SydStart 2011 Autumn - Customer Underground - Melanie Kansil
CUSTOMER MAGAZINE ISSUE 163 AUTUMN 2011
Transcript of CUSTOMER MAGAZINE ISSUE 163 AUTUMN 2011
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Complete cargosolutions forevery ship type
MacGregor
newsCUSTOMER MAGAZINE ISSUE 163 AUTUMN 2011
North Sea Giant features a 400- tonne MacGregor offshore crane
New lashing bridge can bepart of complete package
Modernisation makes themost of proven technology
Contents4 News
merchant shipping6 Electric drives make car carriers
cleaner and more efficient
10 Lightweight car decks improve environmental credentials
12 Long RoRo series from Korea highlight Cargotec status
13 MacRack for bulk carriers: from concept to construction
14 New lashing bridge lightens the load
15 Sungdong orders more combined equipment packages for container ships
16 Cranes and covers serve a series of pulp carriers
sustainability18 Environmentally friendly operations that
improve commercial performance
customer service20 Small pads play big
part in structural performance
21 Expansion supports locally based global service
34 MOC service appeals to more and more operators
offshore22 Equipping the Giant for colossal tasks
26 Properly handled equipment is safer and more efficient
28 Offshore expertise employed in alternative energy sector
30 Upgrades maintain performance at a peak
31 Specialised services call for custom-made solutions
32 AHTS vessels can handle different chain sizes in safety at sea
33 Deepwater seabed seismic system quickly gets to the bottom of things
35 Contacts 22
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MacGregor News is Cargotec’s customer magazine with distribution of approximately 15,000 copies. Publisher: Cargotec Corporation, Sörnäisten rantatie 23, FI-00501 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/zeeland Printed by Punamusta, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.
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Properly trained personnel improve
safety and efficiency
Optimised cargo handling maximises productivity
Cargotec improves the efficiency of cargo flows on
land and at sea – wherever cargo is on the move.
Cargotec’s daughter brands, Hiab, Kalmar and
MacGregor, are recognised leaders in cargo and
load-handling solutions around the world.
Cargotec’s global network is positioned close
to customers and offers extensive services that
ensure the continuous, reliable and sustainable
performance of equipment. The company employs
approximately 11,000 people.
www.cargotec.com
About Cargotec
MacGregor is the global market-leading brand in marine cargo handling and offshore load-handling solutions. Customer-driven MacGregor engineering and service solutions for the maritime transportation industry and the offshore load-handling and naval logistics markets are used on board merchant ships, offshore support vessels, and in ports and terminals. www.macgregor-group.com
Sales by geographical segment 1-9/2011, %
EMEA 41% (41%)Americas 20% (18%)
APAC 40% (41%)
Every ship – from a bulker to an offshore support vessel – has its own optimum cargo or
load handling solution. The design differences between these ship types call for particu-
lar expertise in understanding a customer’s business processes, the specific ship types it
operates, and the engineering solutions that perform cargo or load handling duties.
At its best, an optimised cargo handling solution means that money invested can be
recouped in a single round-trip. Multiply that amount by the number of trips in a ship’s
lifetime, and it is immediately apparent that getting the cargo solution right is crucial to
profitability.
By working closely with our customers and knowing the cargo profiles planned for a
vessel right at the beginning of a newbuilding project, we can combine this knowledge
with our expertise, and can guarantee to deliver the most efficient cargo handling solu-
tion possible for a specific ship type – which is not the same as simply choosing one or
two of our products and adapting a generic solution.
Our global sales teams, both for merchant ships and offshore vessels, are close to our
customers wherever they are. As an organisation, we continue to strengthen these teams
and broaden our in-depth ship-type knowledge. Customers benefit from this concep-
tual ship type approach by getting an optimised cargo handling solution from a supplier
who has an overall understanding of specific ship types and their cargo and load handling
needs.
Each complete solution is built on excellent products combined in an optimum way.
When you add service to this picture, we can really speak about optimising ship lifetimes.
Olli Isotalo
Executive Vice President, Marine
Sales by reporting segment 1-9/2011, %
Industrial& Terminal 60% (58%)• Equipment 70% (65%)• Services 30% (35%)
Marine 40% (42%)• Equipment 86% (84%)• Services 14% (16%)
Key figures, MEUR Q1–Q3/11 Q1-Q3/10 Change 2010Orders received 2,391 2,013 19% 2,729
Order book, end of period 2,349 2,395 -2% 2,356
Sales 2,310 1,828 26% 2,575
Operating profit 159.1 92.9 71% 131.4
Operating profit margin, % 6.9 5.1 5.1
Net income for the period 114.5 54.2 78.0
Cash flow from operations 78.0 193.4 292.9
Earnings per share, EUR 1.86 0.82 1.21
Net debt, end of period 362 264 171
Personnel, end of period 10,613 9,588 9,673
4 MACGREGOR NEWS | ISSUE 163
Cargotec has a new automated lashing mock-
up test bench available at its Turku office
in Finland. The mock-up device tests lash-
ing arrangments using a remote control
panel. “Adjusting different lashing positions
is fast and precise and it is possible to carry
out 20 to 30 tests in one working day,” says
Arto Toivonen, Naval Architect, Dry Cargo.
“Raised efficiency in testing makes wider test
scopes possible for busy customers. An aver-
age test scope for a container carrier is about
35 tests.
“Mock-up tests for container securing
are designed for checking that the calculated
lashing lengths work and make sure that the
lashing bridge structures and the loose lash-
ings, such as turnbuckles and lashing rods, do
not collide with each other”.
Cargotec has received two orders for
MacGregor cargo handling cranes which
between them total 184 units. The first is an
order to supply 104 MacGregor GLB cranes
for 26 bulk carriers under construction at a
Chinese shipyard. The cranes will start to be
delivered in 2012, with the majority being
handed over in 2013.
In a second contract, Cargotec will deliver
80 MacGregor GL multipurpose cargo cranes,
each with an SWL of 45 tonnes, to 20 open
hatch bulk carriers that are being built by STX.
Ten vessels will be built at STX’s Dalian ship-
yard in China and the other ten vessels at STX
Offshore & Shipbuilding’s Jinhae shipyard in
South Korea (see also page 16).
New test bench speeds up container securing trials
184 cargo cranes ordered for two bulker series
Cargotec appoints vice president for load-handling business
Cargotec has appointed Tom Svennevig as
Vice President for Advanced Load Handling.
He is experienced in the offshore industry
and is based in Kristiansand, Norway,
where he also assumes the role of managing
director of Cargotec Norway AS.
“We have a professional and experienced
team in our competence centre for advanced
load handling solutions in Kristiansand
and offer their services to our customers
globally,” says Olli Isotalo, Executive Vice
President, Cargotec Marine. “Appointing
Tom Svennevig further strengthens our
organisation in Norway.” Earlier this year,
Ilpo Heikkilä was appointed as the Vice
President for Cargotec’s winch business line,
and he is based in Singapore.
News around the world
5ISSUE 163 | MACGREGOR NEWS
Cargotec has won a contract from joint stock
company Vinh Nam (VAM JSC)/Tecmach to
supply mooring equipment for Vietsovpetro’s
110m-long by 30.5m-breadth pipelaying crane
barge, Con Son. The 1969-built vessel is cur-
rently undergoing a conversion at Dung Quat
Shipbuilding Industry Co Ltd.
As part of the conversion project, Cargotec
will supply eight mooring winches complete
with local and remote controls, tension and
length-monitoring systems, hydraulic power
packs, sheaves, and fairleads. The mooring
equipment is scheduled for delivery at the
beginning of 2012 and will be manufactured
at Cargotec’s facility for offshore load handl-
ing in Singapore.
Further strengthening its reputation for spe-
cialist RoRo access expertise, Cargotec has
recently won RoRo access and transfer sys-
tem contracts for seven deepsea ships.
One of the contracts is for a two-shipset
repeat order, which builds on a four-ship
equipment agreement that Cargotec won in
June this year from Hyundai Mipo Dockyard
in South Korea. Cargotec will now deliver
1,600 tonnes/ship of MacGregor RoRo equip-
ment to six deepsea ConRo vessels.
The second contract is for a 26,600 dwt
deepsea ConRo, Marjorie C, which is being
built for Pasha Hawaii by VT Halter Marine
in Mississipi, USA, and is scheduled to enter
service at the end of 2013. Cargotec will sup-
ply around 150 tonnes of equipment, which
includes a stern ramp for loads of up to 350
tonnes, and four bulkhead doors above fixed
ramps.
“Both of these contracts are for vessels
that will carry general and project cargo, as
well as various types of RoRo cargo, and this
calls for specialist knowledge,” says Magnus
Sjöberg, Sales Director for RoRo Ships at
Cargotec. “Because of our in-depth under-
standing of RoRo access and cargo handling
systems, we are able to deliver the most flex-
ible and efficient designs possible.”
Mooring equipment order opens up Vietnamese offshore market
Deepsea ConRo designs enhanced by efficient access and transfer systems
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Cargotec wins Mitsubishi’s ‘best supplier’ awardMitsubishi Heavy Industries’ Shimonoseki
shipyard in Japan has given Cargotec’s off-
shore business and local Japanese team its
‘Best Supplier award 2010’ award. In part,
this is in recognition of the company’s drive
to understand future customer needs by pro-
viding an extensive geographical presence
and close collaboration with customers.
“This award is a great acknowledgement
from an important customer in the Asian
market,” says Edvin TunheimTønnessen,
Cargotec Contract Manager for Advanced
Load Handling. “We were granted this award
for delivery of a number of offshore load
handl ing systems to the new marine resource
research vessel Hakurei. We have the capab-
ility to deliver integrated solutions that met
specific operational requirements of our
customer. Being recognised as ‘best supplier’
affirms the solid reputation of the MacGregor
brand within the offshore industry.”
Hakurei is scheduled for delivery to
the Japan Oil, Gas & Metals National
Corporation (JOGMEC) at the end of
January 2012. It will be the first research ship
in Japan equipped with two types of large-
scale drilling system. “Our contract with the
owner called for an extensive engineering
package and customised solutions for special
operations,” explains Mr Tønnessen. “These
included some of the major MacGregor pro-
ducts for ultra deepwater operations and
deck handling machinery.”
What do you think of our magazines!
100,000 m2
Altogether Cargotec has had contracts for over 100,000 m2 of electrically-operated MacGregor car decks and internal hoistable ramps and covers
6 MACGREGOR NEWS | ISSUE 163
MERCHANT SHIPPING
Electrical equipment makes car carriers
cleaner and more efficient
Most of the world’s pure car carrying (PCC), pure
car/truck carrying (PCTC) and deepsea RoRo fleets
feature MacGregor RoRo access equipment. This
is, in part, due to Cargotec’s ability to look at each
customer’s specific needs and design cargo flow and
stowage arrangements to meet these, while at the
same time building in operational flexibility.
In recent years two factors in particular have
dominated this sector: the global requirement
for greater environmental consideration, and the
mainstream expectation for higher efficiencies. The
electric drive benefits both.
Originally born from a combined wish for cleaner
and more environmentally-friendly car carrying, the
Japanese PCC and PCTC industry has been instru-
mental in driving the demand for, and adopting, this
technology. As a result, the first PCCs and PCTCs
designed with all electrically-driven RoRo access
equipment are now entering service.
Making its debut for Mitsui O.S.K. Lines Ltd
(MOL), is a 4,000-unit PCTC, Iris Ace, which has an
electrically-driven stern quarter ramp/door, side
ramps and two movable ramps. The vessel was deliv-
ered from Japanese shipbuilder, Shin Kurushima
Toyohashi Shipbuilding Co Ltd earlier this year
and was followed into operation by a pair of 6,400-
unit PCCs, Cattleya Ace and Carnation Ace, from
the same builder. Each of these two ships features
an electrically-driven stern quarter ramp/door, a
centre ramp/door and six movable ramps. All equip-
ment is operated by electric winches and actuators,
eliminating the use of hydraulic oil in the operating
system.
