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MAGAZINE

FACE THE FACTS: Drydock capsizes investigated SPOTLIGHT: Wind power on the rise ANALYSIS: Carbon reduction technologies explored

SEPTEMBER 2023

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In this issue…

FACE THE FACTS In the past four years, at least four vessels have capsized during drydocking operations. These include a mega yacht, a US research vessel, a Dutch tall ship and a motor ship. Robert Taylor, Principal Engineer – Shipyard Solutions, Bardex Corporation, looks at ways of mitigating the risk

ON THE LINE With vessel efficiency front and centre following the IMO’s recent MEPC 80 session, shipowners and managers are turning to Rotor Sails during scheduled berthing and drydocking to reduce their emissions and fuel consumption ANALYSIS The industry will need to accelerate investment in carbon capture technology if it is to achieve net zero by 2050. ABS, Value Maritime, Wärtsilä, ClassNK, LR and Alfa Laval are all involved in developing novel solutions to reduce carbon emissions

MAGAZINE

SEPTEMBER 2023

Contents 4

FACE THE FACTS: Drydock capsizes investigated SPOTLIGHT: Wind power on the rise ANALYSIS: Carbon reduction technologies explored

MarineShaft has made a strategic move by investing in the latest 3D scanning equipment (see page 65). MarineShaft A/S Jens Munksvej 1 9850 Hirtshals Denmark +45 96 56 02 02 info@marineshaft.dk

Face the Facts

In the past four years, at least four vessels have capsized during drydocking operations, explains Robert Taylor, Principal Engineer – Shipyard Solutions, Bardex Corporation

On the Line

With vessel efficiency front and centre following the IMO’s recent MEPC 80 session, shipowners and managers are turning to Rotor Sails to reduce their emissions and fuel consumption

14 Spotlight

The EU-Interreg North Sea Region project ‘WASP: Wind Assisted Ship Propulsion’ may have concluded but installations on cargo vessels, RoRos, tankers and bulk carriers abound

28 Area Review

Greek shipbuilding/repair revival highlighted by HEMEXPO. President Eleni Polychronopoulou, along with selected repairs in the Mediterranean and Black Sea

40 Market Intelligence

Steve Gordon, Global Head of Clarksons Research, summarises the last six months, along with an update of ship repair data points from Clarksons World Fleet Register

50 Cruise & Ferry Update

Issue: September 2023 Volume No.47 No.3 ISSN No. 0143-5000

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

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The refurbishment of the Trollfjord explained by Fabiana Vale Dornelas, Senior Interior Architect and Head of Sustainability & Implementation, YSA Design, along with a rebranding project, a landmark refurbishment and a ferry genset overhaul

60 Mechanical Matters

A multi-vessel dynamic positioning upgrade, superyacht propulsion retrofits, and new portable 3D scanning equipment for MarineShaft

66 Analysis

A look at some of the technologies needed to achieve net zero by 2050

78 In Focus

Clean tech laser cleaning, the repainting of an icebreaker and hospital ship protection

94 Worldwide

A surge in demand at ASRY, firsts at BLRT, a mixed bag for Remontowa, an offshore wind project for Mammoet and a selection of underwater repairs

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MPI Group, as a body, are not responsible for any opinions expressed in DryDock by contributors. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without prior permission of MPI Group. © Marine Publications International Ltd 2023

108 News

The latest products, appointments and news

4 – FACE THE FACTS 2023

PREVENTING DRYDOCK ACCIDENTS:

A three-pronged approach In the past four years, at least four vessels have capsized during drydocking operations. These include the mega yacht Nero; a United States Navy research vessel, Petrel; a Dutch tall ship, Europa, and a motor ship, Kind, explains Robert Taylor, Principal Engineer – Shipyard Solutions, Bardex Corporation. Robert Taylor is an expert in global engineering and maritime applications with more than 30 years of experience on multi-million-dollar projects. He specialises in the design and fabrication of heavy steel structures, steel erection, heavy lift applications and large multi-discipline project management. He holds a Bachelor of Science in Civil Engineering from Virginia Tech and is a Registered Professional Engineer: State of California.

n all the above cases, there were initial cursory reports by local media of serious injuries and damage to the ships. Because there are no regulatory requirements for investigating and reporting such incidents, little else is widely known about the frequency of such occurrences, the full extent of losses, or the causes and contributing factors. Nevertheless, accidents like these indicate problems with long-standing blocking practices, such as using timber blocks. Shipyards can improve upon

these practices by adopting modern alternatives in design tools and engineered materials. Q. Why are timber blocks used? A. Timber blocks do two things well: They avoid scratching a ship’s paint and causing dents, the way other common materials, such as steel, would. Another desirable quality is their ability to conform to the hull; however, they do not do this uniformly, reliably or predictably. Timber blocks do not compress at a quantifiable, consistent rate, and once compressed, they do not rebound, or adjust, in response to load changes. So, when loading conditions change, some blocks might not actually be bearing any load. Obviously, this compromises the stability of the ship. Q. What are elastomeric pads and what are the advantages of using them? A. Elastomeric pads are commonly found in buildings located in earthquakeprone areas, acting as dampers or shock absorbers. They translate to the shipyard exceedingly well.

DRYDOCK 2023 – 5

SHIPLIFT & TRANSFER SYSTEM

6 – FACE THE FACTS 2023

PLATFORM AND CRADLE DOCKING FEA SIMULATION

• KEEL LOAD AND REACTIONS, STERN IN DOCKING FEA SIMULATION Platform and cradle docking FEA simulation, keel load and reactions, stern in docking FEA simulation

Elastomeric pads compress and rebound at a reliably predictable rate during all phases of vessel docking and transfer and can be used with any type of vessel support system. Furthermore, they are impervious to seawater, so they require no maintenance and pose no risk of pollution. Q. What other alternatives are there?

A. Another alternative to blocks is hydraulic fluid beds. However, compared with elastomeric pads, these are far more complex to implement and maintain, less reliable, and, because the hydraulic components must be submerged with the platform, there is the risk of fluid leaks and fluid contamination. Q. What are the problems with blocking plans? A. Blocking plans often contain fundamental errors in loading and support assumptions. Some methodologies do not adequately account for two key factors: the structure that supports the blocks and external forces, each of which affects the centre of gravity of a load.

Supporting structure Blocking load distribution differs depending on whether a vessel is on a shiplift platform, floating drydock or a graving dock. Structural engineers refer to this type of situation as a rigid beam on an elastic foundation. Simply put, when something very stiff is supported

by something less stiff, it becomes difficult to understand the load path. As the blocks apply pressure to the supporting structure, some compress more than others, altering the centre of gravity of the load. If the centre of gravity changes enough, a ship can become unstable and overturn.

External forces The conditions that exist when a blocking plan is put in place often change while a ship is drydocked for refit. In addition to dynamic weather conditions, people, parts and equipment move within and around the ship, all changing the centre of gravity. When the cumulative effect of these changes is great enough, the ship will overturn. Without a doubt, these are complex problems, and solving them requires modern computational and predictive tools that are largely absent in the shipyard industry. Q. What is the alternative to the longstanding blocking plan? A. Finite element analysis (FEA) is a computerised method for predicting how a complex object or system will behave under real-world conditions. It is used widely in the aerospace, automotive and building industries, among others, to find and correct system weaknesses, determine safety margins, and identify optimal designs.

SHIPLIFT & TRANSFER SYSTEM

DRYDOCK 2023 – 7

PLATFORM AND CRADLE DOCKING FEA SIMULATION

6. The docked vessel will be In the context of a shipyard, FEA Platform and cradle docking FEA • KEELthe LOAD CHECKS FOR PRIMARY PLATFORM AND CRADLE STRUCTURE transferred across different civil or addresses risks CODE and uncertainty simulation, keel load code checks for primary platform and cradle structure structural support systems. inherent in current blocking practices. FEA requires specialised knowledge and Q. How do you think things can be a detailed understanding of the structural improved? system supporting the vessel. We A. When a bridge or building collapses, recommend that our clients perform this more detailed analysis when one or more a forensic investigation is performed to determine what happened, and of the following conditions is present: the findings are then published for 1. A facility is docking a particular engineers to review. Depending on vessel for the first time. The owner the factors that contributed to the may have excellent information failure, changes can be made to codes, from prior dockings at similar structural designs, processes, materials, facilities, but often this is not the training, and so on. In other words, the case due to changes that occur over engineering community has access time and other external factors that to the information it needs to analyse impede reducing the weight and the problem and look for solutions for improving the trim of the vessel avoiding similar incidents in the future. prior to docking. This is not what unfolds after a 2. The vessel approaches or shipyard accident. Although there exceeds the system’s Nominal may be an investigation, its focus Lift Capacity in total weight or is on insurance and legal matters, maximum linear density. not on problem-solving. This is a missed opportunity to improve safety 3. The vessel has unique features and reduce the risk of losses for that complicate the docking plan shipyards and shipowners alike. and cause load concentrations. Examples include sonar domes, Together with more widespread use moonpools or large overhangs at of modern alternatives in design tools the bow or stern. and materials, implementation of regulatory standards for investigating 4. Modifications are planned that may and reporting the causes of drydock change the centre of gravity or accidents can go a long way in weight distribution of the vessel. preventing ships from reaching their 5. The shipyard is in an area that tipping points. experiences high seismic activity or extreme weather events like tornadoes, hurricanes, and tropical storms.

8 – ON THE LINE 2023

FULL SAIL AHEAD FOR ROTOR SAILS With vessel efficiency front and centre following the IMO’s recent MEPC 80 session, shipowners and managers are turning to Rotor Sails during scheduled berthing and drydocking to reduce their emissions and fuel consumption.

DRYDOCK 2023 – 9

10 – ON THE LINE 2023

ith decarbonisation efforts high on the agenda for the global shipping industry, modern cargo vessels are looking to become energy efficient, with current efforts tied closely to the goal-based and technology-neutral regulations of the International Maritime Organization (IMO).

Kim Diederichsen, Chief Executive Officer of Anemoi

The IMO’s 80th meeting of its Marine Environmental Protection Committee (MEPC 80), which took place in July, brought the topic of vessel efficiency centre stage. Amidst a renewed commitment to reducing the maritime sector’s carbon emissions was an aim to review and strengthen the energy efficiency design requirements for ships, including the regulations by which a vessel’s energy efficiency is measured, mainly the Carbon Intensity Indicator (CII) and the Energy Efficiency Existing Ship Index (EEXI). In a bid to meet the IMO’s goal of achieving net-zero by or around 2050, the uptake of low and zero-carbon technologies that can significantly reduce a vessel’s carbon footprint and speed up global decarbonisation efforts has picked up pace by shipowners looking for viable alternative propulsion options. With wind energy in plentiful supply across most trading routes, shipowners are taking a page from their history books to fit sails onto their vessels. However, long gone are the days of traditional sails. Modern sails for today’s fleet, known as Flettner Rotors or Rotor Sails, are technologically advanced and mechanically capable of providing sufficient auxiliary propulsion to enable a vessel to reduce its burden on engines and cut its carbon emissions significantly. Crucially, Rotor Sails have already proved popular for shipowners looking for energy-saving technologies that can be easily retrofitted onto existing vessels that are at berth or in drydock.

Simplicity The technology behind Rotor Sails is incredibly simple. It relies on an

aerodynamic phenomenon, known as the Magnus Effect. As the cylinder rotates within an airflow, a forward thrust force perpendicular to the apparent wind direction is created, delivering additional thrust to the vessel. This thrust can either increase vessel speed or maintain vessel speed and reduce power from the main engine. Either way, a vessel’s fuel consumption can be minimised and, crucially, its emissions output drastically cut. Rotor Sails are suitable for almost all types of vessel. Their varying designs and installation methods mean they can be installed on bulk carriers, tankers, ferries, RoRo and multipurpose vessels. Each Rotor Sail can be installed in a single crane lift and connected to the foundation of the ship’s main

DRYDOCK 2023 – 11

deck in less than a day. Notably, compared to other technologies, the technology is considered a movable asset whereby the sails can be transferred to another vessel as driven by owner’s requirements. This simplicity in design and installation has made Rotor Sails an ideal choice for quick and effective retrofitting projects for a vessel during drydock. In addition, installation projects have been carried out when a vessel is at berth, thanks to the speed and simplicity of the installation process.

Design flexibility The design and placement of Rotor Sails on the vessel type must be carefully considered in order for the ship to maintain safe and efficient operations,

as well as ensuring the cylinders do not affect the loading and/or unloading of its cargo. Anemoi Marine Technologies, which was spun out of Greece’s Blue Planet Shipping, is one of the shipping industry’s leading developers of Rotor Sail technology. In June 2023, Anemoi retrofitted three 24m-tall Rotor Sails on board the 82,000dwt Kamsarmax bulk carrier TR Lady in Chengxi Shipyard in China in order to improve the vessel’s efficiency. While larger bulkers traditionally find it more challenging to meet EEXI and CII targets, they are ideally suited to Rotor Sail technology. They have ample deck space and typically operate on favourable trading patterns where the wind is strong and predictable.

Anemoi retrofitted three 24m-tall Rotor Sails on board the 82,000dwt Kamsarmax bulk carrier TR Lady in Chengxi Shipyard in China

12 – ON THE LINE 2023

During its trial voyage from China to Australia, TR Lady found positive results during performance testing. The vessel is expected to see annual savings of around 10% in fuel consumption and emissions. The Rotor Sails were installed along with Anemoi’s patented transverse rail deployment system to enable the sails, which are fixed to the centreline during voyages, to be moved port or starboard when berthed for cargo operations. “The installation of Rotor Sails on TR Lady and the results we have seen so far show how effective Rotor Sails are when it comes to reducing the fuel consumption and emissions of a vessel. Rotor Sails are a visible, viable and costeffective decarbonisation technology,” said Kim Diederichsen, Chief Executive Officer of Anemoi. “Our background equipped us with the knowledge of how to best adapt the technology for complex vessel operations. As a result, we developed a range of Rotor Sails with variable heights and, most uniquely, a range of deployment systems and mounting arrangements. This includes a standard fixed mounting; a folding deployment, which enables the cylinders to be lowered from vertical to enable the vessel to pass under low bridges and avoid impact to cargo loading and unloading; and finally our patented rail system that was used on TR Lady,” Diederichsen said.

Anemoi has developed a Fuel Saving Assessment Model (FSAM) to accurately predict fuel and emissions savings from various sizes and classes of vessel. Central to FSAM are four key data sets: Rotor Sail performance data, vessel performance data, route data and wind data. FSAM utilises this data to simulate thousands of historic voyages over a five-year period to ensure the results accurately reflect the wind conditions experienced on the chosen route. Any additional drag and increased generator usage are also included so that the net results are fair and transparent.

Forward thinking According to the UK’s Clean Maritime Plan, the market for wind propulsion technologies, including Rotor Sails, is projected to reach £2bn per year by 2050, a significant increase from £300m that is expected in the 2020s. Anemoi currently has 13 Rotor Sails in production and is ramping up its capacity to be able to install 50 Rotor Sails each year by the end of 2023. This growth is directly linked to the credibility of Rotor Sails as a decarbonisation technology. As alternative fuels and other eco-friendly innovations become market-ready, auxiliary wind propulsion methods can be used in conjunction to reap even more environmental benefits for the shipping sector.

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14 – SPOTLIGHT 2023

WASP PROJECT CONCLUDES The EU-Interreg North Sea Region project ‘WASP: Wind Assisted Ship Propulsion’ has officially concluded, with significant positive impact on wind energy use by commercial ships.

Boomsma Shipping’s Frisian Sea is fitted with a twin VentiFoil installation

DRYDOCK 2023 – 15

16 – SPOTLIGHT 2023

various different vessels. As expected, fuel savings from these systems are variable, delivering up to 10% savings depending on the route and vessel operational profile. These installations have also contributed to the generation of three points of reference for different wind propulsion technologies and shipping segments that will support shipowners in making investment decisions going forward.

The Ankie was the first retrofit of the eConowind Ventifoil

unded by the Interreg North Sea Europe programme, part of the European Regional Development Fund (ERDF), the WASP: Wind Assisted Ship Propulsion project brought universities, wind-assist technology providers and shipowners together to research, trial and validate the operational performance of a selection of wind propulsion solutions. This has resulted in:• Five commercial vessels retrofitted with wind-assist systems. • Three different wind propulsion technologies tested. • Third-party validations conducted to verify actual fuel savings achieved. • Other key deliverables concerning performance indicators, standard sea trials and decision-making tools have also been concluded. After three and a half years the project has generated a significant stream of much-needed information and transparency around wind propulsion technology selection, installation and operation. This has contributed greatly to the general development of the wind-assist sector both in the North Sea region and beyond. The five installations of wind propulsion technology will continue to serve as examples of how wind propulsion systems can be deployed as retrofits on

“We are proud to be part of this amazing project. By the WASP installations realised and evaluated during the project lifetime, wind technology proved to be an important element of the decarbonisation process of shipping,” explains Marko Möller, Manager Special Projects at Scandlines, one of the ship-owning companies involved in the WASP project. “For Scandlines, the positive results were a decisive factor to install another rotor sail on the sister ferry of the Copenhagen.” Johan Boomsma, co-owner of Boomsma Shipping, another of the ship-owning companies involved in the project, says: “We believe energy efficiency is key and are always open to new developments. That is why we are sailing with the eConowind VentiFoils on Frisian Sea. I think the three major factors – unit costs, fuel prices and European ETS legislation – are combining in such a way that windassisted propulsion will soon become one of the standard solutions.’’

