit test, eliminating the need to bring the fixed propeller into the workshop. We can then manufacture the new tail shaft with the correct dimensions ready for immediate installation.”
The on-site modification and repair of the propellers were completed in two days
The job included the manufacture of new bolts and nuts, and the customer sent the intermediate shaft to MarineShaft’s workshop so the flange and the flange holes could be machined. The project started on August 27 and was completed on October 1.
RETROFIT RAISES GREAT EXPECTATIONS
The latest Berg Propulsion project to upgrade the fuel economy and emissions performance of a Germanflagged shortsea containership on charter to CMA CGM exceeds expectations when it comes to the efficiency of older ships.
A 2007-built containership has been redelivered as one of the most efficient vessels of its type, according to its owner, following a DNV-approved retrofit and upgrade project requested by charterer CMA CGM.
The leading shipping and logistics group asked German owner Reederei Rambow to undertake a comprehensive package of efficiency optimisation measures on board the 868teu-capacity Henneke Rambow to match current and anticipated fuel efficiency and emissions performance requirements.
The joint project saw CMA CGM and Reederei Rambow work with Berg
been redelivered as one of the most efficient vessels of its type
The Henneke Rambow has
Propulsion to realise a series of efficiency gains, after Berg undertook a holistic review and data-based analysis of the ship’s propulsion system, including its existing propeller. The assignment is the latest in a series of retrofit projects which help older ships enhance their efficiency and respond to expectations on carbon intensity.
“The Henneke Rambow project is an effective example of collaboration between owners, charterers and systems integrators, working together to optimise ship performance,” says Mathieu Gubert, VP Chartering CMA CGM.
According to David Sakandelidze, Account Manager, Energy & Efficiency, Berg Propulsion: “As well as ensuring that the ship maintained its competitiveness, efficiency and sustainability for the years to come, the brief was to achieve performance gains without altering the vessel’s existing operational profile.” With Henneke Rambow consistently operating below the service speed envisaged at the time of its delivery, Berg’s systematic review focused on optimising the propulsion solution for fuel economy.
The project saw new Berg propeller blades installed that are hydrodynamically optimised for the vessel’s full operational profile. The owner’s retrofit project also included optimisation of the ship’s bulbous bow for a revised operational matrix.
Surgical interventions
However, where systems were concerned, Berg’s chosen approach focused on maintaining as much of the original equipment as possible, making what Sakandelidze described as ‘surgical interventions’ to optimise performance for lower speed.
Key upgrades included installation of a net frequency stabiliser as part of the ship’s power management system to improve power system efficiency without compromising functionality or the ship’s existing safety measures. This allows the shaft generator to operate at variable speeds while still providing a stable frequency and voltage to the main switchboard in order to ensure efficiency without compromising operational versatility.
“Following this upgrade, Henneke Rambow is demonstrating a remarkable
performance improvement which ensures that this vessel will be one of the most efficient of this type for the decade ahead,” says Sven Rambow, Rambow Bereederungs.
Sakandelidze described the retrofitted Berg MPC800 propulsion control system as the ‘brains’ behind integrating the new features, in a solution which also features the company’s Dynamic Drive technology. The MPC800 system controls shaftline propellers, thrusters and associated systems in all types of vessel: integrated with the vessel’s four-stroke engine, the solution enables optimal propeller operations at all shaft speeds. Dynamic Drive enables setting upper limits for vessel speed or fuel consumption by optimising propeller pitch and rpm. If fuel is the priority, the algorithm selects the rpm/ pitch to optimise engine performance.
With the International Maritime Organization’s Carbon Intensity Index increasingly factoring in vessel performance considerations for owners and charterers, Sakandelidze emphasises that integrating these performance upgrades required almost no modifications to the existing electrical equipment on board.
Planning for the future
“A challenging path from the engineering and planning perspective can lead to solutions and implementation that keeps things simple and retains as much original equipment as possible,” says Sakandelidze. “It’s an approach that pays off on many levels.”
“The vital role smaller containerships play in global logistics can sometimes be overlooked, but in this case the enhanced performance is extraordinary, with our data indicating that the overall post-project efficiency gains are substantial,” said Magnus Thoren, Account Manager, Energy & Efficiency, Berg Propulsion.
The company has undertaken a series of retrofits to optimise older ships to ensure that they remain competitive in the era of carbon intensity monitoring and emissions trading.
EARLY ONSET CYLINDER WEAR DETECTION
Ship trials have confirmed that CM Technologies’ new scuffing sensor can detect early onset cylinder wear, preventing significant damage to two-stroke marine diesel engines, costly repairs and downtime. Trials on board a number of large containerships and a two-stroke engine Baltic ferry
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showed it was possible to measure the friction in the cylinder when the engine is running, something that has not before been possible.
