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NEWSL E T T E R | 1 8 4
Active with jobs around the worldin Turkey, Greece, Malaysia, China, Poland, Belgium, France, the Netherlands, Malta and Brazil
The Journal of Ship Hull Performance begins its second year of publication
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ContentsPage 3 - 13
Active with jobs around the world
Underwater stern tube seal replacement in Turkey and Greece
Sealaunch Odyssey semi-submersible mobile spacecraft launch platform coated with Ecospeed
Ecospeed rudder applications across the globe
On-site bow thruster removal and reinstallation avoids drydocking
Underwater propeller blade cropping in Brazil Page 14
The Journal of Ship Hull Performance begins its second year of publication
ISO 9001certified
Underwater services andtechnology approved by:
Belgian headquartersPhone: + 32 3 213 5318 Fax: + 32 3 213 5321 i n f o @ e c o s p e e d . b e
US OfficePhone: + 1 727 443 3900 Fax: + 1 727 443 3990 i n f o @ e c o s p e e d . u s
www.ecospeed.be
Supreme Rudder Protection
Ecospeed gives a very thor-ough and lasting defense
against cavitation and corrosion damage for a ship hull’s entire service life.
The coating equally provides the
rudder with an impenetrable pro-
tective layer while its flexibility
enables absorption of the forces
that are produced by cavitation.
This prevents the damage nor-
mally caused by this phenomenon.
Without proper protection against
cavitation and the resulting ero-
sion and corrosion damage, the
financial consequences can be
severe.
By removing the existing paint
layers and applying Ecospeed
on the rudder we can break the
never ending cycle of painting,
suffering damage, having to per-
form extensive repairs in drydock
followed by a full repainting,
again and again.
With an Ecospeed application no
full repaint will be needed during
drydocking. Ecospeed is guaran-
teed for ten years. At the most,
minor touch-ups will be required.
KEEPING SHIPSIN BUSINESS
KEEPING SHIPSIN BUSINESS
3
When a 204-meter cruise vessel suffered an oil leak in its stern
tube seal assembly, Hydrex was asked to carry out a permanent seal replace-ment. The repair was carried out with the Hydrex flexible mobdock tech-nique and performed in stages to allow the ship to keep the tight schedule of the cruise it was on.
A small Hydrex diver/technician team
met up with the ship in Kusadasi,
Turkey and removed the starboard side
rope guard. This was done to shorten
the time required for the actual replace-
ment of the stern tube seals. It was
essential in fitting the operation within
the short stop the vessel made in the
next harbour on its trip. The team was
then completed with additional diver/
technicians and sailed to Greece on
board the cruise ship.
As soon as the vessel arrived in Piraeus,
the Hydrex diver/technicians set up
a monitoring station next to the ship
and made all necessary preparations
for the main part of the operation. The
team then installed the Hydrex flexible
Underwater stern tube seal replacement in Turkey and Greece
Hydrex diver/technician working inside flexible mobdock.
Inspection of rope guard prior to removal in Turkey.
mobdock around the stern tube seal
assembly. This created a dry working
environment underwater in which to
carry out the repair in the drydock like
conditions, necessary when replacing
seals.
Stern tube seal assembly after seal replacement.
Active with jobs around the world
4
After the diver/technicians had opened
up the assembly they removed the
damaged stern tube seals one by one
and replaced them with new ones. A
subsequent leakage test showed that
the repair was successful. The team
then closed the stern tube seal assembly
again and removed the flexible mob-
dock. This ended the second part of the
operation well in time for the cruise
ship to sail to its next stop with its
passengers.
In Istanbul, Turkey, the team met up
with the vessel again and refitted the
rope guard onto the stern tube seal
assembly, concluding the operation.
The ship could continue its journey free
of oil leaks without going to drydock
and without any changes to its schedule.
Stern tube seal assembly with damaged seal.
COld STRAIGHTENING OF SEvEREly BENT PROPEllER BlAdES
In its quest to provide cost effective services to customers,
Hydrex developed procedures to address different kinds of damage to propellers. This research led to the design of the Hydrex cold straightening machines first used in 2002.
By taking advantage of this tech-
nique damaged blades can be
straightened underwater, allowing
the ship to return to commercial
operations without the need to dry-
dock. Blades can be brought back
close to their original form, restoring
the propeller’s optimum efficiency.
The cold straightening machines
have been in use for quite some
time now but the Hydrex research
department has been looking into
ways to expand the technique even
further to improve our services. A
new version of the straightening
machine was recently put into practice.