Key development role The WASP project has also played a key role in developing standard procedures for sea trials for wind propulsion technology-equipped vessels and the creation of standards for KPIs in collaboration with the International Towing Tank Conference (ITTC). These are significant developments that reduce the barriers for the uptake of wind propulsion solutions. In addition to the vessel installations, the project has had a strong focus on the educational field. Twelve key educational events have been held at project partner universities, along with others in Enkhuizen Maritime Academy,

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18 – SPOTLIGHT 2023

Above: Annika Braren is fitted with an Ecoflettner rotor

Below: The Norsepower Rotor Sail has been fitted to both Scandlines’ Copenhagen and Berlin hybrid ferries

the Delft Technical University and the World Maritime University. Although the project has drawn to a close, the continued use of the deliverables from the project’s four work packages will help to inform the industry and policymakers going forward. The project has already contributed to a far better informed shipping sector in the EU when it comes to wind propulsion

technologies, and the North Sea region continues to be at the forefront of developments in the field.

Website still active The WASP Project website – https:// northsearegion.eu/wasp – will remain active and project partners will continue to build on the foundations laid by the project. Visitors to the website can access extensive information about the technology installations and even track the ships fitted with wind propulsion technology as part of the project. The output section on the website houses copies of all the deliverables from the project partners, including scientific reports, policy briefs, academic papers, finance and decision-making tools. The International Windship Association (IWSA), a key partner in the project, has pledged to continue to integrate the deliverables from the WASP project into its work and to also maintain the expert database on the IWSA website.

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20 – SPOTLIGHT 2023

WIND POWERS UP FURTHER Installations on cargo vessels, RoRos, tankers and bulk carriers all prove the wind power concept.

DRYDOCK 2023 – 21

Odfjell will be installing the eSAIL system on a chemical tanker

22 – SPOTLIGHT 2023

wo eSAILs have been successfully installed on the Dutch-flagged Eems Traveller, a 2,850dwt general cargo vessel owned by Amasus. The bound4blue eSAIL system, categorised as a suction sail, is based on the use of a thick aerodynamic profile and smart suction to increase the propulsive efficiency, resulting in a system that produces seven times more lift than an airplane wing.

Two eSAILs have been successfully installed on the Dutch-flagged Eems Traveller

These sails represent a new and improved generation of the system installed on the La Naumon, delivering higher efficiency with the same size. Standing at a height of 17m, they continue to hold the record as the largest suction sails ever built and installed on a ship.

The installation was executed in two distinct phases. One year ago, during a scheduled regular drydocking, the foundations for the eSAILs were manufactured and installed in The Netherlands. The verticalisation manoeuvre and connection to the reinforcement of the sails was completed in less than four hours in the port of Bilbao. In between these two phases, bound4blue has been monitoring the ship to obtain its baseline performance, which will be used by a third party to assess the fuel and emission savings results in the next 12 months. In this way, scientificallyvalidated results are obtained, which can be used to demonstrate the actual effects of the system in use on board the vessel and to form the basis for any future further development.

Airbus installation Airbus will also be equipping one of the vessels it uses to transport aircraft subassemblies with a wind-assisted propulsion technology. Three 22m-high eSAILs will be fitted to the Ville de Bordeaux ahead of a six-month performance monitoring period starting early 2024. The Ville de Bordeaux, chartered from shipowner Louis Dreyfus Armateurs, regularly ferries A320 family subassemblies from Europe to Mobile in the US for final assembly.

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24 – SPOTLIGHT 2023

Odfjell has actively pursued decarbonisation initiatives for many years, and recently documented a 51% improved carbon intensity compared to the 2008 baseline. The deployment of the eSAIL system represents another significant milestone in the company’s implementation of innovative solutions to increase its fleet’s energy efficiency. “Since 2020, we have been studying sail technologies as a potential energy efficiency measure for our fleet, and we are excited to now take the next step by partnering with bound4blue to implement their pioneering eSAIL system on one of our chemical tankers,” said Jan Opedal, Manager Projects at Odfjell. “This technology has significant potential to reduce emissions by harvesting the energy on the ship itself and transforming it directly into a forward thrust.”

Airbus is to equip one of the vessels it uses to transport aircraft subassemblies with an eSAIL

Fitting the eSAILs on the ship supports Airbus’s commitment to halve CO2 emissions from its maritime operations by 2030, compared to a 2015 baseline. According to bound4blue estimations, these eSAILs could deliver fuel and CO2 emissions savings of up to 560 tons and 1,800 tons respectively. The installation is being co-funded by the European Union. “We at Airbus have been studying wind-assisted technologies as a potential energy source for our maritime operations for many years,” said Nicolas Chrétien, Head of Sustainability & Environment at Airbus. “As we embark on an exciting journey with our partners Louis Dreyfus Armateurs and bound4blue, we reaffirm our ambition to explore all innovation pathways to develop more sustainable maritime solutions and further reduce the carbon footprint of our industrial operations. This technology looks promising and we are eager to start testing it in real conditions by the end of the year.”

Tanker first Odfjell will also be installing the eSAIL system on a chemical tanker, making it the first tanker vessel in the world to harness this groundbreaking technology.

Odfjell’s partnership with bound4blue aims to expand access to the eSAIL technology within the tanker shipping segment and further contribute to the industry’s efforts in decarbonisation. The decision to collaborate with bound4blue was supported by an extensive study conducted by SSPA, evaluating various Wind Assisted Propulsion Systems for the Odfjell fleet. “This project marks another leap in our dedication to decarbonisation. As the first tanker company to test the suction-sail technology, we demonstrate our innovative capabilities and dedication to a more sustainable shipping sector,” said Erik Hjortland, Odfjell’s Vice President of Technology. The installation will be completed in 2024.

RINA approves retrofit solution RINA has awarded an Approval in Principle (AiP) for a green retrofit package solution designed by the innovative naval architecture designer Aurelia, in partnership with Econowind, Wattlab and Vertom. Using a series of innovative solutions, the retrofit design meets CO2 reduction targets in compliance with CII and speeds the path to decarbonisation for the shipping industry.

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26 – SPOTLIGHT 2023

RINA has awarded an AiP for a green retrofit package solution designed by the innovative naval architecture designer Aurelia, in partnership with Econowind, Wattlab and Vertom

Aurelia’s retrofit package solution can be applied to almost any kind of vessel, whatever their purpose or cargo. It does not interfere with operational aspects, such as loading and offloading cargo. The solution incorporates rigid sails, solar panels, batteries, optimised weather-routing, and a smart decision support system developed by Hydrographic and Marine Consultants (HMC) to dramatically reduce emissions of an existing Newcastlemax bulk carrier. Working with sails experts Econowind and leaders in PV technology Wattlab, Aurelia has shown that big steps towards decarbonisation can be achieved today with practical, viable solutions for the marine industry. For the Newcastlemax bulk carrier, the challenge was to meet EEXI and the CII index for the reduction of CO2 emissions. The 203,000dwt bulk carrier has a length of 300m, a beam of 50m and a range of 24,500 nautical miles. Aurelia developed a CII calculator used to assess the status of the vessel and give an overview of what was needed to comply with the CII index based on five annual sailings between Brazil and China.

Two-step solution The resulting solution proposes two investment steps for shipowners looking to comply with the CII index. The first, to be done in this year (2023), involves the installation of Solar Flatrack technology, batteries and the SafePlan software developed by HMC. The combination of such technologies will aim to reduce the hours in service of the auxiliary engines. Any surplus energy not consumed by the vessel is used to charge the battery bank. This first stage of the retrofit of the auxiliary engine reduces the total CO2 emissions by 6.1%, or 3,305 tons, and MGO fuel of the auxiliary engine by 97.5%. The second stage of investment, required by 2025, includes the installation of six rigid 30m-high sails to provide supporting wind propulsion, along with switching from fossil to biofuels. The added wind propulsion provides power to the vessel and lowers the load of the main engine, thereby reducing fuel consumption, and was shown to reach 1,237kW at 67% operation per day. With the use of biofuels to further lower emissions, this investment stage reduces CO2 emissions by 10.3% or 5,560 tons of CO2 per year.

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28 – AREA REVIEW 2023

Revitalised Greek shipbuilding/repair

DRYDOCK 2023 – 29

The reopening of Greek shipyards will help the European maritime technology sector to strengthen its position on the global market, says HEMEXPO President Eleni Polychronopoulou.

30 – AREA REVIEW 2023

Polychronopoulou says, is an area in which HEMEXPO companies excel.

Where Europe truly outcompetes Asia – and every other world region – is in marine equipment manufacture and supply. Europe is home to around 22,000 manufacturers and suppliers of marine equipment that together employ over 320,000 people, have an annual production value of approximately €70bn and represent 50% of the global market share.

Further solutions

sia’s decades-long dominance of the shipbuilding industry is well documented, with South Korea and China in particular having long since established themselves as global shipbuilding powerhouses. Nevertheless, European shipyards remain strong, with an annual production value of around €43bn and a collective civil and naval orderbook value surpassing that of their Asian counterparts.

THE GREEN DEAL PROMOTES THE “SCALINGUP OF THE EU’S MANUFACTURING CAPACITY FOR THE NET-ZERO TECHNOLOGIES AND PRODUCTS REQUIRED TO MEET EUROPE’S AMBITIOUS CLIMATE TARGETS.

With the imminent reopening of two major shipyards in Greece, Skaramanga and Elefsina, Europe’s maritime technology industry is set for a further boost, says Eleni Polychronopoulou, President of HEMEXPO (Hellenic Marine Equipment Manufacturers and Exporters): “The shipbuilding sector in Greece is in a period of revival, and this creates new opportunities for equipment manufacturers not only in Greece but throughout Europe to work with major players in international shipping. Shipowners, in turn, benefit from access to the innovative, highquality and cost-effective solutions that Greek manufacturers – and HEMEXPO members especially – are renowned for.”

Reopening of yards Representing manufacturers in the world’s leading ship owning nation and working closely with operators, shipyards, classification societies and the entire maritime supply chain, HEMEXPO is uniquely positioned to provide technical solutions that address the industry’s most urgent challenges. The soon-to-reopen Greek shipyards of Skaramanga and Elefsina will perform repair and refit works, along with specific newbuilding with a particular focus on equipping vessels for more sustainable operations – and this,

“The range of products and applications in which our members specialise is broad, but today there is a special emphasis on sustainability,” she explains. “Examples include friction-reducing hull coatings, energy-efficient lighting, sensors that monitor operations and provide recommendations to boost efficiency, shore connection technology for emissions-free port stays and carbon capture systems that promise significant reductions in vessel emissions.”

HEMEXPO members have further solutions in the pipeline, Polychronopoulou adds, but their high cost in terms of research and development as well as production will require external financing, for which the association has turned to the European Union’s Innovation Fund. “The recovery of energy from the operation of the vessel with different technologies is one avenue we are exploring,” she continues. “Another is working with DNV to create a framework that will allow our members to classify the products they manufacture as ‘environmentally sustainable’ and ‘energy saving’.” Polychronopoulou is a strong advocate for the adoption and deployment of novel technology in decarbonising the shipping industry. In February 2022, the Cruise Lines International Association and SEA Europe, where Polychronopoulou serves as vice chair, issued a joint call for the maritime technology industry to be recognised as an integral part of the European Commission’s Green Deal Industrial Plan. The Green Deal promotes the “scaling-up of the EU’s manufacturing capacity for the net-zero technologies and products required to meet Europe’s ambitious climate targets”. SEA Europe, the Shipyards’ and Maritime Equipment Association of Europe, is dedicated to promoting the interests of the European maritime technology sector at the highest level. In addition to calling for the industry’s inclusion in the Green Deal, the association

DRYDOCK 2023 – 31

has developed proposals for several policies that it hopes will establish more favourable operating conditions for the sector – and create the kind of conditions that have helped China and South Korea to thrive as shipbuilding hubs. “Among these proposals,” says Polychronopoulou, “are tax breaks for shipyards and marine equipment manufacturers, flexibility in the application of the OECD Guidelines on financing ship exports, the strengthening of the EU regulation on maritime cabotage and the drafting of guidelines on state aid in maritime transport.”

Addressing workforce shortages Greater support will also be needed in addressing the maritime workforce shortage – a particularly apparent issue in Greece, where, according to Polychronopoulou, “a large percentage

of young people are choosing other sectors, leaving us lacking in specialised personnel.” To tackle this issue, HEMEXPO plans to develop a programme to attract new recruits – primarily technicians, automation electricians and sales engineers – by combining educational opportunities with compensation and bonus-based incentives for staying in the industry. However, given the scale of the challenge, Polychronopoulou acknowledges that attracting and equipping professionals with the necessary skills will require organised moves from governing bodies. “Nevertheless, the revival of Greek shipbuilding is a promising development, and if the maritime technology sector can secure the financial and regulatory backing it needs, the outlook for the wider European market will be overwhelmingly positive,” she concludes.

32 – AREA REVIEW 2023

DRYDOCK 2023 – 33

Mediterranean & Black Sea SHIP REPAIR Gibdock and Fincantieri have been busy with ship repair and Multimarine Services with a Floating Electrical Hub for a floating offshore wind farm project. Constanta Shipyard completes a complex scrubber retrofit in the Black Sea.

The Donald M James in drydock at Gibdock. © Sky Tech Photography

34 – AREA REVIEW 2023

ibraltar is conveniently located at the crossroads of the Mediterranean and Atlantic shipping lanes. Gibdock’s mission is to continue operating one of the best ship repair and conversion facilities in the world from its key geographical location at the entrance to the Mediterranean and to deliver a quality product in a safe manner and on a timely basis. “I think Gibdock, like other Western European shipyards has been enjoying a busy period of time,” says Richard Beards, MD of Gibdock. He told DryDock: “The level of enquiries has remained standard with dock occupancy not really going up or down. For year and a half now we’ve been pretty much 100% occupied, and before that we were at about 80%. So we’ve enjoyed a very busy period with a good blend of works, which is important.” A lot of that is driven by Gibraltar’s location and the yard’s delivery reputation.

Environmental upgrades Environmental driven legislation that is either in place or coming into place, is on ship owner/managers’ minds and that is filtering into shipyard work. “Pretty much every ship we’ve put into drydock has had some form of a ballast water system installed, or being prepared for later installation. There are various ways to achieve this and Gibdock has done most of them. “Some owners deliver their own piping for us to install and sometimes we are just preparing for it to be installed later,” explains Beards. “Sometimes we’re doing the whole system ourselves.” Ballast water treatment system installations are something that the yard has seen a lot of and are continuing to do so. He explains: “Obviously, you would think that will come to an end relatively quickly next year.”

Recent drydockings Gibdock has drydocked a variety of vessels recently, including LPG tankers. “The LPG tanker Kilburn from

Komaya Shipping was a returning client to Gibraltar,” says Beards. “We also drydocked a vessel called Donald M James and were part of the team recoating it.” There were two other companies involved – Safina Group and Graphite Innovation and Technologies. It involved applying a graphene coating on top of an epoxy coating. SigmaShield 1200 was applied with XGIT Fuel graphene coating on top. “We also applied the propeller version on the prop,” says Beards. Gibdock is involved in a variety of offshore works as well. “We have had a select amount of offshore clients, ferries and military work for which we’ve been undertaking general ship repair works involving pulling tailshafts out and doing general ship repair and conversion.” “We are also in the final throes of building some land storage tanks for Gib Oil, which is part of World Fuel Services in Gibraltar. That’s a land-based project that we’ve been involved with. It is still a sizable contract for us, which shows we’re having growth outside of pure ship repair as well.”

Yachts He told DryDock: “Yachts is another area that we’re having some success in, but Russian sanctions do limit the amount of larger yachts. This is still definitely a market in which we’re active and want to grow in.”

Future work When asked whether there were any larger ships and conversions in the pipeline, Beards replied: “There’s a couple ongoing at the moment. I think it’s good to have the level of wharf space that we have. We have a kilometre of deepwater wharf space within Gibdock’s premises, which is good because a lot of the larger jobs are not purely drydock dependent. There could well be a drydock element of the contract, but it’s the wall space and shipyard facilities for the rest of the contract that’s key. There are a couple of definite projects that we’re in the process of, but really wouldn’t like to give more details at the moment.”

DRYDOCK 2023 – 35

SigmaShield 1200 was applied (seen here) with XGIT Fuel graphene coating on top. ©Sky Tech Photography

©Sky Tech Photography

36 – AREA REVIEW 2023

Apprentice scheme Gibdock is running an apprenticeship scheme in conjunction with the Gibraltar government. “Both stakeholders are very proud to be involved and there are ongoing conversations to improve and expand both the facility and the intake of students,” explains Beards. “We’re excited that over the coming years we will see more apprentices coming through the yard. We do have job vacancies for the skilled tradesmen that can do the work. There will also soon be news on an all singing and dancing new apprenticeship scheme within the yard.”