Scuffing, the term used to describe extreme wear following breakdown or failure of the lubricating film between the piston rings and cylinder liner, can cost more than $100,000 per cylinder to repair. It can also result in catastrophic engine failure and substantial revenue loss. “One of the big problems for the reliable detection of sudden severe liner wear is that the long running time of a marine diesel engine has made it virtually impossible to visually detect scuffing as it happens,” explains CMT’s Managing Director Matthias Winkler. “When sudden severe liner wear occurs, piston damage is quick, spontaneous and without warning. Current methods such as drain oil analysis, liner wall temperature monitoring and visual port inspections are inadequate as they indicate something is wrong when it’s too late. Timing is crucial. The
technology we have developed alerts operators with enough time to be able to do something about it.”
Worrying trend
While catastrophic engine damage is rare, CMT is noticing a worrying trend in cylinder liner scuffing following the widespread use of 0-0.50% low sulphur fuel (LSF). These fuels, together with insufficient or over-lubrication, wrong feed rates or incorrect cylinder oil Base Number (BN), can see the oil film break down, causing adhesion, micro welds, corrosion, abrasion and metal-to-metal contact.
Similarly, advancements in combustion engine technology have required engines to operate with increased power density, higher loads, and higher combustion pressures and temperatures – parameters that result in a more demanding combustion and lubrication environment. “When running engines on low-sulphur fuels,
the acidity created during combustion is lower. This results in a smoother liner surface that is difficult to establish a consistent, effective lubricating film, potentially causing metal-onmetal contact,” says Winkler.
According to a CMT survey of 70 shipowners operating large two-stroke engines running on LSF, 67% reported lube oil-related problems. Of these, 72.9% reported cylinder scuffing problems with higher-than-normal liner wear rates.
Extensive research project
To better alert operators to the condition of cylinder liners during engine operation, CMT embarked on an extensive research project to develop a reliable, rapid detection technology that uses state-of-theart acoustic emissions sensors to analyse the operating environment within the piston cylinder. With no need to stop the engine to take readings, the sensor detects changes in high frequency vibration and stress waves when accumulated energy is rapidly released on the piston rings and cylinder liner’s surface. CMT’s AE sensors –electromagnetic acoustic transducers with built-in amplifiers optimised to detect sound waves in the 300-700kHz range – expose and locate material crack formation, friction, delamination and cavitation, revealing underlying
problems with the lubricant being used. Data is analysed by the company’s bespoke software.
“Sudden severe wear of piston rings and cylinder liners causes enormous damage to two-stroke engines, but conventional detection methods fail to provide enough warning,” says Winkler. “Ship operators now have a unique, quick, reliable and proven wear detection solution capable of showing when oil lubrication fails, and when structural repairs are necessary before it’s too late.” Following the successful completion of field trials, the German-headquartered engine monitoring specialist is now marketing its pioneering CMT Scuffing Sensor industry-wide.
Left: The CMT scuffing sensor provides early warning of sudden severe cylinder wear
Above: CMT Managing Director Matthias Winkler
Below: The scuffing sensor monitoring a containership’s engine cylinder wear
STREAMLINING SURFACE CLEANING
Introducing new methods for efficient industrial cleaning, by Rich Gomes, Director of Sales, Jetstream of Houston LLP.
Automated carriers are programmed to move in a specific pattern across metal surfaces so operators can complete a thorough cleaning without any missed areas or unnecessary overlap, ensuring an efficient process
Automated waterblasting systems present clear productivity and profitability benefits for industrial cleaning and surface preparation applications, achieving removal and cleaning rates of up to 40 square meters per hour for paint removal jobs
High-pressure water blasting for surface cleaning is not a new concept. Hand lancing is a common option for surface preparation and industrial cleaning applications. However, operators with hand lances often miss spots or can’t clean adequately due to the high precision the job requires. This can result in dirty spots or the operator going over the same area multiple times.
Water blasting manufacturers have moved forward by leaps and bounds
in recent years, bringing the industry into the 21st century by introducing automated methods that have revolutionised industrial cleaning. Automated industrial cleaning options increase safety and offer more efficiency than more traditional handheld water-blasting tools.
Automated cleaning options
High-pressure water blasting breaks down dirt, grime and old paint without damaging the surface underneath. The
process leaves surfaces prepped and cleaned, removing everything from rust to old coatings to product residue or even damaged concrete.