Cargotec has a growing electric-drive RoRo
reference portfolio. The first ships with electrically-
driven MacGregor RoRo equipment were delivered
in 2006 – although this equipment was limited to
internal systems. In 2009, four 2,000-unit PCTCs for
PD Gram & Co AS, delivered from Kyokuyo Shipyard
in Japan. Viking Odessa, Höegh Caribia, City of Oslo
and Viking Constanza, all feature a comprehensive
outfit of internal MacGregor cargo access equipment
including: ten hoistable car deck panels, one access
ramp, four movable ramps and two ramp covers on
each ship.
Also, last year Cargotec and the Shin-Kurushima
Dockyard group signed further agreements for four
PCCs to be fitted with fully electrically-driven RoRo
access equipment. “This means that five car carriers
and two RoRos now have all of their RoRo equip-
ment electrically-driven,” says Magnus Sjöberg,
Sales Director for RoRo ships at Cargotec.
Two of the new equipment orders are for 6,400-
unit PCCs being built at Shin Kurushima Toyohashi
Shipbuilding Co Ltd. Each PCC will feature an elec-
trically-driven MacGregor stern quarter ramp, side
ISSUE 163 | MACGREGOR NEWS 7
MACGREGOR NEWS | ISSUE 1638
ramp and six movable ramps and will enter
service for two different domestic Japanese
owners, Mizuko and Hakuyo.
“Shin-Kurushima, MOL and Cargotec
are all committed to clean seas,” he notes.
“The cooperation between the companies
has resulted in these exceptionally efficient ,
environmentally-friendly vessels. Our
collaboration was an essential part of this
technology’s development; and we are seeing
a steadily growing demand for it”.
Like Cargotec and Shin-Kurushima, MOL
is no stranger to environmental initiatives.
Since 2003 its car carrier operation has
focused on: “protecting the environment,
by improving fuel efficiency and reducing
exhaust emissions of their ships,” says the
company. In the same year it launched the
6,400-unit Courageous Ace, which intro-
duced a new fleet standard in energy-saving
features. The company cites, for example:
an aerodynamically rounded hull, which is
bevelled along the bow line to reduce wind
resistance; an insulated coating on the
decks to reduce heat-loss and increase air-
conditioning efficiency; and double-hulled
fuel tanks, which are designed to reduce the
risk of oil leaks. In 2005 and 2008, MOL also
launched the 6,400-unit vessels Euphony Ace
and Swift Ace, which each feature solar power
generation panels on deck.
“On average, electric drives consume less
energy than their hydraulic equivalents,
therefore, their introduction into MOL’s
recent newbuilds was a natural progression
in the company’s environmental initiatives,”
says Mr Sjöberg.
“When you replace hydraulically-powered
deck machinery with electric versions, one of
the greatest environmental benefits that you
gain is the elimination of potential hydraulic
oil leaks. These cause pollution and can also
damage cargo. It was the high incidence of
cargo damage that was a primary concern for
car manufacturers, who ultimately put pres-
sure on shipowners to come up with a solu-
tion to the problem.”
However, there are also other good com-
mercial reasons for shipowners to switch
and they also provide further environmental
benefits:
NB No No of ships type owner electric-drive RoRo equipment
Shin-Kurushima Toyohashi Cattleya Ace, Carnation Ace
Morning Claire, 3652
4 6,400 unit PCCs
two for MOL, one for Mizuko, one for Hakuyo Shipping
stern quarter ramp/door, side ramp and six movable ramps
Shin Kurushima Dockyard 56775678
2 11,400 dwt RoRos
Japanese owners
stern quarter ramp/door, movable ramp
Shin-Kurushima Dockyard Iris Ace 1 4,000-unitPCC
MOL stern quarter ramp/door, side ramp and two movable ramps
Kyokuyo Shipyard Viking Odessa,Höegh Caribia, City of Oslo,
Viking Constanza
4 2,000-unit PCCs
PD Gram & Co 10 hoistable car deck panels, one access ramp, four movable
ramps and two ramp covers
Jinling Shipyard Finnbreeze, FinnseaFinnsky, Finnsun
Finntide, Finnwave
6 10,500 dwt RoRos
Finnlines 2 x 2,900m2 car decks 21+20 electric panels
and two access ramps
30%On average, electric drives consume up to 30 per cent less energy than their hydraulic equivalents”
9ISSUE 163 | MACGREGOR NEWS
• Energy is saved because electric drives run only when
manoeuvring equipment; power can also be fed back into
the system when larger winches, such as those found on
RoRo ramps, are in lowering mode.
• Energy losses are much smaller, because electrically-
driven systems are not affected by pressure drops.
• Electric drives are easy to monitor and service,
enabling peak efficiency.
• Time, money and energy are saved while shipbuilding;
it is easier to install electrical cable than piping and no
pump units are needed.
• Lower power consumption enables a ship to be
designed with reduced power generation needs.
Mr Sjöberg concludes that: “Electrically-driven
MacGregor RoRo cargo access equipment is a result of
intensive R&D work, which was initiated in response to
customers’ requests. Our ability to develop equipment
that not only meets numerous performance require-
ments, but also protects the environment, demonstrates
our commitment to operating in a responsible manner
and taking environmental considerations into account.”
Growth in vehicle traffic
Pure car carrier and pure car/truck carrier evolution is a classic example of ship design adapting to a specialised and expanding trade. Before the arrival of multi-deck PCCs and PCTCs with their extensive RoRo cargo handling facilities, the modest international shipments of new vehicles were handled by bulk carriers with portable or hinge-away car platforms.
Cars were loaded or discharged by cranes or ship derricks. Earlier, in the 1950s, cars had been mainly shipped on scheduled cargo liners. The seeds of the specialised ship were sown in 1955 when Swedish pioneer in the trade Wallenius Lines introduced the first two purpose-built car carriers. Designed for service between Europe and the US Great Lakes and to negotiate the locks, these were small by today’s standards (2,700 dwt with capacity for 290 cars) and employed LoLo handling.
Increasing trade spawned larger tonnage up to 15,000 dwt during 1959-63; these were combined car/bulk cargo ships in which loose car decks were built into the cargo areas. In 1973-74, Wallenius took delivery of two 51,000 dwt pure car/pure bulk vessels, each with capacity for 3,500 cars as well as bulk cargo. The cars were stowed in three separate garages with the bulk cargo space arranged between them.
But the sheer volume of car shipments worldwide and the anticipated further expansion of the market, particularly stimulated by the rise in Japanese vehicle exports, dictated the design of large vessels dedicated to the trade. The multi-deck PCC with efficient RoRo loading and discharge arrived in the early 1970s, and the aggregate capacity of that specialist fleet increased 10-fold between 1973 and 1983.
Successive designs have seen rising individual capacities – from 4,900 car units in the mid-1970s to 8,000-plus car units now – and arrangements for handling and stowing a more flexible mix of vehicle types: not just cars, but other project cargo, like trains, mining equipment, turbines etc.
MacGregor solutions have made a significant contribution to stowage efficiency, freight flexibility and reducing turnaround times in port with advances in design and optimised arrangement of RoRo cargo access and transfer systems for increasingly larger and more versatile multi-purpose carriers. A typical outfit is based on a stern quarter ramp/door, midships side ramp/doors and hoistable internal decks.
NB No No of ships type owner electric-drive RoRo equipment
Hyundai Heavy Industries (HHI) TugelaTulane
2 two 8,000- unit LCTCs
Wilhelmsen six movable ramps and one hoistable plywood car deck panel
Daewoo Shipbuilding & Marine Engineering (DSME)
Aida, Otello
Faust, Fidelio, Fedora
Aniara, Oberon, Tijuca, Tirranna, Carmen , Tiger, Figaro,
Titania
2
11
6,700-unit PCTCs
8,000-unitLCTCs
Wallenius four car deck panels, five to seven internal ramps and one big flap
three hoistable car decks, 7 movable ramps and one big flap
Mitsubishi Shimonoseki
Celestial Wing
Transfuture 8Transfuture 10
1140, 1141
1 4
3,900-unit PCTC
2,000-unit PCTCs
MOL
Toyofuji
six hoistable car deck panels
bulkhead door
Electric winch operated car decks
Lightweight car decks benefitthe environment and bottom line
One example of Cargotec’s innovation
built on experience is the development of
lightweight liftable and hoistable car deck
panels, which incorporate plywood in their
construction to reduce their weight consid-
erably compared with steel equivalents. The
technology is available for both newbuild-
ings and retrofit projects and the panels can
accommodate car lashing fittings. Cargotec
now also promotes electric-drive versions of
these lightweight panels to further enhance
efficiency and environmental credentials.
One of the largest European special-
ist freight and passenger service shipping
Cargotec supplied and installed about 5,450m2 of lightweight car decks for each of the vessels
MACGREGOR NEWS | ISSUE 16310
R&D has environmental emphasis
companies, Finnlines, has specified the first
example of the electrically-driven genera-
tion of this technology onboard its six 10,500
dwt ice-class RoRo newbuildings. The first
two of these ships, Finnbreeze and Finnsea,
have been delivered from the Jinling
Shipyard in China; the other four are near-
ing completion.
“The two ships are not only new but
highly innovative,” Finnlines said. “Among
their key features are hoistable car decks on
two levels that allow us to handle more cars
than is normal on ships of this size. The indi-
vidual configuration options of the car deck
panels also give us the flexibil-
ity to adjust to different cargo
mixes on different routes.
And with the clearance on the
main deck rising to 6.3m when
the car decks are completely
hoisted, we can also accept
higher cargo on these new ves-
sels.”
The car deck panels feature
a lightweight open beam con-
struction with a plywood top
plate to minimise their weight
and therefore their impact on
ship stability. Total weight,
including fittings, is about 100 tonnes less
than equivalent steel car decks that have a
total weight of approximately 600 tonnes.
The scope of Cargotec’s contract runs to
the design, fabrication, installation assist-
ance and commissioning of about 5,450m2 of
lightweight car decks for each of the vessels.
It also includes a newly-developed lashing
system.
Finnlines is part of the Grimaldi Group
and has used Cargotec as a key supplier
for many projects. In 2009 it contracted
Cargotec to install MacGregor plywood car
deck panels on two of its 11,750 dwt vessels,
Finnpulp and Finnmill. During an extensive
conversion project, the 2002-built RoRo
ships were each fitted with 3,090m2 of
hoistable car decks and a hoistable ramp to
increase their freight capacity to 3,276 lane-
metres.
“Adding car decks and ramps to an
existing vessel can have an adverse impact
on stability, so the lightweight MacGregor
products were well suited for this conver-
sion,” said Jonas Nordström, Director
RoRo conversions. “Cargotec introduced the
new concept of electrically-driven, light-
weight car decks following the success of
these first plywood car deck platforms.“The
newly-developed lashing profile is also a
very special concept. The lashing is not
attached to the plywood panel itself, but to
the steel secondary stiffners, which also act
as support for the plywood panels.”
The operator said that: “Finnlines is
known for its commitment to the environ-
ment and this is reflected in the design of the
newbuildings. Besides the improved cargo-
transporting possibilities, the new ships
were built with a strong focus on reducing
their carbon footprint and minimising the
environmental stress per transported cargo
unit or tonne.”
As the clearance on the main deck rises to 6.3m when the car decks are completely hoisted, Finnlines can accept higher cargo on these new vessels
Hoistable car decks on two levels allow Finnlines to handle more cars than is normal on ships of this size
The individual panel configuration options give Finnlines the flexibility to adjust to different cargo mixes on different routes
Cargotec prioritises environmental protection in product development. Its latest patented MacGregor lightweight car deck concept meets this R&D ambition in several ways:
• Compared with steel the panels have a lower cost and lower weight with the same durability and lifetime. • Lighter decks improve vessel efficiency in terms of payload and flexibility of operations.• Lighter decks and ships allow increased speed or reduced fuel consumption.• Stability benefits are gained by reducing weight high up in the vessel’s structure.
