Underwater bow thruster repair/replacement. Number 171. An interview with Willem Hopmans, Hydrex Senior Diver

Transcription

1 Number 171 Underwater bow thruster repair/replacement Applying Ecospeed Ship Hull Performance Technology: A discussion with three experts on underwater ship hull coatings Hydrex around the world An interview with Willem Hopmans, Hydrex Senior Diver White Papers from Hydrex

2 EASY AND EFFECTIVE UNDERWATER HULL CLEANING AROUND THE WORLD Throughout the years Hydrex has invested in the development of underwater hull cleaning equipment and now offers an international service that can give ships back their efficiency. This quick and effective service is offered on a worldwide basis through a network of underwater hull cleaning stations strategically located around the planet. All Hydrex underwater hull cleaning units are carefully constructed to minimize the occurrence of damage on the underlying paint layers while still removing all types of fouling. This restores a vessel s performance as close to its optimum condition as possible and offers ship owners a considerably saving in fuel. All Hydrex offices and service stations are equipped with multiple sets of these hull cleaning units which can be mobilized rapidly to any port. All divers are trained to achieve the fastest possible cleaning rates without losing the high quality Hydrex is known for. 2

3 Table of contents Underwater bow thruster repair/replacement 5-9 Applying Ecospeed Ship Hull Performance Technology: A discussion with three experts on underwater ship hull coatings Hydrex around the world An interview with Willem Hopmans, Hydrex Senior Diver White Papers from Hydrex

4 Message from Hydrex founder Boud van Rompay I sincerely hope you had a wonderful Holiday Season and a good start of the new year and I would like to wish you all the best for The past year was a very productive one for Hydrex with our diving teams almost constantly on the road to assist ships around the world promises to be equally busy with several big jobs already in the pipeline. It s not only our diving-technician teams and our technical departments that have been working hard in We have also combined our Hydrex and Ecospeed magazines and expanded the content to provide you with a more comprehensive account of the activities of the Hydrex group. This gives us the opportunity to write about more of the smaller but interesting operations as well as publishing longer feature articles on specific topics of interest. The first feature in this magazine deals with underwater thruster operations. In 2010 Hydrex carried out many bow thruster and azimuth thruster operations, a short summary of which you can find in the article. By carrying out these operations underwater, Hydrex gives its customers the opportunity to have a defected thruster unit removed, overhauled and reinstalled without having to take the vessel to drydock. With our unique flexible mobdock technique, both sides of the thruster tunnel can be closed off. This enables us to create a dry environment underwater in which our diver-technicians can also reinstall the propeller blades of an overhauled thruster or perform repair work on a specific part without removing the unit. Not having to drydock is a distinct advantage since the repair can be carried out wherever the ship is with minimal interruption to operations. In the second feature we take a closer look at the benefits that an Ecospeed application can offer during drydocking to everyone involved. We spoke to three experts and have tried to offer our readers a broader view of what makes the Ecospeed underwater hull coating stand out from other systems. Together with the publication of our revamped magazine we have also begun publication of a series of white papers related to underwater hull protection, maintenance and repair. A short abstract of the second of these white papers can be found in this magazine. The full version of each of these papers can be downloaded from both our websites ( and This magazine also includes Hydrex operations from around the world and an interview with Hydrex Senior Diver Willem Hopmans who started his career salvaging lost munitions from World War II. I hope you enjoy reading this magazine and if you have any questions about any of the articles or one of our services, please do not hesitate to contact us. Best regards Boud van Rompay Underwater bow thruster repair/replacement. ISO 9001 certified To receive a free copy, fax to: Hydrex N.V or to hydrex@hydrex.be 4

5 Underwater bow thruster repair/replacement Hydrex was the first company to show that it was possible to remove and then replace thrusters by creating a dry environment underwater. Using the Hydrex-developed steel mobdocks to seal off the thruster tunnel, with an access shaft protruding above the water, work teams accessed the thruster tunnel and removed or repaired the thruster within the tunnel in complete safety. This was done in conditions similar to above water. without removing the unit. These operations are carried out in partnership with Dutch thruster specialist AEGIR- Marine Propulsion Service. used the flexible mobdock technique on numerous occasions for bow thruster operations around the world, thus winning for Hydrex the prestigious Ship Repair and Conversion Award at Lloyd s List Global Awards Some cases in point from the past year. Underwater azimuth thruster operations in Gabon and Spain Hydrex has since then developed this technology further using lightweight Hydrex divers can replace the blades or seals and perform repair work on a specific part of the bow thruster without removing the unit. flexible mobdocks. These modernized mobdocks, which are designed to be easily transported around the world, are used to close off the thruster tunnel on both sides. This allows divers to work in a dry environment around the unit and enables them to reinstall the propeller blades of an overhauled 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. In the last few years Hydrex divers have Large tailor made mobdock used during azimuth thruster operation in Gabon. When one of the four 40 ton swing-up azimuth thrusters of an offshore crane barge which was servicing rigs on an oil field off the coast of Gabon malfunctioned, Hydrex was called in to Work on thruster unit inside closed off thruster tunnel. thruster inside the thruster tunnel after the unit has been secured. They can also replace the blades or seals and perform repair work on a specific part 5 40 ton thruster lowered onto support unit.

