Bechtel, the global engineering, construction, and project management company, has created a revolutionary design for ports that could transform shipping in Africa. The Multi-User Offshore Hub is designed for two or more users and consists of an offshore, smart terminal arrangement and docking system that can accommodate oceangoing vessels and barges. The Multi-User Offshore Hub has the potential to open new market opportunities for African ports by significantly increasing capacity and substantially reducing port construction and operation costs.

"As existing African ports become more and more congested, increased capacity is an urgent need for both the import of consumer goods and the export of minerals. Each requires out-of-the-box solutions to handle as many containers as efficiently as possible and to speed the provision of new mineral export facilities to enable the region to develop its economy," said Marco Pluijm, Bechtel's senior ports specialist, who unveiled the Multi-User Offshore Hub concept today at the African Ports Evolution 2013 Forum in Cape Town. "This solution could provide a reduction of up to 40 percent in port infrastructure construction costs compared with building a traditional port and up to 50 percent in operational cost savings as the hub can handle much larger Capesize and Valemax vessels, which result in economies of scale."

The Multi-User Offshore Hub concept combines a country's existing transport modes, such as rail and river barges, to provide the most efficient and sustainable logistics possible. Bechtel is currently identifying suitable sites for a Multi-User Offshore Hub in countries in both East and West Africa.

The Multi-User Offshore Hub concept builds on Bechtel's ongoing commitment to improve shipping capabilities in Africa. The company is also leading a three-year joint-industry research project to improve the safety of mooring large cargo ships off the coast of West Africa. Both initiatives are instrumental in upgrading and expanding port infrastructure needs in Africa. The two initiatives are part of Bechtel’s longstanding work in Africa, which spans more than 70 years.

Bechtel is a global leader in the research, design, and construction of port and marine projects. The company has successfully completed more than 80 port and marine projects across the world, 28 in the last decade. These include Jubail Port development (part of Jubail Industrial City) and Khalifa port and Kizad, which has the first semiautomated container terminal in the Middle East.

A breakthrough of integrated power, propulsion and automation systems for better energy efficiency

ABB, the leading power and automation technology group, has won an order to provide integrated solutions that include the electrical propulsion system, Azipod® CZ and automation system onboard two offshore accommodation vessels.

The 1+1 accommodation vessels will be built by COSCO (Nantong) Shipyard Co., Ltd for Singapore-registered owner Logitel Offshore, which is a subsidiary of Norwegian company Sevan Marine. The cylinder-shaped vessels will each have a displacement of about 40,000 tons and capacity to accommodate 490 persons.

ABB has extensive experience in providing electrical propulsion systems and Azipod units for various offshore vessels. However, this is a breakthrough order for ABB in the floater business to provide an integrated solution that combines not only electrical propulsion system and Azipod, but also the automation system. This integrated package will be delivered to the shipyard by October 2014.

ABB will provide power distribution systems for the two Logitel vessels, including generators, switchboards and main transformers, as well as propulsion transformers and frequency converters. The order also calls for the installation of six Azipod CZ units, conferring superior vessel energy efficiency and manoeuvrability.In addition, based on the System 800xA Extended Automation platform, the ABB automation package provided will be based on its System 800xA Extended Automation platform. This is a version of the group’s world-renowned industrial automation platform that has been adapted for marine applications; include vessel and power monitoring, emergency shutdown, Fire & Gas, as well as the automation of Helideck Monitoring Systems and Loading Computers.

 “ABB already has a large market share in terms of onboard power and propulsion systems,” says Heikki Soljama, head of ABB’s business unit marine and Cranes. “However, this order represents a milestone in our strategy to offer complete solutions for power, propulsion, automation and vessel control. It is the first embodiment of the ‘total integration’ and we believe customers will see a step forward in benefits when one supplier is providing a total package of integrated, cutting edge solutions that deliver enhanced energy efficiency, reliability and improved asset management .”  

