In an attempt to counter threats, the US Navy has, so far, fired almost $1 billion in missiles from Iran and other proxy forces in the past six months, the sea service’s leading civilian official disclosed on Tuesday.

The disclosure also underscores the depth — and the rising financial cost — of the US Navy’s involvement in the Middle East.

American aircraft and warships operating in the waters of the Red Sea have been targeting and shooting down scores of Houthi drones and missiles since October 2023.

They have also sent targeted preemptive strikes against the militants in Yemen.

Over the weekend, American warships that are operating in the waters of the eastern Mediterranean Sea have intercepted numerous Iranian ballistic missiles in Tehran’s unforeseen attack on Israel.

Secretary of the Navy Carlos Del Toro also said they have countered more than 130 direct attacks on the US Navy vessels and merchant vessels.

Del Toro spoke to the lawmakers about the munitions being critical to counter-strikes and the Navy and said that the service is nearing $1 billion worth of munitions that require replenishment.

It was unclear if the presented figure also included the weekend interceptions.

The variety of munitions that the Navy has used to intercept threats and conduct preemptive strikes on the Houthis in Yemen are not inexpensive.

The costs add up because the engagements have occurred over the past six months. For example, a Standard Missile-2 interceptor costs approximately $2 million.

The Senate has passed a significant supplemental package. 

However, it continues to be blocked by the House Republicans even though there is a lot of pressure from Biden’s administration and US partners overseas, like Ukraine, to pass it through.

Del Toro said that Congress must pass the supplemental this week to get additional resources to supplement the munitions, which will be critical when moving forward.

Navy fighter jets and warships have been defending key shipping routes off the coast of Yemen for months now, in the Gulf of Aden and the Red Sea, from persistent Houthi attacks.

Beyond the interception of missiles and drones in the air, American forces have also dedicatedly hammered militant forces in Yemen before they can get the weapons in the air.

The Pentagon’s Red Sea operations, nevertheless, raised questions regarding sustainability, as the Houthis are still not showing any sign of giving up on their attacks.

Over the weekend, amid Iran’s ongoing attacks on Israel, the US forces kept engaging the militants.

Iran’s attack, in the meantime, raises more concerns on sustainability, as the US forces — including the Navy — were to defeat endless threats in the air.

The massive aerial barrage has encouraged Israel to promise its retaliation, giving birth to fears that the Middle East can anytime spiral into more violence.

Reference: Guardian

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For the first time on 14 April 2024, the US Navy Arleigh Burke-class missile destroyers deployed Standard Missile-3 interceptors to counter an Iranian ballistic missile attack on Israel.

The operation in the Eastern Mediterranean involved the USS Carney (DDG-64) and USS Arleigh Burke (DDG-51), which fired four to seven SM-3s to intercept Iran’s ballistic missiles.

As confirmed by defence sector sources, this marks the first-ever combat use of SM-3 interceptors.

The Israel Defense Force mentioned that Iran fired 350 missiles and drones targeting Israel.

These were loaded with 60 tons of explosives. The assault comprised nearly 30 cruise missiles, 120 ballistic missiles, and 170 drones.

The IDF reported that 99% of these were intercepted before entering Israeli airspace.

Reports also indicate that the launches originated from Iran, Iraq and Yemen.

It is unclear which factions are responsible for these launches from the mentioned locations.

Fox News and CNN reported that the American destroyers intercepted at least four ballistic missiles in the operation.

The SM-3 interceptors, specifically designed to strike ballistic missiles, including the ICBMs outside the atmosphere during the mid-course stage, are prepared with kill vehicles that collide physically with the target and destroy it.

The Carney and Arleigh Burke is equipped with the Aegis Ballistic Missile Defense System (BMD), managed by the Missile Defense Agency (MDA) in partnership with the US Navy.

The system includes elements at sea and on land.

The destroyers of the Arleigh Burke class and the Ticonderoga class cruisers are specially configured.

The Aegis Ashore installations in Poland and Romania are also there.

The SPY-1D radar on vessels guided the SM-3s to target the ballistic missiles close to the apex of the trajectory before they re-entered the atmosphere to hit the target.

Currently, the USS Burke is part of the contingent of American destroyers stationed at Rota, while the USS Carney was previously based there as part of this mission.

BMD destroyers and cruisers also patrol near South Korea and Japan, delivering a defence against potential North Korea’s powerful ballistic missile attacks.

The SM-6, yet another interceptor in the Aegis BMD system, made a combat debut recently in the Red Sea region to safeguard military and commercial vessels from ballistic and cruise missiles and drones launched by Houthi militants in Yemen.

The SM-6 is designed to engage threats in the terminal flight stage.

The type of ballistic missiles Iran deployed remains unidentified, but pictures indicate that the Emad medium-range missiles could be among the ones they used.

The Standard Missile-3 is an anti-ballistic missile primarily used by the US Navy to thwart short- and intermediate-range ballistic missiles.

A part of the Aegis Ballistic Missile Defense System, the SM-3 is launched from vessels equipped with the Aegis combat system and is compatible with the Aegis Ashore sites.

It performs in the mid-course phase with a kinetic warhead to destroy its targets with direct impact through a “hit-to-kill” method.