6 and organization to ensure that all went smoothly. There were detailed safety and technical procedures that had to be met in order to access the thruster from within the engine room as the thruster was located outside the vessel under the water line. Despite this, all technical work was performed smoothly by qualified Hydrex divertechnicians. They worked in shifts to finish the operation as soon as possible and without any loss of quality. More recently Hydrex mobilized equipment and a diver-technician Spare thruster unit brought onto work barge. By taking advantage of one of our workboats stationed at the Algeciras office, all necessary equipment was mobilized to Cartagena where the semi-sub vessel was given a full maintenance service as part of the prepararemove the thruster and perform the necessary repair work while the unit remained at anchor just outside the field. While it is possible to maintain location with three thrusters, the fourth needed to be repaired straight away. This had to be done in the short timeframe in between two scheduled operations, which was the only time the barge could leave the oil field. All repairs and other servicing work needed therefore to be carried out before the start of the next operation. A similar operation had been planned and carried out by Hydrex three years ago. Just as with the recent operation, going to drydock had not been an option as the nearest suitable location "The operation was carried out in a safe, professional and time efficient manner, which is not less than what we have grown to expect from Hydrex. Bolts secured to complete thruster repair. was South Africa and this would extend the repairs far beyond the available timeframe. For this reason a large mobdock (measuring 9 x 6 x 2 meters and weighing over 25 tons by itself) was constructed under Hydrex supervision in Belgium after which it was transported to Gabon. There it was stored after the repair to be used at short notice whenever future repairs were required on the thrusters. This allowed for a very fast mobilization and execution of the operation carried out at the beginning of Overhauled azimuth thruster lowered back into the water. team to perform a class approved operation on the heavy-lift semi-sub crane vessel Saipem The inspection and the underwater removal and reinstallation of one of its 60 ton azimuth thrusters were performed in Cartagena, Spain. It was an extremely precise operation requiring a great deal of coordination 6 Overhauled azimuth thruster guided under water with wires.

7 thrusters had suffered damage on the leading edges. Hydrex was asked to perform repair work on these blades in addition to the thruster renewal. Both operations were successfully performed under the supervision of the factory representative and the classification surveyors. Hydrex diver-technician guiding azimuth thruster during removal. Hydrex had performed maintenance and repair work for this customer before. Familiar with our procedures, he asked us to send an experienced and fully certified diver-technician team to carry out a detailed and high tions for an operation in the Gulf of Mexico. The operation started with a class approved UWILD inspection of the two hulls and all twelve of the vessel s azimuth thrusters. "During the operation the team worked in shifts to make sure that the repair would be finished before the vessel had to depart." The inspection revealed that two of the propeller blades of one of the quality underwater inspection and azimuth thruster removal. According 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 By taking advantage of this technique damaged blades can be straightened underwater, allowing the ship to return to commercial operations without the need to drydock. 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. 7

8 Because of the tight schedule of the ship, the entire operation was planned and launched as rapidly as possible. Just days after the order was confirmed, the equipment and eight Hydrex diver-technicians arrived in Singapore where the team was completed with an additional work force supplied by our local support. Hydrex diver-technicians preparing the engine room for removal of a bow thruster unit in Singapore. The old bow thruster unit was removed from the tunnel and brought onto a work barge. From there it was transported to the workshop to be thoroughly examined to determine what had gone wrong. In the meantime the spare thruster had been prepared and was subsequently brought Overhauled bow thruster prior to reinstallation. to Mr. Maarten Heitling, the customer s Manager Lifting Fleet, the work went very well. The team and equipment was readily available for the task and the operation was carried out in a safe, professional and timeefficient manner, which is not less than what we have grown to expect from Hydrex. Underwater bow thruster replacements in harsh conditions When a 300 metre container vessel lost the blades of its bow thruster, "Hydrex s flexibility allowed the company s technical department to adapt the repair to the vessel's sailing schedule." inside the thruster tunnel and secured. The Hydrex team then installed the propeller blades. During this operation the diver-technician teams worked in shifts to make sure that the repair would be finished before the vessel had to depart and this despite the unavoidable loss of time that the poor weather conditions brought about. The vessel could once again use its thruster to maneuver inside ports without depending on external assistance. Last October Hydrex diver-technicians carried out another bow thruster operation on a container vessel in Bow thruster unit brought to surface in Singapore. Hydrex was asked to remove the damaged thruster and replace it with a spare one. The operation was carried out while the vessel was at anchor in Singapore. Hydrex team members manoeuvring thruster unit. 8

9 Singapore, this time on a 380 meter ship that only needed the removal of its bow thruster unit. The superintendent of the ship was very satisfied with the operation. He said that the job was completed well within the time frame of 40 hours thanks to good team work of the Hydrex divers, the ship staff and the floating crane operator. HYDREX OFFICE FULLY OPERATIONAL AT THE STRAIT OF GIBRALTAR Closer to home and in better weather circumstances, Hydrex carried out the removal, transportation and reinstallation of a bow thruster unit in stages in several locations to allow the vessel to keep to its sailing schedule. A 334 metre container vessel had to use the services of a tug boat for port maneuvering due to a malfunctioning thruster unit and its owners commissioned Hydrex to take care of the entire overhaul. After the bow thruster unit had been removed it was transported to the Hydrex Fast Response Center and sent on to Norway for repairs. As soon as the overhauled gearbox returned to the Hydrex headquarters it was mobilized to the container vessel s next port of call for reinstallation. The vessel can now maneuver inside ports again without the need of a tugboat. Hydrex s flexibility allowed the company s technical department to adapt the different parts of the repair to the sailing schedule. The operation was carried out in Rotterdam, Southampton, Le Havre, Dunkirk, Hamburg and finally Rotterdam and Southampton again. Despite these multiple locations, the delay for the customer was reduced to the absolute minimum. The removal and reinstallation of the bow thruster unit under water made it unnecessary for the vessel to go into drydock. Our Hydrex office in Algeciras, Spain offers a large variety of maintenance programs and repair works for ship owners and the offshore industry, both underwater and above water. Underwater maintenance services include hull cleanings, propeller polishings, class accepted surveys and tail-shaft wear down readings. Underwater repair work consists of propeller repairs, shell plating crack repairs, mobdock repairs, rudder pintle repairs and any type of welding work. Hydrex Spain Poligono Industrial Palmones II Calle Dragaminas Nave N Algeciras Spain Hydrex Spain also offers a wide range of above water operations including accomodation ladder repairs, anchor and chain work, cell guide repairs, crane repairs, hatch cover repairs and mechanical and engine works. Hydrex Spain is fully geared to carry out repairs at anchorage and in port. All operations are certified by the classification societies and are carried out by highly qualified divers and technicians all of which have extensive experience. Phone: (24/7) Fax: info@hydrex.es 9

