MacGregor News 165, Autumn 2012

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Taking expertise on board for 75 years

MacGregor

newsCUSTOMER MAGAZINE ISSUE 165 AUTUMN 2012

Ariston Navigation: through- life costs are the ultimate test

Independent study verifies VFD crane benefits

New offshore electric winches build on tried and tested designs

Contents4 News

merchant shipping6 75 years of innovation

8 Equipment’s through-life costs are the ultimate test, Ariston Navigation believes

12 EEDI: a step in the right direction

14 Independent study verifi es VFD crane benefi ts

16 Equipment seminars provide feedback as well as introducing products to potential customers

18 China Navigation’s new series of eco-ships features electrically-driven MacGregor cranes

19 Assisted cargo handling offers major benefi ts

20 GL approves new fully-automatic twistlock

21 New container ship concept cuts emissions and increases effi ciency

25 RoRo access smoothed on newbuilds and conversions

26 A decade of RoRo electric-drive deliveries

offshore22 New offshore electric winches build

on tried and tested designs

24 Advanced cranes needed for complex offshore construction projects

customer service30 Shipowners appreciate the benefi ts

of planned maintenance with predictable costs

32 Customers with cargo gear queries turn to Cargotec

34 MacGregor service strengthened in South Africa

35 contacts 22

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A ‘perfect fi t’ cargo system cuts

emissions and increases effi ciency

MacGregor News is Cargotec’s customer magazine with distribution of approx. 15,000 copies. Publisher: Cargotec Corporation, Porkkalan - katu 5, FI-00180 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/Zeeland Printed by Punamusta, Joensuu, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.

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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.

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 lead-ers 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 10,500 people.

www.cargotec.com

About Cargotec

MEUR Q1-Q3/12 Q1-Q3/11 Change 2011

Orders received 2,348 2,391 -2% 3,233

Order book, end of period 2,312 2,349 -2% 2,426

Sales 2,437 2,310 5% 3,139

Operating profit 117.3 159.1 -26% 207.0

Operating profit margin, % 4.8 6.9 6.6

Cash flow from operations 6.4 78.0 166.3

Earnings per share, EUR 1.31 1.86 2.42

Sales by geographical segment 1-9/2012, %

EMEA 39% (41%)Americas 24% (20%)

APAC 36% (40%)

Sales by reporting segment 1-9/2012, %

Load Handling 25% (24%)• Equipment 72% (72) • Services 28% (28)

Terminals 42% (36%)• Equipment 75% (69)• Services 25% (31)

Marine 33% (40%)• Equipment 84% (86)• Services 16% (14)

Pursuing promising opportunities for global growth

Providing our customers with the best products that technology can offer and the best service that a company can deliver, all at a competitive price, is at the heart of the way we work. This has been the case for decades – 2012 is MacGregor’s 75th anniversary. While ships and shipping have undergone continuous change since 1937, these principles remain the same. And as our market share demonstrates, they pay off, both for existing and emerging markets.

A key part of our strategy for continued growth is to be recognised as a leading provider of solutions and services in the offshore industries as much as we already are in other marine industries. Merchant shipping will continue to grow in Asia, but the offshore oil and gas business is growing in all offshore regions.

While we shall continue to serve our offshore customers from our European competence centre, more than 70 per-cent of Cargotec Marine’s sales are generated in Asia-Pacific and therefore our dedicated presence in Asia is an essential element of this growth. We intend to expand in the region and in September Cargotec’s Board of Direc-tors decided to go ahead and list the Marine business as a separate company in Asia. We believe that Asia holds new business opportunities, especially in the offshore sector, and this listing could not only strengthen our business presence in the region but may also secure our future profitable growth.

Cargotec’s newly established joint venture company in China, Rainbow-Cargotec Industries Co Ltd, is part of this expansion activity. In June we held the ground-breaking ceremony for its new production plant in Taicang and hope to be operational by the end of the year. This forms an intrinsic part of our growth in the offshore sector in the region. The new factory will become the production base for standard knuckle-jib offshore cranes. The joint venture also opens opportunities to widen our offering in the offshore sector, for example lattice boom cranes.

The value of our products and services isn’t simply in their ability to function well, but extends to their through-life costs and our global quality assur-ance.

This built-in value has meant some notable recognitions over the past twelve months, including winning Offshore Support Journal’s innovation of the year award for the MacGregor Chain Wheel Manipulator. Our innovative spirit also continues with the introduction of Cargotec’s first fully automatic MacGregor twistlock, the C8A and the introduction of a new range of electrically-driven offshore anchor handling/towing winches.

Pekka VauramoChief Operating Officer, Marine

Mikael Mäkinen is heading Cargotec’s list-ing of its Marine business area, which the company believes will strengthen its busi-ness presence in Asia and secure profit-able growth. Mikael Mäkinen, 55, is a naval architect who joined Cargotec in 2006 as President and CEO, having worked for Wärtsilä Corporation for 24 years. He now becomes President of Cargotec’s Marine business area.

“More than 70 percent of Cargotec Marine’s sales are already generated in Asia-Pacific and a strong presence in Asia could open new business opportunities for us, both in merchant marine and offshore,” Mikael Mäkinen states.

In September Cargotec’s Board of Directors decided to proceed with the list-ing of Marine business as a separate com-pany in Asia. “Mikael Mäkinen has led a listed company, has eight years of experi-ence in Singapore within the shipbuilding industry, and he has developed Cargotec

into a global market leader,” says Cargotec’s Chairman of the Board of Directors, Ilkka Herlin. “These achievements convinced us that Mr Mäkinen has the right skill-set for this task.”

Pekka Vauramo, former head of Cargotec’s Marine business, has been appointed as Chief Operating Officer for Marine and he will work alongside Mr Mäkinen during the preparations for the listing. “Pekka Vauramo and I have worked closely with each other for several years and I am confident that our combined expe-rience in Asia, as well as his operational management skills, will ensure a successful outcome,” says Mr Mäkinen.

From the beginning of October, Tapio Hakakari, Vice Chairman of Cargotec’s Board of Directors, took over as interim President and CEO. Cargotec’s Board of Directors has decided not to nominate a deputy to him and has started the recruit-ment process for a new President and CEO.

News around the world

Experienced helm guides Cargotec Marine into Asia

Mikael Mäkinen has eight years experience in Singapore within the shipbuilding industry, and he has developed Cargotec into a global market leader

Cargotec continues to deliver K50 MacGregor cranes to the marketCargotec’s second 50-tonne SWL four-wire MacGregor K5036-4HD crane has been delivered to Singaporean owner OBT for the Indonesian market. The K5036-4HD offers a long service life and high capaci-ties for the transloading and bulk handling markets and forms an important part of Cargotec’s MacGregor four-wire rope (K4) crane portfolio. “We have the highest expectations of our K4 crane range, includ-ing both the 30-tonne and 50-tonne ver-sions,” says Anders Berencsy, Sales Manager for MacGregor cranes. “The market wel-comes these types of high-performance heavy-duty grab cranes.”

4 MACGREGOR NEWS | ISSUE 165

New container securing systems product catalogue launchedCargotec has launched its new container securing systems product catalogue. Printed copies are available on request; alternatively, it can be viewed via our web pages, http://www.cargotec.com/en-global/ps/Lashing-equipment/Pages/default.aspx.

News around the world

At the end of September, Cargotec held a customer seminar to present the benefits and capabilities of its MacGregor electric drive portfolio. The semi-nar was held in Zhangjiajie, in the Hunan province in China and was attended by fifty-six customers from thirty yards across the country.

“Our customers and Macgregor specialists had a wonderful time,” said Alan Jin Chang Ming, Cargotec Area Marketing Director, Marine China. “We were able to communicate face-to-face, shared ideas and knowledge, and strengthened friendships and business relationships.

“This is an extremely important process as it gives customers direct access to MacGregor experts who can answer all the detailed technical questions that arise. Our customers also provide essential feedback.”

The seminar lasted three days and was run by twenty-five MacGregor specialists from Cargotec’s Shanghai office, its Offshore winches business line in Singapore and its Dry Cargo and Crane business lines.

Presentations were given on a number of sub-jects including the technical attributes and pros-pects of variable frequency drive electric cranes; an overview of Cargotec’s electric drives for side-rolling hatch covers, including MacRack; com-plete hatch cover fabrication processes; Cargotec’s new range of electric-drive offshore winches; and its joint venture company, Rainbow-Cargotec Industries (RCI).

“We will continue to hold these seminars as we believe that they are a valuable resource both for customers and for Cargotec personnel,” adds Mr Jin.

Semisubmersible rig benefits from comprehensive equipment contractIn October Cargotec installed 115 tonnes of equipment, including a new handling sys-tem for blow out preventers (BOPs) and X-trees, on board Odfjell’s semisubmersible rig, Deepsea Bergen. Statoil has held a long-term contract for the rig that drills on the Norwegian continental shelf. Earlier this year the company announced that it would extend its new drilling contract for another five years and Cargotec’s equipment delivery is part of a wider project to modify the rig for drilling production wells on the Skuld field.

“For some years we have offered BOP handling equipment services, including over-hauls, modernisations and recertifications,” explained Arve Plassen, Branch Manager, Marine Service. “This was a substantial contract drawing on multiple expertise.”

The scope of Cargotec’s supply included a pre-order study, the engineering works, class approvals, equipment fabrication and installation, testing and commissioning, operation training, maintenance manuals and a spare parts package.

Customer seminar encourages communication and knowledge exchange

The seminar, attended by 56 customers from 30 yards across China, was run by 25 Macgregor equipment specialists

Cargotec has installed 115 tonnes of equipment, including an X-tree carrier (pictured) on board the semisubmersible rig, Deepsea Bergen

5ISSUE 165 | MACGREGOR NEWS

It is hardly surprising that shipowners and operators have high expectations of MacGregor equipment: earning a reputation worldwide for quality, reliability and effi-cient performance is impressive in itself, but maintaining it for 75 years shows the sort of commitment that the maritime community appreciates.

MacGregor is Cargotec’s global market-leading brand in marine cargo handling and offshore load-handling solutions. “As a company we have an intrinsic sense of pride in our MacGregor products,” says Pekka Vauramo, Chief Operating Officer, Marine. “So it is not just customers who have high expectations – naturally we do too.

“We believe that the value of our products and services is not confined to their ability to function well; it extends to their through-life performance, reliability and managed costs, achieved through quality assurance on a global scale. Today, half of the world’s

ocean-going ships carry MacGregor equip-ment on board”.

The MacGregor name made its first impression on the industry during the 1920s when two engineers, Joseph and Robert MacGregor, developed the first steel hatch cover in Whitley Bay in the north of England, and patented it in 1929. This was a success and MacGregor & Company was founded in 1937 to promote and sell the hatch covers.