The SM-3 has experienced many upgrades, with the Block IIA variant capable of employing ICBMs.

Its operational range is up to 2,500 km, and it can reach altitudes of more than 150 kilometres, delivering comprehensive defensive coverage against missile threats.

The Arleigh Burke and Carney are guided-missile destroyers of the Arleigh-Burke class fitted with the Aegis Combat System, which combines the ship’s sensors and weapons to combat anti-aircraft threats.

This system incorporates the AN/SPY-1 radar, a powerful phased-array radar that can track over 100 targets simultaneously.

Their weapons include SM-2 and SM-3 missiles for air and ballistic missile defence, Tomahawk cruise missiles for long-range strikes, and Evolved SeaSparrow Missiles for surface-to-air defence.

The destroyers are designed to offer multi-layered defence against various threats and are valuable assets in maritime security missions.

Reference: Navy Recognition

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Greece has become the first European nation to ban bottom trawling in its national marine parks and protected areas.

The country said it will invest €780 million to safeguard the diverse and unique marine ecosystems.

The Greek PM, Kyriakos Mitsotakis, informed the delegates at the Our Ocean conference in Athens on Tuesday that they have established two more marine national parks, one in the Ionian and one in the Aegean.

This will boost the size of marine protected areas by almost 80% and span one-third of the country’s marine territorial waters.

They plan to ban bottom trawling in the national parks by 2026 and marine protected areas by 2030. He added that he would establish a surveillance system, including drones, to enforce this ban.

The suggested Ionian marine national park would span nearly 12% of Greek territorial seas and protect sea animals such as sperm whales, striped dolphins, and the endangered Mediterranean monk seal.

The South Aegean MPA will cover 6.61% of the Greek territorial waters.

However, the Athens government’s decision to move forward with two new marine parks in the Ionian and Aegean has sparked tensions with Turkey, its historical competitor.

Last week, Ankara’s foreign ministry cautioned Greece that the Aegean project was in a disputed zone and was politically driven.

Conservationists applauded the announcement, hoping it would spark a “domino effect” and encourage other nations in the EU to follow suit.

Nicholas Fournier, the campaign director for marine protection at the international conservation group Oceana, mentioned that everyone is expecting Germany, France, or Spain to step up.

Greece’s championing of the ban on bottom trawling is a welcome change.

France is currently under pressure, as it will host the UN Oceans conference in 2025.

The news came as conservationists accused France of hypocrisy regarding a post-Brexit conflict with the UK about fishing rights.

The nation embarked on an official protest when the UK banned bottom trawling from some parts of its territorial waters to safeguard the especially vulnerable marine habitats.

Charles Clover, the co-founder of Blue Marine Foundation, a UK-based conservation entity, stated that Europe’s leaders need to sort out the chaos between its member states regarding marine protection.

France says that it has protected 30% of its waters, while its conservationists say that less than 0.1% are effectively protected from trawling.

France is also trying to prevent Britain from banning trawling in marine protected regions in the UK’s waters, which is deemed hypocritical and contrary to the habitats law.

Today, Greece is leading Europe by declaring openly that it will protect its MPAs from trawling by 2030.

Bottom trawling by industrial vessels is a destructive fishing technique that pulls heavy nets across the bottom, destroying habitats and emitting carbon into the earth’s atmosphere and water.

Oceana and other NGOs, such as the Marine Conservation Society and Seas at Risk, have urged the EU to take stricter action against members who still permit bottom trawling in their protected areas.

A report in March indicated that the harmful practice is still taking place in 90% of offshore MPAs within the EU.

Currently, 7-8% of the ocean is safeguarded, and 3% is categorized under the “highly protected” type.

Reference: The Guardian

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The Panama Canal Authority (abbreviated as ACP) announced a rise in booking slots for Panamax locks starting in mid-May in response to the current and estimated water levels in Gatun Lake.

After a massive drought in 2023, the Panama Canal Authority had to regulate the waterway’s capacity by lowering the number of daily vessel transits and the maximum draft.

Further evidence is also there that Central America’s worst phase of the El Nino drought is now over.

The news came yesterday with an advisory from the ACP announcing the slot increase.

With the dry season nearing an end, the ACP has been relaxing the earlier restrictions and increasing daily transits from 24 to 27 as of 25 March.

Following the new schedule, 24 vessels will sail daily from 7 May to 15 May, owing to scheduled maintenance.

From 16 May, the number will increase to 31 daily in the Panamax (original) and Neopanamax (new) locks.

Besides, an extra slot will be opened in the Neopanamax locks from 1 June, with crossings likely to remain at 32 a day until further notice.

The ACP desires to increase the maximum authorized draft for vessels sailing in the Neopanamax locks to 45 feet from 15 June, an improvement from the current 44 feet.

The decision comes amid hope that the rainy season will kick in by late April and last several months owing to the weakening El Nino and the shift to La Nina this summer.

Assuming the forecast is accurate, the ACP plans to lift transit restrictions and normalize operations by next year.

This will help enable 36 daily transits and a max draft of 50 feet.

The ACP has been addressing water issues by developing a water management system and exploring solutions outside the Panama Canal Watershed.