ABB (www.abb.com) is a leader in power and automation technologies that enable utility and industry customers to improve performance while lowering environmental impact. The ABB Group of companies operates in around 100 countries and employs about 145,000 people.

Gibdock has underlined its growing reputation in the offshore vessel sector by securing its first dry docking contract from Technip, a world leader in project management, engineering and construction for the energy industry.

Wellservicer, a multi-role diving support vessel with subsea lift capabilitym, has undergone an intensive and relatively complex class renewal docking at the  Gibraltar yard, and has been delivered back to Technip, ready for work.

Richard Beards, Gibdock Managing Director, said: “Gibdock’s work is characterised by its diversity and continues to involve a full range of vessel types. However, our location, quality of work and ability to redeliver on schedule is attracting a growing number of high-end offshore vessel owners. It is a matter of pride that we executed this project to the exacting standards set by Technip.”

Gibdock staff undertook Technip’s Integrated Safe System of Work (ISSoW) program, a course specific to the marine sector exemplifying the standards set for the owner’s fleet. All manual workers engaged in the project passed level 1, with Gibdock management undertaking level 3.

“We were keen to work with Gibdock because we knew their record for carrying out quality work, safely,” said Ricky McGowan, Capex Project Manager for Marine Operations at Technip. “Dealing with the shipyard was smooth, and they took a proactive approach to safety and embracing our ISSoW. Overall we were very happy with how the dry dock went.”

John Taylor, Gibdock Operations Director, said: “Technip has very demanding safety standards. As our offshore workload continues to grow, we are consistently demonstrating that our own safety regime is robust enough to meet the distinctive requirements set for this specialised market.”

The 111.4m long, 9158gt DP-class 3 Wellservicer arrived at Gibdock on May 6^th and was successfully undocked on June 17^th. After several days of afloat repairs, and sea trials, she returned to the yard for mobilisation work, before leaving for her next assignment in Canada. 

The main scope of work included an extensive overhaul of the ship’s three tunnel thrusters and three azimuthing thrusters, which were removed to the yard’s workshops, disassembled and put through a rigorous maintenance programme before rebuilding. Gibdock engineers worked in close collaboration with Technip’s supplier, Rolls Royce. It also included removal of the two small deck cranes and their replacement with two brand new five tonne capacity units. This required deck plate modification, including work to under deck stiffeners.

Jonathan Pocock, Gibdock Ship Repair Manager, said: “There was a large amount of pipe modification and considerable steel work. We have carried out a number of deck crane replacements recently; this was different but we were able to draw on our past experience.”

Other tasks included an upgrade to the fire line system, which involved fitting new pipework, and the erection of a significant amount of scaffolding. This was required in order to safely gain access to the helideck, and to carry out necessary works to the under deck supports.

“Gibdock staff will remain ISSoW-certified for two years,” said Mr Taylor. “We are well prepared to offer our services for consideration by Technip in the near future.”

Super tug Fairmount Glacier has delivered rig Falcon 100 safely offshore Pointe-Noire, Congo. The rig was towed from Rio de Janeiro via the South Atlantic Ocean over a distance of over 3.400 miles.

The Falcon 100 is a 1974 build semi submersible drilling rig, owned by US based Transocean and capable to drill to a depth of 7.620 meters. The rig has a length of 79 meters long and a breadth of 66 meter.

For this job the Fairmount Glacier was mobilized from Trinidad. First the tug towed the Falcon 100 from her drilling location offshore Macae, Brazil, to offshore Rio de Janeiro. Then Fairmount Glacier assistedt he rig in anchor handling activities and loading all kind of equipment. Also the Fairmount Glacier assisted in installing a new ‘bridle’ – the connection between rig and towing line.

After arrival in Pointe Noire the Fairmount Glacier assisted in keeping the rig in position during the deployment of her anchors. Also the Fairmount Glacier took over equipment and other cargo from Falcon 100 which was discharged in the port of Pointe Noire.