Water blasting can be used on many types of surface, even those that are at height. For example, sometimes traditional methods can require crews to climb scaffolding with a water-blasting gun in hand and spend hours directing up to 40,000 psi of high-pressure water at close range, trying to thoroughly clean every square inch of a surface.
This method comes with drawbacks. The work is physically exhausting and dangerous, calling for regular breaks to reduce fatigue and keep operators sharp for careful operation.
Whilst there will always be a time and place for hand lancing, new automated robotic carrier systems are revolutionising industrial cleaning applications. Automated carriers are programmed to move in a specific pattern across metal surfaces so operators can complete a thorough cleaning without any missed areas or unnecessary overlap, ensuring an efficient, productive process. The robotic carriers attach with magnets, allowing operators to remain safely at ground level whilst operating the robot through a remote control.
Some systems feature four-wheel drive, a wide range of motion – both up and down and side to side – and the ability to drive upside-down, allowing use on nearly any magnetic surface. The carriers are connected through an umbilical line to a control panel where an operator directs the robot from up to 100ft (30m) away, significantly reducing the risk of injury from high-pressure water and hoses. Fall protection lines secure the robot for safety.
The benefits of automation
Although traditional, manual methods may get the job done at the end of the day, or a few days, they sacrifice efficiency. Automated water-blasting systems don’t need regular work breaks, safety protocol reminders or training on how to implement best practices. To put it simply, the automated systems ensure continual operation and faster project completion.
When it comes to the impact on the bottom line, many contractors find that for a cost similar to – or sometimes less than – scaffolding setup, two robots cut their other costs in half. Automated carriers often require half the number of water-blasting units and half the number of nozzles. Four crews can become four operators: one for each robot and pump. Additionally, a smaller crew size and enhanced safety reduces
the risk of injury and resulting worker compensation claims.
Automated water-blasting systems present clear productivity and profitability benefits. They can achieve cleaning and removal rates of up to 40 square metres (430 square feet) per hour for paint removal jobs. In the surface preparation industry, where contractors are paid per square metre, this increases profits by allowing contractors to move on to the next job faster.
To fully realise the benefits of an automated approach to cleaning, it’s important to integrate the robotic carrier into a cohesive system that will maximise the overall efficiency of the job. This includes the pump, connections, nozzles, safety gear and – for some applications – a vacuum system.
Hazardous material collection
Open water-blasting systems use a swing arm and do not include a vacuum system. This provides benefits in terms of speed and efficiency. The method is cost-effective because it doesn’t require a vacuum pump and truck.
Closed water blasting with a vacuum blast can collect all materials, including the used water, along with any paint, debris or other hazardous material. This leaves behind a completely clean and dry surface, which combats rust and allows for immediate resurfacing. Closed water blasting also allows the hazardous material to be collected and properly disposed of. Some operations even treat the water to allow safe disposal on site. Closed systems also remove vapour from the air, which improves visibility especially when operating in an enclosed area such as a storage tank. If considering this option, look for a manufacturer who can offer all aspects for the closed water-blasting system – from the robot to the vacuum to the pump.
Powerful pump technology
Whilst the new technology of an
The efficiency of an automated waterblasting system is dependent on a pump system that minimises downtime and paces the robotic carrier
automated system might receive all the glory and attention, the fact remains that with any water blasting system, the pump is the heart of productivity. The efficiency of an automated system means little without a pump system that minimises downtime and matches the robotic carrier in efficiency.
The key to finding the right pump begins with identifying the correct size for the application. When cleaning water scale, coke, ore or lime from reactors, storage tanks or other facilities in steel mills, an operation should look for water-blasting pumps able to push out 10,000-20,000 psi. However, when looking for surface preparation and cleaning for paint, rust, salt, concrete or marine growth, operators should consider a pump that can reach up to 36,000 psi. For maximum versatility, contractors also require a pump that features interchangeable fluid ends. With this technology, crews can quickly and easily convert the pump to different operating pressures to match their full range of jobs.
As maintenance is unavoidable, operations benefit from pumps that allow streamlined servicing with a simple design and a minimal number of parts. Those that use splash lubrication for oil do not contain an oil pump that can fail and cause a loss in oil circulation. Additionally, pumps that feature oversized roller and journal bearings and a forged crankshaft tend to have a long lifespan and maintenance intervals as long as 500 hours. Valves tend to be the most frequent wear item on waterblasting pumps, so opting for a pump that enables valve change-outs in the field in five minutes or less has a huge impact on productivity. Additionally, considerations should include easy access to internal components and no special tool requirements.
