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