Simon Gillett, the founder of Balaena, a leading maritime engineering solutions provider, marks the first anniversary as owner of the renowned Gibdock dockyard in Gibraltar by explaining the company’s renewed commitment to growth
The noble aspirations to protect the marine environment celebrated by ‘MARPOL at 50’ are undermined when counterfeit parts are chosen for systems on board working ships, says Lars Nupnau, Head of Business Development at marine water specialist RWO
SPOTLIGHT
The spotlight is turned on the Nordic countries in which we feature Tallink Grupp’s focus on ship efficiency upgrades, Nor-Maali’s repainting of the Silja Serenade, Hydrex repairing Danish sisters and Bulkship implementing a power limitation solution
Issue: June 2023
Volume No.47 No.2
ISSN No. 0143-5000
Editor: Mark Langdon
Advertisement Manager: Nick Carugati
Production Manager: Tatum Le Patourel
Design: Fiona Andreanelli
Accounts: Claire Long
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4 Face the Facts
Balaena marks its first anniversary as owner of the renowned Gibdock dockyard in Gibraltar, with Simon Gillett, Balaena’s founder, explaining the company’s renewed commitment to growth
10 On the Line
Fake spares separate marine environment regulation from reality, says Lars Nupnau, Head of Business Development at marine water specialist RWO
16 Area Review
In our review of Northern Europe, we feature a mixed bag of repairs at Remontowa, a strong start at A&P, an RFA conversion at Cammell Laird, a new digitised machinery maintenance system from BV, and Econowind supplying sails for Kalamazoo
38 Spotlight
With the spotlight turned on Nordic countries, we hear about Tallink Grupp’s focus on ship efficiency upgrades, Nor-Maali’s repainting of cruise ferry Silja Serenade, how Hydrex has repaired a pair of Danish sisterships and Bulkship is implementing a power limitation solution
50 Market Intelligence
Steve Gordon, Global Head of Clarksons Research, provides some ship repair data points of interest from Clarksons World Fleet Register, summarises some of the trends in the offshore and cruise markets and updates us on Clarksons Research’s monthly green technology tracker
58 Special Battleship USS Texas is now drydocked in Gulf Copper & Manufacturing Corporation’s Galveston shipyard undergoing a long overdue overhaul
66 Mechanical Matters
MarineShaft and QuantiServ explain how laser cladding and metal stitching can save the day when it comes to emergency repairs
72 Analysis
Analysis looks at cruiseship repairs at Palumbo, ferry repairs at Remontowa, cruise and ferry upgrades for SMS, a cruiseship SCR retrofit for PrimeServ and a hybrid upgrade for a New York passenger ferry
82 In Focus
Hempel’s SeamFlow weld fairing system for ships’ hulls can reduce vessel fuel consumption by up to 2.5% and help owners and operators meet emission reduction targets
84 Worldwide
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A ship upgrade at Bollinger, an ABB Azipod retrofit at Navantia and a reliquefaction retrofit for Wärtsilä are featured
90 News
The latest products, appointments and news
Balaena, a leading maritime engineering solutions provider, has marked its first anniversary as owner of the renowned Gibdock dockyard in Gibraltar by renewing its commitment to growth.
Simon Gillett is the founder of Balaena and the inventor of the range of IUP (Island Utility Platform) Products. Starting with an electrical and electronics engineering apprenticeship in the Royal Navy, he then took this excellent grounding and moved to the commercial world and the software sector where he grew, sold and floated a number of software development, product and services companies based around his own ideas and IP. Gillett also embarked upon the largest motorsport change programme in the UK for a generation. Following on from this exciting venture, he started one of the UK’s first funded renewable development businesses that has over the past decade grown through acquisition and organically to become the Balaena Group.
Q. What was the key rationale behind the purchase of Gibdock a year ago?
A. The team approached this acquisition with the following in mind:
• The same – we are a ship repair facility, that is not going to change.
• More of it – we are focused on growing the yard and filling our capacity.
• Better – means just that, we have an eye on our neighbours to ensure that we are better neighbours, we have an eye on the environment, we have an eye on quality and of course we are talking to our clients to ensure we deliver exactly what is wanted, on time, on budget.
Q. Who are your key stakeholders?
A. The key stakeholders remain our shareholders, the Government of Gibraltar, our neighbours and employees and most importantly our ever-loyal customers.
Q. How well was the purchase received?
A. Well, that is really a question for others rather than us, but from our side of the fence at least, the acquisition seems to have been very well received. The subtle changes that we are making now and the direction of travel ahead of us are well supported by the Gibraltar Government, our staff and our everexpanding customer base.
Q. How does it fit in with your offshore and energy businesses?
A. Our offshore renewables business is the principal reason why we made the decision to purchase the yard in the first place. As a business focused on delivering excellence in maritime engineering, it made perfect sense to acquire the best located engineering hub.
Q. Can you explain your revitalisation plan?
A. The revitalisation starts with the simplest of steps – a broom. First, we clean, then we repair, then we focus on what our customers need from a 21st century repair facility. We have done the first piece and are busy working on the second and third phases now. The good
news is that the yard is in very good shape overall, so we don’t have to focus too much on the repair, and can look very much to the future.
Q. You mention completing “more extensive and complex projects” – can you provide more detail?
A. We are looking at how we can support much larger vessel conversions and larger overall packages of work within the yard, and this year has seen the start of that process, alongside of course the building of our own offshore devices.
Q. What is your current naval vessel, offshore structure and commercial ship mix?
A.
• 25% Naval/military
• 15% Construction
• 60% Commercial shipping
Q. Do you have any plans to change the vessel repair mix at Gibdock?
A. There are no plans to fundamentally change the mix of customers within the yard, rather a focus to do more of it. The one exception to the above mix of customers is the superyacht market – here we are looking at some very specific upgrades within the yard over the coming months that will focus on them and their specific requirements.
Q. Do you have any plans for new equipment or upgrades in the yard?
A. Our plans for the yard in the short term focus primarily on improving staff welfare facilities and the environmental performance of the yard. These include:
• Moving towards greater hydroblasting, thus reducing the reliance on grit, which is good for the wider environment but also the local environment
• Replacing all current company ICE vehicles with electric vehicles, along with the requisite charging infrastructure within the yard
• Replacing existing plant within the yard with electric alternatives, starting with electric cherry pickers
• Shore power upgrade for dockside support and with the aim of supporting ‘cold ironing’ visiting vessels in the near future.
Medium term we are starting with the development of our new offices for our expanding group staff and a new welcome/welfare/reception centre for customers, giving them greater support and making life that bit easier whilst they are with us.
Q. What do you think makes Gibdock stand out?
A. The location, quality, value for money, delivery of projects on time and on budget; and nice people to do business with!
The state of art facilities, accomplished team and high level of quality have always been our passion. The recognition we receive from our clients is our badge of honor.
As Besiktas Shipyard we are proud to be the most active ship repair yard of Europe and working with most respectable ship owners and ship managers all around the world.
www.besiktasshipyard.com
/besiktasshipyard /besiktasshipyard
/besiktas-shipyard @BesiktasShipyard
The noble aspirations to protect the marine environment celebrated by ‘MARPOL at 50’ are undermined when counterfeit parts are chosen for systems on board working ships, says Lars Nupnau, Head of Business Development at marine water specialist RWO.
In selecting MARPOL at 50 as its World Maritime Theme for 2023, the International Maritime Organization highlights both the achievements of crafting the International Convention on the Prevention of Pollution from Ships and the need to keep the marine environment centre stage.
However, while there is no doubt that ‘MARPOL at 50 – Our commitment goes on’ acknowledges the tireless efforts regulators make to change world shipping for the better, there are grey areas where action appears to be overdue.
When equipment has been designed and certified for its ability to protect the marine environment, using spare parts that have themselves been fully tested and approved is essential for meeting performance expectations. Guarantees, warranties and insurance policies rely on approved spares being used. But maritime regulations remain irresolute on the matter of counterfeit spare parts. In the case of safety, IMO clamped down on part of the ‘grey’ market from 2020 by limiting lifeboat/rescue boat and launch/release gear servicing to authorised providers. However, while standards and certification also safeguard the performance of the shipboard equipment protecting the marine environment, owners are actually policed for incidents of pollution.
A ship’s oily water separator (OWS) separates the hydrocarbons from oily water coming from the bilge of a ship so that the output can be discharged overboard in line with IMO MEPC.107(49) limits to oil content of 15ppm.
Last year alone, however, four cases were brought to Prosecution of Federal Pollution Crimes by the US Department of Justice, all of which led to substantial fines – with one bringing jail time. Where inspections often rely on oil content meter readings to verify compliance, one case established that a chief engineer had found a way to dump oily water while the monitor captured zero oil ppm*.
Shipping companies that deliberately work outside the law are not in the sights of Lars Nupnau, who heads business development at marine water specialist RWO. However, he points out that if pollution occurs, regulators also punish negligence – including equipment failures that cause the damage.
According to the US Coast Guard’s 2022 report covering Port State Control*, oil filtering equipment and oil discharge monitoring systems accounted for almost half the 22 deficiencies detected, up from just four in 2021. While three incidents involved wilful illegal dumping, PSC “witnessed systems exceeding 15PPM with no activation of the valves to control overboard discharges”, and “observed control valves stuck in the open position with a build-up of corrosion in the overboard piping”.
RWO has been supplying high quality, German-made marine pollution protection systems for over 45 years as well as equipment for treating drinking and process water. It is a recognised technology leader in oil/waterseparation – with over 16,000 OWS delivered worldwide.
Purchasers who unknowingly choose substandard counterfeit parts – or are tempted to do so by pricing when they can’t tell the difference – are taking the kind of risk that they may not fully
appreciate, says Nupnau. “We are talking about fines for pollution which, as a starting point, might be a hundred times the cost of the spare part in question.”
Cheap copies of the coalescers used to remove impurities in the first stage of the OWS process are widespread, says Nupnau.
“Of course, RWO prides itself for innovation and quality, where our coalescers feature a high-performance material mix and achieve a coalescent effect optimised for automatic backflush to secure long service life. Furthermore, customers are increasingly aware that RWO absorber cartridges last twice as long in service.”
However, while the threat posed by rogue parts is global, pirates can also be found close to home. RWO recently scored a win in the courts over a supplier ‘just around the corner’ which had been supplying uncertified activated carbon cartridges –the ‘polisher’ used to separate emulsions into their components in the second stage of the OWS process.
A purchasing manager will be able to tell that carbon cartridges are a physical fit for the OWS, but it won’t be possible to tell if they deliver the same capacity or functionality just by looking, says Nupnau. “We’ve found examples where the carbon wall is much thinner than it should be, and others where oil is collected in the filter for a period and then, suddenly, there’s a secretion of large oil droplets. “Class and flag state approvals are there for a reason, and part of it is that fake parts are not worth the potential costs – to safety and the environment. At the end of the day this is a filtering process which relies on the performance of cartridges that need replacing depending on the amount and quality of processed bilgewater.”
RWO is doing everything it can to make it easier for customers to choose the real thing over counterfeit alternatives, including by bringing added value to the support it offers to ensure compliance. MEPC.107(49) requires the accuracy of the 15ppm Bilge Alarms of the Oily
Water Separator to be checked at each IOPP Certificate renewal survey.
“RWO offers this service in an exchange programme, where customers get a newly calibrated instrument, while the Oil Content Meter measuring cell is sent back to RWO for recalibration. This can be convenient and fulfils the regulation, but the regulator’s true purpose would be better served if the whole OWS – including all its filter stages – was checked and maintained.”
Now owned by Erma First, RWO is part of an environmentally-focused marine equipment business whose global network of stock points, service engineers and dealerships ensures that its OWS support goes far beyond compliance.
“Instead of just switching out the oil monitoring device, trained technicians can come on board in several key locations around the globe and check the complete equipment, including performing the mandatory accuracy check. This means RWO can offer a complete OWS service package for the same cost as it would for changing out a single part.”
It is a level of support also designed to dissuade owners from taking illogical actions. Even best-practice owners can make strange choices when faced with the risk of heavy fines, says Nupnau. High oil content discharges made in error off Norway and Germany have led some owners to instruct crews to offload bilgewater in port, at extra cost.
“Given that the installation of an OWS on board vessels is mandatory, the more logical decision would have been to invest in training,” says Nupnau.
In fact – in common with the situation regulators faced when they completed the first version of MARPOL 50 years ago – approved technologies, owner best practice and crew training remain the cornerstones for protecting the marine environment, Nupnau observes. “Therefore, we salute MARPOL at 50, but at the same time we invite stakeholders to remind themselves that using counterfeit parts undermines much of the good work.”
A mixed bag of repairs at Remontowa, a strong start at A&P, an RFA conversion at Cammell Laird, a new digitised machinery maintenance system from BV, and Econowind is to supply sails for Kalamazoo.
Remontowa repairs and modernises an average of 200 ships a year of all types, including the largest vessels able to enter the Baltic.
The yard has been visited by a number of chemical tankers of late, including the Ali Ka, owned by Alba Tankers, which recently arrived at Remontowa to be prepared for takeover by its new owner. The work mainly consisted of altering the logo on the funnel, changing the Plimsoll markings and changing the ship’s call sign. LAN wires were installed on the Ali Ka for a new IT system provided by the shipowner. In addition, the Marine Line coating, which enables the carriage of light chemicals, was renewed in the cargo tanks. The
new owner ordered the installation of new platforms and bulwarks to improve seafarer safety on board. The name of the ship was also changed from Ali Ka to Baltic
The chemical tanker Hinch Spirit visited the yard to have a BWT system fitted. In addition, the vessel underwent an overhaul of its propulsion system, including the thruster, rudder stock, shafts and propellers, whose blades were reconditioned. The shaft and propeller seals were replaced. The rudder gear was also overhauled. The cargo pumps underwent a full overhaul, and the onboard cargo system was pressure tested. The insulation on the cargo piping was replaced, and the seawater piping
in the engine room received new insulation. Other work included overhaul of outboard valves and hull maintenance with anode replacement.