FINCANTIERI CRUISESHIP REVITALISATION Fincantieri has recently completed the parallel modernisation of two cruiseships for Crystal (A&K Travel Group) with the delivery of Crystal Symphony. The first vessel, Crystal Serenity, rejoined the owner’s fleet on July 20. “The considerable experience gained with major naval projects undertaken over recent years and the Crystal project that we have recently completed consolidates Fincantieri Services’ position as the reference point worldwide for these highly complex

DRYDOCK 2023 – 37

operations,” says Micaela Longo from Corporate Media Relations. “We are very proud that Crystal, a prestigious new client, has chosen us for these strategic works, which require a high level of engineering competence and project management.” The project started in January and took about eight months to complete. It was carried out at Fincantieri’s Arsenale Triestino San Marco shipyard in Trieste, in cooperation mainly with the interior contractor De Wave. The contract was finalised in December 2022, and after an initial phase committed to engineering development, works lasted for about five months, significantly raising the level of amenities and accommodations on board. The hotel part of the ships, both public areas and suites and guest rooms, were

revitalised to lengthen their operational life. The project was concluded with the usual drydocking activities preparatory to a return to service. On both ships, three decks were radically transformed with the installation of more than 100 new suites and guest rooms which are two, three and sometimes four times the size of the previous 230. This generates environments of greater space and value, thanks to the refinement and the finishes used. Another 100 suites were completely modernised without changing their size. Casinos have been removed to make room for generous lounges.

Environmental upgrades Aspects related to environmental sustainability have also been upgraded,

Fincantieri has completed the parallel modernisation of two cruiseships for Crystal

38 – AREA REVIEW 2023

Multimarine Services has completed the construction of the Floating Electrical Hub for the EolMed floating offshore wind project

with particular reference to wastewater treatment and energy recovery systems. Finally, both hulls have been treated with special state-of-theart eco-silicone paints, which reduce friction and improve fuel consumption. An average of 250-270 workers per vessel per day were involved, leading to about 800,000 man-hours overall. “This is one of the most important orders managed at our Arsenale Triestino San Marco,” says Pierroberto Folgiero, CEO of Fincantieri. “This allows us to further consolidate Fincantieri Services’ leadership in the refitting and refurbishment sector globally, which will grow a lot in the coming years due to the ongoing digital and green revolution.” He concluded by saying: “Supporting as a technology partner the re-launch of a brand like Crystal is a very significant achievement, which starts in the best possible way the relationship with a client like Crystal, which today refers to a shipowner we know very well as Manfredi Lefebvre D’Ovidio.” Crystal Serenity and Crystal Symphony each have a length of nearly

240m, a gross tonnage of about 51,000 tons, and a maximum capacity that now stands at about 740 and 606 passengers respectively.

MULTIMARINE DIVERSIFICATION Multimarine Services, based in Limassol Port, Cyprus, has completed the construction of the Floating Electrical Hub (FEH) for Bourbon for EolMed, the floating offshore wind farm project developed by independent power producer Qair. The FEH will be installed in the wind farm off Gruissan and Portla Nouvelle in France. EolMed is one of the first offshore floating wind pilot farm projects in France. Its construction was started in the autumn of 2022. Three 10MW wind turbines will be installed on BW Ideol steel floaters and connected to the grid by Réseau de Transport d’Électricité (RTE). The fabrication was completed within the timeframe and marks a major milestone for Multimarine. It is another fabrication project successfully delivered to a multinational client,

DRYDOCK 2023 – 39

further enhancing Multimarine’s reputation for delivering complex and specialised fabrication projects to the energy and renewable industries. It also demonstrates that Limassol Port and Cyprus can play an important role in regional and international offshore development projects. ‘’The offshore wind industry is a major emerging market globally, and our vision is for Multimarine to play an important role in the fabrication of deliverables of these projects,” explains Renos Phokas, Group CEO. “This further aligns with our shipyard’s target to be a leading contractor in renewable energy projects. The outcome of our first offshore wind project was extremely positive and we look forward to our participation in more green energy projects we have in the pipeline.’’

SCRUBBER RETROFIT AT CONSTANTA Santierul Naval Constanta SA (Constanta Shipyard), Romania, is continuing on a steady course as a leading newbuilding, repair and conversion shipyard in the Black Sea. “We have the confirmed trust of our clients, who despite the challenging times we are living in are still confident in maintaining and strengthening our business relationship in the very active ship repair market,” says Marian Marc, Senior Manager of the Shiprepairs & Conversions Department. This summer, the yard successfully completed a complex scrubber retrofit that was awarded to it by TMS Tankers Ltd from Greece – one of its traditional customers. The scrubber project, which started with prefabrication steps prior to the ship’s arrival at the yard, was a key project in respect of the extent of its scope. The scrubber retrofit required a large volume of mechanical work, calling for a coordinated effort between the client and shipyard.

supports and outfitting. All the surfaces were grit-blasted to SA2 and painted.

The main scope of scrubber retrofitting work consisted of up to 60t of steel work for the scrubber casing and up to an additional 12t for foundations,

An extensive amount of pipework was manufactured and more than 4,500 running metres of electrical cables were installed.

Constanta Shipyard has completed a complex scrubber retrofit on a TMS Tankers vessel

40 – MARKET INTELLIGENCE 2023

Mixed market conditions across shipping In its recent half-yearly Shipping Review and Outlook, Clarksons Research documented mixed conditions across the shipping segments over the past six months, with energy-related shipping performing strongly and weaker conditions across container and dry markets. 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.

onditions across the shipping segments have remained mixed over the past six months, with energy-related shipping performing strongly and weaker conditions across container and dry markets. Our crosssegment ClarkSea Index remained above $20,000/day in September, an easing since our last review but still an encouraging 20% above the 10-year trend.

tanker tonne-mile forecast of 8% this year – even with OPEC cuts dampening volumes). Overall, we project growth in tonne-miles of 3.8% in 2023; this would be the firmest expansion since 2017. Growth in energy-related trade (2023(forecast): +3.6%) is outpacing non-energy trade (+1.7%) while vehicles (~30% EVs) and LPG are the two strongest-growing trades in 2023.

Despite macroeconomic headwinds, including pressures from inflation, high interest rates and an uneven Chinese economic recovery, seaborne trade has returned to growth in 2023 (we forecast +2% to 12.3bn tonnes). And in China, despite negative headline data (by value) and real estate problems, especially outside tier one cities, trade volumes have grown firmly, representing the largest contributor to global growth. But there remain key risks and vulnerabilities across the world economy that require tricky policy management. The ‘distance kicker’ we discussed previously remains an underlying trend: trade pattern shifts related to sanctions support our

In the energy sectors, tankers have seen a strong 2023 so far (average earnings >$40,000/day) supported by the shifts to longer-haul trade and limited fleet growth. OPEC+ cuts have led to softer conditions in Q3 but the winter and 2024 outlook remain positive. LPG is seeing exceptional conditions (VLGC earnings now >$100,000/day) despite the newbuild delivery programme, with long-haul US exports and logistical issues at the Panama Canal providing support. In LNG, rates remain strong with continued newbuild investment and project sanctioning. Offshore oil and gas markets are in a strong position (day rates are at 2013 peaks) and remain well set. Elsewhere, car carrier rates

All charts source: Clarksons Research

DRYDOCK 2023 – 41

remain in record territory amid strong trade volumes, whilst cruise and ferry activity has now recovered to pre-Covid levels (although profitability is lagging). The dry bulk sector has seen subdued conditions with earnings down 50% on 2022, demand outside China soft and active supply boosted by reduced congestion. Hopefully, there will be a gradual recovery next year. Container markets remain soft with weak volumes, normalised congestion levels and newbuild deliveries increasing. Charter rates are down 10% this year (65% y-o-y) and, although they (unlike freight) remain above pre-Covid levels, our projections suggest further easing next year. On the supply side, constraints remain, with a relatively low orderbook (~11% of fleet capacity) but with variation by sector (LNG: 53%, tankers 5%). Fleet growth remains moderate overall (2023(forecast): 4%, 2024: 3%): we expect the fleet to be 1.6bn GT/2.3bn dwt by year end. China recently overtook Greece as the leading owner of tonnage (16% GT share). Despite incremental expansion (we are monitoring closely), shipyard capacity is still ~35% down on 2011 peaks. In addition, yard slot availability is tight (>50% of orderbook CGT is LNG/containerships, orderbook is x3.5 last year’s output) with newbuild pricing elevated. Chinese newbuild share is touching 50%. There has been a good flow of newbuild orders with more product tankers, continued strong gas and PCC activity and liner companies continuing fleet renewal/ green ship programmes. Recycling has been limited, and S&P markets have seen strong volumes. Bulker pricing has softened (-20% vs mid-22); tanker pricing has been steadier. We now value the world fleet at $1.4trn (orderbook contract value ~$350bn). Ship financiers have been active but also report strong competition for top-tier clients and significant early repayments.

Green transition: Opportunities for yards Shipping’s green transition remains in focus, with the IMO strengthening emissions targets for the industry at

MEPC 80, including to net zero by 2050. Shipping currently accounts for 2.2% of global CO2 on a ‘tank to wake’ basis (still the most carbon efficient transportation mode). The IMO’s ‘short-term’ measures (EEXI, CII) were introduced at start-2023, and, while it is early days in understanding any economic impact, some supply constraints may develop via speed trends and EST retrofitting, with tiering of markets. Significant fleet renewal is expected in the years ahead (31% of fleet 15+ years, 30% of tonnage is D or E on CII in 2023). Eco ships are 31% of fleet capacity, with >29% of the fleet having significant Energy Saving Technologies (ESTs) fitted. Alternativefuel ships have accounted for ~45% of new orders this year (a lower share than 2022 with LNG still leading, though with methanol gaining), and now account for 6% of fleet GT and 49% of the orderbook. Looking further ahead, trade impacts from the energy transition and from geopolitical factors are important considerations.

42 – MARKET INTELLIGENCE 2023

Charts 1.1-1.2 Repair Yard Activity by Location in 2023ytd & 2022 China P.R. 36%

China P.R. 39%

Other 37%

Other 36%

South Korea 3%

U.A.E. 3%

Turkey 9%

Singapore 3%

U.A.E. 3%

Japan 3%

Indonesia 4%

Turkey 9% Singapore 4%

South Korea 4%

Indonesia 4%

Total Refurbishment & Repair Events In 2023ytd By Repair Yard Country

Total Refurbishment & Repair Events In 2022 By Repair Yard Country

Note: Includes special surveys, scrubber/BWMS retrofits, repairs, cruise refurbishments and other activity. Data as of September 2023.

Chart 2 Repair Yard Activity by Chinese Province in 2023ytd

Ship repair activity update

Other 4%

Zhejiang 48%

Liaoning 5%

Fujian 5%

Shanghai 9% Jiangsu 9% Shandong 10%

Guangdong…

Refurbishment & Repair Events In 2023ytd By Chinese Province Note: Includes special surveys, scrubber/BWMS retrofits, repairs, cruise refurbishments and other activity. Data as of September 2023.

Regional Activity Clarksons Research data for 20222023 shows that China remained the largest location for ship repair events (see Charts 1.1-1.2), with over 35% of reported repair events over the period, followed by Turkey (9%) and Indonesia (4%). See Charts 2.1-2.2 for an estimated ranking of repair activity by yards globally and excluding China (please contact research.crs@clarksons. com for definitions and to update Clarksons records). Our analysis of repair activity in China suggests that Zhejiang is the largest province in terms of repair yard activity (Chart 2), followed by Guangdong and Shandong. Charts 3.1-3.2 show our analysis by individual yards, while charts 4.1-4.2 show our analysis by yard group for global and excluding China.

DRYDOCK 2023 – 43

Charts 3.1-3.2: Total Activity by Repair Yard 2023ytd Zhoushan Xinya

Drydoc ks World Dubai

COSCO HI (Shanghai)

Oman Drydoc k Co

Fujian Huadong SY

Dubai Shipbuilding

COSCO HI (Zhoushan)

SMI

Huarun Dadong

Sefine Shipyard

Shanhaiguan SB

Remontowa Repair

Drydoc ks World Dubai

Ozata Shipyard

Yiu Lian (Shekou)

PT ASL Shipyard

COSCO HI (Dalian)

Kuzey Star Tuzla SY

Jinhai Manufacturing

Sembcorp Admiralty

Longshan Shipyard

Sembcorp Boulevard

Zhoushan Changhong

PPA Repair Base

Oman Drydoc k Co

Besiktas Shipyard

Zhoushan Huafeng SY

Ts uneishi Zosen

Qingdao Beihai SB

Sanwa Dock

Putuo Changhong SY

N-KOM

Che ngxi Shipyard

Lisnave Estaleiros

PaxOcean Zhoushan

Fayard

Zhong Xing Se a Land

Desan Deniz Western Shiprepair

Yiu Lian (Zhoushan) 0

100

200

300

100

150

200

Repair Events By Repair Yard 203ytd

Repair Events By Repair Yard 2023ytd (Non-Chinese Yards)

Total unique repair events in 2023ytd. Yards in red located outside of China.

Total unique repair events in 2023ytd. Data as of September 2023.

Charts 4.1-4.2: Total Activity by Repair Yard Group 2023ytd COSCO Shipping HI

Seatrium

CSSC

Damen Shipyards

China Merchants

Drydoc ks World

Seatrium

Oman Drydoc k Co

Zhoushan Xinya

Ts uneishi Holdings

New Changjiang Group

ASL Marine Holdings

Zhoushan Huafeng SY

Te rsan Shipyard

PaxOcean Group

Besiktas Group

Damen Shipyards

PaxOcean Group

Fujian Huarong

Dubai Shipbuilding

Huarun Dadong

Onex Shipyards

Drydoc ks World

Vietnam SBIC

HNA Group

Remontowa Holding

Longshan Shipyard

SMI

Nanyang Star Group

Sefine Shipyard

Oman Drydoc k Co

Kuzey Star

Ts uneishi Holdings

Ozata Shipyard

Xinfa Holdings

Gemak Group

ASL Marine Holdings

Palumbo Shipyard

Te rsan Shipyard

Yardimci Shipping

200

400

600

800

1,000

100

200

300

400

Repair Events By Repair Yard Group 2023ytd

Repair Events By Repair Yard Group 2023ytd (Non-Chinese Yards)

Total unique repair events in 2023ytd. Yard Groups in red based outside of China (total includes Chinese subsidiary yards).

Total unique repair events in 2023ytd. Data as of September 2023.

44 – MARKET INTELLIGENCE 2023

Charts 5.1-5.2: Total Activity By Repair Yard By Global Zone (Mediterranean & Black Sea, Middle East)

Our analysis of individual yards groups for the Med / Black Sea and Middle East is in charts 5.1-5.2.

Scrubber activity update

Tersan Shipyard Besiktas Group Onex Shipyards Sefine Shipyard Kuzey Star Ozata Shipyard Gemak Group Yardimci Shipping Palumbo Shipyard Piraeus Port Authority Desan Deniz Astas & Seltas SY Hat San Shipyard Israel Shipyard TK Tuzla Shipyard Odessos Shiprepair Dentas Shipyard Torgem Shipyard Gisan Shipyard Chalkis Shipyards 0

100

Repair Events By Repair Yard Group 2023ytd (Mediterranean & Black Sea) Total unique repair events in 2023ytd. Data as of September 2023.

Up to September 2023, Clarksons Research had recorded 3,623 scrubber retrofits completed, up from 326 at the start of 2019. Outside China, the most active repair yards in 2023 ytd for scrubber retrofits were Samkang Shipbuilding & Conversion and Remontowa Repair (see Charts 8.1-8.4). Please note some data is estimated or may be missing due to delayed reporting. Contact Clarksons Research (research.crs@clarksons.com) to help update their records for any individual yards. General activity trends in ship repair are shown in Chart 6.

Drydoc ks World Oman Drydoc k Co Dubai Shipbuilding Qatar Gas (Nakilat) ASRY Albwardy Dame n Premier Marine Al Fajer Marine Zamil Offshore Suez Canal Authority Ocean Oilfield Serv Persia Hormoz Lamprell Ali & Sons Eng Al Blagha Milaha Shipyard NPCC Al Fattan Ship Ind Abu Dhabi SB HEISCO 0

100

Repair Events By Repair Yard Group 2023ytd (Middle East) Total unique repair events in 2023ytd. Data as of September 2023.

120

Peaking at over 200 retrofits completed per month in December 2019 (see Chart 6), as owners aimed for delivery ahead of the IMO 2020 deadlines, activity was running at around 25 per month in the first half of 2022. The price spread between HFO and LSFO was over $300 at the commencement of IMO 2020 before moving to around $50 for most of 2020 (see Chart 7) and picking back up again in 2022 (though the differential has since begun to ease). This pick-up has encouraged some renewed investment in scrubbers, mainly for newbuilding programmes, albeit much lower than in 2018 and 2019. We estimate there are around 400 vessels on the newbuild orderbook currently scheduled to be fitted with a scrubber and around 150 retrofits pending. Details of the remaining scrubber programme vessel by vessel and aggregate trends are available from Clarksons World Fleet Register.