The panels feature a lightweight open beam construction with a plywood top plate to minimise their weight and therefore their impact on ship stability
Finnbreeze and Finnsea (pictured) have been delivered from Jinling and feature the first examples of electrically-driven lightweight MacGregor car deck panels
11ISSUE 163 | MACGREGOR NEWS
12 MACGREGOR NEWS | ISSUE 163
MERCHANT SHIPPING
Hyundai Mipo Dockyard has delivered six out of a series of ten 10,800 dwt RoRos for Grimaldi; all feature MacGregor RoRo cargo access equipment
Grim
aldi
Gro
up
Fifty years of development have seen the
world RoRo fleet proliferate from small
converted vessels to embrace all sizes of
freight carriers and vehicle/passenger fer-
ries on shortsea services, and multipurpose
container ships and pure car/truck carriers
(PCTCs) on global routes. MacGregor sys-
tems were designed for the pioneering USNS
Comet in 1958; for the first deepsea RoRo
vessel, Paralla, in the late 1960s; for jumbo
RoRo container ships in the early 1980s; for
success ive generations of PCCs and PCTCs;
and for diverse specialist tonnage.
“We continue to supply MacGregor
cargo access equipment and advanced lash-
ing systems for the majority of the world’s
PCC/PCTC and deepsea RoRo fleets,” says
Karl-Axel Persson, Senior Sales/Contract
Manager for RoRo.
Key performance factors for car carri-
ers are achieving maximum flexibility and
maximum cargo space, along with the mini-
mum time spent in port. “Cargotec’s system
portfolio has developed over many years
from equipping every known type of RoRo
vessel; and its expertise supports the ship
designer, builder and operator in achieving
the optimum commercial and technical cargo
handling solution for any RoRo newbuilding
or conversion project, whatever the size or
intended trade.
“The long series of ships equipped with
MacGregor cargo access equipment being
delivered by South Korean shipyards is a
testament to the trust the yards place in
Cargotec as a supplier,” Mr Persson notes.
“Since 2000 we have delivered RoRo equip-
ment for approximately 300 deepsea RoRos,
PCCs and PCTCs and this makes us the
world’s largest supplier of cargo handling
systems.”
Delivery highlights include: the 7,900-
unit large car and truck carrier (LCTC)
Tugela, which is the first of a two-vessel
order for Wilh. Wilhelmsen/Wallenius Lines,
which was delivered from Hyundai Heavy
Industries (HHI), in Ulsan, Korea, in July
this year. Tugela features a comprehensive
suite of MacGregor RoRo access equipment
and is designed to carry cars and high and
heavy rolling cargoes on wheels and tracks,
typically the kind of very large vehicles
employed in construction, mining and agri-
culture. The 230m ship will also transport
trailers and can handle breakbulk cargoes
such as rubber in crates, steel coils and pipes.
Hyundai Mipo Dockyard has delivered
six out of a series of ten 10,800 dwt RoRo
vessels with MacGregor RoRo cargo access
equipment. The vessels, Eurocargo Genova,
Eurocargo Malta, Eurocargo Alexandria and
Eurocargo Venezia are destined for Italian
owner Grimaldi.
The yard has also handed over two RoRo
vessels in the same series, Strait of Dover and
Strait of Gibraltar, which each have 3,810 lane
metres of freight capacity, to Hong Kong-
headquartered shipping company, Pacific
Basin Shipping. Glovis Passion, the first of
two PCTCs, has been delivered to the Ray
Shipping Group of Israel.
At Daewoo Shipbuilding and Marine
Engineering (DSME), Jolly Diamante,
the first of four 45,200dwt RoRo vessels
equipped with MacGregor RoRo cargo access
equipment is nearing completion and is
scheduled for delivery to Italian operator
Messina Line by the end of November.
It has also delivered the first three ships
from a series of four 7,900-unit large car
and truck carriers for Wilh. Wilhelmsen/
Wallenius Lines: Carmen (H4457), Tiger
(H4458) and Figaro (H4459). These comple-
ment the series of similar deliveries from
HHI as part of the companies’ combined
newbuilding programme.
Long RoRo series demonstrate Korean shipyards’ trust
Development process is continuous
Cargotec’s product development does not
end when a system or piece of equipment
reaches the market: as well as coming up with
new solutions the company’s R&D strategy
addresses the effectiveness of equipment
throughout its lifetime. For example, the
first version of Cargotec’s gravity-fed belt
conveyors for unloading dry bulk cargoes
was delivered in 1956, but continual upgrades
mean that it is both tried-and-tested while
also bene fiting from the latest technology
(page 18).
Another example is MacRack, a new eco-
nomical, competitive and environmentally-
friendly electric-drive system that unites
the lift and drive operations for side-rolling
hatch covers and so makes separate hatch
cover lifters obsolete. Cargotec anticipates
that MacRack will become the standard sys-
tem for side-rolling hatch covers.
The first MacRack systems will be
installed in May next year at the Zheng
He Shipyard, in China, with the first ves-
sel – a 47,000 dwt bulk carrier for a Chinese
owner – scheduled for delivery in July 2012.
Hardware will be delivered to the shipyard
from the end of this year.
Development work on the electric-drive
side-rolling hatch cover started in 2001 in
response to the Japanese car industry’s
ambition to make its supply chain as ‘green’
as possible. The company’s answer to this
challenge was to launch the ‘E-Roll’ side-
rolling hatch cover system. “E-Roll’s com-
ponents and control system were essentially
developed from scratch because similar
systems for the marine and bulk carrier
environments did not exist,” says Torbjörn
Dahl, Senior Naval Architect for bulk ships
at Cargotec.
Historically, electric-drive hatch covers
have progressed from single-pull covers
with the wheels lifted by hydraulic cylinders;
‘piggy back’ covers, again with the wheels
lifted by hydraulic cylinders; and sliding cov-
ers for tweendecks. Generally, piston move-
ment is not so easy to achieve electrically. For
a long time, wheels have been lifted hydrau-
lically even if the drive is electric. “We have
solved the piston problem with electrically
powered screws. The concept can be applied
for both a rack-and-pinion drive as well as for
a chain drive”.
Each E-Roll side-rolling hatch cover
comprises two panels which are opened by
a geared electric motor connected to a chain
drive after being raised (‘Roll-up-Roll’) by
electrically powered cylinders. One complete
roll up/down and open/close operation is
carried out automatically when the operator
pushes a single button, and smooth opera-
tion is ensured by inverter and programma-
ble logic controller (PLC).
MacRack unites the ‘lift’ and ‘drive’ oper-
ations and so makes separate hatch cover
lifters obsolete. This reduces maintenance
work for the shipowner, and the shipyard’s
installation work is also simpler because
fewer components need to be installed on
the coaming.
“As with all first-generation technology,
improvements were needed and the develop-
ment project focusing on the safety, techn-
ical limitations and cost of electric drives
resulted in the launch of MacRack,” Mr Dahl
said. “MacRack’s development process has
now come full circle and we are ready for
further deliveries.”
13ISSUE 163 | MACGREGOR NEWS
MacRack makes separate hatch cover lifters obsolete
14 MACGREGOR NEWS | ISSUE 163
New lashing bridge maximises payload
Compared with existing container lashing
bridges, Cargotec’s new MacGregor concept
delivers weight savings. “This in turn has a
knock-on effect on overall vessel design and
construction, as the hull naturally requires a
reduced supporting structure,” said Tommi
Keskilohko, Sales Manager for Container
ships. “Weight reduction has obvious com-
mercial advantages.”
“Structured, long-term development of
existing equipment and practices can make
a major impact on operating efficiency and
safety. Applying this methodical approach
to the design, construction and operation of
lashing bridges has produced particularly
impressive results.”
While conventional lashing bridges rely
on steel box structures, Cargotec’s concept
features a lighter design constructed from
steel plate and profiles, allowing material
to be added where it is most needed and
reduced where it is not. “The result is a
structure that is just as strong, but without
any unnecessary weight,” Mr Keskilohko
said.
“But that is not the only advantage. Not
only does the new concept require signifi-
cantly less welding during installation than
traditional bridges, but fillet welding tech-
niques replace the more time-consuming
bevel welding. Therefore, construction and
installation are quicker.
“There are maintenance benefits too, as
the reduced use of box structures means
that there are far fewer enclosed surfaces
that can be subject to hidden corrosion.”
This new type of lashing bridge system
is delivered complete, and is already fitted
with lashing eyes optimised for a particular
ship. The modular construction means that
the structure can be transported and lifted
into place on the vessel in one piece or as
several units, depending on the crane capac-
ity available at the shipyard.
“This concept also provides a safer
working environment,” Mr Keskilohko
stated. “The simpli-
fied design reduces
human error by
providing a more
efficient, safer lash-
ing system.” Lashing
rods on the vessel
are interchangeable
and are stored in a
diagonal position.
“This makes lashing
procedures signific-
antly safer, because
operators do not have
to reach for lashings
from an awkward
position.”
Detachable handrails
make for easy mainten-
ance and allow access to reefer equipment.
In addition to the handrails, elements such
as gangways, electrical cabinets and lighting
arrangements can be customised to meet an
individual customer’s requirements.
Compliance with the appropriate rules
and regulations is an essential aspect of
introducing innovative products, and
Cargotec’s new MacGregor lashing bridge
concept meets all the relevant rules and reg-
ulations of bodies including the Australian
Maritime Safety Authority (AMSA) and the
Australian Waterside Workers Federation
(AWWF).
“As part of finite element analysis (FEM),
Cargotec has taken into account all possible
loading scenarios – for example full load and
half load – and the resulting lashing bridge
deflections,” Mr Keskilohko continued. “We
check the effects of vibration separately,
based on data supplied by the shipyard.
Using lashing forces produced through our
analysis, we can optimise the strength of
each bridge and therefore produce the best
possible design for each project.”
“The simplified design reduces human error by providing a more efficient, safer lashing system”– Tommi Keskilohko
“We can optimise the strength of each bridge using lashing forces produced through our analysis”– Tommi Keskilohko
New lashing bridge concept – a strong, lightweight combination of steel profiles and plates ensuring efficient container securing
15ISSUE 163 | MACGREGOR NEWS
MERCHANT SHIPPING
Sungdong series uses new optimised lashing bridge
Eleven 8,800 TEU container ships under
construction at Sungdong Shipbuilding
and Marine Engineering in South Korea
will feature MacGregor hatch covers, fixed
lashing gear, and new lashing bridges (page
14). Seven of the ships are for Costamare
Shipping Co (NB 4010, 4011, 4020 - 4024),
and the other four are for Mediterranean
Shipping Co (NB 4012 – 4015).
Cargotec will deliver the complete equip-
ment packages between the middle of 2012
and the end of 2013.
“An important factor in winning this con-
tract was that Cargotec is the only company
able to deliver the entire cargo equipment
package,” said Tommi Keskilohko, Sales
Manager for Container ships. “Sungdong
therefore has just one accountable partner
to keep in touch with, allowing it to concen-
trate on its core business. Furthermore, with
a single source of supply, cargo equipment
compatibility and smooth operations are
guaranteed.”
“Complete cargo equipment solutions
from Cargotec tailored to the vessels’ trading
and cargo profiles ensure optimised arrange-
ments for efficient, productive ships.
The newly developed lashing bridge
design improves productivity in the
manufacturing process and ensures safer,
easier lashing operations. Compared with
traditional bridges constructed largely of
steel box sections, the new design is far less
susceptible to corrosion damage in inaccess-
ible areas.”
This latest order reinforces Cargotec’s
relationship with Sungdong. “Cargotec
and Sungdong share many forward looking
values in important areas, including qual-
ity, efficiency, sustainability and maximis-
ing our customers’ business potential,” Mr
Keskilohko said.
Earlier contracts for Sungdong newbuild-
ings include MacGregor hatch design, fab-
rication and key components for a 22-ship
series of bulk carriers in 2008, and one for
10 shipsets of bulker hatch covers in 2009.
Five 6,500 TEU container carriers ordered
by Danaos in 2007 featured the first com-
bined contracts encompassing MacGregor
lift-away hatch covers, lashing bridges, fixed
fittings and container pedestals.
