Srn1844

Issue No: 1844
Date: Jan 7th
2021
VISIT SORJ MAGAZINE ONLINE:
www.shipandoffshorerepair.com
Published by: A&A Thorpe, Office 1,
First Floor, 374 Long Road,
Canvey Island, Essex, SS8 0JU, UK.
Email: alan@shipaat.com,
Tel: +44 (0) 1268 511300,
Contact: Alan Thorpe or
Sue Morson - sue@shipaat.com.
Also publishers of:
SORJ (Ship and Offshore Repair Journal) and
PEM (Port Engineering Management)
The containership CSAV Toconao in MMHE’s new No. 3 drydock (see Shipyards)

2
VIEWPOINT:
So the year ends and with it the end of
the United Kingdom’s membership of
the European Union (EU), after some
48 years as one of the Union’s leading
members.
The negotiations between the UK
Government and the EU have to say
the least – been difficult, however, a
conclusion on a trade deal was reached
at the last moment.
No-one seriously can predict how
the UK or, in fact, the EU will continue
in the coming months and years. One
of the most pressing factors has been
the plight of trade across the channel
– especially as this trade was considerably disrupted by an outbreak of a new variant of the COVID-19
virus just prior the Christmas period.
However, things are looking up. Ian Davies, Head of UK Port Authorities, Stena Line said on January
1st
,“Currently freight traffic is flowing well through our ports across the UK and Ireland. All government
customs and regulatory IT systems are working well with no issues reported.
“At present freight volumes are markedly down on pre-Christmas/Brexit stockpiling levels, so it is too
early to draw any conclusions. But we are happy with the way the new procedures are operating and
remain cautiously optimistic that, as freight volumes begin to rise again, we will be able to ensure the
continued free movement of goods.
“The day has not been without issues for some hauliers, which was expected. The occasional vehicle
has being turned away due to not having the correct customs references, but most have returned later
with everything in order and been shipped.
“There will be an adjustment period while businesses get used to the new procedures, so for any
hauliers that have not completed registrations on the customs systems, we would urge them to obtain
the correct references before they arrive at check-in. Otherwise they will not be allowed access into our
ports.”
Stena Line’s newest addition to its fleet, the brand-new Stena Embla, has arrived in Belfast. She is the
third E-Flexer ferry to be commissioned for Stena Line’s Irish Sea routes in the last 12 months. Stena
Embla will join her sistership on the popular Belfast – Liverpool route later this month. Stena Embla
has the capacity to carry 1,000 passengers, 120 cars and 3,100 lane metres of freight. This will provide a
significant 20% increase in freight capacity for the route, which is expected to see an increase in demand
post-Brexit.
The staff at AA Thorpe would like to wish the readers of SRN
(Ship Repair Newsletter) a great New Year and a prosperous 2021
The Stena Embla arrives in Belfast

3
Malaysia’s Malaysia Marine and Heavy Engineering Holdings Berhad (MHB), has commenced operation of its
newly-opened Dry Dock No. 3 at its MMHE West Yard in Pasir Gudang, Johor on December 19th
2020. The first
ship to use this facility is Zodiac Maritime’s 116,079 dwt containership CSAV Toconao, which has undergone
general repair and maintenance work (See Front Cover). The 2013-built vessel has dimensions of 299.9 m x
48 m.
Dry Dock No. 3 is the latest addition to MHB’s existing two drydocks, a shiplift system and one floating
dock to conduct repair and refurbishment services on vessels and other marine and oil gas facilities.
It enhances MHB’s drydocking capacity to provide multiple
comprehensive works on-board LNG tankers, FPSOs units, FSOs
and oil rigs.
The dry dock is 350 m long, 80 m wide and has a depth of 14
m. With the capacity to cater for all sizes of vessels up to 400,000
dwt, it can also accommodate co-docking of smaller vessels
simultaneously when it is not in use for LNG tankers, FPSO or
FSO units. It is fully equipped with supporting facilities such as
cranes, workshops, special equipment, offices and substation
docks.
Dry Dock No. 3 will complement MMHE’s existing facilities –
Dry Dock No. 1 (450,000 dwt), Dry Dock No 2 (140,000 dwt) and
a 188 m x 33.8 m x 8 m shiplift (50,000 dwt). MMHE also operates
a 116 m x 24 m x 9 m floating dock, which has a lifting capacity
of 6,500 tonnes, at its Kemaman Supply Base.
The construction of Dry Dock No 3 saw an involvement of
more than 500 personnel with more than 2.7m manhours
recorded upon completion of the dock. The whole process took
approximately three years to complete. More than 100,000 m3
of
concrete was used which is equivalent to concrete used for the
construction of 143 units of Olympic-sized swimming pool.
MHB’s Managing Director and Chief Executive Officer, Encik
Pandai Othman said,“It is a significant milestone to welcome
the CSAV Toconao as the first vessel to enter our newly built Dry
Dock No. 3. I would like to thank Zodiac Maritime for their trust
MHB:
SHIPYARDS:
The CSAV Toconao entering the new Dry Dock No. 3

4
and confidence in MHB with their valuable asset. Our collaborations with Zodiac Maritime started way back
from 2001. To date, we have completed 25 drydocking projects for Zodiac Maritime vessels utilising our
drydock, land-berth and quay facilities.
“We are proud that our new Dry Dock No. 3 has been completed safely and is ready to serve our existing
and potential clients. This additional dock space has certainly given MHB a competitive edge to be a step
ahead in competing with other players in the marine repair industry in this region. Despite 2021 being
expected to be a global recovery period from the COVID-19 pandemic, we are still optimistic that this
investment will allow us to bring in more clients and cater to more vessels in the coming years.”
Since MHB’s incorporation, we had successfully completed more than 3,800 marine repair projects
including several life-extension and upgrading contracts for various vessels owned and operated by local
and international clients. With a comprehensive track record of more than 34 FPSO/FSO/FSU conversions,
200 LNG tanker drydockings, including 10 projects for major upgrading and life extension services, MHB is
committed to continue delivering high quality, value
Nissen Kaiun’s 14,022 dwt reefer vessel
Star Care is the second ship belonging
to this Japanese shipowner to be
drydocked at Poland’s Remontowa,
Gdansk this year. Work on both
vessels has included the installation
of a scrubber system. This follows the
successful repair of some four ships
from Nissen Kaiun drydocked in 2019,
work on these vessels also including
the installation of BWM systems. In all
cases work started on the quay, with the
main task being the additional section
(scrubber house) installation.
During 2017, Teekay Shipping’s 92,995
dwt shuttle tanker Petronordic called
at Remontowa for a class renewal. She
has now returned to the yard for a CAP
Survey of 12 cargo tanks (plus two slop
tanks). The yard also repaired the bow loading system. In addition, it carried out an overhaul of engine room
equipment, as well as pipe work and hull maintenance with painting work. During Petronordic’s stay in the
yard, Teekay, whose logo has so far appeared on the tanker’s funnel, was rebranded to Altera reflecting the
change in the ownership structure. The tanker carries crude oil from one of its North Sea boreholes to a port
on the island of Orkney (North Sea).
In the first half of November, the repair of OSM Shipmanagement’s 20,209 gt car carrier Viking Constanza
was completed, and in the same month her sistership City of Oslo called at Remontowa. At the beginning
of September, Remontowa also repaired another sistership Höegh Caribia, and the Viking Odessa was
repaired during 2019. OSM Shipmanagement manages these vessels for Norway’s Gram Car Carriers.
The scope of repair works on City of Oslo was very similar to the work carried out on-board the Viking
Constanza and included, apart from general drydocking, bow thruster overhaul and numerous steel
renewals in the tanks. Hull treatment was also carried out in the drydock. An important part of the schedule
was also pipe work, related to the future installation of BWM systems.
REMONTOWA:
The Petronordic completes repairs in Remontowa

