USS Essex (LHD 2) pulls alongside USNS Walter S. Diehl (T-AO 193) in preparation for a replenishment at sea. (U.S. Navy photo by Mass Communication Specialist 2nd Class William T. Jenkins/Released)

She has been forward deployed to the US 7th Fleet for a dozen years and was scheduled to finally arrive back to San Diego tomorrow, however instead of telling stories of missions accomplished and far off port calls, the Commanding Officer of USS Essex, Capt. Chuck Litchfield, will be faced with serious questions on why his ship collided with the refueling tanker, USNS Yukun, during an underway replenishment at sea (UNREP) today.

And he’s only been in command of the ship for 3 weeks…

The US Navy has so far traced the root cause of the collision to an apparent steering malfunction on board the Essex.   Specific details of this steering malfunction are not yet available, however the Navy has reported that “no one was injured, there was no fuel spilled and the ships’ fuel tanks and systems were not compromised.”

There is very little room for error during UNREP operations which in most (if not all) cases happen at a speed of 13 knots while the ships are separated by no more than roughly 180 feet, usually less.  While conducting these operations, the steering gear room is manned with a direct line of communication with the bridge and the ability to take “local control” of the steering system in case of any sort of issue.

At 13 knots and at such close separation, the ability to react quickly with the right solution is critical to preventing a collision.  The other issue is that as the ship’s get closer, the Venturi effect becomes more pronounced which in effect, sucks the two ships together, further exasperating an already dire situation.

The Navy comments that they will conduct a thorough investigation into the cause of the collision, and a full damange assessment is ongoing.

Essex is scheduled to participate in the biennial Rim of the Pacific (RIMPAC) exercise in and around the Hawaiian Islands this summer, and will undergo an extensive maintenance availability period at the National Steel and Shipbuilding Company (NASSCO) in San Diego after its return.

Essex will be assigned to Expeditionary Strike Group (ESG) 3 within U.S. Third Fleet and homeported in San Diego. Third Fleet leads naval forces in the Eastern Pacific from the West Coast of North America to the International Date Line.

The new VS 4146 PLV design. Image courtesy Wärtsila

ABB said today that it has been chosen to supply Daewoo Shipbuilding and Marine Engineering with energy efficient propulsion and electrical power systems for two new Wärtsila designed deep sea pipeline installation vessels (PLVs) currently on order with the South Korean shipyard.

The vessels, which were ordered by a joint venture between French oil service company Technip and Brazil’s Odebrecht Oil & Gas, will be used mainly to install umbilical and flexible flow lines and risers that connect sub-sea wells to floating installations in depths of up to 2500 meters along the coast of Brazil for Petrobras.

Developed by Wärtsila Ship Design, the vessels will be built to the newly developed VS 4146 PLV design with a solid tension capacity of 550 metric tons, and designed for optimal fuel consumption and flexible pipe laying operations.

ABB says it has been chosen to supply drives, motors and generators, medium voltage switchgear, transformers and softstarters that will provide energy efficient propulsion and a reliable power distribution system on board.  A diesel electric propulsion system will significantly reduce fuel consumption compared to traditional diesel mechanical systems. At the heart of the propulsion system is ABB’s propulsion drives, which are designed for optimized control of the propulsion motors, contributing to reduced fuel consumption and lower emissions.

The contract is valued at $18 million.

“ABB’s oil and gas industry expertise, proven marine solutions and subsea experience address the needs of the growing subsea installation service market,” said Veli-Matti Reinikkala, head of ABB’s Process Automation division. “Our environmentally friendly, energy efficient solutions and solid power infrastructure systems help both oil companies and their suppliers ensure the reliable and efficient operation of their vessels from their very first day in service.”

The two identical vessels will be delivered in 2014.

Fishing skiffs can be seen along the beach near the coastal town of Hobyo. In 2008, the MV Faina loaded with tanks for the Kenyan government was hijacked and anchored off Hobyo's coast. The vessel, which was was closely watched by the USS Howard and other naval vessels, was eventually released after a ransom was paid. Click for Interactive Google Map

As we saw yesterday, the European Union’s Naval force, known as EUNAVFOR, has conducted its first airstrikes on pirate targets along the beaches in Somalia since declaring in March that they will begin targeting pirate gangs onshore.

The attacks were launched from  which were targeted along the coastline near the city of Harardehere, were successful and welcomed by most with no injuries or casualties reported and only used by pirates said to be destroyed.  Today, Somalia Report has the details of the attack from witnesses on the ground, both pirate and civilian.