It is compatible with the existing
models and is used to restore more
severely bent propeller blades to their
original condition. www.hydrex.be
5
last month the application of Ecospeed on the two floaters
of the semi-submersible mobile spacecraft launch platform Odyssey started in Malaysia. The vessel was converted from a mobile drilling rig in 1997 and is used for equatorial Pacific Ocean satellite launches. She is stationed in the Port of long Beach, California. In total 8500 m² will be coated with Ecospeed to give these parts of the vessel that are permanently underwater a lasting protection against corrosion damage.
A coating that claims to be suitable
for offshore structures should satisfy
several conditions. This coating has to
offer long-term protection from corro-
sion and bio-fouling. An environmen-
tally safe solution is becoming in-
creasingly essential. In addition, the
hull should always keep its optimum
condition by on-site maintenance only.
Ecospeed is a durable hull paint which
requires only a single application
during the normal service life of the
vessel, and which is specially designed
for underwater maintenance without
damaging the protective coating.
durable protection against corrosion
Ecospeed demonstrates excellent anti-
corrosive properties. Diffusion of watery
solutions, including very aggressive
chloride ions in acidic solutions, has
no effect on Ecospeed immersed in
seawater. Based on experience with
similar coating concepts used in the off-
shore industry, Ecospeed comes with a
guaranteed corrosion protection of ten
and experiments in collaboration with
the Dutch Ministry of Infrastructure
and the Environment have shown that
there is no release of toxins during
the curing process and during on-site
treatment such as underwater cleaning.
In addition, the application of Ecospeed
has a very low environmental impact,
not only because Ecospeed has a low
contents of Volatile Organic Com-
pounds (VOCs) but especially because
only one application is required through-
out the lifetime of the vessel or structure.
Maintenance benefits
Every existing coating will eventually
suffer from marine fouling. Ecospeed
has been especially designed for under-
water treatment. In-water cleanings of
Ecospeed continuously improve the
surface characteristics without dam-
aging the protective qualities or affect-
years. The expectations are that Eco-
speed will last 25 years or the typical
lifetime of a vessel or offshore structure.
Ecospeed is a pre-qualified coating
system in accordance with NORSOK
standard M-501, Rev.5, June 2004.
durable protection against biofouling
Ecospeed is distinguished from other
coatings by its impenetrability by foul-
ing organisms. Regular underwater
cleanings will effectively remove all
fouling organisms and improve the
surface characteristics.
Environmental benefits
Ecospeed demonstrates remarkable en-
vironmental benefits with no negative
or damaging effects to its surroundings.
Ecospeed is totally free of biocides,
The two floaters of the semi-submersible mobile spacecraft launch platform Odyssey were coated with Ecospeed in Malaysia.
Sealaunch Odyssey semi-submersible mobile spacecraft launch platform
coated with Ecospeed
6
ing the coating thickness. Specially
designed tools have been developed for
fast, efficient and optimal underwater
treatment. Experience has shown that
prolonged static exposure on any coat-
ing will result in heavy fouling but
a single underwater treatment on
Ecospeed suffices to remove all fouling
effectively and return the surface to its
pristine condition.
In one of our upcoming magazines we
will publish a follow-up article with
a detailed account of the application of
the launch platform Odyssey, together
with many extra pictures.
An application is adapted to a yard’s schedule. An Ecospeed inspector is present to make sure that the Ecospeed coating has the correct layer thickness across the entire surface.
Over the last few months the rudders of several container
and general cargo vessels from a number of different fleets, were coat- ed with the Ecospeed glassflake vinyl-ester surface treated coating (STC) at shipyards in China, Poland and Belgium. The coating ensures lasting protection against cavitation damage for the rudders of these vessels for the remainder of their service life.
The decision to use Ecospeed was
made by the shipowners after cavitation
damage had appeared on the rudders
of their vessels. Ecospeed will prevent
similar damage from occurring again.
Most of these owners are returning
customers for Ecospeed and so they
had experienced firsthand the benefits
of an Ecospeed coating.
Ecospeed gives a very thorough and
lasting defense against cavitation and
corrosion damage for a ship hull’s
protective layer while its flexibility
enables absorption of the forces that are
produced by cavitation. This prevents
entire service life. The coating equally
provides the rudder (and/or the entire
underwater hull) with an impenetrable
Cavitation damage like this can be prevented by applying Ecospeed on a rudder.