5
SHIPPING
AGENCIES ANS
SHIPPING
AGENCIES ANS
BSA
BSA
C o m p e t i t ive S h i pya rd s Wo r l d w i d e
C o m p e t i t ive S h i pya rd s Wo r l d w i d e
BSA has, since 1996, represented leading shipyards
worldwide. As your reliable marine partner, we secure,
together with our principals, the very best technical/
commercial solution for your projects related to any type
for ship repairs, conversions and new buildings.
We are big enough to handle major undertakings, yet small
enough to act fast and remain flexible.
Ship owners, ship operators/technical managers and marine
consultants are most welcome to contact us to discuss a
fruitful cooperation.
We also assist with SP, chartering, salvage, towage, heavy
transport and special offshore projects.
Contact:
Mr. Thord Peter
Mossberg
Managing Director
+4792012755
mossberg@online.no
www.bsaship.com
Oslo, Norway
The 28,081 displacement tonnes Royal Fleet Auxiliary (RFA) support vessel RFA Argus arrived back to
Falmouth during December, after helping to stop more than £400m of drugs reaching Britain’s streets while
on operations in the Caribbean. The support ship departed eight months ago to support the region’s British
Overseas Territories during hurricane season and the COVID-19 pandemic, as well as to carry out counter-
narcotics operations alongside HMS Medway. Now berthed alongside AP Falmouth’s Duchy Wharf, she
returned triumphant having seized 5,373 kg of cocaine and 28 kg of amphetamines in eight separate drugs
busts.
The vessel will now undergo a comprehensive drydocking period, which will begin officially in early 2021.
Working closely with the MoD, AP Falmouth will carry out a major package of upkeep work including
maintenance to RFA Argus’ propulsion systems and auxiliary machinery, classification surveys of machinery,
hull and safety equipment, a number of high-profile capability upgrades as well as a full hull super structure
and flight deck preparation and paint programme.
AP Falmouth is widely recognised as a centre of excellence for through-life support, thanks to a 10 year
In-Service Support contract with the UK’s Ministry of Defence (MoD) to provide global maintenance support
to the Bay Class vessels - RFA Mounts Bay, RFA Cardigan Bay and RFA Lyme Bay as well as RFA Argus and
Ocean Survey Vessel HMS Scott.
RFA Argus’ stay in Falmouth will make
a significant contribution to the local
economy and marine sector and involve
more than 200 AP personnel, including
apprentices and a number of specialist
subcontractors.
Gerald Pitts, Managing Director of
AP Defence said,“We have supported
RFA Argus for more than 12 years and
have amassed a unique understanding
of the RFA’s requirements and the need
for efficiency gains, cost savings and the
highest levels of vessel availability during
that time.
“We’re thrilled to welcome RFA Argus
back to Falmouth after supporting
her during her operations in the
Caribbean. We will now undertake a
AP FALMOUTH:
The RFA Argus arrives at AP Falmouth

6
comprehensive maintenance and repair programme to ensure she can continue her vital humanitarian and
law enforcement work.”
Speaking about RFA Argus’ recent operations in the Caribbean, First Sea Lord, Admiral Tony Radakin, said,
“I am extremely proud of what RFA Argus has achieved during her deployment. Protecting our overseas
territories is a key part of the Royal Navy’s role in defending the UK’s interests world-wide. From countering
drug smugglers to delivering humanitarian aid, Argus has proven just how versatile the Royal Navy is, and
how valuable our continued forward presence remains.”
RFA Argus has most recently been involved in disaster relief operations in Honduras following the
devastation of Hurricanes Eta and Iota. A total of 24 tonnes of food, fresh water and shelters in 101 under-
slung loads were flown into aid stations from RFA Argus by the Commando Merlin helicopters of 845 Naval
Air Squadron.
During November 2020, activity at Navantia
Shiprepairs Ferrol Estuary was focused in
November on the docking and repair works
of two LNG tankers, as well as of five naval
units.
The two LNG tanker contracts were Sinokor
Tanker’s 126,750 m3
Bering Energy and
Global LNG’s 135,344 m3
Portovyy. The repair
project of the Portovyy was completed
in November. Meanwhile, repairs to the
Bering Energy continued alongside work
before carrying out a second docking prior
to its final delivery, upon completion of its
reactivation process.
Navantia Shiprepairs Cadiz Bay focused its
activity on the drydocking and repair works
of five commercial vessels, three Spanish
naval vessels and a New Construction. The
commercial vessels were Allseas Marine’s
129,479 dwt pipe-layer Solitaire, two cruiseships from Carnival Cruise Lines, the 70,367 gt Carnival
Fascination and the 101,509 gt Carnival Victory, Armas-Transmediterrenea’s 29,514 gt ro/pax Volcan de
Tinamar and Boluda Towage’s tug VB Huelva.
The Solitaire is still undergoing considerable steel repairs, surface treatment work and a number of
important heavy lift manoeuvres. The Carnival Fascination is back with the yard alongside to perform a
number of logistical works, while the Carnival Victory, also alongside, has finally started some of the work
originally planned for earlier on this year, around the same time that COVID-19 was declared. The Volcán
de Tinamar carried out her planned drydocking, surface treatment of the hull and ramps, shaft line and
rudder repairs, change of seals, bow thruster and stabiliser repairs, some steel repairs and other general
maintenance work. The V.B. Huelva carried out a regular drydocking, maintenance work on the propulsion
system and steel work.
Navantia Shiprepairs Cartagena focused its activity during the month of November on the docking and
repair work of two yachts, as well as of nine naval units. The work on the yacht Yasmine of the Seas for the
execution of a project to extend her swimming platform area is in its crucial phase - once the stern has been
cut and everything is being prepared for the addition of the block.
Once work on the tanks of the Vibrant Curiosity yacht was finished, she had planned to leave the yard for
the Caribbean, but has finally decided to stay in Cartagena until early 2021. This extra period will be used to
analyse and quote various requests to be included in her next intermediate survey.
NAVANTIA:
The ro/pax ferry Volcan de Tinamar in Navantia Cadiz

7
The large shipyard on the US West Coast at San Francisco, has now re-opened for repair activities. The yard
has two graving docks, which are supported by extensive machine and steel workshops. The dimensions of
the two graving docks are –
Dock No. 2 – 219.5 m x 29.9 m
Dock No. 3 – 207.3 m x 27.6 m
During December, the yard had a
number of ships in for repairs:
• USCG ice breaker Healy - she
had a fire in one of her propulsion
motors. This was an emergency
repair to swap out a 100 tonne
motor through the side of the ship
• USS Emory S. Land, a Military
Sealift Command (MSC) sub
tender. This is a 200 day service
life extension project (SLEP)
that includes full hull/freeboard
preservation, major steel work,
engine overhauls and other
general repairs
• USNS Kaiser, a MSC operated
fleet oiler/resupply ship, in for
her bi-yearly alongside yard
survey. Work includes - house
preservation, replenishment gear repairs, engine/machinery inspections/repairs, steel repairs
• USNS City of Bismarck, a MSC operated fast transport ship, in for alongside repairs including aluminum
welding repairs
• Bell Shimada, a NOAA-operated research ship, in for alongside repairs including upgrades to support
science experiments on her upcoming voyage
Management of the yard is also keen to enter the international repair market, and is currently looking to
establish an international agency network.
MARE ISLAND DRYDOCK:
An aerial view of Mare Island Shipyard
The Ølenvåg yard of Norway’s Westcon Yards is to convert two double-ender ferries owned by domestic
operator Bastø Fosen to full electric operation in 2021 – the 7,800 gt 2016-built sisters Bastø IV and Bastø VI.
The engineering package for the conversion of the ferries is being handled by The Norwegian Ship Design
Co. Both ferries, which operate on Norway’s busiest ferry route – Moss to Horten, across Oslofjord, are
currently powered by a diesel mechanical drive system, with a main engine at each end driving an azimuth
propeller. The diesel engines will be kept as back up and fitted with generators. The conversion of the two
ships will see each ferry fitted with more than 4 MW/hr of batteries and power electronics etc.
Meanwhile, Westcon’s Florø yard is currently in the middle of converting three Fjord1-ownerd double-
ender LNG ferries to electric hybrid power. The ferries are Moldefjord, Korsfjord, which are both at the
shipyard at present, and Romsdalsfjord. All three 2,971 gt ferries were built by Poland’s Remontowa
Shipbuilding in 2010.
WESTCON YARDS:

8
Nearing the completion of her conversion to battery power at Norway’s Fiskerstrand Verft is the Boreal
Sjø-owned 3,999 gt 2013-built double-ender ferry Karlsøyfjord (ex Ryfylke). Following completion of her
conversion, the ferry will enter service will enter service on the Molde-Vestnes route from January 2021. Her
sistership Harøyfjord is also at this yard, being converted from LNG power to diesel operation.
Meanwhile, also undergoing repair at this yard on December 10th
were:
• Preikestolen – 2,871 gt 1990-built double-ender ferry, owned by Boreal Sjø
• Nordnorge – 11,384 gt 1997 built passenger/vehicle ferry, owned by Hurtigruten
• Kapitan Nazin – 7,665 gt 1993-built fishing vessels, owned by Russia’s MRF, Murmansk
• Kapitan Demidenko – 7,682 gt 1994-built fishing vessel, owned by Iceland’s Samherji, Akureyri and
managed by Katia Seafood, Reykjavik
• Dr. Fridtjof Nansen – 3,853 gt 2017-built fisheries patrol vessel, owned by Norway’s Norwegian Agency for
Development (NORAD)
• Vasiliy Golovnin – 1,928 gt 1970-built fishing vessel, owned by Russia’s Murmansk Trawl Fleet
• Mys Sheltinga – 2,058 gt 1970-built fishing vessel, owned by Russia’s Sakhalin Leasing Fleet, Knomsk and
managed by Germany’s Frigo Fischtechnik, Bremerhaven
FISKERSTRAND VERFT:
Currently at Poland’s Nauta Shipyard, Gdynia is the newly delivered 4,076 lanemetre capacity ro/ro Liekut,
owned by Norway’s Siem Shipping. Built by Germany’s FSG shipyard in Flensburg, Liekut is undergoing
modifications before she starts a three-year charter to Australian operator SeaRoad Shipping from March
2021, running across the Tasman Strait between Devonport and Melbourne.
Work being undertaken includes strengthening of the vessel’s ro/ro decks to enable the carriage of heavy,
high cube containers double-stacked on cassettes, installation of barriers and a drainage system, as well as
modifications to the stern ramp to fit the linkspan and her new homeport of Devonport.
Meanwhile, also undergoing repair at this yard on December 10th
were the following vessels:
• Ievoli Blue – 2,283 gt 2010-built multi-purpose OSV, owned by Italy’s Marinavi SpA, Naples
• Conrad Consul – 1,140 dwt 1970-built crane ship, owned by Spain’s Autoridad Portuaria, Bilbao
• Samskip Skaftafell – 5,584 dwt 2000-built general cargo vessel, owned by Germany’s Rehder Reederei,
Hamburg
• BBC Seine – 16,967 dwt 2010-built heavy lift vessel, owned by Germany’s Breise Schiffahrt, Leer
• Green Explorer – 5,129 dwt 1991-built reefer vessel, owned by Poland’s Green Management, Gdynia
NAUTA SHIPREPAIR:

