MacGregor News Spring 2013 EN

Simulation allows decisions to be based

on realistic data

MacGregor

newsCUSTOMER MAGAZINE ISSUE 166 SPRING 2013

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18 20 23 New crane control features enable faster, safer and closer lifts

Ship design should start with earning ability

MacGregor expertise accommodates ConRo cargo mix

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MacGregor News is Cargotec’s customer magazine with distribution of approx. 15,000 copies. Publisher: Cargotec Corporation, Porkkalankatu 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.

Contents4 News

offshore6 A new MacGregor crane brings three-

dimensional motion compensation to the offshore market

8 Simulation technology optimises a product’s effectiveness while enhancing ship safety and operational efficiency

10 High degrees of reliability and performance have earned MacGregor repeat offshore crane contracts

11 Conversions make good use of existing assets

12 Deliveries on track for 20-winch order for offshore pipe-layers

merchant shipping14 MacGregor offers its customers two types

of inspections so they can see how consistent quality is maintained

16 Quality assured: MacGregor is expanding its quality assurance certification

17 The benefits of dedicated account management

18 New CC3000 crane control features enable faster, safer and closer lifts

20 A process that analyses a container ship’s cargo profile is now undergoing trials

22 MacGregor’s new A-class lashing bar unlocks container stowage potential

23 MacGregor expertise accommodates ConRo cargo mix

26 Eleven port projects, one year to deliver them

30 Versatile self-unloaders can use almost any port

customer service27 Crane upgrades improve safety of

ship-to-ship personnel transfers

28 Sealift RoRo ramp modifications further enhance military capabilities

31 Contacts

Simulation can help at every stage: from

concept to operation

1412

2322

MacGregor is the world’s leading brand of engineering solutions and services for handling marine cargoes and offshore loads. MacGregor products serve the maritime transportation, offshore and naval logistics markets, in ports and terminals as well as on board ships. Our cargo flow solutions integrate cargo access, stowage, care and handling functions to suit a particular ship’s cargo profile. This benefits its productivity, environmental impact and profitable service lifetime. www.macgregor-group.com

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About Cargotec

Not just surviving but growing

We constantly develop the way we work, both with our customers and internally as an

organisation; this is essential for our future success and growth.

Working closely with our customers on efficient and sustainable cargo flow solutions

starts with investing in the R&D needed to widen our portfolios for all types of ships,

and to enter new segments.

Environmental accountability and maximum efficiency are universal aims, and central

to our global developments. Not only do we constantly improve both, and recent exam-

ples include advances in crane control software and electric drive technology, but we

also want to change some fundamental processes in ship design.

An efficient cargo handling system minimises emissions caused by transporting the

commodity being carried, but we want to go further. We can help customers con-

sider how they make the most money from a ship. To do this we are trialling a com-

puter modelling system that takes the earning ability of a ship as the starting point, and

makes this the cornerstone on which to base decision-making about container stowage and lashing. In conjunction with

this we have developed a new lashing bar that potentially enables more containers to be carried.

Our aim is to grow and not just survive this challenging market. While we will continue to serve our offshore customers

from our European competence centre, more than 70 percent of MacGregor’s sales are generated in Asia-Pacific and our

presence in Asia is an essential element for this growth. Therefore, we have made the decision to be domiciled in Singa-

pore.

We expect the shipping market to continue to be challenging for the foreseeable future, however, the trends for improved

energy-efficient and environmentally-friendly ships provide a growth opportunity for MacGregor. Container, RoRo and

ConRo carriers particularly benefit from an earning-ability approach. A recent run of orders for RoRo ships and car carri-

ers from various yards and owners further cement our preferred supplier status in this arena.

Mikael Mäkinen

President, MacGregor

MEUR 2012 2011 Muutos

Orders received 3,058 3,233 -5%

Order book 2,021 2,426 -17%

Sales 3,327 3,139 6%

Operating profit * 157.2 207.0 -24%

Operating profit margin, % * 4.7 6.6

Cash flow from operations 97.1 166.3

Earnings per share, EUR 1.45 2.42

*excluding restructuring costs

Sales by geographical segment 2012, %

EMEA 40% (40%)Americas 24% (21%)

APAC 36% (39%)

Sales by reporting segment 2012, %

Hiab 25% (24%)

Kalmar 43% (37%)

MacGregor 32% (39%)

News around the world

Mika Vehviläinen: “The importance of transport and logistics will continue to increase in the future”

Cargotec’s new President and CEO has logistics backgroundMika Vehviläinen started as Cargotec’s

President and CEO in March. He graduated with

an MSc in economics and has held executive posi-

tions at Nokia, Nokia Siemens Networks and as

President and CEO at Finnair. He has also worked

on logistics and service development in the US

and in Asia.

“During his successful international career,

Mika Vehviläinen has convincingly proven his

leadership and results-creating skills – even

during difficult circumstances,” said Cargotec’s

Chairman of the Board, Ilkka Herlin. “The Board

is certain that under his management Cargotec

is well prepared to face the future changes and

challenges.”

Mr Vehviläinen said: “The importance of

transport and logistics will continue to increase

in the future. Cargotec, as the forerunner in cargo

handling solutions, offers an interesting chal-

lenge. I am excited to develop the Cargotec busi-

ness further, together with its personnel.”

Last summer, MacGregor’s RoRo con-

version team and its service branch in

Gothenburg, Sweden, carried out a turn-

key conversion order on three of Danish

operator DFDS’s largest vessels. Work on

board the 32,289gt RoPaxes Tor Begonia

(renamed Begonia Seaways) and Tor

Freesia (renamed Freesia Seaways) was

carried out at Fayard, in Denmark, in July

and August, and on Ficaria Seaways along-

side in the Port of Gothenburg, Sweden, in

July. All three vessels are deployed on the

company’s liner service between Ghent in

Belgium and Gothenburg.

“MacGregor was contracted to increase

the height between the lower deck and the

hoistable car decks so DFDS could load

sport utility vehicles (SUVs) as well as

standard cars on the lower deck,” explains

Magnus Göransson, Branch Manager

for MacGregor Service in Denmark and

Sweden.

“We raised the height on the upper

hoistable decks by 100mm and adjusted

the access ramps and chamfer plates for a

smoother transition with the lower deck

panels as some vehicles were previously

scraping the deck when driving on and off

the access ramps.

“The clear height between the hoistable

car decks and deck No 4 is now 1,700mm

and the clear height on the lower deck is

1,900mm. We also reinforced the exist-

ing car deck panels, flanges and buck-

ling stiffeners on the lower car deck level,

which increased the loading capacity to

2,200kg for a private car, with an axle load

of 1,200kg”.

Maritime conference gathers customers in GreeceThe Navigator Maritime Conference in Piraeus, Greece, has once again proved

to be a successful event for MacGregor, further strengthening its networks and

relationships with shipping companies. The 11th annual one-day conference was

held at the end of 2012 and was followed by a technical seminar presented by

MacGregor experts. It was attended by more than 400 participants, including a

number of MacGregor customers.

“This was a particularly successful event for us,” says Athena Kanellatou,

MacGregor Greece’s Branch Manager. “We have been a part of the conference for

a number of years, and benefit from the knowledge that we gain from attending it,

along with enjoying the opportunity to meet new and existing customers.”

MacGregor’s technical seminar session was held after the conference and was

attended by 45 shipping companies. It focused predominantly on environmentally-

friendly electrical technical solutions.

Flexibility raised on DFDS trio

MacGregor has completed a turnkey conversion order on three of DFDS’s

32,289gt RoPaxes including Ficaria Seaways

4 MACGREGOR NEWS | ISSUE 166

News around the world

Nichioh Maru was one of the first car carriers with all electrically-driven internal and external RoRo outfits

Electric-drive technology specified for two more car carriersThe end of 2012 saw work commence on electrically-driven MacGregor RoRo equip-ment for two new car carriers under con-struction at Shin-Kurushima’s main facility, Onishi Shipyard, in Japan. Each ship will be supplied with a stern ramp, a side ramp, six internal ramps, a ramp cover and hoistable car decks.

“There are good commercial reasons for shipowners to choose electric drives,” says Magnus Sjöberg, Sales Director for MacGregor RoRo.

“One of their major advantages is the elimination of hydraulic oil leaks that cause pollution and cargo damage. An additional advantage is that they are easy to monitor and service.”

“These new vessels will be fitted with a touch-screen monitoring system for the electric drives, which has improved the commissioning process of each of the drive units because of its user-friendly interface and flexibility,” explains Mr Sjöberg.

The monitoring system will provide a continual data stream and equipment status updates. It has been optimised for future developments and is ready for external integration into other ship man-agement safety systems.

The first vessels with all-electrically-driven internal and external RoRo out-fits entered service in 2011, including Nissan’s eco-friendly coastal car carrier, Nichioh Maru, which was also delivered by Shin-Kurushima.

Container efficiency advances enhance vessel profitability A series of new MacGregor products and services

is destined to make step-changes to the way that

shipowners and yards look at the productivity and

profitability of both newbuild and existing con-

tainer ships.

MacGregor is trialling a new process that analyses

a container ship’s cargo profile and enables a vessel’s

earning ability to be the design starting point for its

container stowage and lashing system (page 20).

