Langh Ship’s general cargo ship Chistina entering the graving dock at Oresund Drydocks. Oresund Drydocks
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Issue: March 2025
Volume No.49 No.1
ISSN No. 0143-5000
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2 Face the Facts
An interview with Alvin Gan, who leads the Repairs and Upgrades business at Seatrium
8 On the Line
A new Lloyd’s Register report highlights both progress and persistent challenges in equipping existing vessels to meet ambitious emissions reduction targets
14 Up Front
WAPS are on the rise, with the number of ships using direct wind energy for propulsion increasing at a rate of knots
22 Spotlight
The spotlight is turned on the Baltic, where we feature BLRT, Oresund Drydocks, Kongsberg Maritime, Samskip, Scandlines, Viking Line and Thordon Bearings
38 Area Review
Sea Asia tackles navigating decarbonisation and hosts a wind propulsion summit, whilst PaxOcean charts new frontiers and Seatrium completes a selection of complex projects
48 Market Intelligence
Steve Gordon, Global Head of Clarksons Research, provides an update of ship repair data points from Clarksons World Fleet Register
56 Mechanical Matters
A brace of repair projects for MarineShaft and Metalock Brasil, a BERG Propulsion retrofit and a new Lifecycle Agreement for Wärtsilä
64 In Focus
Steelpaint advises that cutting corners on preparation doesn’t cut costs and OSG extends adoption of graphene-based prop coating
68 Navy Review
A selection of the latest ship repair and modernisation projects from the defence sector
76 Analysis
Keeping a vessel in prime condition is paramount – so why fit non-OEM parts?
82 Worldwide
A roundup of ship repair news from around the world
90 News
The latest products, appointments and news
A TRUSTED PARTNER IN THE OFFSHORE AND MARINE INDUSTRY
Seatrium Limited is a Singaporean state-owned company formed in 2023 from the acquisition of Keppel Offshore & Marine by Sembcorp Marine which was subsequently renamed Seatrium.
Alvin Gan leads the Repairs and Upgrades business, overseeing a broad portfolio of services that includes the repair, refurbishment, retrofitting, life extension and upgrading of vessels, offshore platforms and marine structures. His role also extends to EPC solutions for upgrades and conversions, e.g. FSRUs and FPSOs, with a focus on green technologies, energy efficiency, alternative fuels and low-carbon retrofitting solutions.
Gan joined the group in 1995 and held various roles in the ship repairs and upgrades business, with extensive experience in both operations and project management. He plays a key role in forging long-term partnerships with customers in delivering innovative, high-quality solutions to meet the evolving needs of the marine and offshore industry.
He holds a Bachelor of Engineering (Hons) in Naval Architecture and Offshore Engineering from the University of Strathclyde, UK.
Seatrium’s 30,000-tonne gamechanging Goliath twin cranes at its flagship Tuas Boulevard Yard
Q. What was the key rationale for the combination of Sembcorp Marine and Keppel Offshore & Marine and has the merger met all expectations?
A. The business transformation of both companies created Seatrium, a premier global player offering offshore renewables, new energy, and cleaner solutions in the offshore & marine sector. The enlarged company will benefit from synergies from combined competencies and capabilities, as well as enhanced competitiveness through greater scale and cost efficiencies.
Q. How has the combination affected the ship repairs and upgrades business of the group?
A As a group, we are now operating on a bigger global scale, allowing us to offer our customers with end-to-end solutions in repairs and upgrades all through one Seatrium. With 14 yards globally and 20 drydocks, we will offer greater footprint, capacity and capability to our customers internationally.
Our customers can also leverage our deep engineering and project management expertise across the group; we offer a full suite of products and solutions in ship repair and upgrades.
As a key business pillar under the group, Seatrium’s Repairs and Upgrades business continues to be the world leader in LNG and FSRU repairs and conversions. We are now focusing on turnkey EPC retrofit solutions in maritime decarbonisation, pioneering the world’s first green ammoniacapable dual-fuelled vessel, FFI Green Pioneer, and partnering with the Maritime & Port Authority of Singapore (MPA) to pilot hydrogen fuel cell conversions for the nation’s first fuel cell retrofit on the Penguin Tenacity, a rollon/roll-off vessel.
Recently, the group also completed the world’s first two full turnkey Onboard Carbon Capture and Storage (OCCS) retrofits on Solvang’s Clipper Eris and MOL’s Nexus Victoria [See page 46].
Q. What about the oil & gas conversions part of the business?
A. We have been actively growing our business in Oil & Gas Newbuilds and Conversions.
In 2024, we secured several contracts including the FPU Sparta for Shell, FPU Kaskida for bp, and various FPSO newbuild and topsides integration projects for Petrobras, MODEC and SBM Offshore respectively. Last month, we
Seatrium completed the world’s first full-scale, turnkey CCS retrofit on Solvang’s ethylene carrier, Clipper Eris, set to capture up to 70% of CO2 emissions using amine-cleaning technology
signed an MOU with bp for a second FPU for deployment in the US Gulf of America [Gulf of Mexico]. These developments reflect the continued demand for such production solutions and reinforce Seatrium’s leadership position in this area.
To date, Seatrium has delivered the world’s first two FLNG conversions: the Golar Hilli in 2017 and the Golar Gimi in 2023.
We pioneered turnkey FSRU/FSU conversions, a growing business segment in which we have completed over 20 conversions since 2007.
Q. Do the yards still run as individual entities, or do they share work/projects across Seatrium?
A. Today, our yards globally are horizontally integrated under the One Seatrium Global Delivery Model, allowing us to scale the business.
All projects are organised under our Central Planning team, rather than
at each of our yards, providing more flexibility in project management and forward planning. This unique endto-end model centralises our global expertise onto a single operating platform, ensuring consistent and efficient delivery of solutions to our customers. To enhance operational excellence, our yards are supported by engineering and technology centres of excellence internationally.
A good example is our P-series projects: We outsource the hull to partner yards, while topside modules are fabricated by our yards in Brazil, China and Singapore and will undergo integration in Singapore.
Q. Do you have any plans to expand the ship repair and conversion part of the business?
A. Our repairs and upgrades business continues to be a key pillar to our group, delivering on our commitments to our partners and customers. According to our earnings announcement, the repairs and
Repair and upgrade of Carnival Panorama cruise vessel for Carnival Cruise Line
upgrades segment delivered a revenue of S$1.1Bn in FY2024, up 7% from a year ago. This is driven by higher revenue per vessel as compared with FY2023, despite fewer vessels worked on.
In 2024, we signed and renewed several exclusive favoured customer contracts, bringing our total to 22 today. These contracts allow us to assist our partners with forward drydock planning of their fleet and enable capacity planning, which in turn results in revenue visibility.
We are also optimistic that periodic drydock maintenance, fleet rejuvenation and maritime decarbonisation will continue to drive demand in this part of our business.
Q. Do you have any plans for major changes to the yards?
A. To continue to scale the business through our One-Seatrium Delivery Model to enhance the operational capability of our yards globally.
We are investing in digitalisation to improve our systems and product services. As part of our Smart Yard initiative, we are leveraging smart video analytics, AI and digital twin technology augmented with real-time IoT
(Internet of Things) to further improve productivity and operational efficiency.
Q. How do you see the future for ship repair in the region?
A Singapore, with its strategic geographic location at the centre of the global shipping lanes, will continue to be pivotal in ship repair and Seatrium, with our proven track records and full suite of services, will play a leading role in this segment.
Driven by maritime decarbonisation, we see a robust global market with growing shipping demand across segments. More than 60% of the identified world fleet (tankers, LNGCs, containerships and cruiseships) is more than 10 years old, which means they will require more maintenance/upgrade work besides the mandatory drydocking work. We are in a good position to secure higher-value vessel upgrades and turnkey/energy efficiency retrofits based on our strong track record.
Seatrium’s track record in various repairs and upgrades segments includes:
• World leader in LNGC repairs & conversions – 989 projects delivered since 1979
• Pioneer in FSRU/FSU conversions –21 delivered since 2007
• Asia’s leader in cruise repairs – 411 projects delivered since 1978
• Regional navy MRO strategic partner – 438 vessels repaired since 1977
• 22 alliances & long-term Strategic Partners.
Q. Is there anything you would like to add?
A. Seatrium has a long history and proven track record as a trusted partner in the offshore and marine industry. We are committed to building deep and mutually-beneficial partnerships with our customers to deliver the best Seatrium experience through the highest standards of safety, reliability, and quality in the journey towards decarbonisation and sustainable shipping.
Seatrium completed a major retrofit of Alaskan Frontier for the Alaska Tanker Company
LR SEES LNG RETROFITS SURGE
A new LR report highlights both progress and persistent challenges in equipping existing vessels to meet ambitious emissions reduction targets.
Lloyd’s Register (LR)’s latest Engine Retrofit Report reveals that while the maritime industry has made strides in its ability to execute ship engine retrofits for alternative fuels, a critical lack of supply-side incentives threatens to delay progress.
Since LR’s initial report in 2023, the industry has seen the completion of the first methanol fuel conversions since 2015 and a continued expansion of shipyards with retrofit capabilities.
However, the new report emphasises that the incentives needed to accelerate the adoption of alternative fuels are evolving at a slower pace. Despite regulatory drivers such as the EU’s FuelEU Maritime and Emissions Trading System (ETS), which impose penalties for carbon emissions, demand for alternative fuels remains low due to an absence of strong incentives for fuel producers.
A surprising development in 2024 was the resurgence of LNG retrofits as shipowners sought immediate carbon reductions to navigate regulatory requirements. More than 305 LNGfuelled ships were ordered last year, accounting for approximately 14%
of newbuilding orders, significantly outpacing methanol and ammonia alternatives.
While LNG offers a near-term compliance solution, the report warns that deeper emissions reductions will be necessary beyond the next decade. Methane emissions and the long-term availability of bio- and e-LNG remain challenges, but with zero-emission fuel supply chains still in their infancy, many operators see LNG as the most viable retrofit option today.
Supply chain readiness is another important factor highlighted in the report. It warns that without improved coordination between engine manufacturers, fuel system suppliers and shipyards, lead times for conversion projects could stretch beyond 18 months. On the regulatory front, recent amendments to the MARPOL Annex VI NOx Technical Code are expected to ease certification challenges for converted engines.
Significant issue
Another significant issue identified in the initial report was the limited capacity
of shipyards capable of undertaking alternative fuel conversions. While the number of capable yards has increased (around 16 shipyards, mainly in China and the Middle East), the latest report identifies current retrofit capacity at approximately 465 vessel conversions annually – well below the projected peak requirement of over 1,000 conversions per year.
Despite a slow evolution of new retrofit orders in 2024, engine designers are proactively preparing for future market demands. The relatively shorter lead time for retrofit projects than newbuilds mean that more projects for completion in 2026 and 2027 could be announced in 2025.
In response to the initial report that identified shipyard capability as a
potential obstacle to retrofits, LR has developed a methodology for evaluating potential shipyard candidates. This provides shipowners with confidence that chosen partners can fulfil retrofit project requirements.
“LR’s new Engine Retrofit Report demonstrates that while technology and regulations are evolving, decisive action is needed to secure the future fuel landscape,” says Claudene SharpPatel, LR’s Global Technical Director “The technology and shipyard capacity to retrofit vessels is improving, but without decisive action to scale up alternative fuel supply chains, shipowners will face increasing compliance costs and operational uncertainty. We need greater regulatory clarity and investment to bridge the gap between ambition and action.”
The Wärtsilä Z40 four-stroke engines used in the methanol-fuelled retrofit
First methanol fuel conversions
LR has been involved with methanol fuel conversions since the early days. In 2015, an EU-funded refit project overseen by surveyors from LR at Remontowa shipyard was a collaboration between Stena Line, Wärtsilä, the ports of Gothenburg and Kiel, methanol specialist Methanex Corporation and ship designer ScandiNAOS. The Stena Germanica, the world’s first methanol-powered RoPax, was fitted with dual-fuel methanol and diesel injection nozzles on its Wärtsilä engines.
Building upon the success of the Stena Germanica in 2015, LR and Stena Lines have been working together on a project to retrofit two fast RoRo vessels with methanol propulsion.
The conversion will see the Stena Superfast VII and Stena Superfast VIII, which operate on the Scotland to Northern Ireland route between Cairnryan and Belfast, converted to methanol dual-fuel propulsion with the vessels transferring class to LR.
“The project, which is now at an advanced stage, will see the two Superfast ferries have two out of the four main engines in each vessel converted to operate on methanol, with the other two units using marine gas oil,” says Glenn Harris, Media Relations Lead, LR. “In addition, the ship’s bunkering, storage, fuel supply and supporting systems will also be adapted for methanol.”
The LR-classed Stena Germanica remains the only retrofitted methanol vessel in service and will provide valuable experience for the project to convert the Stena ferries. “The project to retrofit the Stena Superfast VII and VIII with methanol dual-fuel propulsion underlines Stena Line Ferries and LR’s shared commitment to sustainability and the importance of embracing alternative fuels for a more sustainable future,” says Paul Herbert, Principal Technology Specialist, LR. “Leveraging our expertise and experience gained from the successful conversion of the Stena Germanica in 2015, we are poised to deliver another groundbreaking solution that will pave the way for greener and more efficient ferry operations.”
LR’s ShipRight Risk Based Certification has been refined over the intervening years
Stena Germanica, the world’s first methanol-powered RoPax, was fitted with dual-fuel methanol and diesel injection nozzles on its Wärtsilä engines
Econowind has surpassed 100 VentoFoil units sold, marking a major milestone in the shipping industry’s shift towards Wind-Assisted Ship Propulsion
WAPS on the rise
With the number of ships using direct wind energy for propulsion increasing at a rate of knots, perceptions of wind propulsion technology are seemingly changing in the shipping industry, a sector which, until the middle of the 19th century, relied solely on sail.
The potential of wind energy to rapidly decarbonise the shipping industry by enabling the realisation of low- or zero-emission vessels is well known. However, barriers to the large-scale adoption of wind propulsion technologies remain, despite multiple proven and mature technologies being available on the market today.
The International Windship Association, the global trade organisation for direct wind power in shipping, has launched a new survey to gain deeper understanding of existing barriers to the accelerated upscaling of wind technology use, and to understand the perception of the wind propulsion technology segment and low- or zeroemissions fuels and technologies.
The results of the survey will be disseminated back into the industry with the aim of improving awareness and understanding around wind energy and wind propulsion technology, firstly to delegates attending the upcoming ‘Wind Propulsion Asia’ Summit (see page 41), which will be hosted by IWSA on 25-26 March during Singapore Maritime Week, and then on wind-ship. org for public use.
Econowind passes
100th VentoFoil unit
Econowind has surpassed 100 VentoFoil units sold, marking a major milestone in the shipping industry’s shift towards wind-assisted propulsion (WAP). The
increasing adoption of the VentoFoil system reflects shipowners’ drive to cut fuel consumption, reduce CO₂ emissions and comply with tightening global regulations.
Since the first two units were installed on MV Ankie in 2018, Econowind has steadily expanded its reach. Today, 32 VentoFoil units are in operation, 33 are in production or ready for installation and another 37 are set for delivery in 2025.
The VentoFoil technology has been successfully deployed on bulk carriers, tankers, RoRo and container vessels.
“Surpassing 100 VentoFoil units sold is a clear sign that WAP is gaining real momentum,” said Chiel de Leeuw, CCO of Econowind. “With rising fuel costs and increasingly strict environmental regulations, shipowners are embracing wind power as a proven solution. As we scale up production, we’re eager to help even more vessels transition to greener shipping. The low weight and tiltable VentoFoils are ideal for shipowners who value flexibility.”
Ramping up production
To meet growing demand, Econowind is scaling up production at its facility in Zeewolde, in the Netherlands. The expanded space and optimised processes allow for higher output and shorter lead times, ensuring more shipowners can benefit from VentoFoil technology.
The VentoFoil range offers flexible solutions, with 10, 16, 24 and 30m
versions, catering to various vessel sizes and operational needs. Next to the fixed mounts Econowind offers containerised and Flatrack VentoFoil units. These can be easily transferred between vessels, making it a practical, scalable solution for shipowners looking to enhance efficiency and reduce carbon emissions while maintaining operational flexibility.
eSAIL breakthrough
bound4blue has completed the installation of its breakthrough eSAIL suction sails on tanker Pacific Sentinel, with a streamlined single-stop process for Eastern Pacific Shipping (EPS) at Besiktas Shipyard in Turkey during a planned drydocking.