Besides, a proposal was shared with the Panamanian government to redefine the canal watershed and withdraw constraints on constructing a new reservoir.

In the meantime, the ACP has also started implementing water-saving tactics and short-term plans to optimize water use.

Reference: Panama Canal Authority

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Guangzhou Shipbuilding International, a Chinese shipyard, has secured an order to build four advanced MAN B&W 8S60ME-GI engines in association with building 4×10,800 CEU pure car and truck carriers (PCTC) for HMM Co. Ltd., the South Korean shipping major.

CSIC Diesel Engine Co. Ltd will work on building the Mk10.5 dual-fuel gas injection engines in China.

These will boast exhaust gas recirculation emissions-reduction tech to meet Tier III NOx compliance.

Once delivered to the client, these PCTCs will be out on charter to a logistics firm, the Hyundai Glovis Co., Ltd., and part of the Hyundai Kia Automotive Group.

MAN Energy Solutions will provide three dual-fuel gensets, MAN 8L28/32DF, for each vessel. CSSC Marine Power Zhenjian Ltd. will build these in China.

Bjarne Foldager, the Country Manager of MAN Energy Solutions in Denmark, stated that they are thrilled to obtain this order, demonstrating MAN Energy Solutions’ capacity to provide complete propulsion solutions for innovative PCTC projects.

This accomplishment lays the groundwork for a market benchmark for next-generation PCTC vessels that incorporate their proven engines.

Winning orders for main and auxiliary engines support the strategic objective of supplying complete propulsion packages.

Thomas S. Hansen, the Head of Sales and Promotion at MAN Energy Solutions, highlighted the thriving vehicle carrier business and the unprecedented demand for additional cargo.

He noted that due to stringent emission regulations, most of these new vessels are equipped with dual-fuel engines, with LNG being the most prevalent alternative fuel.

However, the ME-GI engine is the most sought-after dual-fuel engine in the market, with over 700 orders.

It is the world’s most efficient methane-fueled engine, boasting minimal methane slip, and is the industry’s premier dual-fuel engine for container boats, bulk carriers, tankers, and vehicle carriers.

Reference: MAN ES

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Howden, a UK-based insurance broker, has launched a new cargo war risk facility to safeguard vessels from drone and missile attacks by Yemeni rebels in the Red Sea region.

This unique insurance coverage protects up to US$50 million per insured vessel, with the maximum limit reaching US$150 million.

It is the first specific insurance solution designed to protect cargo vessels sailing through an active combat zone, including the Red Sea, Bab al Mandab Strait, and the Indian Ocean.

Implementing this policy demonstrates Howden’s commitment to using insurance to address complex risks, such as geopolitical instability while reducing pressure on global supply chains.

Howden has already enforced regulations across four continents in less than a month.

This action opens up a corridor for goods to pass through the Suez Canal and the Red Sea, providing an alternative to the longer route around the Cape of Good Hope.

This alternate path adds two weeks and 70% more emissions to a typical journey from the Far East to Europe.

Ellis Morley, Associate Director of Cargo and Commodities at Howden, emphasised the importance of this endeavour, adding that the conflict in the Red Sea has provided a significant challenge to companies operating in the region.

He stressed the need for vessels seeking safety as they cross this security hotspot and Howden’s commitment to providing solutions through collaboration with specialised marine insurers to launch this facility.

The launch of this new insurance facility expands upon Howden’s track record of brokering insurance solutions for its clients, including coverage for a vessel employed by the United Nations in 2022 to transport grain from Ukraine to the Middle East and Africa.

Also, Howden arranged insurance last year, allowing the UN to proceed with a Ship-to-Ship transfer of crude oil from the FSO Safer, avoiding a potential environmental calamity.

Danny Whiteside, Howden’s Managing Director and Global Practice Leader for Marine, Cargo, and Logistics, highlighted the benefits of insurance in solving global concerns.

He cited Howden’s access to London’s specialist marine insurance market as critical in addressing the direct impact of the fighting in the Red Sea and supporting clients in navigating dangerous waters.

Howden has responded to rising geopolitical tensions in the region by providing war risk cargo insurance to vessels transiting the Red Sea.

The cost of insuring a seven-day cruise through the area has risen dramatically since November following attacks by Yemen’s Iran-aligned Houthis on shipping in support of Palestinians in Gaza.

Ellis Morley emphasised the importance of this new insurance policy, pointing out that it provides critical protection for vessels passing through this security hotspot.

The insurance policy has a 12-month term and covers up to $50 million per vessel. Leading marine insurers Markel and Navium are significant insurers for this coverage.

Morley emphasised that this policy was developed to provide clients with a competitive option once their war coverage was cancelled.

As the facility grows, Howden hopes to maintain competitive premiums by using efficiencies of scale to keep their rating at the low end of what is offered.

The global shipping industry likewise faces increased threats in the Strait of Hormuz, which is on the other side of the Gulf peninsula.

Recent developments, notably Iran’s detention of a container ship in the strait and threats to restrict the critical maritime route have sparked tension.

Morley cautioned of potential coverage restrictions for clients operating in the Persian Gulf, highlighting the dynamic and volatile nature of geopolitical risks in maritime trade.