10 Applying Ecospeed Ship Hull Performance Technology: A discussion with three experts on underwater ship hull coatings Alot has been written on the advantages of the Ecospeed underwater ship hull coating system. The coating offers many long term benefits to ship owners, ship managers and operators and this both from an economical and ecological point of view. The more practical and direct advantages of Ecospeed have been tackled much less. In this article we take a closer look at how applying Ecospeed to a vessel can save a lot of worries, time and hassle during dockings for superintendents and shipyards, as well as saving expenses for the owner. The experts To get a clear idea of how exactly Ecospeed compares to other paint systems during application and future drydockings, we talked to Mr. Mike Novak, a marine consultant in Fort Lauderdale who has been providing services for Hydrex, Mr. Gunnar Ackx, co-owner and managing director of SCICON Worldwide, an The flexibility of the Ecospeed system allows for application during the block phase. independent coating inspection and consulting office, and Mr. Pieter Gysel who has been working as an Ecospeed inspector with Hydrex since Over three decades of evolution in the ship coating industry Mike Novak has been involved in the marine industry for more than three decades. He has seen an enormous evolution in underwater ship hull paint and coating systems over the years. When I was involved with one of the first operators to use a hydrophilic co-polymer coating. It was applied directly over what was then the standard copper anti-foulant. These hydrophilic coatings looked like a cataract film over the copper according to him. It was the first time I d seen a hull stay clean for five years without drydocking. However, the ship was mostly at anchor in tropical waters, where the delicate nature of the coating wasn t an issue because it didn t suffer damage from abrasion, Despite some supplier claims to the contrary, most coatings did not provide for the most basic objective: to protect the steel from corrosion and prevent the hull from roughening with age. Mr. Mike Novak, a marine consultant who has been involved in the marine industry for more than three decades. commercial ships in the Seventies and Eighties, he explains I was always looking for new technologies to improve ship hull performance. I was 10 contact with a pier, tugs, etc. Today that coating wouldn t survive, given the nature of operations.

11 Over the course of his career Mike Novak has worked with commercial, military and cruise ships and has seen at least a hundred ships in drydock, all of which had underwater hull coating systems. Of course, seeing the hulls in the course of over three decades, I usually saw the latest developments in applied coatings. With the exception of the newest technologies, which have emerged since 2000, they usually consisted of a number of layers of different types of paint: a primer, then one or two layers of an anti-corrosive, then a tie coat (a single coat that provides adhesion between two different coats of paint), and finally one or more layers of an anti-foulant containing biocides. Mr. Novak told us that despite some supplier claims to the contrary, almost none of those coatings provided for the most basic objective of the hull coating which was to protect the steel from corrosion and prevent the hull from roughening with age. When ships came into drydock, it was not uncommon to observe delamination of different paint layers, he continues. We d also see evidence of corrosion and hull roughening. Repairs of the underwater hull coating systems greater than five percent of the underwater area, and up to and including complete replacement of the hull coating, were not uncommon. This resulted in significant cost to the ship owners, both in terms of cost of materials and labor, and in fuel costs due to the roughened conditions of the hulls. So it s easy to see that the total ownership cost (TOC) of a vessel would drop for a ship operating with hull that is effectively protected. When Novak became aware of Ecospeed in 2009 he was intrigued with its claims and characteristics. This was the first coating for which a 10-year guarantee was possible, he says. Ecospeed s producer also claimed that it was an extremely hard coating with optimized hydrodynamics that could be easily maintained in service. When the company approached me in my capacity as a marine consultant I remembered how curious and interested I d been in exa- Mr. Pieter Gysel, a Nace certified Ecospeed inspector during the recent drydocking of a cruise vessel in the Bahamas. 11 Ecospeed inspector during thruster tunnel application. mining this new technology. It has a huge potential for reducing total cost of ownership with the vessel, I thought, but I wanted to learn more. Since then Mr. Novak read the reports of ships in service and their experience with the product in harsh Recently, I ve observed three ships with 2- to 3-year-old coatings of Ecospeed. There was no separation of the coating from the hull and there were no rust blisters that would be indicative of anti-corrosive failure. environments, such as ice-going and icebreaking operations. He learned about the technology, the coating s composition, the process of coating development, and the inventor s objectives. I m also attracted greatly to the environmentally friendly aspects of the product. Studies done in the EU, by the Netherlands in particular, have determined that in-water cleaning the hull with Ecospeed produced no materials that were toxic to the marine environment. Recently, I ve observed three ships with 2- to 3- year-old coatings of Ecospeed. The ships came out of the water with clean hulls. There was no separation of the coating from the hull, there were no rust blisters that would be indicative of anti-corrosive failure, and the overall hull was smooth.