Ecospeed rudder applications across the globe
7
the damage normally caused by this
phenomenon. Without proper protection
against cavitation and the resulting
erosion and corrosion damage, the
financial consequences can be severe.
Tests in a flow channel, sponsored
by the French Ministry of Defense
and carried out in Grenoble, have
confirmed that Ecospeed performs ex-
tremely well under severe cavitation.
These tests were divided into six
stages during which the coating was
exposed to an increasing pressure drop,
leading to a growing cavitation force.
Even after the last stage no erosion was
present on the test patch coated with
Ecospeed.
By removing the existing paint layers
and applying Ecospeed on the rudder
we can break the never ending cycle
of painting, suffering damage, having
to perform extensive repairs in drydock
followed by a full repainting, again and
again.
With an Ecospeed application no repaint
will be needed during drydocking.
Ecospeed is guaranteed for ten years. At
most, minor touch-ups will be needed.
Planning the maintenance of the
vessel’s stern area therefore becomes
much easier. The smoothness attained
by the coating also provides optimum
hydrodynamic conditions for rudders
to operate at maximum efficiency. The
ship’s performance remains stable and
the owner’s investment is secured.
During surface preparation, all old paint layers are removed.
Ecospeed is applied homogenously in just two layers.
There is no maximum overcoat time in between both Ecospeed layers.
Ecospeed protects rudders against corrosion and cavitation damage.
No full repaint of Ecospeed is necessary for the remainder of the vessel’s service life.
8
Worldwide network of of fices and service stations
9
Worldwide network of of fices and service stations
KEEPING SHIPSIN BUSINESS
KEEPING SHIPSIN BUSINESS
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When the bow thruster unit of a 348-meter container vessel
needed to be overhauled, Hydrex sent a diver/technician team to the ship to remove the unit on-site and reinstall it again two months later after it had been overhauled. The operation was performed in stages at several locations to allow the vessel to keep to its sailing schedule.
Together with all the necessary
equipment, the team first travelled to
Rotterdam where the operation started
with a thorough inspection of the bow
thruster unit. The team then detached
the bow thruster blades one by one.
In the meantime they made initial
preparations in the bow thruster engine
room for the removal of the unit, so
that there would be no ingress of water
once the unit had been taken out.
All equipment was then loaded on a
Hydrex truck and transported to the
vessel’s next stop while the diver/
technician team stayed on board the
vessel during her voyage from Rotter-
dam to Le Havre.
Soon after the vessel arrived in Le
Havre, the team continued getting the
engine room ready. Next the support
brackets connecting the gearbox to the
thruster tunnel were cut and the unit
was secured with chains. It could then
be fully disconnected from the thruster
room and was carefully lowered, ex-
tracted from the tunnel and brought
to the surface. The second part of the
operation ended with the installation
of a blind flange to seal off the thruster
tunnel from the engine room to prevent
any water ingress during the overhaul
period.
Two months later a Hydrex diver/tech-
nician team reinstalled the overhauled
bow thruster gearbox during the ship’s
stop in Valetta, Malta. After the team
set up a monitoring station next to the
ship, the bow thruster unit was put on
a cradle that is designed especially for
bow thruster operations and prevents
the unit from tipping. As it can be
adjusted to the size of the thruster, it
allows the Hydrex divers to bring a
bow thruster unit back into a thruster
tunnel in one take.
On-site bow thruster removal and reinstallation avoids drydocking
One of the bow thruster blades being brought up to shore in Rotterdam.
Positioning the bow thruster gearbox for transportation to the manufacturer.
11
The diver/technicians then sealed off
the thruster tunnel with the Hydrex
flexible mobdocks and emptied all
water from it. This created a dry
working environment for them in which
they could complete the reinstallation
of the bow thruster unit in drydock-like
conditions. Next they repositioned the
gearbox using chain blocks and secured
it with bolts. The thruster propeller
blades were then reinstalled one by
one. The team completed the operation
by reconnecting the thruster unit to the
engine room.
After a successful leakage test was
carried out, the team removed the
flexible mobdocks and flooded the
thruster tunnel again. Finally the diver/
technicians assisted the vessel’s crew
to find the correct pitch for the newly
installed bow thruster unit.
By performing both the removal and
reinstallation of the bow thruster unit
underwater the vessel did not have
to go into drydock, saving the owner
valuable time and money.
Lowering the thruster unit back into the water.
A Hydrex diver/technician guiding the gearbox while it is lowered into the water.
Overhauled gearbox ready for reinstallation in Valletta.