The main task on the chemical/oil products tanker Key East (Sea Tank Chartering AS) was to replace the sanitary water pipeline. The steel pipes were replaced with plastic. The main engine and gensets underwent a comprehensive overhaul, and maintenance of the cargo tanks was also carried out. The operation of the anchor windlasses, mooring winches and vapour line system on deck, were improved. The ship’s hull was treated, the shaft seal renewed and steel plating was replaced.
The chemical tanker Nordic Ace entered Remontowa for its first special survey. The drydocked vessel underwent a standard bottom inspection, hull maintenance, outboard valve inspections and boiler cleaning. The BWT system was also modified with the addition of more salinity sensors and a bypass valve. The shipowner commissioned the modification of the
heating coils in two fuel tanks, the repair of the superstructure and the overhaul and modification of the thruster, including the replacement of seals and modification to allow it to run on biodegradable oil.
The main scope of refurbishing the chemical tanker Sten Nordic was the replacement of 13 tonnes of steel in the ballast tanks. This was followed by
painting of the new steel to comply with the latest specifications. In addition, two ballast tanks underwent ultra-highpressure cleaning and the application of a new paint system. The ship also received new radars and a VDR (Voyage Data Recorder) system. Load tests of the davits, overhauls of the outboard valves and inspections of mooring winches and boilers were conducted. The ship’s bow thruster has undergone modification involving the replacement of seals and adaptation to run on biodegradable oil. The heating system’s operation in the BWTS room has also been enhanced.
The Baltic Spirit and Star Leader refrigerated vessels were recent visitors to Remontowa. The Baltic Spirit (Nissen Kaiun Co Ltd) underwent a class renewal, which required some steel renewal in the ballast tanks. Other work included relocating of the anchor chain stoppers and installing and modifying the communication pathways on the main deck. Seawater system piping sections were also replaced. Work on the drydocked vessel mainly consisted of the overhaul of the overboard valves, replacement of zinc anodes, refreshing the hull, and the standard inspection and testing of gangways, boat davits and deck cranes.
Work on the Star Leader mainly focused on modifications to the existing BWT system. The refit also involved
prefabricating and installing D-Ring hitch boxes in the vessel’s holds. The starboard and port bow plating was repaired, along with replacement of the bulwark brackets. Work was also carried out on one of the cranes and in the hatch coamings.
The highlight of the repair project on the Indonesian tanker Bull Kangean was the retrofitting of a BWT system. Remontowa also prepared the vessel for CAP (Condition Assessment Programme) certification. The associated scope of work included, among other things, installing a new grey waste water tank and a new main engine air cooler. Pipes and valves on deck and in the engine room were replaced, and sounding pipes in the tanks were repaired. The fuel tanks in front of the superstructure, the bow anchor windlass and the chains were overhauled, and new chain lockers installed. Inspections were carried out on the lifeboats, including davits, safety and ventilation systems. The cargo, ballast and fire systems were also tested. The operation of the propulsion system components was also enhanced, and a drone inspection of the cargo tanks performed.
The asphalt/bitumen tanker Bit Force called at Remontowa for a special survey. During its stay, approximately 230 tonnes of bitumen deposits were
The asphalt/bitumen tanker Bit Force called at Remontowa for a special surveySPECIALISTS IN REPAIR AND MANUFACTURE OF RUDDER AND PROPELLER EQUIPMENT
ON-SITE MACHINING AND REPAIR SERVICES
removed from the cargo tanks. In addition, the shipyard cleaned and pressure tested some 6km of heating coils. The coils are used to heat the bitumen during cargo transport. Several vapour pipelines in five tanks in the bow section were also replaced. Dockside work included shaft sealing, hull maintenance and replacement of the vessel’s cathodic protection.
The gas carrier Clipper Orion (Solvang) has been refurbished at Remontowa, increasing its energy efficiency.
After removing the propeller and intermediate shaft, the propulsion system components were overhauled, with the shaft seal being changed from a conventional one to an air seal. A Mewis Duct was also mounted on the vessel, which is expected to increase propulsion efficiency and provide fuel savings of about 12%. Provision davits, hose handling davits and those related to the free-fall system were overhauled. The brake linings on all mooring winches were also replaced.
The gas carrier Clipper Orion (Solvang) has been refurbished at Remontowa
Work in the engine room included the overhaul of the main engine fuel pumps, air cooler, fuel heaters and speed governors. Part of the crossover, a pipe running across the engine room, was also replaced. Other work included overhaul of the electric motors, repairs to the gangway, crane load tests and repairs to the insulation in the cargo tanks. The shipyard also carried out a CAP survey. Steel replacements were required in many areas, most notably in the chain lockers.
The Dina Polaris geotechnical survey vessel is designed to operate in harsh weather conditions. An ice-class A1 allows it to operate in cold climate environments in ice up to 0.8m thick. The vessel was drydocked at Remontowa for the inspection of two thrusters, one of which was dismantled and replaced after reconditioning. The scope of work also included the overhaul of the azimuth thruster and two podded propulsors – the latter requiring removal. The switchboard in the ROV room was modified to connect new power supply wires routed from the machinery control room. The vessel also underwent routine maintenance work.
The Hafnia Sea Con-Ro vessel (Transfennica) was retrofitted with Alfa Laval’s BWT system. Remontowa installed the system’s equipment in the engine room, which required some access work. The stern ramp was overhauled, which required the removal
of the first three sections of the ramp and replacement of all the hinges. The propulsion system overhaul consisted of removing and replacing the liner pins on the rudder blades, overhauling the two shaft lines and all propeller blades, and removing both hubs. Following maintenance on the underwater part of the hull and removal of the old coating, it was painted with a new paint system. The scope of the project was completed with an overhaul of the shaft generators and coolers, piping replacement, steel work on the decks and plating and maintenance of the car decks.
Above: The Hafnia Sea Con-Ro vessel (Transfennica) was retrofitted with Alfa Laval’s BWT System
The French scientific research vessel Pourquoi Pas? (IFREMER) has undergone a large amount of work in the dock. Remontowa refurbished cabins in the social area, focusing on upgrading the bathrooms. A large scope of the work involved the maintenance of the decks, hull and superstructure, including the bridge wings. In addition, two tanks underwent maintenance – the heeling tank and the aft peak tank. A lot of outfitting work was involved in adapting the ship’s facilities to accommodate specialised equipment. The traction
lifts underwent overhauls with bearing replacement, amongst other work. The cylinder was renewed and restored to full efficiency at the stern. In the engine room, two generating sets and alternators were overhauled. In addition to the traditional work, an overhaul of specialised machinery was carried out, including some hidden in a special gondola attached to the ship’s bottom. Pourquoi Pas? also received a new logo on the sides, replacing the previous image of a dolphin. The name IFREMER has also been replaced by ‘Flotte océanographique française par l’Ifremer’.
Above: The French scientific research vessel Pourquoi Pas? has undergone a large amount of work
Above & right: A&P Falmouth has successfully completed the multimillion-pound refit of the Bolette
A&P Group has reported a strong start to 2023, with a range of commercial and defence ship repair projects being completed across the group’s facilities in the North East and South West of England.
A&P Group operates seven drydocks across three strategic locations in the UK. A&P Falmouth has successfully completed the multi-million-pound refit of Fred Olsen Cruise Lines’ Bolette, the largest passenger vessel to visit the facility in over 60 years. The A&P team delivered an intense programme of works in 11 days including a large
underwater paint scheme, as well as maintenance to the ship’s Azipods and bow thrusters.
The facility has also delivered repair works to two Wightlink Ferries – Victoria of Wight and Wight Sun Victoria of Wight is a hybrid vessel using electric power alongside a regular diesel engine. A&P delivered a Voith unit overhaul, hull preparation and painting, deck machinery and equipment overhauls. Wight Sun was the sixth Wightlink vessel to dock this financial year.
The tug SD Eileen also visited the facility for propulsion, hull and machinery repairs. The vessel, managed by Serco, is the fifth Serco vessel to dock at A&P Falmouth this financial year. A&P Falmouth is also set to welcome Tarmac’s City of Cardiff and Red Funnel’s Red Osprey and Red Falcon in the next month.
A&P Defence has completed a large programme of works on behalf of the Ministry of Defence this year. RFA Lyme Bay departed A&P Falmouth’s facility in February following the completion of an eight-month refit period. This formed part of the midlife update for the vessel, including a 10-week drydock period.
The facility also welcomed River-class offshore patrol vessel HMS Tyne, and has since seen the return of RFA Argus for a significant assisted maintenance period and welcomed RFA Mounts Bay for its contractor support period and docking.
A&P GROUP HAS REPORTED A STRONG START TO 2023, WITH A RANGE OF COMMERCIAL AND DEFENCE SHIP REPAIR PROJECTS.
In the North East, A&P Tees’s facility has completed works on suction dredger Arco Avon, undergoing extensive steel plate replacement in the vessel’s hopper cargo hold, while pusher tug Tees Guardian entered drydock for 30 days to remove both port and starboard rudders and propellers, which were replaced with new.
At A&P Tyne, the team has recently completed a large programme of works
Above: A&P Tyne has recently completed a large programme of works on TechnipFMC’s Deep Orient Left: Boka Da Vinci visited A&P Tyne for a full blast and paint scheme
on TechnipFMC’s Deep Orient, a subsea pipe-laying vessel. Prior to this, Boskalis diving support vessel Boka Da Vinci also visited the facility for works including a full blast and paint scheme, the removal of redundant Fifi equipment, steel works, overhaul of the vessel’s valves and polishing of the blades.
“Our facilities in the North East and South West of England have become centres of excellence for ship repair and conversion projects, with a strong network of returning customers,” says David McGinley, Chief Executive Officer of A&P Group. “We have completed some of the largest ship repair projects in the UK this year – which has taken a huge effort from all involved. I am extremely proud of our workforce and supply chain, which have worked around the clock to deliver on time and to budget.”
Over the last three months, Cammell Laird has been undertaking the
The offshore support vessel was purchased by the UK Ministry of Defence earlier this year for conversion into a Multi-Role Ocean Surveillance (MROS) vessel.
Cammell Laird has been tasked with preparing the vessel for its new role, with works to the crane and deck machinery as well as a full paint scheme and name change.
RFA Proteus is the newest member of Cammell Laird’s RFA cluster – joining the In-Service Support contract with the Ministry of Defence.
“Cammell Laird was delighted to welcome the newest member of the Royal Fleet Auxiliary’s flotilla,” says David McGinley, Chief Executive Officer. “RFA Proteus will deliver vital underwater surveillance and safeguarding critical seabed warfare infrastructure. We wish RFA Proteus and her crew the very best as she embarks on her future endeavours.”
Cammell Laird has been undertaking the conversion of RFA ProteusBureau Veritas, a world leader in testing, inspection, and certification, has taken a significant step forward in the delivery of digitally optimised machinery maintenance with the launch of a new capability, K-Fleet from Kongsberg Digital. This enables BV’s Machinery Maintenance Application (MMA) to connect directly to a vessel operator’s own maintenance management system. The capability allows the vessel operator to directly transfer the required machinery maintenance data to Bureau Veritas. The first such connection between BV’s MMA and a vessel owner’s Computerized Maintenance Management System (CMMS) went live on April 3, using K-Fleet software from the worldleading technology group, Kongsberg.
Kongsberg Digital has released this connector allowing ship operators to easily push their Planned Maintenance Survey System (PMS) data to BV’s MMA. It will enable the first use of the connection by one of the leading Swedish shipping companies, Furetank.
Based on the data, Bureau Veritas can prepare the periodical audits with greater speed and efficiency.
Using this new connector, the vessel’s list of equipment is sent with a click and the maintenance report data is pushed automatically from Kongsberg K-Fleet. When the Machinery Maintenance Audit is requested by the vessel operator, the Bureau Veritas surveyor will log into BV’s Machinery Maintenance Application and generate the maintenance report for the time period in question with the latest data received, ready for review. K-Fleet will then continue to update with new data on a regular time schedule until a new request for annual, occasional or renewal audit is received.
“This is a significant step forward in supporting shipowners, operators and managers with their machinery maintenance requirements,” explains Laurent Hentges, Digital Solutions & Transformation Vice President at Bureau Veritas Marine & Offshore. “Jointly developed by Bureau Veritas and Kongsberg, it is a great example of how two leading digital solutions can be integrated to meet the needs of vessel operators.
“This collaboration with Kongsberg also highlights our ambition to take advantage of new technology and data exchange to advance the digitalisation to support class
DATA ACQUIRED WILL ALSO OPEN THE DOOR FOR DATA ANALYTICS AND OPTIMISED MAINTENANCE MODELS IN THE FUTURE.
The Ship Manager K-Fleet Maintenance system
surveys, as well as support our clients with their digital transformation.”
He went on to explain: “Our aim is to replicate this first connection done with Furetank with other shipowners and CMMS. Data acquired will also open the door for data analytics and optimised maintenance models in the future.”
Sanna Tovar, Technical Coordinator at Furetank, says: “We continuously strive towards utilising new technologies and developments which make our ship operation safer and more efficient. The possibility to share the information from the vessels’ PMS directly with Bureau Veritas class surveyors will improve our work towards safer shipping and optimise our onboard surveys, as the surveyor can come onboard better prepared, thus allowing the survey to focus on items not already available through the system.”
This new solution builds on BV’s Machinery Maintenance application (MMA), which was launched in 2022. This digital tool connects directly to ship operators’ Computer Machinery Maintenance System (CMMS) and helps them transition to optimised machinery maintenance schemes.
