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.

Gibdock has completed a refit of the seismic vessel WG Cook(photo) for WesternGeco, reflecting the yard’s growing ability to attract return customers in the specialised offshore vessel market.

WG Cook is one of six 12-streamer 3D seismic ships delivered to the owner in 2010. The 19-day project was completed on time and with no serious QHSE incidents in preparation for WG Cook’s deployment offshore Canada for a seismic survey.

“The project was awarded on a competitive tender basis, while the location of the yard is also favourable for this project,” says Mick Richardson, WesternGeco Fleet Technical Manager. “However, our return to Gibdock also reflects our preference for teamwork based on forward planning and our requirement for a strong commitment to QHSE. We were also pleased with Gibdock’s preparation and pre-fabrication work.”

Richard Beards, Gibdock Managing Director, says that the WG Cook project falls firmly in line with Gibdock’s strategy to work in long-term relationships with ‘best in class’ clients. “As well as delivering high quality work on a high-value vessel, this kind of project relies on transparency at the planning stage. This means final costs match estimates provided.”

Mr Beards says the close coordination between Gibdock’s commercial and production departments proved pivotal to the project’s successful execution, citing the key roles played in the Gibdock team by Estimator Carlos Anastacio and WG Cook Project Manager Filip Tsankov.

Gibdock allocated its largest drydock to the project, allowing a variety of yard equipment to be deployed simultaneously. The dock’s heavy lifting capability was also a factor, with one of its three cranes being occupied continuously by a 5m exhaust extension and main mast modifications. Docking repairs also included the replacement of the ship’s thruster z-drives, box cooler removal, sea chest modification, hull blasting and painting.

Particularly demanding was upgrade and modification of WG Cook’s hydraulic pipes on two decks, and modification of hydraulic lines after equipment relocation. The WG Cook project included work on hydraulics, so skills available in this trade were a particular focus, with close co-ordination between the ship's owner, the yard and the yard’s subcontractors.

“Around 300 personnel from the yard and the owner were onboard the vessel during the project’s peak period,” says Mr Beards. “Co-ordinating work so that completing one job did not interfere with another was a critical factor in redelivering WG Cook on schedule and with no serious QHSE incidents.”

Cargotec's MacGregor has received EUR 37 million order from Hornbeck Offshore Services Inc. to deliver four 250-ton active heave-compensated (AHC) subsea cranes for four multi-purpose supply vessels (MPSV). The cranes will be delivered between fourth quarter 2014 and third quarter 2015. The order is booked in the second quarter 2013 order intake.

"MPSVs are specialized vessels that are principally used to support complex deepwater subsea construction, installation, maintenance, repair and other sophisticated operations," says Frode Grøvan, Sales and Marketing Director for MacGregor Advanced Load Handling.  "We are pleased  that Hornbeck Offshore opted MacGregor's advanced 250-ton AHC subsea cranes with operational capability at depths of 3700m suitable for ultra-deepwater operations.

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.

A custom-built service center at the new Offshore Marine Centre in the Tuas industrial area of Singapore will boost Acteon operations and improve its customer service in South East Asia.

Due to open in July 2013, the new $11 million, 10,000-m² Acteon Singapore Operations Center will support the offshore operations of Acteon companies across the region. It will be the first purpose-built Acteon center to service multiple operating companies. The base will provide engineering, design, equipment maintenance and servicing, equipment rental and sales activities for CAPE, MENCK, Conductor Installation Services (CIS), LM Handling, Aquatic Engineering & Construction Ltd. and Claxton Engineering Services.

“South East Asia is an expanding market for all Acteon businesses and offers numerous opportunities in subsea services. We have now reached the point where we need to provide the right local infrastructure and workforce to serve our customers in the region.” said Acteon Group Ltd. executive vice president Paul Alcock. “As bulkhead port access is at a premium in Singapore, the new facility will provide Acteon companies with easy and unrestricted port mobilization and demobilization options for heavy equipment, which will be supported by our on-site 128-te workshop crane capacity.”

“Operating a world-class service center from the Offshore Marine Center will strengthen our presence in Asia and underline our long-term commitment to the region. Customers should benefit from quicker responses on equipment supply and turnaround, and should gain clearer understanding of the operations and capabilities of the Acteon companies on site,” said Alcock.

