CUSTOMER MAGAZINE ISSUE 163 AUTUMN 2011

6

14 18 22

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

6 10

32

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.

26

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

Tell us what you think of our magazines!

For a chance to win an iPad2, why not

participate in Cargotec’s readership survey?

We want to hear what you think about

Cargotec’s customer magazines. Please go

to www.cargotec.com/survey-en and give us

your feedback – it will only take a moment.

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


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”


• 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



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.”


MacRack makes separate hatch cover lifters obsolete


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


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

gdon

g Sh

ipbu

ildin

g &

Mar

ine

Engi

neer

ing

Co

Ltd


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



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


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


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


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



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


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


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


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



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


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.”


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.


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


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.


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


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.


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

mac

gre

go

r@ca

rgo

tec.

com

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

Documents

CUSTOMER MAGAZINE ISSUE 163 AUTUMN 2011