In addition to this, MacGregor has developed

the A-class lashing bar to widen the use of external

lashing systems, which can lead to a ship carrying

more containers (page 22).

PS MacGregor’s new lashing catalogue is also

out. It can be viewed via our web pages, http://www.

cargotec.com/en-global/macgregor/products/lash-

ing-systems/Pages/default.aspx, or a printed copy

can be requested, [email protected].

More MacGregor cargo access packages for ACL’s G4 ConRosA prestigious new cargo access contract

for five Container/RoRos (ConRo) has

been secured by MacGregor. The ves-

sels are to be built at Hudong shipyard in

China for Atlantic Container Lines (ACL),

which is part of the Grimaldi Group of

Naples.

The order includes MacGregor RoRo

cargo access equipment, hatch covers and

cell guides and container lashings for the

fourth-generation (G4) vessels, which have

a container capacity of 3,800 TEU and can

accommodate 1,307 car units. This contract

follows a run of new ConRo orders and

deliveries secured by MacGregor (page 23).

5ISSUE 166 | MACGREGOR NEWS

Innovative solutions tailor-made for

requirements include a new MacGregor crane bringing three-dimensional motion compensation to the offshore crane market

A new infield support vessel (ISV)

will feature a MacGregor offshore

crane that will land containers of

tools and equipment on small, high

platforms with little margin for

error. Siem Offshore approached

MacGregor’s Competence Centre for

Advanced Load Handling, Offshore

in Kristiansand, Norway, to develop

the crane especially for the 74m Siem

Moxie, which is under construction at

Fjellstrand shipyard in Norway. The

ISV will operate in the offshore renew-

able energy and oil and gas markets,

carrying out installations, repairs,

maintenance and general service

duties.

“This crane is a first of its kind, not

just for MacGregor, but for the off-

shore industry,” says Frode Grøvan,

Director, Sales and Marketing,

Advanced Load Handling.

Specific operational demands drive innovative solutions

MACGREGOR NEWS | ISSUE 1666

OFFSHORE

The crane has a safe working load of 5

tonnes at a 25m outreach and features a

telescopic jib, operated by a hydraulic rack-

and-pinion system, to achieve the required

combination of lifting height and compact-

ness when not in use. All the main opera-

tional functions will be controlled from an

operator cabin with good views of the main

deck and lifting zones. Delivery is scheduled

for January 2014.

“We are working with our customer on

the operating window specification, but the

operational limitation for the vessel and its

other equipment is a significant wave height

of 3.0m and this is also our target for the

crane,” Mr Grøvan says.

One specific task for Siem Moxie will be to

transfer containers of tools and equipment

to the top of offshore windmill foundations

to install power cables and other apparatus

before the rotating parts of the windmill are

installed. The vessel will also be used for

maintaining windmills that are in operation.

During these operations, Siem Moxie will be

operating in DP (dynamic positioning) mode.

“The landing platforms are about 20m

above the water and they are only 4m2, so

precise load handling is necessary,” says Mr

Grøvan. “Although MacGregor’s standard

active heave compensation (AHC), supplied

through a crane’s winch, compensate for a

vessel’s vertical movements; a greater degree

of precision was required in this case.

“In addition to compensating for ver-

tical motions in a seaway, we needed to

develop new technology to compensate for

the vessel’s movements in the horizontal

plane: pitch and roll. If you can compensate

for these motions, you can ensure that the

crane’s pedestal remains vertical in relation

to the sea bed, so that it will always be parallel

to the windmill structure.”

MacGregor’s solution involves hydrau-

lically tilting the crane’s foundation. The

crane has an outer steel foundation welded

to the deck at the centre point of the vessel.

“Although all areas of the vessel experience the

same angular movements in a seaway, posi-

tioning the crane at the centre of the vessel

minimises the actual physical displacement of

the crane and its load,” explains Mr Grøvan.

The fixed foundation is connected to an

internal foundation system supported by

a hydraulically actuated two-directional

motion compensation system employing four

high speed hydraulic cylinders. These tilt cyl-

inders are arranged in two pairs; one pair is

sufficient to provide full system functionality,

so this provides a good level of redundancy.

Each cylinder is fitted with a positioning

sensor, to provide real-time feedback to the

control system.

Adding in the heave compensation pro-

vided by the winch’s built-in AHC capability

creates a full three-axis (x, y and z) compen-

sation system, which keeps a suspended load

fixed in a selected position within the crane’s

operational parameters.

A motion reference unit (MRU) will be the

primary sensor for calculating heave motion.

In addition, a secondary sensor placed in

the crane boom tip will be used to verify the

MRU’s accuracy and provide overall redun-

dancy, adding to the system’s safety.

The jib’s luffing and slewing controls

remain fully functional with the three-axis

compensation activated. “This makes precise

load positioning possible without shutting

down the compensation mode or moving the

vessel,” Mr Grøvan says. “While a similar oper-

ational end result might have been achieved by

making use of the crane’s luffing and slewing

functions to control the position of the head of

the jib, it would have resulted in a more com-

plex solution and it would have been difficult

to achieve the required speed of response”.

The crane can also be used for a variety of

other purposes, including ship-to-ship opera-

tions. Mr Grøvan explains that under normal

circumstances, the constant tension func-

tion is used to compensate for the motion of

a second vessel when lifting a load from its

deck. “When the hook has been connected to

the load with a slack wire, the crane operator

activates constant tension. The wire is pulled

in by the winch and kept at a pre-tensioned

level until the operator is ready to lift the load

off the second ship by deactivating constant

tension and pulling the wire in at full ten-

sion.”

Although it will not be a standard feature,

the crane can be specified for personnel lift-

ing. Its winch will need two independent

brakes to be certified for personnel lifting,

and specific certificates will be required for

some of the crane’s other components.


“Three-axis compensation ensures that the crane’s pedestal remains vertical in relation to the sea bed, so that it will always be parallel to the windmill structure”– Frode Grøvan

“This crane is a first of its kind, not just for MacGregor, but for the offshore industry” – Frode Grøvan

Simulation allows decisions to be based on

realistic data

C-HOW is a simulation platform that allows customers to run particular equipment through various simulated conditions and

operations, for example ship-to-ship transfers

C-HOW customers benefit


Simulation can help at every stage of a

newbuilding project, from concept studies

and layout plans to training, operational

planning and, later on in its life, modifica-

tions and upgrades, says Frode Grøvan,

Sales and Marketing Director for MacGregor

Advanced Load Handling. “Not only does

it improve our customers’ systems, crew

performance and safety, it also allows them

to demonstrate the benefits to their own

clients, in terms of increased availability,

contingency planning, calculation and pres-

entation tools, control options, flexible and

immersive training, ‘black-box’ analysis, and

much more.

“Putting simulation technologies to work

helps you see all the things you didn’t know

you didn’t know, including what simulation

tools can really do for you. Simulation is all

about getting access to realistic information

relating to complex interactions so that bet-

ter decisions can be made and skills can be

attained long before risk becomes a factor.

“MacGregor is no stranger to multiple

system integration and routinely employs

advanced simulations in the design of such

systems. Most recently we have introduced

C-HOW, which is essentially a simulation

platform that allows our customers to run

particular equipment through various simu-

lated conditions and operations.

“The C-HOW software is extremely flex-

ible. The simulation detail can be varied

depending on the level of functionality

required: C-HOW is modular and scalable,

so modules can be added or removed as

requirements change. It is not limited to

MacGregor equipment and can be tailored

for use with products from other manufac-

turers installed on our customers’ vessels.

Although we have only just introduced it to

the market, several customers have already

expressed their interest in purchasing the

C-HOW tool.”

At a basic level, C-HOW can be used as

an interactive calculation tool, feeding in

parameters such as loads, lifting radii, and

wave accelerations to generate the required

data. At the other end of the scale C-HOW

can be incorporated in immersive train-

ing hardware, such as in the advanced

crane simulator that MacGregor built at

Kristiansand in Norway.

“With its full 3D simulated environ-

ment, this is so realistic that trainees quickly

become absorbed in their work and com-

pletely forget that they are not in a real crane

cabin,” Mr Grøvan says. “This practical

‘learning-by-doing’ allows trainees to make

mistakes and learn from them without risk

to people or equipment. However, that level

of realism is only necessary when you need

to put someone under a degree of pressure

during training. Generally speaking, most

simulation tasks can be carried out on a PC

or laptop.

“When you have begun designing, plan-

ning, operating and learning more quickly

and safely, you have only just started to

appreciate the full range of benefits. When

delays, cost overruns or unexpected prob-

lems can kill a project, or when an accident

can cost lives, knowing more at an earlier

stage is an ace you cannot afford to throw

away.

“We can help you directly by building

exactly the kind of simulation tool you need,

even if you need to use it before the product

design has been completed. These tools can

grow with the associated product.”

MacGregor’s simulation products and

services can be modified, together with the

physical system, all the way to the end of

their useful working life. “This way, your

investment never becomes obsolete and it

always performs in the best way possible,

even under changing commercial and opera-

tional circumstances. We use simulation

technology to help design your product; why

not use the same tools to test, train and plan

for its future use?”

