MAY 3, 2013 — Kongsberg Evotec AS, a Kongsberg Maritime company, will provide the complete back deck solution for handling of up to 20 streamers simultaneously aboard the GC Rieber owned newbuild seismic exploration vessel recently ordered at Kleven (see earlier story).
The ST324XT designed by Skipsteknisk in Ålesund, will be built at Kleven's Myklebust shipyard in Sande, Norway, and will be operated by Dolphin Geophysical of Bergen. The vessel can tow up to 20 streamers and features the most advanced technology for handling of cables, wires and ropes. Each streamer winch can contain up to 12,000 meters of streamer cable, giving this vessel high 3D capacity.
The Kongsberg Evotec delivery comprises all the back-deck equipment needed for safe and efficient handling of all on board seismic equipment.
Kongsberg Evotec moved into brand new offices and fabrication facilities in the autumn of 2012 and says it will leverage its advanced new engineering and fabrication/test facilities to deliver this project on-time and to specification. These extensive new facilities support Kongsberg Evotec's focus on developing innovative technical solutions for the demanding offshore market.
Delivery of the full back-deck handling system is expected to start in spring 2014.
OCTOBER 18, 2012—Pirates off the coast of Nigeria in the Gulf of Guinea kidnapped seven crew members, including six Russians and one Estonian, when they boarded the Anchor Handling Tug Suppy (AHTS) vessel Bourbon Liberty 249 on October 15.
Vessel owner Bourbon Offshore confirms that nine other crew members were still onboard the AHTS vessel, which has reached the Port of Onne. Bourbon reports the crew is safe and sound, and in good health.
The Bourbon Liberty 249 is one of Bourbon Offshore’s Liberty 200 Series AHTS vessels, shown above, built at Dayang Shipyard in China. The 59.8 m x 15m AHTS is classed by ABS +A1, Towing Vessel, Fi-Fi 1, Offshore support vessel AH, E, +AMS, +DPS-2.
Bourbon set up an emergency unit in order to free the hostages. The Paris-based operator is in contact with the crewmembers’ families. Bourbon said it will not make any comment that could adversely affect the liberation of the hostages.
According to the IMB Piracy Reporting Centre, which tracks reported piracy incidents, there have been 225 attacks and 25 hijackings worldwide as of September 24. Pirates from Somalia in the Gulf of Aden remain the greatest threat to merchant shipping, with 70 incidents reported this year, 13 hijackings and a total of 212 hostages. There are currently 11 vessels and 188 hostages being held by Somali pirates for ransom. During the first six months of 2012, there have been 17 incidents in Nigerian waters, according to IMB.
Warnings on Nigerian piracy posted on the IMB Piracy Centre website report that armed pirates and robbers have attacked and hijacked vessels and kidnapped crew in rivers, ports, at anchorage and as much as 120 nautical miles off of the coast of Nigeria. In some incidents, pirates have hijacked a vessel for several days to steal cargo and fuel.
Earlier this month, for example, a Greek tanker with a crew of 24 carrying 32,000 tons of petroleum destined for the Port of Abidjian in the Ivory Coast went missing. In early September, the Nigerian Navy successfully freed the oil tanker Abu Dhabi Star, which had been hijacked by pirates about 14 nautical miles from the Port of Lagos, Nigeria. This past August, pirates attacked another Greek tanker off of the coast of Togo, stealing 3,000 tons of fuel before abandoning the ship.
NOVEMBER 5, 2012 — Horizon Shipbuilding, Inc., Bayou La Batre, Ala., recently delivered the towboat M/V Eugenie J. Huger to Canal Barge Company of New Orleans, La. The Huger (pictured at left) is 74 ft long with a 32 ft 6 in beam and an 8 ft 6 in draft. Designed by Marine Design, Inc. of Gulf Breeze, Florida, the vessel will push two fully loaded fuel barges at 10 knots. Its 2,000 horsepower is provided by Cummins K38M, tier II 12 cylinder marine propulsion engines driving 74 inch Kahlenberg propellers through Reintjes WAF 562 reverse reduction gears.
Comfortable accommodations are provided for six personnel plus the captain. One unique feature is the fuel and fresh water stores for a vessel of this size, 30,000 and 11,400 gallons, respectively. Ship's power is generated by two 85 kW Cummins generators.
Delivery of the Huger came shortly after Horizon delivered the fourth in a series of 120 ft towboats to Florida Marine Transporters of Mandeville, La.