 Fairmount Marine is a marine contractor for ocean towage and heavy lift transportation, headquartered in Rotterdam, theNetherlands. Fairmount’s fleet of tugs consists of five modern super tugsof 205 tons bollard pull each, especially designed for long distance towing, and a multipurpose support vessel. Fairmount Marine is part of Louis Dreyfus Armateurs Group.

Saipem, Fairmount’s client, was very pleased with their performance. “The execution of the complex operations demonstrates sound engineering methodology, good preparations, strong teamwork and 110 percent commitment of all involved,’’ stated Saipem management.

Mr. Albertde Heer, CEO of Fairmount, is happy with the achievement of the entire team. "We are delighted to have been so closely involved in this truly unique assignment,’’Mr. De Heer says. “Once again the Fairmount team demonstrated its supreme professionalism in successfully completing this complex, high value project. We hope it’s the first of many to come."

DOF Subsea USA has taken delivery of the new build DPII Multipurpose Construction Vessel - Harvey Deep-Sea under a 4-year long term charter agreement with Harvey Gulf International Marine.

DOF Subsea will immediately commence the planned mobilization, comprising of structural reinforcement of the back deck to allow rapid mobilization of project specific equipment, repositioning of the crane boom rest, expansion of deck utilities, integration of two (2) new XLX ROV system and installation of on-line /off-line survey systems. 

Upon completion of the mobilization and prior to commencing committed work with undisclosed client in the Gulf of Mexico, the vessel will undertake a short trials program to test the newly integrated ROV's and calibrate on-board USBL and Crane AHC Systems.

The Harvey Deep-Sea is a 92 meters in length and 19.5 meters in beam vessel featuring a 165t AHC Knuckle-boom crane (approx. 90t to 3,000 meters), accommodation for 71 people, S92 helideck, FiFi 2 and it is certified to carry methanol proving a suitable asset to the Subsea Team to deliver integrated projects safely and in compliance with the Jones Act.

DOF Subsea owns and operates a high specification fleet of vessels and ROVs, which in combination with our team of highly qualified and experienced personnel provides our Clients with safe, efficient and cost effective project delivery. 

Eastern Shipbuilding Group, Inc. is pleased to announce the delivery of the M/V HARVEY DEEP-SEA, the fourth of its Tiger Shark Class Offshore Support Vessels constructed for Harvey Gulf International Marine, LLC of New Orleans, LA. The HARVEY DEEP-SEA was delivered July 19, 2013. The vessel was launched at Eastern’s Allanton Facility in mid-December of last year. The HARVEY DEEP-SEA is Eastern’s second Multi-Purpose Light Construction Vessel (LCV) for Harvey Gulf. Eastern Shipbuilding Group has now constructed 11 vessels for Harvey Gulf since 2002.



Last month Harvey Gulf announced the contract signing for its 12th, 13th and 14th vessels to be constructed by Eastern Shipbuilding, the M/V HARVEY SUB-SEA, HARVEY BLUE-SEA and HARVEY INTERVENTION. This new STX Marine IMR-340H Inspection, Maintenance and Repair Vessel design measures 327'x 73'x 29'-3" and features a 250MT AHC Sub-Sea Crane. Additionally, the HARVEY INTERVENTION will feature a 250MT modular handling tower with top drive capabilities.



The HARVEY DEEP SEA is an ABS XA1, XAMS, XACCU, Circle E, ENVIRO+, Green Passport (GP), NBLES, CRC, HELIDK, Offshore Support Vessel and certified under SOLAS/IMO. ABS class also includes the ABS DPS-2 and Firefighting FFV-2 notations. It is AC Diesel-Electric powered with twin Schottel Z-drives and three Schottel STT4 bow thrusters and its dimensions are 302’ X 64’ X 24’-6". This Multi-Purpose Construction Vessel (LCV), the HARVEY DEEP-SEA, is equipped with an active heave-compensated, National Oilwell Varco 165-ton knuckle boom Sub-Sea Crane capable of lifting/setting at depths up to 10,000 ft. The HARVEY DEEP-SEA is now scheduled to sail to New Orleans, Louisiana for final installation of its Sub-Sea Crane. This vessel will fill a niche in a very selective market, covered in the past by mostly foreign flag construction vessels.