Here is an account of the attack by Omar Haji, a self-proclaimed pirate the Guushaaye pirate group in Handulle, Somalia, which is where yesterday’s airstrike was targeted:

It was night time and a small group from Guushaaye’s men (the holder of the MV Albedo) were chewing khat near their camp. There were three skiffs of which two were tenders for the Albedo while the other one is owned by the hijackers of MV Orna.

Around 2:30 or 3:00am there were 13 pirates in the camp we heard helicopters flying towards the area of Hundulle and my friends escaped from the area – and went took small speed boat and went onboard of Albedo.

The airstrike destroyed three speed boats and other equipment including four ladders, a half tanker of fuel, two fishing nets and mobiles.

Somalia Report also sat down with a resident elder of Harardhere, who describes the attacks as follows:

It was late tonight when we heard big explosions and then we saw some thing red in the ground. At first we thought that pirates were fighting each other. No one died we heard from pirates but materials were destroyed.

Another resident of the Harardhere, discusses the attacks and they could effect innocent civilians living in a village overrun with pirate gangs.

Westerners can’t clarify who is the pirate and who is the civilian, if they target Harardhere – a lot of civilians will die so we are asking to the world to target pirates carefully.

Here is an aerial photo that provides a good depiction of why the attacks are so complicated and concerns from innocent civilians are so high.  The picture is of a small village to the south-east of Eyl, Somalia, which in the past has been known for pirate activity.

Skiffs and equipment can be seen strewn across the beach in the center of the image. Eyl has previously been known for its pirate activity and has been a location where a number of hijacked vessels and crew have been taken. Click for Interactive Google Map

So how does the EUNAVFOR distinguish pirates from civilians?  There is really no easy answer, at least for those of us that do not have access intelligence in the region, but Somalia Report has some tips.

Pirates either steal, rent or purchase small 20 foot fiberglass or plastic skiffs for their operations. There are both cheap Chinese foam filled versions or larger twin engine types. The cheaper Chinese version are stored aboard motherships for short runs, the larger skiffs can navigate many miles out to sea. A large multi engine skiff used by fishermen can $30,000 to $40,000 US dollars but they are typically not pushed up on land.

A small pirate skiff powered with an 80 – 100 hp outboard can travel up to 30 knots per hour. Pirate camps are differentiated from fishing camps by the presence of boarding ladders.

The area along the coast is remote and the presence of any activity is easily recorded and noted by numerous security forces off shore. These groups include the U.S., two Task Forces based out of Camp Lemonnier, the CIA supported Puntland Intelligence Services, the Puntland Marine Police Force, and both NATO and EU ships offshore.

So what has the effect of the attacks had on pirates gangs?  Well it has seemed to shake them up a bit.

There has been pirate movement in Hundelle area over the last few days as the hijackers of the MV Orna await a ransom drop. They have been sharing a camp with the holders of the Albedo. Sources from pirates told Somalia Report that the pirates in that area are now sleeping on the board of vessels – because they fear another attack from EUNAVOR.

Video courtesy of NOAA Okeanos Explorer Program

In crystal clear high definition video, NOAA’s Little Hercules remotely operated vehicle (ROV) flies over the remnants of a copper-sheathed sailing ship that disappeared at some point in the early to mid-19th century.

The video footage was captured on April 26, 2012 from the NOAA Ship Okeanos Explorer during the Gulf of Mexico Expedition 2012. The dive was conducted at site 15577 – a recently mapped but never-before seen shipwreck in the western Gulf of Mexico.  While most of the wood has since disintegrated, the oxidized copper sheathing remained along with a variety of artifacts. These included plates, glass bottles, guns, cannons, the ship’s stove, navigational instruments, and anchors.

A few days before discovering this wreck, the Okeanos Explorer filmed some incredible geologic features from the bottom of the Gulf of Mexico including rivers and pools of brine, salt “volcanoes”, and natural seepage of oil from the sea floor.

Click here to view the embedded video.

These features contribute to a highly unique biodiversity that ultimately exist via a chemosynthesis-based food chain and the chemicals seeping from the earth.