“We are delighted that Acteon has chosen to establish its regional service center at the Offshore Marine Center to serve its customers in Asia better. The Offshore Marine Center, with its common waterfront area, is a strong testament to the collaboration between the government and industry to develop innovative solutions that optimize the use of resources,” said Lim Kok Kiang, executive director, transport engineering, Singapore Economic Development Board.

With construction underway on the first ever Oblique Icebreaker, research specialist Aker Arctic Technology  has unveiled a new version of the unique vessel type that will bring ice management and pollution control in thick first year ice to a new level.

The first ARC 100  is due delivery to the Russian Ministry of Transport in early 2014, after a collaborative build involving Kaliningrad’s OJSC Yantar and Helsinki’s Arctech yards. The resulting newbuilding is a breakthrough in asymmetric three-thruster conceptual design, which will bring new capability in terminal operations, ice management and oil spill response in freezing seas.

The 76m long vessel, with her oblique ice-breaking action is a game changer in year-round oil spill response. Additionally, a single Oblique Icebreaker cuts channels through ice for cargo ships to follow as wide as two equivalent conventional icebreakers moving ahead side by side.

Aker Arctic has followed up with a “Heavy Duty” ARC 100 HD version of the design – a 98m long and 26m across the beam vessel. The vessel will draw on 24,000 kW of engine power and 19,500 kW of propulsion power to offer 190 tonnes of bollard pull in open water. This is 2.5 x the pull offered by the ARC 100.

Planned to be classed by the Russian Maritime Register of Shipping as an Icebreaker 7, the design is based on extensive model tests at Aker Arctic, Helsinki. Tests demonstrated that the ARC 100 HD will be able to break through 1.5m thick ice when moving ahead and astern at 5 knots (2 knots through 2m thick ice). In the oblique mode, it will be able to cut a 50m wide channel through 1.5m thick ice. In broken ice, its vertical side will push ice pieces and its inclined side break ice floats.

As well as increased size, power and manoeuvrability, the ARC 100 HD adds new ice management and oil spill response functionality. Its dynamic positioning capability will mean it can ‘spin on the spot’ to widen channels. It will also be able to assist during ice field direction changes – effectively cutting ice alongside the cargo vessel exposed to unfavourable ice flows.

Aker Arctic has incorporated specific oil recovery measures. As with the ARC100 design, instead of the vulnerable rubber arm sometimes seen in oil spill response operations, the ARC 100 HD’s vertical hull side itself will act as a sweep arm up to 60m across in heavy waves. The vessel will also feature a skimmer system, including a side door, effective in-built brush skimmers/collector tanks for oil separation, recovered oil transfer pumps, and a discharge pump.

“This project is a significant milestone for icebreaker expertise, as it shows the way design and construction efforts are keeping pace with continuing demand for harder to recover energy sources”, says Mikko Niini, Managing Director of Aker Arctic Technology Inc. “With the awarding of drilling permits in the Arctic subject to increasing scrutiny, this is another example of Aker Arctic Technology’s commitment to meeting the challenges set by nature.”

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.

GE’s Power Conversion business (NYSE: GE) announces it has been awarded a contract by the Eastern Shipbuilding Group in Panama City, Fla., to supply integrated diesel-electric power, propulsion and vessel control systems for two multipurpose supply vessels (MPSVs) with installed horsepower of 12,070 BHP (9,000 kW). Eastern will build the MPSVs for Hornbeck Offshore Services of Covington, La.

Aberdeen-based standby vessel operator Atlantic Offshore Rescue has commissioned what will be the UK’s most powerful emergency response and rescue vessel (ERRV).

The Ocean Troll – which recently completed a long term charter with Statoil – has undergone a £2million conversion and overhaul at MMS in Hull to become a UK Class A ERRV with tanker assist and firefighting capabilities. Its home port will be Aberdeen and it will become Atlantic Offshore Rescue’s principal relief vessel supporting the fleet in the North Sea.

The vessel transferred from Atlantic’s Norwegian operation is part of a £300million fleet investment programme undertaken over the last three years by the Atlantic Offshore Group and is the start of the renewal of its UK Fleet . In recent months, orders have been placed by Atlantic Offshore Rescue for two high-specification  TAV/ERRVs with one due to join the fleet in January 2014 and the other scheduled for completion in 2015.