The Edison Chouest Offshore (ECO) global family of companies, one of the industry’s largest, most diverse and dynamic marine transportation solution providers, announced plans to enlarge its sizeable fleet and expand its terminal facilities in support of its customer base.

“Reacting to customer demands, ECO continues to lead the industry by designing, building and operating new generation vessels featuring the latest available technology,” said ECO President Gary Chouest.  “We are a customer-centric company: Our main goal is to support their activities with state-of-the-art vessels, expanded terminal facilities, subsea services, fully-integrated logistics, and shorebase support wherever necessary.”

The Chouest newbuild order book contains over 40 vessels, a vast majority to be constructed at its four U.S.-affiliate shipyards:  North American Shipbuilding (Larose, LA), LaShip (Houma, LA), Gulf Ship (Gulfport, MS) and Tampa Ship (Tampa, FL), as well as its Brazilian shipyard, Navship.

INNOVATIVE NEW 312’ PSV CLASS

ECO’s worldwide fleet now approaches 250 highly specialized offshore service and support vessels.   The largest portion of the newbuild program contains 17 vessels, with options for an additional 20, in a new class of 312’ x 66’ x 26’ new generation, clean design, diesel-electric platform supply vessels (PSV). 

This class features a new hull form that was designed to maximize deadweight while significantly reducing hydrodynamic resistance, thereby improving fuel efficiency.  The result is a vessel that offers a deadweight tonnage in excess of 6,000 LT, the capacity for over 22,000 barrels of liquid mud, over 2,000 barrels of methanol, and 14,450 cubic feet of dry bulk.  Carrying the new class moniker of NA312E CD VE (Very Efficient), these vessels offer a cargo delivered to fuel used ratio that is significantly better than other PSVs operating in the Gulf of Mexico. 

These vessels provide accommodations for 51, as well as class notations for firefighting, dynamic positioning, unmanned engine room operation, special purpose ship safety, workboat habitability, and storage and discharge of recovered oil.  The vessels also comply with the new International Labour Organization (ILO) standards for vessel design and crew standards.

“ECO owns and operates the largest fleet of new generation, high deadweight capacity PSVs in the global offshore service vessel industry.  The new series of 312’ PSVs under construction represents an evolution of ECO’s proven proprietary hull designs,” said ECO’s Executive Vice President Dino Chouest.  “The 312’ class meets 100 percent of ECO’s customers’ requirements for a high deadweight ton capacity, deepwater PSV that is extremely fuel efficient.”

NEW VESSELS INCLUDE ICE CLASS, MPSV, SUBSEA, WELL STIM

The Chouest newbuild program also includes two (2) new high ice class AHTS vessels for Arctic service, currently being designed.  The vessels will mark the fifth and sixth icebreaking vessels in the ECO fleet, making Chouest the largest designer, builder, owner and operator of icebreaking vessels in the U.S. industry.

Additionally, Chouest will build four (4) subsea construction vessels, slated for service in the Gulf of Mexico market.  Features include ROVs from Chouest affiliate C-Innovation, as well as a 400 MT AHC deepwater crane. 

Additional newbuild highlights include:

In February Hydrex diver/technician teams carried out underwater stern tube seal repairs on a 139-meter container vessel in Port Everglades, Florida, close to the company’s  office in Clearwater. The vessel was suffering from an oil leak, making a fast repair necessary. Using one of the company’s next generation flexible mobdocks the team was able to carry out the entire operation on-site and underwater, saving time and money for the owners.

Hydrex constantly invests in the research necessary to continue to evolve repair techniques and procedures. Over the years the Hydrex R&D department has constantly improved the flexible mobdock (mobile mini drydock) technique to make it possible for Hydrex diver/technicians to perform permanent repairs on seals, thrusters and almost any other part of the underwater vessel without the vessel needing to go to drydock.