12 High quality application the secret of long term durability The reason for the pristine condition of the Ecospeed coating after several service years is very simple according to Mr. Gunnar Ackx, managing director of SCICON Worldwide. Flexibility as well as their highly trained, experienced and certified coating inspectors are some of the key reasons why SCICON is sought after internationally for paint inspections on underwater hull coating projects. SCICON provides clients with various inspection and consulting services in the field of corrosion protection of steel, concrete, and other surfaces in just about any industry. SCICON's main focus is Europe, but they have clients in several countries around the world. As a coating inspector and consultant, Gunnar Ackx has had the opportunity to inspect and assist the very first Ecospeed application, eight years ago. When I first saw the ship come out of the water and noticed how banged up the hull was, my first reaction was: This is never going to work. But that best value for money in the corrosion protection business, irrespective of the type of coating project, he says. We always advocate that surface preparation is the foundation of any coating system. So as soon as you start tampering with the quality of the surface There are very substantial benefits in stripping away all the old paint; immediate fuel savings of up to 8-10% are very realistic numbers. job certainly did prove me wrong. I have been amazed at Ecospeed s performance ever since. To Mr. Ackx it is clear that the high quality of an Ecospeed application is key to the excellent results obtained with the coating. An SSPC-SP10 / ISO Sa 2.5 blast cleanliness is still the preparation, you will tamper with the total quality, hence service life of ANY coating. A proverb that we often use during our inspection assignments is: If you fail to prepare, prepare to fail which says a lot about the above. Of course an SSPC-SP10 / ISO Sa 2.5 blast cleanliness is not the cheapest of surface preparations you can get and can sometimes be somewhat challenging in a drydocking situation. However, you will only have to do it once! Because once you have applied the 2-coat Ecospeed hull coating, you ll never have to reblast again, throughout the entire service life of the ship. Ecospeed inspector Pieter Gysel, who is a certified NACE inspector, confirms the importance of a quality standard during application. We have had access to very extensive research in this field and especially regarding the decay or degradation of paint systems over drydocking intervals, he explains. Most of the time the effect of this degradation of the paint system and the build up of paint layers on the fuel efficiency of the ship has been largely underestimated. Ideally, during a second special survey of a ship in drydock there are very substantial benefits in stripping away all the old paint; immediate fuel savings of up to 8-10% are very realistic numbers. Ecospeed is easily applied in only two layers. If the Ecospeed coating is applied correctly this build up of paint layers can 12

13 Worldwide network of offices and service stations Underwater solutions avoid drydocking Offshore repair and maintenance services Fully trained and certified diver-technicians Ship hull cleaning equipment designed specifically for offshore operations Fast response centers with instant mobilizable equipment Turnkey underwater solutions for the offshore industry Phone: (24/7) Fax: hydrex@hydrex.be 13

14 Mr. Gunnar Ackx, co-owner and managing director of SCICON Worldwide bvba. be avoided. We pride ourselves on the durability of Ecospeed and any paint system is only as good as it is applied, says Mr. Gysel. We therefore insist that one of our paint engineers is present and available for the painters on every job, not only to check the conditions during the painting process, but also to work closely with them and to make sure that we have a very easy and smooth application. This, I learned, is very different from industry standards. Because we are closely involved with the application, we know exactly what has happened during the painting process. We offer a ten year warranty, not only on the quality of the paint material itself but also on the surface preparation, on the application itself and on any underwater maintenance that needs to be carried out. This is a very extensive guarantee we offer. cooperation with the shipyard, making sure that the product is applied according to our standards and thus that the results will be there for the shipowner for the next ten years and beyond. Cost of application and maintenance in relation to total ownership cost If an owner really has problems with the cost of such surface preparation, Gunnar usually sits down with them to do the math on the alternatives. If you reapply 2, 3 to 4 layers of antifouling coating on the entire hull and are re-doing the above every 3 to 5 years, you inevitably come to a point where there are too many layers of coating on the ship s hull. Gunnar then tells them that, This will degrade the quality of the coating even more easily and rapidly because of the internal stresses being built up in the coating, resulting in a required full reblast, probably every 10 years or so. He recalls a recent drydocking of a large cruise vessel where some 2.0 to 2.5 mm thick old coating system was removed completely. It probably consisted of up to 15 or more layers, which were continuously flaking off here and there and were patch-repaired for a number of years. If you make such a calculation over, say, a 25-year service life and compare that with the initial cost of the Ecospeed application combined with the very minimal maintenance Flexible and easy to learn application process The high standard that Hydrex demands for an Ecospeed application does not mean that learning to work with the coating is a difficult process nor that the application itself is hard to schedule or carry out. According to Mr. Gysel, applying Ecospeed is quite straightforward. Common sense needs to be used with every single paint application, he explains. We are stricter on the pot life and the thorough cleaning of equipment, but in general it paints like any other paint. We re very happy to see that most applicators are quite familiar with hard solid paints and they know the tricks of the trade. It s interesting for us to learn from them and vice versa. In general I see very good teamwork on all sides. Mr. Ackx has had similar experiences. In the last couple of years our inspectors have probably inspected close to 100 Ecospeed jobs and every time the specifications were followed by the coating contractor, the application went very well and smoothly. The Ecospeed coating also offers a tremendous flexibility to the shipyard. The minimum overcoating time is three to four hours, which means that, for smaller surfaces such as rudders, propellers or bow thrusters, the two coats required can often be applied in Because Ecospeed consists of only 2 coats and has quick and flexible overcoating times, the application can easily be scheduled around other work taking place. Hydrex works with a team of highly certified, highly qualified paint inspectors. These inspectors have been working with Ecospeed for years, says Pieter Gysel. They are not only familiar with Ecospeed, but with a wide variety of paint systems. They are also very important in terms of it requires, it doesn t take a rocket scientist to figure out which is more economical. And that is not even taking into account possible reduced drydocking times and fuel savings because of some other characteristics of the Ecospeed hull coating. one single day. If blasting is done overnight and approved after morning inspection, the object to be coated can be ready by nightfall. Mr. Ackx tell us. As the coating inspector, you rarely come in at the exact right time when the yard is ready to start blasting and/or coating. Especially 14