The following is the dive report from the Okeanos Explorer:

During yesterday’s dive, we searched for natural hydrocarbon seeps — areas where oil and natural gas slowly leak out of the seafloor.  This is an entirely natural phenomenon and an important characteristic of the Gulf of Mexico ecosystem. Just as oil and gas provide energy to power our modern society, these chemicals provide energy to support dense animal communities. Although seeps account for a much smaller area of the seafloor than the completely flat mud bottom that characterizes the majority of the Gulf, they are still quite common and contain an astounding density of life within a relatively small area. Because of the patchy distribution of hydrocarbon seepage, seep communities have been described as ‘oases’ of primary productivity in an otherwise food-poor deep sea. However, the degree to which seep communities represent isolated ‘islands’ having very little interaction with one another and the rest of the Gulf of Mexico ecosystem is unknown. Thus, studying the interactions among animals within seep ecosystems, especially food web interactions, is important to the understanding of the function of seep ecosystems and how they fit into the broader Gulf of Mexico ecosystem.

A chimera fish and golden crab (Chaceon sp.) near a clump of seep mussels. These animals spend much of their lives wandering the barren mud bottom of the Gulf of Mexico, but occasionally visit seeps. They could be important agents in transferring energy from seeps to the greater Gulf of Mexico food web. Image courtesy of the NOAA Okeanos Explorer Program.

Vestimentiferan tubeworms and bathymodiolin mussels dominate biomass in seep communities. These animals have symbiotic bacteria living inside their bodies. Through chemosynthesis, the bacteria harness energy from the chemicals in seeping fluid to produce food for their host, much like plants harness the sun’s energy to produce food via photosynthesis. These animals, in turn, provide habitat for an entire community of smaller animals, including shrimp, squat lobsters, brittle stars, anemones, and polychaete worms. Interestingly, there is no evidence that any of these animals are actually eating the mussels or tubeworms. Instead, the associated animals get their energy from free-living bacteria that harness chemical energy in the same way as the symbiotic bacteria.

Recently, scientists collected whole aggregations of tubeworms and mussels, and their associated communities. This study showed that most of these smaller animals feed within a single mussel or tubeworm aggregation (as opposed to jumping tens to hundreds of meters from one to another).  This supports the ‘oasis’ or ‘island’ analogy — at least for those animals that spend most of their lives at seeps.  There are still some missing links that would help complete the picture of how energy is transferred from bacterial primary production through the seep food web and beyond.

One link is meiofauna – very small, sometimes microscopic animals such as nematodes and copepods (figure 1). These tiny creatures are likely to be an important link in the transfer of energy from chemosynthetic microbes to higher predators.  Another is the export of seep primary production to the surrounding deep-sea ecosystem.  It is not uncommon to see fish and larger benthic (bottom dwelling) crabs “visiting” (figure 2). These animals spend most of their lives away from seeps, but may feed on seep-associated animals before moving on. It is hard to measure how much energy leaves the seep ecosystem, because fish and large crabs are less common in these habitats than the resident animals and are difficult to capture. Additionally, seep nutrition may make up a very small amount of the diet of one individual fish, so that it is difficult to detect. However, many fish, each carrying away a small amount of seep material, could be quite significant in transferring energy from seeps into the greater Gulf of Mexico food web.

One might look at these numbers and say, “well, they’re both huge global brands with hundreds of thousands of employees worldwide.  Getting a huge followership on Facebook should be a simple task.”

Not true at all.  In fact Shell only has 1,000 followers in the Netherlands, which is home to 10,000 Shell employees.

Using social media outlets like Facebook to your advantage takes a lot of effort and investment.  People don’t just “Like” you on Facebook because of your name.  They like you because you’ve figured out a way to engage with them, or allowed engagement, in a way that is personally meaningful.

The Wall Street Journal’s Ben Rooney recently interviewed Herbert Heitmann, EVP for External Communications at Royal Dutch Shell.  Here’s some insight into why Shell decided to make the leap into social media, and what they found in the process.

Opening address by IMO Secretary-General, Koji Sekimizu, Image: IMO

Maritime Safety Committee (MSC), 90th session, 16 to 25 May 2012 (High-level segment on arms on board)

Opening address by IMO Secretary-General Koji Sekimizu

Thank you, Mr. Chairman.

Excellencies, distinguished delegates,

As I mentioned in my opening remarks to the meeting, this is the first ever high-level segment of the Committee and its importance is underscored by the presence here today of the President of the Assembly and the Council Chairman.  I am particularly pleased to welcome and receive the support of the host Government through the participation of the Secretary of State for Transport – the Right Honourable Justine Greening MP – and of many Ambassadors, High Commissioners, Vice Minsters and others who have indicated their wish to participate in this very important debate – I wish to express my sincere appreciation to you all.