Through development, acquisitions and mergers, the MacGregor product range has grown continuously since then. In 2005 Kone acquired MacGregor International and later in the same year, Kone demerged and Cargotec was listed. Cargotec Corporation is the world’s leading provider of cargo handling solutions and in addition to MacGregor, has two other market-leading brands, Hiab and Kalmar.

Innovative engineering has been a MacGregor characteristic ever since those first steel hatch covers. For example, nota-ble milestones in the past twelve months include the introduction of the first fully automatic MacGregor twistlock, the C8A;

winning Offshore Support Journal’s innova-tion of the year award for the MacGregor Chain Wheel Manipulator; establishing a new joint venture company in China, Rainbow-Cargotec Industries Co Ltd (RCI), to grow the company’s offshore MacGregor crane portfolio; and the introduction of a new range of electrically-driven offshore anchor-handling/towing winches, which join Cargotec’s growing electric-drive port-folio.

“Celebrating 75 years of MacGregor equipment is not nostalgic,” Mr Vauramo says, “it represents a vast amount of experi-ence which we can use as the foundation for building the future. We aim to continue to grow our merchant marine and offshore businesses, and also make sure that the high expectations that our new and existing cus-tomers have in us continue to be justified”.

There is no shortcut to experience75 years ago the MacGregor brothers identified a problem with ships’ hatch covers, and produced an innovative solution. Life at sea was safer, ships became more profitable. This has proved to be an extremely effective way of building a sustainable business.

Acquisitions accelerate growth1937 MacGregor & Co formed | 1945 innovator Henri Kummerman is appointed agent in France | 1957 Navire company formed1969 Navire Cargo Gear AB formed | 1983 MacGregor and Navire merge (as part of Kone Corp) | 1993 MacGregor-Navire acquired by Incentive | 1993 Incentive merges MacGregor-Navire and Hägglunds Marine as the MacGregor Group | 1995 MacGregor-Kayaba joint venture formed in Japan | 1998 Industri Kapital acquires majority of MacGregor Group shares from Incentive | 2000 MacGregor acquires linkspan specialist Norent | 2001 MacGregor acquires Otecnor hydraulics engineering companies in the UAE 2005 Kone Cargotec acquires MacGregor Group from Industri Kapital | 2006 BMH Marine and Grampian Hydraulics acquired 2007 offshore specialists Hydramarine, Plimsoll and Vestnorsk Hydraulikkservice acquired | 2008 factory manufacturing MacGregor offshore equipment opens in Tianjin, China | 2008 US company Platform Crane Service acquired | 2010 offshore service centre established in Brazil | 2010 sole ownership of MacGregor-Kayaba acquired | 2011 offshore competence centres established in Norway and Singapore | 2012 Rainbow-Cargotec Industries (RCI) joint venture established in China

Through development, acquisitions and mergers, the MacGregor product range has grown continuously since 1937

“As a company we have an intrinsic sense of pride in our MacGregor products”– Pekka Vauramo

MACGREGOR NEWS | ISSUE 1656


Some MacGregor ‘firsts’1929 steel hatch cover | 1940s single-pull hatch cover | 1950s flush tweendeck hatch cover, flush weatherdeck hatch cover, hatch cover/ramp designed, hydraulically-operated stern door | 1960s mechanised portable ferry car deck, lift-and-roll container ship hatch cover, RoRo quarter ramp, electro-hydraulic crane | 1970s slewing ramp, side-shifter and rotoloader concepts, twin deck crane, one-piece housing twistlock, removable cell guide | 1980s floating marina, lashing bridge, multi-lash system, hatch cover sealing solutions, container slot-sized ‘slim crane’ | 1990s container twistlock and bearing pad solutions, electrically-operated sliding watertight doors, flood control doors | 2000s environmentally-friendly electric drives, condition monitoring via remote diagnostics, frequency-controlled electric crane, electric side-rolling hatch covers, OSV hopper and blow pump bulk handling system, MacRack electric hatch cover operating system, ultra-deepwater offshore lifting system | 2010s offshore chain wheel manipulator, C8A fully automatic twistlock, electrically-driven offshore winch range


Through-life costs reveal equipment’s true value

MERCHANT SHIPPING

Before Ariston Navigation Corporation ordered seven 35,000 dwt ‘Seastallion’ design bulk carrier newbuildings at the end of last year, the Greek shipmanagement com-pany completed meticulous plan-ning of the tonnage and its timing. “We thoroughly evaluated eleven different new-generation designs in this size range before reaching our final choice,” said John Xylas, CEO of Ariston Navigation.

“We have been looking for the right time to order these next-gen-eration eco-friendly ships and feel that the right time is now, since the markets are depressed and financ-ing is difficult. We have tradition-ally tried to be counter-cyclical. We were quite disciplined during the last boom and were not carried away with risky investments at the peak of the market.”

The handysize Seastallion ves-sels will be an improved version of the Seahorse 35 bulker design,

Ariston Navigation believes that through-life costs are the ultimate test for a supplier and its equipment, and has the highest expectations of the MacGregor cranes and hatch covers specified for its new series of eco-friendly handysize bulk carriers

The Xylas Group’s experience of MacGregor equipment includes a cement-handling system on Ariston’s 6,000 dwt cement carrier Amethyst


“Overall, the factors that influenced our decisions for both the hatch covers and the cranes were ultimately the reliability of the product and the aftersales network and support”– John Xylas, CEO of Ariston Navigation

which was introduced in 2008 by the Danish office of bulk carrier designer Grontmij (for-merly known as Carl bro/Dwinger Marine Consult and currently a joint-venture between Grontmij and Schmidt Maritime of Denmark). The design focus was on econom-ical and efficient cargo handling, loading flexibility, safety, environmental and main-tenance friendliness, and low operational costs. By May this year 38 of the Seahorse 35 design ships had been ordered from eight Chinese yards, and six had been delivered.

“We believe the Seahorse proposal was the most honest in terms of achieving our goals and satisfying our standards,” Mr Xylas said. “We are in the service industry and are competing in the international arena. Maritime shipping is as close as one can get to the textbook laws of supply and demand, away from protectionism and subsidies that distort the market forces. The choice is simple: stay at the top or die.”

Ariston Navigation Corporation, part of the family-owned Xylas Group, operates long-standing dry bulk shipping routes. Ariston worked closely with the Seahorse 35 designers to develop the Seastallion version, and then placed an order for seven ships from a Chinese Shipyard, with deliveries scheduled for 2013 and 2014. There is an option for three more.

“The new ships have been designed with a very versatile specification and are planned for worldwide trade,” Mr Xylas said. “The intention is to form a commercial alliance to operate the fleet under a pool concept, and manage our seven – or more – vessels as well as other Seahorse vessels currently under construction for various owners. We will make a decision about the remaining options in the near future, probably before the end of the summer.”

The Xylas Group knows about MacGregor equipment. “The Group’s association with the brand goes a long way back,” Mr

Xylas said. Each SeaStallion will feature folding-type MacGregor hatch covers, delivered under a ‘full-supply’ agreement with Cargotec, and four fully electrically-operated variable-frequency drive (VFD) MacGregor wire-luffing bulk-handling deck cranes, each with an SWL of 30.5 tonnes at a maximum outreach of 26m.

Ariston Navigation believes that the early involvement of key suppliers is important for delivering vessels fully optimised for their designed functions. “We involved Cargotec as well as all suppliers of criti-cal equipment at the very early stages of our process,” Mr Xylas said. “The standard Seahorse specification was in effect re-writ-ten to incorporate our improvements and higher standards. Cargotec’s assistance was instrumental in a number of these decisions.

“Having said this, I would like to stress that our key-suppliers’ involvement in the supervision of the fabrication and installa-tion process is of equal importance. This is an area that our supervision team will not compromise on.”

The company also sees significant advan-tages in sourcing major items from a single supplier. “Absolutely there are advantages: the lower the number of makers the more efficient the communication process. In addition, from the supplier’s point of view, the order has greater value and impor-tance”.

Through-life costs are the ultimate test for a supplier and its equipment, accord-ing to Ariston Navigation. “What appears cheaper is not always cheaper, and vice-versa. We are building ships with a view to operating them throughout their useful life. The equipment will have to perform efficiently over that period. The test includes a clear identification of the initial product’s source, clear production chain, good support during installation, and worldwide aftersales service.

“Environmental and energy conservation issues also play a large part in our com-pany policies and in the brief to the vessels’ designers, shipyard and equipment suppli-ers. We make it clear from the outset that we would select a vessel design and its equip-ment on lower energy consumption, and on lower probability of failure which could result in sea and air pollution.

“The selection of Cargotec’s fully electric MacGregor deck cranes, which eliminates the risk of hydraulic leaks and sea pollu-tion, was made with this philosophy in mind. As further examples I can also mention the selection of a very efficient and fully-electric main engine solution from Wärtsilä, together with the selection of a Mewis duct which substantially reduces energy con-sumption and airborne emissions.


“As well as eliminating the possibility of oil leaks that pollute the sea and damage cargo, the fully electric cargo cranes have other notable advantages in comparison to the conventional electro-hydraulic systems. Their operating cost is lower, thus directly affecting our bottom line. Furthermore, the variable frequency drive ensures lower energy consumption, making these cranes friendlier to our clients, but most impor-tantly to the environment.

“At the end of the day, only two crane suppliers could satisfy our specification standards, one of which was Cargotec with its MacGregor cranes. The main differ-ence between them was the manufacturer’s previous experience with this specific type of crane. There were other minor technical differences as well.

“We ultimately opted for MacGregor cranes because of Cargotec’s overall pack-age, its reliability and of course the opportu-nity to install eco-friendly equipment from a reputable name in the industry.

“We have the highest expectations of these cranes. Cranes on board a handysize vessel need to be as reliable as possible. This is an area of potential off-hire and you do not want to mess with that.”

Cargotec will also deliver five sets of end-folding, double-skinned, hydraulically-oper-ated steel hatch covers, with grain/cement feeder openings.

“The MacGregor hatch covers will be designed and manufactured by Cargotec, as opposed to being built by the shipyard or its subcontractors, a practice which is often the norm these days,” Mr Xylas said. “This is a critical detail in our opinion and will ensure a very high standard of construction.

“Again we had two main hatch cover man-ufacturers, both European, to choose from. The main difference was the type of sealing solution that they could provide. Cargotec’s MacGregor package included the Flexipad mechanism, which offers certain advan-tages, including no wear. The addition of a MacGregor Flexipad bearing pad mecha-nism further enhances the weathertight arrangements and substantially reduces the likelihood of cargo claims.

“At the end of the day, we felt that the MacGregor hatch covers were a superior product. The design is better and the fact that the hatch covers will be built under the full control of Cargotec is an advantage that we could not ignore. Our previous experi-ence with MacGregor was also a decisive factor; I have the highest expectations from MacGregor hatch covers. The equipment needs to be properly designed and con-structed; this will ensure weathertightness, which substantially reduces cargo claims and helps keep our P&I record clean.