MacGregor uses simulation extensively in its design processes; applying this technology throughout a product’s useful life can optimise its effectiveness while enhancing a ship’s safety

C-HOW can be used as an interactive calculation tool, feeding in various parameters to generate the required data

“Simulation is all about getting access to realistic information relating to complex interactions so that better decisions can be made and skills attained long before risk becomes a factor”– Frode Grøvan


Specialist operations call for more

MacGregor offshore cranesReliability and performance have earned MacGregor repeat offshore crane contracts for Volstad Maritime’s new series of 125m OCVs, and for two more new subsea support/maintenance vessels being built in Malaysia

MacGregor has recently won its third

identical active heave-compensated

(AHC) offshore crane contract for Volstad

Maritime’s series of 125m offshore construc-

tion vessels (OCVs) from Bergen Group

Fosen shipyard in Norway. It has also

secured an order for two more 100-tonne

electro-hydraulic AHC offshore cranes

from a leading Malaysian shipbuilding and

chartering group, taking the total number of

cranes for this undisclosed owner to four.

Volstad’s cranes have been ordered for hull

091, the third in a run of 125m Skipsteknisk

ST-259-CD design sisterships for the seismic

exploration and offshore inspection, repair

and maintenance specialist.

As with the two previous orders from

Bergen Group Fosen, the OCV will feature a

250-tonne subsea crane and a 15-tonne off-

shore crane; delivery of the cranes is sched-

uled for August 2014. The first of Volstad’s

new-generation fleet, Grand Canyon (hull

089), was delivered in October 2012. Hull 090

will be delivered in October 2014.

For the Malaysian contract, all four 100-

tonne offshore cranes are destined for new-

build subsea support/maintenance vessels

under construction within the group for an

undisclosed owner. The cranes are sched-

uled for delivery by March 2014 and will be

manufactured by a Cargotec joint venture

company in China.

“The cranes are critical elements on board all

these newbuilds,” says Frode Grøvan, Director,

Sales and Marketing for Advanced Load

Handling. “They will ensure that the vessels

can deliver highly accurate load handling and

perform routine, but essential, tasks, day after

day in the demanding offshore environment.

“Our AHC systems offer excellent qual-

ity and performance in offshore cranes and

other equipment employed on vessels or

platforms carrying out subsea work, such as

ROV deployment, module handling, or pipe-

laying,” notes Mr Grøvan.

“Even in extreme weather conditions

where the vessel and crane are subjected to

large heave amplitudes, the hook and load

will remain in a virtually constant position

relative to the seabed so that precise load

handling operations can be performed.”

“The cranes will ensurethat day after day in the

demanding offshoreenvironment the vessels can

deliver accurate load handling and perform routine but

essential tasks”– Frode Grøvan

The first of Volstad’s new-generation fleet, Grand Canyon, features a 250-tonne subsea MacGregor crane and a smaller 15-tonne offshore MacGregor crane


Conversions make

good use of existing assets

MacGregor has provided the vital connection that allows personnel to move safely between a production rig and a temporary accommodation platform

The jack-up rig Transocean Nordic is cur-

rently being converted to a jack-up accom-

modation unit (JUA) at the ASL shipyard

in Batam, Indonesia. Once completed and

renamed Atlantic London, the unit will be

used to provide accommodation for both

operational and project personnel working

on a production platform while it undergoes

a major service, anticipated to take about 18

months.

MacGregor’s part of this major conversion

project was to develop, deliver and supervise

the installation of a 45m-long by 1.8m-wide

link walkway to allow personnel easy access

between the production platform and their

new temporary living quarters on Atlantic

London.

“In a dynamic industry, factors such as

service requirements, amended regulations,

evolving techniques and changing com-

mercial imperatives can drive conversion

projects such as this,” says Arve Plassen,

Branch Manager for MacGregor Service

in Norway. “Conversions make good use of

existing assets and we make good use of our

experience and expertise to deliver tailored

engineering solutions for them.

“We were initially approached by the pro-

ject management company, Nordica Offshore,

to see if we could help. It was our first off-

shore contract for the company, but came as a

result of earlier projects that MacGregor has

been involved with.”

The project commenced in May last

year and required the collaboration of

MacGregor’s service stations in Norway and

Poland. “Our involvement in the project

comprised four phases. We have delivered the

first three, which include the initial study and

concept development that provided the foun-

dations for engineering, and the walkway’s

fabrication. Phase four, installation supervi-

sion at the conversion yard, is still outstand-

ing due to some project delays”.

The walkway was fabricated by OCS

Singapore and delivered to Indonesia at the

end of 2012. “Our experience of working with

OCS is very good and it meets our exacting

production standards. It is also conveniently

located for the conversion yard in Indonesia,”

Mr Plassen says.

Following the delivery voyage, for which

the walkway will be secured in a vertical posi-

tion, Atlantic London will take up its posi-

tion in the Total Oil Yadana (Myanmar) field.

Here it will be located close to the existing

production platform and the walkway will be

lowered into its operational mode. Atlantic

London’s extensive conversion work included

the provision of 150 new crew cabins, a galley,

cold stores, a mess room, recreation rooms

and locker rooms.

“Conversions make good use of existing assets and we make good use of our experience and expertise to deliver tailored engineering solutions for them.”– Arve Plassen

MacGregor developed a 45m-long by 1.8m-wide link walkway to allow personnel easy access between the production platform and Atlantic London


In April last year, MacGregor secured a

substantial contract to supply twenty 150-

tonne MacGregor electric winches to one

of the world’s largest integrated oil and

gas services company, SapuraKencana

Petroleum Berhad. The winches form

part of two MacGregor mooring systems,

which are destined for the pipe-laying

heavy-lift offshore construction ves-

sels, SapuraKencana 1200 (SK1200) and

SapuraKencana 3500 (SK3500), on order at

Cosco (Nantong) Shipyard Co Ltd in China.

Both pipe-layers are being built for

the Malaysian company’s wholly-owned

offshore installation and maintenance

subsidiary, TL Offshore Sdn Bhd. The first

vessel, SapuraKencana 1200, is scheduled

for delivery by the end of this year and

SapuraKencana 3500 by the first quar-

ter of 2014. They will both be deployed for

marine construction contracts in Australia

and regions in the Middle East and North

Africa, for major oil companies.

“Work is well underway for deliver-

ing the winches,” says Ilpo Heikkilä, Vice

President for winches at MacGregor. “The

winches will be delivered as completely

assembled units and commissioning for the

first shipset is planned for mid-August.”

“We have a long-standing history of

working with a number of SapuraKencana’s

daughter companies including TL Offshore

and Sarku Marine,” Mr Heikkila says. “Our

reputation in the industry, and our ability

to make key equipment deliveries, were

important considerations for the company

when it placed the order. It was also impor-

tant for the company that we have an estab-

lished service network, both internation-

ally and locally.”

The pipe-layers’ mooring systems com-

prise ten variable frequency drive (VFD)

electric MacGregor mooring winches, wire

rope leading sheaves and accessories. Each

winch will have a line pull of 150 tonnes

and will be able to carry 1,500m of 63.5mm-

diameter steel wire rope. “The mooring

system is designed to maintain its designed

limit of movement in all anticipated sea

and weather condition,” Mr Heikkilä says.

“And for their part, the system’s winches

feature some of the most advanced moor-

ing technology available on the market,

including variable frequency drives.”

Variable frequency drives offer a num-

ber of advantages, including energy effi-

ciency. “Energy-efficient deck machinery

has a big part to play in the new genera-

tion of vessels. Our electric winches are

more efficient than an equivalent hydraulic

winch and as a result, consume around 20

to 25 per cent less energy.

“The modern VFD technology that

we employ on these winches is the same

proven technology that we have adapted

for our range of electric anchor handling/

towing winches, which offer substantially

improved operability with low environ-

mental impact, reduced power consump-

tion and low installation and maintenance

costs. We can also deliver similar electric

VFD mooring winches with a line pull of up

to 350-tonnes for offshore support vessels.”

The VF drives also provide a wide range

of smooth speed controls including high-

speed operation at light-line speed on the

drum.

“The winches also feature a number of

other advanced technologies,” he explains.

“A pneumatically-driven friction clutch

has been installed for each winch to enable

the mooring operations to have a one con-

trol sequence switch response. This is very

important in pipe-laying barge operations.

They also have auto-tensioning func-

tions to ensure that the lay barge main-

tains a straight course during pipe-laying

operations.

“Active front end technology has also

been adapted to return regenerated energy

to the ship’s electrical system during moor-

ing operations,” Mr Heikkilä adds.

For large wire drum capacities, an

Two mooring system comprising twenty winches destined for two offshore pipe-laying vessels are at various stages of delivery; ten have been factory-tested, and the remaining ten are ready for installation

Deliveries on track for 20-winch order

“Energy-efficient deck machinery has a big part to play in the new generation of vessels. Our electric winches are more efficient than equivalent hydraulic winches”– Ilpo Heikkilä

“We can deliver electric VFD mooring winches with a line pull of up to 350-tonnes for offshore support vessels”– Ilpo Heikkilä


MacGregor winches are designed to meet the most stringent offshore standards and every winch is fully tested, electrically and mechanically, before delivery

automatic mechanical spooling device is

fitted. Independent electric drive spool-

ing devices are available as an option, as are

length and tension monitoring and auto-

tension functions. Pneumatic brakes and

clutches are available for remote operation of

the drums.

