Active with jobs around the world Fast and easy Ecospeed ...

hydrex.be

Active with jobs around the world Fast and easy Ecospeed ...

Active with jobs around

the world

Fast and easy Ecospeed

application offers many

benefits for shipyards

and shipowners

NEWS

LETTER | 186


Contents

Page 3 - 9

Three repairs carried out on

general cargo vessel at

anchorage in Gabon

On-site propeller

cropping in Ghent

Underwater stern tube seal

replacement on general

cargo vessel in Las Palmas

Page 12 - 18

Fast and easy Ecospeed

application offers many benefits

for shipyards and shipowners

KEEPING SHIPS

IN BUSINESS

KEEPING SHIPS

IN BUSINESS

ISO 9001

certified

Underwater services and

technology approved by:

Supreme Rudder

Protection

Ecospeed gives a very thorough

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 normally

caused by this phenomenon.

Without proper protection against

cavitation and the resulting erosion

and corrosion damage, the

Belgian headquarters

Phone: + 32 3 213 5318

Fax: + 32 3 213 5321

info@ecospeed.be

2

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 guaranteed

for ten years. At the most,

minor touch-ups will be required.

US Office

Phone: + 1 727 443 3900

Fax: + 1 727 443 3990

info@ecospeed.us

www.ecospeed.be


Three repairs carried out on general

cargo vessel at anchorage in Gabon

Hydrex diver/technicians carried

out three separate repairs on

a 118-meter general cargo vessel

while the ship was at anchorage

off the coast of Port Gentil, Gabon.

These on-site repairs allowed the

customer to save precious time

and money.

The entire operation was supervised

and coordinated by the Hydrex team

leader from inside a monitoring

station.

Bulbous bow repair

A detailed inspection of both the

outside and inside of the bulbous

bow revealed that the entire area

had been damaged. The bottom

of the bow was heavily indented

Active with jobs

around the world

(see pictures on the right). This

had caused serious deformation

of the structural framework in the

forepeak of the vessel (see pictures

below). There were also several

cracks and small holes in the hull

plating.

The Hydrex team installed 14 larger

doubler plates (see pictures at the top

of page 4), as well as many smaller

ones to close off the damaged area

from the rest of the vessel and prevent

leaks. Three additional frames

were also installed to reinforce the

bulkhead and to make sure that

the vessel could sail safely. Finally

crack arrests were drilled to prevent

the cracks from spreading

any further.

There were serious deformations of the structural framework in the forepeak.

3

The bottom of the bulbous bow was

heavily indented.


The Hydrex team installed 14 larger doubler frames, as well as many smaller ones.

The Hydrex technicians cut away the old plating around the brackets on the port side of one of the guiding frames in the

cargo hold.

The worn tubes (left) were also removed and replaced with new ones (right).

4


The inserts in the cargo hold bottom

plating were positioned and then secured

with a full penetration weld.

Insert repairs in bottom

plating

To repair holes in the bottom plating

of the cargo hold, the Hydrex diver/

technicians installed two insert

plates, measuring 600 x 600 mm and

500 x 450 mm (see pictures in the

top left corner of this page). After

they had cut away the damaged

areas they prepared the edges of

both holes. Next the new inserts

were positioned and kept in place

with screw docks. A full penetration

weld was then used to secure the

plates, finishing the second part of

the operation.

Installation of new brackets

on frame in cargo hold

Simultaneously with the other

two repairs, the Hydrex team also

replaced plating of the damaged

port side brackets of one of the large

container guiding frames in the cargo

hold (see pictures in the middle row

of page 4). Pins are pushed through

this plating and into tubes in the

hold wall to secure the frames. This

allows the crew to reposition the

frames or remove them according

to the requirements of the cargo that

is transported. The Hydrex techni-

Hydrex installed two inserts in the cargo hold and several new brackets on one

of the frames.

New pins were also fabricated to fit inside the new plating and tubes behind it.

5

cians cut away the old plating on

the frames as well as on the hold

wall and installed new plating with

full penetration welds. They also

replaced the old worn tubes in the

cargo hold wall and the securing

pins with new ones (see pictures on

the bottom row of page 4 and in the

top right corner of this page).

Carrying out these three repairs during

one operation while the vessel

was at anchorage illustrates the flexi-

bility and professionalism of Hydrex

and its staff members. The company’s

goal has always been to keep a vessel

out of drydock as much as possible

and to carry out needed repairs or

maintenance with the least possible

interruption to the sailing schedule.