Three 22m DNV Type Approved eSAILs were installed on the 50,000dwt Pacific Sentinel in under a day per unit, as planned. The installation took place during a scheduled vessel drydock, with preparatory work completed in advance. The fully autonomous windassisted propulsion system (WAPS) will help the vessel reduce overall energy consumption with forecast energy consumption savings of around 10% depending on vessel routing, slashing OPEX and emissions to air, whilst also enhancing regulatory compliance.
Fast-track, singlestop benefits
The installation heralds a landmark in numerous regards, signifying EPS’s first step into wind-assisted propulsion, as a continuation of its ambitious decarbonisation programme, whilst also marking bound4blue’s first tanker installation. The Spanish-based wind pioneer has undertaken a fasttrack ‘single-stop’ process, ensuring minimal vessel downtime with all work undertaken during planned vessel maintenance at the shipyard.
The installation combined vessel groundwork, such as fitting pedestals for the eSAILs and welding, with the simultaneous preparation and programming of the sails. This efficient approach helped minimise installation time.
“We’re committed to helping shipping companies, such as EPS, embrace clean, proven, wind power in the simplest, most cost efficient and effective manner,” explains David Ferrer, Cofounder and CTO, bound4blue. “Thanks to our collaboration with shipowners, operators, shipyards, and other key partners in all installations carried out by bound4blue, we have achieved a quick, robust, and high-quality deployment procedure. In this case the vessel and sails were fully prepared in advance, ensuring they could be lifted and bolted into place without extending the planned time at the yard.”
Easy advantages
Ferrer adds that the nature of the eSAIL unlocks further advantages for cost, weight savings and efficiency on what could otherwise have been a demanding task:
“The fact that this is an MR tanker creates unique challenges in terms of ATEX zones and air draft limitations, but the eSAILs simplicity is the ideal solution.
“It allows for non-EX-proof units, which streamlines the process, and reduces CAPEX, while their high performance achieves substantial savings without requiring excessively large sails, eliminating the need for tilting mechanisms and allowing for compatibility with the vessel’s existing air draft. It is, we believe, an ‘easy’ way for such vessels, and many other demanding shipping segments, to access the compelling commercial, regulatory and environmental advantages of wind power.”
Additional project
In another project, bound4blue and Odfjell partnered to complete the first installation of a WAPS for the chemical tanker specialist, with four of bound4blue’s eSAILs retrofitted on the 49,000dwt Bow Olympus. The 22m-tall suction sails will help the advanced vessel achieve significant fuel savings, unlocking commercial, environmental and regulatory advantage.
SURPASSING 100 VENTOFOIL UNITS SOLD IS A CLEAR SIGN THAT WAP IS GAINING REAL MOMENTUM.
A tailored two-step installation process was deployed to accommodate the vessel’s busy schedule. Firstly, sail pedestals were fitted during a planned drydocking, before the eSAILs were lifted into place at EDR Antwerp Shipyard. Due to the outstanding coordination among the three parties, the installation was efficiently completed in just two days.
Easy does it
“We’re excited to support Odfjell in adopting wind propulsion technology within the maritime industry,” comments Ferrer. “Installing WAPS on a vessel like this can be challenging due to ATEX zones and air draft limitations. However, the mechanical simplicity of eSAILs offers a smooth solution, allowing for the installation of non-ATEX units, which helps reduce CAPEX and simplifies the installation process. Indeed, this is a key attraction for the tanker market, as shown by the increasing number of projects from this crucial segment now populating our orderbook.”
A detailed look at WAPS technologies
The surge in industry interest, combined with systems builders and yards scaling up production and installation capacity, is set to accelerate growth in orders for wind-assisted propulsion systems (WAPS) in the coming years.
In response to this trend, DNV’s new white paper: WIND-ASSISTED PROPULSION SYSTEMS (WAPS) How WAPS can help to comply with GHG regulations provides a detailed look at WAPS technologies, their onboard implementation, and potential fuel savings to help shipowners determine whether they are a viable business option for their vessels and operations.
DNV’s white paper explores the design and operational factors influencing WAPS fuel savings and provides steps for evaluating the technical feasibility of new systems, from concept to implementation. The paper includes two case studies in EU waters modelling how different WAPS installations can effectively reduce fuel costs and emissions in compliance with EU ETS and FuelEU Maritime.
“As we navigate the maritime energy transition, it’s crucial to consider all options for decarbonisation,” says Knut Ørbeck-Nilssen, CEO Maritime at DNV. “And as more verified data comes in, the business case for WAPS technologies is building. They are already delivering significant fuel savings when matched to the right vessel type and operational profile. And as part of the suite of new energy efficiency technologies, WAPS are stepping up to deliver immediate emissions reductions and play a growing role in the maritime decarbonisation journey.”
Four of bound4blue’s eSAILs are being retrofitted to the Bow Olympus
Knut Ørbeck-Nilssen
Hasso Hoffmeister
Retrofit any vessel
Retrofitting WAPS is possible for almost any ship with sufficient deck space and unobstructed airflow, even if not originally designed for sails. However, vessels with WAPS integrated into the design offer even greater opportunities for optimisation. Currently, 75% of the WAPS fleet are retrofits, primarily tankers and general cargo vessels. Rotor sails have been the preferred technology for the bulk and tanker sectors (54% share of systems installed), while suction sails are the main choice for general cargo ships (67%).
“Current WAPS technologies use advanced control and automation systems, combining aerodynamics, automation, computer modelling and modern materials,” explains Hasso Hoffmeister, Senior Principal Engineer at DNV. “Today, these technologies are not widely adopted but show significant promise as a component in hybrid propulsion systems. Looking ahead, we might see the first pure wind-powered modern large cargo vessel, Orcelle, contracted in the next few years.”
Drivers behind the rapid WAPS uptake are also tied to economic benefits of complying with current and future regulations such as the Energy Efficiency Design Index (EEDI), Energy Efficiency Existing Ship Index (EEXI) and upcoming IMO regulations that set CO2 emission requirements for new and existing ships. WAPS can help meet these requirements through a correction factor as well as improving Carbon Intensity Indicator (CII) ratings by reducing fuel consumption.
DNV has been at the forefront of developing rules and standards for verifying and certifying WAPS and their integration onboard, publishing the first class notation for ships using WAPS in 2019. This notation is supported by the ST-0511 Wind Assisted Propulsion Systems certification standard. DNV’s ‘WAPS Ready’ notation, which uses a modular approach to verify compliance for future WAPS installations and DNV’s new recommended practice, which proposes an on/off methodology to measure performance, will be updated in 2025.
MAIN COLLABORATIONS
Spotlight on the Baltic
Busy times at BLRT and Oresund Drydocks, environmentally friendly upgrades for Kongsberg Maritime and Samskip, a Scandlines hybrid gets a rotor check, Viking Line looks at going fossil-free and Thordon Bearings expands its presence.
The Grace undergoing a remarkable transformation from a general cargo to a fully equipped cable recovery vessel at BLRT Repair Yards Tallinn
BLRT Grupp, one of the largest industrial holdings in the Baltic region, operates Tallinn Shipyard in Estonia, Western Shiprepair in Lithuania and Turku Repair Yard in Finland. These three yards repair, upgrade and service around 300 vessels annually.
The transformation of the general cargo vessel Grace earned the title of Project of the Year at BLRT Grupp’s annual gala last year, showcasing the yard’s expertise in complex vessel conversions.
At BLRT Repair Yards Tallinn, Grace underwent a remarkable transformation to a fully equipped cable recovery vessel. The yard carried out structural modifications, specialised equipment installation and system upgrades, ensuring Grace was fully prepared for cable recovery operations.
Scope of the transformation:
• Five cable tanks: manufacturing and installation in the cargo hold, each 8.2m high, 10.2m wide, weighing a total of 72t. These tanks are used for collecting and storing cables recovered from the seabed.
• Cable walkway: manufacturing and installation, weighing 19t in total. It guides cables being recovered from the seabed to the cable tanks.
• Cable roller: manufacturing and installation of a 2m-diameter roller with independent rotation of PS and StB parts, weighing over 4t.
• Bow chute: manufacturing and installation, weighing over 4t, designed with a minimum possible gap (2mm) with the bow roller. It serves as a bow roller foundation and cable guidance, capable of withstanding loads over 20t.
Below: The yard carried out structural modifications, specialised equipment installation and system upgrades on Grace
Right: BLRT’s Klaipeda yard collaborated with Anthony Veder to install Econowind VentoFoil sails on Coral Pearl and Coral Patula (seen here)
Additional work included:
• Installation of cable recovery winch and tensioners
• Installation of 10-40ft containers (seven pieces in total)
• Rebuilding of cargo hold hatches
• Rebuilding of the cargo hold ventilation casing and forward mast
• Relocation and rebuilding of forward mooring appliances.
The achievement was made possible through strong collaboration with WIND and Mertech Marine, which entrusted BLRT Repair Yards Tallinn with this challenge.
Major upgrade
Late 2024 saw BLRT’s Klaipeda yard complete a special survey and major upgrade on the gas carrier Coral Fraseri, equipping it to operate as an LNG bunker vessel.
Part of the Anthony Veder fleet, the vessel now features enhanced capabilities to support sustainable and efficient gas transport, aligning with the industry’s ongoing transition to cleaner energy solutions. Known for their high standards, Anthony Veder’s vessels demand precision, expertise and attention to detail – qualities that BLRT Repair Yards deliver consistently.
During its docking, the yard team delivered targeted enhancements to optimise the vessel’s performance including:
• The design by the in-house engineering bureau Western Baltic Engineering, manufacture and installation of a 30-ton cargo operation platform, delivering a tailored solution to support cargo handling efficiency
• Crane system modifications to meet evolving operational demands
• Execution of complex condenser dismounting tasks
• Accommodation upgrades to ensure greater comfort for the crew during long voyages
• Tank measurement radar installation for enhanced cargo monitoring
• Auxiliary engine dismounting and mounting, improving long-term operational reliability.
Earlier in 2024, the yard in Klaipeda also collaborated with Anthony Veder on another project that saw it install Econowind VentoFoil sails on two ethylene carriers, Coral Patula and Coral Pearl
The innovative wind-assisted propulsion system enhances existing engines by harnessing wind energy to reduce fuel consumption. Estimated fuel savings are around 5%, with the potential to exceed 10% under optimal wind conditions, resulting in lower operational costs and a reduced environmental footprint – a significant step toward more sustainable shipping.
BLRT Repair Yards continues to support the maritime industry’s shift towards greater efficiency, innovation and environmental responsibility through projects like these.
Keeping cool
Following the successful drydocking of Cool Express, the world’s largest reefer, and her sistership Cool Eagle, earlier this year, Western Shiprepair in Lithuania welcomed reefer vessel Star Courage. While docked in Klaipėda, the 188.6m-long vessel underwent essential maintenance to ensure its continued performance. The team carried out hull blasting and painting, overhauled the auxiliary generator, repaired and replaced various pipes and valves and completed other routine drydocking work.
Designed to transport temperaturesensitive cargo such as fruit, vegetables, meat and seafood, Star Courage ensures these goods reach their destinations in pristine condition. Operating between key ports, the vessel plays a significant role in global food supply chains, maintaining cargo at carefully controlled temperatures throughout its journey.
Star upgrade
The Star I was a recent visitor to BLRT’s Turku (Naantali) yard in Finland. After a long-term charter in Ireland, the passenger/RoRo cargo ferry belonging to Tallink Grupp has returned to Estonia and, as of February 9, 2025, is sailing between Paldiski and Kapellskär.
Before hitting the route, Star I underwent maintenance at Turku Repair Yard where the team ensured it was made ready for passengers travelling with vehicles and for cargo operators. The work included
Tallink Grupp’s Baltic Princess headed to the BLRT Turku for maintenance at the end of February Photo: Marko Stampehl Tallink Grupp
minor mechanical, steel and piping repairs, along with extensive surface treatment, giving Star I a fresh new look to mark its grand return.
MAJOR FACELIFT FOR BALTIC PRINCESS
Tallink Grupp’s Baltic Princess, operating on the Turku-Stockholm route, headed to BLRT Turku for maintenance at the end of February. During the drydocking, in addition to regular technical maintenance work and upgrades, the vessel will have an extensive main passenger area facelift, receiving a brand new and modern interior design.
“The plans for the drydocking of Baltic Princess are quite extensive, with a particular focus on the main passenger areas, which will receive a major facelift,” says Tarvi-Carlos Tuulik, Head of Ship Management at Tallink Grupp. “The planned renovation of the vessel’s key passenger areas – including onboard shops, one of the biggest à la carte restaurants, a cocktail bar and ship’s info desk lobby and more – will amount to nearly €4M, which constitutes about one half of the total cost of the planned drydocking. We hope our guests will be really pleased with the result, as it will elevate the travel experience onboard Baltic Princess to a new level of passenger comfort.”
The renovations on the vessel’s public areas will be visible from the moment passengers embark. The new interior design of both the ship’s info lobby and the onboard shops has been created by the Finnish interior design firm Franz Design.
The à la carte restaurant Grill House will also be completely refurbished. The new interior design concept for the restaurant, created by Heikki Mattila, has already been launched and very well received on the company’s vessel Baltic Queen Similarly, the vessel’s elegant Piano Bar will receive a complete makeover, with interior design by Marjut Nousiainen.
Upgrades to the Baltic Express include a new lobby design, a new design concept for the Grill House (Photo by TõnuTunnel) and a complete makeover of the Piano Bar
BUSY AT ORESUND DRYDOCKS
Oresund Drydocks started 2025 by drydocking the Finbo Cargo from Eckerö Line for class renewal. Other work included the installation of an ICCP system, steel renewal on two decks, maintenance work on the coolers and forward winches, and painting.
The passenger/RoRo cargo ship Stena Vinga was also in for class renewal, with other work required on the stern and internal ramps and a bow thruster overhaul.
The RoPax Nordic Pearl was rebranded from DFDS Pearl seaways to Gotlandsbolaget during its visit to Oresund. “The vessel also required major upgrade work, including a lot of steel renewal, new furnishing in cabins and new social areas and of course a lot of painting,” explains Magnus Malmström, the yard’s Marketing Manager.
“Everything was completed within the agreed time and it was a pleasure to upgrade this 35-year-old lady.”
The Viking XPRS, a fast cruise ferry owned by the Finland-based Viking Line and operated on its service between Helsinki, Finland and Tallinn, Estonia, visited Oresund for a bow thruster installation and a stern thruster tunnel modification. It also underwent a number of interior upgrades and special Elogrid installation. Elogrid is a grid system installed on the ship’s hull to reduce resistance and improve fuel efficiency. It optimises water flow and reduces turbulence, resulting in lower energy consumption.
“It was then repainted ready for new adventures,” says Malmström. “The Swedish Maritime Administration’s icebreaker Idun is in our floating dock at present and Langh Ship’s Christina is entering our graving dock now,” he added.
Right: The Viking XPRS visited Oresund for a bow thruster installation and a stern thruster tunnel modification
Below: Langh Ship’s Christina entering Oresund’s graving dock
HAMLET HYBRID CONVERSION
Kongsberg Maritime has secured its latest upgrade project to convert the double-ended car ferry Hamlet to emission-free battery-powered operation. The ferry, operated by Öresundlinjen on the route between Helsingør, Denmark, and Helsingborg, Sweden, will see a major upgrade including installation of large battery packs and new permanent magnet motors for the azimuth thrusters.
The primary goals of the project include achieving zero emissions, enabling full electric operation with batteries and having mechanical propulsion redundancy. The ferry will utilise highvoltage charging in port, taking only 8-12 minutes, and low-voltage charging via gensets as an alternative.
Kongsberg Maritime will be responsible for rebuilding the existing thrusters to electric operation, installing new permanent magnet (PM) motors for each of the four main azimuth thrusters, each rated at 1,530 kW. Additionally, Kongsberg Maritime will provide a comprehensive energy, automation and control package, which includes interface to the main switchboard, retrofitting the K-Chief 600 to the new K-Chief system with an Energy Management System, and implementing Mcon thruster control with control chairs on the two bridges.