150

200

Chart 9 shows trends in repair yard activity by type. Opportunities for repair yards to retrofit green technology or carry out fuel conversion are expected to increase. On the newbuilding orderbook there are 437 vessels with a ‘ready’ status, of which 108 are LNGready, 177 methanol-ready and 214 ammonia-ready.

DRYDOCK 2023 – 45

Offshore market recovering strongly Offshore oil and gas markets continue to strengthen, with our Clarksons Offshore Index approaching previous peaks. Extracted from our forthcoming Offshore Review & Outlook, this Analysis profiles continued energy market support, increased project investment, strong vessel and rig rates and, despite current cost pressures, underlying positivity in offshore wind. Offshore vessel markets are in a strong position, with the Clarksons Offshore Index (covering Rig, OSV and subsea day rates) rising to 100, up 101% vs start-2021 and approaching previous peaks (2013: 101, 2008: 114). Sentiment remains generally positive, with the recovery in offshore oil and

gas activity well set and fleet supply constraints expected to persist. While the underlying outlook for offshore wind remains positive and vessel markets have seen further newbuild investment, strong peak-season utilisation and strengthening day rates, the inflationary pressures that have been building for some time are increasingly in focus for developers. Oil prices have averaged a healthy $81/bbl so far this year and remain supportive of offshore activity. Supported by reduced OPEC/Russian supply and demand-side resilience, oil markets, for now, remain tight but global macroeconomic vulnerabilities, geopolitical uncertainty and risks surrounding the Chinese economy need to be watched carefully. Gas markets have continued to

Chart 6: Tracking Scrubber Retrofit Activity Completed Scrubber Retrofits: Monthly Run-Rate 250

No.

200 150 100 50

Jul-22 Oct-2022

Apr-23

Apr-22 Aug-2022

Jan-23

Jan-22 Jun-2022

Oct-22

Oct-21 Apr-2022

Jul-21

Apr-21

Jan-21

Oct-20

Jul-20

Apr-20

Jan-20

Oct-19

Jul-19

Apr-19

Jan-19

Oct-18

Jul-18

Chart 7: LSFO vs HFO Price Spread VLSFO to HSFO differential (Rotterdam) 400

$/tonne

350 300 250 200 150 100

Aug-2023

Jun-2023

Apr-2023

Feb-2023

Dec-2022

Feb-2022

Dec-2021

Oct-2021

Aug-2021

Jun-2021

Apr-2021

Feb-2021

Dec-2020

Oct-2020

Aug-2020

Jun-2020

Apr-2020

Feb-2020

Dec-2019

Oct-2019

46 – MARKET INTELLIGENCE 2023

Charts 8.1-8.4: Scrubber Retrofit Yards and Yard Groups In 2023 ytd (All and non-China) COSCO HI (Zhoushan) Jinhai Manufacturing Yiu Lian (Zhoushan) COSCO HI (Shanghai) Zhoushan Changhong Zhoushan Xinya Yiu Lian (Shekou) Daishan Huafeng SY COSCO HI (Dalian) PaxOcean Zhoushan IMC Shipyard Zhoushan Huafeng SY Zhongtian HI Longshan Shipyard Shanhaiguan SB Samkang SB & Conv Remontowa Repair DSIC Marine Service Gemak TGE Zhoushan AP Doc kyard

Samkang SB & Conv Remontowa Repair Gemak TGE Besiktas Shipyard Drydoc ks World Dubai Value Maritime Keppel Shipyard Fayard Western Shiprepair Oman Drydoc k Co Norderweft Repair Keppel Singmarine Hat San Shipyard Cernaval Shipyard Te rsan Shipyard Sungdong SB Sefine Shipyard Santierul Naval Rotterdam Offshore PT ASL Shipyard 0

Scrubber Retrofits By Repair Yard

Scrubber Retrofits (Non-Chinese Yards)

Total scrubber retrofits in 2023ytd. Data as of September 2023. Yards in red located outside of China.

Total scrubber retrofits in and 2023ytd Data as of September 2023.

COSCO Shipping HI China Merchants CSSC HNA Group Zhoushan Huafeng SY New Changjiang Group Zhoushan Xinya PaxOcean Group IMC Shipyard Nanyang Star Group Longshan Shipyard Samkang M&T Remontowa Holding Gemak Group Zhoushan AP Doc kyard Seatrium Besiktas Group Huarun Dadong Drydoc ks World Xinfa Holdings

Samkang M&T Remontowa Holding Gemak Group Seatrium Besiktas Group Drydoc ks World Value Maritime Fayard Western Shipyard Oman Drydoc k Co Norderweft Repair Hat San Shipyard Cernaval Shipyard Te rsan Shipyard Sungdong SB Sefine Shipyard Santierul Naval Rotterdam Offshore Qatar Gas (Nakilat) Palumbo Shipyard 0

Scrubber Retrofits By Repair Yard

Scrubber Retrofits (Non-Chinese Yard Groups)

Total scrubber retrofits in 2023ytd. Data as of September 2023. Yards in red located outside of China.

Total scrubber retrofits in and 2023ytd Data as of September 2023.

DRYDOCK 2023 – 47

re-balance (following a tight 2022), but again prices remain supportive. Offshore oil and gas is 16% of global energy supply (offshore wind is 0.4%) and we project offshore oil supply will grow 3.0% y-o-y in 2023 to 25.6m bpd (27% of global oil) and offshore gas will increase 3.1% to 130.0bn cfd (33% of global gas). In the coming years, we project that offshore oil & gas production will tick up, potentially to an 18% share of global energy by 2030 (the upturn in project investment and focus on energy security will help). Despite cost pressures, $119bn of offshore oil and gas project CAPEX is projected to reach FID this year (2022: $114bn, 2023 ytd: $70bn), the highest in a decade (2024(forecast): $123bn). We expect offshore wind project sanctioning to firm to $50bn in full year 2023 (1H 2023: $21bn), rising to $58bn in 2024 and then escalating further. However, cost inflation is having an effect and various high-profile projects have experienced setbacks in 2023. Rig markets remain tight and utilisation stands at a strong 87% (JU: 87%, FL: 85%). Further gains are likely, with demand ‘well set’ (JU: +11% vs start-22, FL: +19%) and reductions in overall supply (down by 24% vs 2014) set to persist. Utilisation is projected to rise to 93% by end-24 (JU: 92%, FL: 94%). Rates continue to firm; in the floater sector, ‘leading edge’ rates have closed in on $500,000/day, while fixtures of >$150,000/day are now typical for high-spec jack-ups.

OSV markets continue to firm; our OSV Rate Index is up 29% y-o-y to 165 points (2013: 169, 2008: 199), while global OSV utilisation stands at 73% (a seven-year high). OSV demand progress continues; however, the difficulty of reactivating long-term lay-ups is moderating gains in the active vessel count (1H-23: +2%, 2022: +8%) as well as amplifying supply-side tightness (OSV supply is down 5% since 2017). Subsea markets remain firm; our MSV Rate Index reached a seasonal peak of 104 in July, a 10-year high. 15 MOPU awards of ~$14bn are projected across 2023, double the 10-year trend (2023 ytd: eight awards of $6.1bn). Cost inflation pressures are causing some delays, but underlying demand from South and Central America (16 FPSO awards expected in 2023-26) and West Africa (8 FPSO, 2 FLNG) is robust. Constraints in fleet supply continue to support tighter markets, following the multi-year rebalancing via removal in the 2014-2020 downturn, ownership consolidation and now a small newbuild orderbook. We expect only a gradual increase in newbuilding, with limiting factors including high newbuild pricing (and finding a yard), challenges in securing finance and fuel choice uncertainty. Although charter markets remain robust, S&P volumes are down (finance is also a problem). There are alternative-fuel newbuild orders in offshore wind, but reactivation work and retrofitting of ESTs are more likely to

Chart 9: Repair Yard Activity by Type 2020-2023ytd Repair Yard Activity By Event Type 250 No. Events

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48 – MARKET INTELLIGENCE 2023

Charts 10.1-10.2: Cruise & Passenger Ferry Port Call Activity Since 2019 300 2019

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Six months ago, we suggested that offshore oil & gas markets were well set for a period of strength, with demand improving and supply constraints persisting. This still seems a fair conclusion. The outlook for offshore wind remains positive, although there are some increasing inflation pressures having an impact. Underlying short-term (2023: 63 GW (+14% y-o-y) and 12,000 turbines) and long-term trends (2030(forecast): 255 GW, 30,000 turbines, 2050(forecast): 7-10% of global energy supply) in offshore wind remain positive, although inflation pressures have recently taken some of the shine off the sector. In the wind fleet, however, newbuild investment has continued (there have been 16 C/SOV orders this year (2022: a record 24) adding to what looks a large orderbook) and rates/ utilisation have been strong (W2W rates are up ~20% y-o-y; European WTIV rates are up ~35% y-o-y with utilisation averaging 93% this summer). Hopefully, the current project cost pressures are just a bump in the road.

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provide initial opportunities for suppliers and yards in oil & gas.

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Chart 11: Offshore Wind Long Term Growth Potential 1,400

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Activity in the cruise industry rebounded further through 2022 and into 2023 (see Chart 10.1), after the Covid-19 pandemic left almost the whole fleet idle in Q2 2020. By 2023, cruiseship port calls were running at 2019 equivalent level (vs 32% below in JanFeb 2022, and 81% below in Jan-Feb 2021), with cruise lines having focused their attention last year on returning ships to service. Cruise refurbishment activity has decreased since the pandemic, though some activity is being generated by refreshing facilities after ships have changed ownership or have come out of lay-up. The ferry market was also severely hit by the pandemic (see Chart 10.2), although there have been good improvements in activity since mid-2020 that may result in some repair work and drydocking requirements.

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50 – CRUISE & FERRY UPDATE 2023

Hurtigruten

MATCHES MODERN VALUES WITH NORWEGIAN HERITAGE

Between 1968 and 1982, Hurtigruten’s Svalbard Express provided a vital connection for people and post between mainland Norway and the Svalbard archipelago. This year, the shipowner has revived the iconic route, but this time with a focus on cruising between Bergen and Longyearbyen, and an itinerary matched by both luxury and authenticity aboard the fully refurbished ship Trollfjord, explains Fabiana Vale Dornelas, Senior Interior Architect and Head of Sustainability & Implementation, YSA Design.

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52 – CRUISE & FERRY UPDATE 2023

n the intervening 40 years, passenger shipping has changed significantly: today, in addition to different expectations about comfort, cuisine and shipboard services, sustainability is a factor in every decision. For Hurtigruten, upholding responsibility to the planet and its inhabitants has long been a principle for vessel design, construction and operation. For guests, ‘the environment’ is already front and centre along the Svalbard Express route, where the rugged landscapes and rich heritage of the

Norwegian coastline are experienced from the comfort of Trollfjord. Installed with green power and propulsion technologies for low-impact cruising, the principles of conservation and sustainability have been central to the design of Hurtigruten’s interior spaces. The owner’s objective is for Trollfjord guests to experience Norway not only through breathtaking views and unique excursions, but also through the design elements that bring the vessel’s identity to life.

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people, whose communities inhabit several parts of Scandinavia including much of the region covered on the ship’s sailing route. Traditionally, Sámi manufacture items for everyday use from raw materials available in their surroundings, and in designing Trollfjord’s casual dining venue, Brasserie Árran, YSA echoed this approach through the use of natural elements such as wood, leather and reindeer hide. These are complemented by woven textiles and traditional crafts, which add further detail and cultural significance to the space by telling stories of the region’s rich history.

Paying homage Even while artistically paying homage to Sámi and Norwegian heritage, Brasserie Árran embodies the elegance of contemporary Scandinavian design: the space is uncluttered and yet intricately adorned; sophisticated yet cosy and familiar. With gentle lighting, earthy tones and subtle scents helping to transmit a sense of warmth and hygge, the interior is sharply juxtaposed with the vessel’s dramatic backdrop and the cool, bright light of the midnight sun.

Tasked with conceiving and developing multiple spaces on board Trollfjord – including the main restaurants, cabins, and suites – YSA Design incorporated hard-wearing, responsibly sourced materials from the surrounding environment. The use of organic local resources also helps to establish a meaningful connection between the ship and its setting.

Providing a more exclusive and immersive dining experience, Trollfjord’s à-la-carte restaurant, Røst, at once celebrates Norway’s culinary excellence and mirrors its coastal setting. The venue’s menu adds a contemporary twist to ingredients hand-picked from the local environment, such as fresh seafood and seasonal vegetables. In a similar vein, YSA Design’s painstaking materials selection combines sophisticated modern touches with subdued natural tones reminiscent of coastal and underwater ecosystems. Seaweed not only features on diners’ plates but also influences the colour palette and décor: dark greens, organic textures and subtle patterns conjure images of a marine algae that grows abundantly along Scandinavia’s rocky shores.

A prominent feature of Trollfjord’s design direction are the patterns, textures and artistic flourishes that recall the craftsmanship of the indigenous Sámi

At the heart of Røst is an open kitchen offering guests insight into the skill and creativity with which raw ingredients are transformed into culinary works of

54 – CRUISE & FERRY UPDATE 2023

art. Opposite the galley are floor-toceiling windows granting unobscured views of either the Norwegian Sea or the country’s awe-inspiring coastline, depending on the direction of travel. When the curtains are drawn, the space is illuminated by copper pendant lamps whose metallic sheen enhances the refined contemporary aesthetic while offering a subtle nod to Hurtigruten’s nautical heritage.

Tradition, modernity and nature Trollfjord’s combination of tradition, modernity and nature extends to the private suites. Here, the influence of Sámi artwork is evident in the furnishings and fittings. Materials including wool and locally-grown wood emphasise the focus on sustainability, with earthy tones evoking the

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surrounding landscape and generating an elegant yet warm ambience. Again, decorative elements complement the overall aesthetic and bring to mind Norway’s seafaring culture and coastal landscapes. Adjacent to the bedroom is a seating area complete with sofa, chairs and coffee table. If the comfortable furniture provides a homely feel, the unrestricted views from the bay windows remind guests that this is no ordinary setting for their morning coffee. For Trollfjord, YSA Design has drawn on its considerable expertise to fulfil the expectations of the modern cruise audience; celebrate the culture and artistry of a local people; embody the sustainability values of the shipowner and honour and revitalise an icon of Norwegian maritime history.

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56 – CRUISE & FERRY UPDATE 2023

‘The Exchange’ on Marella Voyager

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CRUISE & FERRY UPDATE A rebranding project completed, a landmark refurbishment and a ferry genset overhaul.

58 – CRUISE & FERRY UPDATE 2023

De Wave Group will outfit Manara’s upper deck areas, including new super suites, public areas, and catering areas

uring a recent drydocking in Cadiz, the outfitters Trimline successfully completed their fifth ship rebrand project for Marella Cruises, entailing the transformation of multiple areas on Marella Voyager. This comprehensive project spanned 33 days and included the creation of ‘The Exchange’, an exciting addition to the Marella fleet. This newly-crafted space offers passengers a captivating Art Deco bar experience inspired by a classic speakeasy ambiance. Trimline’s team also showcased their skills across various other areas on the ship, including Flutes champagne bar, Squid & Anchor, Latitude & Vista restaurants, as well as the newlydesigned Santorini and St Lucia-themed suites, Destination Experiences, Dining Club, and M Club, ensuring a cohesive and stunning interior. Furthermore, Trimline’s expertise extended to the crew areas, over 900 passenger cabins, public area carpeting, Broadway, and even the installation of a state-of-theart LED dance floor in the nightclub.

LANDMARK REFURBISHMENT A landmark deal has been secured with Aroya Cruises, which will bring together

two of the world’s leading outfitting companies. In the coming weeks, teams from MJM Marine and De Wave Group will set about one of the largest cruiseship refurbishment projects to be undertaken within the marine industry. MJM Marine’s scope of works includes upgrades to all existing cabins and suites and the creation of multiple culinary, retail and relaxation venues. “This milestone deal with Aroya Cruises is a testament to the exceptional capabilities of MJM Marine,” said Gary Annett, MJM CEO. “We are pioneering a fresh era in cruiseship outfitting in which our collaboration will redefine the boundaries of what is possible. Working alongside De Wave Group on this landmark project has allowed two leading industry outfitters to work together for the first time”. De Wave Group will outfit Manara’s upper deck areas, including new super suites, public areas and catering areas. “We are excited to face this challenge together with MJM Marine,” says Riccardo Pompili, CEO of De Wave Group. “After the expansion of De Wave Group in established markets such as the US, Northern Europe and Asia, the Gulf represents the first step in a new

DRYDOCK 2023 – 59

market with an enormous development potential for the whole cruise sector. Our groups have been chosen to ensure the attention for details, innovation and high-quality standards that this new market wants to achieve.” Together, MJM Marine and De Wave Group will refurbish 98% of the guestfacing venues. The Manara, sailing under the Aroya brand, will serve as a melting pot of cultures, presenting an array of venues that reflect the diverse preferences of its guests through a uniquely Arabian experience. From stunning gastronomic adventures to captivating entertainment spaces, the ship will redefine the cruising experience, offering a premium atmosphere unlike any other. The incorporation of efficient technical upgrades will further enhance the ship’s performance and sustainability, setting new standards within the industry.