“Overall, the factors that influenced our decisions for both the hatch covers and the cranes were ultimately the reliability of the product and the aftersales network and support. Once delivered, we have consid-ered training and service agreements for the key equipment on board, as this was part of our decision-making process. We always look at reliable makers who can provide proper training for our on board and shore personnel as well as ensuring the expected aftersales service. Cargotec is a group that

Two Xylas companies operate out of the Ariston Building in Piraeus: Ariston Navigation Corp and Melissa Shipping Co

“Through-life costs are the ultimate test for a supplier and its equipment”– John Xylas

ISSUE 165 | MACGREGOR NEWS 11

Xylas Group: historic foundations set modern growth strategies

The Xylas Group has roots dating back to the early 1900s, and is privately-owned by the Xylas family. The Group has operated in the dry bulk sector since its foundation, and has substantial newbuilding experience after contracting orders for over 60 vessels. These have been mainly bulk carriers built in the UK in the 1950s (South Shields); Japan in the 1960s, 1970s and 1980s (Mitsui, Osaka Zosen and IHI); Turkey in the 1990s; China in 2000 and 2001 (Dalian); Turkey again between 2005 to 2007; and China in 2008 and 2009, and now from 2012 to 2014.

Historically Xylas has owned and operated between fi ve and 35 vessels at any given time, depending on prevailing market conditions. Today it operates six vessels and has another seven under construction. Of the six trading, three are pneumatic cement carriers, two are handysize bulk carriers and one is a multi-purpose container vessel.

Two of its companies are Ariston Navigation Corporation, which was established in 2002, and Melissa Shipping Company. Both operate out of the recently-renovated Ariston Building in the heart of Piraeus, in Akti Miaouli, overlooking the harbour.

Amongst their other activities, Ariston Navigation and Melissa Shipping provide ship

management services to their respective fl eets. To date, the Group has managed over 80 vessels, primarily handy-size bulk carriers and high specifi cation multi-purpose container vessels.

In addition to Ariston Navigation’s shipmanagement activities, the company has developed various projects such as the Mykonos Project (feeder containers), the Explorer Project (feeder heavy-lift containers of up to 12,000 dwt), the Melissa Project (pneumatic cement carriers), the LiNK project, which was the development of RoRo/LoLo vessels for use in Nato/MoD sealift operations, and the Mandarin Project, a series of 30,000 dwt bulk carriers.

“We are currently evaluating different markets and vessel types to propose further project investments to the Group,” said John Xylas, CEO of Ariston Navigation. He added that the Group’s strategy for insulating itself against the current economic turmoil in Europe is diversifi cation. “Our business is international and dollar-based. This in itself provides some insulation, however with globalisation comes various domino effects. We are closely watching the developments in Europe, its economies, its currency and the inter-relationship with world trade. And we try not to have all our eggs in one basket.”

PRINCIPAL PARTICULARS

Seastallion seriesLength, oa: 180.0mBreadth, mld: 30.0mSummer draft: 10.1mDeadweight: 35,000 dwtGross tonnage: 24,210gtTotal cargo hold capacity grain: 46,700m3

bale: 45,800m3

Hatch cover openingHatch No 1: 16.0m x 18.7m/15.0mHatch Nos 2, 3, 4 & 5: 19.2m x 20.3mService speed (fully loaded): 14.0 knotsEco-speed (fully loaded): 13.0 knotsClassifi cation ABS/LRFlag: Bahamas

covers both those requirements to the high-est standards.”

When asked about his plans going forward,

Mr Xylas said: “As for the future, our plan is to continue our tradition of high quality service for our clients and fi nd ways to constantly improve

it. Over the years we have accumulated tre-mendous in-house know-how and are proud of our team, their excellence and loyalty.”

A general arrangement drawing of the SeaStallion bulk carrier


Difficult economic conditions and the high price of bunkers have driven shipowners to look carefully at the efficiency or otherwise of their businesses in general, and their ships in particular, according to Hans Berg, Vice President, Global Sales Marine.“It’s a hard truth, but there is little long- term hope for any shipping company that doesn’t invest in measures to push down its energy consumption to deliver a lean, com-petitive trading operation.”

Owners and managers of existing ships can take advantage of tools such as the ‘Ship energy efficiency management plan’ (SEEMP) to analyse their performance by measuring the fuel efficiency expressed as grams of CO2 per tonne/mile. However, certain classes of new vessels over 400gt will have to meet predetermined levels of efficiency, and preferably exceed them, when the ‘Energy efficiency design index’ (EEDI) regulations enter force in January 2013.

EEDI is intended to deliver significant reductions in greenhouse gas emissions from shipping by requiring a minimum level of energy efficiency for new ships expressed in CO2 emissions per unit of

transport work. A vessel’s EEDI must be below the IMO reference line, which is a function of a ship’s capacity, expressed as its deadweight.

Initially, EEDI applies to conventional cargo vessels including oil and gas tank-ers, bulk carriers, container ships, general cargo ships and refrigerated vessels.

“While EEDI is certainly a step in the right direction, it doesn’t cover all aspects of a vessel’s energy profile,” Mr Berg says. “Forward looking shipowners see, for example, the value of the substantial energy savings that MacGregor electric VFD cranes deliver. Furthermore, their precise hook positioning and improved cargo cycles reduce the time a vessel spends in port. This can be translated into quicker round trips or slower steaming.

“At Cargotec, we understand our cus-tomers’ businesses, trades and cargo han-dling requirements. We have been explor-ing ways of using intelligent systems to cut energy consumption for years, and so we can work with our clients to design ships that will not only have a good index value but will really deliver in terms of effi-cient, safe, cost effective, market leading performance.

“For example, our MacGregor full flow cargo gate for self-discharging bulk carriers

requires less space within the hull than competitor gates. So the vessel can carry more cargo. However, it gets even better. The full flow gate also permits faster dis-charge rates, so the vessel spends less time in port. This allows it to make more voyages in a given period, or alternatively take more time on passage, saving fuel.

“We can give our container ship custom-ers a significant edge, but they must come to us at the beginning of the design process to reap the greatest possible benefits from our expertise. For EEDI purposes, the cargo capacity of a container ship is con-sidered to be 70 percent of its deadweight. But to be truly efficient, a ship needs to fill that space on every voyage. In cooperation with customers, we can analyse their needs and derive a very accurate cargo profile for a new vessel, building in the necessary stowage flexibility to ensure it invariably lifts the maximum cargo possible. In other words, with the right indicators, which lead to the right design parameters for the ves-sel and its cargo handling system, we can maximise the amount of carried cargo in relation to deadweight tonnage

“Furthermore, we are always improving our lashing systems to deliver, faster, safer, more efficient port operations. Again, this translates to less time in port which can mean the vessel is not required to travel so fast on passage.

“We also have an eye on the future, recognising that the demands placed on a ship can, and often do, change during its lifetime. So even at the initial design stage,

Cargotec’s cargo system knowledge and technologies can help shipowners build vessels that perform in line with their energy efficiency design indices

Efficient ships make economic sense

“We can give our container ship customers a significant edge, but they must come to us at the beginning of the design process to reap the greatest possible benefits”– Hans Berg

“Environmentally friendly solutions are not just ways of conforming to legislation or improving a company’s image; they make good economic sense”– Hans Berg


EEDI is intended to deliver significant

reductions in greenhouse gas emissions from

shipping by requiring a minimum level of

energy efficiency for new ships

we are mindful that we may need to make changes at a later date, and we make plans accordingly.

“Cargotec has carried out a great deal of research to validate its belief in the impor-tance of designing ships to suit their cargo profiles and equipping them with optimised cargo handling and securing solutions. The future will bring ever stricter measures to

protect the environment; shipping and ship-building industries will have to comply with these rules. However, such environmentally- friendly solutions are not just ways of con-forming to legislation or improving a compa-ny’s image; they make good economic sense, especially in today’s turbulent economy and fiercely competitive shipping arena.

“Early recognition of the cargo profile

and incorporating its requirements into the system planning paves the way for an effi-cient cargo handling system – both in terms of an economic return and environmental-friendliness. MacGregor has always been the brand that has set the pace in its field, and Cargotec’s holistic approach to cargo system thinking is evidence that it will continue to do so,” Mr Berg notes.

Initially, EEDI applies to newbuild conventional cargo vessels including oil and gas tankers, bulk carriers, container ships, general cargo ships and refrigerated vessels


Study verifi es VFD crane benefi tsAn independent report by Deltamarin published at the end of August substantiates Cargotec’s claims that electric cargo cranes can reduce fuel consumption, increase cargo-handling effi ciency and reduce environmental impact compared with electro-hydraulic versions

A report by the naval architecture and engi-neering fi rm, Deltamarin, independently substantiates numerous energy-saving claims that Cargotec makes about its MacGregor variable frequency drive (VFD) electric cargo handling cranes.

“We know, and so do many of our custom-ers, about the advantages that our electri-cally-driven cranes can off er,” says Per-Erik Nilsson, Sales and Marketing Director for Cargotec Cranes. “But we also know that it is important to have this independently veri-fi ed.

“Compared with electro-hydraulic cargo cranes, our VFD cranes can off er environ-mentally-friendly, superior cargo handling effi ciency with up to 50 percent lower energy and fuel requirements, signifi cantly lower service and spares costs and a dramatically reduced carbon footprint.

“We achieve this in a number of ways, most crucially by reducing the cost of invest-ment by downsizing the auxiliary engines, which is feasible because of these higher effi -ciencies and Cargotec’s in-house developed power consumption control system, which is

linked to the ships own power management system. Its purpose is to limit the crane’s total power consumption to avoid overload-ing the running auxiliary engine, forcing an additional auxiliary engine to start. It also regulates the total regenerated power.

“Substantial savings can also be made on cabling – about 1.4 tonnes for a 37,000 dwt handysize bulker – and smaller circuit break-ers as well.

“The cranes also have lower running costs from reduced power consumption, reduced service and spare parts costs, quicker

“The main benefi ts of an electric crane are lower energy consumption, more precise crane operation and faster crane operation…another key benefi t is reduced maintenance costs”– Deltamarin report

MacGregor VFD electric cranes on board Carisbrooke Shipping’s 2012-delivered multi-purpose low-emission dry cargo ship, Vectis Eagle


turnaround times in port, reduced damage to cargo, holds and coamings, and no oil spillage, which results in no pollution and therefore no penalties.”

The purpose of the Deltamarin study was to compare a typical handysize bulker fi tted with electric cranes to a handysize bulker fi t-ted with electro-hydraulic cranes. The total economy of the concept and impact on ship displacement and ship operation was inves-tigated.