Energy storage systems will be supplied by Echandia directly to the owner, while Oresund Drydocks will handle the mechanical conversion. Installation company SH-Group will produce and install deckhouses and ensure that cabling is routed the right way and that the new equipment will be installed and wired.
The rapid conversion job is scheduled to start in November 2025 at Oresund Drydocks, but the vessel will be visiting the yard in March during scheduled maintenance docking for preparation work before operating the summer season and then undergoing conversion.
The conversion will enable emission-free operation with powerful battery packs for each of the four thruster motors. The thrusters will be powered by the electric motors, with the existing diesel engines as a backup. The ferry route between Helsingør and Helsingborg, across the northern and narrowest part of the Øresund strait, is one of the world’s busiest international car ferry routes. With the Hamlet’s conversion, the entire route will be fully electric.
Kongsberg Maritime’s scope will include the conversion of the top gear on the four US 3001 controllable pitch thrusters, rebuilt to have twin input, where the primary input is driven by the new electric PM motors and the secondary is connected to the existing diesel engines. The ferry will charge its batteries shoreside, connecting to the existing charging robots (10.6 MW/10.4 kV).
Kongsberg’s US3001 CP azimuth thruster
Hamlet is to be converted to emissionfree battery-powered operation
Automated transit and harbour manoeuvres
The ferry will also be prepared to install Kongsberg Maritime’s AutoCrossing and Auto-Docking technology to automate transit and harbour manoeuvres.
The Hamlet will have completely new deckhouses installed on the top deck, with Kongsberg Maritime energy equipment and the Echandia batteries being key features. The two bridges will get new console layouts to improve visibility and new control chairs for the pilot and co-pilot for enhanced ergonomic operation.
“We have the strategic vision to electrify our entire fleet to secure the complete green transition and become carbon-neutral in 2040,” says Kristian Durhuus, CEO, Molslinjen. “Hamlet is an important step for us, and we look forward to welcoming our passengers to yet another fully electric ferry on Øresundslinjen.”
Speaking at the Maritime Battery Forum conference WattsUp 2025 in Helsingborg, Martin Kjøraas, Head of Aftermarket Sales Seaborne, Integration and Energy, at Kongsberg Maritime, said, “We are proud to lead the electrification of the Hamlet ferry. This project demonstrates our dedication to sustainable maritime solutions and our expertise in hybrid and electric upgrades.
“The continuous collaboration between Öresundlinjen, the yard, and all subsuppliers has been exceptional in the project preparation phase, and we look forward to seeing the positive impact this conversion will have on the environment and the efficiency of this busy ferry route.”
SAMSKIP ADVANCES ZERO-EMISSIONS SHIPPING
Samskip has announced its partnership in the groundbreaking HyEkoTank project – an initiative supported by the European Union’s Horizon Europe programme. As part of its ongoing efforts to reach net zero emissions by 2040, Samskip will retrofit its multipurpose vessel Samskip Kvitnos with cutting-edge hydrogen fuel cell technology developed by TECO 2030. This collaboration will enable Samskip to take another major step forward in decarbonising its fleet and reducing greenhouse gas emissions.
The Samskip Kvitnos operates on a fixed route from Rotterdam along the Norwegian west coast to Hammerfest, making it a vital part of Samskip’s commitment to sustainable logistics in one of Europe’s most environmentally sensitive regions. By retrofitting this vessel with zero-emission fuel cells, Samskip will ensure the Samskip Kvitnos stays ahead of upcoming regulations, including the FuelEU Maritime and EU Emissions Trading System (EU ETS), while also addressing the need for zero emissions in Norwegian world heritage fjords by 2030.
Participation in the HyEkoTank project is the latest in a series of Samskip initiatives aimed at reducing carbon emissions across the maritime sector. From its pioneering Seashuttle project, which is building hydrogen-powered containerships, to its use of biofuels, shore power and CO2 capture systems, Samskip is dedicated to leveraging advanced technologies and innovative partnerships to meet its ambitious decarbonisation targets.
“We have spent years actively pursuing sustainable solutions across our fleet, and this retrofit of the Samskip Kvitnos aligns perfectly with our vision for the future of shipping,” said Erik Hofmeester, Head of Vessel Management at Samskip. “Working alongside TECO 2030 and the HyEkoTank consortium, we are ensuring that the Kvitnos not only meets but stays ahead of the
The type of equipment that could be installed includes this twin input US thruster with hydraulic power packs
zero-emission targets set by the EU and Norwegian authorities, all while continuing to provide reliable service for our customers.”
Future-proofing the fleet
The HyEkoTank project is the world’s largest ongoing fuel cell retrofit effort, demonstrating the potential of hydrogen technology in reducing emissions in the global maritime sector.
For Samskip, retrofitting the Samskip Kvitnos is not just about compliance –it’s about future-proofing its fleet to meet the energy needs of tomorrow while delivering tangible environmental benefits today.
“Our collaboration with TECO 2030 is a key part of our journey to achieving net zero by 2040,” Hofmeester continued. “By investing in retrofitting existing vessels like the Samskip Kvitnos, we are maximising the environmental impact of our operations while ensuring long-term sustainability and competitiveness in a rapidly evolving industry.”
Joint commitment to green shipping
Samskip’s inclusion in the HyEkoTank project is further supported by other renowned partners, including Shell, Umoe Advanced Composites and the Arctic University of Norway. Together, the consortium will implement advanced technologies that enable zero-emission navigation in European coastal areas and the Norwegian fjords, safeguarding these regions for future generations.
The Samskip Kvitnos retrofit is scheduled for completion in 2025 and is expected to significantly reduce emissions while maintaining operational efficiency on Samskip’s established routes.
COPENHAGEN ROTOR SAIL CHECK
The Scandlines hybrid ferry Copenhagen, which operates on the Rostock-Gedser route, completed a scheduled shipyard stay in November 2024. At the shipyard, the Copenhagen crew worked alongside others, ensuring a hive of activity on board.
During the yard stay, the 30m-high rotor sail was checked for cracks and loose bolts in the areas that cannot be accessed during the monthly checks. This required the technician to be hoisted up inside the
Samskip will retrofit Samskip Kvitnos with hydrogen fuel cell technology
The Copehagen’s rotor sail was checked for cracks and loose bolts
sail, which requires special equipment and commercial climbing training.
Checking the rotor sail was not the only task that required some agility. During the stay at the shipyard, the engine main bearings were changed, which required one person to lie inside the engine while two others help from outside.
The crew also cleaned boilers, replaced the UPS (Uninterruptable Power Supply), which provides a backup power supply to vital ship equipment in the event of a failure in the main power supply, in addition to a number of other tasks.
With the help of external contractors, the azimuth thrusters and the centre propeller were overhauled and the port box coolers, which dissipate the heat generated during the operation of a generator, were replaced. In addition, the underwater hull of the ship was painted.
“Everything went according to plan and so quickly that Copenhagen was able to leave the shipyard five hours ahead of schedule,” says Anette Ustrup Svendsen, Head of Corporate Communications at Scandlines.
VIKING LINE FOSSILFREE PROJECT
Viking Line, Port of Turku and Ports of Stockholm have been working together for a year on a project which aims to establish a green, fossil-free shipping corridor between Stockholm and Turku. The parties have now laid a solid foundation for the project and developed a clear plan for a common way forward.
On February 6, the parties and a large number of invited stakeholders gathered for an open seminar in Turku.
Results, experiences, challenges and opportunities were discussed based on the common goal of establishing a green maritime corridor between Stockholm and Turku by 2035.
“We are very pleased with the cooperation and the work done during the first year,” says Magdalena Bosson, CEO Ports of Stockholm. “We have been investing in onshore power supply infrastructure for ships for many years and Viking Line is one of the pioneers. Now we are further sharpening our goals together with the other parties to establish a fossil-free shipping corridor between Stockholm and Turku.”
“We are proud to be part of this important co-operation project for a cleaner Baltic Sea,” says Jan Hanses, CEO Viking Line. “Our most significant investment so far is to offer all our
passengers and freight customers biofuel for transport between Stockholm and Turku, reducing emissions for their journeys by 90%. In addition, a possible battery installation and Elogrids, which reduce energy consumption, are important elements of our work in the coming years.”
“A green shipping corridor gives us the opportunity to promote sustainable development and reduce the environmental impact of shipping,” says Erik Söderholm, CEO Port of Turku. “During the past year, we have started more detailed planning of measures related to the green shipping corridor, such as updating our carbon footprint calculation and preparing for the development of charging stations for heavy traffic.”
Axioma servisas is responsible for the sale, supply and servicing of Thordon’s bearings and seals in Lithuania
Prioritised goals
During the first year, the parties have identified and prioritised the most important goals and measures to reduce CO2 emissions in shipping. A clear project plan with activities has been developed, including:
Viking Line
• Pre-study of battery installation on Viking Grace and Viking Glory
• Installing Elogrids on the vessels
• Increase sales of biogas supplements for transport between Stockholm and Turku.
Port of Turku
• Study and pilot project for onshore power supply at the quay
• Zero emissions from Viking Line vessels at berth
• Guidelines and incentives for port operators for zero emissions
• In collaboration with external actors, develop concepts that link the green shipping corridor with sustainable transport from and to the port on land
• Opportunity for shipping companies to bunker sustainable fuels.
Ports of Stockholm
• Zero emissions from Viking Line vessels at the quayside
• In collaboration with external actors, develop concepts that link the green shipping corridor with sustainable transport from and to the port on land
• Opportunity for shipping companies to bunker fossil-free fuels.
THORDON BEARINGS EXPANDS BALTIC PRESENCE
As part of its strategy to penetrate new and emergent markets, Thordon Bearings has appointed Axioma servisas as its sales, service and distribution lead for Lithuania.
Lithuania has been one of the fastestgrowing economies in the EU over the past five years. The country continues to actively develop its maritime, manufacturing and renewable energy sectors, as part of government policy to strengthen the country’s industrial competitiveness.
Vilnius-headquartered Axioma servisas, which has been servicing, maintaining, installing and commissioning technology solutions for companies across the Baltic’s industrial sectors for more than two decades, is tasked with expanding Thordon’s presence across the country.
“We have had a market presence in Estonia and Latvia for some years, but this is the first time we have an approved distributor for Lithuania, a country on the cusp of economic and technological evolution,” says Malcolm Barratt, Thordon Bearings’ Regional Manager –Southern Europe & Gulf Med. “Axioma servisas ticks all the boxes for us. The company has established a sound reputation for engineering excellence in most of the markets we serve.”
Axioma servisas officially joined Thordon’s authorised distributor network on January 1, 2025. It is responsible for the sale, supply and servicing of Thordon’s complete product portfolio of water-lubricated and grease-free bearings and seals.
With GDP projected to grow by 2.9% in 2025, there is enormous potential for Thordon’s products across all of Lithuania’s industrial sectors, which are now very much in expansive mode, explained Gintautas Gaizauskas, Director of Axioma servisas’ Commercial Department.
“The Klaipeda seaport is being developed following a €65M investment; new renewable energy sources and infrastructure projects have received funding to ensure the country is climate neutral by 2050; and government incentives have bolstered manufacturing capabilities, making Lithuania a very attractive prospect for international manufacturing.”
UNDERSTANDING OF PROPULSION SYSTEMS
we make ship repairssimple.
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Among the many critical components, the shafting system plays a fundamental role in transmitting power from the engine to the propeller, ensuring smooth and efficient operation.
CARELL in Greece has successfully completed numerous propulsion shaft systems overhauls and upgrades from major shipowners and ship-managers from around the world during their vessels’ special survey project.
Shaft Systems Architecture
A ship’s shafting system consists of several integral components, including the main shaft, intermediate shafts, bearings, and couplings. Over time, these components are subjected to immense stress due to continuous operation, harsh marine conditions, and high mechanical loads. Without proper maintenance, issues such as misalignment, wear and tear, and corrosion can lead to severe operational failures.
Overhauling a shafting system involves thorough inspection, measurement,
realignment, and replacement of worn-out parts. This process not only extends the lifespan of the components but also enhances the vessel’s overall fuel efficiency and safety.
The Importance of Preventive Maintenance
Routine inspections and timely interventions help shipowners avoid costly emergency repairs and unscheduled downtime, ensuring enhanced fuel efficiency, reduced operational costs, improved safety, and compliance with classification society and regulatory standards, ultimately securing long-term vessel performance and reliability
The Overhaul Process
Inspection & Assessment: Our engineers conduct detailed inspections to detect any signs of wear, misalignment, or damage. This involves checking bearing clearances, measuring shaft deflection, and assessing overall system performance.
Dismantling & Cleaning: The shaft and its associated components are carefully dismantled for a thorough cleaning to remove marine growth, oil residue, and rust.
Non-Destructive Testing (NDT): Techniques such as ultrasonic testing and magnetic particle inspection are used to identify hidden cracks or structural weaknesses in the shaft and bearings.
Shaft Alignment & Propeller Balancing: Proper alignment is critical to reducing vibration, minimizing wear, and preventing mechanical failures. Advanced laser alignment techniques help achieve optimal precision.
Reassembly: After necessary repairs or replacements, the components are reassembled, and high-quality lubricants are applied to ensure smooth operation.
Testing & Sea Trials: A final performance test and sea trials verify that the shafting system is operating at optimal efficiency before the vessel returns to service.
Focusing on Sea Asia
Sea Asia tackles navigating decarbonisation and hosts a wind propulsion summit, whilst PaxOcean charts new frontiers and Seatrium completes a selection of complex projects.
Sea Asia is taking place at Marina Bay Sands, Singapore
20,000 attendees are expected from more than 90 countries, with 500 exhibitors and 100 international speakers
As the global maritime industry navigates an era of profound transformation, the highly anticipated Sea Asia 2025 returns to Singapore from March 25-27. Organised by Informa Markets and Singapore Maritime Foundation (SMF), 2025 marks the 10th biennial edition of the premier event with an expanded, more inclusive format designed to foster knowledgesharing, partnerships, and innovation across the maritime value chain.
With more than 20,000 attendees expected from more than 90 countries, 500 exhibitors and 100 international
speakers, Sea Asia 2025 stands as the flagship event of the regional maritime calendar. In this milestone year, the event celebrates two decades of driving progress, and for the first time, the event’s conference access will be fully complimentary, enabling the global maritime and shipping community to participate freely in critical discussions shaping the industry’s future.
Conference agenda
This year’s conference agenda will tackle some of the most pressing issues impacting the global maritime and shipping industry, from navigating decarbonisation pathways and managing shifting trade patterns to embracing digital transformation and strengthening maritime security. Key speakers will include thought leaders from regulatory bodies, shipowners, technology innovators and sustainability experts, who will provide attendees with insightful perspectives into the evolving operating environment. 2025 speakers include C.K. Ong, President, U-Ming Marine Transportation Corporation, Sebastian Graf von Hardenberg, Chief Executive Officer, Bernhard Schulte Shipmanagement, Lionel Chatelet, Chief Commercial Officer, Pacific International Lines and many more.
Green exhibition focus
In addition to a robust conference programme, Sea Asia 2025 offers a vibrant exhibition floor, featuring the Decarbonisation Solution Area and the Green Shipping Zone, highlighting cutting-edge technologies and strategies supporting the industry’s green transition. Attendees at Sea Asia 2025 can explore a diverse range of exhibitors from key sectors including shipyards, classification societies, equipment manufacturers, OEMs, and maritime technology providers. The well-established event will also host 13 country pavilions, including China, Cyprus, Denmark, France, Greece, Japan, Norway, Panama, Singapore, South Korea, the Netherlands, Turkey and the United Kingdom, showcasing cuttingedge maritime solutions. As a prominent platform for the industry, Sea Asia 2025
will continue to facilitate knowledge exchange, foster international partnerships, and provide insights into emerging market opportunities.
“Sea Asia is a pivotal platform for the maritime community to exchange ideas, address industry challenges, and forge collaborative partnerships,” says Hor Weng Yew, Chairman of the Singapore Maritime Foundation. “In tandem with the industry’s transformation, Sea Asia 2025 has evolved to feature special zones reflecting the emerging trends and thought-provoking discussions on markets, green initiatives, and technological advancements.”