9
The Wärtsilä Hybrid Upgrade solution has
been selected for retrofitting two offshore
construction vessels owned by Norway’s
Østensjø Rederi. The upgrading project will
allow less use of the ships’engines with
correspondingly lower levels of exhaust
emissions while operating in dynamic
positioning (DP) mode, and will also lower
emission levels in all other operational modes.
The two 9,464 gt ships, the Edda Fauna and
Edda Flora, were built in 2008. The customer
opted for the Wärtsilä Hybrid Upgrade solution
in order to give the ships a more attractive
environmental profile for potential charterers.
The Wärtsilä Hybrid Upgrade solution will
include the company’s new electronic DC bus-
link, which allows a vessel to operate in DP 2
and 3 modes with a closed DC bus in hybrid,
and an open bus on the AC system. The reduced
running of the engines saves fuel and lessens the carbon footprint, while engine maintenance requirements
are also alleviated.
“We intend to be a shipping company that leads in sustainable operations. Today’s carbon footprint is to
be reduced through systematic efforts and continued technical development at all levels. This is why we
have chosen to upgrade these vessels to hybrid propulsion, which is an area of technology where Wärtsilä
excels,”says Egil Arne Skare, Chief Project Officer, Østensjø Rederi.
“The Wärtsilä Hybrid Upgrade solution aligns with our five strategic themes - Towards Zero Emissions,
Efficiency, Safety, Reliability, and Fuel Flexibility. There is a growing trend in the marine sector towards
hybrid propulsion, with more and more companies taking advantage of the benefits it offers,”says Helge
Solberg, Senior Proposal Engineer, Wärtsilä Marine Power.
Delivery of the Wärtsilä equipment to both vessels is planned for January 2021. Funding from Enova,
the Norwegian government enterprise that promotes the environmentally friendly production and
consumption of energy, has been an important contribution to this project.
By combining its competences in marine electrical, automation and engine technology, Wärtsilä has
brought together multiple functions and systems to deliver a single integrated hybrid power module that
combines engines, an energy storage system, and power electronics optimised by a unique and highly
sophisticated, energy management system (EMS).
The EMS functions as the‘brain’in the Wärtsilä Hybrid System optimising the energy flows between the
different power sources, storage and consumers to achieve the highest efficiency possible.
WÄRTSILÄ:
MACHINERY:
The Edda Fauna
The Ultra-compact SCR (Selective Catalytic Reduction) system adapts to limited space and will meet
exacting Norwegian emission standards – a retrofit reflects general cruise-industry desire to move towards
sustainability.
MAN Energy Solutions’after-sales division in Augsburg, Germany– MAN PrimeServ Augsburg – has
developed an SCR solution that will be retrofitted on-board Phoenix Reisen’s 28,856 gt Amadea, a cruiseship
managed by BSM Cruise Services. Also known as Das Traumschiff, the Amadea is well-known in Germany as
MAN ENERGY:

10
the main filming set for a very popular television series.
The retrofit devised by MAN PrimeServ Augsburg calls for the
integration of two of MAN’s SCR systems, one each into both of
the Amadea’s four-stroke MAN 7L58/64 propulsion-engines,
to ensure maximum performance. Installation will begin in
September 2021.
The retrofit reflects a general desire by Phoenix to enhance its
environmental friendliness and, more immediately, will enable
the vessel to meet emission standards in the key Norwegian
Heritage Fjord market. For the project, MAN PrimeServ
prioritised keeping hazardous emissions to a minimum while
maintaining engine performance and propulsion efficiency.
Alexander Schäfer, Head of MAN PrimeServ Turbocharger
Exhaust Gas Treatment said,“The concept of clean cruising is a
major, coming trend within the cruise industry and the Amadea
therefore runs on high-quality marine diesel-oil alone. With our
SCR solution, Phoenix and BSM are establishing themselves as
trailblazers within the segment in terms of emission reduction. It
is always a pleasure to be part of something extraordinary that
benefits the environment.
“We are currently experiencing an increasing number of
requests from cruise and ferry companies that want to improve
their green credentials and who desire to become sustainable
without the need for legislation. We want these companies to
know that we can support them, regardless of whether they
intend to enter the Norwegian Heritage Fjords or not.”
MAN PrimeServ Augsburg has previously retrofitted the Amadea’s turbochargers – in the process
improving engine efficiency and significantly reducing CO2 emissions – and also introduced MGO instead
of HFO injection nozzles in order to minimise black-carbon emissions. The combined work carried out on
the vessel reflects MAN Energy Solutions’desire to increasingly become a supplier of complete propulsion
solutions.
The MAN SCR solution will bring the Amadea’s engines from Tier 0 status to Tier III emission level, and will
reduce NOx emissions by 90%, equivalent to savings of 600 tonnes/year. MAN’s SCR system is the greenest
solution available on the market with the highest operational readiness and safety - the SCR will be available
from just 15% engine load, enabling clean operation, also during slow-sailing in the fjords as well as close to
port and populated areas.
The fully modular SCR solution will be integrated into the Amadea’s engine-control system. With
its closed-loop system and a weather station that uses environmental data, the NOx-reduction rate is
maximised and ammonia-slip minimised to 10 ppm, comparable to that of a car. Low ammonia slip is not
just good because ammonia is a greenhouse gas and affects the climate, but also because it reduces urea
consumption, enabling the urea-tank size to be reduced.
A feasibility study run by MAN PrimeServ at the beginning of the project confirmed the suitability of the
compact, modular SCR system for the limited space available on-board the vessel. Its integration into the
narrow funnel is only possible due to the special 87cpsi honeycombs and their high reactivity in a two-layer
slim reactor design.
The SCR system on-board the Amadea
Sweden’s Lean Marine has signed a contract with the Finland’s Neste to install the FuelOpt‘on top’
propulsion automation system on-board two newbuilding aframax crude oil tankers.
Since introducing FuelOpt to the market in 2013, Lean Marine has transformed vessel propulsion control,
LEAN MARINE:

11
with FuelOpt enabling direct fuel savings across hundreds
of vessels in the global fleet to-date via the automated and
optimised control of vessel speed and fuel consumption.
Once activated from an intuitive panel on the bridge, FuelOpt
optimises a vessel’s propulsion line in real-time based on the
commands set for engine power, fuel consumption, speed, or
a combination thereof. This enables the automated control of
vessel speed and fuel consumption, allowing for the avoidance
of potential fuel overconsumption in harsh sea conditions, such
as high swells and winds.
The system’s adaptive algorithms take varying conditions,
e.g. weather conditions, hull resistance and currents, engine
load, and shaft power into account. In this way, FuelOpt ensures
maximum power optimisation, enabling up to 15% direct fuel
savings and emission reductions.
Reaching the highest achievable efficiency on vessels with a
controllable pitch propeller is also possible since FuelOpt acts as a dynamic tuning system for propulsion
machinery to ensure that the engine and propeller operate at optimal conditions. The system achieves
this by controlling the propeller’s pitch and rev/min separately to produce the most amount of propeller
thrust with the least amount of power. Additionally, the system adds an extra layer of operational safety by
avoiding risk of overload on the engine system and propulsion line.
Mikael Laurin, CEO at Lean Marine, said,“Since over 90% of the world’s trade is transported by sea, any
change towards greener shipping operations will deliver substantial benefits, both for fuel expenditure
reduction and for the planet. Neste is highly committed to reducing GHG emissions, both in shipping and
other industries. This makes the collaboration with Neste even more valuable to us.”
Neste has deeply embedded sustainability into their everyday business, delivering renewable and circular
solutions, and being committed to achieving carbon neutral production by 2035.
Risto-Juhani Kariranta, Shipping Performance Manager at Neste Corporation, added,“At Neste, our
purpose is to create a healthier planet for our children. To achieve this, our ambition on decreasing climate
emissions, innovation and collaboration plays an important role. From the ship performance perspective,
Neste has been evaluating clean technologies for optimised vessel performance. We believe that Lean
Marine’s FuelOpt system will empower our newbuilding tankers with fuel savings and emissions reductions
from day one.”
FuelOpt has been installed on-board on over 100 tankers, by a range of tanker-owners and operators,
including Stenersen, Knutsen, Team Tankers, Utkilen, Ektank, Älvtank, Veritas Tankers and Donsötank.
Lean Marine’s Mikael Laurin
www.tsi.eu.com
For all your turbocharger
service and parts needs
24/7 Group Head Office
+44 23 8086 1000
Parts Enquiries
sales@tsi.eu.com
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12
GTT has received an order from South Korea’s Samsung Heavy Industries (SHI) for the tank design of a new
174,000 m3
LNGC1 on behalf of an unnamed ship-owner. GTT will design the tank, which will be fitted with
the Mark III Flex membrane containment system. The delivery of the vessel is scheduled for the third quarter
of 2023.
Philippe Berterottière, Chairman and CEO of GTT, declared,“We are pleased to receive this order from
one of the key players in the shipbuilding industry - SHI, as well as further extending our long-standing
partnership with this shipyard.”
GTT:
GAS TANKERS:
Norway’s BW LPG – the world’s leading owner and operator of LPG tankers – has announced that it will
retrofit a further three MAN BW 6G60ME-C9.2 type engines to MAN BW 6G60ME-C9.5-LGIP dual-fuel
types, capable of operating on fuel oil and LPG. This is another option of a 4+4+4+3 contract with MAN
PrimeServ – MAN Energy Solutions’after-sales division.
MAN Energy Solutions announced the first four retrofit orders in September 2018 in advance of the official
launch of the ME-LGIP engine at its Research Centre Copenhagen, and exchanged the contract publically
with BW LPG during the event. Two +4 options were subsequently confirmed with this new +3 option
making a total of 15 vessels for ME-LGIP retrofits.
The confirmation of the latest option follows on the heels of the successful ME-LGIP conversion in late-
October 2020 of the main engine on-board BW LPG’s LPG carrier, BW Gemini making it the world’s first
commercial vessel to be propelled by a two-stroke LPG dual-fuel engine.
BW LPG has previously commented on its choice of retrofits over newbuildings where Pontus Berg,
Executive Vice President, Technical and Operations, LPG, said,“Retrofitting allows us to minimise our carbon
footprint – the process emits up to 97% less carbon dioxide compared to a newbuilding construction.
Retrofitting also means that we do not add additional tonnage that the world does not need. In addition,
BW LPG’s fleet is already widely recognised amongst charterers for its efficiency, and so retrofitting its
vessels to dual-fuel LPG would help to further reinforce the company’s strong reputation in this area.”
Bjarne Foldager, Senior Vice President and Head of Two-Stroke Business at MAN Energy Solutions, added,
“We are very happy to confirm this
option for a further three retrofits,
which in great part is due to the recent
successful conversion of the BW Gemini
that has since re-entered service. There
is no doubt but that we are moving
towards a zero-carbon future with a
strong global push towards sustainability.
These new conversions display BW LPG’s
commitment to decarbonisation and
showcase our dual-fuel engine portfolio
that is future-proofed to handle whatever
alternative fuels come to prominence in
the decades ahead.”
“Apart from the 15 retrofits for BW LPG,
three new orders in November bring our
current total of newbuilding orders for
the ME-LGIP engine up to 51 – a number
we expect to significantly increase during
MAN ENERGY:
The BW Gemini

13
December.
The vast majority of current orders for LPG tankers over 30,000 m3
are with ME-LGIP technology, enabling
these vessels to use their own cargo as fuel in the future. In my view, LPG as a low-carbon fuel is well on its
way to becoming the new market standard in this segment.”
With LPG as a marine fuel, the BW Gemini’s output efficiencies rise by around 10% against fuel oil, which
will in turn generate notable gains in total voyage fuel-economics. This, along with other advantages,
secures LPG’s position as a long-term, sustainable marine fuel.
Cost-wise, LPG is also a better option than compliant fuel oil, with high lifetime-savings prospects. By
leveraging LPG as a marine fuel, BW LPG’s tankers benefit from savings due to lower fuel consumption
and full dual-fuel flexibility, which guards against price sensitivity to post-2020 fuel price fluctuations.
Furthermore, the ability to use LPG cargo as a supplemental fuel source also reduces time and fees for fuel
bunkering.
Harnessing LPG propulsion translates into cleaner, more efficient engines that are cheaper to maintain. In
addition, the fuel flexibility of dual-fuel engines ensures full redundancy for uninterrupted operations.
Simultaneously, MAN PrimeServ’s research showed that a retrofit would be the most environmentally
friendly solution. A retrofitted tanker generates 35 times less CO2-emissions compared to a newbuild vessel
and, compared to 2020-compliant fuels, using LPG as a fuel would reduce SOx by 99%, CO2 by 15%, NOx by
10%, and particulate matter by 90%.
On December 16th
, UECC’s 42,424 gt PCTC Auto
Energy received the first ship-to-ship bunkering
of LNG-blended with 10% renewable Liquefied
Biogas (LBG). Gasum’s LNG bunker vessel Coralius
performed the bunkering operation at anchorage
outside the port of Gothenburg, Sweden.
“With this delivery, UECC strengthens our
position in front of the ro/ro market, through our
commitment to increase the uptake of renewable
fuels,”says CEO Glenn Edvardsen of UECC. “We
have made a significant investment in a pioneering
solution that recognises our customers’desire for
a sustainable logistics partner. This initiative sends
a signal to the market that it is possible to achieve
carbon-neutral transport.”
Typically, LBG from Gasum is sourced from
biodegradable waste streams in Scandinavia,
including residential, retail, and commercial sewage
and/or agricultural waste streams.
“We are very excited to see our first ship-to-ship bunkering with the blend of LNG and LBG go smoothly.
We can now perform ship-to-ship bunkering with different blends of LNG and LBG which will open new
possibilities for our clients as well as for us to go forward in decarbonising maritime transport,”says Jacob
Granqvist, Maritime Sales Director from Gasum.
Adding renewable carbon neutral biogas provides yet another advantage to the proven range of benefits
afforded by LNG technology. LBG has a carbon footprint close to zero, with the same low emissions of
sulphur oxides, nitrogen oxides and particles as with LNG. Introducing biogas also marks a transition
to a circular economy where waste becomes a resource, delivering greater productivity while reducing
environmental impact.
“Incorporating biogas into our increasingly greener energy mix allows us to further reduce our CO2
emissions. This transition from a traditional linear economy to the circular economy is critical to our goal of
GASUM:
The Auto Energy and LNG bunker vessel Coralius

14
meeting or exceeding the 40% reduction in carbon intensity by 2030 set by the IMO,”Edvardsen concludes.
UECC currently operates two dual-fuel LNG PCTC ro/ro vessels. Their first LNG battery-hybrid PCTC is
scheduled for delivery at the end of 2021, with two more to follow. All the vessels are LNG-LBG compatible.
Finland’s Norsepower has announced its first newbuild order - for the installation of a record five tilting rotor
sails on-board an unnamed large bulk carrier. The agreement heralds the first installation of Norsepower’s
innovative rotor sails on a bulk carrier, demonstrating the adaptability of the technology to reduce fuel
consumption, fuel costs and reduce emissions across a variety of vessel types. Preparations are currently
taking place with the installation on-board, the owner of which preferring to remain anonymous at this
stage, scheduled for 2021.
The announcement follows soon after an agreement between Sea-Cargo and Norsepower for the
first installation of the world’s first tiltable rotor sail,
showcasing the innovative design adaptations that can be
made for individual vessel requirements.
With 2030 and 2050 IMO GHG emission targets
driving the shipping industry to decarbonise, today’s
announcement again reflects the rotor sails adaptability
as a means of greatly reducing GHG and other emissions
on new-builds as well as retrofits. It also underlines
the technology’s ability to drastically cut emissions on
any vessel type, and with any fuel. Harnessing wind to
generate thrust and reduce both fuel consumption and
emissions has been demonstrated as a viable and current
option, with achievable, and typical, savings of 5–20%,
depending on the wind conditions and vessel route.
Recent case studies demonstrate savings of up to 25%.
Commenting on the latest order, Tuomas Riski, CEO,
Norsepower, said,“We are thrilled to be installing five
tilting rotor sails on-board not only the first Norsepower
newbuild order, but also the first bulk carrier. Installing the
rotor sails on the first bulk carrier demonstrates that our
technology is adaptable for both retrofits and newbuild
vessels, and across varied operational profiles and vessel
types. The rotor sails can improve a vessel’s Energy
NORSEPOWER:
WIND POWER:
The Norsepower rotor sail