Water blasting safety doesn’t end where the water flows. Like the carriers they power, water-blast pumps should support safety on the job site. Consider pumps that feature a locking rod box that protects the operator from moving parts and high-pressure water whilst also providing ease of service.
Automated solutions
Contractors that use automated waterblasting systems experience a boost in their bottom line, especially when they work with a trusted manufacturer. Surface cleaning tasks are far from glamorous, but the right automated tools can make it a much brighter – and safer – experience.
Worldwide ship repair roundup
Damen Shiprepair Oranjewerf is giving a green boost to projects with a recent shore power installation
Damen Shiprepair Oranjewerf is giving a green boost to ship repair, maintenance, conversion and refit projects with a recent shore power installation. The yard had already installed shore power suited to many of its projects. However, with this latest installation, developed by Elma Systems, the availability of clean onshore power converted to 60Hz has been widened to cover all types of vessel that call at the yard.
As part of Damen Shipyards Group’s mission to become the most sustainable maritime solutions provider, the Amsterdam yard has provided shore power for many years. In this way, the yard provided low-emissions energy to vessels undergoing work in its docks. It was, however, not a solution compatible with all vessels.
“Previously, we were able to provide shore power with 50Hz,” explains Jeen van der Werf, Commercial Manager Damen Shiprepair Oranjewerf. “However, we get a lot of offshore, navy and fishing vessels come to the yard for work, and many of these vessels operate on 60Hz.”
As a result, he says, they often had to hire in a diesel-powered generator, something the environmentallyconscious yard was keen to avoid. “We’re always keen to play our part in advancing maritime sustainability so, when we heard about a 35% temporary subsidy for seagoing vessels from the RVO (Dutch Enterprise Agency) for shore power installations, we were very happy to take part with an investment of our own.”
Thinking alike
First, the yard needed to find a company that could think with them to create the right solution; one that would cover all the diverse vessels the yard caters for, and which would be optimally reliable.
It was at this point that Damen Shiprepair Oranjewerf began discussions with Elma Systems. Together, the two companies set about the development of a solution in tune with the yard’s needs. Elma came up with a rotary convertor which converts the shore power to the desired 60hz.
The shore power system of 355A, which is installed on the yard’s floating dock, can support up to 250kVA. However, should more power be required, there is an option to add a battery or secondary power source. The rotary converter is therefore also equipped with a load sharing system. With this new shore power system, Damen Shiprepair Oranjewerf expects to see a reduction in carbon emission, making a significant contribution towards its sustainability ambitions.
As an additional benefit, the wider use of shore power means that the yard
Gibdock is preparing for a very busy 2025
no longer has to hire in costly diesel generators, and is, therefore, able to offer its clients a more competitively priced project. “We’re very grateful to Damen Shiprepair Oranjewerf for placing their trust in us to develop this customised solution,” says Marco Roman of Elma Systems. “Also, we value the collaboration that we experienced during this project, from development till installation. It has resulted in a solution that will help not only Damen, but also the maritime industry as a whole to
conduct operations in a cleaner, more environmentally conscious manner in a very smart way.”
BUSY TIME AT GIBDOCK
Gibdock had a lively summer of trade shows, with busy weeks at Posidonia, SMM and Interferry. “It was great to catch up with our customers and the latest developments across the industry,” says Harvey Tregidgo, Commercial Director at Gibdock owner Balaena. He told DryDock: “Following
the announcement of our partnership with Armada Technologies to bring air lubrication systems to the retrofit market, their first system has been installed and the performance in sea trials is being analysed. We are excited to present the results to the industry and will be bringing these to our customers in 2025.”
The yard also had a busy superyacht season as owners transferred from the Med for the winter season. “After the announcement of our partnership with BWA Yachting, we have been delighted to welcome several new yachts into the shipyard for docking, and have some prestigious inquiries for 2025.”
Tregidgo went on to say: “We are preparing for a very busy 2025. In 2024 we saw some customers moving dockings for various reasons – mainly a strong market. We are now seeing the other side of this, with significant demand for Q1 and dock slots being booked all the way through to Q4. We are encouraging all of our customers to engage early, even just to get visibility of their requirements so that we can try to best accommodate as many as we can.”
MULTIPLE CONTRACTS FOR SEATRIUM
Seatrium has announced that it has secured multiple contracts for repairs and upgrades, with a total value of S$100M ($75M) from various long-standing partners and regular customers. These projects will set to be completed by Q1 2025, further strengthening Seatrium’s position
as a market leader in vessel repairs, upgrades and conversions.
The contracts encompass a range of complex projects, including carbon capture and storage (CCS) retrofits, major repairs on yachts, cruiseships, LNG carriers, offshore vessels and tankers, as well as damage repairs.