KEEPING SHIPSIN BUSINESS
KEEPING SHIPSIN BUSINESS
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Class Accepted underwater stern tube seal repairs under warranty
www.hydrex.be
Using our flexible mobdock method to create a dry under-
water environment, we have car-ried out stern tube seal repairs and replacements underwater for some years now in cooperation with top specialist suppliers.
This technology brings drydock
conditions to the ship rather than
having to take the ship to drydock,
saving a considerable amount of
time and money in doing so.
This class accepted method is
performed by our diving teams under
our warranty. It can be used while the
ship is carrying out its usual cargo or
other commercial operations in port.
Visit the special stern tube seal repair
section on our website for more
information and examples of the
many seal repairs we have performed
in recent years.
The Hydrex lightweight flexi-ble mobdocks are designed
to be easily transported around the world and are used to close off the thruster tunnel on both sides, allowing divers to perform repairs and other operations in a dry environment around the bow thruster unit.
This technique enables them to
reinstall the propeller blades of
an overhauled thruster inside the
thruster tunnel after the unit has been
secured or replace the blades or seals
and perform repair work on a specific
part without removing the unit.
Since the development of this flexi-
ble mobdock technique, numerous
thruster repairs have been carried out
by Hydrex diver/technicians around
the world.
There is no need to send the vessel
to drydock as all operations can
be carried out in port or while the
vessel is stationary at sea. Normal
commercial activities can therefore
continue without disruption.
On-site bow thruster operations
Phone: + 32 3 213 5300 (24/7)Fax: + 32 3 213 5321
13
At the end of 2011 Hydrex mobi-lized a diver/technician team to
Rio de Janeiro to carry out a detailed inspection and necessary repair to the damaged port-side propeller blades of a 73-meter supply vessel.
A wooden beam had fouled the
propeller and had damaged three of
the four blades. The affected areas
of the blades therefore needed to be
cropped to restore the propeller’s
balance. One blade had been damaged
in two different areas, so four pieces
needed to be cropped in total.
To make a full assessment of the damage,
the team first performed an underwater
inspection. They then used the acquired
information to calculate and determine
the correct measurements needed to
modify the trailing edges of the propel-
ler blades. The diver/technicians then
cropped the three blades after which
they ground and polished all edges of
the cropped areas.
This kind of repair is carried out to
achieve the greatest possible efficiency
for the vessel.
By taking advantage of Hydrex’s in-
house developed cold straightening
technique, propeller blades that are bent
can often be straightened underwater,
allowing the ship to return to commercial
operations without the need to drydock.
In this way optimum efficiency of the
propellers can be restored by bringing
the blades back close to their original
form while the vessel remains afloat.
Underwater propeller blade cropping in Brazil
A wooden beam caused severe damage to the propeller blades of a supply vessel.
The affected areas were cropped to restore balance to the propeller.
Permanent rudder repairs now possible without drydocking
Hydrex has developed an entire-ly new method enabling per-
manent repairs of rudders without drydocking the ship. Permanent repairs were hitherto not possible and ships had to drydock in case a major defect was found. The newly designed equipment is lightweight and can be mobilized very rapidly in our special flight containers. Therefore this new service is now available worldwide.
Major defects on rudders very often cause unscheduled drydocking of ships. The new method designed by our technical department allows engin- eers, welders and inspectors to perform their tasks in dry conditions. Class approved permanent repairs in-situ, without moving the ship, are now possible and commercial operations can continue. Steel repairs and replace-ments can be performed
and pintle and bushing defects can be solved without the loss of time and money associated with drydocking.
The equipment can be mobilized within hours to any port in the world and is available for rapid mobilization from the Hydrex headquarters in Antwerp.
The cropped areas were polished to achieve the best possible efficiency for
the propeller.
14
January 2012 marks the publi-cation of the quarterly Journal
of Ship Hull Performance, volume 2, Issue 1.
Over the last year the Journal has set
out to provide useful information to
the shipping community on subjects
related to ship hull coatings, fouling
control and the environment with a
view to helping readers understand
the best practices for improving ship
hull performance, reducing fuel costs
through hull coating systems and
minimizing impact on the environment
from hull coatings and their application
and maintenance.
The Journal has received excellent
reviews for its efforts to gather useful
but sometimes hard to find information
on these subjects and to present it in
an easy to absorb format. Scientists
and researchers have expressed their
appreciation for the Journal’s efforts to
get their research information into the
hands of those who can actually use it.
The January 2012 issue of the Journal of
Ship Hull Performance is all about hull-
borne aquatic invasive species, a topic
currently very much in the headlines.