The M/V Dale Artigue joins her sister ships, M/V's Capt. W. D. Nunley, Capt. Kirby Dupuis and Brees in pushing cargoes throughout the inland waterways of the United States.
"The workmanship that our guys put into this boat is easily recognizable," said Ben Forrest, Horizon Project Manager. "These boats are real powerhouses and Horizon's craftsmen are to be commended for their hard work. Also, my hat is off to Florida Marine for investing in such a strong and robust vessel."
The M/V Dale Artigue was designed by John Gilbert and is 120 ft long by 35 ft wide with a 10 ftdraft. The towboat is four-decked and is outfitted for service in areas with restricted overhead clearances and draft limitations. She is powered by two 2,450 hp C280 Caterpillar engines coupled to Lufkin reduction gears. Ten inch shafts turn five-blade, stainless steel wheels manufactured by Sound Propeller Services, Inc. that are mounted in kort nozzles for maximum efficiency.
Auxiliary power is supplied by two 175 kW Caterpillar C9 generators. Horizon has two additional 120 footers under production, as well as two more 140 towboats.
NOVEMBER 8, 2012 — Singapore shipowner Britoil Offshore Services Pte Ltd. is entering the PSV market. It has entered into a contract with Ulstein covering the design and equipment for two PX121 platform supply vessels that it will build at its own shipyard in Batam, Indonesia, P.T. Britoil Offshore Indonesia.
When the first PX121, the 83.4 m x 18 m Blue Fighter, was delivered from Ulstein Verft in January this year (see earlier story) a team from Britoil attended the preliminary sea trials.
While the Britoil ships will have the same hull lines as Blue Fighter and its sister ship Blue Prosper, they will be customized to Britoil's requirements. Changes will include adding one extra accommodation deck, allowing for a total complement of 50 persons.
The ships will be built according to IMO's SPS Code (special purpose ships), and will have OILREC class notation (oil spill recovery in emergency situations).
"Britoil is a new customer for Ulstein," says Ulstein Group deputy CEO Tore Ulstein, "and we are very happy that the company is now selecting Ulstein designs for their entry into a new market segment. We strongly believe that Britoil will find the new PX121 vessels to be a cost-effective and attractive complement to their fleet."
"This is a break-through for Ulstein in Southeast Asia, and the first time an Ulstein designed vessel will be constructed at an Indonesian yard," says Ulstein Design & Solutions managing director Sigurd Viseth. "The contract comprises a comprehensive equipment package including basic design, engineering support and main equipment supplied by Ulstein (generator sets, DP system, main azimuth propellers, tunnel thruster and retractable thruster, FiFi system, cargo handling system etc.). I also includes a large power and control package (electric propulsion system, integrated bridge solution, consoles, radio/navigation equipment, Ulstein IAS (integrated automation system) and Ulstein COM (internal communication system).
DECEMBER 6, 2012 — The two LNG fueled containerships ordered at NASSCO by TOTE have given MAN Diesel & Turbo its first order for its low-speed, dual-fuel ME-GI engine. The two 3,100 TEU vessels will each be powered by 8L70ME-GI dual-fuel gas-powered engines and will be powered primarily by liquefied natural gas (LNG).
Ole Grøne, Senior Vice President Low-Speed Sales and Promotions, MAN Diesel & Turbo, said: “Our experience with two-stroke, dual-fuel engines stretches back to the 1990s. With the current developments in fuel prices and multiple customer requests for a solution, the momentum towards the development of a commercial, low-speed dual-fuel engine became unstoppable. We see this order as a natural culmination, and see the ME-GI as the beginning of a significant new era.”
Unveiled at a major event at MAN Diesel & Turbo’s Copenhagen Diesel Research Center in May 2011, the ME-GI engine is the culmination of many years’ work that began in the 1990s with the company’s prototype MC-GI dual-fuel engine that entered service at a power plant in Chiba, near Tokyo, Japan in 1994.
Depending on relative price and availability, as well as environmental considerations, the ME-GI engine gives shipowners and operators the option of using either HFO or gas – predominantly natural gas but also, eventually, LPG.
MAN Diesel & Turbo sees significant opportunities arising for gas-fueled tonnage as fuel prices rise and exhaust-emission limits tighten. Indeed, previous research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI engine has no methane slip, and it is therefore the most environmental friendly technology available.
MAN Diesel & Turbo predicts a broad, potential market for its ME-GI engine, extending from LNG and LPG carriers to other oceangoing vessel segments such as containerships as well as ships plying a fixed trade. It says the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.
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