The latest generation of flexible mobdocks allows Hydrex to carry out the replacement of virtually any type of stern tube seals very quickly on-site.

These flexible mobdocks are stored at the fast response centers. Designed specifically to increase speed of service, these centers are equipped with all the latest facilities, lightweight equipment and tools. This allowed us to mobilize a team together with all the needed equipment to the container vessel’s location within the shortest possible time frame.

After the diving team had set up a monitoring station, the operation started with a thorough underwater inspection of the stern tube seal assembly. The divers then removed the rope guard of the vessel as well as the fishing lines tangled around the liner that had caused the oil leak.

Next the team installed the flexible mobdock around the stern tube seal assembly creating a dry underwater environment for the divers to work in drydock-like conditions, a necessity for permanent stern tube seal repairs. After cleaning the entire assembly, the divers disconnected the split ring and brought it to the surface. Next the team removed the three damaged seals one by one and replaced them with new ones. Because the existing running area was completely worn down, the diver/technicians also installed a spacer ring to create a new running area for the seals.

The operation ended with the conducting of a pressure test with positive results, the removal of the flexible mobdock and the reinstallation of the rope guard.

By creating a dry environment underwater, the divers were able to rapidly complete the required work on-site. The teams worked in shifts to perform the stern tube seal repairs within the shortest possible time frame. The in-situ repair saved the owner the time and money which going to drydock would have entailed.

Hamburg: “Making technology-based decisions is complex for each individual company, as is finding the right way into the future. We fully support the overall political will and dedication to reduce harmful emissions from ship operations.”

Said Jörg Langkabel, DNV Country Manager, on the occasion of the visit of the German Minister of Transport, Peter Ramsauer, to Caterpillar’s factory in Rostock.

DNV is helping the industry in Germany to introduce LNG as an economic and safe alternative fuel for ships. The new environmentally friendly dual-fuel Caterpillar M 46 engine is fully capable of running on LNG and meets all the Tier III requirements in gas mode.

At the event, the presented possibility of converting a large number of ships with Caterpillar engines to LNG showed that this technology is now leaving the market niche and spreading out into the industry. As the most experienced class and service provider, DNV is playing an important role in supporting this development.

Mr Ramsauer made reference to Germany’s fuel strategy for the transportation industry, including shipping. He explained that the German government is ready to support pilot projects like retrofitting new engine solutions on ships.

Caterpillar pointed out that 450 ships are now using the M43C-type engine, which can be converted to an LNG-fuelled M 46 DF engine. The majority of these engines are installed on ships with German owners. About 190 of these ships are less than six years old and therefore in principle suitable for conversion to LNG. Most of the ships are container feeders of similar design. There is thus the potential for a standardised, cost-effective retrofit of a large number of ships.

“The transport industry can play a leading role by changing fuel. With our mobility and fuel strategy, we have introduced a way forward for a change with a long-term horizon, making this suitable for continuous planning and implementation,” said Mr Ramsauer. He demonstrated the government’s willingness to implement changes, stating that the MS Atair ship – which belongs to the German Authority for Shipping and Hydrographics - will be replaced by a new LNG-fuelled ship in 2015.

“DNV is convinced that LNG is an environmentally friendly fuel and the best available option to reduce emissions. We can offer many services relating to ship-specific solutions as well as advice on infrastructure needs and investments by ports and authorities. DNV’s tool for assessment and guidance on using LNG as fuel is the LNG Ready service, where the technical solutions are examined and alternatives compared on an OPEX and CAPEX basis, enabling customers to make a strategic decision,” said Mr Langkabel.

He added that DNV has a long and proven track record on LNG since the 1960s, when DNV was instrumental in the development of the Moss-design round transport tanks for LNG, a design still in use. DNV classed Norway’s first LNG-fuelled ferry, which has been operational since 2000, and classes more than 90 per cent of all LNG-fuelled ships. The newest is the Stavangerfjord cruise ferry belonging to the Norwegian owner Fjordline. This ship is 170 metres long and can carry 1,500 passengers and 600 cars. It will serve the busy ferry connections between Norway and Denmark.