Growing in scale
“Sea Asia has grown in both scale and significance since its inception, breaking records in international and overall participation – a testament to the dynamism of the maritime sector, Singapore’s strategic role as a global hub and the event itself,” says Sukumar Verma, Managing Director at Informa Markets Singapore. “We intend to further enable industry by opening up access to world-leading thought leadership at our conference, with a view to help industry foster collaboration and evaluate strategic priorities.”
Sea Asia 2025 promises not just an exhibition, but a comprehensive and holistic experience where maritime professionals have the invaluable opportunity to evaluate innovative solutions, connect with industry leaders and engage in meaningful conversations that will help chart the future of global shipping.
WIND PROPULSION SUMMIT AT SINGAPORE MARITIME WEEK
International shipping industry leaders and experts in wind propulsion technology are set to gather at Singapore Maritime Week for a twoday ‘Wind Propulsion Asia’ summit. Attending wind energy advocates will use the summit to reflect on forces currently driving the industry’s adoption of wind as an energy source and to discuss strategies that can further
The number of ships equipped with wind propulsion technology will pass the 100 milestone by the end of this year – Chemical Challenger is one of these vessels having had four Econowind VentoFoils installed
support the industry to take advantage of the significant decarbonisation opportunities presented by direct wind energy use.
The summit is being hosted by the International Windship Association (IWSA) at a pivotal time as the sector approaches the mid-point in the ‘Decade of Wind Propulsion’ campaign. This aim of this campaign, launched by IWSA and its members in 2020, is demonstrating the power of wind propulsion in the first half of the decade, and then delivering at scale in the second half.
In the last six months of 2024, the number of large vessels with wind propulsion systems installed surged to 54, with a further seven ships constructed wind-ready. A healthy orderbook of over 80 wind-powered ships are scheduled for delivery in 2025/6, which will see the number of ships equipped with wind propulsion technology pass the 100 milestone by the end of this year. After that, IWSA anticipates that the number of ships sailing with the ability to use direct wind energy will at least double year-on-year going forward.
“In 2020 we launched the ‘Decade of Wind Propulsion’ campaign with the aim of achieving a rapid and measurable decarbonisation of the global shipping fleet,” explains Gavin Allwright, Secretary General, IWSA. “As we approach the midway point, or the ‘noon report’ time, in the campaign timeline, it is the perfect opportunity to stop and reflect and get heads together to plan what needs to be done to support the increased adoption of the industry’s only truly zero-emission fuel that is delivered at zero cost, directly to ships while they are sailing.”
Significant role to play
“Wind-assisted propulsion has a significant role to play in supporting shipping’s emission reduction ambitions, and with over 100 installations is gaining traction amongst ship operators,” says Santiago Suarez de la Fuente, Ship Performance Manager, Lloyd’s Register, the gold sponsor of the
Wind Propulsion Asia Summit. “With potentially double-digit fuel savings, the technology offers a compelling business case for both traditional- and alternative-fuelled vessels, saving both emissions and costs. Set in one of the world’s most important and pioneering shipping centres, Singapore Maritime Week is the ideal place for industry to gather under the auspices of IWSA’s Summit to discuss how this technology can propel our industry towards 2030 and beyond.”
The Wind Propulsion Asia summit is being held in association with the Singapore Shipping Association, the Maritime and Port Authority of Singapore (MPA), the Royal Institution of Naval Architects (RINA), with contribution from the Global Centre for Maritime Decarbonisation (GCMD).
Each organisation will contribute to round tables during the summit that will cover the four main topic areas: Technology and Installation, Finance and Facilitation, Policy and Pathways and Technical & Regulation.
Through the plenary sessions and round tables, attendees will audit the immense work undertaken to bring wind back to the shipping industry todate. The collaborative round tables will enable attending leaders and experts to thrash out what needs to be done in the future to further support the industry in achieving global, net zero GHG emissions targets for shipping by 2050.
The summit has garnered a great level of industry support, confirming the appetite for wind propulsion discussions in Asia. As stated above, the Gold sponsor for the summit is Lloyd’s Register. The Silver sponsors are DNV and Mitsui OSK Lines and the Bronze sponsors are Anemoi, Advanced Wing Systems, bound4blue, Econowind and Norsepower.
The two-day summit will be held on March 25-26 in the Suntec Singapore Convention & Exhibition Centre, one floor below the Singapore Maritime Week exhibition and events. CO2 emissions generated from the hosting of the summit will be offset by Wärtsilä.
Gavin Allwright, Secretary General of IWSA
The Eco Umande methanol dual fuel retrofit was carried out at PaxOcean’s Zhoushan shipyard
PAXOCEAN CHARTS NEW
FRONTIERS
PaxOcean is on a transformative journey to redefine the repair and conversion landscape. With an unwavering commitment to innovation, precision and customer satisfaction, PaxOcean undertook over 400 ship repair and conversion projects in 2024 across its three shipyards in Singapore, Batam and Zhoushan and achieved a series of remarkable milestones that demonstrate the company’s leadership in the shipping and offshore industries. From groundbreaking FPSO conversions to pioneering dual-fuel retrofits and successful LNGC repairs, PaxOcean continues to set new standards for excellence in shipyard operations. Looking forward, the company is also preparing to unveil a state-of-the-art facility in Singapore that will elevate its capabilities even further.
Delivering Indonesia’s first FPSO conversion
One of the most significant milestones in PaxOcean’s journey is the successful delivery of Indonesia’s first Floating Production Storage and Offloading (FPSO) vessel conversion – the Marlin Natuna. This ambitious project, carried out at the company’s Batam shipyard, involved transforming a tanker into a fully-functional FPSO unit capable of handling 10,000 barrels of oil per day and storing up to 250,000 barrels. This conversion is a significant contribution to Indonesia’s offshore energy infrastructure, boosting its production capabilities, and highlights PaxOcean’s expertise in handling complex and highprofile projects.
World first methanol dualfuel containership retrofit
PaxOcean also made history with the world’s first methanol dual-fuel retrofit for a containership, the Eco Umande, completed at PaxOcean’s Zhoushan shipyard. The project involved commissioning a MAN Energy Solutions engine and installing a full methanol fuel system, transforming the 1,170teu feeder vessel into a more sustainable and efficient ship. The retrofit enables the vessel to reduce emissions and contribute to a cleaner, greener maritime industry. The successful completion and redelivery of the Eco Umande in June 2024 marked a historic achievement for PaxOcean, cementing the company as a leader in eco-friendly marine solutions, having delivered 31 scrubbers, ballast water treatment systems and energy-saving devices such as rotor sails since 2019.
First international LNGC repair
Another notable milestone for PaxOcean was the successful completion of Indonesia’s first international LNGC (Liquefied Natural Gas Carrier) repair – the LNGC Cosmopia. The project was carried out at its Batam shipyard, demonstrating the yard’s ability to meet the most complex demands in LNGC repair and maintenance. With a focus on precision and efficiency, the team ensured that the vessel was delivered ahead of time and within budget, exceeding client expectations. The redelivery of the LNGC Cosmopia underscores PaxOcean’s growing reputation as a trusted partner for high-value projects in the LNG
sector, and highlights the company’s capacity to handle intricate repairs that require advanced technical expertise and unwavering commitment to quality and safety.
ASEAN Challenger transformation
PaxOcean continues to showcase its expertise in vessel conversions, as seen in the transformation of a platform supply vessel into the 97m cableship ASEAN Challenger. This conversion, completed at the Batam shipyard over 12 months, added a 1,000-ton cable capacity carousel and equipped the vessel to handle subsea cable installations in challenging environments.
Looking to the future
PaxOcean is set to launch a state-ofthe-art shipyard at 5 Jalan Samulun, operational by Q4 2025. This facility, boasting two large graving docks of 350m and 270m, will enable the handling of larger, more complex projects. It will feature specialised workshops, including a dedicated LNG workshop with a clean room to meet the stringent needs of LNG carriers, protecting cargo containment systems from contamination.
Additionally, the shipyard will house an Innovation Hub, fostering deep-tech solutions, partnerships and R&D in areas such as, but not limited to, digital twins, IoT & data-driven solutions, enablers for alternative energy and
green fuels. The hub will focus on co-creating business opportunities, accelerating decarbonisation efforts, and testing new technologies through a Simulation Centre and Virtual Environment Test Bed.
Committed to sustainability, the facility will be BCA Green Mark Platinum certified, with rooftop solar panels generating clean energy to power operations, aligning with PaxOcean’s dedication to reducing its environmental footprint and advancing maritime sustainability.
COMPLEX PROJECTS AT SEATRIUM
The end of last year saw Seatrium Ltd secure multiple contracts for repairs and upgrades, with a total value of S$100M from various long-standing partners and regular customers, with these projects set to be completed by Q1 2025.
The contracts encompassed a range of complex projects, including carbon capture and storage (CCS) retrofits, major repairs on yachts, cruiseships, LNG carriers, offshore vessels and tankers, as well as damage repairs.
Earlier this year, Seatrium redelivered Solvang ASA’s ethylene carrier Clipper Eris, the world’s first full-scale turnkey retrofit of a 7MW CCS system. Solvang is a long-term Favoured Customer Contract partner. Over the past few months, Seatrium’s teams were hard at work, being involved in design, detailed engineering, procurement, upgrading of electrical and automation systems, as well as the integration of a carbon capture and compression/storage system.
More recently, Seatrium redelivered MOL’s Nexus Victoria, the first Japanese vessel to have a commercially-installed CO2 capture system. Seatrium has worked closely with Mitsui OSK Lines in the planning, design, detailed engineering, procuring, upgrading of electrical and automation systems and integration of a CO2 capture system. These retrofits mark a notable step forward in the shipping industry’s
An aerial shot of PaxOcean’s new 5 Jalan Samulun shipyard
efforts to reduce carbon emissions and enhance sustainability.
With a strong focus on maritime decarbonisation, Seatrium is well positioned to provide customers with a range of low-carbon and cleaner energy solutions to support a sustainable future in the maritime industry.
Yacht and cruise repairs
Seatrium continues to bolster Singapore’s prominence as a premier hub for the upgrades and retrofits of maritime vessels. The group secured a megayacht retrofit project from the Middle East, in addition to the docking and repairs of boutique expedition ship Paspaley Pearl from Paspaley Pearling Company Pty Ltd and cruiseship Le Jacques Cartier from Compagnie du Ponant.
Three offshore refits, including one jackup rig from COSL Protector Pte Ltd and
one pipelay vessel from McDermott, were also scheduled for completion.
Tankers and other projects
Seatrium also conducted scheduled maintenance on two tankers, including one from Crowley Alaska Tanker. Additionally, it has obtained a significant contract for steel renewal works on a vessel that was damaged in a collision. The company also undertook repairs on another five vessels, including two LPG carriers, three containerships and one RoRo carrier. In addition, it secured repair contracts for three LNG carriers and steelwork for a floating dock.
Above: Polar Enterprise from ConocoPhillips/Polar Tankers in drydock at Seatrium
Left: Seatrium recently redelivered MOL’s Nexus Victoria
China remains No.1 for ship repair
In its latest Shipping Review and Outlook, Clarksons Research documented strong earnings despite disruption in supply chains. In this Analysis, Steve Gordon, Global Head of Clarksons Research, summarises this review along with an update of ship repair data points from Clarksons World Fleet Register.
With the ClarkSea Index averaging $24,964/day in 2024 (+6% y-o-y, +30% 10-year trend), a strong earnings environment persisted last year as the shipping industry managed disruption and complexities across the world’s supply chains. Meanwhile, underlying fleet renewal helped drive the most active newbuild market since 2007. However, late 2024 and early 2025 have seen an easing of rates and S&P prices in some markets and a slowdown in transaction volumes, against a backdrop of growing uncertainty in part related to geopolitical factors.
Sectors: Dry surprise
Across the sectors, in 2024 the container market recorded its strongest conditions outside the Covid-19 period, with freight rates up 149% and charter rates up 48%. Red Sea re-routing has been the biggest single driver, increasing demand +12%, ~700 vessels sailing round the Cape, but stronger volumes (+5%), an earlier ‘peak’ season and congestion helped. The bulk carrier market also ‘surprised’ on the upside, particularly Capes (+76% y-o-y $21,862/day). Chinese iron ore and coal
import levels were supportive, although we expect volume growth to be more muted in 2025. Tanker rates softened slightly y-o-y, with Q4 not as strong as expected: weak global oil demand has been a factor (seaborne oil trade volumes were flat at 3.1bn tonnes). But tanker earnings for the year still sat 46% above the 10-year trend and tonne miles sit 11% above 2022 levels. The LNG spot market weakened as the year progressed while VLGC rates softened from the ‘heroic’ levels of 2023. Our offshore oil and gas index increased 20% y-o-y but softer sentiment crept in after the summer, particularly for drilling rigs. Day rates for wind rose 30%. The cruise sector has seen firm growth (a record 35m passengers in 2024), while the car carrier market began to ease back from its record highs.
Trade: Volume & distance
Global seaborne trade volumes grew by a solid 2.4% to reach 12.6bn tonnes (2025(f): 12.8bn tonnes) but the headline data point was +6.2% tonne miles – the largest growth in shipping demand for 15 years. Disruption has been key (Red Sea re-routing, redistribution of Russian oil flows), although there are also underlying increases in Atlantic to Pacific commodity flows. For the moment, our 2025 projections assume Red Sea disruption continues, and Russian sanctions persist. Panama Canal restrictions normalised in the year. With heightened geopolitical and economic uncertainty (e.g. tariffs, see our US Administration Impact Assessment) we will be monitoring tonne-mile forecasts closely.
1.1: Total Refurbishment & Repair Events In 2024 By Repair Yard Country
1.2: Total Refurbishment & Repair Events In 2023 By Repair Yard Country
Note: Includes special surveys, scrubber/BWMS retrofits, repairs, cruise refurbishments and other activity. Data as of February 2025.
Chart
Chart
Chart 2: Refurbishment & Repair Events In 2024 In China By Province
Chart 3.1 Repair Events By Repair Yard 2024
Zhoushan Xinya
COSCO HI (Shanghai)
CIMC Changhong SY
Fujian Huadong SY
Huarun Dadong
Yiu Lian (Shekou)
CUD (Weihai) SY
COSCO HI (Guangdong)
COSCO HI (Dalian)
Daishan Huafeng SY
Drydocks World Dubai
COSCO HI (Zhoushan)
Shanhaiguan SB
Qingdao Beihai SB
Putuo Changhong SY
Zhoushan Huafeng SY
Asyad Drydock
Sanwa Dock
Zhoushan Changhong
Weihai Huadong
Total unique repair events in 2024. Yards in red located outside of China. Data as of February 2025
Chart 3.3 Repair Events By Repair Yard 2024 (Non-Chinese Yards)
Drydocks World Dubai
Sanwa Dock
Asyad Drydock
SMI
Mukaishima Dockyard
PPA Repair Base
Dubai Shipbuilding
Western Shiprepair
Sefine Shipyard
Remontowa Repair
Torgem Shipyard
Dentas Shipyard
Albwardy Damen
Danube Ship Repair
Besiktas Shipyard
Gemak TGE
Tersan Shipyard
PT ASL Shipyard Fayard
Lisnave Estaleiros
Total unique repair events in 2024. Data as of February 2025.
Chart 3.2 Repair Events By Repair Yard Group 2024
COSCO Shipping HI
CSSC
Xin Chang Jiang Grp
China Merchants
Zhoushan Huafeng SY
Zhoushan Xinya
Damen Shipyards
PaxOcean Group
Fujian Huarong
Huarun Dadong
Seatrium
Xinfa Holdings
Nanyang Star Group
Drydocks World
Asyad Group
Sanwa Dock
EOS Group
Weihai Huadong
Longshan Shipyard SMI
Total unique repair events in 2024. Yard Groups in red based outside of China (total includes Chinese subsidiary yards). Data as of February 2025.
Chart 3.4 Repair Events By Repair Yard Group 2024 (Non-Chinese Yards)
Damen Shipyards
Seatrium
Drydocks World
Sanwa Dock
Asyad Group
EOS Group
SMI
PaxOcean Group
Mukaishima Dockyard
Shin Kurushima Group
Besiktas Group
Vietnam SBIC
China COSCO Shipping
Tersan Shipyard
ASL Marine Holdings
Palumbo Shipyard
Onex Shipyards
Tsuneishi Holdings
Dubai Shipbuilding
Gemak Group
Total unique repair events in 2024. Data as of February 2025.