GOSPORT FERRY GENSET OVERHAUL Royston’s specialist marine engineering team has completed essential repair and service work on a power plant system onboard a south coast of England ferry. The 32m-long Spirit of Portsmouth, which carries pedestrians and cyclists between Gosport and Portsmouth in Hampshire, has had one of its aft Cummins 6BT generator sets overhauled by Royston engineers at the company’s Tyneside workshop. This involved a full engine stripdown with service work completed on essential parts. The cylinder block was cleaned and inspected, with a comprehensive report completed detailing calibration details including OEM tolerances. A full dynamo test was also carried out over several hours as part of a rebuild schedule that featured power plant run-up and full testing. The unit, which is being held in storage by ferry operator Gosport Ferry Co Ltd, will be reinstalled at the next planned service interval, replacing the current in-situ power plant. This latter unit will then also be sent to Royston for any necessary

repair and service work, ensuring the engine overhaul cycle continues. “Royston has delivered a fast, efficient and excellent service for us,” says Philip Theobald, Port Captain at Gosport Ferry Co Ltd. “They have ensured the power plant is serviced and operational to the very highest standards and will be available for full reinstallation come the next service interval.” Demonstrating Royston’s ability to overhaul power plants of any size, on any type of vessel, the work was carried out by the firm’s marine engineering specialists at its engineering and repair workshop in Walker on Tyneside. The company works on a wide range of engine types, undertaking engineering jobs for both UK and international fleet owners and operators. “We are delighted to be involved in this project which once again demonstrates our all-round marine engineering and power plant repair capabilities,” says Shaun Cairns, the company’s Operations Manager. “We continue to deliver top-quality services and support to customers regardless of where their vessels are located or the condition of their power units.”

60 – MECHANICAL MATTERS 2023

UPGRADES & RETROFITS A multi-vessel dynamic positioning upgrade, superyacht propulsion retrofits, and new portable 3D scanning equipment for MarineShaft.

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Rawabi Vallianz Offshore Services’ fleet will be equipped with Praxis dynamic positioning systems

62 – MECHANICAL MATTERS 2023

raxis Automation, a global leader in ship automation, electrical propulsion and dynamic positioning systems, has been awarded a long-term collaborative contract by Rawabi Vallianz Offshore Services (RVOS). RVOS is one of the offshore service companies of Rawabi Energy. Under this fleet-wide contract, newbuild and existing offshore support vessels will be equipped with Praxis dynamic positioning systems, as well as customised equipment and software for digitisation of the fleet in phases agreed with RVOS. This collaboration is said to mark a pivot point in advancing maritime technology and safety in the Gulf region. In total Praxis Automation will supply 59 shipsets of Praxis DP-2 systems, facilitating a remarkable transformation in RVOS’s fleet capabilities. This comprehensive project encompasses the conversion of 39 vessels with existing DP systems to Praxis DP-2 System, including the supply to 20 newbuild vessels ordered by RVOS from other regions in the world.

“Our fleet’s operational success hinges on a strong technology partnership,” explains Ahmed Alqadeeb, Managing Director of Rawabi Energy. “Praxis Automation has proven their performance during an earlier successful DP-1 to DP-2 retrofit project on 14 RVOS ships, justifying their status as a solid and reliable technology partner.” Jerome Lin, Sales Director at Praxis Automation Far East, highlighted the pivotal role played by Praxis during the earlier 14 ships’ DP-2 refit programme in the success of this new contract. “Together with our local partner Integrated Maritime Service in the Kingdom of Saudi Arabia, Praxis Automation not only supplied the advanced DP-2 systems, but also extended its technological partnership to encompass the digitalisation initiatives of RVOS’s fleet. Our commitment to guarantee throughlife-support and non-obsolete parts throughout the vessel’s operational lifespan is paramount in ensuring uninterrupted vessel operations within the Kingdom.”

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SUPERYACHT PROPULSION RETROFITS

in equipping existing yachts with environmentally-friendly engines that also have particulate filters and SCR exhaust gas aftertreatment and in performing retrofits with hybrid drives.

Rolls-Royce’s business unit Power Systems and MB92 Group, a leading superyacht refit, repair and maintenance company with facilities in Spain and France, are entering a formal working partnership to provide sustainable propulsion and energy management systems for the global fleet of existing superyachts. This is part of a broader push to reduce the industry’s climate footprint.

“We want to be the proactive ambassadors for a clean and climatefriendly superyacht operation, and with the alternative fuel like HVO and others it’s easy to take the first step,” RollsRoyce and MB92 say.

The new partnership will involve mutual sharing of system performance data, research & development initiatives, technical training, and the establishment of best practices for smooth installations. Providing climatefriendly propulsion solutions will be key to lowering the climate footprint of the industry in a relatively short timeframe. The two partners see potential both

Focus will initially be directed towards moving the fleet towards synthetic fuels such as BtL (Biomass to Liquid), HVO (Hydrotreated Vegetable Oil) and PtL (Power to Liquid) such as e-diesel, also known as EN15940 fuels. All of them can replace conventional diesel fuel in mtu Series 2000 and 4000 engines without any adjustments – most of them are already released for EN15940 use. HVO provides an up to 90% decrease in emissions with no compromise on

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64 – MECHANICAL MATTERS 2023

Opposite page: MarineShaft has made a strategic move by investing in the latest 3D scanning equipment

power output, providing the fuel is available. An existing yacht with engines that are not HVO-compatible can be refitted with modern mtu engines and thus be operated in a much more climate-friendly way than before. In parallel, the partners will look to integrate more advanced solutions as soon as possible in alignment with Rolls-Royce’s ongoing R&D efforts on methanol-based solutions and other innovative alternatives.

Complex procedure “While new-generation systems can be easily applied to newbuild designs, integrating next-generation systems into existing hull designs is a complex task,” explains Denise Kurtulus, Vice President Global Marine at Rolls-Royce’s business unit Power Systems. “Our collaboration with MB92 Group, known for their expertise in superyacht refit, brings exciting possibilities for our clients.”

Big enough to handle it Small enough to care

MB92 Group CEO Jean-Marc Bolinger says: “I believe that there is great potential for those willing to take the initiative on driving progress in sustainability. The agreement further reflects our commitment to supporting the existing superyacht fleet in reducing their environmental impact. RollsRoyce’s advancements, particularly in areas such as methanol optimisation, are really encouraging. Our role is to combine our skills to facilitate the addition of these solutions to refit worklists more regularly.” MB92 Group is committed to a more sustainable and environmentally responsible future for the superyacht industry. Alongside efforts to lower its own impact, ’Refit for the Future’ is a new service tailored to superyacht owners looking to reduce the environmental impact of their yachts, trim operating and financing costs, and protect resale value.

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DRYDOCK 2023 – 65

EQUIPMENT UPGRADE AT MARINESHAFT One of MarineShaft’s highlights this summer was the introduction of a 3D scanner. “At MarineShaft, we’ve made a strategic move by investing in the latest 3D scanning equipment,” says Hanne Magnussen, the marine repair company’s Marketing Manager/Area Sales Manager. “This purchase is in line with our commitment to staying at the forefront of technology. This modern, portable device has opened new possibilities for providing on-site services, which means we can now offer an even wider range of repair options.” MarineShaft has spent months training and practising with the 3D scanning equipment, and now familiar with its use has put it to work during an on-site job in China.

3D scanning and rudder repair “We used 3D scanning equipment to determine the cone’s conicity and dimensions to be further used in the decision-making process for the machining, positioning, and fitting of the rudder stock, tiller, and rudder blade cone,” explains Magnussen. “We carry out repairs for many of the world’s largest tankers and container vessels and often deal with the repair/ replacement of very heavy equipment, which can be a challenge when it comes to urgent repairs. The introduction of 3D technology is a game-changer, offering faster and more cost-effective repair possibilities.” Using the 3D scanning equipment, MarineShaft can measure components accurately and use the data to machine matching parts. “Our service engineers bring the portable 3D equipment to the site and the data from the 3D scanning is provided to the technical team at the workshop in Denmark, or to a third-party manufacturer,” says Magnussen. “We’re able to scan various parts, including fixed propellers, propeller blades, propeller shaft cones, rudder blade cones and even the foundations of the cranes on ships. This technology has proven to be incredibly versatile and beneficial.”

66 – ANALYSIS 2023

Alfa Laval’s OceanGlide system is to be installed as a retrofit on one of Kumiai Navigation’s LPG tankers

The industry will need to accelerate investment in carbon capture technology if it is to achieve net zero by 2050. ABS, Value Maritime, Wärtsilä, ClassNK, LR and Alfa Laval are all involved in developing novel solutions to reduce carbon emissions.

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CARBON REDUCTION TECHNOLOGIES

68 – ANALYSIS 2023

“Our findings show there is a significant amount of work to be done between now and 2050 if we hope to hit net zero. But crucially, our research shows it can be done, and maps out a pathway for the industry to get there,” said Christopher J Wiernicki, ABS Chairman and CEO. “Simply put, for shipping’s CO2 emissions to reach net zero, we will need to harness the potential of energy efficiency improvement technologies to reduce aggregate fuel consumption by 15% on the existing fleet and newbuild vessels. At the same time, we will need carbon capture rolled out across much of the oil burning fleet, reducing onboard CO2 emissions by 70%. Those that do not or cannot adopt carbon capture will need to switch to e-diesel or zerocarbon biofuels.” Vessels with conventional single-fuel engines will still be constructed until well into the next decade. As a result, widespread adoption of retrofitted energy-saving and carbon capture technologies will be required for the shipping industry to meet its targets.

Obstacles and opportunities

arbon capture, energy efficiency and green fuels are the roadmap to net zero by 2050. That’s the pathway outlined by the 2023 Outlook, Beyond the Horizon: View of the Emerging Energy Value Chains – the latest industry-leading research from ABS into shipping’s progress on the green energy transition. Released at the ABS Sustainability Summit during London International Shipping Week in September 2023, the report examines in depth the carbon, ammonia and hydrogen value chains. It concludes that the industry will need to accelerate investment in carbon capture technology, energy efficiency technologies and new fuels to achieve net zero by 2050.

The report also considers the obstacles and opportunities for adoption of alternative fuels and the actions shipowners must take in order to secure their future fuel supply chain. Growing demand for higher volumes of synthetic and green bunkers will be matched by competition for these fuels by other industry sectors. As a result, it will be essential that shipping companies demonstrate to fuel producers that sufficient demand exists to justify investment in production, pooling their buying activity in order to secure sufficient volumes. The research highlights how shipping will play a pivotal role in the global clean energy transition. “As the marine industry looks ahead and dives deeper into the complexities of these three value chains, the ABS Outlook makes it clear that maritime is more than a spectator in the global green energy revolution,” explains Wiernicki. “Instead, it serves as a critical facilitator and enabler. The

70 – ANALYSIS 2023

Opposite page: Value Maritime has completed the first in a series of nine installations of its emissionsreducing Filtree systems

transportation of carbon, ammonia and hydrogen as cargo highlights the industry’s significance in bridging the global energy landscape’s gaps between production, storage and consumption.”

Decarbonisation impact The Outlook models scenarios for the impact of decarbonisation of the global economy on seaborne trade and the potential for shifting patterns of trade to reshape the global fleet. This includes falls in the aggregate share of the oil and chemical tanker and dry bulk carrier sectors and a growth in the containership sector measured in gross tonnage terms. The transition to low and ultimately net-zero carbon operations will require substantial investment that may change the dynamic of shipping’s commercial relationships. But in the longer term, shipping operations will benefit from reduced fuel use, lower emissions, higher asset values and simplified regulatory compliance. Considering the characteristics of the alternative fuels being considered by the maritime industry, it is clear that safety procedures and protocols as well as seafarer training will also need to evolve, the report concludes.

the key challenges and opportunities presented by the changing energy landscape. Ardmore’s order for nine Filtree systems is reflective of its ambitions for carbon emissions reduction and efficiency in its own fleet as well as the shipping industry at large. The company established its own Energy Transition Plan (ETP) in 2021, involving the deployment of clean technologies, innovative operational approaches, and the building of relationships with customers that are shifting their priorities towards more sustainable transportation of liquid bulk cargoes. The plug-and-play modular Filtree system will allow for the filtration of sulfur dioxide, carbon dioxide (on further upgrade) and 99% of ultra-fine particulate matter from Ardmore’s vessels. As a result, Ardmore can continue to sail with cost-effective, performance-enhancing high sulfur fuel oil while simultaneously reducing emissions. As such, the Filtree system offers a rapid return on investment. In a further boost for sustainability, the system features a clean loop mechanism that filters its own wash water. This removes oil residues and particulate matter and neutralises the pH value of the discharge water.

CARBON CAPTURE AND Increased sustainability STORAGE INSTALLATION Each of the nine installations on the

Value Maritime has completed the first in a series of nine installations of its emissions-reducing Filtree systems for leading product and chemical tanker company Ardmore Shipping Corporation. Taking place in China, this was the first time that Value Maritime had installed its system outside Europe. The Ardmore Seaventure is also the first Ardmore vessel now fully equipped with Value Maritime’s Filtree system. The remaining installations for Ardmore Shipping are scheduled to take place in China over the next nine months.

Ardmore tankers will be carbon captureready to further reduce emissions. With this, the CO2 from the vessel’s exhaust can be captured and stored in onboard tanks for onshore discharge later. The captured CO2 may then be used in a sustainable manner, for example in the agricultural and food industries.

Energy transition plan

This facilitation of carbon capture and storage comes at an opportune moment. The Value Group (Value Maritime and Value Carbon) recently announced that Shell Ventures had joined its investor board to accelerate and expand the group’s carbon capture utilisation and storage strategy.

In shipping, a well-defined energy transition plan can help to identify

“We’re really pleased to have successfully completed the first in this

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72 – ANALYSIS 2023

CARBON CAPTURE AND STORAGE FEASIBILITY STUDIES Technology group Wärtsilä is now offering carbon capture and storage (CCS) feasibility studies to shipowners and operators, in another milestone on its journey to research, develop and bring to market maritime CCS technologies. The studies have already been conducted on a range of vessel types including RoRo and RoPax vessels, a drill ship, a container vessel and a gas carrier.

Wärtsilä is offering carbon capture and storage feasibility studies to shipowners and operators

series of installations for Ardmore,” explains Yvette van der Sommen – Commercial Director, Value Maritime. “This represents a milestone moment for Value Maritime as the Filtree system makes its debut outside of Europe. We’re very proud to see this expansion, which is an indication of the relevance the system has in helping vessel operators to reduce their emissions We’re very much looking forward to our ongoing collaboration in future installations.” Anthony Gurnee, CEO of Ardmore, says: “At Ardmore, our approach to the energy transition is underpinned by the mindset that shipping’s progress towards decarbonisation is an evolution over time. While the industry continues to make regulatory progress away from carbon-intensive practices over the long term, the development and utilisation of short-term solutions like Value Maritime’s Filtree solution, as well as many other technologies we have adopted, is as crucial as it is broadly applicable across all shipping sectors. The Filtree solution is exceptional in that it not only cleans and neutralises overboard discharge but also offers an additional benefit in the form of a potential carbon capture upgrade. This gives us flexibility today while economically future-proofing our vessels and creating commercial opportunities for us tomorrow.”

The process takes four to six months of study and design work. Wärtsilä Exhaust Treatment’s experts are involved in ship design at an early stage to conduct engineering work to understand how CCS can be smoothly integrated once the technology is launched to market. Wärtsilä is conducting the feasibility studies across both newbuild and existing vessels. Retrofit CCS installations will be significantly smoothed by the presence of a scrubber onboard. Wärtsilä Exhaust Treatment is already offering CCS-Ready scrubbers to the market, which are integrated onboard in a way that enables a CCS system to be added easily in the future once the technology is commercialised. Once completed, the CCS feasibility study work enables Wärtsilä to provide customers with a fully rounded commercial offer that can be shared with shipyards to get an exact quote for installation. During the feasibility studies, Wärtsilä’s experts closely examine the existing naval architecture of the ship and work to understand how the power, space and exhaust demands of CCS can be accommodated onboard. Owners will receive a qualified analysis of the costs of CCS integration, and a clear list of considerations on how a potential retrofit would be conducted in the least intrusive way.

CCS integration Conducting the studies today enables Wärtsilä to bring forward the early stages of CCS integration and, in doing so, lower the barrier to entry once the

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technology is commercialised in the near future. The studies also serve to educate customers on the upsides and particular considerations associated with installing CCS onboard their vessels. Finally, as the studies will run in parallel with the implementation of new environmental regulations for shipping, owners who conduct them today will be ‘ahead of the curve’ versus their peers. “Launching these feasibility studies and being able to offer them to market is the exciting latest step in our process of bringing carbon capture and storage to market in shipping,” explains Sigurd Jenssen, Director, Wärtsilä Exhaust Treatment. “It builds on the marketleading work we are conducting in our test hall in Moss, where our technology is already demonstrating our targeted 70% capture rate, and enables us to directly engage with customers to smooth the CCS adoption process in the near future.” Jenssen continues: “By conducting these studies today, we are already building a considerable track record and understanding of how this technology will work across multiple vessel types. It builds on the considerable uptake we have already seen for our CCSReady scrubbers, which show that the industry is not only exploring CCS as a speculative technology, but is actively investing in its foundations as a decarbonisation solution. We look forward to conducting more of these studies in the coming months as we work to bring our CCS system to market.”