15 during drydockings, there is a lot more going on than just the hull coating, which can easily interfere with the planning of your project. Because of the fact that Ecospeed consists of only 2 coats and has quick and flexible overcoating times, this often allows the Ecospeed job to be scheduled around other work taking place, resulting in minimal interference between various activities. He recalls a drydocking in Malaysia, where the weather is notoriously unpredictable: They were applying Ecospeed onto the vertical sides of a ship with steel temperatures up to 39 C because of the sun when five minutes later a thunderstorm passed by and chased everyone underneath the ship. After the storm had passed, I expected the coating to have sustained quite some rain impact damage, but to my surprise the coating was curing so rapidly on the hot steel surface that absolutely no rain damage was visible at all. There were also no signs of solvent-entrapment whatsoever, which sometimes occurs when solvent based coatings are applied onto too hot of a surface. Twenty minutes later the hull had dried up and we could continue spraying again. Ecospeed only requires two layers of 500 µm each. This is also a major With Ecospeed only minor touch ups need to be carried out. These can easily be done during a short drydock visit. advantage compared with other hull coatings. Whether you re looking at classic antifouling coating systems which easily have five coating layers to be applied, or when comparing Ecospeed to some of the newer silicone based hull coatings, which also consist of four to five layers of coating to be applied, a two coat application is always going to be quicker, cheaper and more flexible, explains Gunnar Ackx. Pieter Gysel also praises the flexibility of an Ecospeed application: We can adapt the coating schedule to that of the yard and it does not have to be the other way around. Traditionally a paint application schedule is defined first by surface preparation and second by the weather conditions, which are very difficult to predict. In this respect the application of Ecospeed is easier to adapt to the application windows that become available. You can apply the coating quite rapidly on a prepared surface and the possible overcoat time goes from three hours to very extended periods of time. Depending on what the shipyard likes to see, we can just adapt the schedule. We can immediately apply the second (final) coat or wait a few weeks to complete the job. Easier to plan drydockings for the rest of the vessel s service life The durability of Ecospeed makes the planning of future drydockings far easier for the shipowner and the shipyard. Mr. Gysel has witnessed that FULLY OPERATIONAL IN NORTH AMERICA Hydrex US is prepared to mobilize immediately and is capable of efficiently servicing offshore units and ships calling ports in Canada, North, Central and South America as well as the Caribbean. Saving significant amounts of time, trouble and expense through its on-site work, Hydrex services range from a complete review of a vessel s external condition all the way through to highly technical major repairs or replacements of a ship s external underwater equipment and machinery. Repairs to thrusters, propellers, rudders, stern tube seals, damaged or corroded hulls and all other underwater services are done by professional teams trained Hydrex US 604 Druid Rd, Clearwater, FL and qualified to carry out complex technical tasks underwater while the vessel is in-situ. Phone: (24/7) Fax: info@hydrex.us 15

16 spot blasting and touch up as well. After a couple of recoating cycles, the total coating system becomes increasingly weaker, resulting in more repairs and maintenance that needs to be done with every drydocking and this up to the point where the entire underwater hull needs to be fully reblasted. An Ecospeed application is adapted to the shipyard s schedule and not the other way around. shipowners will not have to do any repainting beyond minor touch ups, if needed. These can easily be done during a short drydock visit, he says. This is in contrast to the full renewal of paint layers that is needed with other paint systems. We make sure that we have a good application from the start because the result in terms of durability and long term performance of the paint system is defined by the initial application. We have a coating system that lasts the lifetime of the vessel; the initial application is therefore critical for the success of the coating. Mr. Ackx confirms that if a ship coated with Ecospeed comes into drydock after some years of service, the planning of this docking is so much simpler than with vessels coated with other underwater hull paint systems. I have had the opportunity of witnessing the drydocking of a number of vessels, with different types of hull Mr. Ackx says that the newer hull coatings such as silicone based coatings provide for better performance in that department, but also come with a higher initial installation cost. Having seen a silicone based antifouling on a ship that was drydocked after some three years of service, I must admit that the hull looked very good and could be cleaned quite easily. The problem is that such a coating is soft and has relatively limited thickness. Hence there were quite some mechanical damages all the way through the coating, down to the steel, resulting in hull corrosion. He compares this to an Ecospeed hull coating coming in for drydocking. You see that the damage is so limited on an Ecospeed hull coating that it can easily be seen, which makes it easier to repair and to maintain. During the recent drydocking of a large, Ecospeed coated cruise vessel which had run aground, resulting in the buckling of some 40 meters of bottom plate, only a very limited number of scratches down to the substrate When repainting the underwater hull can be taken out of the equation for the choice of location and season for drydocking, the story becomes a lot easier for everybody involved. coatings. With classic antifoulings, most people in the shipping industry know what s happening: the antifouling has to be renewed every three to five years, maximum, during which there will also easily be five, ten or more percent of corrosion present on the underwater hull, which requires 16 were observed. On 90% of the 40 m 2 affected, Ecospeed only showed superficial scratches and still adhered perfectly to the steel. Mike Novak was also present during this drydocking. When I saw this cruise vessel my first thought was,

17 Now there s a ship that is saving fuel. To see a hull in such clean and sound condition convinced me that Ecospeed has tremendous potential for reducing operating costs in particular fuel as well as hull coating maintenance costs. This was the first ship, commercial, military or cruise, that I d seen come to a normal drydocking cycle with such a clean and smooth hull. For quite a number of ships the amount of time they spend in drydock is directly related to painting the underwater hull, says Mr. Gysel. When repainting the underwater hull can be taken out of the equation for the choice of location and season for drydocking, then the story becomes a lot easier for superintendents, for the shipyards, for everybody involved. Easy and environmentally friendly fouling removal The standard procedure for shipyards when a ship enters drydock is a general wash of the ship hull to clear away any fouling and residues, especially salt residues that may adhere to the paint system. What we see with Ecospeed, explains Mr. Gysel, is that after the high pressure washing the coating is always in a brand new, excellent condition. The surface texture is very smooth. The high pressure washing reveals without exception that Ecospeed does not need any additional paint layers. We also see a very big difference between cleaning Ecospeed and other paints, he continues. When washing an antifouling paint in drydock, everything on the bottom of the drydock is discolored with a dirty red water filled with toxins, and the antifouling paint spreads everywhere on the bottom of the drydock. With Ecospeed, none of the paint material is lost. It s clean water that you see. Only the fouling is removed. The coating stays on the ship instead of dispersing in the water and contaminating the shipyard and the surrounding waters. Summary We hope that the words of the experts have helped communicate the practical aspects of applying Ecospeed, the differences between Ecospeed and other underwater hull coatings, and the low cost-to-savings ratio that can be obtained by using Ecospeed to protect the underwater hull of any vessel afloat today. If you have any questions about Ecospeed, its application and use, please contact us at info@ecospeed.be. We will get your questions answered and, if of general interest, will publish your question with the answer in a future edition of The Hydrex Magazine. 17