The world fleet grew by only 3.4% to 2.4bn dwt (1.7bn gt), but with wide variations (tanker fleet +0.8%, container fleet +10.1%). Shipyard output increased by 13% (CGT, Chinese market share 53% with capacity expanding) and order volumes were up 34% – the highest since 2007, see Clarksons Shipbuilding Review, but activity has softened into early 2025. 49% of newbuild tonnage ordered last year was alternativefuelled, with LNG dominating (see our Green Tracker). Our newbuild price index increased 6% but has been fairly stable since mid-year, while S&P prices increased across the year, but values and volumes softened in Q4 and into early 2025 from their elevated levels. Demolition remained low (-20%). The
value of the world fleet and orderbook has reached $2.0 trillion (2020: $1.2trn). Geopolitics continue to impact: our estimate of the parallel fleet stabilised at ~13% of the tanker fleet and ~328 vessels were added to sanction lists in 2024: compliance teams are gearing up for another busy year.
Managing disruption
Going into early 2025, the market tone for now seems to be more cautious in some segments. But key themes of recent years – managing disruption (with geopolitical uncertainties heightening, particularly amid new policies and proposals emerging from the new US administration) and going green (FuelEU, IMO) – look set to continue.
Chart
Chart 6.1 Scrubber Retrofits By Repair Yard
COSCO HI (Zhoushan)
Yiu Lian (Shekou)
Zhoushan Huafeng SY
Daishan Huafeng SY
Zhoushan Xinya
Zhongtian HI
Yiu Lian (Zhoushan)
COSCO HI (Dalian)
Shanhaiguan SB
Longshan Shipyard
COSCO HI (Shanghai)
Zhoushan AP Dockyard
PaxOcean Zhoushan
DSIC Changxingdao
CIMC Changhong SY
Samkang S&C
Chengxi Shipyard
Qingdao Beihai SB
CUD (Weihai) SY
COSCO HI (Guangdong)
Total scrubber retrofits in 2024. Data as of February 2025. Yards in red located outside of China.
Chart 6.2 Scrubber Retrofits By Repair Yard Group
COSCO Shipping HI
CSSC
Zhoushan Huafeng SY
China Merchants
Nanyang Star Group
Zhoushan Xinya
Longshan Shipyard
Zhoushan AP Dockyard
Xin Chang Jiang Grp
PaxOcean Group
Xinfa Holdings SK Group
Value Maritime
Fujian Huarong
Yeosu Ocean Hankookmade
Sefine Shipyard
Lisnave Estaleiros
Huarun Dadong
Hellenic Shipyards
Total scrubber retrofits in 2024. Data as of February 2025. Groups in red based outside of China (total includes work at Chinese subsidiary yards)
Ship repair market review
China remained by far the largest destination for ship repair work in 2024 (see Charts 1.1-2), with repair yards in the country accounting for 39% of total global repair work, up marginally on 2023 (36%). Turkey was the second-largest destination for repair yard work, with 8% of total activity taking place at the country’s yards, while Japan and Indonesia each accounted for 6% of total activity.
Repair yards in Zhejiang hold a significant market share within China (see Chart 2), accounting for 46% of activity taking place in the country and 18% of global activity, with other major Chinese destinations for repair work including Shandong (12%), Guangdong and Jiangsu (both 10%).
Charts 3.1-3.4 show a breakdown of ship repair activity at the most active yards and yard groups in 2024, both globally and excluding China.
On average, ~26 SOx scrubber retrofits were reported each month in 2024 (see Chart 4), representing a slowdown year-on-year (2023 monthly avg: ~42) and is substantially below the peak pace of retrofit activity reached in late 2019 (>200 month) ahead of the IMO 2020 deadline. The slower pace of retrofit comes as the price differential between HSFO and LSFO (see Chart 5) eased in 2024 (’24 average: ~$85/tonne at Rotterdam, down ~14% on 2023 average) reaching a historical low in November. The differential has since recovered somewhat, but remains low, with other key ports also seeing historically low differentials. The price differential at Singapore fell to ~$38/tonne in late February, a record low for the port. Moreover, generally firm earnings across a range of shipping sectors will have also had an impact by encouraging owners to keep vessels trading rather than spending time at repair yards undergoing retrofits. Meanwhile, 25% of GT on order was set to be SOx scrubber-fitted as of start February, close to the level seen at start-2024 and down notably from a peak of 48% reached in 2019, with adoption affected by increased uptake of ‘cleaner’ burning alternative fuels (~53% of the orderbook at start-Feb alternative fuel capable).
Charts 6.1-6.2 show the breakdown of SOx scrubber retrofit events across the most active repair yards and repair yard groups in 2024.
Against the backdrop of shipping’s vital ‘Fuelling Transition,’ the pace of EST retrofit activity ticked up slightly in 2024 (>39 EST retrofits per month), with the rate up by almost a quarter on 2022 (see Chart 7), generating a rising stream of work for repair yards. Overall, ESTs are seeing increased uptake on newbuilds (>65% of tonnage delivered in 2024 EST fitted), which together with the EST retrofit programme (see Chart 8) has pushed the share of the fleet EST-fitted to over 38%, with a range of technologies being adopted – see
Table 1. Meanwhile, the growing ship fuel conversion programme took some early steps in 2024, including the first containership methanol retrofit. In total, 35 vessels underwent a fuel or batterypropulsion retrofit last year, while >35 vessels were pending a retrofit as of start February. Meanwhile, the Ballast Water Management System retrofit programme eased further last year, with the programme now near completion (~90% of fleet dwt BWMS fitted), with all international sailing vessels now covered by the IMO’s BWM Convention.
Charts 9.1-9.2 show the breakdown of EST retrofit events across the most active repair yards and repair yard groups in 2024.
Chart 9.1
Retrofits By Repair Yard Chart 9.2
COSCO HI (Zhoushan)
Qingdao Beihai SB
Yiu Lian (Shekou)
COSCO HI (Shanghai)
Zhongtian HI
Huarun Dadong
Yiu Lian (Zhoushan)
Fujian Huadong SY
Chengxi Shipyard
CIMC Changhong SY
Zhoushan Xinya
Shanhaiguan SB
Drydocks World Dubai
COSCO Shpg (Nantong)
Besiktas Shipyard
Longshan Shipyard
COSCO HI (Guangdong)
Asyad Drydock
Zhoushan Huafeng SY
Zhoushan AP Dockyard
Total EST retrofits in 2024. Data as of February 2025. Yards in red located outside of China.
Table 1
Retrofits By Repair Yard Group
COSCO Shipping HI
CSSC
China Merchants
Nanyang Star Group
Xin Chang Jiang Grp
Huarun Dadong
Fujian Huarong
Besiktas Group
Zhoushan Xinya
Drydocks World
Zhoushan Huafeng SY
Gemak Group
Seatrium
Longshan Shipyard
Damen Shipyards
Asyad Group
Zhoushan AP Dockyard
Onex Shipyards
Tersan Shipyard Fayard
Total scrubber retrofits in 2024. Data as of February 2025. Groups in red based outside of China (total includes work at Chinese subsidiary yards) 0 5 10 15 20
Hull Fin Oshima Advanced Flipper fin, Namura NCF™ , Sanoyas Tandem Fin™, Japan Marine United A.L.V Fin
Skandi Vega’s AHF was transported to MarineShaft’s workshop for comprehensive overhaul
Precision engineering repairs
A brace of repair projects for MarineShaft and Metalock Brasil, a BERG Propulsion retrofit and a new Lifecycle Agreement for Wärtsilä
MarineShaft recently completed an extensive repair on the DOF vessel Skandi Vega, which required heavy machine capacity, mobile machining equipment and specialised repair expertise.
Skandi Vega is a large, powerful offshore vessel designed for deepwater anchor handling in demanding conditions. It was docked at the Danish shipyard Fayard, where MarineShaft was commissioned to perform on-site machining of cylinders and repair of the anchor-handling frame (AHF).
The cylinder repairs were carried out on site, whilst the AHF was transported to MarineShaft’s workshop for comprehensive overhaul.
On-site machining
Three shark-jaw cylinders had suffered wear due to cavitation and required repair, so MarineShaft was called in because it has mobile machining equipment capable of handling largescale components.
To reduce the repair time, three machining units were set up on board Skandi Vega Each cylinder measured Ø1,035mm and had a length of approximately 2,580mm. Six towing pin cylinders were also machined to new dimensions of Ø530mm and approximately 2,450mm in length. The repair also included welding and re-machining the tops of the towing pin cylinders.
In-house repair
The 55-tonne AHF was delivered in three separate truckloads to MarineShaft’s workshop in Hirtshals, where skilled technicians began the extensive repair process.
The large piece of equipment occupied a significant portion of the workshop, so MarineShaft’s heavy machinery capabilities proved invaluable.
The repair consisted of:
• Two AHF arms
• Centre pipe shaft
• Thrust rings
• Adapter bearing boss
• Fitting shear bolts
Robotic welding
MarineShaft’s laser cladding technology also played a role in the repair. The coldwelding technique was used to repair the damage to the STB and PS arms and for the repair of the bearing boss. After laser cladding, all components were machined back to their original dimensions. As laser cladding inputs only one-tenth of the heat into the metal compared to regular welding, it requires no post-heat-weld treatment, reducing the repair time by two to three days.
Following the repairs, the equipment was fully assembled, inspected, and class-approved by DNV.
The cylinder repairs were carried out on site
Full scope rudder repair
Another significant repair project currently being undertaken in MarineShaft’s workshop involves a 40-tonne rudder. A chemical tanker suffered an incident, bending the rudder blade and requiring the renewal of the rudder stock and other essential rudder components.
Upon request, MarineShaft dispatched a service technician to assess the damage and repair feasibility. A full-package solution was offered for both rudder blade repairs and the manufacturing of a new rudder stock and related components.
The rudder stock was swiftly sourced from MarineShaft’s extensive stock of class-certified shaft materials, ensuring minimal lead time. However, due to its size – nearly 40 tonnes – the rudder blade was too large for road transport and was shipped from a European shipyard to MarineShaft by sea.
Precision repair with 3D scanning
MarineShaft utilised advanced 3D scanning technology to accurately assess the rudder blade’s deformation. The repair will involve replacing specific plates and reinforcing the structure with welding.
The manufacturing process includes:
• A new rudder stock
• A new pintle with shrunk-on sleeve
• A new rudder stock bearing and housing
• A new pintle bearing and housing
Based on on-site measurements, MarineShaft will machine and conduct a blue-fit test to ensure the rudder stock upper cone aligns perfectly with the steering gear in its original position. Along with the rudder blade, the company also received the steering rotor for fitting.
MarineShaft will induct the final blue fitting to the new rudder stock, which will be supervised and approved by Class NK.
METALOCK BRASIL ENGINE REPAIRS
Metalock Brasil was called by a manufacturer of diesel electric propulsion systems to attend an emergency request at the port of Ushuaia, located at the southernmost tip of Argentina. The call was in response to a bearing failure in the electric propulsion motor of a luxury expedition vessel on its way to Antarctica, which caused the motor shaft to seize.
The vessel, equipped with two propulsion engines, had to return to its home port at reduced speed, relying on the remaining engine. Given the urgency, Metalock Brasil prepared to overcome potential logistical challenges with a highly meticulous plan, organising an emergency operation that involved deploying a team of 10 technicians and over half a ton of equipment to the site in just three days.
The repair was completed in record time, with technicians working two uninterrupted shifts to finish the service.
The rudder blade was shipped from a European shipyard to MarineShaft by sea
The scope of work included lifting the motor to place it on a pedestal, allowing removal of the cover and replacement of the damaged bearing.
After replacing the component, a new resin bedding was applied to secure the motor, and laser alignment was carried out to ensure the perfect operation of the assembly. Additionally, Metalock’s team performed a complete electrical survey to ensure the motor’s electrical components were in good condition.
Upon completing the repair, Metalock Brasil’s supervisors monitored the sea trial alongside the superintendent and engineer from the manufacturer. During the trial, it was confirmed that the motor was operating within normal parameters, allowing the ship to continue its journey safely towards Antarctica.
Complex two-stage engine repair
Metalock Brasil successfully completed a complex project aboard a bulk carrier operated by one of the leading Greek shipowners. The work involved the inspection, machining of pins and mechanical services on the 6,200kW main combustion engine (MCP).
The need for the service arose after an abnormal drop in lubricant oil pressure was detected during the voyage. As an emergency measure, it was necessary to isolate the cylinder and remove the crank pin bearing, connecting rod and piston unit so that the ship could continue its voyage.
For the first phase, carried out in Tampa, Florida, Metalock Brasil mobilised two field machining teams and transported over half a ton of equipment. The services included precision machining, overhaul of the MCP and turbine, as well as specialised technical supervision by professionals with international training. Working continuously, the teams alternated in shifts to ensure the service was completed in record time.
The next phase was completed in the Netherlands, where new bearings were installed. Metalock Brasil assigned two specialist supervisors to lead the mechanical services, ensuring the
Metalock Brasil successfully completed a complex project aboard a bulk carrier
main engine was fully overhauled and prepared for sea trials, which were carried out successfully.
These projects highlight Metalock Brasil’s technical capability and efficiency in meeting the highcomplexity demands of the maritime industry, offering tailored solutions to its clients anywhere in the world.
BERG PROPULSION RETROFIT
Lighthouse Ship Management AS has steered one of its managed general cargo coasters through a BERG Propulsion retrofit project which the Norwegian shortsea shipping service provider confirms has brought a 33% reduction in fuel costs.
The Torangsvåg-based fleet manager evaluated BERG’s options for optimising energy use on board Terneskjaer, an 81m length, 2,900dwt general cargo ship owned by Bio Feeder AS. The project sought to cut fuel costs and emissions, while adding a new competitive edge to a vessel built in 2008.
Following a consultative process, Lighthouse selected a BERG retrofit package enabling the conversion of Terneskjaer to higher-efficiency diesel-electric propulsion, with BERG integrating a new gearbox and two permanent magnet motors with its MPC800 control technology. The solution-provider also optimised the blades on the ship’s existing BERG propeller to reflect changed operational needs, adding a nozzle to improve thrust – especially at lower speeds.
“A 33% reduction in fuel costs is highly significant and points to a secure future for a ship which has proved itself as a reliable performer in Norway’s demanding coastal sector for over 15 years,” said Lasse Øpstad, General Manager, Lighthouse Ship Management. “Managed prudently, ships built and maintained to Terneskjaer’s quality can comfortably surpass lower carbon requirements and compete effectively for years to come.”
Lighthouse manages a wide range of ships for seven shipowners.
Lighthouse selected a BERG retrofit package for the conversion of Terneskjaer
Other benefits
In securing lower nitrogen oxide emissions, the project was eligible to benefit from Norway’s NOx Fund, which allows owners tax breaks if they pay into a scheme to fund NOx reduction measures.
“There were several objectives for the Terneskjaer project, including improved performance, greater operational flexibility, lower NOx, decarbonisation and increased lifetime,” said Magnus Thorén, Sales Manager – Energy Efficiency, BERG Propulsion. “However, energy efficiency is critical in every respect. We consulted closely with Lighthouse Management to evaluate the upgrade options and we are delighted that the trust of one of Norway’s leading ship managers has been wholly vindicated.”
NEW LIFECYCLE AGREEMENT FOR WÄRTSILÄ
Wärtsilä has signed a five-year Lifecycle Agreement with NMDC Group (NMDC), one of the largest dredging and marine contractors in the Middle East. The agreement represents a significant step forward in strengthening the partnership between Wärtsilä and NMDC. It will focus on optimising the availability and operational efficiency of NMDC’s dredging fleet. The order was booked by Wärtsilä in Q1 2025.
This comprehensive agreement covers seven of NMDC’s dredgers, with the potential to expand the scope to additional vessels in the future. The scope includes a tailor-made maintenance programme for the engine
and propulsion equipment onboard the vessels, as well as digital solutions and performance guarantees. These are all aimed at increasing fleet availability and optimising maintenance costs.