15
Efficiency Design Index (EEDI) and future-proof vessels against impending IMO GHG regulations. There is
incredible value in using wind propulsion, particularly as it is a solution available now with proven results.
We look forward to seeing the rotor sails in action next year.”
The Norsepower rotor sail solution - which can be installed on new vessels or retrofitted on existing ships
- is a modernised version of the Flettner rotor, a spinning cylinder that uses the Magnus effect to harness
wind power to thrust a ship.
The Norsepower rotor sail is the first third-party verified and commercially operational auxiliary wind
propulsion technology for the global maritime industry. The solution is fully automated and detects
whenever the wind is strong enough to deliver fuel and emission savings, at which point the rotor sails start
automatically. This will be the sixth installation of the Norsepower rotor sails and the first on a bulk carrier.
France’s Verifavia Shipping is to provide Germany’s Bernhard Schulte
Shipmanagement (BSM) with Inventory of Hazardous Materials (IHM)
maintenance services for around 350 vessels in the BSM fleet. This,
along with several other contracts, brings Verifavia Shipping’s total IHM
Maintenance fleet to almost 1,300 vessels.
This contract follows the launch of Verifavia’s new‘3-Way Plug Play’
IHM Maintenance Dashboard, a platform which provides efficient and
continuous maintenance of IHM reports. The dashboard is the industry’s
leading online platform providing shipowners, superintendents, vessels,
and even Port State Control (PSC) and Classification Societies with live
access to the IHM maintenance status of every vessel.
From December 31st
2020, the EU Ship Recycling Regulation (EU SRR) will
be extended to cover all EU-flagged ships, as well as ships trading under the
flag of a third country, that call at an EU port or anchorage. The regulation
restricts or prohibits the use of hazardous materials on-board vessels and
requires ships to carry a certified and maintained IHM which specifies the
location and quantities of those materials.
Maintenance involves ensuring the IHM is continuously updated with
relevant suppliers’documents such as Material Declarations (MDs) and Suppliers Documents of Conformity
(SDoCs) throughout the ship’s operational life and renewed every five years. It covers all items and
equipment that are installed, modernised or replaced.
Julien Dufour, CEO, Verifavia Shipping explained,“As we get closer to the end of the year, it is essential
for the industry to be confident that its operations comply with the EU SRR regulation, including the
maintenance of IHM. We are seeing increasing demand for IHM maintenance services, particularly in the
lead up to the regulation deadline. Our IHM partner’s global hazmat experts are based across the world,
in almost 50 locations, from Brazil to Sydney to help with the preparation of IHM surveys and ensure we
can facilitate surveys ahead of the deadline in local ports around the world. Indeed, our managed fleet has
doubled to 1,300 vessels in just one week! We’re very proud to be working with BSM and providing them
with a reliable and efficient service for around 350 vessels.”
Nicholas Rich, Group Technical Manager – Systems at BSM said,“Knowing our fleet will have ongoing IHM
maintenance services provided by Verifavia Shipping is reassuring. The regulations dictate the IHM must be
constantly up-to-date and Verifavia Shipping can ensure this is done efficiently and accurately, as well as
facilitating the renewal survey required every five years. We are now confident our vessels comply with the
regulation, but also that the correct data can easily be accessed in any port around the world, at any time, as
required.”
VERIFAVIA:
IHM:
Julien Dufour, CEO, Verifavia Shipping

16
Verifavia Shipping is one of the world’s most widely accredited IHM company, approved for IHM by the
Korean Register, Indian Register of Shipping, ABS Group, Lloyd’s Register, RINA, DNV GL, China Classification
Society and Bureau Veritas. Verifavia Shipping also provides IHM services for Class NK. Verifavia is one of the
first companies to be approved by the Liberia and Marshall Islands flag states and has developed a one-of-a-
kind IHM maintenance dashboard to ensure a simple, reliable, digital solution to maintaining a vessel’s IHM
after December 31st
2020.
Three global shipping leaders have united to sign a MOU in a push for cleaner, more efficient and greener
vessel hull performance. South Korea’s Hyundai Heavy Industries (HHI), which controls about 10% of the
global newbuild market, has reached agreement with South Korean container line giant HMM and Norway’s
Jotun, to utilise Jotun’s Hull Skating Solutions (HSS) on a series of newbuilds. The agreement will see Jotun
HullSkater proactively inspect and clean vessel hulls during outfitting to ensure optimal environmental
performance and protection.
Jotun launched HSS to the market earlier this year, effectively rewriting the rulebook for hull cleaning
and performance. HSS comprises the unique HullSkater, which adheres to vessels and gently removes all
bio-fouling for an‘always clean’hull, the specially developed SeaQuantum Skate anti-fouling, and proactive
condition monitoring utilising a proprietary big data algorithm tailored to individual vessel needs.
“The combination is ideally suited to vessels facing the most challenging bio-fouling conditions,”
explained Geir Axel Oftedahl, Business Development Director, Jotun.“In that respect it is perfect for
protecting newbuilds at outfitting and trial stages.”
“HSS cleans hulls before bio-fouling takes hold, eliminating associated drag and fuel consumption and
emissions, while protecting the vessel coatings, and safeguarding ecosystems from the potentially invasive
species that look to populate them. Bio-fouling is a particular problem when vessels are idle for long
periods, such as during outfitting, and this can cause major issues when trialling initial performance before
delivery.”
Morten Sten Johansen, Regional Marine
Director, North East Asia, added,“HHI
and HMM are demonstrating their
understanding of this issue, and their
commitment to absolutely optimal
environmental protection, by signing
a‘first of its kind’MOU. Working
together we will now use breakthrough
technology to tackle the bio-fouling
challenge simply, effectively, and with
minimal disruption and maximum
impact. We believe this is a new way of
working, for a new breed of forward-
thinking owners and yards. We’re
delighted to be involved in such a
landmark industry project.”
HHI is currently building a series
of state-of-the-art 16,000 teu
containerships for HMM. HSS will be
deployed to ensure the ships meet
JOTUN:
PAINTS COATINGS:
(Left to right) Oh-min, Ahn (Executive vice president, HHI), Jong-chul, Choi (Executive
vice president, HMM)

17
environmental key performance indicators, maintaining clean hulls, pristine coatings, providing optimal
efficiency and limiting any potential release of biocides. The HullSkater will move from hull to hull during
key outfitting stages.
Speaking of the decision to enter the MOU, Jong-Chul Choi, Executive Vice President, HMM, commented,
“HMM is committed to building a fleet that is defined by sustainable innovation, enabling us to hit our
ambitious target of achieving zero CO2 emissions by 2050. We aim to be proactive in identifying, adopting
and developing the best solutions, and Jotun’s approach to hull cleaning is the perfect fit for that strategy.
We look forward to seeing the results of HSS and welcoming the latest additions to our environmentally
friendly fleet into operation.”
Oh-Min Ahn, Executive Vice President, HHI, added,“Sustainability sits at the core of our activity here at
HHI, and we are focused on partnering with pioneering owners and suppliers to pave the way for a cleaner,
greener industry that can set sail towards achieving IMO’s decarbonisation goals. This agreement with two
other leaders in their respective segments shows how we collaborate to deliver both environmental and
commercial benefits for the industry. It’ll be very interesting to watch the HullSkater solving the bio-fouling
problem once and for all. We believe this development can significantly contribute to a paradigm shift in the
marine coatings market in the future.”
HSS’unique robotic cleaning units are controlled by specialist Jotun operatives via 4G connections. The
Norwegian headquartered company estimates that if all ships facing severe bio-fouling challenges adopted
the proactive HSS approach, maritime CO2 emissions could be reduced by at least 40m tons per year.
Denmark’s Hempel has completed some 2,000 vessel applications of Hempaguard X7, thus reducing
shipowners’fuel consumption by 7.6m tonnes, lowering fuel costs by at least US$2.6bn and CO2 emissions
by 23.5m tonnes. Since its launch in 2013 Hempel has continuously documented Hempaguard X7’s ability to
reduce fuel consumption and CO2 emissions for shipowners, and now the exact impact has been calculated.
Michael Hansen, Executive Vice President Chief Commercial Officer, commented,“Reaching this
important milestone of 2,000 full ship applications in just seven years proves the value of the solution
for our customers. Simultaneously, it emphasises the importance of developing solutions that help our
customers deliver on their sustainability agendas while also reducing their costs tremendously. One of the
key elements in our new strategy is to contribute to a more sustainable direction in the world. Solutions like
Hempaguard will be essential to that.”
Hempaguard X7 is based on Hempel’s patented Actiguard technology, which combines the smoothness
of a silicone coating with efficient fouling preventing biocides in a single coat. Hempaguard X7 was the first
fouling defence coating to use this innovative
technology, and its significance has been
immense for Hempel and the marine industry in
general.
“By delivering fuel savings and reducing CO2
emissions – equivalent to the emissions from
1.2m passenger cars/year since 2013 – we’ve
confirmed our position within fuel reducing
coatings, fouling defence systems and hull
coatings. I’m proud to say that we lead the way
in documented fuel efficiency in the marine
industry,”says Michael Hansen.
The 2,000th application of Hempaguard X7 was
completed on-board Torm’s 49,757 dwt chemical
tanker TORM Titan, which was delivered during
2016 by South Korea’s Sungdong Shipbuilding
Marine Engineering.
HEMPEL:
Application of Hempaguard