In order to sail safely, all vessels must undergo regular surveys of their machinery equipment and systems.
However, most modern ships have more than 300 separate pieces of machinery onboard, each with its own specific maintenance requirements. This poses a challenge for owners, operators, and managers on how to conduct machinery maintenance regularly, but also efficiently. For normal machinery maintenance schemes, this process is done through an in-person survey of all machinery items by a BV surveyor once every five years, during the renewal survey. But today, a large part of the world’s fleet is using more optimised survey schemes such as Continuous Survey Machinery scheme (CSM) or a Planned Maintenance Survey System (PMS).
Bureau Veritas’ MMA connects the ship operators’ maintenance system with BV’s own system, facilitating the development of a PMS plan with online guided booking. It collects data on the maintenance status of all machinery items, manages modifications to onboard equipment, and provides access to manufacturer manuals. This enables ship operators and BV surveyors to get a clear and comprehensive overview of onboard machinery maintenance, efficiently prepare for surveys and assess the machinery maintenance conditions.
Netherlands-based Econowind has won the contract to supply Singapore’s
Bureau Veritas Machinery Maintenance Application directly receiving data from the Ship Manager K-Fleet Maintenance system allowing the ship manager to make a request for changeOcean Network Express (ONE) with two containerised wind-assist units on one of its operated container feeder ships before the end of 2023. The 143m, 1,036teu capacity Kalamazoo is owned by Singapore-based Norse.
This is a key initiative in ONE’s operational cost optimisation project cluster called “Sapphire + Project”, and it can also contribute to the decarbonisation initiatives in ONE’s Green Strategy.
The two containerised units will be equipped with the latest wing design from Econowind, the VentoFoil. These have smart suction systems to control the airflow around the wing-shaped element, ensuring maximal thrust per surface area. The 10.5 x 2.8m VentoFoil units will be able to generate thrust to save up to 400kW of engine power.
ONE, Norse and Econowind have studied wind-assisted propulsion together, and it is expected to contribute to the reduction of fuel oil consumption. It will also have a positive effect over a wide range of operations.
“Reduction of GHG emissions is ONE’s top business priority,” explains Takashi Kase, Senior Vice President of ONE. “This first windassist system utilisation will be a great milestone to our goal of achieving netzero emissions by 2050.”
Sebastian Roed, Director of Norse, adds: “Norse is proud to be a partner with ONE and Econowind on this wind assisted propulsion project, targeting greener shipping in the years to come.”
Frank Nieuwenhuis, CEO of Econowind, adds: “We are
delighted to add ONE to our customer base as the first Asian partner, making a big step in making shipping more sustainable. The more installations we can retrofit, the more data we can attain and learn from. This provides us with solid proof of how wind-assisted ship propulsion is reducing emissions per nautical mile and with vessels improving their EEXI/EEDI. This also serves as a justification for the investment; the costs of systems can be covered by the savings generated.”
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The discharging refineries of the Greek region, such as in Agioi Theodoroi area, offer a great advantage for the owners to combine their vessel's special survey with minimum ballast legs towards the yard's premises
Current tanker freight market mandate minimal off-hire time and perfect repair planning
CARELL is proud to have a 100% OnTime Delivery rate for all our DryDocking projects.
The meticulous pre arrival planning and the daily agile project management on board the vessel, result the smooth completion of all items - even the unplanned and challenging ones - on the agreed time frame to have the vessel back to her trading route
A great variety of offered services, from Silicone Hull Paint Application to complete Rudder fabrication and renewal are being carried out in Greece during vessel's special surveys
On average more than sixty (60) Afloat Repair projects and twenty (20) Dry Docking projects are being handled from CARELL in Greece with global market leaders from all around the world
It is without doubt that pre booking procedure for Special Survey Dockings has changed a lot in the last couple of years Extremely high demand and tight booking schedules give pressure to the shipmanagers
CARELL offers a great flexibility with numerous docking spaces & afloat repair berths around Greece that can accommodate even last minute requests
What is more, emergency attendance at any Greek Anchorage can be arranged with the experience CARELL team offering solutions that meet the needs of the shipowners
Complete Crankshaft renewal of a Main Engine MaK 7M43C was completed with a great success from CARELL's engineering team on board a Feeder Container calling the Piraeus Container Terminal (PCT) to the satisfaction of the German owner and the vessel's DNV Classification Society
CARELL has become the 12th member of Hydrogen Europe from Greece and is among the greatest proponents & contributors of Hydrogen as an alternative fuel CARELL has already fabricated two (2) Hydrogen generators for Industrial use and participates in some of the most innovative consortiums focusing on the Marine Hydrogen adoption through the use of existing fuels such
Tallink has made upgrades to several ships’ HVAC systems, optimising the management systems and installing frequency converters on pumps and compressors so that they can be utilised in an instant. “We started with Silja Europa several years back and witnessed great results (the fuel consumption dropped by nearly 20%!), so we continued this project on Star, Silja Serenade and Galaxy I,” says Katri Link, Communications Director for the Tallink Grupp. The project is ongoing with Silja Symphony and Baltic Princess
Tallink Grupp’s shuttle vessel Megastar started using high voltage shore connection (HVSC) facilities at the Port of Helsinki West Harbour whilst the vessel is berthed at the quayside overnight between departures. Shore power is now used by Tallink Grupp’s vessels at the ports of Stockholm, Tallinn and Helsinki, which means fewer GHG emissions, and less noise emitted by the company’s vessels during their port stays in all the region’s major capitals.
The Port of Stockholm was the first port in the company’s key home markets to upgrade its infrastructure and complete the build of the high voltage shorepower connection dispensers. Tallink Grupp’s vessels Silja Symphony and Silja Serenade were the first ships to be retrofitted with the respective EU standard-compliant shore-power plugs and connected to the onshore facility at Stockholm in June 2019. Port of Tallinn quickly followed suit in autumn 2020, with five of its quays fitted with the necessary shore connection facilities and Tallink Grupp’s vessels Victoria I and Baltic Queen plugged into shore power. Port of Helsinki’s Olympia Terminal and West Harbour have been the last to finish their shore connection construction projects, with Olympia launching its HVSC facilities in August 2021 and vessels arriving at the West Harbour plugging in to use shore power. Tallink shuttle vessels Megastar and MyStar are now using shore power during their overnight stays at the ports of Helsinki and Tallinn respectively. Tallink cruise ferry Baltic Queen is currently using shore power at the ports of Tallinn and Stockholm during its daytime port stays, and the company’s cruise ferries Silja Serenade and Silja Symphony are connected to shore power during their daytime port stays at the ports of Stockholm and Helsinki Olympia Terminal.
Opposite: Tallink’s Baltic Princess at Turku Repair Yard in March 2023
The company estimates that connecting the vessels to shore power facilities during their longer port stays reduces CO2 emissions of the company’s shuttle vessels MyStar and Megastar by 112 tons per month (1,344 tons of CO2 per annum). Being connected to shore power enables the company’s cruise vessel Baltic Queen to save 95 tons of CO2 per month (1,140 tons of CO2 per annum) and cruise vessels Silja Symphony and Silja Serenade to save 156 tons of CO2 per month (1,872 tons of CO2 per annum). All five vessels using shore power during their longer port stays means that the company is reducing its CO2 emissions as a result by a whopping 7,572 tons per year.
Commenting on the impact of the use of shore power at three key ports in the Baltic Sea region, Captain Tarvi-Carlos Tuulik, Head of Ship Management at Tallink Grupp said: “We are pleased that the significant effort made both by Tallink Grupp and our partner ports in Tallinn, Stockholm and Helsinki has got us to a point where our operations are increasingly environmentally friendly and sustainable. It has not been a simple project and has required significant investments, both on our part in terms of retrofitting our ships with the necessary equipment meeting the EU standards, as well as the ports, but the end result is worth it and an important milestone on our journey of developing sustainable shipping in the Baltic Sea region.”
“This has been now completed on all ships visiting Stockholm, Helsinki and Tallinn,” says Communications Director Link. “On top of that we have installed the equipment and are using it on ships currently chartered out as accommodation vessels: Victoria I, Silja Europa and Galaxy I. Again, this gives us a benefit of reducing fuel consumption while berthed and also reduces running hours of ship’s engines, helping us to save on maintenance. We have recorded almost a 15% reduction in fuel consumption depending on the ships’ schedule and time spent alongside.”
To improve the propulsion efficiency of Star, Galaxy I, Baltic Princess and Victoria I, the ships have had a Wärtsilä EnergoProFin installed. This device is added to the propellers to reduce vortexes and improve propulsion efficiency whilst reducing cavitation of the rudder blades. “We have been expecting a 2% improvement from this technical modification but have monitored considerably bigger improvements (e.g. on Star nearly 5%),” explains Link. She told DryDock: “On shuttle ships operating between Helsinki and Tallinn (Megastar, now MyStar) we use an ABB-sourced Octopus system with trim optimisation. This state-of-the-art system based on AI technology enables us to optimise
The Baltic Queen plugged into shore power
the ship’s trim based on loading conditions, weather, voyage plan and several other parameters for each voyage. This is the tool that is enabling us to save fuel and reduce emissions.”
Link went on to say: “Exact figures are difficult to highlight because we do not have a clear reference of operations without this system, but we estimate it to be a 5-10% reduction in fuel consumption.”
“On the Baltic Queen we have installed a seawater heat exchanger for chilled water,” says Link. “This system allows the ship to use low-temperature seawater for cooling of the ship’s interior instead of using the AC system. Again, this gives us a fuel consumption reduction, especially during spring when the air temperatures are rising but the seawater remains relatively cool.”
She told DryDock: “On the majority of the ships we also use exhaust waste heat from the gas boilers to heat up the water used onboard. By doing so, we do not have to use our own boilers which use fuel.”
This autumn, Tallink is planning to have the propellers on Baltic Queen re-bladed. “The objective is to enable a two main engine crossing between Stockholm and Tallinn instead of three main engine crossing whilst maintaining the same speed and schedule,” explains Link. “We expect a considerable drop in fuel consumption, but this is yet to be verified after installation.”
She concluded by saying: “We now use automooring equipment in both Helsinki and Tallinn Ports, again as part of further digitalisation and automation processes.”
The Silja Serenade was repainted with Jotun coatings in January, with the prevailing weather conditions imposing their own restrictions. The drydocking lasted 16 days, during which the ship’s underwater hull, topside and part of the tanks were painted.
Silja Serenade is a Ro-Ro cruise ferry owned by the Estonian Tallink Grupp, which operates under the Silja Line brand on the Helsinki-MariehamnStockholm route. The ship was built in 1990 at the Masa-Yards Turku shipyard and can accommodate 2,852 passengers and 450 cars.
Silja Serenade underwent maintenance and painting at the Turku Repair Yard, during which the ship’s underwater hull, topside and part of the tanks were pre-treated and painted. Painting was performed with Jotun products supplied by Nor-Maali.
Outdoor drydockings differ significantly from new construction, where during the block phase a large part of the painting is done indoors. In the outfitting phase, the newbuilding is mostly covered and heated.
In outdoor dockings, the weather forecast needs to be followed very closely and one must react quickly to changes in temperature and humidity. Environmental conditions determine the schedule and scope of the repair, and in the worst case, the planned work has to be cancelled.
During the drydocking of Silja Serenade, the environmental conditions were quite challenging. The temperature varied between -2°C and +3°C and there was no cover over the vessel during maintenance. Heavy rain was avoided, but the cold temperature and the wind blowing in from the sea created challenging conditions for painting.
Interior painting was easier to carry out. However, in some interior spaces, the temperature of the steel was very low (+7 to +8 °C) because the spaces
Silja Serenade was repainted with Jotun coatings in January
adjoined the ship’s outside shell, which faced cold air on the other side of the plate. Heaters were used during painting of the bio-tanks, but the ballast tanks, for example, could not be heated during surface treatment. This resulted in the conditions inside them being practically the same as outside the ship.
Before the painting, the areas to be painted were high-pressure washed (approx. 300 bar) in order to remove water-soluble salts and other impurities. Washing was possible in this project because the temperature was above 0°C. If the temperature had been below zero, water washing would not have been done.
After washing with water, the damaged areas were blast cleaned to SA 2.5. In addition, the edges of existing paint were feathered in order to have the best possible corrosion protection at the overlap of old and new paint.
Silja Serenade’s underwater hull and topside were painted with Jotacote Universal N10 and Hardtop AX. The underwater hull was touched up, i.e. only the damaged areas were treated. After pre-treatment, the bottom was painted with two layers of Jotacote Universal N10 epoxy coating and the boottop got a full coat. In addition to the repairs made with epoxy, the topside was painted with Hardtop AX polyurethane topcoat. The topside was
washed to remove impurities prior to the application of the topcoat.
The painting had to be carried out quickly, so a product that works in the cold and can be quickly overcoated was chosen as the touch-up paint. The first choice for such conditions was Jotacote Universal N10, which can be used down to –10°C. Under the prevailing conditions, the product could be overcoated after just 15 hours. This fitted into the schedule, where the overcoating had to be done the next day. Jotacote Universal N10 cures quickly, with the curing able to continue in water, which enabled early launching of the ship. This is especially useful in cold weather.
The short overcoating interval and the cold weather brought their own challenges to measuring the paint film thickness. In some cases, film thicknesses could not be measured, but had to be estimated using the wet film comb technique and the paint consumption.
Products used
Jotacote Universal N10 is a polyaminecured pure epoxy coating. It is a fast drying, high solids and high build, abrasion-resistant product. It is specially designed as a universal, all-round, all-year, newbuilding and maintenance coating where a fast dry-to-handle time is required. It can also be applied at subzero surface temperatures.