MacGregor winches are designed to

meet the most stringent offshore stand-

ards, including those set by the Norwegian

Maritime Directorate. Before shipping, every

winch is fully tested, electrically and mechan-

ically. Winches can be delivered as complete

units or as multiple assembly units for easy

installation on board.


Customers can see for themselves how consistent quality is maintainedMacGregor offers its customers two types of inspections: during process audits customers can ensure that MacGregor procedures match their requirements agreed in a sales contract, and during project inspections they can verify that agreed procedures are followed in practice

MacGregor supervisors continuously monitor all processes at every facility

MACGREGOR NEWS | ISSUE 16614

MERCHANT SHIPPING

MacGregor products can be purchased in a

variety of forms, ranging from the design and

supply of key components to complete deliv-

eries with installation support. “Whichever

delivery option is called for, our quality

standards remain the same,” says Roni

Jukakoski, MacGregor Project Manager,

Production.

“In the long-run complete deliveries are

the most cost-efficient solution. From an

installation and commissioning point of view,

complete deliveries simplify the shipbuild-

ing process for the shipowner and yard. They

also avoid any issues of integration between

our production and delivery processes and

shipowner and shipyard schedules.

“It is possible to streamline and integrate

processes even further. If the cargo handling

equipment is considered as an integral part

of the vessel, and MacGregor is involved at an

early stage, commissioning is considerably

simpler and the completed ship will be more

productive and efficient. The whole is worth

much more than the sum of its parts.”

MacGregor maintains its reputation for

worldwide production quality by working

closely with its long-term manufacturing

partners. “These working relationships have

established dedicated processes that comply

with MacGregor’s rigorous standards. They

also meet classification society requirements

and are regularly audited by class surveyors.

MacGregor encourages its customers to

audit the production processes and believes

that this benefits overall production. “The

purpose of a planned process audit is to offer

our customers an opportunity to verify the

quality assurance process at MacGregor

partner plants. Verification procedures are

customer-specific. MacGregor supports a

customer’s process audits and tracks the

items agreed in the audit, in co-operation

with the customer.

MacGregor can accommodate customer-

specific requirements; if these differ from

MacGregor standards and requirements, the

variations are agreed and documented at the

contract phase and if necessary are further

clarified during the process audit.

When it comes to project inspections,

MacGregor prefers – and provides custom-

ers with the chance – to verify the reference

quality for the whole project. Timing this

when the first hatch covers are in outfitting

stage gives an opportunity to see hatch covers

in various fabrication stages. Careful plan-

ning of the project minimises a customer’s

inspection costs and ensures that inspection

time is reserved for each customer, with no

interference from other projects.

MacGregor supervisors continuously

monitor all processes at every facility. “This

ensures consistently superior quality within

a constant development process to best meet

our customers’ needs,” Mr Jukakoski says.

“The supervisors also take care of issuing

agreed approvals at predetermined project

stages.”

Production processes and schedules vary

for each range of products: hatch covers,

lashings, cranes and RoRo access equipment.

“However, it is important to understand that

even though construction processes may dif-

fer significantly between product types the

fundamental engineering processes and pro-

duction elements are performed to the same

consistent high quality.

“Our processes generate stable quality and

accurate delivery times. They also provide

an integrated information flow, supported by

MacGregor’s documentation at every stage

of the process: control reports, measurement

protocols, surface treatment protocols and

certificates.

“Our hatch cover production processes

are efficient and they ensure the highest qual-

ity standards, because they are continuously

repeated and the facilities are dedicated to

specific products. It is reassuring for our

customers to know that the quality of our

equipment doesn’t vary, no matter where in

the world it is produced.”

“Whichever type of delivery option is called for, our quality standards remain the same”– Roni Jukakoski

“At every facility MacGregor supervisors continuously monitor all processes”– Roni Jukakoski

Processes audits and project inspections vary depending on the nature of the product. A process audit is arranged at an early stage and allows the customer to verify MacGregor’s production process well before production starts. All related documentation is provided and all production-related issues are audited to ensure that these processes comply with customer’s requirements.

When the first hatch covers are at the outfitting stage, MacGregor invites the customer

for a project inspection. Customers can then confirm the reference quality of hatch covers at all production stages, verify that the covers are being fabricated according to the agreed standards and procedures, and that production is following the agreed schedule.

Project inspections benefit from careful timing. For example, two weeks before production for a set of hatch covers starts, MacGregor provides the customer with details of the production schedule for items such

as cutting, subassembly, assembly, welding, outfitting, workshop testing, blasting and painting. At this time it also suggests the best timing for a project inspection.

With production in progress, MacGregor confirms the optimum project inspection time with the customer two weeks prior to the suggested date.

The customer then confirms the timing and the scope of the inspection a week before the agreed date.

MacGregor encourages its customers to audit the production processes and believes that this benefits overall production

Process audits and project inspections for hatch covers


MacGregor is expanding its current quality

assurance certification to include interna-

tional environmental and health and safety

standards. Lloyd’s Register Quality Assurance

(LRQA) has been appointed as the certifying

body for the expansion project.

MacGregor has made this move follow-

ing the increasing number of requests for

evidence of a company’s health and safety and

environmental management systems. “These

requests predominantly come from commer-

cial and public bodies,” says Henrik Loldrup,

MacGregor’s Director, Quality Assurance.

“This includes navies, ferry companies, public

organisations and companies with a high pub-

lic profile. The most demanding of these are

involved in the offshore sector.

“Meeting the standards for certification

is not just good for the customer and our

reputation,” notes Mr Loldrup. “With such a

management system implemented and with

LRQA’s stamp of approval, we not only send

a signal to our external stakeholders that we

are environmentally conscious and care for

our personnel, it also means we benefit from

internal clarity, leading to reduced risks and

increased profitability.”

For several years MacGregor has held

multi-site ISO 9001:2008 quality man-

agement system certification, covering all

MacGregor sites worldwide.

“As with our quality management systems,

the management systems developed to handle

environmental and health and safety issues

are an integral part of our daily activities.

They will be audited and improved along the

way by the relevant MacGregor quality assur-

ance personnel in collaboration with manage-

ment teams and employees.

“Operating in a global market is chal-

lenging and there are risks involved. Correct

process handling, as well as environmental

and health and safety policies, are essential

for handling these. For MacGregor, handling

risks is a part of our daily life. Developments

that distinguish us from the competition,

improve our health and safety processes and

work to the benefit of the environment are

very important”.

MacGregor’s offshore facilities in Tianjin,

China and Singapore were the first to have

all three standards – environmental manage-

ment system (ISO 14000:2004) and occupa-

tional health and safety management system

(OHSAS 18001:2008) – and in December

2012, MacGregor’s product lines and service

centres in Sweden were certified as well.

“The next step is to expand this certifica-

tion over the year to a number of selected

larger service facilities in America, Europe,

the Middle East and Asia Pacific countries,”

adds Mr Loldrup.

Through the expansion of MacGregor’s quality assurance certification, the company demonstrates its commitment to environmental awareness, care for its personnel and a continuous drive for clear and consistent organisational processes

Quality assured

“As with our quality management systems, the management systems developed to handle environmental and health and safety issues are an integral part of our daily activities”– Henrik Loldrup

For several years MacGregor has held multi-site ISO 9001:2008 quality management system certification, covering all MacGregor sites worldwide”

Quality assurance is an integral part of MacGregor’s daily activities


Allocating customers a dedicated account

manager supported by a team of experts

enables MacGregor to provide higher levels

of support than could be achieved by each

product line dealing with a customer sepa-

rately. “This adds value in a number of ways

when defining a cargo flow solution to best

support a customer’s business throughout

its vessel’s lifetime,” says Hans Berg, Vice

President, Global Sales, MacGregor. “For

example, it increases efficiency, reduces

down-time, and ultimately improves cus-

tomer satisfaction.

“The ‘account’ in account manage-

ment represents a customer’s business and

financial profile, but within MacGregor

it also stands for accountability,” he says.

“For MacGregor, an ‘account management’

approach implements our company strategy

to focus on customers and to clarify internal

processes, which strengthens communica-

tion and team work in a customer-oriented

way. This drives customer satisfaction and

at the same time improves MacGregor’s

understanding of customer businesses.

“We know that by understanding a cus-

tomer’s business we can add value to their

operations, which, in turn, improves their

growth and profitability. On the surface, it’s

not easy to see how this is done, but we have

found that dedicating an account manager to

each customer is reaping far greater rewards

beyond a simple sale. This is not a criticism

of sales, it just means that viewed in isolation

they don’t add value for the customer once

their task is completed.

“For example, as well as taking care of

product delivery, an account manager and

his or her supporting team would look

closely at a customer’s entire operation,

apply its understanding of the competition

and what it needed to be successful, and

then identify potential improvements and

make proposals accordingly.