With demand for its services increasing, the availability of its vessels is essential to NMDC’s operations. By leveraging Wärtsilä’s cutting-edge digital tools, such as Expert Insight, delivered through Wärtsilä’s global Expertise Centres, NMDC is expected to significantly reduce planned downtime, leading to increased revenues. According to estimations made, the additional uptime made possible by the agreement may increase the operational and charter/ client schedule flexibility, and provide the potential for additional earnings up to €3M. Similarly, the contract includes Dynamic Maintenance Planning, which reduces maintenance costs by 14%.
Reduced downtime
“Increasing availability and reducing downtime of our vessels is a priority for our company. That’s why this new agreement with Wärtsilä serves as a cornerstone in our efforts to advance reliable and sustainable operations within the Middle East,” says Peter Marvin, Chief Technical & Resource Pool Officer at NMDC Group “We have a long-standing history with Wärtsilä, and we value their ongoing support in maximising our fleet’s potential so that we can continue to meet customer objectives in an ever-changing environment.”
“NMDC’s fleet operates in highly demanding environments, where uptime and vessel flexibility are critical. Our tailored digital solutions and expert operational support will ensure that their vessels are not only more reliable but also operate at peak efficiency throughout the contract duration, in turn saving fuel and lowering emissions,” comments Henrik Wilhelms, Director, Agreement Sales at Wärtsilä. “This agreement is a testament to Wärtsilä’s commitment to delivering long-term value and enabling our customers to meet their growing operational challenges.”
The agreement with Wärtsilä covers seven of NMDC’s dredgers
PosiTector ® Inspection
Coating Thickness Probes
n Ferrous n Non-Ferrous n Combination n
Surface Profile Probes
n Depth Micrometer n Replica Tape Reader
Environmental Conditions Probes
n Integral n Cabled Magnetic Probe n Anemometer
n 1/2” NPT n Infrared
Hardness Probes
n Shore n Barcol
Salt Contamination Probe
n Bresle Method
Gloss
n
Ultrasonic Wall Thickness Probes
n Corrosion n Multiple Echo Thru-Paint n Precision
n Low Frequency n Xtreme
Customized
Steelpaint is urging shipowners, shipyards and port authorities with steel assets to prioritise surface preparation
GmbH is urging shipowners, shipyards and port authorities with steel assets to prioritise surface preparation, advising that skimping on this critical step in the application process is leading to premature coating failures, costly repairs and increased safety risks. OSG extends adoption of graphene-based prop coating.
The advisory follows a recent request to apply its singlecomponent, moisture-cure Stelcatec to a steel structure that had not been properly prepared, with high levels of rust and contamination still present.
“We made it clear that without proper surface preparation tools to remove rust and corrosion, and subsequent
freshwater washing to disperse salts and other contaminants, there was no point in applying the paint,” said Dmitry Gromilin, Steelpaint’s Chief Technical Supervisor.
“We have seen too many cases where companies have invested in advanced coating systems, only to have them fail prematurely due to inadequate surface preparation. Not only does this lead to accelerated corrosion, and the need for costly reapplication, but any investment in advanced corrosion protection is wasted.”
Gromilin continued: “One of the most common misconceptions is that a quick wipe-down or solvent wash is sufficient. In reality, contaminants such as rust, grease, salt and moisture create an invisible barrier between the steel and the coating. Without thorough surface preparation, adhesion is compromised, and the coating will inevitably fail. When this happens, it is not just the paint that deteriorates – steel structures will suffer rapid corrosion, leading to structural weaknesses, safety risks, and costs.”
Low-pressure preparation
Steelpaint also reports incidents where asset owners have used low-pressure water jet washing to prepare areas prior to coating applications.
“We have seen operators using 300400bar low pressure water jets to prepare larger, heavily corroded areas, such as tank tops,” says Gromilin. “At the very minimum, 2,000bar ultra high-pressure water blasting should be carried out. Anything less means any corrosion protection will be ineffective. Surfaces must be properly prepared.”
He added that preparation challenges are compounded by environmental conditions, such as saltwater environments, high humidity, fluctuating temperatures and condensation, which can impact application.
This is especially the case when traditional two-component systems are used, requiring precise application windows. In tropical climates, for example, dew point restrictions often mean that conventional coatings can only be applied during specific hours of the day. Prepared
Steelpaint Director Frank Mueller said by highlighting the importance of this critical preparatory step, “steel asset owners can get the most out of their corrosion protection spend.”
“The best coating system in the world will not perform if applied to contaminated, rusty or inadequately prepared steel surfaces,” explains Mueller. “Cutting corners in preparation only leads to greater costs down the line, but by adopting best practice in steel preparation and selecting coatings that offer greater flexibility in real-world conditions, steel assets can remain protected for longer, reducing operational and maintenance costs in the long term.”
While acknowledging that the perfect surface preparation is seldom achieved, Steelpaint’s Stelcatec system has been developed to be applied to the minimum SSPC SP2 standard using non-powered hand tools such as wire brushes, scrapers and sandpaper. This is the minimal standard.
The one-component Stelcatec coating can also tolerate light flash rust and can be applied on damp surfaces, significantly reducing downtime for critical infrastructure such as cargo tanks, ship-to-shore cranes and other steel assets operating where extended
maintenance shutdowns are not an option. It also provides longer corrosion protection at a lower film thickness, and can be applied at 98% relative humidity (RH) at temperatures ranging from -5°C to 50°C.
OSG EXTENDS ADOPTION OF GRAPHENE-BASED PROP COATING
One of the world’s leaders in energy transport, Overseas Shipholding Group, Inc (OSG), has decided to extend its adoption of GIT Coatings’ graphenebased propeller coating XGIT-PROP across seven additional crude oil tankers.
OSG had successfully applied the graphene-based propeller coating to one of its crude oil tankers in October 2023. The first application of XGITPROP on an OSG tanker has seen performance gains and fuel savings proven beyond expectations. This has been further validated by a third party, with the vessel tracked along its trade route covering the Pacific Ocean.
Building on OSG’s mission to transform the maritime industry, the company will now begin applying the graphenebased propeller coating across seven additional vessels in its tanker fleet.
XGIT-PROP will be applied to the propellers on seven additional crude oil tankers
NAVAL REPAIR REVIEW
The USNS Wally Schirra, the first US Navy ship repair project to be won by Hanwha Ocean in South Korea, has been completed
A milestone in US ship repair for Korea, inclination tests at APCL Group, a significant modernisation at Babcock’s Devonport facility, celebrating 150 Years of the Royal Schelde Shipyard and 25 years as Damen Naval, UAE’s first uncrewed vessel centre and a second BWTS shipped to US Navy.
The USNS Wally Schirra, the first US Navy ship repair project to be won by Hanwha Ocean in South Korea, has been completed. This maintenance, repair, and overhaul (MRO) project is considered a historic moment that will take Korea-US maritime defence cooperation to the next level.
The Wally Schirra project, which was carried out at Hanwha Ocean Geoje, took approximately six months and included overall maintenance work such as hull and machinery maintenance, major equipment inspection and replacement and system upgrades on the cargo/supply ship. Hanwha Ocean satisfied the US Navy’s high technical requirements and demonstrated the best performance in maintenance quality and efficiency.
Hanwha Ocean also created additional revenue by utilising its own technology during the maintenance process. In particular, it confirmed new maintenance requirements for the ship that were not recognised at the time of the initial contract, signed a revised contract that guarantees significantly
increased sales compared to the original contract, and extended the contract period. Hanwha Ocean’s additional solution offering and problem-solving ability have further solidified the US Navy’s trust.
After signing the US Navy Ship Maintenance Restructuring Agreement in July last year, Hanwha Ocean entered the US Navy MRO market in earnest by winning the depot maintenance contract for the Wally Schirra as its first project a month later. In November, it also won a contract for the regular repair of the USNS Yukon, a refuelling vessel belonging to the US Navy’s 7th Fleet.
In the process of carrying out this MRO project, Hanwha Ocean also contributed to the development of the industrial ecosystem through collaboration with the domestic shipbuilding industry and local partners. In particular, in the case of the second order for Yukon, it carried out the maintenance work in cooperation with small and mediumsized shipbuilding companies in the Geoje area, which had a positive effect on revitalising the local economy.
Expanding cooperation
The US has recently been expanding cooperation with friendly shipyards to strengthen its ship maintenance capabilities in the Indo-Pacific region. Accordingly, Hanwha Ocean’s successful completion of the maintenance of a US Navy ship is expected to be an opportunity for Korea to establish itself as a strategic hub in the global naval MRO market, beyond a simple individual project. In addition, Hanwha Ocean plans to expand its global MRO business to Asia, the Middle East, Europe, and North America based on this project. The global naval MRO market is worth approximately $8Bn and is growing steadily. Hanwha Ocean aims to win MRO orders for five to six US Navy ships this year and plans to further expand its overseas MRO business.
“This project was successfully completed thanks to the dedicated efforts of Hanwha Ocean executives and staff and the crew of the Wally Schirra for several months,” said Patrick J. Moore, US Navy Sealift Command Korea Dispatch Command. “This is evidence of the close cooperative relationship between Korea and the US, and we expect many opportunities to further strengthen this cooperative relationship in the future.”
Kim Dae-sik, Managing Director of Hanwha Ocean’s Special Vessel MRO TFT, said, “Through the success of this MRO project, we have once again proven to the world the technological prowess and reliability of the Korean shipbuilding industry. We will continue to strengthen cooperation between the ROK and the US Navy and create new opportunities in the global naval MRO market.” Based on its successful
cooperation experience with the US Navy, Hanwha Ocean plans to solidify an even stronger position in the global defence market.
SIGNIFICANT UPGRADE FOR HMS SUTHERLAND
Following a significant upgrade and modernisation programme, HMS Sutherland set sail for initial training prior to sea trials last month – marking a major milestone in its journey back to full operational capability with the Royal Navy.
Major enhancements were completed at Babcock’s Devonport facility, including a power generation and machinery upgrade, structural surveys and critical system installations.
Collaboration has been key to the programme’s success, with Babcock’s teams working with the Royal Navy and Ministry of Defence (MOD) to ensure HMS Sutherland remains a highly capable asset for years to come. The upgrade was carried out as part of the Royal Navy’s commitment to sustain and enhance the fleet’s operational capability into the 2030s.
To mark its return to sea, HMS Sutherland was officially handed over to the Royal Navy at a small ceremony onboard before it headed down the River Tamar into Plymouth Sound.
“After a significant upkeep programme, it is fantastic to see HMS Sutherland starting sea trials and well on her way to achieving full capability before rejoining the fleet,” said Sir Nick Hine, Chief Executive of Babcock’s Marine Sector. “Our team has provided trusted expertise, utilising our long-standing through-life support experience to ready
HMS Sutherland has undergone a significant upgrade and modernisation programme
the ship before she recommences her journey to support the nation’s defence. We’re proud to support these important naval assets and to work alongside our MOD and Royal Navy colleagues.”
SUCCESS FOR GIBDOCK
Gibdock, Gibraltar’s premier shipyard for naval and government vessels, recently hosted an exclusive Defence Ship Repair Event at the UK’s House of Commons in London, bringing together key stakeholders from government, industry and the defence sector.
The event was hosted by Lord West, the former First Sea Lord, and featured keynote speeches from The Rt Hon Maria Eagle MP, Minister for Defence Procurement, and Simon Gillett, CEO of Gibdock. Discussions focused on the critical role of strategic ship repair and maintenance in ensuring fleet readiness and operational capability.
Gibdock has also recently completed maintenance on the Royal Fleet Auxiliary vessel Lyme Bay. The project was delivered on time and within scope, ensuring all required work met strict naval standards.
The project was a collaborative success for all involved, reinforcing Gibdock’s capability in handling complex defence contracts.
FRIGATE INCLINATION TESTS AT APCL
The beginning of 2025 brought another UK Royal Navy Type 23 Frigate to A&P Falmouth, part of the APCL Group.
Following the successful inclining experiment conducted for HMS St Albans in December, HMS Iron Duke has now successfully completed the same experiment at the facility. This support activity has been delivered under an existing framework agreement with BAE Systems, in conjunction with DE&S.
Inclining experiments are a critical part of the ship’s certification cycle that accurately measure a ship’s weight and centre of gravity under known conditions.
The specialist A&P team, led by Marine Operations Manager Tim Sykes, has fine-tuned the A&P process to take just six days from the vessel’s arrival to its departure. This approach minimises downtime for the vessels and therefore increases vessel availability.
“It is great to see Royal Navy Type 23 frigates at our Falmouth facility over the last few months,” said APCL Director of Defence, Matt Weetch. “Both vessels have benefitted from APCL’s commercial marine expertise and engineering flexibility. The quick turnaround of the two ships showcases APCL Group’s ability to deliver high-quality, timely results. Successfully completing incline experiments for HMS St Albans and HMS Iron Duke within a short timeframe further enhances APCL’s commitment and capacity to support the Royal Navy and Royal Fleet Auxiliary.”
DOUBLE CELEBRATION AT DAMEN
Damen Naval has announced the celebration of 150 years since the founding of the Royal Schelde Shipyard and 25 years as Damen Naval, the dedicated naval division of Damen Shipyards Group.
Damen Naval traces its origins back to 1875 when the Royal Schelde Shipyard (Koninklijke Maatschappij De Schelde) was founded in Vlissingen. Strategically located with direct access to the North Sea via the Scheldt river, the Royal Schelde established itself as a cornerstone of craftsmanship and naval shipbuilding in the Netherlands. In 2000, this heritage entered a new chapter as Damen Naval, a company specialising in complex, unique and innovative naval vessels.
In 2025 it is celebrating a double anniversary: 150 years since the founding of the Royal Schelde and 25 years as Damen Naval, the Netherlands’ sole naval original equipment manufacturer (OEM). Over 150 years, it has delivered more than 420 vessels worldwide, as a trusted designer, engineer, builder, integrator and service provider throughout the ship’s entire lifecycle.
The Rt Hon Maria Eagle MP, Minister for Defence Procurement giving her keynote speech
UAE’S FIRST UNCREWED VESSEL CENTRE
US-owned marine autonomy specialist Janus Marine and Defense and its partner Nexus Remote Solutions are planning to open the UAE’s first centre for the testing, hiring and maintenance of unmanned vessels.
Named ‘The Quarterdeck’, the Remote Operations Centre (ROC) will be based at the Addax Tower in Al Reem Island in Abu Dhabi – and will be the first of its kind in the Gulf open to industry and small- to medium-sized companies. The Quarterdeck will enable startups and scale-ups to innovate unmanned surface vessel (USVs) and unmanned underwater vessel technology for both the commercial and defence sectors.
Janus Marine and Defense owner Jack Dougherty, a former US Navy seafarer with wide experience of naval and commercial marine autonomy, said the Quarterdeck will benefit from the UAE’s open policy towards USV operations in
its territorial waters. “We’re very excited to announce plans for the Quarterdeck which will officially open in June.”
Currently the UAE has three ROCs spanning the commercial and defence markets, but all three are privately owned and closed to external contractors. As a result The Quarterdeck will fill a gap in the market, giving private companies access to the same technology and facilities found in private ROCs.
“We’re very lucky in the UAE that the Government here wants to be a leader in vessel safety by encouraging faster innovation of unmanned vessels,” says Dougherty. “So as part of our services at the Quarterdeck we’ll also be offering an integrated platform for real time remote mission control, data analysis, and system maintenance.”
“We’re open to small to medium sized companies and surveyors who want to innovate USVs mainly in the oil and gas industry but also naval
Damen Naval is celebrating 150 years since the founding of the Royal Schelde Shipyard and 25 years as Damen Naval
sector,” said John Woroniuk founder of UAE-headquartered Nexus Remote Solutions. “The Quarterdeck is like an R&D centre where you can hire hi-tech equipment and undertake vessel trials. And we can offer to operate manned or unmanned vessels for you. This enables companies to manage USV operations across the Gulf and beyond. It is important to underline that our team has designed, produced, and operated uncrewed vessels all over the world. We understand the markets, the players and the technology. The Quarterdeck brings all that expertise together under one roof.”
SECOND BWTS SHIPPED TO US NAVY
French water treatment specialist BIO-UV Group has shipped a second BIO-SEA ballast water treatment unit to the United States for extensive trials to assess the technology’s capability for use on board US Navy vessels.
