Feature 6 | MEDITERRANEAN/SOUTHERN EUROPE Ship repair results give ENVC a lift


Despite the difficulties caused by the impact of the global financial crisis, in 2009 ENVC had, in terms of ship repair results, its second best year ever.


work on LPG tankers, passenger ships and dredgers. The customer base was drawn mainly from Holland, Spain and Portugal. In addition pre-delivery dockings of a


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number of passenger/ro-ro ships and seismic vessels, built in Spanish yards, were carried out at ENVC. As well as normal work for this type of docking, the yard also fitted Schottel stern thrusters in some of the ships. One of the biggest projects for ENVC in


2009 was the outfitting of the 5300dwt ro-pax ship Abel Matutes which was in the yard from July to December last year. Te main scope of work included pipe outfitting, installation of the tailshaſt and other equipment, different mechanical works and hull treatment. The beginning of 2010 has started


well for ENVC, with a high number of enquiries received. However, ENVC says it is feeling strong pressure to cut prices and, consequently, it is becoming increasingly


he Portuguese shipyard ENVC undertook a wide range of repairs over the past year, including routine


ENVC has enjoyed a positive start to 2010 as far as repair activity is concerned.


difficult to remain competitive in the market. A spokesman for ENVC says: “Te prospects for the current year are very


uncertain, as owners are clearly cutting back on their expenses and doing mainly limited jobs, avoiding major repairs.” SRCT


Solstad vessels converted by Gibdock


Two offshore vessels have been through a significant conversion at Gibraltar’s Gibdock facility.


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olstad Offshore is redeploying two platform supply vessels as potable water and fuel oil carriers, to service


Brazil’s offshore rig market for Petrobras, aſter completion of a major conversion project at Gibdock. Te four week project saw the 2006-built Normand Trym in drydock and the 2008-built Normand Vibran alongside at the Gibraltar yard, in order that mud tanks on each vessel could be converted to store 1500m3


other tanks converted for 800m3


of fresh water storage, with of fuel oil


carriage. “We have undertaken routine repair


work for Solstad in the past, building up a solid relationship with a high value client,” says Richard Beards, Gibdock commercial director. “However, this is the first time we


have undertaken one of their conversion projects. Tis was an extensive job in terms of planning and complexity, while limited access to tanks made welding challenging and restricted the number of men on board at any given time, dictating the pace of work.” As well as general steelwork, the job


included installation of steel tank floors, which were prefabricated by Gibdock in order to minimise the need to weld in position. A 600mm cofferdam arrangement needed to be built into the tank bottoms on both vessels to satisfy class requirements. All converted tanks were blasted and coated, with a specialised 500 micron thick Sigma paint applied in a single operation. Te job also saw the No:1A ballast water tank blasted and coated for the carriage of fresh water.


Te modernisation of existing pipe and


valve work and the installation of new pipe work for fresh water carriage proved a demanding task, involving galvanisation. Extensive pre-planning and pre-fabrication was required for the conversion, and Gibdock also carried out Normand Trym’s scheduled dry-docking at the same time. On completion of the conversion project, considerable attention was paid to ensuring that all signage onboard both ships would meet Port State Control conditions for operating in Brazilian waters. “The fact that both vessels were


redelivered before deadline and under budget stands us in good stead to bid for future Solstad conversion work,” concludes Mr Beards. SRCT


Shiprepair and Conversion Technology 2nd Quarter 2010


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