Sungdong says that it is the first large-
scale shipbuilder in the world to adopt on-
land ship construction as its main building
method. It can launch ships of up to 220,000
dwt built in this way. In 2008, it delivered
a 175,000 dwt bulker, the biggest ship built
on land. In 2009 Danaos’s 6,500 TEU CMA
CGM Moliere was the first container ship to
be built using this method.
An 8,800 TEU series on order at Sungdong follows an earlier 6,500 TEU series from the Korean yard which featured the first combined contracts for MacGregor lift-away hatch covers, lashing bridges, fixed fittings and container pedestals
Danaos’s 6,500 TEU CGA CGM Moliere was delivered in 2009/2010, and featured the first combined contracts for MacGregor lift-away hatch covers, lashing bridges, fixed fittings and container pedestals
Sun
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Engi
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Co
Ltd
16 MACGREGOR NEWS | ISSUE 163
Cranes and hatch covers serve STX pulp carrier series
Cargotec will deliver four cargo cranes to
each of the 20 open-hatch pulp carriers
ordered by STX Pan Ocean, South Korea’s
largest bulk shipper and an affiliate of the
STX Group. A year ago the company signed
a USD 5 billion contract to ship the total
maritime export volume of Brazil’s Fibria
Celulose, the world’s largest wood pulp
maker, for 25 years starting from 2012.
Fibria operates four mills and has an annual
production capacity of 5.25 million tonnes
of pulp.
Ten of the 57,000 dwt bulkers will be built
at the STX Dalian shipyard in China and the
other ten at STX Offshore & Shipbuilding’s
Jinhae shipyard in South Korea.
Cargotec will deliver 80 MacGregor GL
cranes, each with an SWL of 45 tonnes,
between 2012 and 2013. It is also contracted
to supply folding hatch covers (holds 1 and
8) and piggy-back hatch covers (holds 2 to
7) for the 10 ships on order at STX Offshore
& Shipbuilding’s Jinhae shipyard. Cargotec
hopes to complete a contract with STX
Dalian for the delivery of a further 10 hatch
cover sets for the corresponding series of
pulp carriers on order at this yard.
MacGregor equipment, comprising hatch covers and 80 multipurpose cargo cranes, will feature on a series of open hatch bulk carriers ordered to fulfil a 25-year contract to export wood pulp from Brazil
Geared for any kind of duty
Cargotec’s two-wire MacGregor GL electro-hydraulic deck cranes are specifically intended for use on multipurpose vessels and bulk carriers. “This is a popular model of crane,” explains Svante Lundberg, Sales Manager for general cargo ships at Cargotec. “They can be installed on any kind of vessels for any kind of duty.”In the multipurpose and bulk carrier sector this model is often installed where a safe working
load higher than 30 tonnes is required. The SWL for the GL-2 is up to 100 tonnes at an outreach of up to 40m. With a grab the SWL is derated in accordance with class rules. GL cranes are self-contained units with all machinery enclosed in the crane housing. This protects them from weather, corrosion and damage. There is a wide range of optional equipment available for them, which can be installed either during construction or as a retrofit improvement. GL-cranes:• utilise standard modules and components
for ease of maintenance and spare parts support
• incorporate a closed loop
hydraulic system for hoisting, luffing and slewing; this ensures minimum power consumption and low heat generation to the hydraulic system
• can be operated with full load and maximum speed for the simultaneous operation of all three motions: hoisting, luffing and slewing
• have their machinery installed inside the crane housing to provide protection from ice and weather; also allowing the cranes to be serviced at sea
• are controlled by the MacGregor CC3000 control system, developed in-house, which also incorporates a self-diagnostic fault-finding package.
Cargotec’s MacGregor hatch covers have a strong track record with multipurpose vessels that need to combine folding and piggy-back covers for flexible cargo arrangements.
This combination of hatch covers calls for specialist expertise in terms of achieving highly-accurate dimensioning, interface compatibility, operational reliability and safety, as well as weathertightness and cargo safety. The overall cargo handling system design, production methods and production technology have an important role in realising these.
For the STX order, the high-stowing folding hatch covers are operated with external hydraulic cylinders and have a total day-opening area of about 577 m2. The piggy-back hatch covers have a day-opening area of around 3,113 m2, and half of them are lifted by external hydraulic cylinders, with the other half driven beneath the lifted covers by hydraulic chain drives.
Covered: reliability and safety
“We have a long history of working with the
STX Group and are delighted that the company
has specified our GL cranes for this substantial
project” says Svante Lundberg, Sales Manager
for general cargo ships at Cargotec. “MacGregor
GL electro-hydraulic deck cranes are specific-
ally intended for use on multipurpose vessels
and bulk carriers. They offer a robust design,
and excellent control and operational charac-
teristics. The cranes are a crucial element in the
operation of STX Pan Ocean’s new fleet of pulp
carriers, and offer an efficient and reliable cargo
handling solution.”
Jussi Koljonen, Sales Manager for general
cargo ships at Cargotec, added: “This hatch cover
order from Korea shows our customers’ con-
fidence in MacGregor cargo handling systems.
Cargotec has the know-how to design and manu-
facture demanding special large hatch covers
for these types of ships, where the panel size is
about 600m2. Our extensive references and early
involvement in the project played an important
role and convinced the customer to order the
MacGregor solution.”
STX Pan Ocean said that the order to build
the ships was made possible by a syndicated
loan offered by nine banks. “The loan of USD 510
million will cover 70 percent of total expenses,
which amounts to 16 out of 20 vessels. Funding
for the remaining four vessels will be secured
gradually, at a later date.”
STX Pan Ocean owns 86 ships and has a char-
tered fleet of 300 more. The company says that
it is taking full advantage of its affiliation with
STX shipbuilding, engine and other subsidiaries:
“We are now heading toward being one of the five
major shipping companies of the world”.
MacGregor GL cranes can be installed on any kind of vessels for any kind of duty
17ISSUE 163 | MACGREGOR NEWS
18 MACGREGOR NEWS | ISSUE 163
Gravity-fed MacGregor self-unloading belt
conveyors with discharge capacities of up to
6,000t/h are in service on bulk carriers rang-
ing from 4,500 dwt to 135,000 dwt. In com-
mon with many of its products, Cargotec’s
gravity-fed unloaders benefit from the
company’s unique combination of experience
and innovation. The MacGregor bulk cargo
unloading system’s performance has been
continuously monitored ever since it was
first introduced over 50 years ago, and new
technologies and fresh thinking have enabled
refinements to improve system elements and
therefore the overall cargo handling process.
“As part of its continuous investment
in research and development, Cargotec
has developed a much improved product,
based on customer input and solid engineer-
ing work,” said Tomas Wallin, Technical
Director, Cargotec Marine Selfunloaders.
Recent advances include a new full flow cargo
gate to increase discharge capacity, and a new
totally enclosed boom conveyor to keep the
working environment dust-free.
Cargo gates are the first element of a ship’s
gravity self-unloading system. They allow
free flowing bulk cargo to drop on to the con-
veyor belt running below the cargo holds in
a controlled manner, under the influence of
gravity.
Modernisation makes the most of proven technologyThe first version of Cargotec’s gravity-fed belt conveyors for unloading dry bulk cargoes was delivered in 1956, but R&D directed at upgrading existing equipment continues to refine an already efficient system to keep ahead of modern demands
SUSTAINABILITY
19ISSUE 163 | MACGREGOR NEWS
Offshore transhipment
Bulk Zambesi is the first of two newbuilds designed for cargo transhipment operations off Beira in Mozambique. Bulk Zambesi is a 55,000 dwt supramax vessel constructed by Jiangsu Hantong Heavy Industry in China, for owner Coeclerici Logistics SpA in Italy. A sister vessel, Bulk Limpopo, is scheduled for delivery in the beginning of 2012. Both ships are equipped with MacGregor bulk
material handling equipment which will be used to transship coal into larger ocean-going vessels. The equipment comprises a conveyor system, five hoppers with belt feeders and a 37m-long travelling boom conveyor for loading coal into the hoppers. Coal mined in the mineral-rich Tete province of Mozambique is transported by rail to Beira where the Mozambique government maintains a dredged channel that can accommodate supramax vessels. Bulk Zambesi and Bulk Limpopo will load
coal alongside in Beira and then move out to an anchorage point in deeper water where they will discharge into oceangoing bulk vessels up to large capesize at a maximum rate of 5,500t/h. “The systems are tailor-made for the customer to suit the intended operations in Mozambique,” said Mats Sjöstedt, Cargotec’s Sales Manager for Marine Selfunloaders. “Our customer wants reliable, well-proven, robust technology designed for the marine environment, and that is why they selected Cargotec for this project.”
The fully-enclosed boom features internal walkways for safe access
The MacGregor full flow gate offers the
dual benefits of increased cargo capacity and
increased discharge rates while minimising
material flow disruptions. The new gate can
handle a variety of cargoes including coal,
iron ore, gypsum rock and aggregates.
“With its wider gate opening, the full flow
gate offers an increased cargo handling capac-
ity without compromising on hull space,” Mr
Wallin said. “It’s easy to see that the more
space is occupied by the gates and convey-
ors, the less there is available for the vessel’s
cargo. In fact, thanks to good design and care-
ful placing of the gate control machinery, the
MacGregor full flow gates actually require
much less space than traditional gates and so
using them increases the space available for
revenue earning cargo. It is a major achieve-
ment to refine a product so that it offers
significant benefits in two important areas of
performance”.
In the next stage of the discharge process
the bulk cargo is elevated to deck-level and
fed on to a boom conveyor for transfer to the
receiving facility ashore, or afloat in the case
of transhippers. This transfer by boom con-
veyor is a process that can result in environ-
mental pollution and an unhealthy working
environment.
“Up till now, boom conveyors have been
equipped with covers, water spray nozzles
and dust collectors to try to reduce spillage
and keep dust emissions to a minimum,” Mr
Wallin said. “In line with its own environ-
mental protection policy, and in close co-
operation with relevant authorities, partners
and customers, Cargotec has developed the
closed boom conveyor to address these prob-
lems.
“Total enclosure of the conveyor system
results in a dust-free operation, delivering
truly environmentally friendly operations
without the need for any extra installation for
overflow protection. An important spin-off
is that closed booms will have an increased
lifespan because their components are so well
protected from the elements.
“The ingenious design delivers other
significant benefits: the support structure
has a smooth upper surface that prevents ice
formation, while the smooth inner bottom
surface allows easy cleaning operations.
“There are safety benefits too. Access to
boom conveyors has not always been particu-
larly easy. In the new enclosed boom, walk-
ways alongside the belt allow safe and easy
access, eliminating the problems of hand ling
heavy, unwieldy access cover plates”. Service
and inspection can be performed by a single
operative. There are emergency exits at
both ends and safety wires and walkways are
located on top of the boom.
The Great Lakes Trio
Cargotec’s new MacGregor full flow gates and fully enclosed conveyor booms will be incorporated in gravity self-unloading systems for delivery to Nantong Mingde Heavy Industry Stock Co Ltd in China for three 30,000 dwt bulk carriers on order for two Canadian owners. The ships will trade on the Great Lakes, the world’s largest market area for selfunloaders.Scheduled for delivery between May 2012 and July 2013 the systems will be used to handle a range of cargo including coal, aggregates, iron ore pellets, coarse and fine salt, grain, potash, clinker, ilmenite, bentonite, gypsum and coke. Each system’s rated capacity will be 4,360t/h for coal and 5,450t/h for aggregates. Another three vessels are pending ‘notice to proceed’.
The new MacGregor full-flow gate increases cargo capacity and discharge rates while minimising material flow disruptions
“It is a major achievement to refine a product so that it offers benefits in two important areas of performance”– Tomas Wallin
20 MACGREGOR NEWS | ISSUE 163
CUSTOMER SERVICE
Small pads play big partin structural performance
Hatch cover bearing pads transfer the
weight of the cover, and any cargo it may be
carrying, to the ship’s hull while allowing for
relative movement between the cover and
the hatch coaming caused by hull flexing in
a seaway. They must also maintain the cor-
rect compression on the hatch cover seal and
avoid wearing damage to the coaming/hatch
cover interface.