The main benefi ts of an electric crane are lower energy consumption, more precise crane operation and faster crane operation, says Deltamarin. However, another impor-tant key benefi t is reduced maintenance costs. A comparison shows that over a 15-year period from year 0 the average service costs are 22 percent lower on an electric crane. The main reason for this is the fact that the electric cranes do not require any hydraulic oil changes or replacement hydraulic hoses and fi lters, costs which accelerate radically from eight to ten years of age for the hydraulic version.

“As the main benefi t of the electric crane is lower fuel and maintenance costs and the benefi t of the electro-hydraulic crane is lower investment costs, the total economy depends of course on actual ship operations and ship owner preferences,” the report says. “The average time at sea compared to loading/unloading times and the frequency of usage of a ship’s own cranes (rather than harbour cranes or conveyor belts) aff ects which alter-native is most economical.

“A consequence of lower power consump-tion for electric cranes is that the auxiliary engine size and also cabling sizes can be reduced signifi cantly. The investment cost of auxiliary engines and cables would then be substantially reduced.”

Deltamarin says that typical in port aver-age power demand is 98kW per crane and that it can conclude that the average saving is at least 176kW for four cranes, or about 45 percent lower energy consumption for crane operation.

“Another benefi t of an electric crane is good motion precision, a feature that is important in handling steel coils for exam-ple,” the report highlights.

“Using typical operation of handysize bulkers and typical use of own cranes one can conclude that electric cranes are more eco-nomical in most cases on a handysize bulker. If the current trend with rising fuel costs and lowering manufacturing costs persists, the case for electric cranes will further improve.

“Weight reduction due to lower auxiliary engine power and lighter cabling is clear, but it is, however, rather small compared to ship total lightweight, and thus nice but not a cru-cial sales argument.

“The more exact handling of the electric

crane is a signifi cant benefi t as damage to ship structures should decrease. A separate study of actual ship damages due to cargo handling should, however, be made in order to get a numerical €-value of this benefi t.

“Lower noise and smaller risk for pollu-tion due to absence of hydraulic oil spills are certainly useful features and clear sales argu-ments.

“The calculations show that an electric crane is more economical in all cases if the auxiliary power also is reduced. Without reduction in auxiliary power the electri-cal crane is still more economical in more than 60 percent of all cases, that is for cranes utilised more than 200 hours per year,” says Deltamarin.

The report also notes that there is even the possibility to feed energy back into the system when lowering cargo.

“If the current trend with rising fuel costs and lowering manufacturing costs persists, the case for electric cranes will further improve”– Deltamarin report

• Faster and more accurate hook positioning during loading and unloading reduces the loading cycle by up to 20 per cent and therefore decreases time spent in port

• They have a 35-54 percent lower power consumption when compared to equivalent conventional cranes

• This results not only in lower energy consumption, but also means a vessel can be built with a reduced generating capacity

• The risk of environmental pollution and cargo damage as a result of hydraulic leaks is eliminated.

These factors result in a lower carbon footprint that can strengthen a vessel’s environmental rating.

The graph shows the total energy consumption for a four-crane bulk carrier if the cranes are operated in a random fashion (every crane is operated independently); the report concludes that the average saving is at least 176kW for four cranes, or about 45 percent lower energy consumption for crane operation

• Cargotec Hydraulic • Competitor (Hydr) • Cargotec Electrical

% of loading time0 10 20 30 40 50 60 70 80 90 100

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Cumulative distribution of total aux electric power during loading, 4 cranes and 260 kW hotel load.

MacGregor electric VFD cranes deliver numerous advantages including:

A comparison shows that over a 15-year period from year 0 the average service costs are 22 percent lower on an electric crane

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Chinese designers are keen to

handle MacGregor hardwareA seminar with a difference saw Chinese industry professionals taking the opportunity to try out the latest effi cient, environmentally friendly electric-drive MacGregor cranes and hatch cover systems

When Cargotec invited ship designers and other interested parties to inspect a vari-able frequency drive (VFD) electric crane in Nantong earlier this year, its guests didn’t just want to have a look, they wanted to try it out. “Our visitors were so enthusiastic that everyone was eager to get into the cab to see what it feels like to operate a modern, cut-ting edge crane, so we had to arrange a long queue to give them all a go,” said MacGregor Crane Shiptype Manager, Svante Lundberg.

The chance to inspect and learn about the VFD crane was part of a two-day semi-nar hosted by Cargotec in May. A full-scale MacRack electric-drive hatch cover operat-ing system was also on display for inspection and discussion.

Cargotec invited representatives from ship design institutes and companies based in and around Nantong, a fast-growing Chinese coastal city situated near the mouth of the Yangtze River. Formerly an

agricultural area, Nantong is now highly industrialised with signifi cant shipbuilding interests.

“The seminar was extremely success-ful,” said Tim Liu, China Area Manager, Merchant Ship Segment. “We had 34 visi-tors from nine domestic design institutes and companies, and they all showed great interest in our electric hatch cover and crane solutions. MacGregor is a leading global brand in our fi eld and we see it as an hon-our and our responsibility to continuously develop new products for the market, to investigate new concepts and to fi nd better solutions for our customers. Visitors who attended last year’s fi rst showing of MacRack

noted and appreciated some improvements we have made since then.

“A seminar like this is not a one-way-street. While the primary purpose may be to introduce our products to potential custom-ers, it also presents a great opportunity for our technical experts to obtain important feedback from informed people who may see things from a slightly diff erent perspective. At Cargotec we always seek to work closely with our clients at all stages. A seminar such as this represents another valuable way of ensuring that we have our fi nger on the industry pulse.

“The original plan was to invite one or two representatives from each institute and company into the VFD crane at Nantong Rainbow Heavy Machineries (RHM) to gain some fi rst hand of experience of the product. This ‘hands-on’ element of the seminar was so popular that it took over an hour to satisfy everybody, nearly twice the time allocated. However, while waiting to get on board the crane, visitors discussed its specifi cation,

“…this was a great chance for our technical experts to obtain feedback from informed people who may see things from a slightly different perspective”– Tim Liu

performance and operation with our technical personnel, asking informed questions which we were pleased to answer.

“After spending some time in the VFD crane cabin, quite a number of visitors were very complimentary about the comfortable working conditions it provides, especially regarding the low noise level. The VFD crane is significantly quieter than equivalent hydraulic cranes and this is a major advantage from the point of view of operator welfare.”

In his subsequent presentation, Mr Lundberg focused on the costs and benefits associated with VFD cranes, noting that it will help fulfil the natural desire for design insti-tutes and companies to help their customers – shipyards and vessel owners – achieve vessels with low power consumption, high efficiency, high levels of safety and the smallest possible environmental impact. The lively Q&A session was primarily concerned with price gap, energy savings and regenerated power issues.

In his MacRack presentation, Senior Naval Architect Torbjörn Dahl explained the design process and product progression that has resulted in Cargotec’s latest, fully electric hatch cover system. Seminar participants demon-strated their interest and enthusiasm through their knowledgeable comments and some tech-nically specific questions.

Seminar guests were particularly interested in price gap, energy savings and regenerated power issues

Cargotec and its guests exchanged information at the Nantong seminar


18 MACGREGOR NEWS | ISSUE 16518 MACGREGOR NEWS | ISSUE 165

Eco-ships call for clean lifts

In addition to China Navigation Company Ltd (CNCo) specifying variable frequency drive (VFD) MacGregor cranes for its new S-Class series of eight multi-purpose 31,000 dwt vessels, the company has now ordered 16 bulk versions of Cargotec’s electrically-driven cranes for its new series of four Bdelta37 39,500 dwt bulkers.

“The MPP 31,000 dwt series represents the next generation of highly versatile, fuel effi cient multi-purpose ships which will provide a competitive platform for future expansion,” CNCo says. These ships feature MacGregor hatch covers and fi xed fi ttings and are under construction at Zhejiang Ouhua Shipbuilding Co Ltd (Ouhua), on Zhoushan Island in China. The fi rst of the series, Shansi, is scheduled for delivery in March 2013, with the remaining vessels being delivered by October 2013.

The four Bdelta37 highly fuel effi cient handysize bulk carriers on order are part of CNCo’s strategy to return to the dry bulk market, the company says. Each ship will be equipped with four GLBE 3026-2 MacGregor cranes mounted on the centreline. All cranes have a rated SWL of 30 tonnes at a maximum outreach of 26m and can perform 60-tonne tandem lifts. The bulk carriers are being built in China’s Chengxi shipyard and are sched-uled for delivery between August 2013 and March 2014. There is an option open for a further six shipsets.

“The bulk carrier order builds on the positive experience already enjoyed by CNCo with our products and service and, in particular, our electric cranes,” says Svante Lundberg, Sales Manager for MacGregor cargo cranes. “Furthermore, we can ensure the equipment specifi ed is exactly right to meet the company’s high performance and environmental aspirations for its new ves-sels. In fact, one of the main reasons why CNCo opted for electric cranes again is to have the most fuel-effi cient bulk carriers on the market.

“Effi ciency savings are mainly attributable to faster and more accurate grab positioning,

which reduces time spent in port, along with a 30 to 35 percent reduction in power con-sumption. Together, these factors result in a lower carbon footprint, to the benefi t of a ship’s environmental rating.”

CNCo is the deep-sea ship-owning and operating arm of the Swire group of compa-nies and is wholly-owned by the group’s par-ent company, John Swire & Sons. In 2006, as part of a drive to increase its environmental initiatives, CNCo made the decision to evalu-ate the benefi ts of a MacGregor electrically-driven crane.

The electric crane trial was part of a major upgrade of existing 20-year-old MacGregor electro-hydraulic cranes on the company’s four 41,500 dwt D-class multi-purpose ships. In March 2007 a VFD electric crane was installed on Pacifi c Flores, replacing the ves-sel’s existing No 2 crane. At the time of fi tting, CNCo said that if the trial proved success-ful, electric cranes would be considered for future newbuilds and conversions.

Subsequently, in 2008 CNCo specifi ed VFD MacGregor cranes for six 40,000 dwt multi-purpose vessels and in 2011, Cargotec received the orders for the electric cranes, hatch covers and fi xed fi ttings for the eight multi-purpose 31,000 dwt vessels.

“To date, more than 200 electric cranes have been specifi ed by various owners and put into our order backlog. This represents a signifi cant breakthrough for the VFD crane and a clear sign of the shift in technology from hydraulic systems to variable frequency drives,” notes Mr Lundberg.

CNCo’s fi rst of eight 31,000 dwt series, Shansi, represents the next generation

of highly versatile, fuel effi cient multi-purpose ships

China Navigation’s two new series of highly effi cient environmentally-friendly ships both feature electrically-driven versions of MacGregor cranes; whether being used for general or bulk cargoes, electrically-driven cranes off er substantial benefi ts

“One of the main reasons why CNCo opted for electric cranes again is to have the most fuel-effi cient bulk carriers on the market”– Svante Lundberg


Taking the swing out of cargo handling

Cargotec can offer a unique cargo handling aid that cancels out swing motions when cranes are transferring cargo between mov-ing or stationary locations. Naval anti-pendu-lation assistance (NAPA) was first developed for naval applications in the 1990s and today two prototypes are being used for develop-ment purposes on a pair of US Navy vessels.