With no drydock close by, this was

extremely important for this customer.

The Hydrex technical department

has the know-how and experience to

create tailor-made solutions for the

specific problems encountered by a

shipowner, while the diver/technicians

have been trained to perform

these operations in the shortest possible

time frame and without losing

the quality Hydrex is known for.

KEEPING SHIPS

IN BUSINESS

KEEPING SHIPS


When all four propeller

blades of a 100-meter general

cargo vessel were severely

bent, a repair was required by

the classification society. Hydrex

therefore performed a detailed

video inspection, followed by a

repair while the vessel was berthed

in Ghent, Belgium.

To make a full assessment of the

damage, the diver/technician team

first performed a detailed underwater

inspection of the blades. This revealed

that one blade was bent over

an angle of 15° while the other

three were bent over an angle of

On-site propeller

cropping in Ghent

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.

6

The Hydrex team prepares for the propeller blade cropping.


A video inspection revealed severe damage to the propeller blades. Beside being bent, the propeller blades

were also missing large chunks.

Cropping the blades restored the propeller’s balance.

All four blades of the propeller were cropped in the exact same manner.

7

90°. Because the damage was too

extensive, straightening these last

three blades was not an option. To

keep the balance of the propeller, it

was decided to crop all four blades at

the exact same position.

The information acquired during

the inspection was then used to

determine the correct measurements

needed for the cropping. The area

to be cropped was marked out on

the four blades and verified. The

team then cropped the blades one by

one and ground their edges to give

them the correct radius. When the

cropping was complete, the Hydrex

technicians polished the blades to

make sure that any remaining loss of

efficiency would be minimal.

This restored the propeller’s balance

and brought its performance as close

to its optimum performance as could

be achieved. The job was completed

on-site, saving the time, expense and

extra work of drydocking the vessel.

KEEPING SHIPS

IN BUSINESS

KEEPING SHIPS


Underwater stern tube seal replacement

on general cargo vessel in Las Palmas

Last month Hydrex mobilized

a diver/technician team to a

145-meter general cargo vessel in

Las Palmas, Spain when oil was

leaking from the stern tube seal

assembly of the ship. The team

used the Hydrex flexible mobock

technique to create a dry working

environment around the assembly

and replaced three damaged stern

tube seals on-site, in drydock-like

conditions.

The operation started with a thorough

underwater inspection of the stern

tube seal assembly. This revealed that

the rope guard was missing. The team

also found a rope entangled around

the assembly, damaging the stern tube

seals and causing the oil leak.

The Hydrex flexible mobdock is used to create a dry working environment underwater.

A rope was tangled around the stern tube seal assemby, damaging the seals.

8

Two of the split rings were then

disconnected and brought to the

surface to be cleaned. Next the diver/

technicians installed the Hydrex

flexible mobdock around the stern

tube seal assembly. This allowed

the team to work on the assembly

in dry conditions, a necessity for

permanent stern tube seal repairs.

The divers then replaced the three

seals one by one with new ones.

After these were bonded, the team

reassembled the entire unit and

pressure tests were carried out with

positive results. The flexible

mobdock was then removed, concluding

the repair. Because a new

rope guard could not be delivered

on time, the ship superintendent

decided to have it delivered to the

vessel’s next stop in Philadelphia,

U.S.A.


Hydrex diver/technician working inside the flexible mobdock.

After opening up the stern tube seal assembly, the divers could replace the seals.

In order to provide the customer

with the fastest possible response,

flexibility was essential throughout

the entire operation. Every day

a ship has to go off hire causes a

substantial loss of money. The team

therefore worked in shifts to perform

the stern tube seal repair within

the shortest possible time frame.

Keeping his vessel out of drydock

saved the customer a great deal of

time and money.

KEEPING SHIPS

IN BUSINESS

9 KEEPING SHIPS

On-site bow

thruster

repairs

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, nu-

merous 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.

Phone: + 32 3 213 5300 (24/7)

Fax: + 32 3 213 5321

hydrex@hydrex.be

www.hydrex.be


Fast and easy Ecospeed

application offers many benefits

for shipyards and shipowners

Alot has been written on the

advantages of the Ecospeed

underwater ship hull coating

system. The coating offers many

long term benefits to shipowners,

ship managers and operators and

this both from an economical as

well as ecological point of view.

The more practical and direct

advantages of Ecospeed have been

documented much less. In this

article we take a closer look at how

applying Ecospeed to a vessel can

save much worry, time and hassle

for superintendents and shipyards

during drydockings, as well as

save expenses for the owner.