Reference: Howden Group Holdings

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Sea Machines Robotics, a leading marine technology firm, has unveiled SELKIE, its latest unmanned surface vehicle (USV), which is set to transform various industries.

SELKIE offers an essential advancement in autonomous maritime technology.

Its applications include hydrographic surveys, offshore asset inspections, and investigations into environmental and security issues.

The first model, the SELKIE 7, has a 7-meter HDPE hull and is operated by Sea Machines flagship SM300 Autonomous Command and Control System.

This technology provides operators with cutting-edge autonomous capabilities, enabling seamless transitions between unmanned autonomous mode and human manual navigation.

SELKIE has been powered by a 12V battery with an overall capacity of 4.7kWh, enhanced by 1.5kWh from the engine alternator and 3.2kWh from an auxiliary diesel generator.

This power configuration enables the USV to go up to 500 nautical miles and have an endurance capacity of as much as fifteen days, consequently expanding operational possibilities for various applications.

SELKIE has an in-built storage capacity of 2 x 1.3 metres, making it ideal for long-distance logistics missions.

The vessel also has remotely functional deck hatches for deploying payloads such as uncrewed aerial vehicles (UAVs) for inspection or surveillance at sea.

SELKIE has been described as “survey ready.” Its under-keel sonar mount, CTD winch, and adequate power and space for attaching customer devices make it suitable for various marine employment.

Michael G. Johnson, Founder and CEO of Sea Machines, expressed excitement about the launch, citing the company’s nine years of autonomous development and on-water experience behind SELKIE.

He highlighted the vessel’s ability to help commercial operators, researchers, and security organisations improve their operations by increasing efficiency and lowering expenses.

Starting this summer, SELKIE will be offered for purchase and charter.

Sea Machines intends to introduce new SELKIE models, including a SELKIE 9 and entirely electric and gasoline versions.

Reference: Sea Machines

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Hurtigruten, a well-known cruise business, has unveiled a ground-breaking initiative to significantly reduce and recycle edible food waste from its fleet operations.

Based on circular economy concepts, the idea involves converting edible food waste into compost, which is then used to grow vegetables for the company’s onboard menu.

This unique technique coincides with Hurtigruten’s dedication to sustainability and ethical business practices.

Hurtigruten CEO Hedda Felin highlighted the company’s commitment to minimising its environmental impact while offering customers exceptional experiences.

The initiative, which operates along Norway’s coastal lines, demonstrates Hurtigruten’s awareness of its operations’ environmental impact and its proactive approach to reducing it.

The entire waste management process begins with separating edible food waste on Hurtigruten’s ships as they travel around Norway’s coast year-round.

This waste is transferred to a specially engineered compost reactor at Stamsund harbor, where it is efficiently transformed into compost in under 24 hours.

The resulting compost will improve soil quality for agricultural reasons at Myklevik Gard, eventually producing food that returns to the Hurtigruten ship.

This closed-loop system demonstrates circular economy concepts by repurposing waste to support local food production, completing the cycle along Hurtigruten’s coastal voyages.

Hurtigruten has significantly reduced edible food waste over the past five years, from 261 grams per customer in 2019 to just 66 grams per guest in 2023.

André Pettersen, the Chief Product Officer and Director of Hotel Operations at Hurtigruten, stated that the company’s ultimate goal is to reduce edible food waste to almost 0 grams per guest.

Pettersen described Hurtigruten’s three R’s approach to their food program, prioritising Reduce, Reuse and Recycling.

This method includes reducing consumption, repurposing leftovers and, most importantly, transforming food waste into fertilisers for growing veggies on their menu.

Hurtigruten is dedicated to raising awareness and educating guests and crew members on the significance of avoiding edible food waste.

The organisation intends to bring positive change by incorporating compelling presentations, workshops, and interactive operations into onboard programming.

Hurtigruten also intends to work with local communities and stakeholders to broaden the initiative’s influence beyond its fleet.

Hurtigruten aims to achieve long-term positive change along Norway’s coast and worldwide by sharing best practices and supporting programs that promote sustainable agricultural practices and circular economy principles.

Reference: Hurtigruten

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The Indian Navy ship, operating as part of the Canadian-led Combined Task Force 150, accomplished an important milestone in its maritime security efforts by seizing 940 kgs of illicit narcotics in the Arabian Sea on April 3, 2024.

This marks INS Talwar’s first drug interdiction since joining the Combined Maritime Forces in November 2023.

The Talwar-class frigate intercepted a dhow and seized substantial drugs as part of focused operation Crimson Barracuda.

The recovered contraband consisted of 453 kg of methamphetamines, 416 kg of hash, and 71 kg of heroin, clearly indicating the extent of illegal activity disrupted by the operation.

Colin Matthews, Royal Canadian Navy Captain and Commander of Combined Task Force 150, praised the crew of the INS Talwar for their dedication and efficiency during the operation.

He also commended the professionalism and effectiveness of the Indian Navy and the CMF in preventing and disrupting criminal and terrorist activities at sea.

Operation Crimson Barracuda concluded on April 15, 2024, specially targeted terrorists and criminal organisations’ smuggling operations in the Western Indian Ocean Region.