“Cancelling swinging movements is a unique function that has previously been missing on the shipboard crane market,” says Paul Söderstedt, Cargotec Shiptype Sales Manager. “Our systems take anti-pendulation capabilities to a higher level.”

“Higher sea states often create problems during operations at sea and sometimes hav-ing a skilled crane operator is not enough to cope with them; this can endanger the safety of employees and cargo. We believe that cargo handling aids could be used to benefit numer-ous operations, including the installation of offshore windmills and other offshore heavy load handling operations.

“Also, in line with the market trend of ves-sels steadily increasing in size, these larger ships may frequently be unable to get into ports. Therefore, transloading at sea will become increasingly necessary and may not even be possible without anti-pendulation assistance for some bulkers or container ships,” he notes.

Naval anti-pendulation assistance is scal-able in three steps. Step one is used when the receiving and the discharging facilities are stationary and is especially helpful if the crane is being operated by an inexperi-enced driver as it cancels out driver-induced

pendulations. Step two is used when either the receiving or discharging location is sta-tionary and the other is moving, for instance, when discharging in an unprotected harbour where waves can cause significant vessel movement. Step three is used at sea where both the discharging and the receiving vessels are moving.

“The system uses a set of motion sen-sors to detect and prevent pendulations induced by sea motion and other forces,” Mr Söderstedt explains.

“Another important feature is its ability to compensate for ship motions in other ves-sels during ship-to-ship cargo transfer. This is achieved by placing similar sensors on the target vessel. The system then uses motion data from both vessels to make cargo landing and lifting operations as smooth and safe as possible.”

A number of MacGregor systems can be used to simplify loading and discharge opera-tions. In addition to anti-pendulation assis-tance, Cargotec also offers its recently intro-duced MacGregor Active Rotation Control (ARC) cargo handling aid, which consists of an electrically-driven power swivel that can-cels out rotational movements in the load and has been designed to assist crane operators when positioning cargo. Both systems can be applied as an upgrade to an existing crane using a CC3000 control system.

“The optimal configuration would be to combine the systems,” Mr Söderstedt adds. “Cargo positioning may easily account for as much as 40 percent of the total crane cycle time, so anything which helps to reduce this can therefore yield a big gain in productivity.”

Assisted cargo handling not only improves discharge times and the safety of crew and cargo, but it can also have major benefits for offshore and transloading operations

“Cancelling swinging movements is a unique function that has previously been missing on the shipboard crane market.”– Paul Söderstedt

Cargotec can offer a unique cargo handling aid that cancels out swing motions when cranes are transferring cargo between moving or stationary locations


Germanischer Lloyd

gives new twistlock seal of approval

Cargotec’s new fully-automatic MacGregor C8A twistlock has now gained Germanischer Lloyd (GL) approval. “During the approval process, the C8A twistlock passed the strict-est testing and performance criteria to which a product can be subjected,” said Erik Stenvik, Director, Lashings. “We wanted to develop a design that successfully met or exceeded industry’s changing operating requirements and all relevant ISO standards, without any compromise to safety; we have achieved this with the C8A-DF design.”

GL is at the forefront in this arena and was the first classification society to intro-duce rules for container stowage and lash-ing, explained Holger Jefferies, GL’s Head of Research & Rule Development. He said:

“Those rules have been con-tinually updated since their introduction, most recently in 2012, and are the subject of a yearly examination by a tech-nical committee.”

In addition to significant time savings in port, the new C8A twistlock offers important safety advantages for personnel involved with cargo-handling operations, because they are unlocked by the vertical lift of the discharg-ing crane, rather than manually by steve-dores. This is particularly relevant in light of the latest amendments to the IMO’s Code of Safe Practice for Cargo Stowage and Securing (Annex 14), which are designed to minimise

accidents to stevedores and will apply to all container-ships with keels laid down on or after 1 January, 2015.

The C8A units also have a ‘positive lock-ing’ mechanism that can manually lock the twistlock. This feature is used below lashing bar level to limit the peak forces acting on lashing bars and turnbuckles, and therefore increases cargo safety.

“By the very nature of their design, auto-matic twistlocks, lashing rods and turn-buckles are exposed to significant overload if corner castings do not comply with ISO standards. This can result in plastic defor-mations to lashing equipment. Our unique ‘positive locking’ invention works against an eventual overload and thereby safeguards the long-term performance of the ship’s inven-tory of container lashing equipment,” noted Mr Stenvik.

Some of the first ships to benefit from this technology belong to German container shipping specialist, Hapag Lloyd. Earlier in the year the company awarded Cargotec a contract to supply all the lashing arrange-ments for its new series of ten 13,200 TEU container vessels, including 175,000 C8A twistlocks. The ships are due to be launched in 2012 and 2013.

After passing the most stringent testing possible, Cargotec’s new fully-automatic MacGregor twistlock has gained Germanischer Lloyd approval, and commercial references are growing

Hapag Lloyd has chosen to fit Cargotec’s MacGregor C8A fully-automatic twistlocks on its new series of ten 13,200 TEU container vessels [photo: Hapag Lloyd]

The new C8A twistlock offers significant time savings in port and important safety advantages for personnel involved with cargo-handling operations

21ISSUE 165 | MACGREGOR NEWS 21

Container ship concept

cuts emissions and increases efficiency

“The earlier we are consulted during the design of a container ship, the greater the benefits for all concerned,” says Ari Viitanen, Dry Cargo Sales Director at Cargotec. “So we are excited to be involved with the STREAM development concept, which is initially for a 4,200 TEU and a wide-bodied 5,000 TEU fully cellular, open-top, LNG fuelled container vessel.” The design was developed by IPP Ingenieur Partner Pool in Germany and the innovative container stowing con-cept was developed jointly by experts from Cargotec and TECHNOLOG, which is part of the German engineering alliance. It has been approved by Germanischer Lloyd.

TECHNOLOG now markets the design and says that the container stowing concept offers significant cost saving possibilities because of the stowing mix flexibility. Patent rights have been applied for.

“There is far more to this concept than a change of fuel,” Mr Viitanen says. “It places

great emphasis on optimising the efficient use of the vessel through well designed cargo stowage and handling systems. We have used our accumulated knowledge of the container trade in the design of the cargo stowage arrangements, the stack-splitting system and the lashing equipment to ensure commercial flexibility and efficient port operations.

“Our design for a ‘perfect fit’ cargo system has innovative features that enable differ-ent sized containers to be loaded in the same bay, maximising cargo carrying flexibility. I believe cargo system optimisation represents the correct approach, now and into the future.

“We need to study ever more carefully the intended purpose of a ship to determine its needs and requirements. Vessel productivity is the key and this is the most efficient way of designing vessels to minimise costs per transported unit.”

Designed for global operations, the STREAM 4200 LNG will be able to negotiate

the existing Panama Canal locks and also the modified Kiel Canal. The design can be con-figured to suit multiple shipping routes. It is subdivided into six double 40-foot holds. The forward hold is covered to allow carriage of dangerous goods, while the remainder have an open-top design.

Deck container stacks are arranged to achieve higher stack weights than previously, and permit individual stowage patterns and loading operations for each individual cell. All 40ft container slots in the holds as well as three tiers of the deck slots have reefer connections. STREAM ships can be equipped with electrically-operated deck cranes at out-fitting, or later as retrofit items.

“While this design features market lead-ing levels of operational flexibility, we would always recommend that owners and yards con-sult us at an early stage to ensure that a new vessel is fully optimised for its specific routes and trading patterns,” Mr Viitanen says.

A new container ship design featuring LNG-fuelled propulsion, optimised hull and efficient cargo handling demonstrates that vessels can be both environment-friendly and economic to operate

Cargotec designed STREAM’s highly adaptable ‘perfect fit’ container

stowage arrangements

Electric winch benefits begin with installation costsBuilding on tried and tested designs, Cargotec’s new range of MacGregor electric anchor-handling and towing winches offers commercial, operational and environmental benefits


OFFSHORE

The eAHT series comprises winches with line pulls ranging from 200 to 600 tonnes, with initial speeds of up to 25m/min and with a brake holding capacity of up to 800 tonnes. Each winch is available in double or triple-drum configuration to meet various designs and operational requirements.

The drums are designed to carry a large amount of steel wire rope, as well as large-diameter low specific weight fibre rope. The extended shaft connections at either end of the winch are suitable for fitting chain wheels to handle chains ranging in diameter from 76mm to 160mm.

The winches are driven by an AC variable frequency electric motor through an

enclosed helical bevel gearbox. They feature a freshwater-cooled hydraulic or pneumatic disc brake system, allowing smooth changing between operational speed modes, from static to dynamic mode and during dynamic-lowering operations.

They have a regenerative multi-drive system, which offers various benefits including space savings, reduced wiring and greater redundancy when compared with traditional single-drive solutions. The regenerative energy can be fed back into the ship’s main power system using Active Front-End (AFE) technology which has ultra-low harmonics capability; alternatively it can be dissipated through the braking resistor.

The winches are equipped with independent electro-hydraulic or fully electrical spooling devices. These can be supplied as separate units for the yard to install on the winch compartment bulkhead or on the deck. The winch and spooling device can be controlled locally and/or remotely from the wheelhouse.

All control features, including the length, speed and tension-monitoring system, are incorporated in one or two touch screens and remote control panels. Alternatively, these controls can be integrated into an ergonomically-designed operator chair with joysticks located in the armrests.


Cargotec’s new range of electric-drive off-shore winches demonstrates the company’s commitment to its customers’ operations and also to wider, vital environmental con-siderations, says Francis Wong, Director, Segment Sales and Marketing for Marine’s Offshore Segment. “MacGregor winches have a justifiably strong reputation, built on nearly four decades of exposure to the often harsh conditions experienced in offshore operations. Customers choose our winches because they can be relied on to provide con-sistent, reliable service. It doesn’t stop there of course. Cargotec provides quality service throughout the lifetime of its products, which further serves to minimise or even eliminate downtime.

“The electrically-driven versions of our successful range of offshore MacGregor anchor-handling/towing winches (eAHT) inherit all the best characteristics of the existing proven designs, ensuring the same safe and reliable operations. However, chang-ing to electric drives adds the major benefits of lower installation costs, reduced power consumption, easier maintenance, improved operability and a reduced environmental impact.

“Many forward-looking companies are

already putting energy efficiency and other environmentally important factors high on the agenda, and this is by no means limited to minimising the fuel consumed on pas-sage and in station keeping. Energy-efficient deck machinery also has a big part to play in the new generation of vessels pushing down greenhouse gas emissions.