Year to date, Seatrium has secured two CCS retrofit projects. Announced earlier this year, the first project is for Solvang ASA, Norway, a long-term Favoured Customer Contract partner, involving retrofitting Solvang’s ethylene carrier Clipper Eris. The second CCS retrofit is for MOL’s Nexus Victoria, scheduled to commence in December 2024.
With a strong focus on maritime decarbonisation, Seatrium is well positioned to provide customers with a range of low-carbon and cleaner energy solutions to support a sustainable future in the maritime industry.
Yacht and cruise repair
Seatrium continues to bolster Singapore’s prominence as a premier hub for upgrades and retrofits, securing a megayacht retrofit project from the Middle East, in addition to the docking and repairs of Paspaley Pearl from Paspaley Pearling Company and Le Jacques Cartier from Compagnie du Ponant.
Seatrium has also secured contracts for three offshore refits, including one jackup rig from COSL Prospector Pte Ltd and one pipelay vessel from McDermott.
Tankers, LNG carriers and other projects
Seatrium is conducting scheduled maintenance on two tankers, including one from Crowley Alaska Tanker. Additionally, it has obtained a significant contract for steel renewal work on a vessel that was collision-damaged and is currently under repair.
It is also undertaking repairs on: two LPG carriers, three containerships and one RoRo. In addition, it has secured repair contracts for three LNG carriers and steelwork for a floating dock.
The second CCS retrofit is for MOL’s Nexus Victoria
SURVEY DOCKING AT NIGERDOCK
Nigerdock operates the largest drydock in Nigeria, with additional floating dock and workshop facilities. Located in the centre of Lagos port, the shipyard facility has easy entry and exit approvals, up to 13m channel depth and 24-hour security. It is equipped with a 200m-long, 33.4m-wide drydock which is served by two 20t rail cranes. It has been in operation for over 35 years and has drydocked over 700 vessels in the last decade.
One of the latest vessels to drydock at Nigerdock was the oil and chemical tanker Diddi. The 176m-long, 31m-wide vessel operated by STS Marine Management underwent its five-year survey docking.
The vessel required a significant scope of work, including the renewal of pipes and valves work in the engine room
and work on the anchor windlass and winch brake. The alternator and electric motors were overhauled, and work was carried out on the main air compressor. The forward and aft stern tube seals were renewed, along with works carried out on the tail shaft, stern tube propeller, rudder and the bow thruster. All the tanks were cleaned and the hull grit-blasted for painting.
GOOD YEAR FOR DAKARNAVE
“This year has been very good for us,” says Jahir Santos, Commercial Manager at Dakarnave Shipyard. He told DryDock: “The first half was fully booked with work above our capacity, but we managed. The second half was also fully booked with a more normal workload. For sure 2024 will be the best year for Dakarnave. Presently our docks are fully booked until mid-March 2025.”
The oil and chemical tanker Diddi at Nigerdock
A FRIDAY FIX
Friday & Co Shipbrokers recently brokered a significant chartering deal between Dutch offshore engineering giant Boskalis and a Chinese charterer to transport the car carrier Floor (formerly Fremantle Highway) from the Netherlands to China.
This monumental project entails transporting the vessel –famously damaged by fire last year – aboard Boskalis’s semisubmersible heavy lift flagship, the BOKA Vanguard, for necessary repairs and modifications in Asia.
The Fremantle Highway, en route from Bremerhaven to Singapore in 2023, suffered a fire in the North Sea but was ultimately saved and docked in Rotterdam. Following this, insurers deemed the vessel a constructive total loss (CTL), and it was acquired for a nominal sum. The vessel then underwent extensive modifications in Rotterdam, where all damaged and burned-out decks were cut out, making it viable for transportation to China where it will be refitted for use.
Now renamed Floor, the car carrier is set for an extensive restoration in China, after which it will re-enter service under new ownership by mid-2025, offering a swift return to the global fleet amid a pressing demand for pure car and truck carrier (PCTC) vessels.
A first for Friday
This is a first-of-a-kind project for Rotterdam-based S&P shipbrokers Friday & Co Shipbrokers. Justin Archard, Friday & Co’s newest broker, has brought two decades of heavy-lift chartering experience to the team and played a key role in orchestrating the complex logistics and negotiations required to secure the ideal transport vessel for Floor
“’Brokering this fix with Boskalis, the Chinese charterers and HCS (Hamburg Chartering Services) was an engaging and challenging project,” said Archard. “From initial contact, we thoroughly assessed potential vessels and ultimately selected the BOKA Vanguard for its unrivalled capabilities. I was delighted to be able to advise and facilitate a mutually beneficial outcome for both parties.”