“Within MacGregor we have nominated

cross-functional support teams for the

account managers. We are able to offer inte-

grated cargo flow solutions for a customer’s

specific businesses and ship type needs.

Integrated solutions have great benefits;

they produce more efficient ships and there-

fore improve profitability”.

One part of MacGregor’s account man-

agement system is CROL (customer rela-

tionship online), which monitors the per-

formance of MacGregor personnel when

dealing with customers. In 2012 the annual

CROL measurement was carried out as

usual, with 120 customer responses from

shipowners and shipyards.

The results reveal that 81 per cent of

respondents are satisfied with MacGregor’s

overall performance; 64 per cent think

MacGregor performs better than its best

competitors; and 76 per cent of shipowners’

responses say that MacGregor is likely to be

a preferred supplier for their future needs. It

also revealed that as many as 89 per cent of

shipowners are satisfied with MacGregor’s

overall performance.

“It also shows that our efforts are pay-

ing-off. However, we aren’t perfect and we

acknowledge this, which is why we appre-

ciate feedback through customer surveys,

without this we can only guess where we

need to focus our attention. We hope that

account management will improve our

working relationships with shipyards. This

Clear communication, a single point of contact and a thorough understanding of a customer’s business – whether a shipowner, operator or a shipyard – are just a few of the benefits that dedicated account management provides

Taking everything into account adds value

of shipowners’ responses say that MacGregor is likely to be a preferred supplier for their future needs

year’s survey showed that, of the shipyard

respondents, 69 per cent are satisfied with

MacGregor’s overall performance. To boost

this we will improve cooperation through the

use of account teams and support shipyards

during order fulfilment phases,” he adds.


New crane control features enable

faster, safer and closer liftsTwo new control system features deliver enhanced cargo handling capabilities for MacGregor cranes; one allows a single operator to control two separate cranes in a team lift, the other refines the anti-collision separation between adjacent cranes

MacGregor continuously hones its products,

never satisfied that they cannot be improved.

It has recently introduced two important

advances to its market-leading CC3000

control system for its range of deck cranes.

The ‘Auto Team’ and ‘Clearkeeper’ functions

both expand operational capabilities and can

be implemented on new MacGregor cranes

equipped with the latest version of CC3000.

It is also possible to update older cranes

equipped with this control system to incorpo-

rate these functions.

“The better our crane control systems are,

the greater the productivity of the crane,”

says Per-Erik Nilsson, Marketing and Sales

Director for MacGregor Cranes. “If we can

deliver faster, safer and more accurate cargo

handling capabilities, our customers will ben-

efit from improved port turnaround times. In

some cases, they can perform more complex

lifts than previously possible. For example,

big and bulky project cargo will be loaded and

discharged much faster having these features

installed.

“It has always been possible to operate

twin cranes – two cranes on the some foun-

dation – in team with one operator. But

to operate two separate cranes with only

one operator is a real breakthrough and

significantly extends a crane’s, and therefore

a vessel’s, capabilities.”

Automatic control of separate cranes is

made possible by the CC3000’s ‘Auto Team’

function for team lifts. “With the CC3000

control system running in Auto Team mode,

lifts are faster and safer than with two sepa-

rate operators using manual controls. Auto

Team also makes it possible for two sets of

twin-cranes to be operated, which means

that one operator can control four cranes,” he

notes.

“The operator controls the master crane

in the usual way and the slave crane follows

automatically, keeping the hook-to-hook

distance constant throughout the entire

operation. The master crane uses measured

angle rates to calculate the drive commands

for both cranes. This means that the special

‘team beams’ that are sometimes used dur-

ing manual team lifts are not needed in Auto

Team mode.”

Before a Team lift can start the cranes

need to be positioned correctly. The lift lines

are attached to the cargo; the lift wires of both

cranes are tensioned and the load is lifted

and balanced. The position of the cranes is

then calibrated. Auto Team mode can now be

engaged and the lift commenced; the distance

between the crane hooks and the rotation of

the cargo is maintained during the Team lift

operation.

Lift data is displayed on a screen in the

operator’s cabin; it is also possible to use an

external display for supervising the operation

from the ship’s bridge. The display provides

information about weight, outreach, lift

height and lift speed for both cranes. Auto

Team has a safety system for avoiding and

dealing with overload situations. It provides

on-screen information on how to prevent and

balance-out Team overload conditions.

“To run the Auto Team function, both

cranes must be equipped with a CC3000 con-

trol system. In addition, there must be load

cells on both cranes, communication cables

between the cranes and encoders for all crane

motions,” explains Mr Nilsson.

MacGregor’s second CC3000 advance is

Clearkeeper, to prevent collisions between

adjacent cranes. Based on an earlier anti-

collision system for dynamic obstacles,

Clearkeeper allows cranes to work closer

together, while maintaining a safe separa-

tion. The previous system used a ‘stop wall’

between the cranes, while Clearkeeper

employs a ‘safety box’ around the crane and

its jib,” he says. “Clearkeeper makes sure that

the boxes of adjacent cranes do not overlap

with each other.

“Clearkeeper is very similar to the normal

anti-collision system in terms of encoders

and alarms, but instead of having a defined

stop-zone, it calculates a safety box around

each crane jib and crane housing. This

expands the cranes’ operating parameters,

and ultimately improves cargo handling rates.

In addition to the calculated no-go areas,

there are also precautionary approach zones

where luffing and/or slewing speed is auto-

matically reduced. Clearkeeper can also be

used to avoid static obstacles,” he adds.

“Again, to run these functions the cranes

have to be operating with a CC3000 control

system. In addition, there must be effective

communication between the cranes in the

system, all of which must be equipped with

correctly installed and calibrated encoders”.

“If we can deliver faster, safer and more accurate cargo handling capabilities, our customers will benefit from improved port turnaround times”– Per-Erik Nilsson


With the CC3000 control system running in Auto Team mode, lifts are faster and safer than with two separate operators using manual controls

“Clearkeeper calculates a safety

box around each crane jib and

housing, which expands the

cranes’ operating parameters, and

ultimately improves cargo handling

rates”– Per-Erik Nilsson

ISSUE 166 | MACGREGOR NEWS 19

Ship design should start with earning ability

A container carrier’s design starts with the

assumption that the cargo, limited by the

displacement of the hull, will be homogene-

ously distributed throughout the ship. As

this is not how containers are stowed in real-

ity, MacGregor believes it is time to think

differently about cargo stowage.

“Instead of calculating homogeneous

maximum stack weights we now calcu-

late a ship’s earnings based on actual cargo

profiles,” says Kari Tirkkonen, MacGregor

Senior Naval Architect. “A ship’s cargo

profile combines information about the dis-

tribution of containers on board, their sizes

and weights, on a particular route. There has

been a clear need for this kind of solution

and the development of modern calculation

methods now makes it possible.

“With the right design parameters for

a vessel and its cargo handling system,

MacGregor can maximise the amount of

cargo carried in relation to deadweight ton-

nage. The distribution of heavy and light

containers, and subsequently total cargo

weight, should therefore be one of the main

factors when considering a new ship. We

believe that defining the cargo profile should

be the cornerstone and starting point for the

ship design process and its container stow-

age. And we set our minds to solving this

challenge because we understand the whole

cargo system.”

A design process that analyses a container

ship’s cargo profile is now undergoing tri-

als. The route-specific cargo profile – based

on port, cargo and route information – is

evaluated against alternative ship concepts,

considering, for example, the vessel’s opera-

tional expenditure (Opex) and the cargo

system’s capital expenditure (Capex).

The vessel’s operations can be simulated

over a given number of years for alternative

ship concepts. “As a result of this simulation,

we obtain a number of main parameters,” Mr

Tirkkonen explains. “After analysing these,

we are able to design the optimum stowage

concept, resulting in the best match for the

ship’s route, with some built-in flexibility”.

“We use a statistical method for ana-

lysing the cargo profiles of customers’

newbuildings and the analysis results are

used to define the required cargo handling

systems. This approach is rather new in the

industry,” says Janne Suominen, Manager,

MacGregor Cargo System Development.

“The project comes to an end this year.

Everything looks good so far, but we are

being cautiously optimistic until we finish.

“We hope to deliver a tool that predicts

and delivers maximum profitability from

a ship’s ‘earning machinery’. It will mean

that we can help customers make the best

decisions at the investment phase.

“It is also self-evident that an efficient

cargo handling system minimises emissions

for each carried commodity, which reduces

their carbon footprint,” Mr Suominen adds.

The statistical review of the cargo profile

enables the productivity of different cargo

systems and ship concepts to be compared.

The process has two main elements, the

stowage planning module and the cost model.

The stowage planning module gives a

comparable utilisation rate of the cargo

system. Variables such as ship data, bay defi-

nitions, hydrostatic and strength data, route

data, port data and cargo mix are entered,

and the plan produced is checked against

MacGregor’s Lashmate stowage calculation

software.

The cost model produces information

about comparable payback periods and

yields, delivered as a comparative net pre-

sent value between two vessels. Investment,

operational expenditure and revenue are

also taken into consideration. Input data

includes program control settings such as

the number of average operable days per

year, crane properties, vessel data, route

data including ports of call, leg distances and

freight rates, port data, and other informa-

tion such as fuel costs.