“Overall, the efficiency of an electric winch is higher than an equivalent hydrau-lic winch, consuming 20 to 25 percent less energy. When moving into position to deploy or pickup an anchor, the power demands of an anchor handling winch in standby mode are significantly less compared to those of a low pressure hydraulic winch. Furthermore, during dynamic lowering, the winch drive generates electrical power rather than con-suming it.

“Electric drives are nothing new for Cargotec, so customers can be confident in their application to offshore winches. For

example, we have over ten years of relevant experience with large electric drives in the RoRo marketplace (see page 26).

“Our eAHTs are designed to meet the most stringent offshore standards, including those set by the Norwegian Maritime Directorate. Before shipping, every winch is fully tested, electrically and mechanically. Winches can be delivered as complete units or as multi-ple assembly units for easy installation on board.”

In addition to its large eAHT winches, Cargotec also offers its series of MacGregor electric secondary, or auxiliary, winches, which include anchoring, mooring and tow-ing winches, tugger winches located adjacent to the main anchor handling/towing winch, chain pulling winches for the working deck, storage reels, mooring capstans, stern rollers and various chain and wire leads and guiding rollers.

“These winches are designed with single speed, multiple speed or variable frequency electric drives as appropriate, and, as with our eAHT winches, they inherit the best characteristics of our existing, equivalent hydraulic and electro-hydraulic products, while delivering additional benefits to the shipowner,” notes Mr Wong.

eAHT wincHes – THe inside sTory

“Overall, the efficiency of an electric winch is higher than an equivalent hydraulic winch, consuming 20 to 25 percent less energy”– Francis Wong

400-tonne offshore crane raises the bar with 20m single-line outreach

A substantial new contract from Norwegian company Kleven Maritime will see Cargotec deliver two large MacGregor active heave-compensated offshore cranes, one with a safe working load of 400 tonnes at a 20m single-line outreach, and the other with an SWL of 100 tonnes at 11m outreach. Both cranes are equipped for subsea operations down to 3,000m and have been ordered for an advanced subsea offshore construction vessel (OCV) being built for Eidesvik Offshore. The cranes are scheduled for delivery at the beginning of 2014.

The 145m SALT 301 OCV was designed by Salt Ship Design and is being built at Kleven Verft; an option remains for a sistership delivery in spring 2015. “Once delivered this OCV will be one of the most advanced ships of its type and with an outreach of 20m, its 400-tonne AHC knuckle-jib crane will be the largest in the world,” says Frode Grovan, Director, Sales and Marketing for Advanced Load Handling. “The company originally ordered the larger crane to have an outreach of 15m, however, after further consideration, it subsequently opted to upgrade to a 20m outreach.

“Offshore vessels have to operate in deeper and deeper waters, and loads are getting heavier too,” says Mr Grovan. “We have rec-ognised the need to support the growing demand for these big off-shore construction vessels and can offer cranes with the required capacity.”

The cranes are also equipped for cold-climate operations and will be delivered with a MacGregor ‘Arctic package’. “Ensuring that these types of OCVs are capable of performing their tasks safely and efficiently in the challenging Arctic offshore environment requires specialised solutions,” says Mr Grovan.

The 400-tonne unit will have its winch installed below the working deck. A similar configuration was employed on board North Sea Shipping’s 160m OCV, North Sea Giant, which was deliv-ered by Metalships & Docks, Vigo, Spain last year. It also has a 400-tonne MacGregor AHC offshore crane and a 50-tonne version.

Cargotec anticipated the growing market demand for large advanced active heave-compensated offshore cranes by developing a portfolio which contains versions of up to 600 tonnes SWL so far; a 400-tonne unit has recently been ordered by Kleven Maritime

OFFSHORE


RORO

Cargotec has delivered MacGregor RoRo equipment to four new shortsea RoRos for Seatruck Ferries

Access smoothed on newbuilds and conversions of all typesDespite the industry’s current cautious approach to the market, new RoRo and RoPax vessels continue to be ordered and older tonnage is upgraded and modernised to suit new services; many of these vessels call for proven MacGregor cargo access technology

Cargotec has delivered MacGregor RoRo equipment to four shortsea RoRo vessels recently handed over by Flensburger Shipyard (FSG) in Germany for Clipper Group’s freight company, Seatruck Ferries. Seatruck Progress, Seatruck Power, Seatruck Performance and Seatruck Precision now serve Irish Sea routes and each features a MacGregor stern ramp/door, a side-hinged ramp cover, two guillotine-type vertically sliding pilot doors and hydraulic power packs. The 142m ships each have a freight capacity of 2,166 lane metres on four decks and can carry up to 151 trailers.

Also being built at FSG are three RoRo vessels for the Turkish operator, Ulusoy

Sealines. Cargotec is delivering a MacGregor stern ramp, a side-hinged ramp cover, a bulkhead door, two guillotine-type pilot doors and hydraulic power packs for each vessel. The contract includes the design, production and installation of the RoRo access equipment; delivery of the fi rst vessel is planned for autumn this year.

Four 4,300gt LNG-powered RoPax ferries (Landegode, Værøy, Barøy and Lødingen) are being built at Remontowa’s shipyard in Gdansk, Poland, for Norwegian operator Torghatten Nord. The 93m ferries have been designed to comply with the low-sulphur emissions regulations and each will feature a comprehensive MacGregor cargo access package: a bow visor and door with folding ramp, stern door and ramp, two ramp cov-ers, gas engine service hatch and two power packs. They can accommodate up to 400 passengers and 120 cars or 12 freight units and are intended for the inner and outer Vestfj ord crossings in northern Norway.

As for conversions, in May this year Cargotec received a contract from Finnish shipping company Eckerö Line to design, deliver and install a series of extensive modi-fi cations and improvements to the stores and passenger access areas of its recently-acquired 175m RoPax ferry Finlandia (ex

Moby Freedom). The conversion took place in September this year at Oresund Drydocks.

Cargotec’s scope of supply includes: two weathertight MacGregor side shell passen-ger doors with gangway supports on each side of the vessel (deck 6); an 8.5-tonne scis-sor-type lifting platform to transport goods between decks 1 and 3; three fi re-classed MacGregor sliding doors for the stop levels in the lifting platform shaft; and a weather-tight MacGregor hatch cover for the lifting platform shaft on deck 3.

The converted vessel will replace the smaller 153m Nordlandia RoPax on the oper-ator’s Helsinki-Tallinn route and will have capacity for 2,080 passengers and 665 cars or 100 cargo units on 1,900 lane metres.

Other conversion contracts include the delivery of MacGregor side shell doors to Stena Line’s 96m HH-Ferries RoPax vessel, Mercandia IV. There is a US Navy contract for converting the slewing stern ramp for launching amphibious vehicles onboard USNS Pililaau, a Bob Hope class LMSR ves-sel at BAE Systems, Mobile Alabama, in the US, this autumn. Cargotec is delivering the design and key components. A similar con-version has been undertaken for its sister-ship, USNS Seay, and for two Watson class ships, USNS Sisler and USNS Dahl.


Pioneering MacGregor equipment has assisted the development of the RoRo ship since the concept was fi rst launched, and includes electric-drive technology, the fi rst generations of which were introduced over thirty years ago. Initially limited to electric winches used to operate internal doors and car decks, electric drives underwent a step change thanks to a combination of factors: demand from the Japanese car industry, which was looking for cleaner ways to trans-port its products, and considerable improve-ments in the available technology.

These modern MacGregor electric drives have been in service for a decade and have become standard technology in the RoRo, RoPax and car transportation industries. “Our electric drives aren’t new anymore,” says Magnus Sjöberg, Sales Director for RoRo ships at Cargotec. “They are main-stream, their application isn’t limited to elite vessels and they have a proven history of operational reliability and performance.”

Three years ago, the fi rst of four 2,000-unit pure car carriers (PCCs), Viking Odessa, with all electrically-driven internal RoRo

A decade of electric-drive deliveriesElectrically-driven MacGregor RoRo equipment has proven itself to be reliable, environmentally-friendly and commercially successful

RORO


“Finnlines is saving about 100 tonnes compared with steel versions on its new series of six RoRo newbuildings, by using electrically-driven lightweight panels”– Magnus Sjöberg

equipment entered service for Gram Car Carriers AS, which is a subsidiary of PD-Gram.

“The system on Viking Odessa and her sis-ter vessels allows easy operation of the deck panel at the touch of a button without the need for a deck lifter taking up the impor-tant cargo space,” says Ferdinand Bohne, Operational Manager at Gram Car Carriers. “It is also seen to be an advantage that there are no hydraulic pipes inside the car decks, eliminating the possibility of oil leaks that can cause damage to the vehicles.”

Last year the fi rst vessels with

all-electrically-driven internal and exter-nal RoRo outfi ts made their debut. These included the delivery of Nissan’s new eco-friendly coastal car carriers, Nichioh Maru and Nissei Maru, which are owned and oper-ated by Hokusei Kaiun. The vessels were built by Shin-Kurushima Dockyard in Japan.

As environmental awareness has increased, shipping’s regulatory frame-work has tightened, and shipbuilders and shipowners aim towards more sustainable, energy-effi cient and cost-eff ective shipping, new technology and innovation has become

increasingly important. “Our R&D experts focus on developing products and solutions that further these aims,” Mr Sjöberg says. “One of the greatest environmental benefi ts that is gained from switching to electric

Viking Odessa was the fi rst of four 2,000-unit PCCs to enter service for Gram Car Carriers with all electrically-driven internal RoRo equipment


“The system on Viking Odessa and her sister vessels allows easy operation of the deck panel at the touch of a button without the need for a deck lifter taking up the important cargo space”– Ferdinand Bohne, Gram Car Carriers


Electric drives are maintenance friendly, enabling peak operational efficiency and are easy to monitor and service. They are also ideal for linking to remote diagnostics technology.

The drives are operated and monitored via a user-friendly control panel, with the option of including a radio remote control and/or a touch-screen interface. Operational sequences are switch-controlled via programmable logic controllers (PLCs) via push-buttons, joysticks or switches. Lamps indicate the status of the locking devices and position of the equipment. Operating instructions are shown on the touch-screen, where users are provided with a continual data stream and updated as to the status of the equipment.

Remote system monitoring (RSM) is a link between the PLC and the operator and gives a clear view of the system status by providing a graphic interface.

This year Cargotec introduced a new control system with Bus communication for electric and hydraulic drives. It was developed to meet shipyard demands for cost-effective installations and weight reductions, which reduce environmental impact. The new system has a reduced number of cables, cable holders and trays, saving considerable time during installation. The flexible system is easy to adapt and extends to both new building and conversion projects.