Despite some supplier claims to the

contrary, almost no underwater hull

coating provides for the most basic

objective which is to protect the steel

from corrosion and prevent the hull

from ‘roughening’ with age. When

ships come into drydock, it is not

uncommon to observe delamination

of multiple paint layers. There is

often also evidence of corrosion

and hull roughening. Repairs of the

underwater hull coating systems

With Ecospeed no full repaint will be necessary during future drydockings.

12

An Ecospeed application is adapted to a ship yard’s schedule.

greater than 50 percent of the

underwater area, and up to and

including complete replacement of

the hull coating, are not uncommon.

This results in significant cost to

the shipowners, both in terms of

materials and labor, and in fuel costs

due to the roughened conditions

of the hulls and ultimately also in

frequent required drydocking-time.

So it’s easy to see that the total

ownership cost (TOC) of a vessel

would drop for a ship operating with

a hull that is effectively protected.

Ecospeed is an extremely hard

coating with optimized hydrodynamics

that can easily be maintained

in service. This has a huge potential

for reducing total cost of ownership

of the vessel. When ships come out of

the water after lengthy periods, there

is no delamination of the coating

from the hull, there are no paint

blisters that would be indicative of


Ecospeed also protects areas that are more prone to cavitation damage, like

rudders.

anti-corrosive failure, and the overall

hull is still smooth. There are

also the environmentally friendly

aspects of the product. Studies done

in the EU, by the Netherlands in

particular, have determined that in-

water cleaning of Ecospeed pro-

duces no materials that are toxic

to the marine environment.

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,

After surface preparation, Ecospeed is applied in only two, identical, coats.

13

an independent coating inspection

and consulting company. SCICON

provides clients with various in-

spection 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 many 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,

almost ten years ago. “When I first

saw the ship come out of the water

prior to the Ecospeed application

and noticed how banged up the hull

was, my first reaction was: ‘This

is never going to work.’ But that

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 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 preparation,

you will tamper with the total

quality, hence service life of ANY


An Ecospeed coating inspector is present and available

for the painters on every job.

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.”

The importance of a quality standard

during application cannot be

overestimated. Ecospeed’s manu-

facturers have access to very ex-

14

tensive research in this field and

especially regarding the decay or

degradation of other paint systems

over drydocking intervals. 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

Class Accepted underwater stern

tube seal repairs under warranty

Using our flexible mobdock

method to create a dry underwater

environment, we have carried

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.

www.hydrex.be

The second (final) coat can be applied within a couple of

hours or after a few weeks or even months.


By removing the existing paint layers and applying

Ecospeed on rudders we can break the never ending cycle

of painting and repainting.

Ecospeed’s flexibility enables absorption

of the forces that are produced

by cavitation, preventing damage.

there are very substantial benefits

in stripping away all the old paint;

immediate fuel savings of up to

20-30% are very realistic numbers.

When the Ecospeed coating is

applied correctly this build up of

paint layers is ended forever. Any

paint system is only as good as it

is applied. For this reason at least

one Ecospeed coating inspector is

present and available for the painters

on every job. This is to check the

conditions during the application

process, but also to work closely

with them to help ensure a very easy

and smooth application. Because the

inspectors are closely involved with

the application, they know exactly

what has happened during the

coating process. This allows them

to approve the 10 year warranty that

comes with an Ecospeed application.

Hydrex works with its own team

of highly certified, highly qualified

coating inspectors. These inspectors

have been working with Ecospeed

for many years. They are not only

familiar with Ecospeed, but with

a wide variety of other coating

systems. They are also very important

in terms of cooperation

with the shipyard, making sure that

the product is applied according

to the required standards and thus

15

Shipowners will not have to do any repainting beyond

minor touch-ups during future drydockings.

The coating can also be used to protect thruster tunnels against cavitation and

corrosion damage.

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 25year

service life and compare that

with the initial cost of the Ecospeed

application combined with the very

minimal maintenance 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.”

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.

Applying Ecospeed is quite straightforward.

Common sense needs to

be used with every single coating

application. There are stricter guide-

lines on the pot life and the thorough

cleaning of equipment, but in general

it paints like any other paint. Most

applicators are quite familiar with

hard solid paints and they know the

tricks of the trade. Mr. Ackx confirms

this. “In the last couple of years our

inspectors have probably inspected

close to 125 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 one single

day. “If blasting is done overnight

and approved during a 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

during drydockings, there is a lot

more going on than just the hull

16

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 among 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

A two coat application is always going to be quicker, cheaper and more flexible

compared to other systems.