Reports received by the Organization indicate that, although the number of attacks by pirates continues to increase, the proportion of attacks that are successful has decreased.  This may be due to a number of factors, including naval protection and better implementation of IMO guidance and Best Management Practices, including the use of Privately Contracted Armed Security Personnel (PCASP).  There is anecdotal evidence that the number of ships carrying firearms has increased.  On the basis of declarations of weapons carried and on their observations, naval forces estimate that around 25% of ships in the High Risk Area are carrying firearms, however it is also believed that a number of ships are not declaring the presence of private armed security for various reasons, including the lack of flag State approval.

The carriage of firearms on board merchant ships is a complex legal issue with Member States taking diverse positions.  The Committee has determined that the carriage of armed personnel is a matter for flag States to authorize, however it has also accepted that their carriage has legal implications for coastal and port States, particularly with respect to the carriage, embarkation and disembarkation of firearms and security equipment in areas under the jurisdiction of such port or coastal States.

Resolution A.1044(27) on piracy and armed robbery against ships in waters off the coast of Somalia endorses the position of this Committee that seafarers should not carry firearms and that the carriage of armed personnel on board ships for enhancing their protection should be left to flag States to decide, once a thorough risk assessment exercise has been carried out and following consultations with the shipowners concerned.

Amongst other things, the resolution strongly urges Governments which have not already done so:

.1 to decide as a matter of national policy, whether ships entitled to fly their flag should be authorized to carry privately contracted armed security personnel and, if so, under what conditions; and

.2 in their capacity as port or coastal States, to decide on their policy on the embarkation, disembarkation and carriage of privately contracted armed security personnel and of the firearms, ammunition and security-related equipment, and to promulgate it widely to other Member Governments, to industry, and to the Organization.

As a truly global industry with many stakeholders, shipping benefits from harmonization of procedures, adoption of common minimum standards and clarity with respect to national legal regimes.  However, while progress has been made on developing general guidance, policy on the use of Private Security Guards is not common among Member Governments and, across the shipping industry.  There are no agreed minimum performance standards for Private Security Guards and ships using them are subject to many, diverse legal regimes at present.

In order to stimulate debate on this important subject, we have issued MSC 90/20/5, which describes the current situation and outlines a number of related policy issues requiring further deliberation by this Committee.  While recognizing the reality of the situation in which Private Security Guards are employed and the diverse positions of Governments, there is a need to consider how the international community should deal with the issue of Private Security Guards and, in particular, the need to arrive at practical solutions to the issue.

Since the issue of Private Security Guards on board ships is of utmost sensitivity and requires detailed consideration of the policy issues involved, I considered it particularly helpful and appropriate, under this agenda item, for the Committee to engage in a high-level policy debate on this topic.

I invite all Member Governments representing flag, port and coastal States and States of seafarers, and shipowners to share their views on this issue of arms on board which is now critical for the international maritime community.

The outcome of your discussions today will provide the clear policy direction required for subsequent discussions on related, technical documents that the Committee and its Maritime Security and Piracy Working Group will be considering under this agenda item.

***

We have been dealing with piracy problems off the coast of Somalia for 5 years now.

Despite serious efforts by Governments, navies and the industry, the international community has not been able to stop Somali piracy.

We have seen significant developments over the last 4 years:

• Internationally Recommended Transit Corridor in the Gulf of Aden
• EUNAVFOR and strong action by international navies
• Contact Group on Piracy off the Coast of Somalia and its working groups
• Implementation of Best Management Practices
• IMO-led Djibouti Code of Conduct
• Contact Group Trust Fund and IMO Djibouti Code Trust Fund

and still the industry is asking for the strong will of Governments to take action and end piracy.

Seafarers are suffering.  For insurance or trade partners, this may be just a matter of probability, but for seafarers it is a reality and a matter of life.

IMO has been actively advocating the strong will of Governments and, for example, the Council adopted the theme for last year’s World Maritime Day to be: “IMO: Orchestrating the response”.  But words of a slogan cannot resolve the matter.

We must create an effective and robust mechanism to prosecute and punish pirates.

We must ensure strong defence for merchant ships.

We must work together to help Somalia to build up their country and we must create a united front and stronger international regime to deal with and end piracy off the coast of Somalia.