The engineers of the Titan-Micoperi consortium confirm that the "parbuckling” of the Concordia can be completed by the end of summer 2013, at the beginning of September.


The Chief Commissioner for the Costa Concordia shipwreck emergency, Prefect Franco Gabrielli, at the presence of Giglio Mayor Sergio Ortelli, has met the population of the island of Giglio together with the President of the Observatory, Maria Sargentini, Costa Crociere and Titan-Micoperi to provide an update on the Costa Concordia wreck removal progress and communicate the timing of the next phases of the project.
Technical details will be presented to authorities for the needed approvals. The parbuckling will allow to check the currently submerged and, therefore, inaccessible side of the wreck, make repairs and, more generally, perform a technical assessment on the overall condition of the wreck in view of its refloating and subsequent transport.


At the end of such assessment, the timing of the following phases will be determined more accurately. Also, the parbuckling timing will not interfere with the tourist season. In the meantime, at Giglio,  technicians are positioning the last of the six subsea platforms that will ensure the safety support of the wreck after its vertical rotation.


The platform weighs about 1,000 tons, is 32 meters long and 22 meters high and is supported by 5 large pillars (over 1.5 meters in diameter) attached to the granite bottom at a depth of about 10 meters.
The installation of high strength grout bags and mattresses, required to fill the gap between the two spurs of rock on which the wreck lies, is also in progress. Two of the eleven sponsons have already been positioned, welded and attached on the emerged side of the ship and will be used during the rotation phase. Before the parbuckling another 9 sponsons will be positioned.
The sponsons, built by Fincantieri, are made of steel and have a size of 10.5 x 11.5 meters, 20 or 30 meter high. After the parbuckling, another 4 sponsons will be installed to reach the total of 15. Following the parbuckling, another 15 sponsons will be installed on the starboard side of the wreck in a symmetrical position to those on the left side. The installation of the 30 sponsons will allow the refloating of the wreck.


The Concordia wreck removal is a unique and extremely complex technical-engineering operation, a naval salvage operation like no other in history, involving the best international expertise and advanced technologies. Activities continue with about 500 workers and 30 vessels at work 24/7. Environmental protection is a priority in the removal operations.
To date, there no damage has been registered to the marine ecosystem outside the area of the construction site. In addition, on June 15, ARPA (Regional Agency for Environmental Protection of Tuscany) and ISPRA have highlighted that all samplings and analyses, conducted since January 2012, have not detected any critical issue. Even the sampling cycles carried out inside the ship are not a source of worry.

Europort 2013 will showcase the innovative technology available that is designed to meet shipping’s critical challenge posed by environmental restrictions under ‘Tier III’ legislation.

Radical tightening of permissible nitrogen oxide and sulphur emissions from ships will change shipping profoundly after January 1, 2016, particularly within Emissions Control Areas.  Staged just over a year before the new regime comes into force, November’s Europort 2013 will offer the maritime and offshore sectors the chance to find out how technology innovators have risen to regulatory challenges, and consider their actions before new restrictions bite.

The International Maritime Organization’s Tier III restrictions require the approximate 74% reduction in NOx emissions when compared to Tier II-type engines. Permissible NOx emissions under Tier III are restricted to between 3.4g/kWh and 2.0g/kWh, depending on an engine’s rated speed.

Shipowners also need to address tightening sulphur dioxide emissions restrictions from 2015, particularly in ECAs. Under the currently agreed schedule, the amount of sulphur permitted in marine fuels will fall in ECAs from a current 1% to 0.1% in 2015, and globally in 2020 from 3.5% to 0.5%.