“Bearing pads may be relatively small,
but the part they play is big,” says Jyrki
Mäenpää, Technical Manager, Dry Cargo.
“As bearing pads transfer weight, lateral
forces are generated that are then trans-
mitted to the ship’s coaming and hatch
cover structures. These forces are used in
fatigue strength analysis at the newbuilding
stage, and subsequently, the structures are
designed around these calculations.
“Over time low-friction bearing pads do
get worn, and the amount of wear for an
individual pad depends on its location and
actual loading – therefore they should be
replaced on a progressive basis.
“If alternative spare components are
used, it is extremely important not only
that the dimensions are compatible, but
also that their performance fulfils the same
criteria required of the original component.
To obtain the required safety margins and
to guarantee a trouble-free operational life-
time, the hatch cover system has to be main-
tained as instructed, and critical spare part
components, such as the hatch cover bearing
pads, have to be of original design.
“Friction and wear behaviour are the
most critical factors, and it is impossible to
judge these without testing them in a real
environment. If the friction coefficient of a
bearing pad is doubled, for example raised
from 0.2 to 0.4 – which can easily happen
when a low-quality spare component is used
– the calculated life-span of a steel structure
is diminishing by a factor of ten. In other
words, the safe operational period of coam-
ing and hatch cover structures drops from
20 to two years!
“Also, if low-friction bearing pads are
replaced with high-friction spare compo-
nents, cracks are likely to be generated in the
steel structures”.
“Although there are numerous sliding
bearing materials available, only a few are
suitable for hatch cover bearing pad use, as
most do not meet the criteria defined in the
original specification. This is because there
can be great variations in sliding and wear
properties of different bearing materials and
this is applicable to both bronze and plastic
composites.
A range of reliable options
Using the wrong material or ignoring the need to replace worn pads, can lead to cracks in hatch covers and coamings after two years of operation
The portfolio of MacGregor bearing pads from Cargotec is comprehensive, ranging from a traditional steel-to-steel type to the most advanced solutions using the latest materials and technology. Cargotec offers tested and proven bearing pad solutions that mean trouble-free operations and safe cargo handling for all types of vessels. Continual investigation over many years has resulted in a range of options, including the Lubripad (bronze/PTFE), the Flexipad (steel/rubber), the Unipad (woven PTFE) and the Polypad (self-lubricating polymer-based).
A low-quality spare can reduce the steel structure’s
life-span by a factor of ten
When replacing the pads, serious consequences can result if changes are made to the features originally specified for the system
21ISSUE 163 | MACGREGOR NEWS
Expansion supports locally based global service
Operating out of service stations stra-
tegically positioned around the world,
Cargotec’s trained specialists are on standby
to provide a genuinely rapid, local response
when problems arise. “Our Marine Service
organisation can add value to your enterprise
by taking full responsibility for your vessels’
cargo flow systems, ensuring that you achieve
the maximum possible operational avail-
ability,” said Roberto De Gioia, Manager of
the Mediterranean region of Marine Service.
“We can make this claim with confidence
because we offer consistent, high-standard
global service delivered on a local basis.
“We operate in 50 countries through our
service network of more than 60 stations
in the world’s major ports. We regularly
review and strengthen our local presence to
respond to changing market circumstances.
This approach is well demonstrated by the
establishment of a dedicated offshore ser-
vices team in Port Harcourt, Nigeria, by the
Mediterranean region of Cargotec’s Marine
Service business.”
Located in the Onne Oil & Gas Free
Zone, the team is managed by the French
service branch, with Veronique Remy as
team coordinator. The team’s two service
engineers, Russel Arcena and Christian
Lumanlan, have taken part in an in-depth
training programme for MacGregor offshore
winches, participating in ship commissioning
in China, along with instruction at Cargotec’s
facilities in Singapore. An experienced ser-
vice engineer, Myo Zaw Aye, has joined the
team for six months to further improve the
team’s product knowledge. Mr Arcena and
Mr Lumanlan graduated from Cargotec’s
service academy in 2007 and are skilled in
hydraulics, electrics and mechanics.
In addition to supporting the compa-
ny’s commitment to its customers, focus-
ing on offshore services in Africa is part of
Cargotec’s service strategy to improve and
increase business in the area. “Geographical
expansion is one of the key ways to secure
this success,” Mr De Gioia said. “For the time
being, the team will be fully dedicated to off-
shore support as part of the company’s strong
commitment to Bourbon Offshore.”
Meanwhile, in the Baltic, Marine
Service is founding a new service company,
MacGregor BLRT Baltic UAB, in Klaipeda,
Lithuania. Fully consolidated in the Cargotec
Corporation and owned jointly by Cargotec
and BLRT Grupp, the new venture is based at
the Western Shipyard in Klaipeda.
“This is a natural progression for the
MacGregor office in Tallinn and Marine
Service development in the Baltic Countries,
where Cargotec’s MacGregor products have
a good market share,” Kimmo Huhtala,
Branch Manager of Baltic Marine Service
said. In the Baltic, tight time schedules mean
there is little opportunity for repairs in port
and so cargo access equipment repairs are
usually carried out during drydocking. “We
believe that opportunities for growth are best
in cooperation with BLRT Grupp, the major
shipyard owner in the Baltic.”
“Along with normal accounts and indi-
vidual customer sales, we have expanded
our scope to include long term cooperation
and partnership agreements with major
ship repair yards. The local branch offices in
Tallinn and Klaipeda take care of all cargo
access equipment repairs for their shipyard
clients. In Klaipeda, there is additional busi-
ness potential with Western Shipyard’s new-
building and ship conversion departments.”
With its unrivalled experience and worldwide presence, Cargotec’s Marine Service has the resources to help shipowners maximise the earning potential of their marine assets
The team in Nigeria, - (from left) John Russel Arcena, Christian Lumanlan, and Myo Zaw Aye - is dedicated to offshore services
“We regularly review and strengthen our local presence to respond to changing market circumstances” – Roberto De Gioia
OFFSHORE
North Sea Giant features two MacGregor offshore cranes: one of 400 tonnes
capacity on the starboard side, and a 50-tonne version aft
22 MACGREGOR NEWS | ISSUE 163
23ISSUE 163 | MACGREGOR NEWS
Equipping the Giant for colossal tasks
North Sea Shipping is a world leader in the
ownership and management of advanced ROV/
construction vessels and has earned a reputa-
tion for innovation. The Norwegian company
was founded in 1984, owning and managing
several ROV/survey vessels before moving
over to seismic and IRM (inspection, repair &
maintenance) vessels in the 1990s. North Sea
Shipping then developed further into the sub-
sea construction market, taking delivery of six
large offshore construction vessels from 2004
to 2011.
As well as operating 10 of its own offshore
vessels, which between them cover roles
including supply, support, cable laying and
repair, North Sea Shipping manages and oper-
ates the 103m cable laying/seabed mapping
vessel Atlantic Guardian, built in 2001, and the
160m offshore construction vessel North Sea
Giant, owned by North Sea Invest and deliv-
ered in March this year by Metalships & Docks,
Vigo, Spain.
“North Sea Giant is one of the largest and
most advanced offshore construction ships in
the world,” said Atle Vik, Project Manager and
Technical Inspector at North Sea Shipping.
“This is a multipurpose vessel and can be used
for more or less any offshore construction job
24 MACGREGOR NEWS | ISSUE 163
and is very suitable for the offshore renewa-
bles market, such as windmill and tidal
generators.
“Offshore vessels have to operate in
deeper and deeper waters. We recognised
the need for big offshore construction ves-
sels when working with smaller ones. We
saw that a contractor needed to charter two
or three vessels to do a simple job, and we
wanted to build a ship that could do all the
tasks required on its own. Now we have this
vessel and we are very happy with her. She
can take 8,800 tonnes of deck load, and that
gives her a big advantage compared with her
competitors.”
Cargotec manufactured and installed a
400-tonne semi-active heave-compensated
MacGregor crane on North Sea Giant at
Cargotec’s competence centre for Advanced
Load Handling in Kristiansand, Norway.
“We have delivered a crane that has the
impressive capacity to lift 100 tonnes at its
full boom outreach of 34m and can actively
heave-compensate a 400-tonne load with a
6m surface heave movement,” said Jon Helle,
Sales Director for Advanced Load Handling.
“Everything about this crane is big; the
hook alone weighs 15 tonnes. Its slew bear-
ing is more than 4.8m in diameter and the
winch drum exceeds a diameter of 3.5m and
is almost 4m wide. It is also fitted with 3km of
lifting wire (126mm in diameter).
“The crane is so large that it was advanta-
geous to locate the winch, hydraulic power
unit (HPU) and major hydraulic components
below deck. This has the additional advan-
tage of ensuring convenient access to various
components during mainte-
nance and repair work.”
The crane has a 20-tonne
auxiliary winch with a 35m out-
reach and twin 10-tonne tugger
winches installed on turntable
foundations (+/-15 degrees).
North Sea Giant is also fitted
with a smaller 50-tonne active
boost heave-compensated
MacGregor offshore crane.
“A big ship requires a big
crane,” Mr Vik said. “Things are
getting heavier and heavier out
there. And since the vessel was
designed with ultra-deep water
capabilities, we needed lifting
capacity with 3,000m of wire
deployed. This crane is big, but
don’t be surprised if we come
and ask for an even bigger one
next time!”
North Sea Giant is capable of
operating far in excess of mini-
mum Class 3 dynamic position-
ing (DP Class 3) requirements.
The vessel is fitted with three
separate engine rooms, three
separate switchboard rooms
and six separate propulsion
rooms. So, if something goes wrong with one
system, or maintenance is required, the ship
still has two other separate systems to keep
it operating to DP Class 3 standards.
“We are the first to have this arrange-
ment on an offshore construction vessel,”
Mr Vik said. “Some people have said that
we should call it DP Class 4, but as this class
does not exist, we are happy to call it the
best DP Class 3 vessel in the world!”
The vessel’s first deployment was the
installation of a tidal water turbine in the
Orkney Islands, off the north-east coast of
Scotland. “Such turbines are naturally posi-
tioned in areas with very powerful tidal flow
and, consequently, it was a very demand-
ing job,” Mr Vik said. “However, North Sea
Giant completed the task very quickly and
successfully. We were working in tides run-
ning at between 3 and 7.5 knots without
Everything about this crane is big; the hook alone weighs 15 tonnes and the winch drum is almost 4m wide.– Jon Helle
Atle Vik strongly recommends other customers to take the operation and maintenance training course
25ISSUE 163 | MACGREGOR NEWS
any problems. We even turned the vessel
through 180 degrees in a 4-knot tidal stream
without losing position – a manoeuvre that
left most of us speechless!”
The ship’s next job needed both cranes.
“The 50-tonne crane is more a ship-to-ship
crane, and deploying the 400-tonne crane
is where we make our money, but on job
number two, both cranes operated 24/7,
with five crane operators, and two crane
technicians!”
North Sea Shipping has a long relation-
ship with Cargotec and this is its eighth
MacGregor crane. Mr Vik said that his
company has generally been happy with
Cargotec and satisfied with its products.
“We trust the people who work for Cargotec.
This is the main quality of Cargotec. We
have also seen a big improvement recently
in the company structure.”
The company included Cargotec at
an early stage in the design process and
ordered the crane before steel cutting for
the vessel commenced in Turkey. “We had
to be sure that Cargotec could deliver in
time,” Mr Vik said. “We have a good, long
relationship with Cargotec, so it was natural
that we contacted them for the crane.”
Cargotec believes in the value of appro-
priate training. North Sea Shipping person-
nel received full operation and maintenance
training courses, including the use of a crane
simulator, for both cranes in Kristiansand.
Mr Vik says the training was important
and he strongly recommends other cus-
tomers to take the course. As with most
courses, he says, it may seem expensive at
the time but in this case the results justify
the investment. “The crew and the service
personnel now speak the same language and
this helps us a lot.”
The ship’s chief engineer, Jan Helge
Syltøy, is equally enthusiastic. “Our staff
came away with solid knowledge and experi-
ence they couldn’t have gained by reading
the user manual or using a third-party simu-
lator. The course content was spot on and it
shows – ‘the guys’ are using and maintaining
the equipment correctly.”