Friday & Co Shipbrokers provided representation for its client during pre-loading preparations, ensuring their interests were properly safeguarded,
and worked with the marine warranty surveyor to ensure that the transport environment had been properly prepared and all risks minimised.
“Our efforts ensured that the transport arrangement was thoroughly vetted for safety, accounting for changes in the vessel’s structure post-fire,” Archard remarked. “What was particularly interesting about this shipment was how the bending and twisting characteristics of the ship changed following the heavy steel cutting. Engineers couldn’t know this before loading so this required some practical logic.”
Why this rebuild makes sense
Archard was also present at the load-out in Rotterdam on behalf of the client. In preparation for the journey to China, the BOKA Vanguard submerged to a depth of 24m over a 12-hour period, allowing Floor to be carefully manoeuvred onboard by tugboats and secured with custombuilt supports. This delicate process was completed successfully, thanks to collaborative efforts among Boskalis and other key partners.
Despite significant fire damage, only the car decks of the vessel were compromised. All structural elements below the main deck remained intact, allowing for a cost-effective rebuild in lieu of a lengthy newbuild process.
Project timeline and future operations
The journey from Rotterdam to China has already begun and is expected to take approximately 55 days. Once in China, the vessel will undergo renovations to bring it back into service, addressing a high demand for car carriers in the Asian market.
Friday & Co Shipbrokers collaborated with Hamburg Chartering Services, Boskalis, Koole Contractors, ABL warranty surveyors, Oudkerk Agencies and Boluda Towage to successfully execute this operation.
NEW DECARBONISATION PROJECT
A consortium including technology group Wärtsilä will develop a new system for the maritime industry aimed at improving access to reliable data to enable smarter shipping decisions related to decarbonising fleet operations. The project, name TwinShip, is sponsored by the European Union and will run from 2025 until 2028.
The need for decarbonisation is well acknowledged in the maritime industry. However, investment decisions are often delayed due to a lack of accurate cost, performance and emission estimations for new and/or retrofitted ship designs. This is especially relevant when it comes to new sustainable fuels and energy-saving solutions.
The TwinShip project will involve over a dozen technology and service providers, ship design and shipping companies, classification societies, ports, software developers and research and academic bodies. Utilising the expertise of these partners, the project will develop a Decision Support System (DSS) which can be used when planning different setups of machinery, propulsion and energy-saving devices for newbuilds and retrofits.
“Industry collaboration is essential if the shipping industry is to meet its emissions reduction goals, and this TwinShip project is an extremely important initiative that we at Wärtsilä are keen to support,” says Anders Öster, General Manager, Research Coordination & Funding, Wärtsilä Marine. “By working together under this project’s cooperative umbrella we can make a real contribution to a decarbonised future.”
The intention of the project is to provide reliable cost, performance and emission data, based on best possible domain knowledge. This, in turn, will be further improved through advanced AI-based algorithms that can analyse vast amounts of real test data. The project results will be validated through four pilot vessel demonstrations.
The project will set ambitious benchmarks for supporting the industry with its target of reducing greenhouse gas (GHG) emissions. These benchmarks will be in line with the 2023 IMO GHG Strategy, which includes a target of netzero GHG emissions by or around 2050. A central element will be providing access to reliable data and predictive
insights that will have a significant impact on optimising fleet efficiency, leading to improved performance, lower costs and reduced emissions.
NEW SEALING SOLUTION
Leading cable and pipe seal
manufacturer Roxtec is launching a new tank boundary sealing solution for the maritime sector, after it was used for the first time in the refit of a British naval vessel.
The unique Roxtec TB seal has been created for tank boundary divisions and other high-pressure applications, following extensive R&D work by its technical team.
The innovative Roxtec TB seal is equipped with Multidiameter, the manufacturer’s invention for flexibility based on removable rubber layers. It has two halves with removable layers, making it adaptable to cables and pipes of different sizes.
It has been used for the first time during the installation of an ice load monitoring system onboard the Royal Navy’s only icebreaker, HMS Protector. It was the only sealing solution that was certified to meet the high requirements of Roxtec customer Kvasir Group when it came to both watertightness and gas tightness.
The new Roxtec TB seal has been tested for high pressure through a method the company has developed with classification society DNV.
NEW FUEL SUPPLY SYSTEM
An ammonia fuel supply system that can be retrofitted to existing vessels or installed on newbuilds has earned approval in principle (AIP) from ABS.