Smooth integration Dai Qun, Deputy Section Chief / Senior Engineer, CPGC and Left: Hayato Suga, Executive Vice President, ClassNK

When a customer opts for a Wärtsilä CCS-Ready scrubber, the company takes measures during the scrubber installation process to ensure adequate space for the future installation of a CCS system. CCS-Ready scrubbers are also designed to enable smooth integration with a particulate matter filter. Wärtsilä Exhaust Treatment is the market-leading marine exhaust gas cleaning system manufacturer, with a range of lifecycle solutions. Wärtsilä offers integrated compliant solutions

for all types of ships, and in open loop, closed loop or hybrid configurations. Wärtsilä’s scrubbers are built with a modular approach to future technology development, creating a platform for the abatement of other emissions from shipping beyond sulfur.

OCCS APPROVAL ClassNK has issued an Approval in Principle (AiP) for an onboard CO2 capture and storage (OCCS) system developed by China Shipbuilding Power Engineering Institute Co, Ltd. (CSPI), a member of CSSC Power (Group) Co Ltd (CPGC). In addition to fuel transition, interest in capturing CO2 from ships’ exhaust gas is growing as a way to reduce GHG emissions. This is driving the development of onboard systems for capturing and storing CO2. To encourage the development of the related technology, ClassNK has published Guidelines for Shipboard CO2 Capture and Storage Systems, including safety requirements for the systems and their installation on ships. For a design concept of the system developed by CSPI, ClassNK conducted a review based on Part D (Machinery) of its Rules and Guidance for the Survey and Construction of Steel Ships and Guidelines for Shipboard CO2 Capture and Storage Systems. Having verified the system drawings, risk assessment results, etc, ClassNK issued the AiP upon confirming compliance with the prescribed requirements. “The current global shipping decarbonisation goal is accelerating, and CPGC is actively responding to the trend by developing OCCS, which has high efficiency, high integration, and low energy consumption,” explains Dai Qun, Deputy Section Chief/Senior Engineer, CPGC. “The AiP of OCCS issued by ClassNK for CPGC will provide assistance for us to achieve the transformation and development of green and low-carbon ship power.” “Onboard CO2 capture is one of the potential solutions for pursuing decarbonisation, along with the transition to alternative fuels,” says

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LLOYD’S REGISTER IS PROUD TO WORK ALONGSIDE ONE OF THE KEY PLAYERS IN THE LNG SECTOR IN COSCO, AND WE LOOK FORWARD TO PROVIDING OUR TECHNICAL EXPERTISE AS A TRUSTED ADVISER – TO ENSURE COSCO CAN SUCCESSFULLY NAVIGATE THEIR JOURNEY TOWARDS A CARBON NEUTRAL FLEET BY 2040.

Masaki Matsunaga, Corporate Officer/ Director of Plan Approval and Technical Solution Division, ClassNK. “We are pleased to issue the AiP for the forward-looking design concept of the system developed by CSPI. ClassNK remains committed to supporting the realisation of innovative solutions for the decarbonisation of shipping.”

LNG FLEET DECARBONISATION Lloyd’s Register (LR) and Shanghai COSCO Shipping LNG Investment (COSCO), a subsidiary of China Shipping Corporation Limited, have signed a partner agreement for the intention of a new project that aims to formulate and assess the decarbonisation pathway for COSCO Shipping’s existing LNG carrier fleet. The intention was signed formally with a Letter of Intent at Gastech 2023 and will focus on providing COSCO with insights to enable them to make its existing fleet of LNG carriers carbon neutral by 2040. As part of the project, LR will support an analysis of COSCO’s fleet operations characteristics and carbon emissions, looking at future carbon reduction energy transition practices alongside future fuels, energy efficiency technology and retrofit plans. The intended project would see the further development of COSCO’s fleet capacity, future energy adoption and efficiency transformation, based on the shifting landscapes of world trade and shipping companies’ development planning.

The Letter of Intent being signed at Gastech 2023

Open collaboration “The decarbonisation of our industry is going to require open collaboration between the entire maritime value chain,” explains Sau Weng Tang, Lloyd’s Register Commercial Manager – Greater China. “This is why projects and partnerships like this are so important, they provide an opportunity for fleet operators to thoroughly analyse the options available to them to enable them to reach their own and industry-

mandated requirements for maritime decarbonisation. “LR is proud to work alongside one of the key players in the LNG sector in COSCO, and we look forward to providing our technical expertise as a trusted adviser on this project to ensure COSCO can successfully navigate their journey towards a carbon neutral fleet by 2040.” Lin Nan, GM, COSCO Shipping LNG Investment (Shanghai) said: “In the context of IMO maritime decarbonisation strategy, CSLNG, as an international LNG shipping company, will endeavour to fulfil the responsibility and accountability to achieve our LNGC fleets’ carbon reduction and provide low-carbon and efficient LNG transportation services for the industry. In this effort we appreciate valuable cooperation between the industrial chain, including the open support from the expertise of LR.”

LPG TANKER AIR LUBRICATION RETROFIT Kumiai Navigation (PTE) Ltd has selected Alfa Laval OceanGlide to be installed on one of its LPG tankers as a retrofit. Kumiai’s decision to leverage fluidic air lubrication technology is rooted in its ambition to reduce the vessel’s energy consumption, improve its overall performance and comply with environmental regulations. The OceanGlide fluidic air lubrication system is to be installed on a 54,000dwt LPG tanker owned by Kumiai Navigation, a Southeast Asian LPG tanker and bulk carrier company. With this order, Alfa Laval has added LPG tankers to vessel types that can benefit from the OceanGlide system. The system can be installed on both new and existing ships with ease.

Trusted partner in the sustainability journey As shipowners worldwide navigate the dynamic landscape of maritime sustainability, Alfa Laval OceanGlide offers a uniquely efficient and easyto-install air lubrication solution. This

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patented system uses fluidic technology to generate an even, controllable air layer across a vessel’s entire flat bottom, reducing friction and drag. By decreasing the vessel’s resistance, OceanGlide offers a proven method for reducing fuel consumption and CO2 emissions. “In these challenging times, we recognise that reliable partners such as Alfa Laval are needed to achieve our sustainability goals,” says Tomo Kuroyanagi, Managing Director, Kumiai Navigation. “We want to invest in green shipping practices to help us lower our power consumption and comply with upcoming environmental regulations. In this effort, OceanGlide fluidic air lubrication is currently one of the best available solutions that offer remarkable gains in improving vessel performance and meeting our environmental targets.” The decision to choose OceanGlide originates from the customer’s ambition to reduce the vessel’s energy consumption and emissions, coupled with the company’s trust in Alfa Laval’s solution to make a significant impact on the vessel’s carbon footprint. “We are pleased to partner up with our customer, Kumiai Navigation, to serve the LPG tanker segment with our fluidic air lubrication system, OceanGlide,” says Rajiv Sarin, Head of Air Lubrication, Alfa Laval. “We value the trust our partner has in our technology and collaboration to help them achieve their goal of sailing sustainably. As the market for OceanGlide fluidic air lubrication grows, we are happy to support our customers in their efforts to reduce CO2 emissions and improve energy efficiency of their fleet as a retrofit or a new build installation.”

sections serve to minimise drag and ensure maximum coverage, eliminating passive cavities along the vessel’s underside. Energy expenditure is minimised because there are few compressors and the bands add almost no drag when switched off. Air distribution bands are installed easily with minimal hull penetrations, which reduces shipyard time and costs, even as a retrofit. OceanGlide is proven to reduce specific drag by 50-75% and can provide reliable fuel savings of up to 12% under real-life conditions. The actual amount of fuel savings achieved can vary depending on vessel operations and operator priorities.

Proven technology with multiple benefits

The technology also supports compliance with EEDI/ EEXI and CII requirements laid down by the International Maritime Organization (IMO) to reduce greenhouse gas emissions.

OceanGlide uses fluidic technology to create and control streamlined air layer sections on the vessel’s flat bottom, each with its own fluidic band. The independent steering of each band allows a more controlled airflow to reduce friction between the hull and water. These individually-controlled

“OceanGlide serves our goal of adopting advanced new sustainable technologies to remain competitive in this challenging market. We are excited to take advantage of the fluidic air lubrication technology to help us decarbonise and contribute towards our carbon reduction roadmap,” says Kuroyanagi.

The OceanGlide fluidic air lubrication system is to be installed on a 54,000dwt LPG tanker owned by Kumiai Navigation

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CLEAN TECH LASERS PROMOTE SUPERIOR WELDS Laser systems remove residue, corrosion and existing coatings from metal weld surfaces quickly, with less preparation and mess than traditional techniques.

Laser systems remove residue, corrosion, and existing coatings from metal weld surfaces quickly, with less preparation and mess than traditional techniques

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n the shipbuilding and ship repair industries, high-quality welding begins with cleaning the base metal of any corrosion, contaminants, or existing coatings that could compromise weld penetration and integrity. Ensuring the metal is properly cleaned from the start makes the job easier and eliminates the need to start over to achieve a clean weld. Unfortunately, the traditional techniques used for this purpose – such as sandblasting, chemical stripping, and grinding – are messy and require expensive consumables, as well as substantial time for preparation and cleanup. These methods are also drawing scrutiny from regulators such as the EPA and OSHA since they can pose risks to the environment and applicators. Today, a more effective alternative is utilising industrial-grade, precision laser-based systems that can remove contaminants, rust, residues and paint from the weld surface with a highenergy laser beam that leaves the substrate unaffected.

Pre-weld, laser technology can effectively clean the surface so there is no contamination to interfere with the weld

In addition, the technology streamlines preparation for coatings after the weld. Post-weld, the technology facilitates easy removal of the rough and charred post-welding area to securely adhere paint and coatings to the welded material. Preparation and cleanup time are minimal, and the low-maintenance equipment can last decades. According to Vincent Galiardi, owner of Galiardi Laser Clean, a surface cleaning operator based in St. Charles County, Missouri, many people are surprised to learn that clean technology lasers are the most cost-effective, efficient and safest method of industrial surface preparation. “Many people are unfamiliar with the use of lasers to treat metal surfaces,” says Galiardi. “When I do a demonstration, at first the people in attendance are sceptical, but after I use the laser to treat a small area, everyone starts talking and getting excited. By the end, when I let them try the equipment, everyone is having a good time and saying how great the laser works.”

For welding applications, Galiardi says: “Pre-weld, laser technology can effectively clean the surface so there is no contamination [to interfere with the weld.] Post-weld, lasers can remove discoloration due to oxidation, which can help to improve stainless steel welds.” Stainless steel is used in shipbuilding due to its strength, durability and resistance to corrosion. Given its effectiveness treating metal surfaces, industrial laser systems are increasingly being used in welding applications. Technicians can use mobile hand-held units, or the systems can be integrated into automated in-line processing lines. With significant advantages in safety and efficiency, laser cleaning is poised to disrupt the welding surface treatment market.

Resolving conventional cleaning challenges Pre-weld, any impurities on the surface of the base material such as grime, residue, corrosion, mill scale or old coatings will compromise the weld’s effectiveness. Any contaminants can interfere with the process, cause resistance, or result in a weld splash when small metal particles become airborne or remain loosely attached to the welding area. Contamination on a weld’s surface leads to porosity, or bubbles of trapped gas in a finished weld that can weaken its mechanical properties and requires rework. Post-weld cleaning is also necessary, particularly for stainless steel. Stainless steel offers natural corrosion protection through an ability to “passivize” itself if the environment provides enough oxygen to repair a surface film comprised of chromium oxide. However, welding can cause a “heat tint” – a discoloured, thickened top layer on the stainless steel around the weld bead within the heat-affected zone – that compromises the corrosion resistance. Removing the heat-tinted top layer is necessary to restore the full corrosion resistance as well as the aesthetic value of stainless steel.

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To treat weld surfaces, sandblasting, chemical stripping or grinding are traditionally used as industrial cleaning processes. However, these options have limitations.

Sandblasting

Abrasive sandblasting involves forcefully projecting a stream of abrasive particles onto a surface, usually with compressed air or steam. The silica sand used in abrasive blasting typically fractures into fine particles and becomes airborne, which can cause serious or fatal respiratory disease. “When sand or any other media is used to knock off particles from a substrate, there is always a byproduct that has the potential to become airborne and inhaled,” says Galiardi. “Besides the sand, this could be the particles you’re removing – the coatings, plating, anodizing, corrosion, and even lead paint.”

Safe, effective laser cleaning For shipbuilding, laser-based systems have significant advantages over these traditional methods, including ease of use in which an operator simply points and clicks a high-energy laser beam at the surface. The substrate is not affected by the laser, and the systems do not create any mess or byproducts. The approach is eco-friendly, energyefficient, and completes the job in half the time of traditional methods when preparation and cleanup are considered.

Soluble Salt Tester

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Sandblasting is also time-consuming to clean up since the sand essentially scatters everywhere, even though it is usually considered a “fast” cleaning method.

Measures the concentration of soluble salts on metal surfaces using the Bresle method.

Chemical Stripping

n Displays test duration, sample temperature,

With chemical stripping, harsh, even toxic chemicals or pastes are used to strip welds and metal-based objects of contaminants, rust and paint to bare metal. However, for operators, exposure to corrosive acids and noxious chemical fumes is inherently dangerous. The process can also be time-consuming to prepare, achieve the required level of cleaning, and dispose of the waste. In addition, disposing of toxic chemicals is costly and closely regulated by agencies such as the OSHA and the EPA.

Grinding and Sanding

An angle grinder can remove large contaminants, and a sanding disc can remove rust, paint and mill scale. However, the aggressive nature of the grinding can quickly ruin the metal to be welded if great care is not taken. “Disc grinders basically just chip off [the rust] and it becomes airborne and makes a mess. Grinders can also be dangerous because sparks or debris can shoot off the wheel or catch an article of clothing,” says Galiardi.

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“In our experience, laser cleaning is as fast at removing rust or old coatings as other methods, but without the same amount of cleanup,” said Galiardi. “When we treat a surface with lasers, any fumes or dislodged particulate is extracted into a HEPA filter and the job is done. There is no media [sand, chemicals] to replenish or clean up.”

After the weld, the laser can quickly remove rough, charred areas around the weld in preparation to securely adhering paint or coatings. This can help to prevent early coating peel, flaking, or bubbling, which exposes the welded area to the marine environment, hastening corrosion and potentially premature failure.

Galiardi Laser Clean uses laser systems made by Orlando, Florida-based Laser Photonics, a leading provider of patented industrial grade CleanTech laser systems for cleaning and surface conditioning. The American-made systems function either as mobile standalone units or can be integrated into production lines.

With clean laser technology, there is now an environmentally-friendly alternative to abrasive blasting, chemical stripping, and grinding for pre- and post-weld surface cleaning. The approach is safer for operators and highly adaptable to a wide range of welding applications in the shipbuilding industry.

The laser systems are available in portable and stationary models ranging from 50 to 3,000W (a 4,000W version is in development) with chamber sizes from 3ft x 3ft (0.91 x 0.91m) in size to 6ft x 12ft (1.8 x 3.6m). The systems can also be installed in manufacturing lines in cabinets or operated by a robotic arm.

“As people become more aware of laser-based systems and compare them to traditional methods, they need to factor in prep and cleanup time, which can significantly impact project cost. When the improved operator safety, equipment longevity, and lower maintenance of laser systems are also considered, the clean laser technology has a much higher ROI,” says Galiardi.

Galiardi says that laser treatment of metal surfaces can be used to streamline weld cleaning processes even in relatively remote areas in the field.

Pre- and postweld treatment Utilising industrial-grade, precision laser-based systems can remove contaminants, rust, residues, and paint from the weld surface more efficiently than traditional methods

At shipyards, the laser treatment provides efficient pre-welding treatment or material preparation. This can include the removal of rust and e-coating contamination or the treatment of other selective layers.

The longevity of low-maintenance laser systems further adds to their value, increasing ROI and making replacement unnecessary for decades. “CleanTech laser systems can last for 50,000 to 100,000 hours. That’s many decades working eight-hour days. After purchase, there’s virtually no maintenance necessary,” Galiardi concludes.

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.

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Following the icebreaking season, Nordica underwent maintenance at the Turku Repair Yard in May

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Arctia’s multipurpose icebreaker gets a fresh coat of durable paint.

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he icebreaker MSV Nordica, owned by Arctia, is known for its role in securing Finland’s winter maritime transport. Following the icebreaking season, Nordica underwent maintenance at the Turku Repair Yard in May. A ship travelling through ice is exposed to severe mechanical stress, so during drydocking the underwater hull and topside of the icebreaker were treated with a new, durable coat of paint.

tasks that require manoeuvrability and precision. This multipurpose icebreaker is capable of performing highly demanding tasks in environments such as oil and gas fields anywhere in the world. Like its sister ship, the Fennica, the ship meets the United States Environmental Protection Agency (EPA)’s strict environmental and emission requirements, making it an ideal choice for operations in Arctic areas.