Typical uses in the marine industry for Jotacote Universal N10 are exterior and interior areas, including the outside of the hull, superstructure, deck, cargo holds and water ballast tanks. This product has very high flexibility, making it especially suitable for the temperature variation experienced in crude oil, chemical and shuttle tankers. It is approved for IMO PSPC (Performance Standard for Protective Coatings) crossover testing with a wide range of shop primers.
Hardtop AX is aliphatic acrylic polyurethane coating with a high gloss finish and very good gloss retention, so it is well suited for topsides, decks and
superstructures. It has good chemical resistance and is also an easy-to-apply product, which is important in such a demanding location.
Drydocking was carried out in Naantali at Turku Repair Yard. This is the largest drydock in Northern Europe, established in 1989. The shipyard employs around 100 employees and in addition 250-300 subcontractors. The shipyard mainly repairs car ferries and tankers, but also smaller fishing and warships. Every year, 80-100 vessels are repaired at the shipyard. In addition to repairs, the shipyard carries out ship modifications, extensions and painting.
The drydock is 265m long, 70m wide and 7.9m deep. The company also has a 101m long and 21.6m wide floating dock. Turku Repair Yard is a part of Estonian BLRT Grupp.
Tonnage: 58,376GT
Length: 203.03m
Beam: 31.93m
Decks: 13
Passengers: 2,852
Cars: 450
Ice class: 1A Super
Speed: 23kn
Sea trials covering the Berg EPL’s limiting effect on the ship’s Berg MPP950 CPP brought DNV acceptance of the system’s performance as an effective EPL solutionBulkship Management, the Oslo-based ship manager specialising in geared vessels, has confirmed a significant contract to implement Berg Propulsion’s straightforward ‘EPL for EEXI’ power limitation solution across 10 ships trading in US Gulf and Caribbean waters. Submitted for class approval, the new Berg Engine Power Limitation solution is of particular benefit to the many ships whose performance requires only moderate adjustment to meet IMO Energy Efficiency for eXisting ships Index (EEXI) needs. In force from January 1, 2023, EEXI means owners must verify that a ship’s attained energy efficiency matches its required EEXI by its first subsequent survey.
Rather than using a governor for engine derating or ShaPoLi (shaft power limitation), Berg’s innovative EPL (engine power limiter) is a software-based solution which works with the supplier’s MPC800 control system to limit propeller pitch. Requiring no additional sensors, signals are sent by the Berg EPL to the ship’s controllable pitch propeller (CPP), where brake torque is reduced until the engine power reaches its approved range. The information can be used to verify that attained EEXI matches required EEXI, once entered into the IMO’s data collection system.
A pilot technical assessment of the 8,036dwt Bulkship vessel Oslo Bulk 6 indicated that EEXI needs would be satisfied by derating its main engine. Sea trials covering the Berg EPL’s limiting effect on the ship’s Berg MPP950 CPP brought DNV acceptance of the system’s performance as an effective EPL solution. Bulkship has now confirmed orders to install it across nine more ships.
“On a CPP installation, it is more natural to limit the engine power output by the accurate governance of the propeller than by limiting the engine rpm setpoint,” said Magnus Thorén, Sales Manager Energy & Efficiency, Berg Propulsion. “We use the main engine signal interface to limit the brake torque created by the propeller. Although it’s for a different
purpose, this is based on the wellestablished practice of using a propeller pitch setpoint for overload protection.”
Using the Berg EPL, crew are at liberty to override the function on a passwordprotected basis in cases where full power is needed, although exceeding the pre-set limit would result in automatic logging for later reporting purposes, said Thorén.
“Our newly-released EPL adds to our growing portfolio of novel automation solutions integrated in our MPC800 control platform,” commented Jonas Nyberg, Managing Director – West, Berg Propulsion. “We are continuously developing new software solutions for our existing MPC800 control system, leveraging the platform already installed in the world fleet. Solutions include fuel optimisation systems, hybrid controls and now EPL, among others.”
All 10 of the Oslo Bulk ships concerned feature Berg’s MPC800 control system solution, which is required as a starting point for the Berg EPL. However, Thorén disclosed that the solution’s effectiveness had encouraged one buyer already upgrading its ship control systems to MPC800 to specify that Berg EPL for EEXI should also be included.
Recently Hydrex diver/technicians carried out scrubber overboard pipe repairs on two ships in Munkebo, Denmark. In total seven corroded pipes were repaired. On five pipes the corroded areas of the scrubber pipes were ground out and rewelded. The pipes were then protected with Ecospeed, a chemical-resistant coating produced by Subsea Industries. The same protection was given to the two new pipes that were installed.
Exhaust scrubbers are systems that filter out the harmful noxious elements from the exhaust gases of marine diesel engines. These can severely corrode the pipes of the scrubber, which can result in water ingress if not handled quickly enough.
A 295m-long LNG carrier needed maintenance and repair work carried out at the Fayard shipyard in Munkebo, Denmark. Hydrex was asked to perform repairs on three scrubber overboard pipes while the ship was berthed at the yard.
A team travelled to the vessel’s location, and after arriving at the ship on one of the yard’s workboats they first performed an inspection of the damaged areas on both the waterside and the inside of the hull. This revealed that two of the pipes needed to be completely replaced. As the corrosion on the third pipe was not yet severe, a full replacement was not needed.
Due to the location of the damaged parts of the pipes, welding work on the inside shell plating of the hull was needed. As a result, the outside of the overboards could not be sealed off with a simple patch. Therefore, custom cofferdams were designed and constructed at the Hydrex workshop.
After installation of the cofferdams, the team cut away the old pipes. The shell plating was then prepared for the installation of the replacement part. New
pipes had also been constructed at the company’s workshop in Antwerp. The pipes were then positioned and secured with a full penetration weld, after which an independent inspector carried out NDT testing of the welding work.
The diver/welders then sealed off the outlet of the final overboard pipe. The team ground away the corroded area before rebuilding it to its original thickness.
When the welding was complete the surface was cleaned and a Magnetic Particle Inspection (MPI) was carried out by an independent inspector.
All welding work followed class approved procedures
To prevent both the new and the repaired pipes from corroding, the inside was coated with Ecospeed. This product is produced by Hydrex’s sister company Subsea Industries and is highly chemical-resistant.
Considering the nature of the process taking place inside a scrubber, this is essential for lasting protection of the pipe. The company believes that Ecospeed should also be used to protect a newly-installed scrubber system from day one.
A month later the LNG ship’s sister vessel came to the yard and Hydrex was once again asked to perform an inspection and any necessary repair of the scrubber overboard pipes. Luckily the corrosion on the scrubber overboard pipes of this vessel was less severe. A full replacement of the four pipes was not needed.
The diver/welders repaired the pipes using the same procedure as on the first ship, with the inside of these pipes also being coated with Ecospeed to keep them safe from further corrosion.
The affected area of five pipes was ground out and rebuild to their original thickness
As stated in the previous issue of DryDock, Clarksons Research data for 2021-2022 shows that China remained the largest location for ship repair events, with 41% of reported repair events over the period, followed by Turkey (11%) and the UAE (4%). General activity trends in ship repair are shown in Chart 1.
Offshore markets continue to strengthen, with the Clarksons Offshore Index covering rig, OSV and subsea day rates up ~30% y-o-y to 94, the highest level since 2014 (2013:102, 2017:45). Macroeconomic concerns aside, offshore oil & gas vessel markets seem well set for further positive gains against a backdrop of supportive energy prices, improved demand and limitations in fleet supply, following the post-2014 period of rebalancing. Meanwhile, strong momentum continues in the expansion of offshore wind, and 2022 saw further capacity growth, record levels of newbuild WTIV & C/SOV ordering and tight vessel markets.
Rig rates remain on an upward trajectory, with our Floater Rate Index rising to 117 points at end-April, 120%
above the start of 2021 levels. There has been further evidence of dayrate improvement in Brazil in recent weeks, where the UDW rate assessment rose to $390-450,000/day by end-April. Recent owner sentiment has been very positive, with one driller suggesting leading edge UDW floater rates may exceed $500,000/day by the end of 2023. Our projections suggest demand will increase by ~80 units (JU:+50, FL:+30) in the next two years, and given the yard position (~2/3 of the 43 stranded newbuilds may deliver in this period) plus reactivation costs, utilisation may exceed 93%.
OSV markets remain firm, though demand growth paused in April and rate assessments in many regions were stable month-on-month. However, over the last three years, both the active vessel count (+15% since May 2020) and our OSV Rate Index (+67%) have improved significantly. Our projections suggest an extra ~400 vessels will be needed globally over the next two years (demand grew by ~200 last year). With modest supply growth (~50 newbuild deliveries p.a. from legacy orders), further improvements in utilisation are likely. Rate assessments remain strong in the subsea support sector, given tight
In this Analysis, Steve Gordon, Global Head of Clarksons Research, provides some ship repair data points of interest from Clarksons World Fleet Register, summarises some of the trends in the offshore and cruise markets and updates us on Clarksons Research’s monthly green technology tracker.
vessel availability for mid-2023. Our MSV Rate Index rose 5% m-o-m to 91 points at end-April, up 55% y-o-y to the highest level since early 2014. Enquiry for fixtures commencing in 2024/25 and indeed for multi-year term charters provide evidence that operators are taking the prospect of vessel shortages increasingly seriously.
Positive sentiment within the MOPU sector continues. During early May, the FID was taken on Equinor’s $9bn Pao de Acucar pre-salt gas project off Brazil, which is likely to result shortly in a contract between MODEC and COSCO HI for the FPSO to be deployed there. Meanwhile, confirmation of award of the Uaru (Guyana) EPCI contract to MODEC by Exxon was also announced in early May, illustrating the centrality of Brazil and Guyana to the positive fortunes of the MOPU sector.
FSRU activity in Europe continues to ramp up. The third project to start up in Germany – Elbehafen – commenced commercial operations at the end of April. Meanwhile, in the Italian port of Piombino, the new FSRU Golar Tundra began processing a test cargo. Further start-ups in Europe are due before winter 2023/24. However, additional project announcement activity has been
quieter, given lack of yard capacity and shortage of redeployment candidates in 2023.
Momentum in the expansion of offshore wind continues; three major offshore wind projects reached FID in April - Moray Firth West (UK, 882 MW), Nourmoutier and Le Treport (France, 496MW each). This brought total capex committed in 2023 year to date to $21bn. After just $26bn committed in 2022, sanctioning has picked up encouragingly, and a full year total of $53bn is projected. Meanwhile, installation activity remains strong, with 12.2GW expected to start up across full year 2023, representing a further 20% y-o-y increase. See Clarksons Renewables Intelligence Network for further information on the growth of offshore wind.
Overall, offshore oil and gas markets are in their strongest position for nearly a decade, while momentum in wind continues. Global economic pressures aside, the offshore market outlook seems positive. Driven by strong demand, the multi-year effects of supply-side rebalancing, a supportive oil price environment and a focus on energy security, the sector seems well set.
Repair Yard Activity By Event Type
The cruise industry was shipping’s hardest hit sector during the COVID-19 pandemic but is now seeing improving activity levels after a hugely challenging period for cruise operators. Cruise fleet activity, measured by daily port calls, have edged above pre-COVID-19 levels for the first time in recent weeks. This compares to 2020, when over 90% of the cruise fleet was idle, and with port calls only recovering to 40% of pre-Covid levels in 2021 and to 87% in 2022.
Recovering activity has focused on North America and the Caribbean (port calls above pre-COVID-19 levels), whilst activity in Asia remains 40% down, with a pick-up in Chinese activity expected from June. Improvements in passenger numbers have lagged due to lower occupancy rates, but following reports of robust booking volumes in recent months, we are projecting 30 million passengers across 2023, marginally exceeding 2019 volumes (passenger volumes in 2020 and 2021 averaged only five million per year). We are projecting the potential for passenger volumes of 40m by 2028.
There are today 488 cruise vessels with a total berth capacity of 674,000. Since the start of the pandemic, 40 cruise vessels have been sold for recycling, but fleet capacity has begun to grow again and we project it will be 20% larger than the pre-COVID-19 fleet by start 2025 (729,000 vs 614,000 berths).
Newbuilding investment is now focused on the small luxury cruise market, with shipyards in China and Europe increasingly active. The pre-COVID-19 build programme continues to deliver from European yards, but some of the longer-term investment plans for large cruise vessels have been scaled back. The level of cruise refurbishment has also been scaled back, to around half of the pre-pandemic level at present.
© Palumbo
Decarbonisation focus continues, with 65% of newbuild orderbook capacity alternative-fuel capable, and over a quarter of the fleet with significant energy saving technologies (ESTs).
Cruise operator bond market raises have totalled $45bn since the start of COVID-19. Despite the activity recovery, operational and financial challenges continue for the cruise industry as it recovers from the huge stresses of the pandemic period.
The ferry market was also severely hit by the pandemic (see Chart 3.2), although there have been good improvements in activity since mid2020 that may result in some repair work and DD requirements.
Clarksons Research has also updated its monthly tracker of green technology uptake across the global shipping fleet (see below and Chart 4). Highlights include:
• In Jan-Apr 2023, against the backdrop of a relatively moderate start to the year in terms of overall newbuild contract activity, 111 units of 7.1m GT ordered were reported to have alternative fuel capability, 39% of total GT ordered. This includes 34 methanol-capable vessels of 3.3m GT (18% of total ordering), 33 LNG-capable ships of 3.0m GT (16%) and 13 LPG-capable vessels, while
© Palumbo Cruise Ships, 7dma
As of 1st May 2023, World Fleet Register. *Other alternative fuel capable totals include vessels capable of using alternative fuels other than LNG.
Fuelling Transition: tracking the economic impact of emission reductions & fuel changes
24 units are set to be equipped with battery-hybrid propulsion. This follows full year 2022, when a record c.60%* of all newbuild orders by tonnage (GT) were alternativefuel-capable (basis non-LNG carriers: 44% of tonnage). For context, in 2021 31.4% of newbuild tonnage ordered was for alternative-fuelcapable vessels (506 units), up from 211 orders in 2020 and 50 orders in 2016.