18
Norway’s Optimarin has just completed its first revised IMO G8 compliant system installation for the
Norwegian Coastguard, cementing its position as a preferred supplier for the fleets charged with patrolling,
protecting and maintaining standards in national waters around the world.
“Even the vessels that don’t have to install a BWM system install Optimarin,”smiles Tonje Olafsen, Project
Manager at Optimarin.“I think that speaks volumes for our reputation. We’ve been exclusively focused on
this specialist niche longer than anyone else – since 1994 in fact – so shipowners and operators know they
can trust both our team and technology.
“That’s obviously something that appeals to coastguards, who operate as true industry role models,
adhering to the very highest standards… even when they don’t have to!”
Olafsen is speaking in the aftermath of Optimarin’s first project with Kystvakten (the Norwegian
Coastguard). Working together with the Westcon yard in Ølensvåg, West Norway, the team has just installed
one of its market proven UV-based systems on the 2189 dwt patrol vessel KV Harstad.
Unlike tens of thousands of other ships in the world fleet, the 2005 built offshore vessel isn’t actually
mandated to install a BWM system. However, the coastguard chose to fit one nonetheless, ensuring it joins
the fight against invasive species carried in ballast water tanks and protects the fragile marine environment.
“The efficacy of our system is second to none,”notes Olafsen,“and that was crucial in achieving the
industry’s first full approval with the USCG in 2016. That really demonstrated we were leading the world
in terms of compliance and, as a result, coastguard orders followed. The USCG itself chose Optimarin
technology for its latest fleet renewal programme, with its first newbuild Medium Endurance Cutters set to
launch from Florida’s Eastern Shipbuilding Group next year (2021). We’re proud to have installed systems
with the Dutch, Danish and now Norwegian coastguards too. We see it as the ultimate endorsement.
Basically, if it’s good enough for the coastguard it’s good enough for anybody!”
The installation upon KV Harstad, completed in early November, is additionally noteworthy as it marks
Optimarin’s first since obtaining revised IMO G8 certification in October. This is crucial for owners racing
to install systems in the next few years, as the new approval is
central to overall compliance with IMO’s BWMS Code.
“Although the revision does not apply to units already fitted,
it is mandatory for the many thousands that must be installed
prior to the final compliance date of 2024 (for those vessels
that have delayed International Oil Pollution Surveys),”explains
Optimarin’s EVP Sales and Marketing Tore Andersen.
“That means it is essential for owners and operators, such as
Kystvakten, to ensure the technology they choose has revised
G8 certification. Not the promise of certification, or pending
certification, but actual cast iron, verifiable compliance.
Choosing the wrong system at this stage is a very unfortunate,
time-consuming and expensive mistake to make.
It also helps to opt for technology that is easy to install,
especially on vessels where space is at a premium - such as
the 83 m long KV Harstad. The team at Westcon can vouch for
this. Somewhat unusually in the‘traditional shipyard’segment,
Westcon has the ability to operate as a one-stop-shop – catering
not only for yard duties but also handling all engineering work,
from initial 3D scanning and planning, through to prefabrication
of all necessary piping and final installation.
“That offers a huge advantage,”says Lasse Åsbø, Project
Manager, Westcon Yards.“It means the same engineers and
foremen can be involved on a project from start to finish –
giving them full insight – while the seamless way we take the
OPTIMARIN:
BALLAST WATER MANAGEMENT:
The Optimarin BWM system on-board the KV Harstad

19
installation from the drawing board right through to final fitting makes progress faster, smoother and more
efficient in terms of time and resources.”
Åsbø said the collaboration with the Optimarin team was“excellent”, with“good service and fast responses
to our questions”, while the modular technology was comparatively easy to fit within the tight vessel
constraints.
“Space is always a challenge in this kind of retrofit, especially when, as in this case, the customer wanted
the unit concentrated in one specific area. That said, the simplicity and (small) size of Optimarin’s unit,
our own engineering capability, and the close co-operation we enjoyed made the whole project run very
smoothly. We’re looking forward to working together in the future.”
For its part Optimarin sees a busy period ahead, with customers extending far beyond the spectrum of
coastguards.
“Yes, we do work with other segments too!”said Andersen when quizzed.“Our reliable, easy to install and
operate systems are used by a wide variety of owners operating ships up to around 50,000 dwt, while our
close co-operation with Sunrui ensures that, together, we can cater for any vessel of any size. We offer a
complete sales and service proposition, delivering world-wide compliance and total peace of mind, always.”
Optimarin has now sold over 1,000 of its own units, with approximately 700 installed and operational.
The majority of current orders are for retrofits, signalling the industry’s final move towards ensuring existing
fleets meet necessary regulatory requirements.
“The potential on the horizon is immense,”concludes Andersen.“Despite the current pandemic orders
have remained healthy and we see real growth in 2021, followed on by a peak period extending through
2022 and 2023. After that we’ll see business building on the aftersales and servicing side. That is another
essential offer for a company that sees itself as a close partner rather than just a supplier. We’re in this
together, for long-term performance, quality, support and satisfaction.”
A promise that should make the difficult job of guarding coasts, and running commercial shipping
operations, a little bit easier.
Optimarin has also received updated USCG approval confirming its position as the only UV-system
supplier with certification for a choice of two filters. The flexibility of selecting Filtrex or Boll filters means all
Optimarin components are now available from two suppliers, ensuring maximum availability and express
delivery for what the company refers to as“the coming wave”of industry orders.
“The race for compliance is on,”comments Tore Andersen,“and we’re focused on providing a seamless,
high quality supply chain for shipowners and operators to satisfy demand.
“Being in the unique position of having a USCG certified system with two filters – not to mention a holding
time of just two hours - gives us optimal flexibility and a short lead time for owners that must comply before
the absolutely final IMO deadline of 2024 (for vessels with delayed International Oil Pollution Surveys). We’ve
always been at the forefront of the market when it comes to compliance, receiving the first ever full USCG
approval in 2016, and we’re constantly working to maintain that position and deliver complete peace of
mind for our global customer base. This certification is further proof of that commitment.”
South Korea’s Techcross and Holland’s Heerema Marine Contractors, who owns the world’s largest semi-
submersible crane vessels in the offshore energy industry, have signed a contract to install Techcross’ECS
on-board six special vessels and barges, after its delivery of two sets of ECS 6000B to the European largest
HLV (Heavy Lift Vessel) in November.
It is critical that Techcross and its products are strengthening advantage over large capacity vessels as
well as the superior position in European market through successive orders from the three largest global
offshore mega carriers, mainly in Northern Europe.
The contracted vessels are two semi-submersible crane vessels and four barges. These vessels are
designed to transport, lift and install heavy cargo on various coasts distributed around the world. The
Techcross products to be installed are each ECS 3000B, ECS 2000B, ECS 1000B in one set to two sets or four
sets installed on a single vessel. One of these vessels applied 12,000 tonnes of capacity (maximum), showing
TECHCROSS:

20
Techcross’outstanding performance on
large vessels.
This project was carried out carefully
enough to review manufacturers from
the beginning of this year and Techcross
ECS was selected as the final product.
It means that ECS received credit for its
easy installation, treatment performance
in huge capacity, as well as convenient
AS service network can be provided
anytime, anywhere. The products
contracted this time will be delivered
sequentially from February next year and
will be completed by November 2021.
“We are happy to win large orders
ahead of the end of 2020. This project
is expected to be a good promotion for
shipping companies operating similar type of vessels in Europe in the future, as the largest special vessel
carrier in Northern Europe chose Techcross,”said a Techcross sales representative.
One of the offshore barges operated by Heerema
A valued client contacted Subsea Global Solutions (SGS) with an urgent enquiry regarding a vessel in transit
and re-routing to Freeport, Bahamas. The vessel was experiencing water ingress from a leaking shaft seal
that needed repair—in a hurry, to preserve the perishable cargo.
A spokesman for SGS said,“SGS reacted fast, mobilising two teams to work around the clock composed of
OEM certified diver technicians from Miami, Houston, and Long Beach. We began our proven underwater
shaft seal repair procedure by removing the rope guard by way of underwater arc gouging to expose the
stern seal assembly. Once the rope guard was removed, the diver technicians found a combination of fishing
line fishing nets wrapped around the shaft and stuck in the seal system, which is now believed to be the
root cause of the seal damage. Once the debris was removed, we templated the sterntube and propeller
hub to ensure a proper fit for the SGS underwater Transhab adaptor plates. With our underwater Transhab
Habitat installed, we performed our HSE safety checks to ensure the Transhab was safe and secure for our
diver technicians to enter. Once confirmed, the two teams worked around the clock to minimise the vessels
downtime.
“Being an OEM certified service provider, the team removed all existing shaft seals and we re-bonded
the new shaft seals in their place. Due to the grooving in the shaft liner, the seal housing was released to
make room for a distance ring to ensure the new seals were operating on a new running surface. With our
Transhab design, no water entered the sterntube during this critical process. After the seal bonding was
completed and the spacer rings were installed, pressure tests for each seal chamber were completed and
witnessed by the vessel Master and the attending Class Surveyor. A quick break down and removal of our
Transhab equipment immediately followed so we could begin reinstalling the rope guard and get the vessel
and it’s perishable cargo sailing to its destination. The rope guard was refitted and welded using SGS‘Class A’
wet welding procedures with our certified diver technicians.”
SUBSEA GLOBAL SOLUTIONS:
UNDERWATER REPAIRS:

21
Recently, a diver/technician team carried out scrubber overboard pipe repairs in Belgium, France, the
Netherlands and Spain. The corroded areas of two scrubber pipes were ground out and rewelded on a 200
m ro/ro vessel. Meanwhile, on a 400 m containership six pipes were replaced. In all cases the pipes were
protected with Ecospeed, a highly chemically resistant coating produced by Subsea Industries.
Exhaust scrubbers are systems that filter out all harmful toxins from exhaust gasses of marine diesel
engines. These can severely corrode the pipes of the scrubber which can result in water ingress if not
handled quickly enough.
A team travelled to the ro/ro vessel’s location with one of Hydrex’s workboats. After arriving at the ship the
team first performed an inspection of the damaged areas on both the waterside and the on-board side of
the hull. As the corrosion on the scrubber overboard pipes of this ship was not yet severe, a full replacement
of the pipes was not needed. The diver/welder team then sealed off the outlets of both overboard pipes.
This allowed them to perform work inside the engine room without water ingress.
The team ground away the affected area before rebuilding it back to its original thickness. When the
welding was complete the surface was cleaned and an MPI was carried out by an independent inspector.
The inside of the pipes was then coated with Ecospeed to keep them safe from further corrosion.
This product is produced by Hydrex sister company Subsea Industries. Ecospeed is highly chemically
resistant. Taking into account the nature of the process taking place inside a scrubber, this is essential for a
lasting protection of the pipe. Ecospeed can also be used to protect a newly installed scrubber system from
day one.
Several factors made the operation on-board the containership more complex. A total of six pipes were
damaged. It was essential that the ship could keep its schedule during the repair. For this reason Hydrex split
up the operation in several stages. These were carried out in different ports to fit the customer’s need. Over
45 years of experience allowed Hydrex to arrange this without causing any hindrance for the customer.
The pipes needed to be replaced completely. They were therefore constructed at Hydrex’s warehouse
in Antwerp. All divers are certified wet and dry welders as well as technicians. This allowed us to offer the
full repair from start to finish. Because of the location of the damaged parts of the pipes welding work
on the inside shell plating of the hull needed to be performed. As a result the outside of the overboards
could not be sealed off with a simple patch.
For this reason six custom cofferdams were
also designed and constructed at Hydrex’s
workshop based on the drawings sent by the
customer.
The team installed the cofferdams over
the outlets of the pipes. This allowed the
welders to safely work on the shell plating
of the vessel. All six pipes were then
removed and replaced with new ones. They
were positioned and secured with a full
penetration weld. Next an independent
inspector carried out NDT testing of the weld
seams.
The repairs in Antwerp and Rotterdam were
done with Hydrex’s repair support workboats.
They are fully equipped with hydraulic cranes,
winches, a dive spread, control room and
repair tools. Having them stationed at these
locations is a big asset. It allows Hydrex to
be at a ship’s location in the shortest time
without delaying on-going operations.
HYDREX:
A Hydrex technician on-board the ro/ro vessel

22
The ESAB Group and Yaskawa have
announced the signing of a global co-
operation agreement to jointly develop
and market a line of pre-engineered robotic
welding systems called XCellerator. The
XCellerator systems will be engineered and
built by Yaskawa and marketed by ESAB
through its global sales channels.
Each company will contribute their
special expertise to create a product which
is greater than the sum of their individual
contributions. In creating the XCellerator
line of pre-engineered robotic welding
cells, Yaskawa brings more than 30 years of
experience producing leading-edge robots,
robotic controllers and robot cells to this
effort. For its part, ESAB brings its deep
expertise in welding processes, filler metals,
equipment and automation together with
their proprietary WeldCloud weld operations
management infrastructure. Together they
have produced an integrated robotic welding solution that truly exemplifies these two great companies.
Pre-engineered cells like XCellerator are the fastest, simplest path toward automation. They improve
productivity per worker by three to five times and offer a compelling return on investment. Factory-built
and tested, they take the risk out of robotic system investments. The cells especially appeal to small and
medium-sized manufacturers and fabricators that value easy installation, set-up and operation, enabling
them to take a confident step toward automating their welding operations.
Yaskawa is a world-leading manufacturer of inverter drives, servo drives, machine controllers, and
industrial robots. For more than 100 years, the company philosophy has been based on the principle of
highest quality. This philosophy has helped Yaskawa to become one of the top global companies in the
field of electrical drive technology. Inventor of the word Mechatronics and its strong focus on research and
development has yielded innovations that have contributed significantly to the success of many industries,
ESAB:
WELDING:
ESAB and YASKAWA have signed a global co-operation agreement to jointly develop
and market a line of pre-engineered robotic welding systems called XCellerator.

23
among them machine construction, mining, machine tooling, automotive construction, packaging and
semiconductors. As supplier of MOTOMAN industrial robots, Yaskawa is also one of the world’s biggest robot
manufacturers.
The company operates manufacturing and development facilities in Asia, Europe and North America.
A spokesman for ESAB said,“At ESAB, we exist to shape the future of welding and cutting. We connect
fabricators with the widest range of products under our industry-leading brand portfolio with the latest
technologies to solve virtually any industry challenge — then we back it up with our knowledge, experience
and passion to help them be more productive than ever before.”
Survitec has carried out a combination of more than 50,000 liferaft exchanges and inspections since 2012
with technicians recording that the liferafts inspected are in perfect condition even after 30 months of
service.
Revised guidelines (MSC.1/Circ.1328)
introduced in June 2009 permit extended
service schedules of up to 30 months if they
incorporate protective arrangements that
give the liferaft, its fittings and equipment
adequate protection to withstand the
environmental influences imposed by the
extended interval.
Inspections and service records in Survitec’s
database show that liferafts were found to
be well within the requisite parameters set
out in MSC guidelines for extended service
liferafts.
Survitec was one of the first maritime safety
companies to offer the extended service
solution concept.
Malcolm Barratt, Technical Sales Manager –
SURVITEC:
SAFETY:
The Survitec liferaft

24
Liferafts, Survitec, said,“That liferafts are in near perfect condition after 30 months is specifically due to the
water- and air-tight environment in which the extended service liferaft is contained. The hermetically sealed
bag inside the container prevents water ingress and salt erosion.”
A large number of Flag Authorities now accept use of extended service liferafts for‘serviceable life,’“When
we have presented liferafts after 30 months of service to Flag State inspectors, they have thought we were
showing them a newly manufactured liferaft - they’re in perfect condition!”said Barratt.
Tommy Scott, Head of Engineering – Survitec Liferafts, added,“State-of-the-art sensors within the liferaft
allow operators to take as many readings as they need to with a unique handheld device to ensure the
liferaft is in good working order.”
The handheld device takes readings from a low powered CO2 sensor - making it suitable for use on-board
oil and gas tankers and platforms governed by ATEX (Atmospheres Explosible) requirements.
Once all parameters have been recorded using the ATEX-compliant handheld reader, data is recorded
on the provided inspection log form and uploaded to the database. Unlike alternative solutions, which
recommend limiting the number of readings to preserve battery life, Survitec’s handheld reader takes a
standard 9V alkaline battery that can be easily replaced, allowing crews to take accurate readings more
frequently.
“If any readings reveal the liferaft is outside the requisite parameters – by displaying a red light for either
incompliant CO2 or humidity levels – remedial action is required. For a CO2 anomaly, this means immediate
replacement. For increased humidity, replacement would be required within three months.”
Barratt said the tanker segment, in particular, has been quick to take up the extended service liferaft
solution with charterers and oil majors often mandating the concept as part of the Tanker Management and
Self-Assessment (TMSA) programme. TMSA is an administrative process that provides tanker operators with
a means to improve and measure their own safety management systems.
“Another reason for the wide take up is the cost-savings associated with crews trained to take the
readings. At no extra cost to the company, we certify crews to inspect the liferafts themselves, negating the
need for external technicians on-board,”he said.
Operators can access 30-month service intervals through a Survitec RaftXChange+ liferaft rental
agreement. With unrivalled global coverage and a range of predictably priced exchange options,
RaftXChange+ means operators can tailor their liferaft contract to suit individual operational requirements.
As a year of unparalleled economic turmoil across the world came to a close, shipping commentators were
looking for positive signs in the months ahead. However, although few links in shipping’s supply chain have
emerged unscathed at the beginning of 2021, global shipping’s resilience has surprised many.
Of course, there are exceptions, not least the plight of hundreds of thousands of seafarers who have
experienced mental torment over the last 12 months. Many are still affected as ports and terminals
impose restrictions on movement. Despite wide publicity and the shipping industry’s own efforts, national
authorities and governments have let down those who keep the world’s most important trade supply chain
operating through the worst global health crisis the world has ever known.
Then there is the cruise business which, together with airlines, has been decimated by the pandemic.
Repeated attempts to reintroduce cancelled cruises have failed and hundreds of vessels lie around the world
in various forms of lay-up. Fraught negotiations to delay the imminent deliveries of unwanted new ships
have taken place with limited success, and vessels under construction that were urgently required as soon
as possible by buoyant cruise lines are now on go slow. The repercussions on specialist cruiseship builders
are severe.
However, cruise business is driven by leisure demand and the ability to travel, rather than the
SHIPPING BEGINS 2021 ON BROADLY POSITIVE TERMS:
FEATURE:

25
fundamentals of trade. And across most sectors of commercial shipping, business has been solid. For
shipyards, the outlook in mid-2020 looked bleak. Hardly any new ships had been ordered, prices were falling
and there seemed little chance of fresh demand anytime soon. But soon they were confounded. Contracts
placed over the fourth quarter in South Korea, for example, had a value of almost US$14bn, nearly double
the $7bn clocked up between January and September.
The new demand has been focused on LNG tankers, large tankers and container ships and many of the
designs on offer incorporate energy-saving features which require adoption urgently if shipping is to meet
the efficiency gains set out by IMO for 2030. There is much to do in this context, experts insist, pointing out
that there are some 60,000 commercial vessels in service, as well as countless service-related ships, which
will require modifications to raise efficiency when IMO’s Existing Ship Efficiency Index and Carbon Intensity
Indicator come into force, probably from the beginning of 2023.
Demand for new LNG tankers is likely to remain buoyant, analysts believe. The pandemic has hastened the
global drive for greener energy and LNG projects that are already under development and others that are
planned will drive demand for hundreds of new vessels. In the short run, the largest-ever block of orders is
likely to be placed by Qatar Petroleum and its subsidiaries this year. The Qataris plan to boost their export
transport capacity with up to 60 new vessels, with more to follow. South Korean builders are likely to be
the main beneficiaries. The new ships will be ordered against a strong market. Spot rates have doubled for
160,000 m3
vessels over the last three months, starting 2021 at around $160,000 a day.
Meanwhile, tanker tonne-miles are expected to reverse their 2020 decline this year and next as covid-
related restrictions are lifted and industrial activity returns to a growth trajectory. Asian energy demand is
already close to pre-pandemic levels, according to reports, although western demand is still constrained
by restrictions on economic activity. This is likely to continue for at least the first half of the year, analysts
believe. However, a significant volume of oil held in storage ashore and at sea has already been drawn
down, so any rebound in energy requirements is likely to have a direct impact on tonne-mile demand.
The OPEC+ meeting, held earlier this week, closed without a firm agreement and sent mixed signals to the
market. Oil prices strengthened after the meeting, on the basis that Saudi Arabia plans a voluntary cut in
output. But OPEC+ members, including Russia and Kazakhstan, plan to boost production. Despite the lack of
an agreement, however, a recovery in economic activity will have an immediate impact on oil demand.
Meanwhile container rates on key Asian export routes have soared to record levels, with the Shanghai
Containerized Freight Index hitting a new record in mid-December and rates continuing to rise into the
New Year. According to Copenhagen-based eeSea, a maritime supply chain intelligence company, there are
virtually no blanked sailings out of Asia over the first six months of the year and charter rates for container
ships in the smaller sizes continue the significant rebound that started in September.
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Geir Larsen will take over as the new Managing Director of Norwegian Electric Systems and will further
develop the company’s position in energy design and smart control as part of the green shift. Norwegian
Electric Systems is a world-leading supplier of low and zero emission propulsion systems and smart control
systems for a wide range of vessel types.
Geir Larsen is 50 years old and has extensive management experience from the Norwegian maritime and
marine technology industry. He has previously been at the helm of Vard Aukra, Inpower and ABAS Crane,
and has also worked in aquaculture, including for the AKVA Group.
Geir’s background is in electrical engineering and automation, and he is well acquainted with the market
for electric and hybrid solutions, especially from his time in charge of the development of Inpower AS, which
was acquired by Bertel O Steen Power Solutions in 2016. Geir Larsen will replace Johannes Tveit, who has
been acting managing director since February this year. Johannes Tveit will now return to his position as SVP
Service Aftermarket.
On January 1st
, 2021, Morten Hasås will join Kongsberg Digital as Senior Vice President for Maritime
Simulation. Previously CEO of Scantech Industries, Morten has held top management positions at
ScanSense, Scanmar and Kongsberg Maritime. His extensive experience in the maritime industry extends
over more than three decades, which teamed with his international background will serve to strengthen the
Maritime Simulation branch of Kongsberg Digital’s operations.
“With Morten we are strengthening the already solid Maritime Simulation team at Kongsberg Digital,”says
Andreas Jagtøyen, Executive Vice President of Digital Ocean, Kongsberg Digital.“Our maritime simulators are
used by educational and research institutions world-wide and we need to continue to deliver on the high
expectations of our customers while working to modernise and digitalise our offering. The newly launched
K-Sim Connect eLearning platform is an example of this, but there are several other areas we are exploring,
such as the development of maritime digital twins. I look forward to Morten joining the team.”The benefits
and necessity of digitalisation are becoming increasingly apparent for the world’s industrial markets.
The Chartered Institute of Logistics and Transport (CILT (UK)) has announced that Steve Gooding FCILT,
Director, RAC Foundation, will become the new President of the Institute for 2021. He will begin his one-year
presidency at the start of the year. Alongside the board of directors and Vice-Presidents, Steve will promote
CILT as the essential home for those involved in the movement of goods and people, and their associated
supply chains.
Steve will build on the significant work of his predecessor, Paul Sainthouse, who helped steer the Institute
through the coronavirus pandemic, supported the work on merging CILT (UK) and CILT International and led
the Institute during its centenary year in 2019.
Commenting on his appointment, Steve said,“After several years serving as a Vice President of CILT, I have
come to know the Institute well and I am honoured to be made President. 2021 looks set to be a year when
the skills of CILT members will be tested to the full as we start to emerge from the Covid-19 crisis, and we
exit the EU. I am keen to see CILT continue to support its members by promoting best practice, providing
training and awarding qualifications to deliver on the Institute’s core mission to deliver professionalism in
motion.”
During INTERCARGO’s recent Annual General Meeting, members unanimously approved renewal of terms
from January 1st
2021, inviting both the Chairman, Dimitris Fafalios of Fafalios Shipping S.A., and Vice
Chairman, Spyros Tarasis of Olympic Vision Maritime Co Inc, to renew their term of office, while also electing
a new second Vice-Chairman of the Association. Consequently, INTERCARGO will shortly bid a fond farewell
to incumbent Vice Chairman, Captain Jay K. Pillai of Pacific Basin Shipping (HK) Ltd, and in turn welcome,
Captain Uttam Kumar Jaiswal from the same company.
Captain Pillai has served for six years, having been appointed Vice Chairman on January 1st
2014. In
accordance with the INTERCARGO constitution, both Chairman and Vice-Chairmen are elected for a two
year period and no person can serve for more than six continuous years in the same position. This term
ended on December 31st
2020, and a new Vice Chairman will be appointed.
ON WATCH:

27
The Swedish Club has announced today that the Club’s Board has endorsed a plan to expand its Asian
operation with the establishment of a new full-service office in Singapore. The new office will build upon the
success already generated by the Club in Hong Kong and enable the Hong Kong office to intensify its focus
both locally and in China. For more than 35 years The Swedish Club has been active in the Singapore market,
and during that time membership of the Club in Singapore and adjacent regions has grown significantly.
Lars Rhodin, Managing Director of The Swedish Club says,“The Asian shipping sector is predicted to
continue the expansion we have seen in previous years, and it is essential that we are well placed to serve
that growing market. The choice of Singapore for a second office in Asia is a very natural step for the Club
as there is a historically strong connection between Singapore and Nordic countries in shipping.“This is
an exciting step for us. We plan to offer the‘all-in-one’service that The Swedish Club is known for around
the world and look forward to the opportunity of building even closer links with the Singapore shipping
community.”

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