Arctia Oy

Drydocking at Turku

Arctia Oy is a Finnish state-owned company offering a wide range of maritime services. It is particularly recognised for its fleet of icebreakers, an indispensable part of Finland’s winter maritime infrastructure. In addition to icebreaking, the company holds expertise in fairway maintenance and hydrographic surveying, playing a significant role in maintaining and securing waterway connections.

MSV Nordica underwent drydocking maintenance at the Turku Repair Yard in May. During the docking, the underwater hull and topside of the icebreaker were repainted. A few tanks also received a new coating. One of the ship’s propeller units was also replaced. Painting, replacement of the propeller unit and other work carried out at the shipyard are related to the re-inspection of the ship, which is done every five years.

Arctia’s experience extends a long way back into history, to the establishment of the Finnish Pilot and Lighthouse Authority. By combining its extensive experience with modern technology, the company is able to provide its maritime clients with sustainable and suitable solutions.

The docking took place outdoors, which posed its own challenges to the painting process. Environmental conditions determine the schedule and scope of the repair. In outdoor dockings, it is necessary to react quickly to changes in temperature and humidity.

Arctia’s icebreaking fleet consists of eight icebreakers: Polaris, Otso, Kontio, Voima, Urho, Sisu, Fennica and Nordica as well as the harbour icebreaker Ahto. The most recent addition to the fleet is Polaris, the world’s first icebreaker to use liquefied natural gas (LNG) as a fuel. In addition, Arctia’s fleet includes seven hydrographic survey vessels, three fairway vessels suitable for heavy marine operations, one Oili class vessel suitable for medium-heavy tasks and several fairway maintenance vessels as well as a versatile hydraulic engineering fleet. Arctia’s vessels are designed to operate in challenging conditions, equipped with the latest technology to perform their tasks efficiently and safely.

Multipurpose vessel Arctia’s MSV Nordica is a powerful icebreaker with characteristics ideal for

During the docking of the Nordica, the environmental conditions were surprisingly good. The daytime temperature varied between +12 and +20°C, with nights being slightly cooler, and it only rained on a few days during the docking.

Pre-treatment Before painting, the areas to be painted were high-pressure washed (approx. 300 bar) in order to remove watersoluble salts and other impurities. In this maintenance, water washing was possible because the air temperature was above 0°C during the docking. After washing, the damaged areas were blast-cleaned to Sa 2½. In addition, edges of existing paint were feathered in order to have the best possible corrosion protection at the overlap of old and new paint.

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two coats of Jotacote Universal N10 epoxy primer were applied. After the repairs made with epoxy, the topside was washed to remove impurities and then painted with Normadur 65 HS polyurethane topcoat. The painting process was carried out within 24-hour overcoating intervals. Most of the maintenance painting was done with Jotacote Universal N10 because it also cures in the cold and the product can be overcoated quickly. This time the docking conditions were pleasant, but the product choice also had to be able to cope with worse conditions.

Products used

The edges of existing paint were feathered to have the best possible corrosion protection at the overlap of old and new paint

Painting process The ice-going Nordica is exposed to really high mechanical stress, which is why the paint surfaces of the ship’s underwater hull and topside require regular maintenance. The underwater hull was maintenancepainted with Jotun´s solventfree Marathon IQ2 epoxy coating. The bottom painting was carried out as touch-up painting, i.e., only the damaged areas were treated. After pretreatment, the bottom was painted with Marathon IQ2 1×500 µm. The topside paint reinforcement area (above waterline) was painted with the Baltoflake – Normadur 65 HS painting system. A glassflakereinforced unsaturated polyester coating, Baltoflake, was chosen as the primer because an extremely wear-resistant primer was desired for protection of the bow area. This part of the icebreaker is subjected to the maximum mechanical stress. The topside was maintenance-painted with Jotacote Universal N10 and Normadur 65 HS. The topside was also painted as touch-up painting in terms of the primer. After pre-treatment,

Marathon IQ2 is Jotun´s breakthrough solution for ice-going vessels. It combines smoothness and toughness to provide the best hydrodynamic efficiency for icebreakers and icegoing vessels. Marathon IQ2 is an environmentally friendly and user-safe product. It doesn´t contain phenol or solvents. It also has improved application properties and is applicable by single-feed standard airless spray. Baltoflake is a glassflake-reinforced unsaturated polyester coating. It is an ultra-high build, extremely abrasion resistant and fast curing barrier coating. The bow area of the icebreaker comes into contact with ice, so a coating that can withstand very severe mechanical stress is needed. Baltoflake is recommended for areas subject to extreme mechanical wear and harsh exposure conditions and where future maintenance is challenging. Jotacote Universal N10 is a polyamine cured pure epoxy coating. It is a fast drying, high solids and high build, abrasion resistant product. It is specially designed as a universal, all-round, all-year, newbuilding and maintenance coating where fast dry-to-handle times are required. It can also be applied at sub-zero surface temperatures. Typical uses in the marine industry for Jotacote Universal N10 are exterior and interior areas, including outside hulls, superstructures, decks, cargo holds and water ballast tanks.

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PROTECTING GLOBAL MERCY

The barnacle-repelling antifouling biotechnology Selektope has successfully faced its toughest challenge to date, protecting the hull and niche areas of the world’s largest hospital ship while docked for extensive periods in warm waters, at high risk of barnacle fouling.

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0.1% per wet weight of paint) that is characterised by its first-of-its-kind bio-repellent mode of action which keeps a ship’s hull free from barnacles with non-fatal effect on the target organism. When released from the antifouling coating, the organic, nonmetal compound temporarily activates the swimming behaviour of barnacle larvae, making it impossible for them to settle on the hull and transform into the calcareous adult stage of their lifecycle. The vertical sides and flat bottom hull areas of Global Mercy were coated with the antifouling coating Seaquantum Pro Ace containing Selektope in September 2020. When floated, the vessel underwent extensive outfitting for a period of 300 days. If the vessel’s idling time during outfitting is also considered, the barnacle fouling protection delivered by Selektope spans more than 32 months of static performance in total.

recent underwater hull inspection confirmed that even though Global Mercy spent more than 22 months stationary and at risk from barnacle fouling since delivery to Mercy Ships in August 2021, the vessel’s hull and niche areas treated with Selektope have remained completely free of barnacle fouling. Uncoated surfaces of the vessel, including the azimuth propellers and bow thrusters, were found to be covered with biofouling, by both soft and hard fouling species. Barnacle fouling was also present in areas where the coating surface was impaired, such as the bulbous bow and where anchor damage had occurred. This confirms the elevated hard-fouling pressures in waters that Global Mercy frequented while delivering medical help from the port of Dakar, Senegal, or while docked for maintenance at the Granadilla de Abona port in Tenerife.

The vertical sides and flat bottom hull areas of Global Mercy were coated with the antifouling coating Seaquantum Pro Ace containing Selektope in September 2020

Ultimate trial Selektope is an active agent ingredient added to marine coatings in nanomolar concentrations (approximately

“The past 32 months have served as the ultimate trial for Selektope: to protect a ship that is static in the barnacle fouling hotspots for many months at a time,” says Philip Chaabane, CEO of I-Tech AB. In support of the charity’s vital work, I-Tech AB donated the required volumes of Selektope to Mercy Ships for use in the antifouling coating applied to the vessel. “The most recent hull inspection has confirmed that our technology is doing its job as a key component of the hard-fouling protection delivered by the antifouling coating system,” Chaabane continues. “We are proud partners to the Mercy Ships organisation and grateful that we have the opportunity to help them to eliminate costs associated with hard biofouling accumulation, in support of the charity’s incredible mission to help humanity.” Mercy Ships is a charitable organisation whose volunteers provide medical treatment and undertake urgent operations onboard hospital ships docked at local ports in some of the poorest countries in the world. The charity currently operates two vessels, the converted passenger ship Africa Mercy and the purpose-built hospital ship Global Mercy.

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Since many decades Europort, organized in the world port city of Rotterdam, is the international maritime meeting place for innovative technology and complex shipbuilding. With visitors from over 79 countries around the world, it is an international magnet for maritime professionals.

WORLDWIDE SHIP REPAIR ROUNDUP

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Earlier this year, there were a record number of 11 active rig repair projects in ASRY

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A surge in demand at ASRY, firsts at BLRT, a mixed bag for Remontowa and an offshore wind project for Mammoet.

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ASRY also saw the return of some its important Greek customers such as Springfield Shipping and Thenamaris, with other large fleet owners such as Shipping Corporation of India confirming new vessels to the yard. The demand is expected to drop off in 2024 as the nature of the rig repair work changes from upgrades to regular maintenance, although it will be interesting to see what new sustainability targets will bring to the ship repair scene.

Above: BLRT Repair Yards in Tallinn has installed the first DACS air lubrication system on the Danita Below: Occupancy has remained very high at ASRY this year

ccupancy has remained very high at ASRY this year with the demand surge experienced from middle of 2022 extending through this year. This is due to a simultaneous peak in ship and rig repair work. Earlier this year, there were a record number of 11 active rig repair projects in the yard, as ASRY is now the first choice in the region for Saudi Aramco upgrades. Meanwhile, ASRY’s docks were full of ships from long-term customers Maersk, Great Eastern, Bahri and more.

ASRY has seen an increase in EEXIrelated repair work, such as a series of Maersk vessels requiring engine de-ratings to meet decarbonisation targets. ASRY has also seen scrubber projects return to the yard, and are in negotiations for other efficiency retrofits such as air lubrication systems, which is definitely a growth area.

Offshore work The WAN HAI 165 recycling is still underway after some initial challenges in ensuring there was alignment between the local authorities, the international regulations, and process flow to ensure this project

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was completed as one that could be recognised as a green steel initiative. It is now progressing as per schedule and there are many valuable lessonslearned from this pilot project. ASRY’s move towards larger projects is also progressing well with a second FPSO conversion project currently underway. The Cactus Suezmax tanker conversion includes new mooring systems, riser porch, helideck, accommodation, deck cranes, transformers and more. This is the second large conversion project in recent years, with ASRY also converting the Cap Diamant tanker into an FSO last year. “ASRY is investing in new infrastructure and manpower to become a more prominent provider of these larger scopes,” says Eman Hameed, Public Relations & Media Section Head Corporate Communications Department.

FIRSTS AT BLRT BLRT Repair Yards in Tallinn has installed the first DACS air lubrication system on the Danita general cargo ship owned by Amisco. The DACS system is a joint development between Damen Shipyards Group and Delft University of Technology.

The Damen Air Cavity System (DACS) maintains a carpet of stable thin air over the flat bottom of a ship, achieving a significant reduction in water resistance. This can lead fuel consumption reductions of up to 15%, therefore lowering emissions and increasing efficiency.

Above: BLRT Repair Yards in Klaipeda carried out a scrubber installation on a containership in mid-July

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Sergei Kravtšenko, a Tallinn Shipyard management board member, is delighted that Estonian-based shipping company Amisco, trusted Tallinn Shipyard with the project. “We are committed to excellence and marine innovation. Years of experience and expertise prepared our seasoned team to handle the project. This cutting-edge technology will definitely enhance vessel performance and contribute to a greener, more sustainable future.” Air Lubrication Systems are generally considered low-maintenance compared with other efficiency-improving technologies, providing a reliable and practical solution for long-term use. With the DACS-equipped Danita, Amisco will achieve the necessary CII rating to continue operating in the Baltic Sea amidst new, stricter emissions regulations. At the same time, the considerable reduction in fuel consumption allows for a rapid return on investment.

Embracing a lowcarbon voyage Top: The DACS system being installed Above: The CS Stratos after the silicone paint has been applied

Another environmental solution implemented at Naantali BLRT Repair Yards is a silicone painting application over the flat bottom and vertical sides of the 162.5m-long reefer CS Stratos. Within the framework of the project, the shipyard team also replaced outdated pipes and steel construction and load tested four deck cranes and two accommodation ladders. The most challenging and most interesting part of project was the silicone paint application. Surfaces were cleaned to Sa2 prior to the application of multiple-layer, highperformance, eco-friendly silicone paint, which creates an exceptionally smooth surface and protects the vessel from fouling. It also reduces fuel consumption.

Tanker repair BLRT Repair Yards in Klaipeda had a 178m-long containership of one of the leading international ship management companies visit them in mid-July for maintenance work and green upgrades, including a scrubber installation.

The shipyard installed a ballast water treatment system on board the same ship a few years ago and also upgraded two other containerships from the same owner with BWTS and exhaust gas cleaning systems.

A MIXED BAG AT REMONTOWA In June 2023, Remontowa finalised the project to complete a brand new crane vessel delivered by a Chinese yard to Jan de Nul in January 2023. Remontowa executed the final phase of the Les Alizés construction, fitting it out for its first offshore wind assignment in the North Sea. Over 300 tonnes of steel structure was prefabricated and installed onboard. To achieve that required the ship’s below deck structure to be reinforced. Over a dozen winch foundations, which had previously been fabricated at Remontowa were mounted, as were two auxiliary 45-tonne cranes and much other equipment. The cleanliness of the vessel’s hydraulic installations was also improved by flushing the 220mm diameter, 2.5kmlong steel pipes. The fuel system was also modified by increasing the diameter of some pipes, etching the fuel pipes and fixing some GRE tubes. Larger switchboards were installed and almost 11km of cables were routed in trays and special damage-resistant defenders on board. The large electric motors in the main crane engine room were also replaced. The vessel underwent specialised equipment tests at Remontowa, which assisted the shipowner and manufacturer with commissioning the new Huisman crane with a lifting capacity of 5,000 tonnes. The crane’s operation was examined using a monopile weighing 1,420 tonnes.

Emergency repairs Between assignments in the Polish Baltic Sea economic zone, two Gardlineoperated geotechnical vessels called at Remontowa for repairs. Poland’s first wind farm is being built in this area near

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Ustka. This is why Gardline’s vessels can be seen along the Polish coast and in Gdansk. The Ocean Observer called at Remontowa between offshore assignments to undergo repairs and be prepared for its next job. Among other things, a large number of hydraulic hoses, which are plentiful onboard due to the nature of this ship, were replaced. Other tasks included the repair of sewage plugs, as well as the pressure testing of dozens of CO2 cylinders. Steel louvres and doors were also fixed, with the latter being dismantled and transported to the workshop. Electric cables were laid for the radar equipment and the steering gear alarm system was repaired. The ship’s accommodation area was also refreshed and the fast rescue boat davit was surveyed. Another Gardline-operated vessel visiting Remontowa was Horizon Geobay, which also conducts geotechnical surveys in the Polish part of the Baltic Sea, inspecting the ground for the future wind farm. It arrived for an emergency repair on a damaged seal on one of the main propulsion thrusters. The ferry Stena Gothica also came in for emergency repairs in June and was drydocked to fix a propeller shaft seal. In July, the bulk carrier Roland Oldendorff entered Remontowa for a propeller shaft seal to be repaired. In addition, cracks in the ballast tanks and cargo holds were fixed, and a leak in the overboard valve from the speed log in the hull bottom was eliminated. All work was done with the help of divers whilst the ship was alongside the quay with no drydocking required.

Additional work included replacing piping, repairing the pump and electric motor, overhauling two generators and refreshing the hull.

Other repair work Other vessels to visit Remontowa recently include the Canadian tanker Qikiqtaaluk W, which underwent an intermediate survey and repairs to the bulbous bow. The TSHD dredgers Charles Darwin and Utrecht were equipped with new systems and equipment at the yard. Key South and Key East underwent a similar range of repair work, including the overhaul of the main engine, generators and boilers on Key South.

BWTS and scrubber retrofits

The tug Stad Kinn, owned by Stadt Sjøtransport AS, also underwent emergency repairs. The propulsion compartment had suffered flooding. The first task was to verify the condition of the equipment, including checking the Cardan shafts.

Remontowa has completed the retrofit of a series of Harren Group tankers with BWT Systems in 2023. After successive BWTS installations on Patnos, Patagonia, Patrona I, Patalya and Patara, the Patea arrived in May 2023 for the same retrofit. The Sten Suomi chemical tanker also joined the rest of the Stenersen fleet, recently retrofitted at Remontowa with BWTS.

The ship’s two azimuth thrusters were inspected at the dock with the propeller blades being reconditioned, polished and restored to full efficiency.

Among others, the LPG carrier Kapellen has been retrofitted with a scrubber at Remontowa, and along with the Koksijde, had a class renewal.

Les Alizés getting ready for departure

REMONTOWA EXECUTED THE FINAL PHASE OF THE LES ALIZÉS CONSTRUCTION, FITTING IT OUT FOR ITS FIRST OFFSHORE WIND ASSIGNMENT IN THE NORTH SEA. OVER 300 TONNES OF STEEL STRUCTURE WAS PREFABRICATED AND INSTALLED ONBOARD.