North Sea Giant benefits from Det
Norske Veritas (DNV) Clean Design nota-
tion and Mr Vik says that Cargotec helped
in gaining this environmental credential.
“For this notation we needed the Green
Passport, or environmental certificate,
which Cargotec provided us with; we are
very pleased with that.”
Cargotec is committed to the long-term
performance, reliability and success of its
products and offers a flexible range of ser-
vice and maintenance packages. Mr Vik says
that his company plans to sign up for such
an agreement, though it has not yet done so.
He notes that Cargotec’s long record
of proven technologies is very important
and something his company appreciates
as ships and their equipment become ever
more complicated. “We will certainly con-
tact Cargotec for our next project, but that
does not mean that we will not contact its
competitors. We have to check and compare
price and specifications all the time.”
It is Cargotec’s strategic aim to benefit
its customers by driving innovation and
taking the lead in further developing the
industries that it is part of. Cargotec can
supply MacGregor offshore and marine
solutions as a ‘total package’. In addition to
advanced MacGregor offshore and subsea
load handling solutions, Cargotec also deliv-
ers systems for anchor handling, towing and
mooring operations, as well as various deck-
handling equipment.
Things are getting heavier and heavier out there. This crane is big, but don’t be surprised if we come and ask for an even bigger one next time!– Atle Vik
Our staff came away with solid knowledge and experience they couldn’t have gained by reading the user manual or using a third-party simulator.– Jan Helge Syltøy
The winch drum exceeds a diameter of 3.5m, is almost 4m wide, and holds 3km of 126mm-diameter wire
25163 MACGREGOR NEWS
26 MACGREGOR NEWS | ISSUE 163
Properly handled equipment is safer and more efficient
“At Cargotec we are naturally proud of all
the time, effort and care that goes into the
design, construction and installation of our
advanced MacGregor offshore equipment,”
says Trond Karlsen, manager of Offshore
Advanced Load Handling Services. “But
service, including training, is an essential
and integral part of our comprehensive off-
shore solutions.
“Although you can rely on our equipment
to perform accurately and effectively in any
conditions, it is vital that personnel are well
trained in its handling and maintenance.
Proper operator training increases equip-
ment familiarity and skill in routine opera-
tions and emergencies, leading to improved
safety, and efficient cost-effective deploy-
ment. Add in the benefits of properly trained
maintenance personnel to gain reduced
downtime due to misuse or poor mainte-
nance, along with fewer accidents.”
In Kristiansand, Cargotec offers focused
equipment courses for operators, mainte-
nance personnel, ships’ officers and other
technical staff. Operator and maintainer
courses use theoretical and practical training.
Two and three-day advanced crane train-
ing courses cater for individuals or small
groups and are offered with or without a
practical element. If the equipment neces-
sary for practical training is not available on
site, a customer’s own equipment may be
used. The centre also runs one-day opera-
tion and maintenance courses for davits
and rescue cranes, two-day launch-and-
recovery system courses, as well as courses
for operation and maintenance of advanced
offshore cranes, including simulator train-
ing. In addition, refresher training courses
are available.
“We make the courses as engaging as
possible by employing a mix of classroom
sessions, tours, and hands-on training,”
Mr Karlsen says: “We can also incorporate
computer-based training and e-learning
applications.”
Last year, Cargotec advanced its crane
operator training by introducing its first
fully immersive active heave-compensated
(AHC) crane simulator, allowing trainees
to gain more experience in a few days than
they would encounter in weeks of ‘live
action’ training, including a range of
operating scenarios.
Engineering Director, Advanced Load
Handling, Eldri Nærum says: “The rapidly
expanding base of complex active heave-
compensated cranes on offshore ships
employed in sub-sea load handling was
a decisive factor in selecting this type of
equipment for simulator training.
The simulator was conceived, built and
tested by a team of system engineers in
Kristiansand and paves the way for other
types of equipment simulators. “Its software
is module based, which ensures flexibility
for implementing simulators for all kinds
of PLC-based equipment and with different
levels of operator inputs.”
The simulator is built into a 20ft con-
tainer and can be taken to a customer’s site
for local training if necessary. It houses a
replica of a fully equipped crane cabin and
the trainee is presented with high resolution
images of the view from the cabin windows.
Ms Nærum says the level of realism
delivered is such that a crane operator in
the simulator soon forgets that he or she is
not in an actual crane cabin. “This illusion
is reinforced by realistic sounds and a head
tracking feature which changes the view
through the windows to correspond with
movements of the seated operator’s head.”
Personnel from Norwegian subsea con-
struction specialist North Sea Shipping
recently benefited from crane simulator
time while undergoing operational and
maintenance training courses for 400-tonne
and 50-tonne cranes installed on its newly-
delivered 160m offshore construction vessel
North Sea Giant; one of the world’s largest
offshore construction vessels (see page 22).
Cargotec is committed to maintaining
the safe, reliable operation of its products
throughout their working life and contin-
ues to develop its offshore service solutions
through MacGregor Onboard Care (MOC)
combined maintenance and inspection
agreements. MOC agreements are designed
to help the rig, platform or vessel manager
to maintain equipment in optimum, safe
Cargotec is committed to maintaining the safe, reliable operation of its products throughout their working life
condition by means of periodic control and
maintenance (see page 34).
Agreements can be applied both for new
and existing installations. However, says
Lene Stray, Sales Manager for Offshore
Advanced Load Handling Services, exist-
ing equipment naturally requires a pre-
inspection and upgrade to an acceptable
maintenance level before the agreement is
activated.
“Taking the example of an MOC agree-
ment for a man rider winch, for a fixed
annual fee the customer benefits from a five-
year maintenance agreement that includes
annual inspections with replacement of
basic wear and tear items. In addition, all
winches receive a workshop-overhaul every
fifth year and this includes the loan of a
replacement winch during the overhaul
period. Customers benefit from good budg-
etary control, forward planning, extended
product life and improved safety. Any prob-
lem is Cargotec’s problem and will be rapidly
rectified.
“Furthermore, ship and installation own-
ers and operators can be certain that inspec-
tions, maintenance and repair services
performed by Cargotec will be carried out by
qualified, certified engineers in full compli-
ance with class and statutory requirements.
Cargotec has been assessed and certified
as an approved service provider by Lloyd’s
register EMEA and RINA (Registro Italiano
Navale) and holds a URZ17 certificate, which
is valid until September 2013.
“Our engineers’ product-specific service
certificates are valid for three years, at which
point they are re-tested and re-certified.
Consequently, their skills are updated in line
with ongoing product development and any
skills that have not been used for some time
are refreshed.”
The AHC crane simulator allows trainees to gain more experience in a few days than they would in weeks of ‘live action training’
Owners and operators can be certain that inspections, maintenance and repair services will be carried out by qualified, certified engineers
27ISSUE 163 | MACGREGOR NEWS
28 MACGREGOR NEWS | ISSUE 163
Cargotec is positioning itself at the forefront of the renewable energy industry as it moves ever further offshore
With the supply of MacGregor offshore deck cranes
for installation on the BorWin beta and HelWin
alpha offshore converter platforms, Cargotec
has firmly booked its place in the important and
expanding offshore wind energy sector.
The platforms are designed to channel renew-
able energy generated by two offshore windfarms
into the German electricity grid. Each platform will
be equipped with two MacGregor luffing cranes
with an SWL of 10 tonnes at 41m, which will be used
to offload supply vessels, handle materials on the
open decks and lower them to the decks below via
hatches. The cranes are ‘man-riding’ approved.
HelWin alpha will be located in the eastern
North Sea near Helgoland as part of the HelWin1
offshore wind farm project. It will convert and
transfer up to 576 megawatts of renewable energy
from the North Sea East and Meerwind offshore
wind farms to the mainland.
BorWin beta will be positioned about 125km
from the German coast
and will handle 800MW
of renewable energy. The
platforms are being built
by Nordic Yards and will be
owned by transmission sys-
tem operator TenneT, while
the windmill park will be maintained by Siemens.
Sustainability has long been linked to Cargotec’s
core values and the company is proud of its target
to enhance customers’ sustainability. Jon Helle,
Sales Director for Advanced Load Handling, says its
growing presence in the renewable energy sector
fits perfectly with Cargotec’s environmental aspi-
rations by taking significant responsibility in the
challenge of providing future, clean alternatives to
gas, coal and oil.
“Energy derived from the wind presents new
industrial challenges and these will only increase
as wind farms migrate further offshore into deeper
waters and more hostile environments. Our cus-
tomers realise that this has become an offshore
operation and that they can benefit from our exten-
sive experience and expertise in this area.
“As the structures become larger, for installation
at ever greater depths, the need for safe, efficient
and accurate positioning will create a growing
demand for offshore installa-
tion tools such as our large, active
heave-compensated offshore
cranes and possible alternative
solutions.
“And it certainly doesn’t stop
with windmill installation. Large
Offshore expertise employed in alternative energy sector
OFFSHORE
Challenges will only increase as wind farms migrate further offshore into deeper waters and more hostile environments. – John Helle
29ISSUE 163 | MACGREGOR NEWS
As the structures become larger, for installation at ever greater depths, the need for safe, efficient and accurate positioning will create a growing demand for offshore installation tools. – John Helle
coastal and offshore fields of windmills have
ongoing maintenance and service require-
ments and meeting these involves the safe
access to windmills and their associated
infrastructure, both subsea and on the sur-
face. “In close cooperation with key industry
players, Cargotec is actively engaged in a
number of R&D projects aimed at address-
ing the range of new challenges presented by
this expanding industry”, Mr Helle says.
He concludes: “The world is changing
and the development of such alternative
energy sources and the means to install,
maintain and service them is critical to a
sustainable, better world. It’s true that, at
present, the developing windfarm industry
is not economically competitive with the
mature hydrocarbon sector and it does need
political support from forward thinking
governments. But wind and other alterna-
tive technologies are not dependent on finite
resources. Cargotec is proud to be taking on
a share of the common responsibility to pre-
pare for a very different future.”
30 MACGREGOR NEWS | ISSUE 163
UPGRADES
Upgrades maintain performance at a peak
Modernising shipboard equipment to take
advantage of technological developments
makes sure that it stays as safe and effective
as possible throughout the ship’s lifetime.
“That doesn’t mean that equipment is inevi-
tably getting more and more complex,” says
Jon Helle, Sales Director for Advanced Load
Handling. “New technology can often make
it possible to simplify a system, and make
it more reliable, which is a valued charac-
teristic offshore.” Upgrading plays a crucial
element in Cargotec’s product develop-
ment strategy of continuously improving a
ship’s operations, and therefore its profit-
ability. “Our experience in the offshore
market en ables us to develop modernisation
packages to increase safety levels, reduce
downtime and optimise operations,” Mr
Helle says. “Understanding our customers’
business enables us to develop innovations
that make their ships safer, more effective
and more efficient. Sometimes we identify
a problem, sometimes it is a customer; both
cases lead to a solution”.
Cargotec is continuously developing modernisation options that can be retrofitted to its MacGregor offshore load-handling equipment.
Key pieces of offshore equipment can be modernised to benefit from Cargotec’s continuous product development strategy to advance safety and operational standards
• The remotely-operated Deck Handling Manipulator system is designed to improve safety and operability on the aft deck by providing articulated chain and wire gripper functions. Heavy loads can be held and moved to working positions without the need for re-rigging between gripper and winch operations.
• The Ultra-Deepwater Lifting System can be used – without modification – in conjunction with any active heave-compensated subsea crane, enabling it to handle heavier loads at much greater depths. While the weight of a crane’s steel wire applies painful load penalties as depth increases, using the UDLS’s neutral buoyancy fibre rope system eliminates the wire weight penalty for the vast majority of the depth so that the existing offshore crane can operate to its full load capacity at previously impossible depths, keeping the load safely under control. Full video monitoring of the UDLS crane/vessel hand-over system along with anti-twist control provides the safest way to handle ultra-deep heavy loads, and there is no need for an ROV.