This focused effort demonstrates the Combined Maritime Forces and its member navies’ commitment to ensuring maritime safety in strategically important areas.

The Combined Task Force 150, one of the Combined Maritime Forces’ five task forces, is responsible for deterring and disrupting non-state actors’ movements of narcotics, weapons, and other illicit substances in the Arabian Sea, Gulf Of Oman and Indian Ocean.

This mission is essential in maintaining peace and security along major maritime routes.

The Combined Maritime Forces, a coalition of 42 nations, patrols 3.2 million square miles of water, safeguarding vital commercial channels and maintaining the international rules-based order.

Combined Maritime Forces continue to enhance maritime security and stability around the globe through coordinated operations like Focused Operation Crimson Barracuda.

Reference: US Navy

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Azolla Pte Ltd and Marine Insight are announcing a “Knowledge Partnership” to educate and empower maritime professionals on the path to decarbonization & beyond.

In a move to democratize and demystify maritime decarbonization, Azolla teams up with Marine Insight, facilitating a smooth transition into decarbonized shipping.

Born out of a collective commitment to sustainability and industry advancement, this partnership is all about empowering individuals within the maritime community to drive accelerated progress towards decarbonization and sustainability. By empowering maritime professionals with the knowledge, tools, and support they need, we believe that each individual can become a catalyst for positive change within their respective roles and organizations.

Kiran Shet, Business Head of Azolla, says “As a seafarer at heart, I understand the importance of putting people first in everything we do. At Azolla, our mission extends beyond just decarbonizing maritime operations; it revolves around empowering the individuals who run them. I believe that when we prioritize the well-being and expertise of our maritime community, we can spearhead change towards a sustainable future. Together, let’s embark on this journey towards decarbonization, with people at the helm of every decision and action we take.”

The companies will leverage their complementary strengths to empower the maritime world with articles, breakdown of regulations, and provide comprehensive educational resources including workshops, webinars, and training sessions.

“We at Marine Insight are thrilled to join forces with Azolla, a pioneer in the field of maritime decarbonization, to launch a transformative “knowledge partnership”. Through this partnership, we aim to enlighten, provoke thoughtful discussion, and drive collective action among maritime professionals.

This collaboration is designed to not only educate seafarers about the critical issue of maritime decarbonization but also to simplify complex maritime topics and accelerate industry innovation. Our shared goal is to pave the way for a more sustainable and environmentally responsible maritime industry, demonstrating our commitment to innovation and leadership in maritime education.” Says Raunek, Founder of Marine Insight

About Azolla Pte Ltd:

Azolla Pte Ltd is a maritime decarbonization company on a mission to help shipping companies create profitable pathways by decarbonizing. Azolla Pte.Ltd provides various digital decarbonization solutions, carbon abatement consulting and retrofit project management (Successfully executed 50+ EET installations,17+ propeller installations, and 50+ BWTS installations).

About Marine Insight:

Marine Insight is a leading online maritime magazine dedicated to providing the latest news, insightful articles, and comprehensive guides to the global maritime community. Committed to driving digital transformation in the maritime sector, Marine Insight focuses on digitalizing the maritime world by offering innovative solutions, technological advancements, and expert perspectives.

Press release

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Floating Production Storage and Offloading (FPSO) Vessels are invaluable for the offshore oil and gas industry, given their many advantages over traditional offshore oil platforms.

FPSOs are positioned close to an offshore oil field. Using FPSOs over pipelines means that the FPSO Vessel can be moved to another place when an oil field has been exhausted.

FPSOs are built to withstand the harshest conditions and the deepest waters. They can also continually operate for around 20 years and more, proving cost-effective.

Fluids are collected from subsea reservoirs via pipes and then separated into natural gas, crude oil, water, and impurities in the production facilities located on the FPSOs. Crude oil is kept in tanks and loaded into shuttle tankers for distribution or additional refining.

There is an increased demand for new and converted FPSOs, mainly due to the decreasing rate of new onshore oil discoveries and technological improvements that have enabled deepwater oil exploration in unprecedented depths.

FPSOs prove helpful in offshore oil regions that lack a pipeline infrastructure. They are vital in remote areas where building a pipeline network may not be possible due to costs or other reasons.

Today, more than 270 vessels are deployed as oil FPSOs globally.

However, in this article, we will look at the 5 Biggest FPSOs, their functioning and the engineering that makes them the best among the rest.

1. Egina FPSO

TotalEnergies Egina FPSO is the world’s biggest floating production, storage, and offloading vessel by capacity. It is situated in the Egina oil field, around 130 km off the Nigerian Coast, at a depth of over 1500 m.

It is said to be Total’s most ambitious ultra-deep offshore project, which also aims to boost Nigeria’s industrial development and increase its oil production.

The Egina Oil Field was discovered in 2003 and covers an area of approximately 500 square miles. It lies 200 km offshore from Harcourt Port at water depths between 1400 and 1700 m.

According to estimates, the field has 550 million barrels of oil. Approval for developing it was given in 2016, and TotalEnergies started production from the Egina FPSO in 2018.

TotalEnergies operates it and has a 24% stake in partnership with CNOOC, NNPC, Sapetro and Petrobras.