18 Hydrex around the world Inspection and hull repair on a semi-submersible vessel in Malaysia Last month a Hydrex diver-technician team performed a full inspection and repair of the damaged area of the hull of a drilling vessel during its stay at Labuan, which is the main island of the Malaysian Federation. Semi submersible vessel during its stay in Malaysia. Doubler plate covering cavitation hole. During the inspection the team located a cavitation hole which they blanked with a temporary wooden plug to keep the water out while they prepared to area around the hole for installation of a doubler plate. This doubler plate, measuring 300 mm x 300 mm, was then positioned over the in-water side of the damage area and secured with full penetration weld. The hole was then also closed on the onboard side with clad welding and a doubler plate. An ABS inspector was present during the entire operation to give his approval. The repair was carried out to the satisfaction of the customer s operations managers who congratulated the team for the excellent job they performed. Ecospeed rudder application on container vessels in Dubai Within a couple of weeks two container vessels had their rudders coated with Ecospeed in the same shipyard in Dubai. Earlier several other vessels of the same owner were also given the same treatment. The decision to use Ecospeed was made by the shipowner after cavitation damage had appeared on the rudders of several of his container vessels. These rudders are given lasting protection by Ecospeed against rudder cavitation which will prevent similar damage from occurring again. Ecospeed will remain intact for the lifetime of the vessel and is guaranteed for ten years. The rudder will not have to be repainted during future drydockings and extensive repairs will not 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. Container vessel s rudder given lasting protection with Ecospeed. 18

19 Pipe repair in Algeciras in the wake of big storm AHydrex diver-technician team mobilized with one of the workboats from our office in Algeciras to carry out a pipe repair on a LPG Tanker during the vessel s stop in Algeciras. When the team arrived at the ship s location the current was extremely heavy and the operation had to be postponed until the storm had passed and the safety of the divers could be guaranteed again. The operation started with preparations for the welding work inside the engine room. At the same time a cofferdam was installed and secured underwater over the location of the pipe. The team could then disconnect the inside piping and remove the old pipe. The new pipe was then fitted, secured and welded according to the Hydrex class approved welding procedures. The attending ABS surveyor, the owner of the vessel and the ship s Preparation of new pipe at the Hydrex fast response centre. superintendent were all very satisfied with the way the team performed the operation. IN-SITU BOW THRUSTER OPERATIONS The Hydrex lightweight flexible 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 flexible 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. hydrex@hydrex.be Phone: (24/7) Fax:

20 HYDREX OFFICES IN INDIA READY TO MOBILIZE Hydrex has two fully staffed offices in India. One in Mumbai and one on Visakhapatnam, covering the East and the West Coast of India. Equipped with a complete array of Hydrex diving and repair equipment, both offices are ready to carry out any necessary repair and maintenance work and provide preventive as well as problem solving services. All operations will be carried out by professional Hydrex teams, trained and qualified to perform complex technical tasks underwater. All procedures are fully approved by all major classification societies. Hydrex Mumbai Phone/Fax: (24/7) mumbai@hydrex.be Hydrex Vishakhapatnam Phone/Fax: (24/7) vishakhapatnam@hydrex.be Transducer renewal on crude oil tanker at anchorage in Benin Hydrex divers and technicians worked together with a local support base to renew the transducer of a 333 meter crude oil tanker at anchorage in Cotonou, Benin. The necessary equipment was arranged by the local support base in close communication with the Hydrex technical department. When the Hydrex team and the equipment arrived with the vessel, the operation started with the blanking of the housing of the transducer from the outside. The transducer could then be replaced Recently the rudder of a 210 meter container vessel was coated with Ecospeed during its drydocking in Bremerhaven. The rudder had suffered cavitation damage and the owner wanted to make sure that the damage would not recur. 20 Transducer replacement in Benin performed in cooperation with local support base. from the inside without water coming in. After the new transducer was in place, the plug was removed, concluding the operation very successfully. Rudder given lasting protection with Ecospeed in Bremerhaven A great deal of effort goes into the design and manufacturing of rudders because they are obviously a key part of a vessel. Therefore they ought to be protected properly. Ecospeed s durability provides this protection because the coating will remain intact for the lifetime of the vessel. Tests in a flow channel have confirmed that Ecospeed performs extremely 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 occurred on the test patch coated with Ecospeed. The tests were sponsored by the French MOD/DGA and were carried out by DCNS at LEGI in Grenoble. More and more shipowners are finding that Ecospeed coating is the most effective guarantee of a trouble-free rudder on their vessels. Ecospeed is applied in two layers after grit blasting.

21 Ship hull performance improved even further after conditioning One year after its entire underwater hull was coated using the Ecospeed hull performance technology at Swansea drydocks in Wales, the cruise vessel Saga Pearl II s hull was conditioned underwater in Ghent, Belgium. The conditioning was carried out together with a quick and simple cleaning which removed the small amount of marine fouling that had attached to the hull, consisting mainly of a thin layer of slime. The entire operation was performed underwater without interfering with the ship s schedule. This conditioning is what makes Ecospeed unique. It is carried out with specially designed tools and brings the smoothness of the coating s surface to an optimum condition by aligning the glass platelets inside the vinyl ester matrix. This allows for an improvement of Ecospeed s surface charac- Ecospeed conditioning is carried out with specially designed tools. teristics with each further hull cleaning throughout the service life of the vessel. It sets Ecospeed entirely apart from antifouling and foul-release paints that deteriorate over time. HYDREX WEST AFRICA IN PORT GENTIL, GABON Hydrex West Africa is situated in Port Gentil, Gabon right next to Cape Lopez Bay. Working closely together with the headquarters in Antwerp the office can benefit from Hydrex s long tradition in the ship repair and offshore industry. Port Gentil is a general and bulk cargo port. It is the only port on the Gabon coast with a bunkering service. The sheltered bay is ideally suited for in-water work. This combined with its central location on the African West coast makes it the ideal place to have repair or maintenance work carried out on a ship, barge or rig in optimal circumstances. Hydrex West Africa can mobilize teams immediately to service vessels and offshore units in Port Gentil or any other suitable location in West Africa. A good example of this is the recent removal, repair and reinstallation of a 40 ton swing-up azimuth thruster of an offshore crane barge that was servicing rigs in an oil field off the coast of Gabon. The entire operation was performed while the unit stayed at anchorage just outside the oil field. Hydrex West Africa Sis TLC/ Cité Shell BP 2160 Port Gentil - Gabon Phone : (24/7) westafrica@hydrex.be 21