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OFFSHORE WIND PROJECT Rotterdam skyline has greets one of the world’s largest cranes for offshore wind vessel project. Mammoet has completed the assembly of its PTC210-DS ring crane, one of the largest in its fleet, in Rotterdam for a heavy-lift project for GustoMSC. The colossal 210,000tm crane, which has a maximum lift capacity of 3,200t, will be used to perform crane replacements on two offshore wind installation jack-up vessels (Wind Orca and Wind Osprey) for the shipping/ construction company Cadeler.

Mammoet has completed the assembly of its PTC210-DS ring crane

“The PTC210-DS is the perfect crane for this job,” explains Dirk Knoester, Senior Adviser at Mammoet. “It has a relatively small footprint combined with 360-degree slewing, and the possibility to switch between fixed and luffing jib mode (as only the PTCs can) resulting in the largest possible working area. These PTC cranes can also be assembled in numerous configurations and thus a tailor-made configuration is feasible for any job: different main boom and jib lengths, fixed or luffing jib, different amounts of counterweight, and two ring diameters.”

Removal and replacement

Cadeler emphasises the strategic importance of these crane replacement projects to solidify its position as a key supplier in the offshore wind sector.

The PTC210-DS will be used to remove the existing leg cranes from both jackup vessels and replace them with new GustoMSC high-capacity ones.

Erected in Mammoet’s own yard in Schiedam, Netherlands, the Mammoet PTC210-DS is one of five 5,000t class ring cranes in its fleet, and the only one currently operating in Europe.

GustoMSC has been contracted by Cadeler to design, fabricate, deliver, and install the cranes.

One of the largest cranes in the world, the height and size of the PTC210DS belies its greatest strengths – its versatility and ability to operate in areas where space is limited.

The new leg cranes are fully electric driven and have a 1,600t lifting capacity, making them ready to install and service next-generation wind turbines with capacity ratings exceeding 14MW. “The decision to have the PTC210-DS constructed in our own yard in Schiedam was driven by safety and optimising the schedule for our client,” says Remco Zandstra, Senior Commercial Manager at Mammoet. “Our yard has a unique location in the port of Rotterdam, and this gave us the possibility to position the crane between the two vessels and serve them at the same time. Not only does this save considerable time by minimising movements of cranes in the yard and vessels along the quay, it also creates the safest possible solution to perform this project.” The replacement work on Wind Orca and Wind Osprey is expected to be completed by Q1/2024. With GustoMSC and Mammoet neighbours, this project marks a unique collaboration in Schiedam and a great opportunity for their engineers to witness it live from their offices.

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AEGIR-Marine’s Panama branch indentified that all five propelled blades were damaged

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AEGIR-Marine and UPE demonstrate stern tube seals and propeller expertise and Hydrex carries out stern tube seal replacements in Belgium and France.

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A detailed inspection revealed a missing rope guard and the entire seal box being distorted and dislocated from the stern tube

hile on route to the Gulf of Mexico area, a fully laden bulker hit a buoy off the coast of Colombia, damaging the propeller blades and aft seal assembly. A close detailed inspection revealed a missing

rope guard, the entire seal box being distorted and dislocated from the stern tube and all five blades damaged. Trained and certified UPE-dive techs were mobilised, together with a special habitat and the relevant equipment from AEGIR-Marine’s Panama branch. A complete new split type seal assembly was also ordered and transferred, from stock, to the location. Upon arrival the UPE team joined a local partner supplying workboat and assistance, and set up the dive station on site. Findings of the detailed propeller inspection were discussed with propeller repair specialists Plug & De Boer, and a repair proposal and relevant procedure submitted and approved by the attending class surveyor. Repair and replacement procedures for the seal assembly were also approved. The team then started making the required preparations for the aforesaid repairs. Meanwhile, a new rope guard was fabricated locally for later installation.

Hydrodynamic balance restored All five propeller blades needed to be cropped and subsequently ground to restore the hydrodynamic balance. The damaged leading edges were also ground smooth. During the propeller repairs, the seal housing rings and seals were cut and removed one by one. Inspection of the liner showed no damage or excessive grooves. The damaged stern tube face and threaded holes were dressed and a new stern flange was mounted and secured. Once the Flexdock was in place and equipped with all safety tools and equipment, the seals were bonded and a new split type seal housing installed. After flushing and refilling the stern tube with oil, a successful pressure test and eight-hour leak test were carried out as well as the wear down readings taken. During fitting and welding of the new rope guard, the UPE office submitted a report to the local surveyor and Port State Control, which allowed the vessel to sail and continue on its voyage. Once the ship was up to its regular sailing speed, the technical manager reported the vessel was operating normally with no oil loss or vibrations.

UNDERWATER STERN TUBE SEAL REPLACEMENT AVOIDS DRYDOCK Hydrex recently mobilised its diver/ technician teams to vessels in Belgium and France to carry out stern tube seal replacements. In Brest the repair was carried out on a 150m-long cruise vessel, and in Antwerp, on a 237m-long containership. Both ships were leaking oil, making an on-site repair necessary. Using a flexible mobdock, Hydrex was able to carry out these operations on site and underwater, saving the owners an expensive and timeconsuming trip to drydock.

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Remains of rope that caused an oil leak

Helping a cruiseship stay on schedule Once the operation in Brest was approved, all preparations were handled swiftly and lightweight equipment was mobilised from Hydrex’s fast response centre. After arrival on site, the diving team first set up a monitoring station next to the vessel. The operation started with a thorough underwater inspection of the stern tube seal assembly, and removal of the rope guard. Hydrex divers then cleaned the assembly and installed the flexible mobdock, thus creating a dry underwater environment where they could work in drydock-like conditions. The split ring was removed and brought to the surface to be cleaned. After cleaning the entire assembly, the divers removed the first seal and replaced it with a new one, which was then bonded. They then did the same for the other seals. A successful operation was concluded with leakage tests, the removal of the flexible mobdock and reinstallation of the rope guard.

Containership repair A team travelled to the containership’s berthing location in Antwerp on one of Hydrex’s workboats. These workboats are fully equipped as dive support vessels with hydraulic cranes, winches, nautical and communication equipment and a dive control room. They are stationed in Antwerp and Rotterdam and can be used for a wide range of operations in Belgium, the Netherlands, the United Kingdom and France. With Hydrex organising everything from start to finish, the owner did not have to worry about making any arrangements for the repair. After the seals had been successfully replaced, the vessel was able to sail to its next stop free of oil leaks. Working together with the OEM allowed Hydrex to provide its customer with original spare parts, which guarantees the best-quality material. A technician from the seal manufacturer was present during the operation. All Hydrex’s offices are equipped with the latest facilities, lightweight equipment and tools. This allowed for a timely arrival of its team with everything they needed to successfully complete the job.

Gunnar Larsen, CEO of HAV Group

Undheim Systems AS has successfully commercialised a highly flexible and competitive DP system for vessels of all sizes

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COMPLETE ACQUISITION HAV Group ASA has successfully completed the acquisition of Undheim Systems AS, a provider of dynamic positioning (DP) systems for vessels. Undheim Systems will be integrated with HAV Group’s subsidiary Norwegian Electric Systems (NES) to develop semi-autonomous and autonomous vessel capabilities. “We are really pleased to acquire the dynamic positioning (DP) technologies that Undheim Systems has developed and commercialised. We will couple

these with our own smart navigation system to provide solutions that control vessels at all speeds and enables semiautonomous functionality,” says Gunnar Larsen, CEO of HAV Group. Undheim Systems AS has successfully commercialised a highly flexible and competitive DP system for vessels of all sizes, including even the smallest workboats. So far Undheim Systems has delivered its DP systems to approximately 60 vessels, which include fishing vessels, workboats and service vessels in the fish farming industry, and others.

By merging NES’s Raven INS intelligent navigation system with Undheim Systems’ DP technology, NES will provide solutions that control vessels at all speeds and enable semiautonomous functionality. “The technology acquisition is a strategic move that accelerates our plans to offer digital functionality that meets the global maritime market’s needs for autonomous ship operations,” says Siv Remøy-Vangen, managing director of NES.

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Undheim Systems will co-locate with NES’s office in Egersund, Norway. The combination of Undheim Systems and Norwegian Electric Systems’ technologies can provide an important piece of the jigsaw towards autonomous vessels. “The delivery of automatic docking systems for ferries is one of the first steps we will explore together,” adds Remøy-Vangen. HAV Group ASA has acquired 100 percent of the shares in Undheim Systems AS, settled partly in cash and partly through shares in HAV Group ASA.

FORESHIP UK RELOCATION Foreship has relocated its UK subsidiary to larger premises and appointed Tuur Killaars as Senior Sustainability Specialist, in a dual response to the volume and scope of enquiries being dealt with by the naval architect and marine engineering firm one year after opening its doors in Southampton. The new offices, located in the Director General’s House in central Southampton, support the Helsinkiheadquartered consultancy’s continuing strategy for growth in the UK, with

Killaars joining after several years as a Carnival Corporation naval architect. With a Master of Science in Maritime Engineering specialising in ship design from Delft University, he had previous roles with Ulstein Design & Solutions and De Voogt, respectively as naval architect and design engineer. “We are delighted to welcome Tuur to Foreship UK Ltd as we build our team to meet growing UK demand for Foreship’s independent consultancy on newbuildings, ship conversions, alternative fuels and the future technologies which can help owners adapt to the International Maritime Organization’s newly revised strategy for ship GHG emissions,” says Shaun White, Managing Director, Foreship UK.

NEW CLASSNK SURVEY OFFICE ClassNK has opened a new exclusive survey office in Paranagua. Paranagua, located in southern Brazil, ranks among the premier port cities in the country and has recently been expanding its port

Foreship’s larger premises

facilities. Recognising the increasing number of surveys and audits in the port and the neighbouring region, ClassNK has taken the initiative to open its newest office, aiming to provide more streamlined service. ClassNK remains committed to enhancing its worldwide network of survey offices to meet its clients’ requests and offer timely and highquality services.

PROPSPEED TYPE APPROVAL Propspeed, a leading innovator of underwater foul-release coatings has announced that after significant third-party testing, the Propspeed foulrelease coating system has received Type Approval from Bureau Veritas. Marine materials and equipment certification is the review and testing process that ensures ships’ component parts conform to the technical standards established by regulatory bodies. Bureau Veritas provides certification services for shipyards, suppliers and manufacturers, helping keep ship materials and equipment reliable for shipowners. Its certification

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experts are pioneers in safety and performance, technical experts and regulatory specialists. “We take great pride in the quality, durability, safety and effectiveness of all of the Propspeed foul-release systems we provide the marine industry,” said Marcus Hamilton, CEO, Propspeed. “Type Approval is important for our customers as it is verification conducted by an independent third-party agency certifying that Propspeed complies with the rules and restrictions of the strictest shipbuilding best practices. Receiving recognition by the experts at Bureau Veritas is further proof that the marine industry can put their trust and confidence in Propspeed, and that the Propspeed foul-release system will exceed the expectations of all our current and future customers.” Established in 1828, Bureau Veritas is a global leader in TIC (Testing, Inspection and Certification), offering high-quality services which aim at supporting the

clients in meeting more and more demanding requirements concerning quality, OHS, environmental protection and social responsibility. Bureau Veritas Marine & Offshore is one of the world’s leading ship classification societies and offshore safety and verification bodies. Products include Propspeed for running gear and any underwater metals, Foulfree for transducers, Lightspeed for underwater lighting and Stripspeed for easy preparation of surfaces for coating application, the perfect combination for refit season.

NEW VR AGREEMENT ABS and US shipping and logistics company Crowley have signed an agreement to jointly explore the application of visualisation technologies in both augmented reality (AR) and virtual reality (VR) environments. The new partnership agreement builds on Crowley’s augmented reality technology used in select vessels

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where crew use wearable technology to provide video and remote access at 360-degree views of ship equipment. That technology, through Kognitiv Spark, allows mariners and shore-side crew to more quickly complete maintenance, updates and upgrades on board with real-time, digital collaboration. By working together, ABS and Crowley can advance existing research that each has conducted independently. The joint pilot project will centre around class-related survey support activities such as aspects of annual and special surveys including task crediting, along with a variety of scenarios involving surveyors, engineers and back-office survey support, virtual walkthroughs and live-streaming utilising fully remote and hybrid survey techniques.

MAINTENANCE AGREEMENT SIGNED Wärtsilä has signed a Technical Management Agreement with China

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ABS and Crowley have signed an agreement to explore visualisation technologies in AR and VR environments

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Darren Leskoski (second from left), ABS Vice President, Regional Business Development, joins other project partners at the MOU signing in Busan

LNG Shipping (International) Company Ltd (CLSICO). The 15-year agreement will ensure operational reliability and provide maintenance planning flexibility for the Dapeng Princess, the world’s largest shallow draft LNG carrier. The vessel operates with three Wärtsilä 34DF dual-fuel engines, and the Technical Management Agreement includes constant data monitoring and maintenance support for the engines and gas valve units. The full scope includes Wärtsilä’s Dynamic Maintenance Planning solution, which maximises the time between overhauls and provides scheduling flexibility. Also included is Expert Insight, Wärtsilä’s unique predictive maintenance solution, which secures asset availability by preventing potential problems before they occur. The methanol Superstorage system

3D PRINTING MOU ABS has signed a Memorandum of Understanding to work with key stakeholders in Korea to develop and demonstrate a 3D printing system for oceangoing vessels. Using a digital library for the design process, the system aims to support rapid maintenance, repair and operations by using 3D printing, also known as additive manufacturing (AM), to manufacture parts on a vessel while at sea. ABS joins project partners Ulsan Metropolitan City, Ulsan ICT Promotion Agency, Korea Institute of Industrial Technology, Korea Marine Equipment Research Institute, CSCam, HD Hyundai Heavy Industries, HD Korea Shipbuilding & Offshore Engineering, HMM, and the Korean Register of Shipping.

“We are proud to join this new project with HD Hyundai. AM technologies have a vast potential to revolutionise production methods, shorten supply chain lead time and provide flexibility to end users in the maritime and related industries,” says Gareth Burton, ABS Vice President of Technology. “ABS is committed to supporting the continued innovation of this technology through joint projects such as this and through our approval and certification process while maintaining our focus on quality and safety.” Seongho Jeon, Chief Technology Officer at HD Hyundai Heavy Industries, says: “This is an exciting milestone as the company celebrates the commencement of a significant research and development effort focused on the creation of a cuttingedge 3D printing system designed to enhance maintenance, repair, and operations within the maritime industry. HD Hyundai Heavy Industries is making the effort to develop 3D printing technologies to expand the applications into the shipbuilding industry.”

RETROFIT METHANOL SUPERSTORAGE A new and space efficient retrofit methanol storage solution from SRC Group has received Approval in Principle from Lloyd’s Register, signifying that no major conceptual issues have been identified as standing in the way of its

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securing classification approval and regulatory compliance.

because low flashpoint fuel tanks conventionally require cofferdams.

Methanol Superstorage offers the potential for ships with years of service ahead to be considered for transition to a marine fuel established as a frontrunner for meeting IMO targets to cut greenhouse gas emissions from ships by at least 20% by 2030 and 70% by 2040 (against a base year of 2008). Other technologies, such as hydrogen fuel and carbon capture, will take some years to mature before they can help meet IMO’s net-zero target for around 2050.

Although space penalties can be addressed in newbuild ship design, even the youngest existing ships were not built with retrofitting methanol in mind. Methanol Superstorage avoids cofferdams by constructing tank walls using Sandwich Plate System Technology, in a solution boosting volume by up to 85%. The extraordinary gain can be retrofitted with minimal impact on the general arrangement.

Clarksons reported 14% of tonnage on order as methanol-capable earlier this year, compared to a 22% share for liquefied natural gas. The analyst has estimated that 1,200 ships could be powered by methanol by 2030. However, while renewably-sourced methanol fits the net-zero framework, and is fairly easy to store and handle, it takes twice as much to generate the same energy as HFO. On board ship, this is a major storage issue, especially

“Due to long-established use in other industries, availability and performance, methanol is the alternative marine fuel offering the strongest potential to reduce ship GHGs at pace,” said Hannes Lilp, CEO, SRC Group. “Methanol Superstorage reinvents methanol storage using the proven SPS Technology system. Instead of a cofferdam which extends – at least - to 600mm, the solution uses a 25mm thick SPS barrier to protect the tank from fire and as a triple barrier against leakage.”

Engineering, Procurement, Construction and Installation (EPCI) service provider SRC Group, whose experience in complex maritime and offshore refits extends across over 5,000 projects, developed Methanol Superstorage to ensure that existing ships play a full part in energy transition, he said. AiP for its supporting design documents opened the way for wider scrutiny of a concept which, subject to statutory approval, would be decisive in making methanol a mainstream fuel for existing ships. The SPS Technology Sandwich Plate System is a permanent, A60 fire rating certified structural composite, used in maritime and offshore applications for over two decades and approved by all major IACS class societies across a range of applications. AiP from LR relates specifically to ships outlined in Part G of SOLAS Ch. II-1. SRC would deliver EPCI services, fully integrating the new solution “from the bunkering station to the high-pressure pump,” said Lilp.

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