Atlantic Offshore Rescue has been in operation since 1995. It manages a fleet currently sitting at 13 ERRVs (emergency response and rescue vessels) and four PSVs (platform supply vessels) out of Aberdeen.

It is part of the Atlantic Offshore Group which is based in Norway.  Atlantic Offshore Rescue Ltd employs 350 people (approximately 330 seamen and 20 office-based staff) and provides multi-role offshore and emergency rescue and response vessels for many of the oil majors operating in the North Sea.

The three new ERRVs will secure employment for 90 seamen between them.

The 78metre Ocean Troll is equipped with rescue craft including two Daughter Craft and two Fast Response Craft (FRCs). It is compliant with Norwegian legislation and can carry 300 survivors. With firefighting capabilities of 4x1800cum/hour, it has Bollard Pull of 150 tonnes and BHP 12560.

John Bryce, managing director of Atlantic Offshore Rescue, said: “We are committed to providing our customers with the best possible rescue and recovery service in the event of any offshore emergency and will continue to invest in our fleet and employees to continue to strengthen our service.

“The last year has seen us sign new agreements with a number of major operators we have worked with for several years as well as securing business with others on the back of the reputation built by our personnel and fleet.’’

Atlantic Offshore Group currently operates a fleet of twenty four ERRVs (emergency response and rescue vessels) and PSVs (platform supply vessels), and manages further PSVs on behalf of a third parties.

The group’s aim is to continue to expand its capabilities within both the Norwegian and British sector of the North Sea and to be able to provide cross-border solutions reflecting the needs of its clients for both ERRVs & PSVs.

Subsea 7 S.A. (Oslo Børs: SUBC) announces that it has signed a contract to build a new heavy construction vessel which will be delivered in 2016.

The new vessel will be one of the most capable heavy construction vessels in Subsea 7’s fleet of over 40 ships. She will be deployed globally to meet increasing market demands for executing ever- larger and more complex projects. She will have 2,600m² deck area (for equipment carriage), a

600t Active Heave Compensated offshore crane, a 325t top tension vertical lay system and a 7,000t under-deck basket for storage of flexible pipes, umbilicals and cables. The vessel will be equipped with six main engines in two engine rooms designed to maximize performance in Dynamic Positioning Class III.

Korean company Hyundai Heavy Industries (HHI), one of the world’s largest shipbuilding companies, will build the new vessel. The main crane and the vertical lay system will be provided by Huisman.

Subsea 7 Executive Vice President Commercial Steve Wisely said: “This is another investment in our world class fleet so that we can continue to meet our clients’ demands for executing larger, more complex projects in deep and ultra-deepwater and in harsher environments.”

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:

On May 13,  Imtech Marine signed a contract to be involved in the execution of the capability upkeep program Walrus-class submarines (IP-W) of the Royal Netherlands Navy. The Dutch Defensie Materiel Organisatie granted Imtech Marine Netherlands the assignment to carry out the mechanical, engineering and electrical upgrade works on board the submarines. The assignment will be carried out at the Naval base in Den Helder and will run from 2013 until 2020. IP-W includes a large number of modifications, such as disassembly, assembly and installation of a variety of equipment and systems. This will ensure that the submarines will remain effectively operational in service until at least 2025. The complex project is based on the intensive cooperation between the Royal Netherlands Navy, the Dutch industry and research institutes, with an important role for Imtech Marine.

Apart from extensive conservation work the program also contains replacement of the sonar installation, replacement of the periscope system by anoptronic mast, replacement of the Combat Management System and Internal Communication system, modification of a number of platform systems and the complete redesign of the central radio cabin and electronic cabin. Imtech Marine also plays a role in the installation of the SATCOM systems and the delivery of new consoles for the redesigned combat  information centre.

“It is a great challenge to get this job done within the planned time in the confined space of a submarine with a large team of mechanics, welders, specialists, site managers and quality and safety experts’’, says Harm Kappen, at Imtech Marine responsible for Marketing & Sales in the navy domain. Imtech Marine has been actively involved with the Netherlands Walrus class submarines since the eighties. “Our knowledge and expertise in the naval domain, and in the area of submarines in particular, will be of great value for this assignment”, says Kappen. “As electric system integrator we realize smart and efficient solutions within the available space. During the preparation, design issues such as use of space, weight, ergonomics and safety were extensively and closely examined.”