An ‘M’ series BIO-SEA system will undergo the same rigorous testing as the compact ‘B’ series unit supplied to BIO-UV Group’s US-based partner, The Columbia Group (TCG). TCG was awarded a contract in 2021 to develop a ruggedised version of the BIO-SEA USCG-approved UV-based BWTS.
The BIO-SEA M series, specially designed for the US Navy, completed factory acceptance tests last April at the group’s production facility in Lunel, France.
Meanwhile, the BIO-SEA B unit, installed for evaluation in February 2024, was tested pierside on a logistics vessel, completing over 500 hours of ballasting/deballasting operations.
The ‘B’ unit is now undergoing landbased electromagnetic interference testing to verify compatibility with US military standards. The BWTS will then be subject to extensive vibration and shock testing.
“We aim to have completed operational and environmental testing for both units by 2026,” said Simon Marshall, BIO-UV Group’s Deputy Managing Director. “Should all tests pass the US Navy’s compatibility criteria, this will be the first step toward our system achieving Navy certifiable status and the objective of manufacturing units in North America.” The overall programme has been developed to meet a government requirement to provide US Navy vessels with a suitable ballast water treatment option, with BIO-UV Group and TCG having partnered to meet this requirement.
Above: Janus Marine and Defense owner Jack Dougherty
Above: BIO-UV Group has shipped a second BIO-SEA ballast water treatment unit to the United States for trials on board US Navy vessels
COMING UP
DryDock June 2025
The world’s leading ship repair and maintenance magazine
SPECIAL EDITORIAL FEATURES & ANALYSIS
• Area Review: Northern Europe
• Spotlight: The Nordics
• Cruise & Ferry Repair
• Cruise Refurbishments
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Keeping a vessel in prime condition
One of the most critical aspects of ensuring a vessel’s smooth operation and long-term reliability is the quality and integrity of the parts and equipment installed onboard, so why fit non-OEM parts?
When a vessel is newly delivered, it arrives –hopefully – in prime condition, optimally efficient, and performing exactly as designed. In the initial years of service, particularly during the warranty period, the vessel is typically given the necessary care and maintenance to keep it in top shape. This includes the use of genuine Original Equipment Manufacturer (OEM) or OEM-approved parts, which are essential for ensuring that the vessel continues to operate as expected.
Using OEM parts is not merely a recommendation during this period – it’s a mandatory requirement of the warranty conditions. But what happens when the warranty period expires? Should vessel owners and operators continue to invest in OEM parts, especially when faced with the temptation of cheaper, non-genuine
alternatives? The simple answer is yes. There are significant benefits to using OEM parts long after the warranty ends, and understanding these benefits is crucial to maintaining vessel performance, minimising costly breakdowns and downtime of the vessel, and ensuring the safety of operations.
Keeping things working as they should
Paul Knaap, Service Operations Manager at Damen Services Middle East, has spent over 20 years at sea as a Chief Engineer. His experience has demonstrated time and again the importance of sticking with OEM parts. His advice is clear: avoid the allure of cheaper alternatives, as they can lead to unforeseen issues. “From a design and engineering perspective, the use of OEM parts is preferable. These are the parts
that the system has been designed with. As a result, they ensure that it works as it is supposed to.”
Non-genuine parts, on the other hand, can alter the behaviour of the system in unpredictable ways, which can be both frustrating and costly. Knaap offers an example from his experience with a hydraulic system, where an operator had replaced several original components with non-OEM parts. “The system just didn’t work in the way it was designed any more. Before we could do anything at all, we had to return it to its original condition, using the parts it was intended to operate with.”
A more recent case involved the incorrect use of actuated valves, which again caused the system to malfunction. The problem was severe enough that it required the reprogramming of the
system’s software – a time-consuming and costly process that could have been avoided by using the correct OEM parts from the start.
The true cost of ‘savings’
Marcel van de Kreke, Operations Director at Albwardy Damen Shipyard in Sharjah, shares similar experiences from his work on repair and maintenance projects, particularly with older vessels. “What we tend to see with older vessels – 10, 20 or even 30 years old – is that over time, a lot of modifications have been made. Often, non-original parts are used in these modifications, usually in a bid to save money. The problem is, these parts are not specifically designed for the job. They’re not likely to last as long and there is a higher chance of failure, which can be both costly and, at sea, dangerous.”
ASIDE FROM THE CLEAR ENVIRONMENTAL RISKS THIS PRESENTS, THERE IS THE DANGER THAT THE VESSEL PARTS COULD BE DAMAGED DUE TO LACK OF LUBRICATION.
This is something that has also come to the attention of various oil companies operating in the region, some of which have started to insist on OEM parts and OEM-approved maintenance to vessels’ critical equipment as part of their safety requirements.
The dangers of using non-OEM parts become particularly pronounced in critical areas such as the vessel’s engine and underwater components, including the propeller shaft, rudders and thrusters. Van de Kreke recalls a case where a vessel operator opted for non-genuine seals for the propeller shaft to save on cost. Initially, this seemed like a sensible decision, but the reality soon revealed itself. The seals, which were not suited to the job, quickly led to an oil leak.
“Aside from the clear environmental risks this presents, there is the danger that the vessel parts could be damaged due to lack of lubrication. Buying cheaper parts might look attractive to begin with, but in the end, it can very easily end up costing a lot more,” he says.
In this case, not only did the operator face additional costs due to the duplication of parts purchase, but there was also the significant expense of extended downtime while the seals were replaced with the correct OEM ones. The longer period in drydock and the need to redo the repair work added to the financial burden. “It’s highly likely that any non-genuine parts will have to be replaced with OEM ones in the long run anyway,” van de Kreke points out. “The short-term savings quickly evaporate when the vessel is sidelined due to avoidable repairs, or worse, if a breakdown occurs during a critical voyage or project.”
Long-term thinking for minimum downtime
When it comes to maintaining a vessel, the long-term benefits of using OEM parts far outweigh any short-term savings. The consequences of opting for cheaper, non-genuine parts often involve increased maintenance costs, more frequent repairs and heightened safety risks, particularly in the harsh conditions of marine operations. As van de Kreke advises, “Having seen the effects of lower-cost parts on numerous occasions, my advice to vessel operators would be to think about the long term. It might seem attractive to save some money now, but what about in the coming months? What about when the part fails at sea or in the middle of an important project?”
The risks associated with non-OEM parts are simply not worth taking. At sea, even small malfunctions can escalate into serious safety hazards, endangering both crew and vessel. Furthermore, downtime for repairs can significantly impact operations, leading to delays in projects and lost revenue. “At the end of the day, your vessels are essential to the success of your business, and it’s worth investing in the best parts for them –the parts they were engineered to use in the first place.”
Investing in OEM parts for optimal performance
In the maritime industry, where vessels represent significant investments and are critical to operational success, it’s essential to maintain them using the parts they were designed to operate with. OEM parts ensure that systems work as intended, provide long-term reliability and minimise the risk of costly failures. While non-genuine parts may offer initial savings, the potential for unforeseen problems and increased maintenance costs often outweighs any short-term benefits. By continuing to invest in OEM parts after the warranty period, vessel operators can safeguard the performance, safety and longevity of their fleets, ensuring that their vessels remain in prime condition for years to come.
Ship repair roundup
Damen Shiprepair Amsterdam recently installed five of Damen’s own Marine NOx Reduction Systems to Van Oord’s Nexus
Damen Shiprepair
Amsterdam recently installed five of Damen’s own Marine NOx Reduction Systems to Van Oord’s Nexus. With the systems in place, the cable-laying vessel – a Damen Offshore Carrier 8500 – is operating with up to 80% lower NOx emissions. Calling upon the expertise of teams throughout the group, Damen was able to offer the client a comprehensive solution including production, engineering and installation.
The programme focused on four pillars: enhancing the energy transition, accelerating climate actions, empowering nature and communities, and achieving net zero emissions.
To reach its aims for the fourth pillar, Van Oord is committed to reducing its greenhouse gas emissions to within a 1.5 degree science-based limit in line
with the EU Green Deal, meaning an intermediate target to reduce emissions from their own operations by 35% by 2030, against a 2023 base year. Further ambitions include achieving zero SOx emissions and an 80% reduction in NOx emissions by 2050 compared to 2019 levels. It was with this latter goal in mind that Van Oord reached out to Damen.
Damen delivered the Nexus to Van Oord in 2014. The 122.68 x 27.45m vessel was built as a cable layer for the offshore wind industry and features a cable carousel with a capacity of over 5,000 tonnes.
The offshore wind sector is itself increasingly focused on ensuring sustainable operations. This includes the reduction of NOx emissions close to shore where Nexus is working. As such, the vessel suggested its potential for Van Oord to work towards its goals.
Proven system
In 2015 in preparation for the forthcoming IMO Tier III regulations, Damen developed its Marine NOx Reduction System. This advanced system is suited to multiple engine types and reduces emissions with selective catalytic reduction (SCR) technology.
It works by applying a catalyst to react with injected urea, chemically cleansing NOx from the vessel’s exhaust emissions by up to 80%. The SCR is a modular system that is easily installed to either newbuild vessels or as a retrofit.
Van Oord required Damen to install five Marine NOx Reduction Systems – one for each of the Nexus’s MAK engines. The type of engine required Damen to carry out some adaptation to its standard solution, says Damen Program Manager Sustainable Propulsion André de Bie.
“The MAK installations use a medium speed engine with lower revolutions than the engines with which the SCR is typically used. Plus, the pulse is higher, which required some strengthening of the silencers. Beyond that, however,
Koole 53 was recently at Damen Shiprepair Oranjewerf
it’s the same proven solution we have previously installed on tugs, workboats, yachts and inland waterway vessels.”
Solutions with synergy
The Nexus project, de Bie says, drew upon a wide range of skills from multiple teams throughout the Damen Shipyards Group.
“The Nexus installation was a great example of the synergy to be found within Damen. The Marine NOx Reduction System is produced at our headquarters in Gorinchem, the Netherlands, the engineering was performed by Damen Engineering Gdansk in Poland, and the project executed at Damen Shiprepair Amsterdam (DSAm). With all these skills in-house, we are able to offer our clients a comprehensive solution.”
Along with Damen’s familiarity with the vessel as the original builder, this holistic approach was one of Van Oord’s reasons for selecting Damen to carry out the project. Hein Leemhuis, Van Oord’s Manager Projects Fleet, says: “We chose Damen as they were able to offer us a one-stop-shop solution, taking care of the entire project, which represented a considerable boost in efficiency.”
Turning down the volume
There was a further reason behind Van Oord’s selection of Damen’s Marine NOx Reduction System – the SCR’s relatively compact nature.
“Damen’s system combines the damper and scrubber in a single unit,” explains Leemhuis. “This ensures that the system is lower in volume. With an existing ship that has not been built with an SCR system in mind, there is a minimum of space available, so a system such as this is perfect for a retrofit project.”
Work scope
The installation of the SCRs required Damen to carry out a complete refurbishment on the Nexus’s funnel, replacing the conventional steel with stainless steel to withstand the effects of urea. The yard also installed an additional platform in the engine room where the urea dosing units were placed. An existing tank was blasted and treated, repurposing it for the storage of urea. Other tasks included pipework and the installation of lines, running from the tank to the funnel. At the same time as the Nexus was in dock, DSAm also carried out maintenance work to its thrusters.
“The project was not without its challenges,” says Leemhuis, “Particularly given the relatively tight timeframe we were working to. However, what’s important is how these challenges are approached. Working together, we were able to solve any issues that arose. We were very happy with Damen’s performance on the project.”
de Bie agreed that the project represents a good collaboration, saying: “There is a good match in the culture and mentality between Damen and Van Oord – we both want to go forward. When you’re both looking in the same direction, things are easier. As a result, there has been a very pleasant cooperation that has helped to ensure such a positive result.”
New name, new colour
The large seagoing tug Koole 53 was recently at Damen Shiprepair
Norwegian Breakaway was at Damen Shiprepair Brest for a 21-day technical stop
Oranjewerf. The initial docking included painting the vessel with new colours, name change and minor steelwork.
One of the two rudder stocks was rejected and temporarily replaced, and a new rudder stock was delivered, machined and installed by the shipyard itself during the second docking on January 2, 2025. The collaboration with Koole has led to a sustainable relationship. Oranjewerf works a lot with regular customers, and this collaboration fits perfectly into its vision and strategy, which is strongly focused on relationship management.
Cruise & ferry repairs
AIDA Cruises’ AIDAnova recently docked at Damen’s Rotterdam repair yard for a complete hull painting programme. During this time, the yard also disassembled the bow thrusters for thorough inspection and servicing in its workshop, and performed maintenance on the Azipods to ensure peak performance. Meanwhile, a client upgraded the vessel’s interior.
The Norwegian Breakaway was at Damen Shiprepair Brest for a 21-day technical stop starting on February 20. This marks the fifth project for Norwegian Cruise Line, showcasing a strong and lasting collaboration. The work includes standard maintenance,
a complete overhaul of thrusters, stabilisers and Azipods, and inspection and refurbishment of lifeboats and tenders. Steel works and a new paint system were also part of the work scope, following meticulous hydroblasting. Comprehensive logistical support, including storage, crane operations and waste management, ensured optimal conditions for interior refurbishments.
The Disney Dream is the latest Disney cruiseship to call at Damen Shiprepair Brest. The 340m-long vessel underwent a significant scope of work featuring sustainability upgrade, major mechanical works, maintenance of lifesaving equipment and interior refurbishment – including creation of a new luxury suite of almost 200m2
At 28 days, this was the longest cruise project yet undertaken by the yard. Its completion required no less than 1,000 TEU of materials and seven cranes working simultaneously. With precision planning, the job was completed on schedule, to the client’s satisfaction. Later this year, the Disney Fantasy will dock in Brest for a similar scope of work.
A number of local passenger vessels are currently receiving their annual maintenance at Damen Shiprepair Harlingen. They include Wagenborg’s Oerd and Doeksen’s Willem de Vlamingh, with the Noord Nederland expected soon.
AIDA Cruises’ AIDAnova recently docked at Damen’s Rotterdam repair yard
INCREASE IN ACTIVITY AT NAVALROCHA
Located in the heart of Lisbon harbour on the north bank of the Tagus river, Navalrocha Shipyard is a modern yard backed by decades of experience.
Navalrocha services a wide variety of vessels including polar expedition vessels, car ferries, tugs, cargo carriers, cruiseships, military vessels, livestock
carriers and sailing vessels. In recent years the yard has expanded into the LPG, LNG, product carrier and chemical carrier markets as well as seismic survey and ocean monitoring vessels.
“We anticipate an increase in LPG and product tankers in 2025,” says Sergio Rodrigues, the yard’s Commercial Director. “Last year, we repaired five product tankers and five LPG, and we expect to address nine product tankers and three LPGs this year.”
The scope of work for product tankers includes steel renewal in all ballast tanks and extensive piping replacement. Whilst mechanical and electrical tasks are also included, they are less extensive, with the main focus being on propulsion and bow thruster work.
Steel renewal has been carried out at various points along the hull on LPG tankers, complemented by hull treatment using silicone-based paint, which requires complete blasting prior to paint application.
“In addition to the repairs mentioned, 2024 featured two major steel repairs on two container vessels, each exceeding 70 tons, as well as the refurbishment of a cruise vessel and a naval trainee sailing ship among the 54 vessels repaired in that year,” Rodrigues adds, “making it Navalrocha’s best year.”
He told DryDock: “2025 has kicked off well, with substantial planning ahead, involving nine product tankers, one research vessel, two cruiseships and three military vessels.
“Our yard is also transitioning from wet grit blasting to hydro-blasting. Several vessels have already undergone this new blasting process, and we are in the process of contracting companies to provide permanent equipment in the yard to minimise mobilisation time.”
SUCCESSFUL FIVEYEAR CLASSIFICATION
The 45,000m3 LNG carrier LNG Jia Xing has successfully completed its first class survey after five years of successful operation with the innovative LNT A-BOX containment system.
Navalrocha services a wide variety of vessels
LNT A-BOX is a cargo containment system for safe and reliable storage and transportation of LNG and other liquefied gases in bulk. It is a robust and flexible system, based on IMO Tank Type A, featuring benefits such as mitigation of sloshing, no tank filling restrictions and easy access to both primary and secondary barriers.