The size of the control cabinets has also been reduced to a fifth compared with the old system and their system integration is simplified by less complicated circuits and internal wiring. “Their user-friendly interface and flexibility has increased product quality and improved the commissioning of each individual unit,” explains Magnus Sjöberg, Sales Director for RoRo ships at Cargotec. “The Bus-system has been optimised for future developments and is prepared for external integration to other management systems that are part of the ship’s safety systems. They also make servicing, monitoring and diagnostic fault-finding easy.”

Simplified control system eases installations

Monitoring and servicing made easy

drives is the elimination of potential hydrau-lic oil leaks that cause sea pollution and can also damage cargo”.

In electrically-driven equipment, elec-tric motors, gears, actuators and winches replace all hydraulic components. On aver-age, electric drives consume up to 30 percent less energy than their hydraulic equivalents. Energy is saved because electric drives run only when manoeuvring the equipment; power can also be fed back into the system when larger winches, such as those found on RoRo ramps, are in lowering mode. “Reduced fuel consumption means fewer emissions,” says Mr Sjöberg.

“Also in markets such as the cruise sector, where operations involve visiting some of the more fragile eco-systems around the world, we see operators making substantial efforts to reduce their environmental impact. As a

result we can deliver electrically-driven shell doors, mooring platforms/doors, lifting and loading platforms and tender embarkation platforms.”

Cargotec has designed effective cargo access systems optimising the use of steel and other materials like plywood, for use in lightweight liftable car decks that can be elec-trically-driven. “Both weight and material properties have a direct effect on a vessel’s fuel consumption, stability and load carrying efficiency; by minimising weight in relation to loading capacity, vessels can carry a greater amount of cargo with lower fuel costs per tonne of freight.

“Finnlines is saving about 100 tonnes compared with steel versions on its new series of six RoRo newbuildings, by using these panels. They are electrically-driven and also include a newly-developed lashing

profile,” Mr Sjöberg highlights. “We work hard to deliver the products that the mar-ket needs. Our electric-drive RoRo reference portfolio is growing every year as shipowners switch to electric drives for both commercial and environmental reasons.”

An operator can easily monitor the equipment via a user-friendly touch-screen control panel

Electrically-driven shell doors for cruise ships eliminate the possibility of environmentally-damaging hydraulic oil leaks (test unit pictured)

• In 1975 Cargotec (Navire Cargo Gear) received a customer contract for electrically-driven RoRo equipment for two Trans-Tasman container vessels, Union Rotoiti and Union Rotorua. They were built at Australia’s Whyalla Shipbuilding & Engineering in 1976 and 1977 respectively, for United Steamship Company, New Zealand. The MacGregor bow door/ramp and bow visor were electrically-operated with ball screw locking devices and three cargo lifting platforms were electrically-operated with supporting hooks mounted in the upper and main decks, secured by electrically-operated cleats, and operated by electric winches.

• In 2001 R&D work started on electricdrives for RoRo equipment and side-rollinghatch covers. It focused on products that were environmentally-friendly, cargo safe, and more energy effi cient. Japanese car manufacturers were demanding a solution to reduce the risk of car damage by hydraulic oil. The option for electrically-driven, as well as hydraulically-operated RoRo equipment became standard.

• In 2002 Brazilian shipyard, EISA, orderedMacGregor side-ramp/doors with electric winches for three articulated 5,000dwt tug barges for the Amazonas.

• In 2006 Wallenius Wilhelmsen placed a contract for two pure car/truck carriers (PCTCs) Aida and Otello and eleven large car/truck carriers (LCTCs) Faust, Fidelio, Fedora, Aniara, Oberon, Tijuca, Tirranna, Carmen, Tiger, Figaro

and Titania with electrically-driven hoistable car decks and car deck panels, internal ramps and fl aps. With nearly two million vehicles carried every year, Wallenius Wilhelmsen is a leading ocean carrier in car transportation; it has a zero-tolerance policy towards cargo damage.

• In 2007 Cargotec received a pivotal contract from Norwegian owner PD-Gram for its four new 2,000-unit pure car carriers (PCCs), Viking Odessa, Höegh Caribia, City of Oslo and Viking Constanza. Each features all electrically-driven internal RoRo equipment.

• In 2008 Cargotec secured a second breakthrough contract to deliver totally electrically-driven sets of RoRo equipment to the 4,000-unit PCTC, Iris Ace, for Japanese owner MOL.

• In 2008 the company also saw a wider uptake of electric drives for different RoRo variants including winning contracts for electric drives on board four deepsea ConRos from Hyundai Mipo shipyard for French owner CMA CGM.

• In 2009, Viking Odessa, the fi rst of four 2,000-unit pure car carriers (PCCs) with all electrically-driven internal RoRo equipment entered service for Gram Car Carriers AS, a subsidiary of PD-Gram.

• In 2009 Cargotec saw an increase in the uptake of electric drives for conversion contracts including the supply of approximately 3,090m2 of

electrically-driven hoistable plywood car decks for Finnlines’11,750 dwt vessels Finnpulp and Finnmill.

• In 2010 Cargotec received four more contracts for fully electrically-driven RoRo outfi ts for four 6,400-unit PCCs being built at Shin Kurushima in Japan: Cattleya Ace, Carnation Ace, Morning Claire and Leo Spirit.

• In 2011 the fi rst vessels with all-electrically-driven internal and external RoRo outfi ts entered service. These included Nissan’s new eco-friendly coastal car carrier, Nichioh Maru, built by the Shin-Kurushima Dockyard in Japan.

• In 2011 the fi rst examples of electrically-driven lightweight MacGregor car decks were delivered for the fi rst two of six Finnlines’ 10,500dwt ice-class RoRo newbuildings, Finnbreeze and Finnsea.

• In 2012, a new simplifi ed, compact control system with Bus communication was introduced.

Some notable dates in the MacGregor RoRo electric-drive diary:

Monitoring and servicing made easy

Nichioh Maru was one of the fi rst vessels to enter service with all-electrically driven internal and external RoRo outfi ts


A good OEM service agreement can help in hard timesMore and more ship operators are appreciating the benefits of the spare parts management and training elements of MacGregor Onboard Care service contracts to ensure reliable operations and predictable costs

Kimmo Kallioniemi: “MOC helps to safeguard a shipping company’s investment and business”

Almost 600 vessels now benefit from Cargotec’s modular MacGregor Onboard Care (MOC) ser-vices contracts which can be customised to meet a shipping company’s specific needs. The four core elements cover support service, onboard main-tenance, spare parts management and training services.

MOC popularity continues to grow steadily in all busi-ness segments and regions, reports Kimmo Kallioniemi, Cargotec’s Director for Service Contracts. “MOC helps to safe-guard a shipping company’s investment and business, while allowing it to concentrate on staying ahead of its competitors.”


CUSTOMER SERVICE

MOC ELEMENTS

“Charterers, P&I clubs and classification societies recognise the value of service contracts with original equipment manufac-turers (OEMs) because they demonstrate a company’s commitment to safety and high quality maintenance. An MOC agree-ment can be especially valuable in a difficult economic climate, offering shipowners and operators peace of mind: reliable machinery combined with a smooth and predictable financial commitment. We believe MOC’s modular, customisable concept offers mar-ket-leading flexibility, which our customers really appreciate, especially during these strained times.”

Mr Kallioniemi says Cargotec is seeing increased interest in two particular aspects of its MOC concept: spare parts manage-ment and training.

“Shipping companies naturally want to avoid equipment failure; it loses them money and can hurt their reputation. While normal wear and tear is expected – and to a degree predictable – accidental damage can

happen at any time. If a spare is not avail-able on board to replace a failed component, there is the potential for unexpected down-time and consequent delay for cargo opera-tions. This is especially true if the damaged component, a hydraulic cylinder perhaps, has been specifically designed for a particu-lar vessel or fleet of vessels; there could be a lengthy and costly lead time to carry out repairs or manufacture a replacement.

“As part of MOC spares management, we can identify these vital components and hold them in stock, ready for immediate sup-ply when needed. We call these fleet spares, because they are often common to a number

of similar vessels in a customer’s fleet. The cost of the spares is factored into the wider MOC agreement and the customer effec-tively pays by instalments over a three- to five-year contract period. Fleet spares held ashore can be supplemented with additional spare parts carried on board the customer’s vessel.”

A crew’s understanding of a ship’s equip-ment is vital for safe operations and also for preventing machinery damage caused by incorrect use. MOC training is tailormade for each company and is aimed both at crew and management personnel. Delivered in the classroom or on board, it covers correct, safe operation of equipment along with fault-finding procedures and routine main-tenance matters.

“We also offer additional onboard train-ing during a ship’s scheduled MOC inspec-tions. With diminishing levels of crew con-tinuity, this regular training is increasingly valuable for protecting a shipping company’s investment and reputation.”

MacGregor Onboard Care maintains reputation for reliabilityCargotec’s service contract with German operator Hermann Buss covers seven general cargo vessels, each equipped with four MacGregor cranes. The contract includes modules from all four core MOC elements.

Frank Röder, Sales Manager Marine Service in Hamburg, says its reputation for reliability and efficiency is very important to Hermann Buss. “Hermann Buss does its utmost to avoid breakdowns and off-hire time for their worldwide trading fleet; that was the major reason the company included both onboard and onshore spare part management in the agreement.”

Cargotec’s service contract with German operator Hermann Buss covers seven general cargo vessels including the 2010-built Rome Trader

AVAILABILITY SUPPORT

ONBOARD MAINTENANCE

CUSTOMERTRAINING

SPARE PARTS

MANAGEMENT

Availability support:assists the customer in maintaining optimum operation, while helping to reduce the administrative burden. All contracts are facilitated by the MOC coordinator, who acts as the single point of contact for technical, maintenance planning and budgeting support. MOC contracts all include 24/7 phone support for use in the event of an emergency.

Onboard maintenance:aims to keep the customer’s equipment continuously available for its designed operation and to prolong its effective working life. This is achieved through condition monitoring along with preventative, corrective and condition-based maintenance.

Spare parts management:ensures guaranteed spare part availability. Spare parts management can relieve the customer of the associated financial burden of asset management, releasing capital for other purposes.

Customer training:provides personnel with the knowledge and skills to operate and maintain the equipment correctly, helping to improve safety and avoid unnecessary breakdowns. Training programmes can be delivered either on board or ashore and enable customers to utilise their investments to the maximum effect.


“Charterers, P&I clubs and classification societies recognise the value of service contracts with OEMs because they demonstrate a company’s commitment to safety and high quality maintenance”– Kimmo Kallioniemi


Understanding how its customers’ ships work is crucial to Cargotec, and allows its experts to respond quickly to queries about cargo handling technology, however unu-sual. A recent request came from a Russian tanker operator wanting the hose-handling cranes on two of its vessels to also be certi-fied for lifting personnel.