• ‘Float the Load’ automatically maintains a set distance between the load and the deck or seabed by adjusting the winch position when the crane’s boom angle changes.
• Running-hour counters help monitor the wear rate of different moving parts, such as gears, bearings and motors and assist in maintenance procedures.
• A new auto hook correction function automatically controls the winch to keep the distance between the boom-tip and hook close to constant .
• Operators can now set crane speed limitations for different functions by moving sliders to a percentage of maximum speed.
• Cranes can be equipped with a set- up for full scale calibration of load cells.
• Crane cabin innovation options include two new, large multi-function joysticks with a Profibus connection
to the onboard control system or PLC; a modified window safety grill to improve the view; high-quality sunshade foils; a Recaro operator seat; and a second operator panel to reduce screen switching, increase monitoring ability and/or display the crane load calculator in real time running mode.
• A range of general conversions and modernisations can improve a crane’s hydraulic and control systems and provide a larger crane radius, higher lifting capacity and/or more wire capacity. Standard safety upgrades include equipping winches with a personnel lift, and automatic and manual overload protection systems.
• An Arctic package introduces components and designing specifically aimed at ensuring the safe, reliable functioning of equipment and more comfortable working conditions for personnel in heavy-ice environments with extremely low temperatures.
• Winch advances include the option to simulta-neously operate two winches and the ability to convert different winches to include active heave-compensation and auto tension modes. An intelligent wire lifecycle calculator is a predictive tool that uses historical commercial data to display the expected remaining and accumulated bend cycles for the steel wire.
31ISSUE 163 | MACGREGOR NEWS
Specialised services call for
custom-made solutions
In October last year, Cargotec secured a EUR
10 million order from the Sinopacific Group
in China to supply 16 shipsets of anchor-
handling systems for BOURBON’s new
series of anchor-handling tug supply (AHTS)
vessels. They are being built by the Zhejiang
Shipyard in China and will be delivered in
2012 and 2013. BOURBON is a leading inter-
national player in marine services, specifi-
cally surface and subsea marine services for
offshore oil and gas fields and wind farms,
and this order followed one placed in mid-
2010 for four ships in the same series, taking
the total number of vessels in this series to
twenty.
The new ships are based on an SPA80
design developed jointly by BOURBON and
Shanghai Design Associates (SDA). Each will
feature a range of equipment from Cargotec,
including a specially-developed anchor-
handling/towing winch, rated at 150 tonnes
line pull and 250 tonnes brake holding. This
incorporates: a full dynamic braking system
designed to enable high speed rendering
during peak tension, a hydraulically-oper-
ated spooling device for both drums, and
two 75-tonne split drives on each side of the
winch which enable both drums to operate
simultaneously at a 75-tonne line pull.
“The anchor handling/towing winches
for the first four vessels were successfully
tested and observed by a Bureau Veritas
class surveyor at our Tianjin site in July,”
says Francis Wong, Cargotec’s Sales
Director for offshore load handling. “They
are a highly customised solution that has
been developed through the successful
delivery of 54 AHTS vessels in BOURBON’s
Liberty 200 series, which involved many
discussions and feedback from the operator,
designer and Cargotec.
“The equipment is safe and efficient and
incorporates state-of-the art technology
that has been specially designed and manu-
factured to meet BOURBON’s operational
requirements in continental offshore
markets.”
Other Cargotec equipment for each
ship includes an anchor windlass, tugger
winches, capstans, storage reel (with socket
compartment), power pack and shark jaws
(with various sets of insert plates for using
different ranges of wire and chain sizes) and
towing pins. The shark jaws and towing pins
are fitted with a dedicated hydraulic power
unit, which is designed to run only when a
jaw or pin is being raised or lowered; this
‘power on demand’ feature removes the need
for additional cooling of the hydraulic oil.
The central electro-hydraulic power pack is
provided with extra power to run the tugger
winches simultaneously without reducing
the speed of the main winch.
“These orders highlight the success of
Cargotec’s newly-implemented integrated
marketing strategy for new sales and service
products and systems, which may result in
equipment maintenance agreements follow-
ing the entry of these ships into service,” Mr
Wong says.
“We are continuing to develop co-
ordination between product support and
after-sales, including a closer relationship
between crane and winch services.”
The first four of twenty highly-specialised anchor handling/towing winches have been successfully tested at Cargotec’s offshore assembly facility in Tianjin, China; they are destined for BOURBON’s new anchor-handling tug supply vessel series under construction at Zhejiang Shipyard
Implementation of the anchor-handling/towing winch on the AHTS Bourbon Liberty 301
Cop
yrig
ht B
OU
RBO
N
32 MACGREGOR NEWS | ISSUE 163
OFFSHORE
AHTS vessels can handle different chain sizes IN SAFETY AT SEA
Offshore operations often take place in chal-
lenging conditions and Cargotec is always
exploring ways in which to deliver safer,
more efficient and cost effective ways of
working. “The trend is to introduce remote-
controlled devices that keep crew members
clear of potentially hazardous operations
while also improving a vessel’s profitability,”
says Jon Helle, Sales Director for Advanced
Load Handling.
“Cargotec developed its new MacGregor
Chain Wheel Manipulator to meet both of
these objectives”.
Anchor-handling tug/supply (AHTS)
vessels must be able to handle a variety of
chain sizes used by subsea mooring equip-
ment, and so they carry interchangeable
chain wheels.
“These weigh up to 12 tonnes,” Mr Helle
says. “Up until now, changing a chain wheel
has been a risky, labour intensive operation,
generally requiring the AHTS to return to
port in anything other than completely calm
conditions. Moving a heavy wheel on a vessel
that is pitching and rolling presents a com-
plicated and dangerous situation. Then it
has to be manoeuvred on to the winch shaft
and secured.”
STX approached Cargotec about a year ago
for a solution that would allow chain wheels
to be changed at sea. This was needed for
five STX OSV Design AHTS vessels being
built at STX Offshore Brazil for DOF. These
vessels will be working some distance off the
Brazilian coast under long-term contracts
from Petrobras, which specified that it
should be possible to change chain wheels
at sea.
“Otherwise, it would take about a day
for an AHTS to return to port each time it
needed to change a chain wheel, and another
day to get back to the operation area, which
is obviously inefficient for the operator,” Mr
Helle says.
“Consequently, our engineers devised the
MacGregor Chain Wheel Manipulator.”
The device is remotely controlled by a
crew member from a portable panel. The
manipulator unit is suspended from two
overhead-mounted beams in a vessel’s winch
hangar. A hydraulic clamp system secures it
to the beams at all times, even when moving
a load.
“This equipment removes a chain wheel
from the winch shaft in a safe and control-
led manner, even when the vessel is at sea,”
Mr Helle says. “It then takes the wheel to the
storage area without manual intervention.
33ISSUE 163 | MACGREGOR NEWS
Another chain wheel can then be picked
up from storage and transported to
the winch, where the Chain Wheel
Manipulator will guide it on to the winch
shaft.”
The MacGregor Chain Wheel
Manipulator is designed in accordance
with Det Norske Veritas’s rules for the
certification of lifting appliances and
can accommodate chain wheels of vari-
ous sizes, covering all anchor handling
demands likely to be made of any AHTS.
DOF’s five AHTS vessels that will fea-
ture the Chain Wheel Manipulator are
scheduled for delivery to the company’s
Brazilian subsidiary, Norskan Offshore,
between December 2011 and December
2013. Two STX AH12 designs, Skandi
Amazonas and Skandi Iguaçu, and three
STX AH11 designs, Skandi Paraty, Skandi
Urca and Skandi Angra, are being built by
STX Norway Offshore’s subsidiary STX
Brazil Offshore.
“We also have several other contracts
for the Chain Wheel Manipulator,” Mr
Helle says, “the first of which will be deliv-
ered to Siem Offshore for its AHTS Siem
Ruby”.
The MacGregor Chain Wheel Manipulator changes windlass chain wheels without manual intervention
Deployment and retrieval of autonomous
seabed seismometer units developed
by CGGVeritas is being supported by a
MacGregor launch-and-recovery system
designed by Cargotec.
An ocean-bottom seismometer system
developed by CGGVeritas is designed to pro-
vide high quality data in marine exploration
and production areas that are inaccessible
to traditional towed-streamer and ocean-
bottom cable acquisition systems, such as
deep or congested waters. The autonomous
Trilobit seismometer nodes are positioned
and collected by a remotely operated vehicle
(ROV), and are supported by a ‘basket’ hold-
ing the seabed units, which is handled by the
MacGregor launch-and-recovery system
(LARS).
Nodes are also ideally suited for wide-
azimuth seabed acquisition and are an eco-
nomical method for acquiring wide-azimuth
data over small areas for targeted imaging
of complex reservoirs, says CGGVeritas, a
global geophysical services and equipment
company.
Trilobit is a field-proven, proprietary sea-
bed seismic acquisition system already used
in the North Sea, Gulf of Mexico, and Asia-
Pacific. It has a flexible, containerised design
which can be rapidly mobilised on most
ROV-handling offshore vessels. CGGVeritas
has 200 Trilobit units in stock, and is adding
another 800, expected to be commercially
available in 2012.
The disc-shaped Trilobit nodes are just
under 60cm in diameter, 20cm thick, and
weigh 59kg. These compact dimensions
allow an ROV to carry several at a time,
requiring fewer flights to the node basket
and therefore allowing much faster deploy-
ment than other systems, CGGVeritas says.
Deployment and recovery can be quick, and
the ROV can position or pick up six units an
hour.
The new units are self-contained
recording stations, and can record for up
to 75 days. As they are not connected by
cable they are suitable for working right up
to – or even under – production structures,
CGGVeritas says. They also render 4D sur-
veys practical because the ROV can rede-
ploy the units close to their previous sites to
ensure a high level of repeatability.
“The main purpose of this LARS is to
provide the high speed launch-and-recovery
of CGGVeritas’s Trilobit through the splash
zone,” says Even Ugland, Senior Project
Engineer R&D Department, Advanced Load
Handling. “It performs high speed deploy-
ment and recovery to the subsea worksite,
and accurate and controlled handling of the
Trilobit basket package.
“The new Trilobit LARS is designed for
deepwater operations worldwide – down to
about 3,000m – and is expected to run for
around 4,500 hours annually over a 10-year
service life. It operates on the aft deck in
conjunction with a MacGregor active heave-
compensated winch. Active-heave com-
pensation makes it possible to control the
landing and retrieval of Trilobit units during
bad weather”.
The LARS system is housed in two
20ft shipping containers: the bottom box
contains the winch module, and the skid-
mounted top section includes the slew crane
with boom and snubber fitted. “The compact
system gives you great flexibility and can be
mobilised easily,” Mr Ugland says.
Deepwater seabed seismic system quickly gets to the bottom of things
The MacGregor Chain Wheel Manipulator is hydraulically locked on to two overhead-mounted beams in a vessel’s winch hangar
Trilobit nodes are positioned and collected
by an ROV
34 MACGREGOR NEWS | ISSUE 163
Innovative service appeals to more and more operators
Cargotec’s MacGregor Onboard Care (MOC) service concept supports a ship’s profitability by employing planned maintenance to make sure that equipment always works when needed
The innovative MacGregor Onboard Care
(MOC) service concept was launched in
2004 and has proved increasingly popular
ever since. MOC service business underwent
record growth in 2010, and directly contracted
revenue increased by more than 65 percent.
“Throughout last year Cargotec suc-
cessfully focused on larger MOC contracts,
and increased its scope of supply for many
new customers,” said Kimmo Kallioniemi,
Director, Service Contracts. “And 2011 has
continued in the same fashion: at the end of
2010 we had just over 400 MOC contracted
vessels and now we have far in excess of 500.”
“However well it is designed, manufac-
tured, installed and commissioned, marine
equipment inevitably faces a long, arduous life
in a hostile environment. The cost of main-
taining cargo access equipment represents
only a fraction of the overall daily costs of run-
ning a ship, but its failure can be expensive.
MOC allows shipowners to focus on their core
business, while enjoying budget predictabil-
ity and a healthy return on investment. Many
ship operators outsource some or all main-
tenance to external partners, which is where
Cargotec can step in. MOC can safeguard the
function of equipment, and offers access to
Cargotec’s global cargo care service network.