This High-level segment was designed to discuss the current policy issue of private armed guards, but:

I hope that this High-level segment, with the participation of Secretaries of State, Ministers, Vice-Ministers, Permanent Secretaries, Ambassadors, High Commissioners, could also discuss the matter of piracy in general and may even go beyond the issue of arms on board, and come up with a clear indication of the determination of the international community to end piracy off the coast of Somalia.

I am looking forward to listening to your views, visions and leadership.

Thank you Mr. Chairman.

Livestock carrier design, image: Groot Ship Design

KUALA LUMPUR – A unique contract was signed yesterday between Dutch naval architecture firm, Groot Ship Design, South Korea’s Sungdong shipyard, and Malaysian shipowner PBHH/BH, for the design and delivery of two types of livestock carriers.

Groot Ship Design created two concept designs for Sungdong, a design for the transport of 7000 cows (Livestock carrier 7000) and a design for the transport of 11000 cows (Livestock carrier 11000). These designs are to be further completed in the coming months. Groot Ship Design shall also provide a large part of the basic engineering for the Korean shipyard.

Of each type the Korean yard will build 5 vessels for PBHH/BH Livestock. Sungdong requested Groot Ship Design to deliver the design for each type because of the knowledge and experience in livestock carriers and the innovating bow design of the Groot Cross-Bow©.

For Groot Ship Design this is the biggest design order so far since the company started at the end of 2005.

The shipbuilding contracts were signed between BPHH/BH live stock and Sungdong.  Groot Ship Design and Bureau Veritas have been contracted separately by Sungdong to provide design/engineering and ship classification for these vessels respectively.

For PBHH this is an important step forward into the world market for live animal transportation with special attention for the welfare of the animals. PBHH is a major player in the production of halal food, the new fleet of livestock carriers will further strengthen its position in that market. For Groot Ship Design this is a new milestone with regards to further internationalisation (after Europe, China, and India, now Korea) and the size of the designs. The largest of the two designs, the livestock carrier 11000, is with respect to the main dimension, so far now, the largest ship designed by Groot Ship Design.

Of each design, 5 ships will be built (10 ships in total). Livestock is shipped from Sudan to Malaysia and as return cargo frozen chicken will be carried, each ship will therefore load 100 pcs of 40ft reefer containers.  Groot Ship Design is honoured to receive this great order which will offer work to 20-25 specialists and designers for the rest of the remaining year. Sundong is the no 5 shipyard of Korea with approx 8500 employees and one the most modern shipyards of its kind.

The FJELL transporting the Perro Negro jackup, image courtesy Fairstar

Fairstar Heavy Transport N.V. (FAIR) announced today the award of  a new contract to transport the jack-up drilling rig OFFSHORE VIGILANT from Port of Spain, Trinidad to Vung Tau, Vietnam on Fairstar’s semi-submersible vessel FJELL. The contract value is USD $2.9 million and the loadout is expected to commence at the end of MAY.

Willem Out, COO of Fairstar, commented:

“It is business as usual at Fairstar. This voyage positions FJELL almost perfectly to be in the Far East just in time to begin her work on the Gorgon contract in August. Once the rig has been safely discharged, we will put FJELL into dry-dock and prepare the ship for Gorgon certification.”

FJELL has just safely discharged two concrete power generating barges for the Chevron EGTL project in Escravos, Nigeria and is en route to Port of Spain.

Facing a hostile takeover by heavy lift giant Dockwise, business at Fairstar appears anything but “usual” however.

In another announcement today, Fairstar informed Dockwise:

The unsolicited financial proposal received from Dockwise is of no interest to Fairstar. Dockwise has attempted to characterize the offer of USD 30 million in “subordinated debt” to be an attempt by Dockwise to be helpful. However, a close reading of the Dockwise proposal revealed it to be another opportunistic device to try and lock in a NOK 9.3 ceiling for Fairstar shares. Fairstar does not consider “poison pills” of any sort to be appropriate tools in the proper management of our Stakeholders’ interests.

Fairstar’s comments stem from Dockwise’ statement,

“The financial situation of Fairstar is concerning and therefore at the AGM, Dockwise offered again to the Fairstar Boards to discuss how Dockwise could assist Fairstar with its financing. Dockwise had before repeatedly stated to the Fairstar Boards that it is willing and able to discuss with Fairstar the terms of required financing including a potential capital injection of USD 50-100 MM.”