“Cargo ships are equipped with the type of crane that has specifically been designed for their trades, but there may be occasions when cranes are needed for other tasks,” says Åke Söderlind, Senior Technical Engineer, Crane Modernisations. “Shipowners want-ing to check whether this ancillary usage is permissible and safe should certainly come to Cargotec for advice.”

Classification society rules for cranes used for lifting personnel require that their winches be equipped with dual independent braking systems. In addition, a crane must be equipped with approved personnel lift-ing equipment, such as a basket, and drivers must be trained to operate the crane safely.

The question about lifting personnel came from Novorossiysk Shipping Company

(Novoship), part of the SCF (Sovcomflot) Group. Twenty-four of its ships are equipped with MacGregor hose-handling/general service cranes.

The four MacGregor cranes that Novoship was asking about are regu-lated by DNV, and had IACS fitness of purpose certificates for hose-han-dling duties only. “It was a major challenge to deliver a DNV approved solution for lifting personnel within the time con-straints set by the customer,” says Valeriy Mozhevekin, Sales Manager for Cargotec’s Russian Branch. “With this in mind, our Crane Competence Centre started by check-ing the classification society requirements and discussed the issues with our engineer-ing and design departments – but they had no immediate solution. They also asked our winch suppliers’ engineers for their opin-ions.

“We found that the rules differ between classification societies. Furthermore, many national and maritime authorities have their own particular requirements. As a result of this request, we are collating all the rel-evant information, and we are well placed to respond to other shipowners needing to use cranes to lift personnel – even so, it would be

helpful to have a single, global standard.“DNV’s standard for lifting appliance

certification [No 2.22] says that personnel may be lifted by all crane types, but sets out [in section 9] additional requirements for cranes used in this way. The major consid-eration is that hoisting and luffing winches must be equipped with two mechanically and functionally independent brakes.

“After much discussion we identified two solutions. The material costs were the same, but they had different delivery times”. The first option was to install a new winch with dual brakes, re-using the existing hydraulic motor. The other option was to rebuild the existing winch, adding a new extra brake and new winch bracket. Installation times were calculated to be between 65 and 70 man-hours per crane for option 1, and 90 to

Customers with cargo gear queries

can count on Cargotec

“Cargotec can help by developing solutions to fit in with shipowners trading schedules” – Alexander Gelis

“The project came in on time and budget, and our clients were very pleased with the speed and quality of the work and the overall results” – Alexander Gelis

A tanker company needed to know whether some of its hose-handling cranes were approved for lifting people, and, if not, how to modify them so that they could be used for this task: Cargotec drew on its expertise to provide the answers

CUSTOMER SERVICE


“Thanks to careful design, planning and logistical arrangements, the rebuild process was smooth and efficient” – Alexander Gelis

100 man-hours for option 2. In both cases work could be carried out on site as long as suitable lifting facili-ties were available.

Novoship chose the first option and work on the 105,800 dwt NS Columbus and NS Creation was car-ried out in Tuzla, Turkey, in May and July this year. Both of the 2007-built tankers have two 15-tonne SWL hose-handling cranes with an outboard reach of 3.8m.

“Thanks to careful design, plan-ning and logistical arrangements, the rebuild process was smooth and efficient,” says Alexander Gelis, Director, Marine Spare Parts & Technical Services. “The project came in on time and budget, and our clients were very pleased with the speed and quality of the work and the overall results.”

Novoship and Cargotec are dis-cussing similar work for another four vessels in the fleet equipped with MacGregor hose-handling cranes to be carried out next year. “The winch upgrade programme is scheduled to coincide with the tank-ers’ planned dock visits for repair, maintenance and surveys,” Mr Gelis says. “If other shipowners decide that they need to use their cranes in this way, Cargotec can help by devel-oping solutions to fit in with their trading schedules.”

The installation was carried out by: Pavel Artamonov (far left), Service Engineer;

Christer Wiberg (left), Sales Support Engineer from Crane’s modernisation team; and Niklas

Nyström (right), Hydraulics Designer from Crane’s aftersales support team

Strengthening MacGregor service in South Africa

Cargotec has long-maintained that to have a strong local presence the organisation should have in-depth knowledge of its local market. This is achieved through strategic partnering with established local organi-sations or by establishing its own office and ensuring local knowledge through the employment of local expertise.

Until now, Cargotec has met the service demands for its MacGregor equipment from the many ships regularly visiting South African ports by flying in qualified service experts from other continents. Current demands now dictate that a

permanent engineering base with expertise in MacGregor equipment should be estab-lished.

“We have started by permanently recruit-ing a highly-qualified service engineer, Rishaan Roopnarain, who will be located in the Durban office of Kalmar Industries South Africa,” says Behrooz Boorang, Cargotec Regional Sales Manager, Dubai (Middle East, Africa, India, and Caspian Sea). “In the near future our aim will be to offer services in terms of trouble-shooting, survey and repairs for all marine and offshore-related hydraulic and electro-hydraulic equipment. This will include pumps, motors, cylinders, winches, power packs, hydraulic valves, deck equipment and steering gear. Jacking systems and cargo control sys-tems will also be part of our main activities.

Service for other equipment, such as hatch covers and RoRo systems, will be supported by our Dubai office in the United Arab Emirates for the time being.

“By having a local service engineer in Durban, we are now able to offer our cus-tomers prompt local response and save costs at the same time. After having completed his training in marine cranes and davits at our training centres in Sweden and Norway, Mr Roopnarain is now certified to carry out

inspections, maintenance and repair work for a wide range of MacGregor equipment.”

He adds: “By using the already-established Kalmar office, we make the most use of Cargotec’s global service base. This is a strategy that we have

successfully employed across the company, and depending on market demand, we will be strengthening our engineering team as we grow.”

Cargotec has reinforced the benefits of its global service network by establishing permanent, regionally based MacGregor expertise

“We aim to offer trouble-shooting, survey and repair services for hydraulic and electro-hydraulic equipment”- Behrooz Boorang

To meet the demands of the ships regularly visiting South African

ports, such as Durban (pictured), Cargotec is now establishing a

permanent local engineering base with expertise in MacGregor

equipment

CUSTOMER SERVICE


Cargotec CorporationMarinePorkkalankatu 5FI-00180 Helsinki, FinlandTel: +358-20-777 [email protected]

BULK HANDLING

Siwertell systemsCargotec Sweden BulkHandling ABGunnarstorpPO Box 566SE-267 25, Bjuv, SwedenTel: +46-42-858 [email protected]

MERCHANT SHIPS

Marine SelfunloadersCargotec Sweden ABPO Box 914Gesällgatan 7SE-745 25 Enköping,SwedenTel: +46-171-232 [email protected]

CranesCargotec Sweden ABSjögatan 4 GSE-891 85 Örnsköldsvik,SwedenTel: +46-660-294 [email protected]

Dry CargoHatch Covers & LashingsCargotec Finland OyHallimestarinkatu 6FI-20780 Kaarina, FinlandTel: +358-2-412 [email protected]

LashingsCargotec Marine GmbHReichsbahnstrasse 72DE-22525 HamburgGermanyTel: +49-40-25 444 0lashingsalesorder@ cargotec.com

Cargotec CHSAsia Pacific Pte LtdNo 15 Tukang InnovationDrive,Singapore 618299Tel: +65 6597 3888lashingsalesorder@ cargotec.com

RoRoCargotec Sweden ABPO Box 4113SE-400 40 Gothenburg,(Fiskhamnsgatan 2,SE-414 58Gothenburg), SwedenTel: +46-31-850 [email protected]@ cargotec.com

OFFSHORE

Advanced Load HandlingCargotec Norway ASAndøyveien 23N-4623 KristiansandNorwayTel: +47 91 68 60 [email protected]

WinchesCargotec CHSAsia Pacific Pte Ltd15 Tukang Innovation Drive,Singapore 618299Tel: +65 6597 3888ofs.sgp.salesmfg@ cargotec.com

SERVICE

AUSTRALIASydney Office:Tel. +61-2-464 741 49• +61-408-494 777michael.stacey@ cargotec.com

BELGIUMAntwerpen Office:Tel: +32-3-546 4640• +32-3-546 4640macgregor.antwerp@ cargotec.comZeebrugge Office:Tel: +32-50-84 05 50macgregor.antwerp@ cargotec.com

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CHINAHong Kong Office:Tel: +852-2394 1008• +852-9097 [email protected] Office:Tel: +86-21-2606 3000Hatch covers, RoRo, winches:• +86-1380-1660 [email protected]:+86-1380 1950 [email protected]

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INDIAMumbai Office:Tel: +91-22-2758 2222• +91-998-703 [email protected]

INDONESIABatam Office:Tel: +62-778-737 2207• +62-778-737 2207ofs.idn.offshore@ cargotec.com

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SINGAPORESingapore Office:Tel: +65-6597 3888Merchant Ships:• +65-6261 0367marineservice.sgp @cargotec.comOffshore:ofs.sgp.aftersales@ cargotec.com

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THAILANDBangkok Office:Tel: +660-2-726 9516

UNITED ARABEMIRATESAbu Dhabi Office:Tel: +971-2-554 1690• +971-50-4510 715hanssen.surrey@ cargotec.comDubai Office:Tel: +971-4-3413 933• +971-50-651 0371behrooz.boorang@ cargotec.com

UNITED KINGDOMAberdeen Office:Tel: +44-1224-347 050• +44-7850-313 [email protected] Office:Tel: +44-151-708 4177• +44-7768-334 419Newcastle Office:Tel: +44-191-295 2180• +44-7768-334 [email protected] Office:Tel: +44-2392-210 703• +44-7768-334 [email protected]

UNITED STATESFort Lauderdale Office:Tel: +1-954-600-4199• [email protected] Office:Offshore: Tel: +1-713-434-8975• [email protected] Ships:• [email protected] Office:Tel: +1-904-821-0340• [email protected] Office:Tel: [email protected] Orleans Office:Tel: +1-985-892-9833• +1-757-558-4580New York Office:Tel: +1-914-305-9090• +1-757-558-4580Norfolk Office:Tel: +1-757-558-4580• [email protected] Office:Tel: +1-985-641-3853• [email protected]

Note • = 24-hour service numbers

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Committed to clean seasMarine transport has benefited from innovative MacGregor products and solutions for 75 years. Our latest innovations

include environmentally-friendly electric drives, which are both economical and competitive.

Cargotec’s growing electric-drive portfolio includes MacGregor RoRo cargo access equipment such as quarter ramps,

internal ramps and car decks, MacRack side-rolling hatch cover systems, and MacGregor variable frequency drive cranes

and winches. Electrically-driven equipment minimises environmental impact by saving energy and eliminating

oil leaks that can pollute the sea and damage cargo. Electric drives are easy to install, monitor and service.

We are committed to clean seas and efficient ships. 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.

www.cargotec.com

Documents

MacGregor News 165, Autumn 2012