The LNG Xia Jing – formerly named Saga Dawn – was the first vessel to install the LNT A-BOX technology in 2020, when the medium-sized LNG carrier was delivered from China Merchants Heavy Industries (Jiangsu) Co. Ltd.
The LNG technology company LNT Marine, which has developed the LNT A-BOX technology, attended the successful five-year class drydocking and renewal survey together with the shipowner, ship management company and the vessel’s classification company China Classification Society (CCS).
“This is a key milestone for the LNT A-BOX containment system. The drydocking will be completed within the original docking plan with zero issues with its containment system – proving LNT A-BOX as a robust, mature and problem free technology,” says Stein Foss, President & CEO, LNT Marine.
Survey at Yiulian
The five-year classification survey was conducted at Yiulian Dockyards (Shekou). The witnesses confirmed that the primary barrier (cargo tank) remains in excellent condition with no fatigue or leaking issues, and zero gas alarms over the five-year operation timespan.
The secondary barrier and insulation system was fully inspected and quality assured including global tightness testing with no complications whatsoever.
“We took ownership of the vessel in 2021 and have only positive experience with our ownership and operations related to the LNT A-BOX cargo containment system,” says YueXian Wang, Group Vice President at vessel operator Integrated Maritime Management.
The vessel operator has carried out ship-to-ship operations and the vessel has transported LNG at various filling levels in the tanks and experienced zero problems over the past five years.
CCS took over as new classification society for LNG Jia Xing from November 2024.
LNG Jia Xing has successfully completed its first class survey
DNV MARITIME APPOINTS NEW CEO
DNV Maritime has appointed Cristina Saenz de Santa Maria as Chief Operating Officer. “The maritime industry is navigating growing complexities, from its operating environment to the expanding network of diverse stakeholders it serves and interacts with,” says Knut ØrbeckNilssen, CEO, DNV Maritime. “To address these challenges and seize new opportunities, the addition of a COO strengthens our leadership team, ensuring we are well-positioned to meet evolving business needs.”
Based in Singapore, de Santa Maria will streamline communication and coordination between regional teams and central functions, work closely with key customers globally and strengthen operational capabilities in key growth markets.
“It is an exciting time for the maritime industry, and I am proud to play my part in supporting our customers as they navigate the complexities ahead,” says de Santa Maria. “I am delighted to take on this new role and look forward to driving greater collaboration and innovation to enhance our operational capabilities and customer impact.”
Since joining DNV in 2005, de Santa Maria has gained extensive experience across the maritime industry, working in newbuilding and operations as a ship surveyor and project manager in Spain, Portugal, South Korea and Norway. She has also held several senior management roles across Norway, Africa and Singapore, most recently as Regional Manager South East Asia, Pacific and India. Saenz de
Santa Maria holds a Master of Science degree in Naval Architecture from the Polytechnic University of Madrid, Spain, earned in 2005. She also completed an MBA at IE Business School in Madrid.
NAVANTIA UK COMPLETES THE ACQUISITION OF HARLAND & WOLFF
Navantia UK, Navantia’s British subsidiary, has completed the acquisition of Harland & Wolff’s activities in its four work centres, Northern Ireland (Belfast), England (Appledore) and Scotland (Methil and Arnish).
With this operation, Navantia ensures compliance with the FSS shipbuilding programme for the UK Ministry of Defence and equips itself with industrial capabilities in the UK, taking a leap forward in its internationalisation.
Navantia UK will manage the four centres, bringing the group’s extensive experience in shipbuilding, manufacturing and management of complex programmes, modernising and adapting its capabilities to the current needs of the UK’s shipbuilding and green energy sectors.
“This operation marks a significant milestone for Navantia. It demonstrates our commitment to the FSS programme and Navantia UK’s commitment to collaborating with UK industry to strengthen local capacities,” said Navantia’s chairman, Ricardo Domínguez. “This new Navantia UK, with a workforce of 1,000 people, the trajectory and facilities of Harland & Wolff and the global experience of Navantia, is a strategic asset for our company and a platform for growth.”
NEW ROBOTS FOR DAMEN SHIPREPAIR DUNKERQUE
Following years of collaboration and recent successful final trials, Damen Shiprepair Dunkerque (DSDu) has signed a contract with AMBPR, a subsidiary of SERCEL Group, for the supply of five Autonomous Mobile Blast & Paint Robots. The robots are revolutionary, bringing with them many advantages over conventional painting methods, the most significant being in the fields of sustainability and health and safety, as well as being faster and the quality more consistent.
The robots are also designed to do much more than just painting. They can be programmed to undertake complete hull restoration cycles including washing, grit/hydro-blasting, painting and final inspections. No human intervention is required aside from tool changes, which take no more than 20 minutes each. The new autonomous robots will initially be powered by hybrid energy but can be upgraded to 100% electric in the future for use in environments that require zero emissions.
The health and safety benefits are derived from the fact that the personnel responsible for the equipment no longer need to be in the immediate vicinity of the hazardous, high-pressure blasting activities using water and grit. The blasting agents, overspray and the other residues from the painting are also contained to protect personnel in the area from inhaling them as well as preventing pollution of atmosphere. An additional benefit of this is that other activities nearby can continue without interruption.
The process is also highly sustainable. Not only does the precision of the robots result in less paint and water being used per square metre, but around 90% of the water used by the AMBPRs is collected, cleaned and re-used, thereby reducing the impact that DSDu has on the environment and workforce. This alignment with Damen Shipyards Group’s commitment to sustainability throughout its operations makes AMBPR and DSDu natural partners.
“The successful implementation of this advanced technology represents a significant leap forward for Damen Shiprepair Dunkerque and the industry in general”, says Jeroen Heesters, MD, Damen Shiprepair. “We remain committed to pushing the boundaries of innovation and sustainability in ship repair, and achievements such as the 90% recycling of the water that the AMBPR robots can deliver gives us a competitive advantage with ship operators who are looking to reduce their own ecological footprints.”
NEW LIFECYCLE AGREEMENT
Wärtsilä has signed a 10-year Lifecycle Agreement with Spanish ferry operator Baleària. The agreement covers Baleària’s new high-speed aluminium-structure catamaran RoPax ferry Margarita Salas, which recently entered service. The ship was built at the Astilleros Armon Gijon yard in Spain. It operates with four Wärtsilä 31DF dual-fuel engines, four Wärtsilä WXJ hydraulic waterjets, and features two Wärtsilä LNGPac fuel storage and supply systems. A sistership, the Eleanor Roosevelt, was delivered earlier with the same Wärtsilä scope. The order for Margarita Salas was booked by Wärtsilä in Q3 2024.
The unique ship design delivered by the Astilleros Armon Gijon yard, combining high-speed waterjets with mediumspeed gas-fuelled engines, is proving to be very successful, representing a new RoPax ferry reference case. The Wärtsilä agreement will ensure that the key design values of high efficiency, unmatched customer comfort, reduced operating costs and environmental sustainability are secured and maintained.
“We feel confident with Wärtsilä solutions which will help us to deliver the high performance and comfort level we offer to our clients, while lowering the emissions of our operations,” says Juan Pablo Molina, Corporate Technical Director, Baleària. “The reliability of our service is naturally of key importance to our customers, and this agreement with Wärtsilä provides us the highest expertise from the manufacturer to optimally maintain the vessel at all times.”
The agreement is designed to meet the specific operating needs and requirements of the vessel. It includes maintenance planning, spare parts and maintenance services for scheduled maintenance, operational support, and Wärtsilä’s unique Expert Insight digital predictive maintenance service.
“Following the successful delivery of our equipment to the ferry newbuild, we are proud to be supporting Baleària with keeping the vessel operations as efficient as possible during its lifecycle,” comments Miguel Sanchez, Director Sales South Europe & Africa – Wärtsilä Marine. “We have been working with the ferry industry for many years now and have seen an increased number of ferries serviced under long-term agreements, totalling 37 today. This
agreement is the fifth we are honoured by Baleària and we look forward to continuing our strong partnership on this decarbonisation journey.”
The Margarita Salas operates between Barcelona, the Mallorcan port of Alcúdia and Ciutadella on the island of Menorca.
TMC TO RETROFIT 86 VESSELS
TMC Compressors has announced that it has been contracted by an undisclosed major shipowner to deliver new marine compressed air systems to 86 of the company’s vessels.
The large-scale retrofit project is in connection with the installation of scrubbers.
“This is not a particularly technically challenging delivery, but the ability to repeatedly deliver high-quality compressors to such a large number of vessels both encourages and forces us to constantly deliver on the highest level,” says Hans Petter Tanum, TMC’s Director of Sales and Business Development. “That is easier said than done, but we have proved in the past that we possess the right mindset to achieve this.”
Tanum refers to the fact that TMC was tasked a few years ago to supply marine compressed air systems to 50 vessels from the same shipowner.
Hans Petter Tanum
DACS DELIVERS AGAIN
The Damen Air Cavity System (DACS) has once again demonstrated its fuel saving credentials during an independent verification undertaken by Lloyd’s Register. DACS’ efficiency-boosting potential had earlier been confirmed by classification society RINA. These latest findings offer valuable evidence of the potential of air lubrication technology to lower both fuel consumption and emissions.
DACS is the result of a collaboration between Damen and the Delft University of Technology (TU Delft). The air cavity system maintains a thin layer of air over the flat bottom of the vessel’s hull, lowering resistance in the water and, thereby, fuel consumption.
Last year, Damen installed the DACS system on Amisco’s cargo vessel Danita in Estonia. During sea trials, Damen collected a range of data on the vessel’s performance. Independent verification of this information by RINA confirmed that DACS enabled the vessel to make significant savings in fuel consumption (6-7%).
To add weight to the findings, Damen wanted a second opinion. Its next step was to provide Lloyd’s Register with the same data. With this, LR performed a further independent verification, applying its own methodologies.
Strikingly, its findings were similar to those of RINA, demonstrating that, at the vessel’s typical operating speeds, DACS enabled a reduction in fuel consumption by between 7-8%.
NEW ENGINE INSTALLATIONS
Wärtsilä will supply replacement engines for two inland waterway tug pusher vessels operating in Paraguayan rivers. The vessels are owned by ADM Naviera Chaco (ADM). The vessel modifications and new engine installations will be carried out in Asunción, Paraguay. The orders were booked by Wärtsilä in Q2 and Q4 2024.
The new engines will enable a reduction of the environmental impact and increase the efficiency of the tug pushers. ADM’s stated target is to reduce emissions by 25% by 2035, and the advanced Wärtsilä engine technology is an important opportunity to advance that effort in South America.
“The Wärtsilä engines selected for this project have the fuel flexibility that we seek, especially as we look to the potential of alternative future fuels. At the same time, the project will help us to improve operational reliability and lower our maintenance costs,” says Raul Valdez, Logistic Director – ADM Naviera Chaco.
The two vessels covered by this contract are the Decatur Lady and the Tendota. Each will be refitted with three Wärtsilä 20 engines. Delivery of the engines to the shipyard took place earlier this year. The Wärtsilä 20 is a well-proven compact, lightweight marine engine, offering fuel flexibility and reliable performance in genset and main engine applications.
DACS has undergone verification by LR
Wärtsilä will supply replacement engines for Decatur Lady
“We are delighted that Wärtsilä engines have been selected for this important project, which highlights the marine industry’s shift to greater sustainability and increased efficiency. ADM’s vision to be the provider of choice to meet the demand for low-carbon intensity feedstocks is very much in line with Wärtsilä’s own commitment to supporting the industry’s decarbonisation efforts,” comments Hanno Schoonman, Director of Sales for AMER region – Wärtsilä Marine.
NEW SERVICE AGREEMENT FOR KONGSBERG
Kongsberg Maritime has signed a service representation agreement with G-jet s.r.l., a leading service provider in the yacht segment and part of the V610 AG group. The agreement aims to strengthen customer support
for Kongsberg Maritime’s Kamewa waterjets, ensuring yacht customers receive the highest level of service and expertise.
“We are proud to establish this partnership with Kongsberg Maritime, a global leader in marine technology and innovation. G-jet, part of V610 AG group, is dedicated to delivering exceptional service and solutions tailored to our customers’ needs,” said Folena Giulio, CEO of V610 AG.
“This agreement reflects our ongoing commitment to constant improvement, ensuring we meet and exceed the expectations of waterjet clients in the yacht segment. Together with Kongsberg Maritime, we are ready to raise the bar for customer support and operational excellence in the industry.”
Mateusz Stępkowski, Vice PresidentWaterjets, Global Customer Support at Kongsberg Maritime, added: “G-jet has a long-established reputation for delivering exceptional service and support to yacht customers, characterised by their outstanding
responsiveness and dedication to customer satisfaction. Their proven track record and solid market position make them an ideal partner for us as we seek to enhance our offerings in the yacht segment. Together, we have a unique set of competencies to exceed customers’ needs.”
Kongsberg Maritime’s Kamewa waterjet range offers superior manoeuvrability, high efficiency, and reduced noise and vibration levels, making them ideal for various marine applications, including high-speed vessels and luxury yachts.
Available in both aluminium and steel series, Kongsberg’s waterjets provide exceptional durability and performance, catering to diverse operational requirements.
G-jet is a leading name in the yacht propulsion system maintenance sector. The company specialises in mechanical and electronic services for Kongsberg Kamewa waterjets, ensuring timely and reliable support for routine maintenance, emergency repairs, and spare parts.
NEW EQUIPMENT FOR MARINESHAFT
MarineShaft has recently bought two pieces of PMI (Positive Material Identification) equipment.
XRF (X-ray Fluorescence): Uses X-rays to determine the chemical composition of metals.
LIBS (Laser-Induced Breakdown Spectroscopy): Uses lasers to analyse the chemical composition, including carbon content, with minimal surface impact.
The purchase is based on a thorough investigation and testing of equipment fitted to the company’s needs.
Benefits
The key benefits of this new equipment are:
• Time Efficiency: The process is significantly faster than traditional methods, eliminating the need to cut out material samples and sending them for test at a third party company
• Accuracy: Results closely align with professional analyses, ensuring reliable material identification
• Non-Destructive Analysis: The XRF device allows for chemical composition analysis without damaging the material
• Enhanced Weldability Assessment: The LIBS device helps evaluate carbon content and other critical elements before welding.
Applications
MarineShaft plans to use these devices for:
• In-house chemical composition analysis of metals.
This new equipment, which is approved by classification societies, will improve efficiency whilst maintaining highquality material assessment standards.
NEW JV FOR ASRY
ASRY has recently announced forming a joint venture (JV) with Noatum Maritime, part of AD Ports Group’s Maritime & Shipping Cluster, offering a diversified portfolio of maritime solutions for the provision of marine services in Bahrain.
The collaboration aims to sharpen the current marine service offering at ASRY Shipyard on an exclusive basis by leveraging Noatum Maritime’s operational expertise and modern fleet, and then will target external clients within Bahrain.
“We are delighted to form this strategic JV with ASRY, a distinguished leader in the maritime sector,” says Captain Ammar Al Shaiba, CEO Maritime & Shipping Cluster, AD Ports Group. “This collaboration strengthens our regional presence and enables us to leverage our expertise in marine services, while providing service excellence through our modern efficient fleet. By combining our strengths we will drive operational synergies, enhance reliability and deliver optimised solutions to customers.”
“Our partnership with Noatum Maritime marks a strategic step in strengthening our maritime services,” says ASRY CEO Dr Ahmed AlAbri. “With their expertise and advanced fleet, we are confident this joint venture will set new standards in efficiency, reliability, and excellence in service. This cooperation is also an important move towards improving maritime services in the region. We firmly believe this collaboration will establish a new benchmark for the maritime industry in terms of quality, efficiency, and service standards.’
He added: “This partnership is in line with our strategy and modern vision to broaden our services and expand our global presence. We will work side by side to deliver high-quality services that meet our clients’ expectations and contribute to strengthening Bahrain’s economy.”
Our passion is not new!
We work with the same passion since the day we started, despite the high demand on quality, and always with the same commitment.
“Drill Ship Aban Abraham” Heli pad removed at afloat at Hambantota Port