The ammonia fuel supply system from Nikkiso Clean Energy & Industrial Gases, part of Nikkiso Co Ltd’s Industrial Division, features high efficiency pumps and an integrated fuel management system. ABS completed design
The Roxtec TB seal has been used for the first time during the installation of an ice load monitoring system onboard HMS Protector
“Drill Ship Aban Abraham” Heli pad removed at afloat at Hambantota Port
reviews based on class and statutory requirements.
“The ability to retrofit is significant for the maritime industry to meet sustainability objectives,” says Michael Kei, ABS Vice President, Technology.
“This new fuel supply system promises a solution with decarbonisation benefits of alternative fuels like ammonia to be available for existing vessels near-term. Along with safety excellence, our deep technical expertise in alternative fuels and engine designs makes us the ideal classification society for innovative projects such as this from Nikkiso.”
“As a world leader in marine LNG fuelling systems, Nikkiso has the right experience and expertise to support customers’ safe transition to lower-carbon ammonia fuel,” explains Konstantinos Fakiolas, Director of Marine, Nikkiso Clean Energy & Industrial Gases. “Nikkiso’s FSS for ammonia is designed under the principles of redundancy, enhanced reliability and robustness with the highest safety standards for mitigating leakages and slippages.”
BATTERY MILESTONE REACHED
Corvus Energy, a leading supplier of zero-emission solutions for the maritime industry, is proud to announce that its battery systems have cumulatively helped customers reduce 10 million tons of CO2 since the beginning in 2013.
With shipping accounting for nearly 3% of global greenhouse gas emissions, reducing the industry’s carbon footprint has become one of the most pressing challenges in the fight against climate change.
Over the past decade, Corvus Energy has worked closely with integrators, shipowners, operators and industry stakeholders to implement its innovative battery systems across a wide range of vessels globally. These include ferries and cruiseships to offshore vessels, workboats and cargo vessels. By integrating battery power with hybrid or fully electric
propulsion, the company has been able to significantly cut fuel consumption and reduce the environmental impact of maritime transport.
The company’s milestone underscores the scale at which these battery solutions are making a difference.
“Reaching the 10 million tons CO2 reduction mark is an extraordinary achievement for us,” says Fredrik Witte, CEO of Corvus Energy. “Helping our customers to cut significant amounts of emissions through our pioneering technology makes us very proud. The future of shipping lies in sustainability. Through our work, we have proven that marine battery energy storage is key in the marine energy transition. By continuing to innovate and scale our zero-emission solutions, we aim to
and Chief Technology Officer; and Joseph Pak, Nikkiso President of Energy Infrastructure and Strategic Projects
Above: Fredrik Witte, CEO of Corvus Energy
help the shipping industry achieve its environmental targets while supporting the broader goal of a sustainable, carbon-neutral global economy.”
The company’s marine battery systems utilise the latest advancements in lithium-ion battery technologies, offering increased energy density, lower weight and increased safety as well as unique digital offerings. In addition, Corvus Energy also supplies hydrogen
Top (L to R): Vassilios Kroustallis, ABS Senior Vice President, Global Business Development; Konstantinos Fakiolas, Nikkiso Head of Marine; Patrick Ryan, ABS Senior Vice President
DRYDOCK GOES GREY
Now including the repair and refit of naval vessels and the naval auxiliary fleet.
Drydock magazine, with a heritage of over 40 years, is the world’s leading magazine for ship repair, maintenance and conversion, providing editorial quality, expert knowledge and insights in the ship repair market around the globe.
Offering comprehensive and in-depth analysis and comment on all aspects of ship repair, Drydock is now going to include the repair and refit of naval vessels and the naval auxiliary fleet.
valves,” said John Schaer, New Products Engineering Manager at Jetstream. “With the new design, fewer parts are needed for the change-out, saving time and money.”
JOTUN AT COP29
The shipping industry, responsible for transporting approximately 90% of the world’s goods, is a fundamental part of the global economy. However, it also contributes significantly to climate change and the transfer of invasive species. To address this during COP29, Jotun took part in a panel discussion entitled ‘Navigating the Future: Bridging Shipping, Biodiversity, and Decarbonization.’ The importance of hull performance and marine coatings in driving sustainable change within the shipping industry received its needed attention.
fuel cells built on technology from world leader Toyota. The systems are designed to work in conjunction with existing propulsion systems, allowing vessels to reduce reliance on heavy fuel oil and liquefied natural gas, which are both major sources of CO2 emissions in the maritime sector.