“The analysis is specific to a vessel, but

the benefits of scale can be reached if the

whole fleet is analysed in the same way,”

notes Mr Suominen.

Mr Tirkkonen says: “We can help custom-

ers to think about how they make money

A process that analyses a container ship’s cargo profile is now undergoing trials; it will enable a vessel’s earning ability to be the design starting point, instead of theoretical and unrealistic cargo stowage assumptions

“Our target is to help make this mindset change…But the earning ability of the ship must be the starting point and key issue”– Kari Tirkkonen


MERCHANT SHIPPING

A vessel’s operations and earnings can be simulated over a given number of years for alternative ship concepts

with a ship, not just about its order price

from the shipyard. It is a simple fact that

it pays off to invest a little more in the ship

and a better cargo system. The payback

time is shorter, which means it starts

bringing in more money sooner. The cost-

efficiency of the investment is improved.

“Our target is to help make this mind-

set change together with our customers,

both shipyards and shipowners. It is of

course in a yard’s interest to fabricate the

ship as cost-efficiently as possible, and

we understand that aspect as well. But

the earning ability of the ship must be the

starting point and key issue.

“This approach is not just for newbuild-

ing projects,” adds Mr Tirkkonen. “If a

customer contacts us about a year before

drydocking, we can produce a plan on how

to enhance a vessel’s cargo system to bet-

ter meet actual needs. We already have a

number of enquiries from customers who

are interested in employing the benefits of

this new approach.

“Also because vessels are re-located to

operate on different routes, when design-

ing the ship, consideration must be given

both to the initial cargo profile and to the

flexibility necessary to accommodate pos-

sible future changes to the cargo profile”.

“The analysis is specific to a vessel, but the benefits of scale can be reached if the whole fleet is analysed in the same way”– Janne Suominen

21ISSUE 166 | MACGREGOR NEWS 21

MacGregor’s new A-class lashing bar is one

way of unlocking the considerable amount

of unexploited cargo carrying potential

on many container ships. “It is amazing

how big an impact the choice of lashing

system has on true container capacity,”

says Magnus Ahlström, lashings expert

and Key Account Manager at MacGregor.

“With an optimal lashing system you have

the potential to carry hundreds of extra

containers. It is therefore surprising that

most new container vessels are built with a

‘standard’ internal lashing system.

“An internal lashing system acts on the

compression side of the container stack

while an external lashing system acts on

the lifting side. This means that an external

lashing system reduces the compression

forces and can therefore increase the stack’s

centre of gravity. Hence, a container stack

secured with external lashings has much

more flexibility in weight distribution and

can carry heavier and potentially more con-

tainers compared to a stack with internal

lashings. In the right circumstances, the

rule of thumb would be one more container

for every stack. The benefits for the vessel

operator are easy to imagine.”

Until now, an external lashing arrange-

ment has been challenging to accomplish

due to vessel design. The criteria for its use

are dependent on factors including lashing

bridge height, the longitudinal distance

between containers and lashing bridges, and

most critically, a transversal gap between

containers of at least 38mm. Without the

right combination of these factors, there is

the potential for interference between lash-

ing bars and turnbuckles; therefore internal

lashing was previously the only practical

possibility.

“We faced the fact that it is impossible

to adjust the container gaps, which are

often only 25mm, and that we had reached

the limit of what we could do with our ‘old’

external lashing bar,” explains Mr Ahlström.

“The market needed a new lashing bar to

meet the challenge of bigger container

vessels with higher lashing bridges and we

wanted a wider operational range to include

vessels with, for example, a 25mm trans-

versal gap or with previously incompatible

lashing bridges.

MacGregor’s new pioneering A-class

lashing bar allows external lashing sys-

tems to be employed on vessels where

it would formerly have been considered

impossible. For conversion to an external

system, little or no modification work is

necessary to the eye plate arrangement on

the lashing bridges, but strength calcula-

tions, for lashing bridges and hatch covers

are to be considered due to increased

loading capacity.

The A-class lashing bar has a diameter of

23mm and is forged and heat-treated to the

highest quality standards, which delivers a

safe working load (SWL) of 25 tonnes. The

lashing bar has been class-approved, tested

in service and has a patent pending.

New lashing unlocks

container stowage potentialMacGregor’s new A-class lashing bar makes it possible for new and existing container ships to employ an external lashing system; compared with an internal system, external lashings improve stack weight distribution, which can lead to a ship carrying more containers

“With an optimal lashing system you have the potential to carry hundreds of extra containers”– Magnus Ahlström


MERCHANT SHIPPING

MacGregor expertise accommodates ConRo cargo mix

MacGregor is finalising the installation of

RoRo cargo access equipment for six 26,000

dwt deepsea container/RoRo (ConRo) ves-

sels under construction at Hyundai Mipo

Dockyard (HMD) at South Korea. The vessels

started to roll out from the yard at three-

monthly intervals from the beginning of this

year and deliveries will continue until the

first quarter of 2014.

The MacGregor RoRo access equipment

is part of a larger order for the company as

the 225m vessels are also equipped with

MacGregor cranes and hatch covers.

The ships will be operated by the National

Shipping Company of Saudi Arabia (NSCSA)

and are replacements for four ships that were

built in the 1980s at Kockums in Malmö,

Sweden. The new vessels, like the existing ones,

will carry general and project cargo as well as

various types of RoRo cargo. They will operate

a liner service between the US east coast and

the Middle East (Red Sea-Arabian Gulf ) and to

the Indian sub-continent (ISC) via Europe.

“The mix of general and project cargo,

along with various types of RoRo cargo calls

for specialist knowledge,” says Magnus

Sjöberg, Sales Director for RoRo Ships. >>

Six new deepsea ConRos will feature RoRo cargo access equipment, cranes and hatch covers supplied as a complete delivery from MacGregor; a tight delivery schedule and impressive car deck load-bearing characteristics were just two of the challenges

MacGregor’s RoRo delivery scope for six 26,000 dwt deepsea ConRos under construction at Hyundai includes a jumbo quarter ramp


“Because of our in-depth understanding of

RoRo access and cargo handling systems,

we are able to deliver the most flexible and

efficient designs possible.”

The vessels have a 24,165m2 loading

area, a container capacity of 364TEU and

two heavy-lift cranes. MacGregor’s RoRo

hardware delivery includes a jumbo quarter

ramp, a stern door, two ramp covers, several

bulkhead doors, two levels of hoistable decks

and movable access ramps. The total steel

weight – including hydraulics and electrics –

of the MacGregor RoRo equipment per ship

is 1,600 tonnes.

“The car deck’s uniform distributed load

(UDL) is 500 kg/m2, which is twice the UDL

you would normally expect to find,” con-

tinues Mr Sjöberg. “The increased UDL is

necessary to cater for various heavy cargoes

that the vessels are required to carry.

“The tight delivery schedule has been a

great challenge for us and our partners.”

The yard has recently secured the con-

tract to build five new 31,600 dwt ConRos

for the Grimaldi Group of Naples. Delivery

of the ships is planned for 2015 and all will

feature MacGregor RoRo cargo access

equipment.

MacGregor is also supplying RoRo equip-

ment for two 3,500 CEU pure car/truck car-

riers (PCTCs) currently under construction

at the same shipyard for Neptune Line. The

contract was announced in October and will

see MacGregor supply each vessel with an

axial stern ramp/door, a quarter ramp/door,

two rampway doors, a movable flap and a

liftable car deck, along with pilot and bunker

doors and a hydraulic power pack.

Efficient new freight ferries feature MacGregor RoRo access outfits

Elevator platform handles heavy railway wagons

At the end of last year, Ulusoy 14 and Ulusoy 15, the first two of three identical 15,000 dwt RoRo freight ferries, were handed over by Flensburger Schiffbau-Gesellschaft (FSG) to Ulusoy Sealines. The yard launched the third ship, UN Ro-Ro’s UN Istanbul, in February.

UN Istanbul is the 15th freight ferry in a series built by FSG for these Turkish operators since 2001. “The latest ferry builds on the experience

gained with her 14 predecessors and is a natural progression in this successful series of Ro-Ro ships,” FSG says. At 208m, and accommodating 283 trailers over 4,094 lane metres, the three ships in the latest generation are the biggest and longest ferries ever delivered by FSG.

Each of the new ships features a RoRo outfit from MacGregor, including a stern ramp, a side-hinged ramp cover, a bulkhead door,

two guillotine-type pilot doors and a hydraulic power pack. The contract included the design, production and installation of the RoRo access equipment. Ulusoy 14 and Ulusoy 15 will be operated by Ulusoy on a route between Cesme in Turkey and Trieste in Italy. The 20.6-knot vessels are replacing four older ferries, consuming significantly less fuel and so producing considerably less waste gas emissions.

Ulusoy 15 is one of the three new 15,000 dwt Turkish RoRo freight ferries featuring a MacGregor RoRo outfit

Photo: Flensburger Schiffbau-Gesellschaft (FSG)

In September, Uljanik Shipyard in Croatia handed over two 5,000 dwt railway freight wagon carriers, Barda and Balaken, to the Azerbaijan State Caspian Shipping Company. The ships are 154.8m-long and each can carry 54 railway wagons, or trucks, cars, trailers and other wheeled cargoes.