In short, it will simply no longer be permissible to burn heavy fuel oil (HFO) as freely as before. To meet the regulatory demands, owners will either have to operate on lower sulphur fuel or distillates, burn gas, fit an exhaust gas scrubber, or change their operating profile. 

Understandably, both future fuel selection and the energy efficiency of ships already built and in service are key themes in both the ‘Advanced Technology’ and ‘Mare Forum’ conference programmes that are integral to Europort 2013.

Real progress on one of the industry’s future fuel options will be highlighted in the ‘Pioneering with LNG’ session at the Advanced Technology Conferences, where Dutch expertise in inland operations, shipbuilding and marine equipment design has come into its own. Mare Forum will address the wider strategic issues on future trends in fuels, as part of a wider debate on ‘eco ships’, using the stimulating, free-flowing and informal approach to discussions that is the hallmark of the Mare Forum formula.

As ever, new vessel designs are also a feature of this year’s Europort, and here too environmental imperatives are central to the innovations on show. Typical is the new PSV 3300 offshore vessel from Damen Shipyards, the starting point for its new portfolio of offshore vessels.

Bollinger Shipyards, Inc. has delivered the CHARLES DAVID JR, the seventh Fast Response Cutter (FRC) to the United States Coast Guard.

The announcement was made by Bollinger executive vice president of new construction, Chris Bollinger, "We are very pleased to announce another successful on-time and on-budget FRC delivery to the Coast Guard. The CHARLES DAVID JR was delivered to the 7th Coast Guard District in Key West, FL, and will be stationed at USCG Sector Key West. We are all looking forward to the vessel’s upcoming commissioning, as well as honoring and celebrating the heroic acts of Charles David, Jr."

The 154 foot patrol craft CHARLES DAVID JR is the seventh vessel in the Coast Guard's Sentinel-class FRC program. To build the FRC, Bollinger Shipyards used a proven, in-service parent craft design based on the Damen Stan Patrol Boat 4708. It has a flank speed of 28 knots, state of the art command, control, communications and computer technology, and a stern launch system for the vessels 26 foot cutter boat. The FRC has been described as an operational "game changer,” by senior Coast Guard officials.

The Coast Guard took delivery August 16, 2013 in Key West, Florida and is scheduled to commission the vessel in Key West, Florida in November, 2013.

Each FRC is named for an enlisted Coast Guard hero who distinguished him or herself in the line of duty. This vessel is named after Coast Guard Hero, Stewards-Mate First Class Charles W. David, Jr., who was posthumously awarded the Navy and Marine Corps Medal for his bravery. On the night of February 3, 1943, the U.S. Army transport USS DORCHESTER was torpedoed by a U-Boat off the coast of Greenland in the North Atlantic. The CGC COMANCHE was on the scene and its crew desperately searched for survivors in the frigid waters. David fearlessly volunteered to leave the safe haven of the COMANCHE to dive overboard to help rescue the DORCHESTER’s crew. As other crewmen also volunteered to dive in, 93 survivors were rescued out of the freezing waters.

After the last of the survivors were safely aboard, David began to climb the cargo net to the ship’s deck. One of David’s shipmates, Richard Swanson, was having trouble climbing the net due to his freezing limbs. David descended the net with the help of another crewman and pulled Swanson to the deck out of harm’s way. Tragically, David died a few days later from pneumonia.

The joint venture formed by Technip (50%) and DOF (50%) was awarded by Petróleo Brasileiro S.A. (Petrobras) eight contracts. These contracts cover the construction of four new pipelay support vessels (PLSVs) and operation in Brazilian waters to install flexible pipes. The combined value for Technip is approximately €1.35 billion.

Two of the PLSVs will have a 300-ton laying tension capacity and will be fabricated in Brazil with a high national content. The other two vessels will be designed to achieve a 650-ton laying tension capacity, thus enabling the installation of large diameter flexible pipes in ultra-deepwater environments, such as the Brazilian pre-salt. Vard Holdings Limited (“VARD”), one of the major global designers and shipbuilders of offshore and specialized vessels, will be in charge of the design and construction of the four PLSVs.