NEW WATER-BLASTING COMBINATION MANIFOLD
Jetstream of Houston, a leading manufacturer of industrial highpressure water-blasting equipment, parts and accessories, has introduced a combination manifold for its 4200 Series UNx Bareshaft pump. The redesign allows pressure transitions between 10,000 psi to 15,000 psi to 20,000 psi and back again within minutes. The new setup streamlines conversions in the field for contractors who require different operating pressures for various applications.
“The combination manifold design was born from customer feedback. We found more contractors wanting an easier way to convert lower-pressure pumps to 20,000 psi. While conversions between 10,000 and 15,000 psi have always been quick and easy with Jetstream pumps, conversions to 20,000 psi have required changing the manifold and
The new combination manifold allows for a safe and easy transition between lower and higher pressures by simply changing the gland nut, packing, plunger and fittings. The redesigned UniValve can now handle 10,000 to 20,000 psi with conversions in less than 15 minutes. This update allows contractors to adapt their waterblasting pump for a variety of projects without the need to purchase or store as many additional components.
Dr. Christer Øpstad, Global R&D Director of Fouling Protection at Jotun, was invited to participate in this important conversation due to Jotun’s nearcentury of exploring how vessels perform in water. This long-standing commitment has positioned the company at the forefront of efforts to reduce shipping’s carbon emissions and protecting biodiversity. During The UN Climate Change Conference COP29, in Baku, Azerbaijan, Jotun and other participants had the opportunity to educate, spread awareness and inspire global, national and local communities, as well as organisations, the shipping industry and policymakers.
Jetstream has introduced a combination manifold for its 4200 Series UNx Bareshaft pump
COMING UP
DryDock March 2025
The world’s leading ship repair and maintenance magazine
SPECIAL EDITORIAL FEATURES & ANALYSIS
• Area Review: Asia Pacific
• Spotlight: The Baltics
• Specialist Vessel Repair
• Wind Power
Bonus event distribution
SEA Asia: Singapore
Drydock Magazine will continue to showcase its regular features: On the Line, Face the Facts, In Focus, Mechanical Matters, Worldwide repairs & International Viewpoint.
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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The panel discussion was held at the Ocean Pavilion in the Blue Zone at COP29. The panel was moderated by Simon Walmsley from the UN Foundation, and besides Jotun it also included Anna Larsson from the World Shipping Council, Rakhi Kasat from the US’s National Oceanic and Atmospheric Administration (NOAA) and Noelle Young from Island Innovation’s Caribbean Climate Justice Leaders Academy.
EXCLUSIVE WORLDWIDE AGREEMENT
Viking Life-Saving Equipment and leading firefighting systems supplier Fain Co Ltd have signed an exclusive worldwide agreement for Viking to provide certified services for marine fire systems and equipment delivered and installed by Fain.
Fain supplies the full spectrum of firefighting systems for marine use, including CO2, foam, DP, water-mist, sprinkler, alternative gases and more. Headquartered in Yangsan, South Korea, the company is a major supplier to shipyards in China, Korea and Japan. The agreement sees Viking continue its ambitious growth strategy for marine fire services as the sole party approved and certified to service and maintain thousands of high-quality systems delivered and installed by Fain into the marine and offshore industries worldwide.
“This is a global partnership which reflects the shared vision and commitment of our companies to deliver high-quality marine fire safety worldwide, based on built-in equipment performance and unrivalled shipping and offshore service capability,” said William Gielen, Global Service Director – Marine Fire, Viking Life-Saving Equipment.
NEW TURBOCHARGER COOPERATION
The aim of a recently-agreed cooperation between two German technology companies, AVAT and Kompressorenbau Bannewitz GmbH (KBB), is to make turbocharger technology for large combustion
engines even more powerful and efficient through digitalisation.
Turbochargers are a key factor for the performance and efficiency of internal combustion engines used in ships. The new hardware and software will be able to collect and analyse a wide range of operating data and metrics from the turbocharger. This will provide valuable information about the current operating point and possible damage patterns. By analysing the data, it is possible to identify optimisation potential in operation at an early stage and to proactively identify maintenance requirements.
Long-term data collected by the innovative digital solution enables even more accurate detection of changes in turbocharger performance
and operation through time-based comparisons. As the amount of data increases, the ability to detect damage will become more sophisticated, allowing new data-based maintenance intervals to be developed over time. This predictive maintenance makes it possible to avoid costly equipment failures. The cooperation between AVAT and KBB combines decades of experience in turbocharger technology with leading expertise in the automation and digitalisation of power plants.
Top: Fain and Viking have signed a global service agreement on fire safety
Above (L to R): Dr. Silvio Risse (KBB), Thomas Hutter and (AVAT), Dr. Roman Drozdowski (KBB) and Frank Ganssloser (AVAT)
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