• Uptake of alternative fuels has continued to progress, with 5.4%** (start 2022: 4.4%, 2017: 2.3%) of the fleet on the water and 47.8% (start 2022: 33.3%, 2017: 10.7%) of the orderbook in tonnage terms capable of using alternative fuels or propulsion.
• Of the total orderbook, 39.1% of tonnage is set to use LNG (843 units), 5.5% to use methanol (101 units), 2.0% to use LPG (83 units) and c.2.3% due to use other alternative fuels (c.300 units) including ethane (15), hydrogen (17), biofuels (12) and battery/hybrid propulsion (c.264).
• With future optionality over fuel choice continuing to gain traction, there are now over 362 LNG-ready ships in the fleet and 96 on the orderbook, while there are 174 ammonia-ready, 101 methanolready and nine hydrogen-ready vessels on order.
• ESTs have been fitted on over 6,000 ships, accounting for 26.8% of fleet tonnage: this includes propeller ducts, rudder bulbs, Flettner rotors, wind kites, air lubrication systems and others.
• Scrubbers are now fitted to over 5,000 ships in the fleet, equivalent to 25.2% of total tonnage. While scrubber retrofitting activity has slowed, newbuild uptake has increased a little in 2023 so far, with 95 scrubber-fitted ships reported ordered, already close to last year’s total, though still down from 2021 (343 units). The price differential between HSFO and VLSFO has narrowed in recent months to closer to $100/tonne in key ports, from closer to $200/tonne earlier in 2023.
• ‘Eco’ ships make up a growing share of the fleet (modern eco vessels now 30.2% of total GT) with implications for earning potential, asset values and increasingly tiered and complex charter markets. For context, we estimate that 27.1% of global tonnage was ‘eco’ as of start 2022, and just 14.6% at start-2018.
• The average age of the world fleet is increasing, standing at 12.4 years on a GT weighted basis (up from a low of 9.7 years in 2013). For the bulk carrier fleet, the average age is 11.8 years, for tankers it is 12.5 years and for the container fleet it is 14.3 years.
Today, 30% of global tonnage is aged over 15 years. We estimate that under CII, around 30% of today’s tanker, bulk carrier and container fleets will be D or E rated if they are still trading in 2026 and have not modified speed or specification. Our latest EEXI & CII impact assessment is available on World Fleet Register.
• The overall orderbook as a percentage of fleet capacity remains historically moderate at ~10%, though with significant variation between sectors - the LNG carrier and containership orderbooks equal 50% and 29% respectively, while bulkers and tankers equal just ~7% and ~4%.
• ‘Green’ port infrastructure is continuing to expand: currently there are 165 active LNG bunkering ports (and 96 planned facilities), while over 2,000 vessels are fitted/ set to be fitted with shore power connections. Clarksons Research is also collecting data on ammonia and hydrogen infrastructure, and carbon capture projects.
• The Ballast Water Management System retrofit programme is ongoing; the majority of fleet tonnage (77%) is now BWMS-fitted.
*in number of vessels this is 32%.
**in number of vessels this is ~1.4%
© Palumbo
Battleship USS Texas was decommissioned and commemorated as a museum on April 21, 1948 – the same day that the Texas Republic won its independence 112 years earlier. The vessel is now drydocked in Gulf Copper & Manufacturing Corporation’s Galveston shipyard undergoing a long overdue overhaul.
Formed in 1998, the Battleship Texas Foundation (BTF) operates the Battleship Texas under a 99-year memorandum of understanding from the Texas Parks & Wildlife Department (TPWD), which owns the battleship. In 2019, the Texas legislature passed SB1511 directing the TPWD to enter a 99year lease with a qualified non-profit to operate the ship. In the same session, the legislature appropriated $35 million to fund the hull repair.
As of August 1, 2020, BTF took the lead in the operations of Battleship Texas, with the TPWD retaining an advisory and oversight role.
The ship closed to the public in August 2019, which was when the BTF, TPWD, and Valkor started work to prepare the ship for drydocking, Valkor Energy Services acting as BTF’s project management and engineering firm. Resolve Marine Group was contracted in 2020 to prepare the ship for tow to the shipyard. BTF, Resolve, and Valkor worked for six months to drastically reduce the amount of water leaking into the vessel by installing over 750,000 gallons (2,840,000 litres) of expanded foam. The team reduced the leak rate from 2,000 gallons (7,600 litres) per minute to under 20 gallons (76 litres) per minute, making the ship significantly safer to tow.
BTF selected Gulf Copper & Manufacturing Corp’s Galveston shipyard as the repair location. Gulf Copper acquired a floating drydock capable of lifting the battleship out of the water for necessary and extensive hull repairs (see March issue of DryDock p4).
Gulf Copper’s new drydock acquisition was a critical milestone in the Battleship Texas’s $35 million hull repair project as it made the Galveston shipyard viable for the hull repair. In addition, the location of the yard in Galveston significantly reduced the risk of towing the battleship to drydock since the tow was in sheltered waters and the distance was much shorter than other potential options.
Much of the necessary dredging around the battleship was completed by Matthews Brothers Inc in late May. Approximately 23,000 cubic yards of mud (17,585m3) was removed from around the stern of the ship to clear a path for the ship into the Houston Ship Channel.
The Superstructure Rehabilitation Project also began in late May. A $500,000 grant from the Save America’s Treasures grant programme allowed the major backlog of deferred maintenance on the superstructure to be addressed. The first step was to remove the hazardous materials throughout the foremast, main mast, and aft fire control tower. A&M Environmental and SSCI
The USS Texas soon after drydockingEnvironmental were the contractors on this phase of the project to remove lead-based paint and asbestos.
June 4 saw Gulf Copper’s newest drydock arrive in Galveston, with its first job the being the repair of USS Texas. The ship was readied for the tow to the shipyard in July. The bulk of the work involved opening and inspecting tanks, taking soundings, carrying out ballast tank integrity checks, and installing temporary lighting to make work safer in areas without functional lighting. It was miserable, tiring, backbreaking work in record-breaking heat and humidity. At the same time, volunteers helped get spaces clean and organised, moved hoses and opened tank hatches. Resolve delivered pumps, hoses, a portable electrical distribution system (for the pumps) and one of three backup generators for backup power.
Resolve’s pump installation team installed pumps for the tow as leaks could not be avoided. Work done on the ship since 2014 (repairing watertight boundaries and the inner bottom over almost half the ship’s length and foaming the blisters and critical interior tanks) and the final preparation work greatly reduced the overall risk to the ship.
July also saw staff and volunteers fully disassemble, blast/needle gun, repaint and reassemble the first of 10 quad 40mm Bofors anti-aircraft guns. The seals and bearings were replaced, along with a myriad of other odd jobs on the mount.
The USS Texas departed San Jacinto Battleground State Historic Site for repairs on August 31. The vessel got underway in the early morning and performed far beyond expectations, making it to Gulf Copper Galveston later that afternoon. It was lifted out of the water by the drydock that night, bringing this phase of the project to a close. The battleship was now out of the water for the first time in 32 years, and only the second time since it became a museum in 1948.
The overhaul of the USS Texas was long overdueWorkers soon began cutting sections into the torpedo blisters so that the temporary foam could be removed. This was always part of the plan, and using waterjet cutting, they were able to remove these panels without fire or
flame. The marine foam was removed so that hot work such as welding or cutting could begin.
Work began on the forward tanks once they had been cleared, and foam removal in the torpedo blisters continued. The torpedo blisters were removed from a specific point down and were replaced with a slightly modified design, aiming to address some of the issues that had been plaguing them since 1948.
Over the decades, the blisters had largely rusted from the inside out, which could be very clearly seen once cut open. The exterior coating that was applied in 1988-1990 was still intact over most of the ship’s underwater hull, but there was extensive rusting on the interior of the blister tanks.
Removal of the forward section of the torpedo blisters continued during October and thickness gauging and foam removal in the aft section of the ship began.
Workers continued to remove the plates and framing from the starboard side torpedo blisters, and holes in the hull were now visible. The remaining framing was also seriously deteriorated.
Workers gauged the thickness of the hull plating on the aft section of the ship, marking and recording the thickness of each section to assess how best to safely replace or repair these areas.
Foam removal from the starboard side blister tanks reached amidships in mid-October. A rhythm had begun to set in. Foam removal from the internal compartments around the stern was also carried out.
Mid-October saw the first four blister tanks having had their plating removed, with Gulf Copper starting on the fifth. The removal of the blister plating also revealed the section of the hull where the ship’s original torpedo tubes were located. While those tubes had been removed during the 1925-27 refit, there remained the outline of two small squares which were used to seal the hull after their removal.
Work also started to test how easily the 5-inch guns could be removed from the ship. The first step was to see how easily the studs which fix the guns to the main deck could be removed. The nuts which secured them had been removed in anticipation a little while ago, and they were pushed down with relative ease using a porta power hydraulic pump.
November saw the foam removal reach the end of the starboard blister tanks and the start on the port side blister tanks. The blister tank removal itself went well, and with more of the original hull being exposed, work began on removing sections for replacement.
All the foam in the aft trimming tank was removed and the plating there was removed for replacement as well. A little further aft the plating was found to be in better condition and a doubler plate was placed on both the port and starboard sides. Work continued on cutting open the hull closer to the
pontoon deck to clean out the inner bottom tanks. This opened up the A and B sections of the inner bottom tanks to allow cleaning.
The new framing for the torpedo blisters started to go back on in December. The blisters are of a slightly different design, squaring off at the bottom below the waterline.
Work continued moving aft, and any holes in the ship’s original hull (including areas under the blisters) were repaired. New plates were added to thinner areas and smaller pin holes welded up.
The first torpedo module arrived on the dock floor ready for installation at the end of JanuaryMore new steel was welded onto the stern of the ship and D12, one of the ship’s more troublesome trim tanks, received much-needed new steel. The structural repairs carried out in the 2010s were now finished as the frames were now welded to the new skin.
January saw the addition of new framing for the torpedo blisters being stopped on the starboard side. Any new frames are now in modular form, consisting of about nine frames each, produced away from the dock in the shipyard’s fabrication shop.
Staff and volunteers work on both the 5-inch and 3-inch guns in the warehouse, with new primer going on the first 5-inch/51 gun.
The first torpedo module arrived on the dock floor ready for installation at the end of January. The middle of February saw the starboard side ship’s hull being temporarily primed.
Mid-March saw three torpedo blister modules installed on the starboard side, with the forward sections now almost entirely plated up. The inside of the blisters and the ship’s hull were coated to increase longevity.
Foam removal from the port side blisters was now also complete. In April, the first frames of the port side blister were installed. Just like the starboard side, the forward most section was built frame by frame, with the bulk of the blister being built using the module approach. The last three 5-inch guns were removed from the ship and transferred to the warehouse for restoration.
New plating is continuing at a pace on the ship’s stern. Any steel that comes off the ship and is deemed worthy will be used in future fundraising. Battleship Texas Foundation has already started making prototypes of the new products it will be offering in its store.
ANY STEEL THAT COMES OFF THE SHIP AND IS DEEMED WORTHY WILL BE USED IN FUTURE FUNDRAISING. BATTLESHIP TEXAS FOUNDATION HAS ALREADY STARTED MAKING PROTOTYPES OF THE NEW PRODUCTS IT WILL BE OFFERING IN ITS STORE.
MarineShaft first invested in laser cladding technology many years ago
Laser cladding and metal stitching can save the day.
MarineShaft deals with classification societies daily “and know the importance of class-approved welding procedures,” explains Hanne Magnussen, Marketing Manager/ Area Sales Manager for MarineShaft A/S. “We focus on new cost-effective welding technologies, and years back MarineShaft invested in laser cladding technology. From day one, our goal has been to attain full class approval to use laser cladding on various materials, and we have achieved our goal.”
This includes on:-
Stainless steel
Carbon steel Bronze Cast iron
A recent repair case involved the cold straightening and laser cladding of two 200mm diameter, 8.535m long propeller shafts belonging to a car carrier. The vessel suffered damage to both its port and starboard propeller shafts.
During a run-out test, the client found minor deflection and contacted MarineShaft for cold straightening and repair of wear on the bearing journals.
“The shafts were sent by truck to our workshop location in Hirtshals,” says Magnussen. “The shafts were inspected
in our workshop, and our repair plan was approved by the Bureau Veritas.
“Before cold straightening we always carry out an LPI test (liquid penetrant inspection) to ensure no cracks in the material. The test was clear, and after cold straightening the new run-out test results were all below 0.05mm.”
After cold straightening, the damaged area of the shafts journals and coupling ends were machined to prepare for laser cladding, and two layers of Inconel 625 were applied.
“The shafts were then machined to the original size and NDT tests were carried out by a third party (Force Technology),” says Magnussen. “The final inspection and approval of the propeller shafts was done by a BV surveyor, after which final run-out measurements were also witnessed by BV.”
Laser cladding repairs can prolong the service life of lots of equipment including:-
Propeller shafts
Propeller equipment
Rudder stocks
Rudder equipment
Stabiliser fins
Gear components
Thruster components
Generator & engine parts
Wind power components
“With our laser cladding welding repair technique, we are able to solve cases where normal welding is not allowed,” says Magnussen.
The advantages of laser cladding are plenty:-
• High-carbon steel can be welded because the heat input is a tenth of that of normal welding – it also does not leave stress in the surrounding areas
• The weld requires no additional heat treatment
• The repair is fast and cost-effective
• Laser cladding is an environmentally friendly repair solution
• The repair comes with documentation and class approval
• 100% attachment to base material
“Laser cladding can be carried out with all sorts of welding powders, such as Inconel 625, Stellite 21 and bronze etc, and the technique guarantees a 100% attachment of the filler material to the base material,” explains Magnussen. “It is also carried out using a numericallycontrolled robot, giving us many geometric opportunities.”