22 SHIP HULL PERFORMANCE TECHNOLOGY Ecospeed ship hull performance technology lasts the lifetime of the vessel. The need for full repaints during future drydockings is eliminated. An impermeable and extremely tough coating is combined with an underwater cleaning system keeping the hull roughness at an optimum level and resulting in a major saving in fuel. a Ecospeed is a 100% non-toxic technology and is guaranteed for 10 years. Its surface texture will improve over time with regular inwater hull maintenance. Phone: Fax: info@ecospeed.be 22

23 From lost World War II munitions to performing underwater repairs all around the world An interview with Willem Hopmans, Hydrex Senior Diver Willem Hopmans has been with Hydrex for seven years and has seen the organization grow from a company with only one office to a constantly expanding international group with fullyequipped offices in Antwerp, Spain, U.S.A., Gabon and India. While he rose through the ranks, the number of divers working for Hydrex full time has grown from less than twenty to over fifty. On a cold and snowy afternoon we sat together with Willem to talk about how he went from working in his father s car repair shop in Tilburg, the Netherlands, to being a Senior Diver with Hydrex. Hydrex: You are almost thirty three and have been working with Hydrex for seven years. Can you briefly tell us what you did in between high school and starting with us? Willem Hopmans: After graduation I started working in my father s auto repair shop. The plan was to take over the business from him but it soon became clear that there was no long term future for the shop. Our biggest customers were large car-leasing Hydrex Senior Diver Willem Hopmans. H: What did you do next? WH: I got a letter informing me that I needed to sign up for Military Service. This was right in the period when they abolished conscription in the Netherlands. Sometime later I got a second letter which said that I didn t need to go to the Army after all, but by then I had already decided that I wanted to go, so I signed up with the Marines for four years. I started as a student diver and then got promoted to Mine Counter Measure Diver, which is the highest available rank for divers. The that was exactly what made me decide to leave. On the few occasions when there was underwater damage to one of our vessels, an external diving company was contacted to perform the repairs. I felt that there was no opportunity for me to develop my career any further. I wanted to keep on working in the diving sector so I started working for a diving company. I only stayed with them for one year, because I still didn t feel that I was given enough opportunity to expand my diving knowledge and skills. I had seen the big helmet on the side of the depot, so I knew about Hydrex. When I started looking for a new job, I applied for a job as diver. companies who signed contracts for cars at a time. They realized that they could save a lot of money by hiring people to do the repairs inhouse. main part of our job was salvage: retrieving lost and abandoned explosives and munitions from World War II. There is quite a bit left under water, so this was almost a full time job. And H: And then you discovered Hydrex? WH: Yes. I lived, and still live, in the most Southern part of the Netherlands and we often came to Antwerp. I had seen the big helmet on the side of the depot, so I knew about Hydrex. When I started looking for work again, I applied for a job as diver with Hydrex and also with another company. To be honest, the decision to 23

24 Senior Diver Willem Hopmans is the diver performing the cleaning operation in one of Hydrex s most well known pictures. join Hydrex was purely a geographical one. Both companies offered me a similar package, but working in Antwerp would save me a lot of traveling time. Since then Hydrex has given me the opportunity to develop myself in so many ways that I have never regretted this decision. H: Did you start your career with Hydrex as student diver? WH: Yes. I did have the required diving certificates, but I had no familiarity with the shipping business. I also had no welding experience and had never carried out underwater repairs. They did however assure me that I would be able to climb the ranks pretty fast because of my diving experience. This turned out to be true. Hydrex was still a relatively small company back when I started here in 2003 and it wasn t long before I was appointed as team leader and also put in charge of handling the paper work on the job. A lot has changed in seven years and Hydrex has grown considerably. With so many more divers working for us, new student divers are given the opportunity to climb the ladder in their own time and learn the trade while working with more experienced divers. It also gives our technical department more options and breathing space when assembling teams for a job. H: You just arrived back from the Gulf of Mexico where you spent six months on board several drilling vessels as team leader of a large offshore cleaning operation. How do you cope with being away from home so long? WH: I have been away for long periods since I was very young. During my time with the Marines we often were on a mission for months and when we weren t we slept in the barracks during the week and only went home on weekends. It s been probably harder on my family and friends. Six months is also exceptional. Most jobs only take a couple of days up to one or two weeks and can be more easily planned in advance. This gives you and your relatives a much better idea of what to expect. H: Having a good line of communication with the Hydrex technical department is probably really important during a large and extensive operation like the one in the Gulf of Mexico? WH: Indeed. They re your link with the outside world. They also help you when you need any new equipment. When you re on a job for so long supplies run out. However, one phone call was enough. When we required something they immediately provided it for us. I remember asking our technical department for the strangest things, thinking they would never be able to send it or not in time, but they did, much to our amazement. H: The last 10 to 15 years Hydrex has been constantly expanding the possibilities of in-situ repairs to the point where we can now perform almost any repair underwater. When you started working for us in 2003, however, the Hydrex flexible mobdock technique had just been developed. How did you experience this evolution? WH: In 2005 I was part of the Hydrex team that performed the first dry underwater stern tube seal repair. I really feel like I have been part of it from the very beginning and have also helped in perfecting the technique. When we come back from an operation the guys in our research department listen to what you have to say. They know that your on-the-job When we come back from an operation the guys in our research department listen to what you have to say and they take the time to write down your suggestions. 24 experience is very important and they take the time to write down your suggestions and comments. I feel that this is a big part of what helps Hydrex to stay at the cutting edge: understanding that the combination between technical knowhow and