Egina FPSO has a 100-m flare boom and an oil offloading terminal. It is designed to hold 2.3 million barrels of oil and connects to 44 subsea wells at a depth of 1600 m, producing 208,000 barrels of oil every day.

It is also linked to a subsea production system that includes risers, 52 km of oil and water injection flowlines, 20 km of gas pipelines, 12 jumpers, and 80 km of subsea manifolds.

The FPSO weighs around 220,000 metric tonnes and is 330 m long and 60 m broad, making it TotalEnergies’ biggest-ever FPSO. Egina’s topside modules have a gross dry weight of 47,500 tonnes and comfortably accommodate 200 working professionals.

Egina FPSO was built by Samsung Heavy Industries and local contractors in a specially constructed shipyard in Nigeria. Six of the 18 modules were constructed in Africa and integrated locally, the first time such a complicated project was assembled in Africa.

TotalEnergies is continuously innovating Egina FPSO to meet the project’s challenges. For instance, the Vclay subsea production system provides more detailed data and a more accurate understanding of the reservoir and the positions of the wells.

Also, this project has enhanced Nigeria’s infrastructure. A 500 m long dock was built to assemble Egina, which will be used for other projects once it has served this purpose.

Today, Egina is responsible for around 10% of Nigeria’s total oil production, which has allowed Africa to host one of the world’s largest oil and gas projects.

2. Turritella FPSO

This Shell’s FPSO is positioned in the Stones field, an offshore oil and gas project in the U.S Gulf of Mexico. Turritella was designed specially for this field, which was discovered in 2005 and which Shell planned to develop in 2013.

The Turritella FPSO reached the Gulf of Mexico in 2016 and began operations from two subsea wells. Six were added later, along with a multi-phase system to pump oil and gas from the seabed to the FPSO.

At its maximum capacity, it can produce around 50,000 barrels of oil daily. Turritella FPSO functions in a 2900 m water depth, making it the deepest FPSO and the world’s deepest oil and gas production facility of any type.

The Stones Field covers 8 blocks of the lower tertiary geologic trend, and the reservoirs lie approximately 7077 m below sea level. The field is considered to have over 2 billion barrels of oil equivalent.

SBM Offshore constructed the Turritella FPSO in Singapore. It was the first FPSO for Shell and SBM Offshore to be installed in the Gulf of Mexico.

The project was difficult to implement and fraught with many challenges, such as installing and operating subsea infrastructure and equipment at substantial depths. The FPSO also had to face the harsh weather of the Gulf of Mexico, which is known for its hurricanes and violent storms.

Turritella FPSO was built with these hurdles in mind. So it was fitted with the biggest disconnectable buoy in the world to enable it to move away in case of violent hurricanes and to connect later, allowing production to resume as quickly as possible.

It also pioneered using an in-line Mooring Connector, allowing it to readjust every mooring line tension without impacting any installed device. This innovation is now found in several other vessels.

It was also the first to employ Steel Lazy Wave Risers with a disconnectable buoy, which enables the FPSO to maintain stability by absorbing the impact of massive waves, increasing production at extreme water depths.

3. Glen Lyon FPSO

BP’s Glen Lyon FPSO can store 800,000 barrels of oil and process and export 130,000 barrels of oil every day. It is also the largest harsh-water FPSO vessel in the world, specially built for BP’s redeveloped Quad 204 Project.

It involves extending the lifespan of the Schiehallion and nearby Loyal fields in the North Sea, located 175 km west of the Shetland Islands.

The fields had produced about 400 million barrels in 15 years, beginning in 1998. Also, the earlier Schiehallion FPSO had to be replaced with a much more technologically advanced counterpart since the operator believed more could be extracted from the oil fields.

The Quad 204 Project aims to extend the field’s production life beyond 2035 and extract around 450 million barrels more.

Glen Lyon was constructed by Hyundai Heavy Industries in South Korea and towed using tugs to Norway and then to its destination, the North Sea. It is 270 m long and 52 m broad, weighing 100,000 tonnes, and can easily accommodate 140 people.

It is built for the rough North Sea conditions and has superior seakeeping and long-term processing capacity. It is anchored to the seabed through a turret mooring system and 20 lines, which run almost a mile long.

4. Skarv FPSO

Aker BP’s Skarv is yet another massive floating facility with one of the largest offshore gas processing plants where gas is processed before it is sent to the Karsto plant in a more than 800 km long pipeline. Oil from the FPSO is offloaded on tankers.

Skarv Field was found in 1998 in the Norwegian Sea, 50 km south of the Arctic Circle. Construction began in 2008 on the Skarv FPSO to produce gas from the subsea wells. Like Glen Lyon, Skarv has been designed to operate in harsh conditions at water depths of 350 to 450 m.

The main construction took place in Korea, including the 49,000-tonne hull, which measures 295 m long and 51 m broad. A production module weighing 18,000 tonnes was also built, with a production capacity of 85,000 barrels per day, 19 million sm3/d. Skarv FPSO has a storage capacity of approximately 875,000 barrels.

Its turret, constructed in Singapore, weighs 7,500 tonnes. It is 77.4 m high, and its flare tower is 154.6 m above the base of the hull.