The high standard that Hydrex demands for an Ecospeed application does not

mean that learning to work with the coating is a difficult process.

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

advantage compared with other hull

coatings. “Whether you’re looking at

classic antifouling coating systems

which easily have five or more

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,” Gunnar Ackx explains.

The coating schedule can be adapted

to that of the yard and it does not

have to be the other way around. A

traditional paint application schedule

is defined by surface preparation and

by the weather conditions, which are

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 ranges from three hours to very

extended periods of time. Depending

on whatever suits the owners’ or

the shipyard’s schedule the second

(final) coat can be applied within a

couple of hours or after a few weeks

or even months.

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. Shipowners will not

have to do any repainting beyond

17

minor touch-ups, if needed. These

can easily be done during a short

drydock visit, which is in contrast to

the full renewal of paint layers that

is needed with other paint systems.

Ecospeed is 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 op-

portunity of witnessing the drydocking

of a number of vessels, with

different types of hull 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 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.”

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 was quite some mechanical

damage 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 were observed.

On 90% of the 40 m² affected,

Ecospeed only showed superficial

scratches and still adhered perfectly

to the steel. The high adhesion of the

Ecospeed coating to the steel actually

also helps to reduce any undercreep

corrosion, which with the traditional

coating systems is responsible for

the exponential expansion of the

coating damage.”

The amount of time many ships

spend in drydock is directly related

to (re)painting the underwater hull.

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 down of the ship

hull to clear away any fouling and

residues, especially salt residues that

may adhere to the coating system.

With Ecospeed the coating is always

in a brand new, excellent condition

after the high pressure washing.

The surface texture is very smooth.

The high pressure washing reveals

without exception that Ecospeed

does not need any additional paint

layers. There is also a very big

18

difference between cleaning Ecospeed

and other paints. When washing

an antifouling paint in drydock,

everything on the bottom of the

drydock is discolored with 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 this article has

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.

Ecospeed can be cleaned underwater or with high pressure tools in drydock without damaging the coating.


Hydrex has certified divers at its disposal, ready

to perform all types of offshore inspections.

Fully trained and certified diver/technicians

Removal of heavy marine fouling

on FPSO and drill vessels

Turnkey underwater solutions for the offshore industry

19

31

Underwater solutions

avoid drydocking

Fast response centers with

instant mobilizable equipment

Phone: +32 3 213 5300 (24/7)

Fax: +32 3 213 5321

E-mail: hydrex@hydrex.be

www.hydrex.be


Hydrex offers turnkey underwater

repair solutions to shipowners

wherever and whenever

they are needed. Hydrex’s multidisciplinary

team will help you find

the best solution for any problem

encountered with your ship below

the water line. We will immediately

mobilize our diver/technicians to

carry out necessary repair work

without the need to drydock.

Hydrex has a long track record of

Headquarters Hydrex N.V. - Antwerp

Phone: + 32 3 213 5300 (24/7)

E-mail: hydrex@hydrex.be

Hydrex Spain - Algeciras

Phone: + 34 (956) 675 049 (24/7)

E-mail: info@hydrex.es

Fast underwater repairs

keep ships out of drydock

performing complex permanent underwater

repairs to thrusters, propellers,

rudders, stern tube seals and damaged

or corroded hulls. By creating

drydock-like conditions around the

affected area, our diver/technicians

can carry out these operations in port

or at anchor.

All the projects we undertake are

engineered and carried out in close

cooperation with the customer and

any third party suppliers, relieving

Hydrex LLC - Tampa, U.S.A.

Phone: + 1 727 443 3900 (24/7)

E-mail: info@hydrex.us

Hydrex West Africa – Port Gentil, Gabon

Phone: + 241 04 16 49 48 (24/7)

E-mail: westafrica@hydrex.be

www.hydrex.be

the customer of all the hassle of coordination,

planning and supervision.

Headquartered in the Belgian port of

Antwerp, we have offices in Tampa

(U.S.A), Algeciras (Spain), Mumbai

and Visakhapatnam (India), and Port

Gentil (Gabon).

All Hydrex offices have fully operational

fast response centers where an

extensive range of state-of-the-art

equipment is available at all times.

Hydrex India - Mumbai

Phone: + 91 222 2046 988 (24/7)

E-mail: mumbai@hydrex.be

Hydrex India -Vishakhapatnam

Phone: + 91 891 2711 863 (24/7)

E-mail: vishakhapatnam@hydrex.be

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