Crankpin bearing failures, causing damage to the crankpin and to the engine block, can be a typical failure pattern that can happen on all makes of medium and high-speed engines, necessitating either replacement of the crankshaft and/or engine block or an in-situ repair.
In recent years QuantiServ has made significant technological progress to carry out such repairs and can now repair almost all engine blocks, even the most severely damaged ones. Crankshafts can also be repaired, provided that there are no cracks that are too deep – meaning deeper than the minimum allowable crankpin diameter stipulated by the engine maker and classification society. The two following cases are similar and on the same engine type. “The
difference was that on the cruiseship we carried out the repair whilst the ship was sailing, as only one out of four engines was damaged,” explains Guido Pfister, General Manager, Operations for Quantiserv. “The cargo vessel only has one main engine, so was out of service during repair. In order to keep the offhire period as short as possible, we first carried out a temporary repair and then permanently repaired it a few months later, when the vessel had a planned 20-day period without charter.”
Ship particulars
• 4,900 passenger cruiseship, which is US-owned and sails all over the world
• Belongs to one of the three largest cruise companies in the world
• Four engines, 12 cylinders each, of W12V46F type
• 14,400kW nominal output each
• Accident happened at about 40,000 running hours
“Following the accident, as always, we carried out an inspection,” says Pfister. “That happened in July 2022, whilst the vessel was cruising between Seattle and Alaska. We then we prepared a repair plan and discussed it with the customer.”
Usually the crankshaft is repaired first because if a crankshaft is too severely damaged then replacement is the only option. If that is the case, then is easier to repair the block once the crankshaft has been removed. Without a crankshaft
The insert installation on cruiseship crankshaftin the block, access is better so the repair of the block is easier and faster. If a new crankshaft needs to be purchased and shipped to the vessel, the time can be spent repairing the block.
As stated, the inspection took place between Seattle and Alaska in late July 2022. A thorough inspection usually involves dimensional, hardness checks and NDT crack tests, etc on the crankshaft. If the damage of the block is severe, we usually use a hand-held 3D scanner. With the data thus acquired, we design and produce tailor-made repair inserts that are the stitched into place.
3D scanning allows for a short lead time for the repair patches, and for this repair, they were loaded onto the vessel in Seattle when they were still warm from casting.
The crankshaft repair took place between mid-August and the end of August 2022 by two QuantiServ technicians whilst the vessel still cruised around Alaska. The damaged crankpin was machined to -2.00mm undersize so that corresponding under-size bearings could be installed. The machining was done in-situ. The balance weight mating surface on the crankshaft also had to be re-machined as it was damaged when the balance weight was torn off during the incident.
The engine block was repaired by another QuantiServ team whilst underway from Alaska, via Hawaii, French Polynesia to Australia between mid-September and mid-November 2022.
Containership particulars
• 1,000 TEU container vessel, 150m long, 15 years old
• Belonging to an Indian owner, operating as a feeder mainly in the Bay of Bengal
• One main engine with eight cylinders of W8V46F type
• 10,000kW nominal output
• Incident happened at about 60,000 running hours
The repairs were carried out in two steps in Colombo, Sri Lanka to keep the unplanned vessel stops as short as possible.
“Our in-situ specialists first repaired the crankshaft,” explains Pfister. The damaged crankpin was machined to -1.00mm, and at the same time, a temporary crankcase door was manufactured so that the vessel could sail once the crankshaft had been repaired.” The block had not been repaired at this point.
“Whilst the vessel was sailing with the temporary crankcase door, we manufactured a fairly big repair patch, weighing in at 115kg. This was then stitched in place when the vessel came back to Colombo for a 20-day planned stop.”
The crankshaft machining was carried out between the end of November 2022 and December 8, 2022, after which the vessel sailed. It then came back for a permanent repair of the engine block in March 2023.
Usual work process for crankshaft repair:
1. In-situ machining of the journal. One cut, a few tenths of a millimetre deep to get a clean surface and to remove any bearing material sticking to it
2. Thorough inspection of the geometry, including hardness testing and testing for the presence of cracks etc
3. If the hardness is found to be too high – in-situ heat treatment (annealing) is carried out
4. If the crankshaft is found to be bent (due to the thermal expansion and contraction imposed by the bearing failure) – in-situ straightening is carried out
5. In-situ machining
6. In-situ polishing
Usual work process for the engine block repair, as done on these two vessels:
WE HAVE EXTENSIVELY LAB-TESTED THE STRENGTH OF OUR METAL STITCHING REPAIRS WITH TENSILE AND FATIGUE TESTS CARRIED OUT IN A LABORATORY BELONGING TO ONE OF THE LARGE CLASSIFICATION SOCIETIES.
1. Scanning of the damaged area by 3D scanner
2. Production of one or more repair inserts. They are always tailor-made for every repair assignment
3. Stitching of the repair inserts in place.
4. In-situ machining of sealing surfaces, if applicable
Cast iron cannot be welded, so metal stitching is the preferred solution to components such as engine blocks, pump housings, etc.
If cast iron is welded, then the heat impacted during welding will inevitably lead to latent stresses in the material, due to the contraction of the welding seam as it cools down. Since cast iron has low tensile strength, the residual stresses almost inevitably will lead to new cracks. This can be in the welding seams or in the area adjacent to them.
The advantages of metal stitching over welding include:-
• Usually, little or no dismantling is necessary. Proper access from one side is generally sufficient.
• Since it is a cold-repair method, no additional stresses are introduced into the material, which over time may lead to new cracks.
• The original alignments of the parts can be retained. There is no deformation or blemish due to the application of heat. Re-machining after repair is therefore usually not necessary.
• The repair seam helps to distribute tensile stresses over a larger area.
• If done properly, the repaired area is liquid and gas tight.
• Last but not least, QuantiServ’s metal stitching repairs qualify as permanent repairs.
“We always do our very best to keep the repair time as short as possible,” explains Pfister. “Sometimes it is also possible to carry out a temporary repair first and to do a permanent repair a few weeks or months later during a planned or extended stay at a shipyard or on anchorage.”
He told DryDock: “We have extensively lab-tested the strength of our metal stitching repairs with tensile and fatigue tests carried out in a laboratory belonging to one of the large classification societies.”
Lock-N-Stitch is a QuantiServ company based in California. It has been in business for 28 years and specialises in cast iron repairs. The repairs are super-strong and are accepted by the classification societies as permanent repairs. Lock-N-Stitch routinely gives a one-year warranty on its repairs and sells warranty extensions of up to five years. The company also manufactures all its metal stitching and thread repair components and tools in-house.
The secret to the superior strength of the Lock-N-Stitch repairs lies in the geometry of the stitching pins. A standard bolt with a metric or unified thread (UNC/UNF) has a thread angle of 60°. During tightening, the bolt is stretched along its longitudinal axis which results in an undesirable radial outward force on the surrounding material as the thread flank of the bolt and the thread flank of the surrounding material are sliding off each other. The Lock-N-Stitch stitching pins are different, as the patented spiral hook outer thread on these pins pulls the surrounding material into the threads of the stitching pin and adds strength to the part being repaired.
Clockwise from top left: The damage on the cargo ship; Installation of the repair patch; The completed repairCruiseship repairs at Palumbo, ferry repairs at Remontowa, cruise and ferry upgrades for SMS, a cruiseship SCR retrofit for PrimeServ and a hybrid upgrade for a New York passenger ferry.
The MSC Seaview is a Seaside-class cruiseship owned and operated by MSC Cruises. Built by Italian shipbuilder Fincantieri in Monfalcone and delivered in June 2018, it is the sistership to the class-leading MSC Seaside. The luxury vessel is one of the largest cruiseships in the world, with a capacity of over 5,000 passengers. However, like any other vessel, MSC Seaview requires periodic maintenance and repair to keep it running in optimal condition.
It is for this reason that the MSC Seaview was a visitor to Palumbo Shipyards’ largest dock in Malta during March/April. The 73,000t displacement, 28-deck vessel underwent scheduled drydocking maintenance and repair works which were carried out over a 30 day period. The work involved various infrastructure demands and services and a team of over 300 skilled workers.
The main scope of the repair work was to open shell access and prepare the heavy lift equipment to allow the removal of a complete alternator, with both stator and rotor, which weighed in at some 60t. The work required the opening up of various bulkheads and skidding out the complete alternator, eventually lifting and transporting it using the yard’s multi-wheeled 200t heavy-lifter. Repairs were carried out in the workshop and the alternator was then transported back on board. Another task involved the replacement of one of the ship’s thruster motors.
A major part of the work was the upgrading the ship’s cosmetics, which required treating and repainting the entire hull. Any damage was repaired to make sure that the vessel’s high standards were restored.
Other recent visitors to Palumbo Malta yard included Le Jacques Cartier and Le Champlain, operated by regular clients Ponant. The luxury cruise vessels underwent standard maintenance work including drydocking, painting and regular work for a planned intermediate survey.
Palumbo’s Viktor Lenac shipyard in the port of Rijeka recently had the California Star, ex Eurocargo Sicilia, operated by Baja Ferries from Mexico, as a visitor. It underwent a major refit job, including an accommodation upgrade. The main work was the installation of a new 70 x 18m deckhouse located on the upper deck aft. The new deckhouse is equipped with 24 passenger cabins, galley, restaurant, bar, public toilets, reception, office, and a seating area for 224 passengers. On the top of the deckhouse is an open bar. Seven new cabins were added in the existing vessel to accommodate even more passengers.
The area under the new accommodation was protected with A60 insulation and two A60 doors were installed on the entrance to the ship’s gangway. Two new davits and lifeboats for 150 people were also installed, together with additional liferaft davits.
The new deckhouse is equipped with an independent HVAC system, a new grey and black water system with new sewage treatment unit, new freshwater system, new sprinkler system,
MSC Seaview entered Palumbo Shipyards’ largest dock in Malta during in March/Aprilelectrical distribution, lighting, LAN and TV network. The existing alarm and monitoring system was upgraded with new sensors.
The complete vessel was also repainted to the owner’s design. The project lasted seven months and was delivered on time and to the owner’s full satisfaction.
In addition to the numerous ferry repair works carried out earlier in the year (see March issue p36-38), Remontowa recently had the ferry Kronprins Frederik, owned by Scandlines, arrive at the yard. During the refurbishment, a full overhaul of the port side propeller shaft was carried out and the seals were replaced.
Steelwork was also replaced in both the ballast and void tanks, along with plating in the dry tanks on both sides of the vessel. All the davits were checked, which required load tests, and smaller repairs were carried out in many areas of the ship.
The shipowner also ordered repairs to the funnel. New exhaust pipes were
installed in the exhaust gas boiler and the deck inside the funnel was reinforced.
In April this year, Remontowa completed the conversion of the ferry Stena Nordica. The vessel has been fitted with additional superstructure erected above deck five to enhance the passenger experience through more space, additional catering facilities and numerous other amenities.
Among other things, a restaurant, an open bar and an additional lounge
Remontowa recently had the ferry Kronprins Frederik, owned by Scandlines, arrive at the yard
were arranged with comfortable seats and tables for watching TV and using personal electronic devices.
To ensure safe navigation after the additional superstructure was installed, Remontowa stabilised the ferry, fitting it with a special steel structure mounted to the hull.
As part of the conversion, the passenger lifts at both the bow and stern were replaced and the public spaces were refreshed. Carrying out the work mentioned above involved modifying many of the ferry’s systems.
The main reason for TT-Line’s ferry Robin Hood’s stay at Remontowa was to retrofit it with an exhaust gas desulphurisation system. Remontowa installed four scrubbers – two in each funnel. Waste heat recovery systems were also installed, which entailed adding four more boilers and a large amount of piping.
A scrubber room was also specially constructed to house all the equipment required to operate the scrubber and WHR system pumps and the turbines that recover heat from the steam and transform it into electricity.
The ferry was also fitted with new sea chests and another diesel fuel homogenisation system. A major job involved the stern ramp, which required the hinges and all the pins to be machined.
“The SMS Group has enjoyed an outstanding quarter in the cruise and ferry sector, focusing on the provision of marine refurbishment and interior outfit,” explains Dan Lockyer, Head of Marine Refurbishment. Transatlantic works have been completed for a key legacy customer, Holland America Line, onboard the cruiseship Zaandam The company also completed a major interior upgrade for the Isle of Man Steam Packet Co onboard Manannan –their Incat fast ferry. “This is our largest job to date in the fast ferry sector; the upgrade of passenger spaces, lounges, serveries and galleys suits us perfectly,” says Lockyer. “What makes us particularly proud of this seven-figure contract is that we undertook the works whilst simultaneously working for three other customers – two cruise lines and the Royal Navy.”
Simultaneous working is now the accepted norm for SMS. “We’ve the scale, breadth and experience within the team, and perhaps more importantly, positive customer feedback has been widely received,” Lockyer says. In addition to the aforementioned works, SMS has completed turnaround work in Southampton for numerous cruise operators, a major project in Cadiz, and undertaken significant works in Rosyth. “2022/2023 has been the outfit team’s strongest year to date,” says Lockyer.
MAN Energy Solutions’ after-sales division, MAN PrimeServ, has completed a retrofit aboard the Ambience, a vessel belonging to Ambassador Cruise lines, managed by Bernhard Schulte Cruise Services. The scope of the project covered the installation of SCR (Selective Catalytic Reduction) systems, while two of the ship’s four MAN 8L58/64 engines had their NA57/T turbochargers replaced with modern MAN TCA 66 units.
The order came about when the Ambience was taken over by
SMS Group has enjoyed an outstanding quarter in the cruise and ferry sector
Ambassador with the intention of offering cruises in the key Norwegian Heritage Fjord market with its exacting Tier III emission standards.