Leading role

Since 2009 Imtech Marine has had a leading role during the preparations for this major modernization. Two projects have preceded the implementation; the Walrus Engineering Support Project and the Production Engineering Project. Apart from Imtech Marine the companies Nevesbu and Verebus, Nedinsco, Technovia and the research institute TNO were also involved in these preparatory projects.

The Imtech Marine project team will work closely together with the specialist maintenance team of the Royal Netherlands Navy. In the same period the Royal Netherlands Navy will carry out the Multi Annual Maintenance, including another extensive project;  the renewal of the conservation of the hull. This labour intensive job consists of the removal of the current skin, if necessary repairing the hull of the ship and renewal of  the conservation.

Imtech Marine starts in the second half of 2013 with works on board of the HNLMS Zeeleeuw. After that the HNLMS Dolfijn, HNLMS Bruinvis and HNLMS Walrus will follow. The fourth and last submarine will be ready in 2020.

MacGregor's new simulation platform enables customers to access realistic information relating to complex interactions so that better decisions can be made and skills can be attained long before risk becomes a factor

MacGregor, part of Cargotec, has introduced C-HOW,a simulation platform that allows customers to run particular equipment through various simulated conditions and operations. "The C-HOW software is extremely flexible," says Frode Grøvan, Sales and Marketing Director for MacGregor Advanced Load Handling. "Simulation detail can be varied depending on the level of functionality required: C-HOW is modular and scalable, so modules can be added or removed as requirements change. Furthermore, its use is not limited to MacGregor equipment; it can be tailored for products from other manufacturers installed on our customers' vessels."

Although MacGregor has only just introduced C-HOW to the market, customers are already expressing serious interest. At a basic level, C-HOW can be used as an interactive calculation tool, while at the other end of the scale it can be incorporated in immersive training hardware, such as in the advanced crane simulator that MacGregor built at Kristiansand in Norway.

"Simulation can help at every stage of a newbuilding project, from concept studies and layout plans to training, operational planning and, later on in its life, modifications and upgrades," adds Mr Grøvan. "It is all about getting access to realistic information relating to complex interactions so that better decisions can be made and skills can be attained long before risk becomes a factor.

"Our customers can also use C-HOW in discussions with their own clients; demonstrating aspects such as increased availability, contingency planning, calculation and presentation tools, control options, flexible and immersive training, 'black-box' analysis and much more."MacGregor's simulation products and services can be modified, together with the physical system, all the way to the end of their useful working life. "This way, your investment never becomes obsolete and it always performs in the best way possible, even under changing commercial and operational circumstances. We use simulation technology to help design your product, why not use the same tools to test, train and plan for its future use?"

A welcoming ceremony was held for two newbuild vessels SL Gabon and SL Libreville at Port‐Gentil, Gabon on 17 April.

Among those attending the ceremony were the Minister Delegate of Transport Mr Emmanuel Jean Didier Biye, the Governor of the Ogooué Maritime Province Mr Martin Boguikouma, the Prefect of the Bendjè Department Mr Joseph Mouele, Total Gabon Chief Executive Officer Mr Benoît Chagué and Smit Lamnalco Chief Executive Officer Mr Daan Koornneef.

SL Gabon and SL Libreville have been contracted for a five year period by Total Gabon. The vessels will support offshore oilfield activities and tanker operations at the terminal of Cap Lopez, Port‐ Gentil.

“The partnership between our two organizations has roots reaching back 30 years,” says Mr. Koornneef. “Port‐Gentil’s location demands robust and reliable marine support services. We are delighted to bring these two state of the art tugs into service for Total Gabon, signifying our continuing commitment to invest in the future of Gabon.”

Smit Lamnalco now operates five vessels for Total Gabon, has a further four vessels under contract for Shell at its Gamba terminal and manages one vessel for Perenco.

The marine support company praised the performance of its 179 Port‐Gentil‐based staff, 75% of whom are Gabon nationals. Special mention was made of Master Jean‐David Mpaga who has been sailing with the company for over 30 years.