Under the Technip/DOF joint venture agreement, Technip will manage flexible pipelay and DOF will be responsible for marine operations. Delivery of the PLSVs is scheduled for 2016-2017. Contracts will last eight years from start of operations, and could be renewed for another eight-year period.

Frédéric Delormel, Technip’s Executive Vice President and Chief Operating Officer Subsea, declared: “This strategic contract reinforces our subsea leadership in Brazil and our long-term relationship with Petrobras. We are confident that these new state-of-the-art PLSVs, including two with the most important flexible pipelay tension capacity in the world - 650 tons - will be key assets for our client to successfully achieve its projects offshore Brazil.”

Mons S. Aase, DOF’s Chief Executive Officer, added: “The contracts confirm that our co-operation with Technip on the Skandi Vitória and Skandi Niterói has been successful, and reinforces our position as a leading provider of offshore vessels to the Brazilian O&G industry. It comes as a result of our long-term focus on the Brazilian market and is an acknowledgment of the expertise of our people.”

Roy Reite, VARD’s Chief Executive Officer and Executive Director commented: “I look forward to working with Technip and DOF on these milestone projects. VARD yards both in Europe and Brazil being chosen to build these vessels illustrates the value of having a global presence when working with international clients, and bringing leading edge technology to new markets.”

James Fisher Mimic (JFM) has partnered with Netherlands-based condition monitoring specialist Oliveira, marine control expert CSI Control Systems and fleet operator Wagenborg, to provide a Platform Shore Support interfacing system using a reliability software application installed on the dry cargo carrier MV Lauwersborg.



Platform Shore Support is a network of ship-owners, suppliers, shipyards and the Dutch government that aims to increase the operational availability and capability of commercial vessels. JFM designed and developed the program along with Oliveira, based on JFM’s Mimic condition monitoring software. The system consolidates and analyses specific condition data, identifying potential failures and recommending corrective actions. CSI Control Systems provided a cost-effective solution to interface with the existing sensors and supply the signals to the new software without interrupting current systems on board the vessel. Wagenborg chose the MV Lauwersborg to be the first vessel to receive this Shore Support project, which will run for six months as a pilot trial. During the trial the system will provide reliability data to the on-board crew, the shore technical office and to third party analysts.



An example of the potential applications of the system being piloted on the MV Lauwersborg is in the proactive management of main propulsion engine turbocharger maintenance. Each turbocharger has a full service maintenance interval of around 12,000 hours engine operation, at which point the unit needs to be removed, stripped down and inspected so that its worn parts can be replaced prior to reassembly. During this time the vessel has to be taken out of service and in order to avoid the consequent disruption and cost of unexpected failures, all parts likely to be subject to wear are typically replaced irrespective of their visible degradation or deterioration in performance. By capturing sufficient operating data to allow an accurate real-time assessment of the condition of the turbocharger leading up to its scheduled 12,000 service interval, the pilot aims to be able to assess its condition and proactively plan maintenance according to the condition of the unit. Maintenance intervals and replacement parts inventories would thus be managed to maximize vessel availability and reliability while potentially saving significant cost if implemented on a fleet-wide basis.

“We are extremely pleased to be participating in this important pilot project,” commented Martin Briddon, engineering manager at JFM. “The safe and efficient use of sea-going vessels is high on today’s agenda for ship owners and managers. The demand for reduced energy consumption and overall operating cost makes the installation and use of new technology systems such as that developed by JFM and our partners, and being piloted on the MV Lauwersborg, highly desirable.”


General Dynamics NASSCO, a wholly owned subsidiary of General Dynamics (NYSE: GD), announces that it has entered into a contract with an affiliate of American Petroleum Tankers (APT), a company majority owned by funds managed by Blackstone on behalf of its investors, for the design and construction of four 50,000 deadweight ton LNG-conversion-ready product carriers with a 330,000 barrel cargo capacity. The contract includes options to build four additional ships.