Olaf Gunia, Head of PrimeServ Hamburg, said: “This retrofit really establishes Ambassador’s green credentials within the cruise segment, and the SCR solution is performing well with a NOx removal rate of 93%. Increasingly, we are receiving similar requests from cruise and ferry operations that wish to become sustainable without the need for mandated industry legislation.”
Bernd Siebert, Head of Retrofits & Upgrades, MAN PrimeServ, said: “This entire project proved challenging owing to – among other factors – the long cold lay-up of the ship due to the COVID-19 pandemic, and the tight timeframe for completion. Happily, our work on the Ambience has optimised the interaction between the newly-installed SCR system, turbochargers and engines and the vessel is now Tier III-compatible
and fit for service in one of the globe’s most pristine, natural environments.”
MAN Energy Solutions claims that its SCR system is the greenest solution available on the market with the highest operational readiness and safety. The SCR will be available from just 15% engine load, enabling clean operation, also during slow-sailing in the fjords as well as close to port and populated areas.
The fully-modular SCR solution has also been fully integrated into the Ambience’s engine control set-up. With its closed-loop system and a weather station that uses environmental data, the NOx reduction rate is maximised and ammonia slip minimised to just 10ppm, which is comparable to that of a car. Low ammonia slip is not just good because ammonia is a greenhouse gas and affects the climate, but also because it reduces urea consumption, enabling the urea tank size to be minimised.
MAN PrimeServ has recently completed a retrofit aboard the AmbienceWe work with the same passion since the day we started, despite the high demand on quality, and always with the same commitment.
Corvus
Corvus Energy has been selected by Alcatraz City Cruises to supply the battery system for the Hornblower Hybrid NY passenger ferry.
Within the US, California is leading the nation in emissions reduction initiatives and within the marine sector, San Francisco-based Alcatraz City Cruises, a part of City Experiences, is a leader in green technology adoption.
in the San Francisco Bay. Completing multiple rounds per day, the operation carries thousands of passengers daily and nearly 1.7M total annually, powered by electric propulsion. Both vessels use a Corvus Energy battery system.
Following the success of Alcatraz City Cruises’ hybrid vessels, City Experiences introduced the first hybrid passenger ferry service on the East Coast and expanded its hybrid vessel programme to other US locations.
Survitec’s
Alcatraz City Cruises was the first to introduce hybrid-powered passenger ferry service in the US. Two vessels, the Alcatraz Flyer and the Alcatraz Clipper, currently offer transit to Alcatraz Island
The Hornblower Hybrid NY, a vessel retrofit project requiring a 1,627KWh battery energy storage system (ESS), will be the third City Experiences vessel in California with a Corvus ESS onboard. Corvus Energy will deliver the system from its newly established US-based manufacturing facility in Bellingham, Washington. Delivery is expected by September 2023.
“We are very pleased to be chosen by Alcatraz City Cruises for the Hornblower Hybrid NY project,” says Ole Jacob Irgens, Corvus Energy Executive Vice President. “City Experiences were amongst the early adaptors in the United States –leading the way in US marine sector electrification, decarbonisation, and greenhouse gas reduction initiatives.”
Energy has been selected to supply the battery system for the Hornblower Hybrid NY passenger ferry Seahaven Advanced Evacuation System received full classification approval last yearSurvitec has cut the ribbon on a new customer service centre in Miami, Florida, doubling its operations to facilitate anticipated demand for its award-winning Advanced Evacuation System, Seahaven, which received full classification approval last year.
The new 371m2 facility will also provide round-the-clock sales and service support to cruiseship operators, from one centralised location and with one point of contact.
“Investing in this new facility is very much in support of the industry’s post-pandemic recovery, but we are also preparing the site for the servicing of Seahaven,” said Survitec Chief Executive Officer Robert Kledal.
“Based on increased enquiries, we need an advanced, state-of-the-art sales and servicing site to meet anticipated demand. This will be the primary US hub for servicing Seahaven, the world’s largest inflatable lifeboat.
“The immediate goal is to improve operational efficiencies for the cruiseship owner. By removing their reliance on internal resources and local suppliers, we eliminate their administrative burden, thus reducing the cost of compliance. This way, we improve operational efficiencies and reliability, optimising the way in which owners and operators protect their assets, passengers and crews.”
Miami, the US cruise industry’s home port, is poised for an exceptionally strong season. The Port of Miami welcomed more than four million cruisers last year, with analysts predicting an increase this year as more new ships enter service. Thirteen new cruiseships are scheduled to join the world fleet this year, adding to the 20 launched last year and the 10 in 2021.
“Our new Miami cruise centre is now open and fully equipped to help operators and crews maintain and service all their vessels’ Marine
Evacuation Systems (MES), liferafts, lifejackets and life-saving appliances,” says Kledal.
“The cruise sector is expanding with a significant number of newbuilds due to enter service for various brands. With this new facility, we are able to provide our customers with a single, dedicated cruise centre capable of managing all our cruise customers’ safety needs. It truly is a one-stop-shop.”
Fast and accurate measurement of paint and coating thickness over all metal substrates
n Ready to measure no adjustment required for most applications
n Fast measurement speed 60+ readings per minute
n Memor y mode Store measurement data, view live statistics, and analyze live graphs
n Included PosiSoft software easily create professional inspection reports
180+ readings per minute
Advanced models feature 3 Scan modes to increase measurement speed to 180+ readings per minute
• The patented SeamFlow system is a simple way to reduce costs and meet environmental targets without extending drydocking time
Before and after: SeamFlow weld fairing system has been applied to the seam in the illustration on the right reducing drag and obtaining up to 2.5% fuel savings
• The SeamFlow weld fairing system for ship hulls can reduce vessel fuel consumption by up to 2.5% and help owners and operators meet emission reduction targets
• In one five-year drydock cycle SeamFlow can reduce carbon emissions by 12,000 tonnes and bring fuel savings of up to $1.8 million
• After drydocking, Hempel can use out-of-dock data to calculate fuel savings impact, helping to quantify savings delivered to customers
Hempel showcased its unique new solution SeamFlow for the first time in Asia at Sea Asia in Singapore.
The world’s first seam fairing solution for ship hulls is designed to reduce friction on the underwater area of vessel hulls and can reduce fuel
Hempel’s solution for underwater hulls can achieve up to 2.5% in fuel savings and can be applied during routine drydockings.Mads Bertelsen, Marine Data and Technology Director at Hempel
consumption by up to 2.5%. Over one five-year drydocking cycle it can also save up to 12,000 tonnes of carbon emissions and $1.8 million in fuel costs.
SeamFlow is a complete system of coating, application tools and dedicated service, designed to reduce the friction created as a ship’s hull sails through water. By smoothing the welding seams created when the steel sheets of a ship’s hull meet, friction can be significantly reduced.
A ship’s hull has around 5km of weld seams, and although the welds protrude by only three to nine millimetres, their dragging effect on a vessel’s operation adds up to a significant amount.
“SeamFlow has been available for application on vessels since last year and, with the positive results seen on all applications until now, Hempel is delighted to share the possible positive impact of SeamFlow,” said Mads Raun Bertelsen, Marine Data and Technology Director at Hempel, speaking at Sea Asia. “By reducing the drag created by the welds on a ship’s hull, we are able to deliver considerable fuel savings to industry and also support owners’ and operators’ emission-reduction pathways.”
SeamFlow is applied during routine drydocking after the hull has been coated with one coat of anti-corrosive primer. Two SeamFlow applicator teams then apply the modified epoxy to the welding seams using specially developed equipment. Hempelapproved experts are onsite to guide the application and carry out quality checks. After 10-12 hours the specialised epoxy coating will be dry and ready for the final tie-coat and top-coat as usual. Hempel also offers in-service performance monitoring to help quantify the customer’s return on investment.
“SeamFlow is a smart and simple solution for shipowners to reduce costs and meet environmental targets without the need for any significant additional downtime,” explains Nikhil Lakhiani, SeamFlow Solution Owner at Hempel. “The application can be easily accommodated in the drydocking schedule, and if planned well, becomes a smooth and integral part of drydock operation.”
SeamFlow is compatible with all Hempel products, which offer further efficiencies and cost-saving opportunities.
Bollinger Shipyards has begun fabrication at its newlyacquired Mississippi repair facility, Bollinger Mississippi Repair, in preparation to refit the National Oceanic and Atmospheric Administration (NOAA) Ship Ronald H. Brown, the largest ship in NOAA’s fleet. The overhaul is expected to extend the life of the vessel, first launched in 1996, by an additional 15 years. Work is scheduled to be complete by summer 2024.
“Here on the Gulf Coast, we’re intimately familiar with the breadth and importance of NOAA’s mission, so we’re proud to be entrusted to extend the service life of the Ronald H. Brown,” says Ben Bordelon, President and CEO of Bollinger Shipyards. “The refit will be performed by our team at our newly-acquired Bollinger Mississippi Repair facility, which is capable of executing projects from simple to the most complex, and doing so with the highest levels of quality, support and service in our industry. We look forward to supporting the NOAA mission with a vessel that will continue to serve as a platform for cutting-edge research and exploration for many years to come.”
“NOAA Ship Ronald H. Brown is a global class vessel supporting scientific research to increase our understanding of climate and the ocean,” explains NOAA Commissioned Corps Capt. Amanda Goeller, Commanding Officer of NOAA Marine Operations Centre – Atlantic. “These repairs, system overhauls and modernisation will allow the ship to continue operating for many years to come.”
During the refit of the 27-year-old ship, the propulsion system will largely be replaced with new, more environmentally-friendly diesel generators, renewal of the bow thruster and propulsion motors, new switchboards, control systems, and alarms. Additional ship systems that are scheduled to be upgraded include the potable water plants, sewage plant, uncontaminated seawater sampling
system, HVAC systems, tank level indicators, navigational components, radar renewals, overhead lighting, and ballast and exterior fuel tank vent renewals. Bollinger will replace much of the ship’s piping, along with steel as identified by the American Bureau of Shipping (ABS).
The vessel refit is scheduled to be completed and redelivered to NOAA in August 2024.
To perform the work, over 100 jobs will be created at Bollinger Mississippi Repair, where the company will be looking to hire pipefitters, pipe welders, shipfitters, ship welders, riggers, scaffold builders, and other production support positions. Additional positions need to be filled to continue repair work on semisubmersible rigs and marine vessels in the drydock and at the wet dock.
The ship is named to honour the late Ronald H. Brown, the first African American to serve as Secretary of Commerce. Brown made it his mission to generate jobs and provide opportunities for ordinary Americans, and he was an ardent supporter of the
ABB has secured a breakthrough contract with the Spanish state-owned Navantia shipbuilding company to retrofit the Spanish Navy flagship Juan Carlos I with an electrical propulsion system based on dual ABB Azipod units. Due for completion in 2025, the project is the first of its kind on a naval ship. Following the commissioning, Juan Carlos I will benefit from enhanced efficiency and manoeuvrability to support its varied and demanding naval operations. The contract follows a study undertaken by ABB in 2020 to determine the feasibility of installing new propulsors on the ship. The study identified ABB Azipod as a solution to meet the vessel’s requirements for reliability, efficiency, manoeuvrability and safety.
“Navantia is proud to make history with the first retrofit of this kind on a naval
ship. ABB Azipod propulsion system has proven to be highly effective in ensuring the optimal capacity of our flagship vessel and we look forward to seeing the benefits in operation,” said a Navantia spokesperson.
“We are proud to see our Azipod propulsion system chosen for this project,” said Sindre Satre, Business Line Manager, Coast Guard and Navy, ABB Marine & Ports. “We already have a long track record with highly efficient solutions on the commercial market and now see that our technologies are becoming increasingly viable also for naval vessels.”
ABB’s scope of supply for Juan Carlos I comprises two Azipod propulsors and medium-voltage drives, with support and maintenance available locally from the ABB service centre in Spain and worldwide via ABB’s global service network.
While the order represents the first retrofit of an ABB Azipod propulsion system aboard a naval vessel, the
ABB is to retrofit the Juan Carlos I with an electrical propulsion system based on dual ABB Azipod units NOAA fleet. He was killed in a plane crash on April 3, 1996, whilst on a trade mission to Bosnia.solution has been maximising ship performance in the naval patrol segment for several years. In 2019, the Norwegian Coast Guard icebreaker KV Svalbard became the first Azipodpowered vessel to reach the North Pole, where the system’s manoeuvrability and icebreaking capabilities proved critical.
Across its 30-plus years in operation, Azipod propulsion has recorded an availability rate of 99.8% and has been shown to cut fuel consumption by up to 20% when compared with traditional shaftline propulsion systems. The solution’s high manoeuvrability eliminates the need for tugs in harbour operations and maximises safety, while its pioneering design minimises vibrations, saves space on board and facilitates maintenance as well as future refits.
Wärtsilä is to provide the reliquefaction system for a retrofit project on an LNG carrier converted to operate as a floating storage unit (FSU). The vessel, Energos Grand, is owned by US-based operator Energos Infrastructure, and is being chartered by New Fortress Energy. The order was booked by Wärtsilä in March 2023.
The Wärtsilä system allows the boiloff-gas (BOG) from the LNG onboard to be reliquefied and returned to the cargo tanks rather than being wasted. The solution contributes to a significant reduction in emissions and creates cost
savings, as well as optimising the LNG cargo level.
“Wärtsilä’s experience and expertise in LNG reliquefaction and gas handling are well known, and we had no hesitation in selecting their equipment and services for this project,” said Tim Twomey, Senior Vice President Fleet Technical, Energos Infrastructure. “We are therefore glad to again team up with Wärtsilä as a critical partner for our conversion projects, and view their reliability and robust technology as an important factor to proceed with this project.”