“MOC is a flexible service with four basic
contract levels that can be ‘fine tuned’ to
a customer’s particular requirements. A
customer-focused service model enables
Cargotec to understand a customer’s situation
so that we can offer them a service agreement
according to their specific needs. We offer our
customers a complete service solution rather
than simply maintenance and spare parts.
“All our major product types are covered
by various MOC contracts, including hatch
covers , cranes, RoRo equipment, offshore
cranes, offshore winches, bulk selfunloaders
and linkspans. MOC contracts are in place on
a wide range of ship types and installations
including general cargo, bulk carriers, con-
tainer vessels, RoRo ships, transloaders, tank-
ers and offshore supply vessels. Contracts are
also in place for shore-based RoRo terminal
equipment.”
The Middle East in particular has seen
considerable success for MOC in 2011, said
Behrooz Boorang, Regional Sales Manager
of Marine Service for this area. “This year, the
Middle East region has signed several MOC
contracts representing more than 50 vessels.
These have a variety of equipment onboard
including hatch covers, hose handling cranes,
service cranes, deck cranes and deck machinery.
“Some also carry equipment manufactured
by our competitors. It was very important to
collect all available material about compet-
itors’ equipment so that we can execute these
MOC contracts in a professional manner.
Now our service team has the manuals and
drawings that are essential when carrying out
maintenance tasks.”
A lot of additional business had been
received following inspections of contracted
vessels, Mr Boorang said. “Each of these con-
tracts takes us towards closer cooperation
with our customers in the future.”
Cargotec has an MOC agreement with the United Arab Emirates company, KITO Enterprises, for three of its ships, including this DP-3 pipe-laying barge.
The basic MOC modules Availability support services: designed to assure technical and commercial support on a 24/7 basis and to benefit from long-term maintenance planning. Onboard maintenance: includes different modules for service activities including, but not limited to, inspections, routine maintenance and also condition-based maintenance.
Spare parts management: relieves the customer from the management of spare parts, releasing capital for other purposes, while maintaining guaranteed spare parts availability. Customer training services: combines training programmes ashore and onboard. Trained, competent crew and staff allow customers to use their investments to maximum effect.
35ISSUE 163 | MACGREGOR NEWS
Contacts
Cargotec CorporationMarineSörnäisten rantatie 23PO Box 61FI-00501 Helsinki, FinlandTel: +358-20-777 4000Fax: +358-20-777 4036
BULK HANDLING
Siwertell systemsCargotec Sweden ABGunnarstorpPO Box 566SE-267 25, Bjuv, SwedenTel: +46-42-858 00Fax: +46-42-858 99
MERCHANT SHIPS
Marine SelfunloadersCargotec Sweden ABPO Box 914Gesällgatan 7SE-745 25 Enköping,SwedenTel: +46-171-232 00Fax: +46-171-232 99
CranesCargotec Sweden ABSjögatan 4 GSE-891 85 Örnsköldsvik,SwedenTel: +46-660-294 000Fax: +46-660-124 55
Dry CargoHatch Covers & LashingsCargotec Finland OyHallimestarinkatu 6FI-20780 Kaarina, FinlandTel: +358-2-412 11Fax: +358-2-4121 256
LashingsCargotec Marine GmbHReichsbahnstrasse 72DE-22525 HamburgGermanyTel: +49-40-25 444 0Fax: +49-40-25 444 444
Cargotec CHSAsia Pacific Pte LtdNo 15 Tukang InnovationDrive,Singapore 618299Tel: +65 6597 3888Fax: +65 65973799
RoRoCargotec Sweden ABPO Box 4113SE-400 40 Gothenburg,(Fiskhamnsgatan 2,SE-414 58Gothenburg), SwedenTel: +46-31-850 700Fax: +46-31-428 825
OFFSHORE
Advanced load handlingCargotec Norway ASAndøyveien 23N-4623 KristiansandNorwayTel: +47 91 68 60 00Fax: +47 38 01 87 01
WinchesCargotec CHSAsia Pacific Pte Ltd48 Tuas RoadSingapore 638500Tel: +65 68 61 39 22Fax: +65 68 62 43 34
SERVICE
Cargotec Marine GmbHP.O.Box 54 10 80(Reichsbahnstrasse 72)DE-22525 HamburgGermanyTel: +49-40-25 444 0Fax: +49-40-25 444 444
AUSTRALIASydney Office:Tel. +61-2-464 741 49Fax: +61-2-464 770 03• +61-408-494 777
BELGIUMAntwerpen Office:Tel: +32-3-546 4640Fax: +32-3-542 4772• +32-3-546 4640Zeebrugge Office:Tel: +32-50-84 05 50Fax: +32-50-84 09 50
BRAZILRio de Janeiro Office:Tel: +55-21-2516 1790Fax: +55-21-2516 1743• +55-21-9121 1986
CHINAHong Kong Office:Tel: +852-2394 1008Fax: +852-2787 7652• +852-9097 3165Shanghai Office:Tel: +86-21-2606 3000Fax: +86-21-6391 2276• +86-1350-1828 932
CROATIARijeka Office:Tel: +385-51-289 717Fax: +385-51-287 154• +385-98-440 260Zagreb Office:Tel: +385-1-3837 711Fax: +385-1-3835 563
CYPRUSLimassol Office:Tel: +357-25-763 670Fax: +357-25-763 671• + 385 – 98 – 369 594
DENMARKCopenhagen Office:Tel: +45-44-53 84 84Fax: +45-44-53 84 10• +45-44-538 484Esbjerg Office:Tel: +45-44-53 84 84Fax: +45-44-53 84 10• +45-44-53 84 84
ESTONIATallinn Office:Tel: +372-6-102 200Fax: +372-6-102 400• +372-53-018 716
FINLANDTurku Office:Tel: +358-2-412 11Fax: +358-2-4121 517• +358-400-824 414
FRANCELe Havre Office:Tel: +33-235-24 72 99Fax: +33-235-24 72 98• +33-611-64 39 42Marseilles Office:Tel: +33-491-09 52 52Fax: +33-491-60 90 20• +33-679-82 65 44
GERMANYBremerhaven Office:Tel: +49-471-78 041Fax: +49-471-74 080• +49-471-78 041Hamburg Office:Tel: +49-40-25 44 40Fax: +49-40-25 44 44 44• +49-40-25 44 41 20
GREECEPiraeus Office:Tel: +30-210-42 83 838Fax: +30-210-42 83 839• +30-6974-300 541
INDIAMumbai Office:Tel: +91-22-2758 2222Fax: +91-22-2758 2227
INDONESIABatam Office:Tel: +62-778-737 2207Fax: +62-778-737 2210
ITALYGenoa Office:Tel: +39-010-254 631Fax: +39-010-246 1194• +39-335-139 4779
JAPANKobe Office:Tel: +81-78-846 3220Fax: +81-78-846 3221• +81-90-4387 9992Kumozu Office:Tel: +81-59-234 4114Fax: +81-59-234 0040Tokyo Office:Tel: +81-3-5403 1966Fax: +81-3-5403 1953• +81-90-7188 0377
KOREABusan Office:Tel: +82-51-704 0844Fax: +82-51-704 0414• +82-51-704 0844
LITHUANIAKlaipeda Office:Tel: +370-46-469 855Fax: +370-46-469 858• +370-698-585 05
MALAYSIAKemaman Office:Tel: +60-985-92 129Fax: +60-985-822 72
Kuala Lumpur Office:Tel: +60-377-828 136Fax: +60-377-852 131• +60-122-786 889Miri Office:Tel/fax: +60-854-28 136• +60-122-786 889
MEXICOCampeche Office:Tel/Fax: +52-938-286-1528• +1-985-641-3853
THE NETHERLANDSRotterdam Office:Tel: +31-10-283 2121Fax: +31-10-429 3219• +31-10-283 2121
NORWAYBergen Office:Tel: +47-56-313 300Fax: +47-56-313 070• +47-905-873 71Kristiansand Office:Tel: +47-91-68 60 00Fax: +47-38-01 87 01Oslo Office:Tel: +47-23-10 34 00Fax: +47-22-30 40 15• + 47-905-873 71Ålesund Office:Tel: +47-70-10 04 00Fax: +47-70-10 04 01• +47-905-873 71
PANAMABalboa Office:Tel: +506-603-45 032• +1-757-558-4580
POLANDGdynia Office:Tel: +48-58-7855 110Fax: +48-58-7855 111• +48-602-725 088
QATARDoha Office:Tel: +974-4460 7310Fax: +974-4460 7314• +974-5507 1093
RUSSIASt Petersburg Office:Tel: +7-812-493 4284Fax: +7-812-493 4285• +7-812-938 0498Vladivostok Office:Tel: +7-4232-24 34 63Fax: +7-4232-24 34 62
SINGAPORESingapore Office:Tel: +65-6597 3888Fax: +65-6597 3799• +65-6261 0367
SPAINBilbao Office:Tel: +34-94-480 73 39Fax: +34-94-431 69 45• +34-609-428 066Cadiz Office:Tel/fax: +34-956-877 611Ferrol Office:Tel: +34-696-946 086Fax: +34-981-354 624 SWEDENBjuv Office:Tel: +46-42-858 00Fax: +46-42-858 99
Enköping Office:Tel: +46-171-232 00Fax: +46-171-232 99
Gothenburg Office:Tel: +46-31-721 5000Fax: +46-31-424 946• +46-31-721 5000Örnsköldsvik Office:Tel: +46-660-29 40 00Fax: +46-660-139 77
THAILANDBangkok Office:Tel: +660-2-726 9516Fax: +660-2-726 9514
UNITED ARABEMIRATESAbu Dhabi Office:Tel: +971-2-554 1690Fax: +971-2-554 1601• +971-50-4510 715Dubai Office:Tel: +971-4-3413 933Fax: +971-4-3413 110• +971-50-651 0371
UNITED KINGDOMAberdeen Office:Tel: +44-1224-347 050Fax: +44-1224-347 051• +44-7850-313 733Liverpool Office:Tel/Fax: +44-151-708 4177• +44-7768-334 419Newcastle Office:Tel: +44-191-295 2180Fax: +44-191-295 2188• +44-7768-334 419Portsmouth Office:Tel: +44-2392-210 703Fax: +44-2392-210 734• +44-7768-334 419
UNITED STATESFort Lauderdale Office:Tel: +1-954-600-4199• +1-757-558-4580Houston Office:Tel: +1-713-681-5452Fax: +1-713-681-8204Jacksonville Office:Tel: +1-904-821-0340Fax: +1-904-821-0850• +1-757-558-4580Lafayette Office:Tel: +1-337-231-5961Fax: +1-337-231-5966New Orleans Office:Tel: +1-985-892-9833Fax: +1-985-892-9837• +1-985-892-9833New York Office:Tel: +1-914-305-9090Fax: +1-914-305-9091• +1-914-305-9090Norfolk Office:Tel: +1-757-558-4580Fax: +1-757-558-4581• +1-757-558-4580Slidell Office:Tel: +1-985-641-3853Fax: +1-985-641-3856• +1-985-641-3583
Note • = 24-hour service numbers
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www.cargotec.com www.macgregor-group.com
Ships are built to move cargo, so they should be designed to do this effectively. A ship needs to be designed and built around its intended cargo profile. When you first start thinking about a newbuilding, tell us how you plan to operate it, and the cargo mix. We’ll apply our cargo flow and stowage expertise to deliver the most efficient cargo handling design possible. Maximum cargo capacity and capacity usage rate are the key factors in generating a ship’s income – so it pays to get them right. No two ships are exactly the same, and sister ships show that money invested in an optimised solution can be recouped in a single round-trip. Imagine that difference multiplied by a ship’s lifetime.
Cargotec improves the efficiency of cargo flows on land and at sea – wherever cargo is on the move. Cargotec’s daughter brands, Hiab, Kalmar and MacGregor are recognised leaders in cargo handling solutions around the world.
Cargo handling solution has immediate impact on a ship´s earning potential