Much is changing in the shipping
industry.
One can take a negative view and resist
the changes or one can take an optimistic
approach and look on challenges as
opportunities. Nowhere is this more
true than in the area of dealing with
hull-borne aquatic invasive species or
non-indigenous species (NIS). At first
glance, new regulations looming on
the horizon may look like rocks and
shoals on which the shipping industry
could go aground. However, as we
have tried to cover
in this issue of the
Journal of Ship
Hull Performance,
the guidelines and
regulations which
will soon come
into force represent
an opportunity for
shipowners and o-
perators to change
hull protection and
antifouling habits
and save 25% of
their fuel costs by
doing so.
The journal in-
cludes Hydrex
White Paper N°8
Invasive Aquatic
Species – A pro-
posed alternative
solution, which
presents an alter-
native approach to
dealing with the problem of hull-borne
invasive aquatic species and explains
how this alternative approach can result
in enormous fuel savings.
The Journal includes some excellent
papers from prominent researchers
around the world who have been work-
ing diligently on the problem of how to
prevent the spread of non-indigenous
species (NIS) via ship hull fouling.
There are many facets to this problem
and we have compiled material which
cover all of these.
In addition to existing papers, you
will find an article written specially
for this issue of the Journal of Ship
Hull Performance by the Australian
Government Department of Agricul-
ture, Fisheries and Forestry (DAFF)
discussing their current review of the
1997 ANZECC Code of Practice for
Antifouling and In-water Hull Cleaning
and Maintenance in progress.
The Journal also announces some of
the important conferences, seminars
and events coming up in the next
quarter which may be of interest.
You can download an electronic
copy of the latest Journal of Ship
Hull Performance at no charge at
www.shiphullperformance.org at the
“Publications” link. You can also ask to
be sent a printed copy if you register
(free) at that website.
The Journal of Ship Hull Performance begins its second year of publication
KEEPING SHIPSIN BUSINESS
KEEPING SHIPSIN BUSINESS
1531
Turnkey underwater solutions for the offshore industry
Phone: +32 3 213 5300 (24/7)Fax: +32 3 213 5321E-mail: [email protected]
www.hydrex.be
Underwater solutionsavoid drydocking
Hydrex has certified divers at its disposal, readyto perform all types of offshore inspections.
Fully trained and certified diver/technicians
Removal of heavy marine foulingon FPSO and drill vessels
Fast response centers withinstant mobilizable equipment
Magazine 183.qxd 22-12-2011 14:11 Pagina 31
Fast underwater repairs keep ships out of drydock
Hydrex offers turnkey under-water repair solutions to ship-
owners wherever and wheneverthey are needed. Hydrex’s multi-disciplinary team will help you findthe best solution for any problemencountered with your ship belowthe water line. We will immediatelymobilize our diver/technicians tocarry out necessary repair workwithout the need to drydock.
Hydrex has a long track record of
performing complex permanent under-water repairs to thrusters, propellers,rudders, stern tube seals and dam-aged or corroded hulls. By creatingdrydock-like conditions around theaffected area, our diver/technicianscan carry out these operations in portor at anchor.
All the projects we undertake areengineered and carried out in closecooperation with the customer andany third party suppliers, relieving
the customer of all the hassle of coor-dination, planning and supervision.
Headquartered in the Belgian port ofAntwerp, we have offices in Tampa(U.S.A), Algeciras (Spain), Mumbaiand Visakhapatnam (India), and PortGentil (Gabon).
All Hydrex offices have fully opera-tional fast response centers where anextensive range of state-of-the-artequipment is available at all times.
www.hydrex.be
Headquarters Hydrex N.V. - AntwerpPhone: + 32 3 213 5300 (24/7)E-mail: h y d r e x @ h y d r e x . b e
Hydrex Spain - AlgecirasPhone: + 34 (956) 675 049 (24/7)E-mail: i n f o @ h y d r e x . e s
Hydrex LLC - Tampa, U.S.A.Phone: + 1 727 443 3900 (24/7)E-mail: [email protected]
Hydrex West Africa – Port Gentil, GabonPhone: + 241 04 16 49 48 (24/7)E-mail: w e s t a f r i c a @ h y d r e x . b e
Hydrex India - MumbaiPhone: + 91 222 2046 988 (24/7)E-mail: m u m b a i @ h y d r e x . b e
Hydrex India -VishakhapatnamPhone: + 91 891 2711 863 (24/7)E-mail: [email protected]