Hrdd News

ClassNK has granted its SCCS-Full class notation to Evergreen’s Neopanamax container vessel Ever Top.Short for Shipboard Carbon dioxide Capture and Storage-Full, the SCCS-Full notation signifies that the vessel is now equipped with onboard CO2 capture and storage (CCS) systems.This also marks it as the world's first Neopanamax container vessel to be retrofitted with such systems, according to ClassNK.The CCS systems, designed and developed by Shanghai Marine Diesel Engine Research Institute…

Newport Shipping and NSB Group announced a plan to work together to develop their ship widening proposition for its customers. The NSB Group design will increase container capacity by up to 30% by implementing its unique widening concept, according to the company improving profit and resulting in a better Energy Efficiency Design Index for Existing Ships (EEXI).The concept is about widening a container vessel in breadth while the existing main engine remains the same. Furthermore, other options are for bulbous bow optimization and propeller retrofit. During the widening process, the amount of reefer plugs can be increased to get more flexibility in the stowage plan. NSB has already carried out three ship widening projects for vessels in service for MSC, at the HRDD shipyard in China.

Hapag-Lloyd pilot gas-conversion leads the way for emissions reduction and decarbonizationMAN Energy Solutions has signed a contract for the conversion of a 15,000 TEU container vessel to dual-fuel operation. The container vessel MV SAJIR is owned by Hapag-Lloyd, a leading liner shipping companies, and normally serves a route from Asia to northern Europe via the Suez canal. The pilot project will entail the conversion of an existing, HFO-burning MAN B&W 9S90ME-C engine to a dual-fuel MAN B&W ME-GI (-Gas Injection) prime mover capable of running on HFO and LNG.

Shipbuilding giants Fincantieri and China State Shipbuilding Corporation (CSSC) have agreed to extend an existing cooperation spanning all fields of commercial shipbuilding.The firms signed a Memorandum of Understanding during a ceremony in Beijing, at the presence of the Italian Minister of Economy and Finance Giovanni Tria, the CEO of Cassa Depositi e Prestiti Fabrizio Palermo, the CEO of Fincantieri Giuseppe Bono, and the Chairman of CSSC Lei Fanpei.Under the deal, Italian shipbuilding group Fincantieri and China’s CSSC will discuss the possibility to extend their current collaboration…

Fincantieri and Huarun Dadong Dockyard (HRDD) signed an exclusive cooperation agreement last March. Development of this cooperation framework continued and the parties have now signed a comprehensive agreement which further details and completes the terms of their collaboration. The agreement now includes the joint technical management of ship repair, dry-docking and conversion work on cruise liners and paves the way for the first project. Fincantieri is constantly focused on the development of the markets and the agreement is therefore framed in the strategy of emerging markets penetration. Today, already operate regularly in China at least 13 cruise ships of western companies that need on-site services that the partnership is able to offer, and this number is intended to grow rapidly.

Italian shipbuilding group Fincantieri and Chinese shipyard specialized in ship repair and refitting activities Huarun Dadong Dockyard (HRDD) have signed in Shanghai an exclusive cooperation agreement in the field of ship repair and conversions aimed at serving the cruise ships based in China. The deal includes the development of technical skills, project management and logistics procedures. In particular, Fincantieri, through its Ship Repair and Conversion business unit, will provide…

In an unprecedented endeavour, the ship manager Reederei NSB is widening its Panamax-class container vessels. DNV GL, the class in charge, is on board, says a report in DNV GL, Maritime Impact. Too young for scrapping, too old to compete: Roughly 500 Panamax-class container ships are currently less than ten years old, barely half their useful life. But facing overcapacities, low charter rates and ierce competition, the Panamax class is under intense pressure. Compared with state-of-the-art and much more capacious newbuildings, its prospects are dim. This is mainly due to the way these vessels were designed. To pass the old locks of the Panama Canal, they were built with unusual dimensions – long and thin and with a large amount of ballast water to compensate the poor stability.

A revolutionary new option to scrapping for younger panamax containerships deemed too small for a tradelane involves widening the vessel rather than adding length. The enlargement operation of MSC Geneva was held at the Chinese shipyard Huarun Dadong (HRDD). The ship was cut in half, lengthwise, and he was added to a central section three rows of containers. It included transverse beams to ensure the structural integrity of the hull hence the structure was further strengthened. As a result, the width of the MSC Geneva went from 32.2 to 40 meters and its carrying capacity increased by 1280 slots for 6152 TEU. Of course, the tonnage also increased. . The ship’s deadweight consequently increased to 82,000 tonnes from 63,638 tonnes.

HRDD is obtaining a new floating dock, a dock which will reportedly be the biggest in China, capable of Cape size bulk carriers and post panamax containerships The new floating dock will be ready for operation by July 2004. This floating will be converted from a VLCC by HRDD itself, the same as they did to the existing floating dock Hua Dong about nine years ago. This new floating dock will mainly focus on the cape size vessel including the latest model and the post panamax containers. Moreover, the latest upgrade to yard facilities is almost completed: the extension of repair wharf to a total length of 750 m with two new cranes one is 25 tons, the other 15 tons.

Stimulated by the news that the 2nd floating dock ( for capsize and post panamax vessels ) will put in operation in July of 2004, HRDD experienced another up surging output in January of 2004. M/V Maritime Songkhla ( 160.38 x 24.6 x 13.6 ) from IMC ( Singapore ), 480 tons of steel renewal and the twisted hatch covers adjustment; Also, another vessel from IMC, M/V Unirial ( 225 x 32.2 x 18.3 ) finished her 12 days docking and repair in HRDD in the beginning of January, 2004. M/V Kallisto ( 182 x 27.6 ) from Totis Maritime S. M/V Agia Pisti ( 145.27 x 24.6 x 13.6 ) from Samios Shipping Company S.A. Also the routine dock and repair were performed on M/V Pacific Mercury ( 189.99 x 32.2 x 16.5 ) and M/V Pacific Scorpio ( 189.99 x 32.2 x 16.5 ) from Pacific Emerald shipping inc.

The uprising shipping market stimulated the ship repair business for yards all over the world in this two years, especially for the Chinese shipyards. The increase of shipping rate for cape size and panamax bulk carriers, particularly the raw material market, consequently caused the rise of ship repair material cost and labor cost. Even so, all the ship repair yards are fully booked by the rolling-in ship owners and managers. The records for the first half of 2004 by Huarun Dadong Dockyard (HRDD) illuminates this tendency too.

In the past 3 quarters, 2004 witnessed the facilities expansion of Huarun Dadong Dockyard ( HRDD ) and also experienced the production turnover increase. Considering the trend that the more and more post panamax container vessel will be launched into service and with the advantageous geographical location in Shanghai port, HRDD improved her facilities within these two years. Positively speaking, by the mid of next year, HRDD will possess 3 floating docks for capacities ranging from handy size, panamax size to cape size vessels with particulars of 190m x 35m, 280m x 45m and 340m x 52m respectively. Of course, the biggest Da Dong floating…

This past November, the GMD Group performed emergency repairs to Evergreen's 46,411-gt containership M/V Ever Goods, when its rudder failed in one of the busiest shipping lanes in the world — midway between New York and New Jersey, underneath the Verrazano-Narrows Bridge. Rather than pay anywhere between five and six million dollars to tow the broken vessel to its homeport in Japan, the owners opted to call on GMD's Bayonne Drydock & Repair, which was conveniently located just a few miles from the bridge. Originally the plan called for the fabrication of a new rudder stock, but when GMD located a never-before used tailshaft with ABS certification papers in San Francisco, Calif. those plans were quick to change.