Which was then followed by Dockwise’s offer,

“To assist in Fairstar’s short term financing needs by providing a USD $30 million subordinated loan, for a period of up to 3 years, with interest of 1% over LIBOR for the first 2.5  months and 6% over LIBOR thereafter, to bridge the period to an equity offering of between 20 and 60 million shares, at NOK 9.30, with full protection of the pre-emptive and other rights of all the Fairstar shareholders.  The proposed USD $30 million short term financing would be part of the potential overall capital injunction by Dockwise of USD $50-100 million referred to above.”

Edith Maersk on her way to Rotterdam, Image courtesy Maersk Line

COPENHAGEN (Dow Jones)–Danish oil and shipping conglomerate A.P. Moller-Maersk A/S is increasingly optimistic that its container-shipping arm Maersk Line can return to profit in 2012, after freight rates have seen a positive upward trend since March, Maersk Chief Executive Nils Smedegaard Andersen said Wednesday.

For the container shipping industry, 2011 was an annus horribilus, when surging bunker fuel prices, lower freight rates, tough competition and increasing over-capacity combined to send the entire industry deep in red. In the new year, however, rates have seen a marked improvement, as shippers have taken out capacity and abandoned the fierce price competition to plug the outflow of cash.

“We have implemented a number of price increases, which makes us more optimistic that we can achieve a small profit in the full year,” Smedegaard Andersen told Dow Jones Newswires in an interview.

“We have seen good rate increases, and so far, it looks like the rate increases are being absorbed well by the market,” he said, adding that he sees the trend continuing in coming quarters.

Earlier Wednesday, Maersk reported a 1.3% increase in first-quarter net profit to DKK6.15 billion, overshooting analysts’ expectations, but mainly due to a one-off tax gain from the settlement of a lawsuit in Algeria.

Maersk Line reported a loss of DKK3.4 billion in the first quarter, compared with a year-earlier profit of DKK 2.32 billion, as weak shipping rates and overcapacity weighed on results.

“Maersk Line expects a negative to neutral result in 2012, based on the expectation that the improvement in freight rates since March will continue,” Maersk said in its guidance for the full year and the overall net result is expected to slightly below that of 2011.

Smedegaard Andersen said Maersk Line maintained its market share in the first quarter and will focus on profitability rather than market-share gains for the remainder of the year.

“We are satisfied with Maersk Line‘s current market share. We are not aiming for further gains,” Smedegaard Andersen said, and Maersk Line has no intention of offering rates at the low end of the industry.

Maersk will maintain its overall group strategy, despite the recent death of 98-year-old company patriarch Maersk-McKinney Moller, Smedegaard Andersen said.

Analysts and observers have speculated that Moller’s death could pave the way for the sale of assets, including the company’s 20% stake in Denmark’s largest lender Danske Bank A/S (DANSKE.KO), a move Moller firmly rejected. But Smedegaard Andersen maintained that the stake will not be sold.

“Mr. Moller’s death has no effect on the strategy. We will definitely keep the stake,” he said.

At 0947 GMT, A.P. Moller-Maersk shares were down 6.3% at DKK37,780.

-By Flemming Emil Hansen, Dow Jones Newswires

Seadrill's West Phoenix drilling rig maintains station alongside the Elgin Platform, image: TOTAL

French oil major Total, announced that their well intervention efforts at the North Sea Elgin complex were successful in finally halting the flow of gas from the leaking G4 well.   The operation, which involved pumping heavy mud into the leaking well, began on May 15th and the leak was stopped 12 hours later.

Speaking about the Elgin situation, Yves-Louis Darricarrère, Total’s President of Exploration & Production, said:

“Today, a major turning point has been achieved. Our absolute priority was to stop the gas leak safely and as quickly as possible. Since March 25th, we have been working closely with the authorities and we have communicated transparently and will continue to do so. We shall now fully complete the ongoing task and take into account the lessons learnt from this incident.”

The G4 well had been leaking following an incident on 25 March, which led to 238 people being quickly and safely evacuated from Elgin and an adjacent drilling rig, the Rowan Viking. From an estimated initial gas flow rate of around 2 kg/second, the leak had progressively decreased to an estimated 0.5 kg/s.

Since the beginning of the incident, experts from Total and specialist contractors have been working to stop the leak. During the coming days, these teams will closely monitor the G4 well in order to confirm the complete success of the intervention.