Railway wagons are carried on two fixed decks, and the lower is accessed by a MacGregor lifting platform. This has a safe working load of 180 tonnes and can raise/lower two railway wagons at a time between the main deck and the tanktop.

Uljanik constructed similar ships for transporting wagons six years ago, with MacGregor lifting platforns.


MESSINA ORDERS MORE JUMBO RAMPSItalian container shipping specialist Ignazio Messina & C. SpA has ordered repeat MacGregor RoRo access and transfer equipment for four 45,000 dwt multi-purpose container/RoRo vessels under construction at STX Offshore & Shipbuilding in Korea.

MacGregor’s hardware supply includes a 49.5m-long jumbo quarter ramp with a driveway breadth of 27.8m at the ship end reducing to12.5m at the shore end, and a maximum carrying capacity of 350 tonnes. It

will also deliver one stern door, two ramp covers, two rampway doors, six division doors, and hydraulic power packs. The RoRo equipment will be delivered between the last quarter of 2013 and the second quarter of 2014.

“We delivered near identical equipment packages for four 240m sisterships built at Daewoo Shipbuilding & Marine Engineering Company (DSME) in 2012,” says Tommy Andersson, Director, Contract Management for MacGregor.

“The performance of our equipment is critical to the success of Messina’s operations and this repeat order is testament to the confidence that the company has in it.”

The DSME deliveries were headed by the 45,200 dwt Jolly Diamante, which is one of the largest RoRo container vessels in the world, carrying up to 2,273 cars and 3,000 TEU. It was followed into service for Messina Line by sister ships Jolly Perla, Jolly Cristallo, and Jolly Quarzo.

MacGregor delivered near identical equipment packages for four 240m sisterships built at DSME in 2012 and headed by the 45,200 dwt ConRo Jolly Diamante

Photo: Ignazio Messina & C. SPA


“We started 2012 by completing our turn-

key contract with Scandlines in Denmark for

the Port of Gedser, which included double-

deck loading ramps, a passenger gangway, a

provisions handling elevator and an auto-

mooring unit linked with a storm mooring

device.”

“For the Port of Rostock we delivered an

auto-mooring unit for berth 54 and com-

pleted the upgrade work of an existing auto-

mooring unit that we delivered in 2007.”

MacGregor has also installed two addi-

tional linkspans in Denmark, one in the Port

of Kalundborg and the other in the Port of

Århus. “Delivery time was only three months

for this order,” notes Mr Hedelin. “The con-

tract called for the conversion into linkspans

of a pair of idle stern ramps with an addi-

tional new vessel ramp landing interface to

ensure smooth vehicle access and transfer

over a ferry’s high threshold. It was also pos-

sible to install the ramp’s original operat-

ing cylinders onto a newly-designed tower

structure located at the linkspans’ sides. A

new power pack machinery system was deliv-

ered to operate the units to ensure that the

equipment conforms to all modern safety

requirements.”

Following on from a contract won in 2011,

MacGregor delivered and installed three

floating pontoon-type water taxi terminals in

Leka, Gutvik and Rörvik in Norway. A fourth

water taxi terminal is being installed in

Abelvaer; it will be linked to the other three

taxi terminal installations.

Another delivery to Norway is the

MacGregor linkspan installation for the quay

at the Grenland Havn IKS in Langesund.

The port is currently being upgraded to sup-

port Fjord Lines’ new ferry service between

Langesund and Hirtshals, in Denmark; it is

planned to open in May this year when the

operator’s new ferry, Stavangerfjord arrives.

“The harbour area is located close to a resi-

dential area, so we fitted the linkspan with a

Eleven projects, one year to deliver them2012 was yet another busy year for MacGregor’s port specialists with the delivery and installation of a wide range of shore interface systems for worldwide passenger and freight services; 2013 looks to be busy too

MacGregor’s ability to turn its hand

to multiple port installations was

admirably demonstrated in 2012 with it

delivering and installing eleven port pro-

jects in Denmark, Germany, Norway, Japan,

Sweden and Singapore. “It really has been a

busy year,” says Clas Hedelin, MacGregor’s

Sales Manager, Port and Terminal Solutions.

Last year was busy for MacGregor’s port specialists with the delivery and installation of eleven shore interface systems


MacGregor has installed two additional linkspans in Denmark, one in the Port of Kalundborg (pictured) and the other in the Port of Århus

PORT SOLUTIONS

newly-developed noise damp-

ening shore ramp, which we are

keen to validate. The ramp has a

special compound coating over

the area where the vessel’s flaps

are in contact with the shore

ramp, which contributes to a

silencing effect during loading

and discharge.”

MacGregor has delivered

two linkspans for the Japanese

ports of Aomori and Hakodate.

This is to support the opera-

tion of a conventional ferry

service between Aomori on

the Japanese mainland and

Hakodate on Hokkaido; the

route had previously been

served by two high speed ferries.

In Singapore, MacGregor

converted a linkspan for the

Jurong naval terminal. “We

worked closely with MacGregor

Service in Singapore. The link-

span was originally delivered by

MacGregor in the mid 1980s and

for our latest contribution we

have designed a new enhanced

automated operation.

“We are still busy into 2013

with further contracted installa-

tions,” he highlights. “Two link-

spans are being built for the new

ferry that will operate between

Gränna and Visingsö across

Lake Vättern for the municipal-

ity of Gränna, Sweden.

“We have also handed over a

water taxi terminal in Öckerö,

in Sweden, for the ferry service

to the nearby islands of Björkö,

Kalvsund and Grötö. We com-

pleted a similar delivery to

Björkö back in 2004.”

MacGregor is seeing a growing interest in crane conversion work to allow safe personnel transfer at sea and continues to work closely with classification societies and suppliers to develop practical, cost-effective solutions

Boarding or disembarking from a ship is often

the riskiest part of a voyage, whether the ship is

alongside in port, at anchor or underway. The

potential hazards of accommodation ladders and

pilot ladders are recognised and comprehensively

regulated. For pilot hoists the risks were consid-

ered unacceptable, and their use was prohibited

last year.

As ship-to-ship cargo transfer becomes more

common, the number of personnel boarding,

disembarking or moving between oil and gas car-

riers while these ships are at sea is increasing and

focusing attention on the associated safety issues.

The offshore industries have been carrying out

personnel transfers for years, and can provide

merchant shipping with valuable experience

when considering the options.

Some tankers will routinely carry out ship-to-

ship (STS) operations; some will do so occasion-

ally, others only rarely. The trend offshore is to

use purpose-built equipment for personnel trans-

fer, which many tanker operators would consider

beyond their needs.

Tankers are normally equipped with one or

more cranes intended for handling hoses and

loading stores, but on existing tankers most of

these cranes are not certified for the carriage

or transfer of personnel. “At MacGregor we are

seeing more and more interest in crane conver-

sion work to allow safe personnel transfer,” says

Alexander Gelis, Director, Spare Parts and

Technical Services at MacGregor. “We are well

placed to help shipowners who want to upgrade

their cranes for this task.”

Tanker vetting inspectors are taking greater

interest in the transfer arrangements provided

and in some cases will refuse vessels whose cranes

are not certified for lifting personnel. Inspectors

also want to see that certified cranes are equipped

with approved lifting baskets, and are operated by

properly trained crew.

Classification societies all have rules regarding

the additional safety requirements for cranes if

they are to be used for lifting personnel; however

while these rules are similar, there are significant

differences, and there may be further require-

ments depending on where a vessel is flagged and

its trading areas.

“We are already dealing with three major clas-

sification societies; DNV, Lloyd’s Register and

ABS, and as a result we are rapidly building our

knowledge base around the differences in their

requirements. We have also developed practi-

cal solutions with our winch suppliers, so we can

offer a very efficient, cost effective service for

crane upgrades,” says Mr Gelis.

“We can offer our customers expert advice

about including personnel lifting capability

when ordering cranes for their newbuilding pro-

grammes. And we can, of course, supply our dedi-

cated man-riding solutions, initially developed

for the offshore industry.

“Following the successful completion of a

crane rebuild contract carried out on board

Novoship’s Aframax crude carriers NS Columbus

and NS Creation in 2012, MacGregor has received

a further contract to carry out similar work on

the two MacGregor HH400-1518 cranes installed

on each of Novoship’s 2003-built, Aframax crude

carriers, Kaluga, Kazan, Krasnodar and Krymsk.”

“We are also progressing enquiries received

from Unicom Management Services regarding

MacGregor cranes installed on three crude carri-

ers and from Pronav Shipmanagement for twelve

MacGregor cranes installed on six LNG carriers,”

notes Valeriy Mozhevekin, Sales Manager for

MacGregor’s Russian Branch.

Crane upgrades improve safety of ship-to-ship crew transfers

“We are still busy into 2013 with further contracted installations”– Clas Hedelin

“We can offer a very efficient, cost effective service for crane upgrades”– Alexander Gelis


SERVICE

Sealift RoRo ramp modification further enhances ramp capabilities

Modifying the stern slewing ramp on USNS

Pililaau, one of the Military Sealift Command

(MSC)’s ‘large medium-speed roll-on/roll-

off’ (LMSR) ships, enables amphibious vehi-

cles to be deployed rapidly and safely

in stream, as well as retaining the ramp’s

ability for normal RoRo operations in port

or at sea to a roll-on/roll-off discharge

facility. MacGregor USA’s service department

completed work on USNS Pililaau’s ramp in

December at the BAE Shipyard in Mobile,

Alabama.