“This project shows New Fortress Energy’s and Energos’ commitment to improving the environmental profile of their fleet, and we are happy to once again be shown the trust of these partners in this conversion project,” commented Pål Steinnes, Head of Sales and Business Development Midstream, Wärtsilä Gas Solutions.
“Our robust and reliable Compact Reliq technology is a perfect match for such applications. It combines cost-efficiency with low maintenance to deliver a solid environmental and commercial return.” The Wärtsilä equipment is scheduled for delivery during the second half of 2024. Wärtsilä Gas Solutions is a market leader with innovative systems and lifecycle solutions for the gas value chain. The company’s main focus areas are handling of gas in seaborne transport (storage, fuel, transfer and BOG management), gas to power, liquefaction and biogas solutions.
Global Drone Inspection (GDI), the subsidiary of robotic inspection specialists RIMS BV, and Dubai-based ship repair company JOME Engineering have signed an agreement whereby JOME will become a local service station partner for GDI. The agreement was signed in April at Sea Asia.
Under this cooperation, JOME will invest in drones, the training of pilots, and class audits, with the aim that it will eventually carry out drone inspections under the flag of GDI in the UAE. This will extend the global reach of GDI’s inspection capabilities in line with the company’s strategy to extend its network of local service partners around the world.
“The benefits of drone inspections are rapidly being realised by the international community,” said David Knukkel, CEO at GDI. “This mature remote inspection technology offers a safe, cost-effective, and efficient alternative to conventional inspection protocols. We are delighted to have JOME onboard. We have established a good relationship with them over the years and are confident that this agreement will be beneficial to both parties.”
“We recognise and appreciate GDI’s experience and know-how in this fastgrowing field,” commented Mustafa Zaveri, Managing Director, JOME. “Drone inspections make a lot of sense, and we are excited at the potential for this technology in the United Emirates.”
GDI will carry out training sessions for JOME personnel using the company’s safety management system, which contains all the relevant procedures and operational requirements. This will include the use of simulators as well as physical training. Initially, inspections will be carried out by JOME under supervision by GDI, until such time that on-site supervision is no longer necessary.
A pioneering joint development project (JDP) to evaluate the feasibility of converting a bulk vessel to methanol fuel propulsion has been signed by ABS and Berge Bulk (BB).
Berge Bulk CEO James Marshall and ABS Vice President of Global Sustainability Panos Koutsourakis signed the agreement which will see
BB and ABS explore the possibility of retrofitting the 300m-long heavy fuel oil-propelled bulk carrier Berge Mauna Kea to operate on methanol fuel.
The six-month study is underway, and the two companies will collaborate on a broad range of subjects, from the availability of methanol fuel and practicalities of bunkering to the review of technical and economic aspects of the conversion.
The project represents a significant step forward in the development of methanol as a marine fuel and underscores the growing momentum of the clean energy transition in the shipping industry. One of the key benefits of methanol as a marine fuel is its low emissions profile. Compared to traditional marine fuels, methanol emits significantly lower levels of sulphur oxide (SOx), nitrogen oxide (NOx), and particulate matter.
“Retrofitting alternative fuel capability to the global fleet is going to be critical if we are to achieve our sustainability goals,” said Christopher J Wiernicki, ABS Chairman, President and CEO.
“This JDP is blazing a trail that many other vessels will ultimately have to travel as operators look to manage their decarbonisation trajectories over a vessel’s lifespan. Methanol is increasingly being recognised as a compelling alternative pathway for owners and operators. With practical benefits related to ease of storage and handling, tank-to-wake carbon intensity reduction, as well as a pathway to carbon neutrality through green methanol, methanol presents an immediate and promising solution.”
“Berge Bulk is committed to our target of achieving net zero carbon by 2025. We see methanol as one of the solutions towards these ongoing decarbonisation efforts,” said James Marshall, CEO of Berge Bulk. “Existing technologies are available to convert methanol for use in our engines, whilst there are also procedures for bunkering of methanol and its use onboard. As a leader in this industry, we are confident that this collaboration with ABS will accelerate our efforts towards zero carbon in this energy transition journey.”
David Knukkel, CEO of Global Drone Inspection (left), Sunny Rajan, Sales Director of JOME (centre), Mustafa Zaveri, Managing Director of JOME (right) signing the contract at SeaAsia Seated left to right: Panos Koutsourakis, ABS Vice President of Global Sustainability, and James Marshall, Berge Bulk CEO. Sstanding left to right: Arnab Ghosh, ABS Director, Business Development, Sylvain Julien, Berge Bulk Head of Innovation and Newbuilding and Paolo Tonon, Berge Bulk Technical Director
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Lisnave is planning to invest more than €200 million in two new business areas
The Berge Mauna Kea is a 210,000dwt bulk carrier, currently under construction at the Nihon Shipyard in Japan. Delivery is expected in mid-2024.
In line with the company’s strategy towards Blue, Green and Circular Economies over the course of the next decade, Lisnave is planning an estimated investment of more than €200 million in two new business areas – the production of offshore wind power equipment (floats and towers) and responsible naval recycling – and is expected to create 300-500 direct jobs in the region.
Looking ahead, Lisnave is well-positioned to continue its growth and success in the future. With its strong focus on innovation and customer service, the company is committed to remaining a leading player in the global ship repair industry for many years to come.
One of the most common vessel upgrades at Lisnave has been AMP (Alternate Marine Power) retrofits. AMP is an anti-pollution measure which helps reduce air pollution generated from diesel generators by using shore
electric power as a substitute. AMP is used when the ship is in port. It is also called cold ironing.
Other common upgrades have been:
• Propeller replacement
• Installation of Kort Nozzles
• Application of silicone-based paints
• Fabrication and replacement of bulbous bows – optimising for slow-steaming to reduce fuel consumption.
Wouter Sanders, previously the VP/GM of SGS US Gulf Coast Diving, has been appointed Managing Director of Subsea Global Solutions Belgium BV, located in Antwerp.
This internal appointment follows the retirement of Manuella Maes and Pierre Klein, who have stepped down from their positions as Managing Director and Technical Director, Europe.
Sanders, who joined SGS as a commercial diver, has proven himself in the field and as an inspirational and experienced leader in key roles over the last decade in locations such as Miami, Curaçao and lastly Houston.
Demolition works have begun at the iconic Belfast Harland & Wolff shipyard, marking the start of a journey to becoming the UK’s most technologically advanced shipyard.
Following the award of the manufacturing subcontract with Navantia in relation to the £1.6 billion FSS warship programme, Harland & Wolff confirmed it would see £77 million invested in technology in its Belfast and Appledore shipyards. Works have commenced as it prepares to deliver on the contract win in 2023.
An extension to the fabrication halls will be undertaken to facilitate a highly dynamic material and sub-structure production flow, along with a highly efficient manufacturing and production process. Investments will be made in technologically-advanced robotic and autonomous equipment that includes material movement, marking, plate cutting, panel lines and robotic welding. In addition, new larger paint buildings will be constructed to facilitate larger and more efficient block painting. This subcontract will be a significant and historic step change to Harland & Wolff’s capabilities and will make it an important participant in the
international shipbuilding industry. Specifically, with modern shipyards and a proven track record post-FSS.
Following the planned investments and upgrades to its sites, Harland & Wolff will be able to capitalise on further multi-billion-pound fabrication and heavy engineering opportunities within the defence, renewables and commercial maritime markets globally. The business will target a significant number of floating offshore wind projects for which fabrication is expected to commence between 2024 and 2030.
GE Power Conversion has signed an agreement to renew its partnership with Nedstack Fuel Cell Technology for the development of marine fuel cell solutions. The agreement follows on from a previous cooperation agreement for collaborative work. A pilot project, for a large-scale marine fuel cell application, provided valuable feasibility support to a cruise provider for their technical and commercial evaluation of decarbonisation solutions.
GE Power Conversion and Nedstack Fuel Cell Technology are enthusiastic about the opportunity to continue working together and proactively offering alternative marine fuel and electric power technical solutions to the wider merchant marine market to support the sector’s transition to net zero.
The two companies envisage using marine fuel cell technology as part of GE Power Conversion’s electric ship system, replacing traditional diesel engine power sources with fuel cells, and heavy fuel oil (HFO) with hydrogen. Together, GE and Nedstack have engineered the concept for a 2MW hydrogen fuel cell power plant on an expedition cruise vessel, with initial results being positive.
Hydrogen and Proton Exchange Membrane (PEM) fuel cell technology can offer the potential of achieving zero emissions in a large variety of maritime applications. PEM fuel cells are electrochemical reactors in which
fuel and an oxidant react to generate electrical power. Such reactions, as opposed to combustion reactions, do not produce any emissions other than pure water and can be scaled to multimegawatt power ratings.
Alfa Laval has announced the completion of its acquisition of Marine Performance Systems BV (MPS), a Rotterdam-based maritime technology company that has developed the first fluidic air lubrication system on the market. The move will enable Alfa Laval to bring this environment-friendly technology to market, contributing significantly towards improving ship efficiency, reducing fuel consumption, and minimising emissions from ships.
A ship’s friction when sailing is the most significant driver of its fuel consumption, representing up to 60% of a vessel’s operating expenditures. The advanced fluidic air lubrication system from MPS combines fluidics and air lubrication technologies to offer significant reductions in the ship’s friction when sailing. The system is unique in its use of fluidics to generate micro air bubbles with a high degree of control, maintaining an air layer that covers the full flat
bottom area of the vessel for maximum effectiveness. The reduction of frictional resistance working on the ship’s hull results in reduced fuel consumption.
“By adding air lubrication system into our portfolio, we are thrilled to further expand our offering of energyefficient and sustainable solutions to our customers,” says Anders Lindmark, Business Unit President Heat & Gas Systems, Alfa Laval. “Since 2021, we have been closely supporting the development of MPS’s air lubrication technology and we are impressed with the performance of the fluidic air lubrication systems we have installed on board vessels.”
With its ability to provide shipowners with numerous benefits in one solution, the fluidic air lubrication technology is expected to have a significant impact on shipping
The GE Power Conversion and Nedstack partnership agreement being signed Demolition work has begun at Harland & Wolffdecarbonisation. By reducing the friction, air lubrication not only supports emission abatement but provides substantial fuel cost savings and improvement in overall ship efficiency, at a vessel’s normal service speed and a payback period below three years. The patented FluidicAL system requires no structural modifications or vessel recertification, which makes it ideal for retrofitting as well as for newbuilds. Having a minimal footprint and maximum flexibility, the system can be configured and optimised to the specific vessel’s design and operational profile, ensuring seamless integration with existing onboard technology.
Development into the qualification and application of advanced manufacturing processes such as additive manufacturing (AM), also known as 3D printing, for critical components on vessels is the subject of a memorandum of understanding (MOU) recently signed by ABS and Mencast Marine.
The partners have agreed to cooperate in these key areas:
• Design, manufacturing, testing and qualification of critical marine
components through additive manufacturing.
• Development of data analytics and artificial intelligence (AI) in the additive manufacturing process.
• Development and validation of innovative solutions for sustainability through additive manufacturing.
ABS is supporting the industry with the its Requirements for Additive Manufacturing publication, which defines the approval and certification process for AM facilities and parts. In this collaboration, ABS will play an important role in verifying that the parts are designed, produced, tested and qualified based on ABS requirements and international standards. The AM qualification framework is also designed to facilitate the adoption of novel AM technologies.
Mencast has been using AM to design and manufacture its suite of products in a more sustainable and efficient manner, while leveraging other advanced technologies like data analytics and artificial intelligence to boost the potential of AM. Through this collaboration with ABS, Mencast aims to validate and qualify the novel AM processes and products that will be developed.
“AM technologies have a huge potential to revolutionise supply chain and maintenance procedures both in maritime and beyond, and ABS is committed to supporting these innovations without compromising safety,” says Gareth Burton, ABS Vice President of Technology.
“Pushing transformation boundaries through innovation is always part of Mencast’s DNA. Our strategy is to position ourselves on advanced new technologies to support our decarbonisation and sustainability journey,” says Glenndle Sim, Executive Chairman and CEO, Mencast Holdings. “We foresee additive manufacturing (AM) will be the pillar for our sustainable growth.”
As ABS contributes to accelerating the adoption of AM technology, it will also participate in more collaborative projects with Mencast to further the adoption of AM technology. ABS has been involved in a range of industryleading AM initiatives, including a joint
Alfa Laval has acquired Marine Performance Systems which has developed the first fluidic air lubrication system on the marketdevelopment project to fabricate, test and install functional AM parts on board an oil tanker.
ClassNK has released Guidelines for Wind-Assisted Propulsion Systems for Ships (Edition 2.0), which specify requirements for ensuring the safety of ships equipped with wind-assisted propulsion systems, based on the latest insights obtained from the involvement in actual installation projects.
As a solution for responding to the EEXI regulations and CII rating, and fuel costs reduction, the implementation of wind-assisted propulsion systems is progressing. When such systems are installed on board ships, they are expected to be effective in reducing CO2 emissions, etc, by the use of wind forces. However, depending on the scale and specifications, they also pose risks to ships’ structures, the crew on board, and the surrounding environment.
To provide safety guidance for addressing these risks appropriately, ClassNK published the first edition of Guidelines for Wind-Assisted Propulsion Systems for Ships in 2019 as a standard for wind-assisted propulsion systems and ships equipped with the systems, and has performed plan approvals and surveys related to the actual installation projects.
Reflecting the insights obtained from involvement in the actual installation projects and output of the latest R&D, the guidelines are updated significantly to the second edition.
The overall structure of the guidelines has been revised and organised into three parts: Wind-Assisted Propulsion Systems, Base Ships and Surveys, and requirements have been refined and
clarified. The guidelines now provide a comprehensive overview of the points to be considered in designing windassisted propulsion systems and their installation on ships.
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