The Skarv field began operating in 2012, and the FPSO was connected to 12 production wells, four injection wells, and five subsea templates. According to estimates, the field’s production life is 25 years.

5. Arco Ardjuna FPSO

Arco Ardjuna FPSO was built in 1973, which makes it over 45 years old. Yet it is still operational in the Java Sea. It was designed at a time when FPSOs were not as common as they are now.

The FPSO was built for the Ardjuna Oil Field in the West Java Sea, 95 km from Jakarta, Indonesia. It spand 8300 km2 and has 314 producing wells.

Initially, ARCO operated it, but later, BP West Java came into the picture. Today, Arco Ardjuna is operated by the government-owned Oil and Gas Company Pertamina.

The FPSO was built in Japan at the MHI Nagasaki Shipyard & Engine Works.

It weighed 53,734 tonnes, making it one of the biggest ships in the world when it was being constructed. Given its age, the fact that it still operates today is no less than an achievement. It was recently linked to pipelines tied to Pertamina’s KLB Pavilion in YY field off the Indonesian coast.

Conclusion

With each passing year, we witness the emergence of new technologies in the maritime sector. Ships are getting bigger, better, and more advanced, and so are FPSO Vessels, whose existence is vital for the offshore oil and gas sector. FPSO vessels offer many advantages and are cost-effective since they can be moved to another location.

They operate in the harshest weather conditions, from the Gulf of Mexico to the North Sea and the Norwegian Sea. They are marvels of engineering and testaments to human ingenuity.

In the rapidly expanding global energy landscape, the biggest FPSO vessels help meet the needs of the global market and help move the offshore oil and gas industry towards a greener and more efficient future.

You might also like to read-

• What is FPSO (Floating Production Storage and Offloading) System?
• Munin – The Award Winning FPSO (Floating, Production, Storage and Offloading) Ship
• Maersk’s Floating, Production, Storage and Offloading Systems (FPSOs): The Fantastic Four
• The LNG Supply Chain Explained
• 14 Types of Ships with Dynamic Positioning System

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MAN Energy Solutions has secured an order for three Dual Fuel-Methanol — MAN 6L21/31DF-M—GenSets that will operate on methanol in connection with building a 7,990 dwt chemical bunker tanker (IMO Type II).

The dual-fuel engines will be part of a diesel-electric propulsion system on the vessel, with electrical motors driving twin fixed-pitch propellers through gearboxes.

Besides, an onboard battery-storage system will facilitate the vessel’s dual-fueled generators.

The engines will be built in China by MAN Energy Solutions’ licensee, CMP, the Chinese State Shipbuilding Corporation’s engine-manufacturing division. The vessel will be delivered in the fourth quarter of 2025.

The new build will also operate at the Singapore port under the charter to deliver marine fuels.

The port is preparing strategies for a stable supply of methanol from 2025 to fulfil expected bunkering requirements for methanol-fueled vessels.

Bjarne Foldager, MAN Energy Solutions’s Country Manager (Denmark), said that seeing their trusted MAN L21/31 GenSets go into the vessels as a methanol-fueled version indicates that maritime decarbonization is a central consideration for shipowners in vessel segments and sizes.

Regardless of the market served by the shipowner, the dual-fuel portfolio clearly demonstrates that it encourages all to participate in the green transition.

Thomas S. Hansen, MAN Energy Solutions’ Head of Sales and Promotion, commented that the MAN L21/31 engine is relatively well-established in the current market, having racked up approximately 2,750 sales.

The reliability of its cost-effective, port fuel-injection notion now positions the 21/31DF-M as the preferred, small-bore engine with medium speed for GenSet and diesel-electric propulsion solutions while satisfying growing market demands to balance OPEX and CAPEX.

With the shipping market experiencing a raised interest in methanol as marine fuel and orders for methanol-fueled vessels steadily increasing as part of many companies’ decarbonization strategies, the introduction of dual-fuel engines is timely.

Reference: Marine Link

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Virginia-based energy major Dominion Energy has declared the launch of the first Jones Act-compliant and U.S.-built offshore wind turbine installation vessel named the Charybdis.

The vessel will be operated by the subsidiary of Dominion Energy’s Blue Ocean Energy Marine.

It was introduced after the hull was welded, and the four legs and related jacking systems were commissioned.

Dominion Energy observed no change to the vessel’s timeline, supporting the construction schedule currently set for the 2.6-GW Coastal Virginia Offshore Wind (abbreviated as the CVOW), where Charybdis will install wind turbines.

Per Dominion Energy, Seatrium has been building the vessel with steel sourced domestically.

The vessel’s hull and other infrastructure have been fabricated with over 14,000 tons of domestic steel. Of the steel used, almost 10,000 tons had been sourced from Alabama, North Carolina, and West Virginia suppliers.

Dominion Energy said that during peak construction, more than 1,200 employees were employed on the scheme.

Once the execution is complete, Charybdis’s home port will be Hampton Roads, one of the offshore wind installation ports in the US.