25 on-the-job experience helps you create the best products. H: A final question, from your experience with diving companies and operations, what sets Hydrex apart from the rest? WH: The equipment available for Hydrex diving teams is very up to date, which is very pleasant to work with. If changes or improvements need to be done to the equipment our technical department listens to the divers and make it happen. Another important aspect for me is that as a diver your skills are constantly tested because of the high quality and technologically advanced operations that Hydrex carries out. During these operations you are given respon- sibility and are allowed to think. In cooperation with our technical department, you can work out solutions for unexpected circumstances or constantly changing conditions. H: Thanks for this interview and enjoy some well-deserved time with your family and friends. White Papers from Hydrex HYDREX UNDERWATER HULL WHITE PAPER No. 2 The Slime Factor How to save 25% or more through advanced underwater hull maintenance technology Abstract All ship hulls and other submerged surfaces begin to acquire aquatic microorganisms almost as soon as they enter the water, despite any kind of antifouling or foul-release or other paint or coating. This aquatic life continues to build up over time if not removed. The degree of build-up depends on a variety of factors including the surface itself, the type of paint on the hull and its condition, the water in which the vessel is operating (e.g tropical, arctic, etc.), the motion or lack of motion of the hull and its speed if it is in motion. The build-up of marine fouling goes through stages as it increases over time. Figure 1. Build-up of marine biofouling (source: Davis and Williamson, 1995). This build-up of marine life on the hulls of ships, even in its early stages such as light slime, has a significant effect on the performance of the hull, increasing skin friction or drag. This, in turn, demands greater shaft power to achieve a particular speed or, conversely, causes a reduction in speed for a particular shaft power. The consequences are an immediate impact on the fuel consumption of vessel and on the CO2 and other emissions for a given trip. These increases are significant for an individual vessel. Multiplied over a fleet they can add up to an increase of millions of dollars a day in fuel alone. The CO2 emissions are similarly affected. Antifouling paints not immune This fouling occurs even on so-called antifouling paints which leach biocides in an attempt to kill the marine life and thus prevent fouling build-up, and on so-called foul-release coatings which are designed to be unsuitable for marine life to adhere to. The solution to this problem is to remove the fouling regularly so that it does not build up. Routine hull cleaning requires the right kind of underwater hull coating. If biocide leaching antifoulants are cleaned in the water they produce a sudden and marked increase in pollution of the marine environment. In fact, in-water cleaning of such paints has been forbidden by many port authorities for that reason. Their lifespan is also reduced which means more frequent drydocking for repainting. Coatings such as silicone based foul-release paints are easily damaged by in-water cleaning. 25

26 Since regular drydocking (say every 60 days) is simply not feasible, the underwater hull cleaning should be carried out in the water when needed. How to reap the benefits of effectively dealing with slime Since the rate at which the fouling builds up is not regular, depending on a number of variables, this brings us to the best approach using the best available technology: 1.Apply a hard coating to the underwater hull which does not pollute the environment when cleaned in the water and which is not damaged by in-water cleaning methods. 2.Monitor the build-up of fouling on the hull and propeller. Use the ship s speed with constant settings as the main indicator of a fouling problem. 3.When the speed of the ship drops by half a knot or a knot, all other factors being fairly constant, inspect the hull for slime. 4.Clean the hull in the water routinely to prevent the build-up even of slime. 5.Watch the fuel consumption for your ship or fleet reduce dramatically saving you far more than the cost of the monitoring and cleaning program. 6.Watch the CO2 emissions of your vessel or fleet reduce dramatically. ISO 9001 certified So you see that what we can term the slime factor and therefore the choice of hull coating and the implementation of a program for monitoring and inspecting the state of the hull as far as biofouling is concerned is not just a matter for the engineering department. It is of vital interest to the owner, the operator, the charterer and anyone else responsible for keeping the operating costs of the ship down. This white paper will help such people make the right decisions which will result in tremendous financial savings while at the same time ensuring that the ship or fleet s impact on the environment is minimal. It is a fresh look at a problem which has existed for the longest time without ever being satisfactorily solved. This white paper outlines the most advanced technology available to deal with The Slime Factor. To download the entire White Paper visit or 26

27 Permanent rudder repairs now possible without drydocking Hydrex has developed an entirely new method enabling permanent 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 engineers, 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 replacements 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. 27

28 Keeping ships in business Hydrex underwater technology and services provide high quality solutions to the repair and replacement problems encountered by ships and offshore vessels. We deliver a complete line of services that may reduce or avoid off-hire time entirely. From major projects to simple inspections, Hydrex has the worldwide facilities and capability to meet your demands. Drydocking is not necessary so time, trouble and expense are saved by doing work in-situ. Hydrex services cover highly technical major repairs or replacements of a ship s external underwater equipment such as thrusters, propellers, rudders, stern tube seals and damaged or corroded hulls. Headquarters Hydrex N.V. - Antwerp Phone: (24/7) hydrex@hydrex.be Hydrex Spain - Algeciras Phone: + 34 (956) (24/7) info@hydrex.es Hydrex LLC - Tampa, U.S.A. Phone: (24/7) info@hydrex.us Hydrex West Africa Port Gentil, Gabon Phone: (24/7) westafrica@hydrex.be Hydrex India - Mumbai Phone: (24/7) mumbai@hydrex.be Hydrex India -Vishakhaptnam Phone: (24/7) vishakhapatnam@hydrex.be