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The 2,474 TEU – 207m Container Vessel struck the pier at Marsa Maroc container terminal during berthing manoeuvres with Pilot on board. The transom shell plating was breached and heavily deformed, with internals in way of steering gear room and aft peak tank along with associated outfitting variously affected.

Our Gibraltar Office urgently mobilized a Surveyor who swiftly attended on board one day after notification, for ascertaining the extent of damage and nature of repairs thereof, on behalf of H&M Underwriters.

Vessel was granted single passage permission and shifted by her own means to Algeciras, where renewal of some 23 MT of steel was carried out afloat, under constant monitoring of our Gibraltar Office Surveyors.

We are pleased to announce the opening of our new office “Evdemon & Partners Ghana”.

Given our strategy for continuous growth of our capacity in providing quality services globally, through careful geographical expansion, and in response to our clients’ needs for a more immediate and wider coverage of West African and sub-saharan region we have taken the decision to extend our global presence by opening a new office in Ghana.

Our presence in Ghana allows us easier access to a much broader geographical region in the West Africian countries which are part of the Economic Community of West African States (ECOWAS) allowing for visa-free travel and thus enhanced ability in providing emergency response services to our clients in the greater West African region.

Our local Partner in Ghana, Julius Michael Wilson has been carefully selected, in line with our qualifications standards and philosophy that deep knowledge of the local maritime community, Authorities, rules/practices and repair facilities are of outmost importance in order to provide efficient services and achieve results.

Matthew Byrne from our Gibraltar Office shall be supervising the initial development of the operations in the area jointly with our local partner Julius.

The latest rise of natural gas prices, which in turn has highly affected the wholesale prices of electricity, may be the reason of a change of mind-set and approach when considering ship repair applications.

Having approached and discussed with numerous repair workshops in the industry worldwide, it is understood that electricity costs for their businesses have risen up to more than 4 times since Q4 of 2020.

In turn, this rise in the price of energy has affected how workshops quote for repairs involving high electricity consumption equipment, such as machining, extensive welding, laser cladding, manufacturing of damaged parts etc.

More specifically, during discussion with the representative of a local workshop in Piraeus, it was mentioned that quotations provided to ship Owners one month prior, are now considered obsolete, as the balance of income / expense for the same job becomes negative for their business.

Evidently, the cost of repairs, ranging from steel works to machinery repairs, is expected to be on the rise, and possibly remain on the high side, always dependent on the cost of electricity per specific business / country, and how each of them offset rising costs.

Moreover, the current crisis caused by the war in Ukraine, has caused major destabilization, and will continue to do as long as it is maintained, as sanctions applied by western powers may eventually increase global energy prices, and prolong the current high costs of electricity.

As we have entered a highly unstable period, many factors play key roles in the future of the ship repair industry, from current supply chain shortages to increasing cost of energy. Thus, the rise in repair costs will undoubtedly be a common phenomenon as we sail through 2022, totally dependent on global developments, the duration of the war in Ukraine, rise of energy costs and how governments react to such issues.

In this respect, a more thorough assessment of options must be made by Owners on future repairs/casualties, as there might be more than one occasion where the option to renew parts ex stock may prove more cost effective than repairing same at workshops (always subject to location, time requirements and specific circumstances).

Incredible before and after view of a 75,000 DWT bulk carrier bow rebuild afloat with prefabricated blocks, after major collision!

The vessel collided with another 38,000 DWT bulk carrier off Bozcaada Island in the Aegean Sea, whilst both were on laden voyages. Upon safe detachment, vessel sailed on own power to Chalkis Anchorage / Greece, with practically no bow, where STS operations were carried out in order to prepare the vessel for repairs alongside at Chalkis Shipyard.

To the surprise of all parties, Chalkis Shipyard proceeded with the renewal of practically entire steel of the bow afloat, including collision bulkhead (above tank top level). Vessel was trimmed accordingly and bow sections were prefabricated and fitted by use of a large floating crane.

Upon fitting of all sections, vessel was shifted to Onex Shipyard / Syros Island to proceed with drydocking and final fitting & painting.

The total time elapsed since arrival at Chalkis was some 5.5 months including STS operations, whilst some 4 months were required for repairs to complete once vessel berthed alongside at yard.

We are glad to have attended this one-time repair job on behalf of opponents’ vessel H&M Underwriters, continuously reporting on progress and estimated costs of repairs.

Upon completion of discharging operations, vessel touched bottom during astern manoeuvring within a canal junction, in Amsterdam.

The outcome of the incident is remarkable. The rudder blade came in contact with the propeller, resulting in extreme deformation. Rudder blade below rudder horn pintle found bent to stbd side by approx. 40deg and rudder stock found slipped in housing by approx. 27deg. A number of propeller blades found bodily buckled by more than 90deg.

Repairs were carried out by Damen Shiprepair Amsterdam and were attended on behalf of H&M U/Wrs by our Piraeus Office Surveyors, who were involved in the project throughout, providing assistance on initial swift arrangements on repair methodology, monitoring progress / cost of repairs and reporting thereof.

Repairs involved cropping of the rudder blade and refabricating of middle section, supply of cast steel rudder horn pintle bush and processed to dimensions, refabricating of rudder horn pintle section, renewal of rudder stock and renewal of propeller.

Enjoy the slideshow!