Chris Ong, Seatrium’s CEO, explained how Seatrium’s AmFELS shipyard and Dominion Energy have worked closely to supply the first-ever U.S. Jones Act-compliant WTIV, Charybdis, playing a pivotal role in the nation’s energy transition.

The US vessel will contribute to enhancing the use of affordable clean energy and, at the same time, benefit the local communities by creating substantial local know-how and job opportunities, paving the way for growth in the US wind industry (offshore).

The 2.6-gigawatt Coastal Virginia Offshore Wind project is the most incredible offshore wind undertaking to obtain federal approval.

The project, situated about 27 miles from Virginia Beach, will also include the installation of almost 176 wind turbine generators, each boasting a capacity of 14.7 megawatts.

Dominion Energy mentioned that the CVOW scheme had received the ultimate federal permit from the Environmental Protection Agency, permitting offshore construction to commence.

Offshore monopile installation is expected to begin in May this year.

Reference: WorkBoat

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Belgium’s Defense Ministry reported on Monday that it had postponed its deployment of the frigate Louise-Marie to the waters of the Red Sea indefinitely after the vessel failed several technical tests while in training.

The ministry declined to offer details in an emailed statement to the Defense News, noting operational security.

A website named marineschepen.nl reported a RIM-7 Sea Sparrow air-defence missile failed owing to a launch amid a simulated drone attack, getting stuck in the launch tube.

At the same time, the other defence systems also ceased to function to down the practice drone.

In addition to 16 air-defence missile launch cells, the Louise-Marie boasts a 76mm cannon Oto Melara, a Goalkeeper close-in weapon system, and machine guns.

Belgium is at least the third European country to suffer technical mishaps connected to the international mission to safeguard shipping lanes in the waters of the Red Sea, where Houthis have continued to target marine traffic with drones and missiles.

The Danish frigate Iver Huitfeldt also suffered many malfunctions that encouraged a hurried return home, while Germany’s Hessen incorrectly fired two interceptors at one U.S. MQ-9 drone, both of which were missing.

The Louise-Marie, one of the two frigates of Belgium, stays in the Mediterranean and sails via the Suez Canal, scheduled initially for 12 April, but has been deferred, the Defense Ministry declared in an emailed statement.

The vessel departed from the Belgian Navy base in Zeebrugge on 10 March.

The ministry said that the general staff and onboard commander have decided to extend the frigate’s training because previous training and technical tests did not achieve the intended results.

The identified deficiencies are being analyzed, and appropriate adjustments will be made to continue the mission to the operational theatre.

Louise-Marie intends to participate in the European heads Aspides and Agenor missions, and now it will continue its preparatory training.

The frigate was developed in the Netherlands between 1985 and 1989 to assist the Dutch Navy and was eventually sold off to Belgium in 2005.

The ministry commented that the safety and preparation of personnel are essential. There will be zero compromises on that front.

Denmark also fired its chief of defence after he failed to disclose crucial weapon and mission-system issues on the Iver Huitfeldt for a substantial period.

In the meantime, US, French, and British frigates have destroyed dozens of anti-ship ballistic missiles and drones in the waters of the Red Sea and the Gulf of Aden, as the Houthis have attacked shipping as a response to the Israeli war in Gaza.

The Houthis have managed to damage multiple vessels over the recent months, sinking the UK-owned bulk carrier named Rubymar on 2 March and striking the vessel with an anti-ship ballistic missile on 18 February.

The attacks resulted in a drop in Suez Canal trade in the first two months of 2024 by almost 50% from a year before, the IMF mentioned in March.

Reference: Defense News

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Egyptian authorities have detained a gas carrier registered with Liberia when the vessel grounded in an ecologically sensitive region in the Gulf of Aqaba.

Salvage squads could, however, refloat the vessel and shift it into a safe anchorage in the Red Sea near Safaga, Egypt.

The Claudia Gas, a 16,000 dwt vessel built in 1990, had finished offloading in the port of Aqaba and was sailing to Russia when the ship blacked out on 12 April, Friday.

It grounded on Friday night in the Ras Nasrani region, close to the Egyptian town of Sharm El Sheikh.

The Environmental Ministry also alerted the resources for an oil spill but reported the vessel had been refloated with zero signs of a leak. The gas tanks were vacant.

Egyptian authorities were on alert in the region as the Eid Al-Fitr celebration was on.

It is typically a busy tourist time, and they also reported expecting a massive inflow of tourists to the marine reserve.

They expected increased beach activity, with divers and yachts sailing there.

Coastal monitoring was underway during the holiday and increased following the grounding.

Unconfirmed reports from the Egyptian media declared that the gas tanker lost propulsion, resulting in the grounding.

They also suggest that, based on the damage caused in the marine reserve, the vessel could be heavily fined millions of dollars.

Divers reportedly followed the vessel’s path, examining the coral reef for probable injuries.

Dr. Yasmine Fouad, Minister of the Environment, further mentioned that post-accident examinations were underway.

The studies measure the damage to the coral reef, possible recovery rates, and the likelihood of undertaking restoration efforts.

The vessel, managed by Zeus Lines of Greece from 2020 onward, was examined in February 2024 in Aqaba. At that time, it was cited for inoperative gauges, but detention was not imposed.

Reference: Trade Winds

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