USNS Pililaau is one of the original 20

ships in MSC’s LMSR fleet. The former LMSR

USNS Soderman, was converted in 2000 to a

Maritime Prepositioning Force (Enhanced)

ship and re-named USNS Stockham.

LMSR ships were built or converted by US

shipyards to offset the shortage of militar-

ily useful transport vessels available in the

commercial sector. Five existing container

carriers were converted to LMSR ships and

handed over in 1996 and 1997. Two were com-

pleted by Newport News Shipbuilding and

three by General Dynamics NASSCO. Fifteen

LMSR newbuildings were delivered between

1998 and 2003: seven Bob Hope-class ships

by Northrop Grumman’s Avondale Shipyard

in New Orleans, and eight Watson-class ships

by NASSCO in San Diego. The two classes are

similar, differing mainly in their propulsion

plant.

Each of the vessels has a cargo deck capac-

ity totalling more than 300,000 square feet

(28,000m2). The LMSR’s roll-on/roll-off

design is configured to carry every type and

size of military vehicle in the US inventory

from frontline A1M1 Abrams tanks and

Bradley Fighting Vehicles to self-propelled

artillery and trucks, high-mobility multipur-

pose wheeled vehicles, or Humvees, and even

helicopters. The ships also had to be able to

load and/or discharge these vehicles at virtu-

ally any port facility, from the most modern

to the most austere – as well as at sea in SS3

conditions.

MacGregor was awarded a contract for

Class Standard Equipment (CSE) in 1993.

MacGregor’s CSE for each ship included

a large slewing stern ramp, a stern door,

a moveable ramp which services two side

ports, port and starboard side port platforms

and weather tight side doors. Two pairs of

57-tonne SWL single-pedestal twin cranes

make it possible to load and unload cargo

where shore-side infrastructure is limited or

non-existent. Each pair can be linked to lift

114 tonnes.

Four LMSR ships have now had their

ramps modified: the Bob Hope-class USNS

Seay and USNS Pililaau, and the Watson-

class USNS Dahl and USNS Sisler. “We had

already gained useful experience from similar

conversion work carried out on older RoRo

ships, including the original USNS Soderman

in 2000,” says Dave Drenon, Service

Operations Manager with MacGregor USA.

Design and key fittings for ramp con-

version on USNS Dahl were ordered in

2009. The conversion work on USNS Dahl

and USNS Seay was carried out at Detyens

Shipyard in South Carolina. USNS Sisler and

USNS Pililaau had their ramps converted in

2011 and 2012 at the BAE Systems shipyard in

Mobile. The design and key components were

supplied by MacGregor’s Gothenburg-based

RoRo conversion team in Sweden, and the

conversions were performed by the shipyards

under the supervision of the MacGregor USA

service department throughout the installa-

tion and commissioning processes.

When considering the feasibility of

rebuilding the ramps for amphibious use,

the MacGregor RoRo conversion team’s brief

required that the reconstructed ramps should

retain their original load bearing characteris-

tics, defined as supporting two A1M1 Abrams

battle tanks with a 1.22m separation between

them when discharging to a pier or RoRo

discharge facility. An A1M1 tank weighs over

60 tonnes.

“First we removed and dismantled the

existing ramp, then added a 2.3m mid-body

extension to the first section and a grat-

ing extension to the aft end of the ramp.

We modified the second section to accept

Slewing stern ramp conversions on four of the US Military Sealift Command’s large medium-speed roll-on/roll-off ships enable amphibious vehicles to be launched directly into the sea

The LMSR’s roll-on/roll-off design is configured to carry every type and size of military vehicle in the US inventory

“Our specialists have also developed the Test Article Vehicle Transfer system for the transfer of vehicles at sea between two ships on a parallel course, even in challenging sea conditions”– Dave Drenon


SERVICE

the new grating extension and fabricated a

new ramp foot. The turn beam and turn frame

structure were modified, and the ramp structure

reinstalled. It was also necessary to modify the

control system and we installed a new erasable

programmable read only memory (EPROM) in

the PLC.”

Looking at the wider picture, Mr Drenon says

MacGregor has a long and successful record of

supplying equipment to naval and naval logistics

support vessels. “In addition to a wide range of

internal and external ramps and doors, cranes

and hatch covers, our specialists have devel-

oped the Test Article Vehicle Transfer system

(TAVTS) for the transfer of vehicles at sea

between two ships on a parallel course, even in

challenging sea conditions.”

Modifying LMSR stern slewing ramps enables amphibious vehicles to be deployed rapidly and safely in stream, as well as retaining the ramp’s ability for normal RoRo operations


second following later in the year; the order

also includes an option for a third system.

The cement carriers have been pre-com-

mitted for 15 to 25-year time-charters to

an existing client. They are part of Precious

Shipping’s ‘rejuvenation plan’ to replace age-

ing ships with younger, better geared, eco-

nomical and larger units. The shipowner says

that once completed the plan would result in

a fleet of about 60 to 65 ships with an aver-

age age in single digits and an average size of

about 30,000 dwt.

Precious Shipping was voted ‘ship opera-

tor of the year’ at Lloyd’s List Asia Awards

2012. The judges were “unanimous in choos-

ing this unique shipping company, which has

navigated the downturn in the bulker mar-

ket with skill due to an intense focus on risk

management. Precious Shipping revitalised

its fleet and managed to hold down operating

costs well below the industry average”. Last

year Precious Shipping’s managing director,

Khalid Hashim, received the Seatrade

Lifetime Achievement Award in recognition

of his many contributions to Asia’s shipping

industry over his 30-year career.

“As well as being environmentally-

friendly, the MacGregor self-unloading

systems that will be installed on these two

cement carriers offer a flexible, reliable

and efficient approach to dry bulk trans-

fer,” says Anders Berencsy, Sales Manager,

Selfunloading systems. “They will be fully-

equipped, enabling them to use almost any

port facility. This versatility was one of the

main reasons that our system was specified.”

MacGregor has been instrumental in the

self-unloading industry, introducing innova-

tive concepts to the market. “We presented

our cement carrier concept and demon-

strated how its totally-enclosed system could

not only make the company significant sav-

ings by using seaborne technology, but it

could also offer a highly-efficient discharge

operation.”

One of the critical factors when

handling cement is avoiding water ingress.

“MacGregor’s totally-enclosed system makes

water penetration impossible. This makes it

ideal for climates where monsoon rains and

high humidity can potentially be a problem,

such as in South East Asia,” Mr Berencsy

says.

“Also, reduced environmental impact is

being demanded all over the world. When

using one of our continuous loading/unload-

ing systems it is possible to obtain dust-free

bulk transfer, which is a must in almost all

locations. Dust emissions are further curbed

by a totally-enclosed conveyor system

equipped with dust collectors.

“We can deliver our self-loading/unload-

ing systems as dedicated cement-handling

systems, as in this case. We have a range of

self-unloading technologies, including grav-

ity-type systems, suitable for materials such

as coal, iron ore and aggregates,” he adds.

Advanced self-unloading/loading systems

have been specified for a pair of 20,000 dwt

cement carriers on order at Shanhaiguan

New Shipbuilding Industry, in China, for

Singapore-based Associated Bulk Carriers

(ABC), which is a fully-owned subsidiary of

dry cargo shipowner, Precious Shipping PCL,

Thailand.

Precious Shipping operates in the small

handy-size sector of the tramp freight mar-

ket. The identical sisterships will be equipped

with MacGregor cement self-unloading/load-

ing systems combining mechanical and pneu-

matic technologies to deliver a self-unloading

rate up to 1,000t/h with pneumatic dis-

charge system or 2 x 250t/h with discharging

directly to on shore cement trucks and a self-

loading rate up to 1,000 t/h for both pneu-

matic and mechanical loading systems.

Equipment for the first vessel is scheduled

to be delivered to builder Shanhaiguan New

Shipbuilding Industry this summer with the

An ability for two handy-size cement carrier newbuildings to use almost any port facility was one of the main reasons that Precious Shipping specified MacGregor’s flexible, reliable and efficient bulk-handling equipment

Versatile self-unloaders specified for Precious cement cargo


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

MERCHANT SHIPS

Cranes & Selfunloaders Cargotec Sweden ABSjögatan 4 GSE-891 85 Örnsköldsvik,SwedenTel: +46-660-294 [email protected]

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

Dry CargoHatch Covers & LashingsCargotec Finland OyHallimestarinkatu 6FI-20780 Kaarina, FinlandTel: +358-2-412 11drycargosales@ cargotec.com

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: +32-476-813 [email protected]

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]

CROATIARijeka Office:Tel: +385-51-289 717

+385-98-440 [email protected] Office:Tel: +385-1-3837 711

CYPRUSLimassol Office:Tel: +357-25-763 670

+357-97-888 [email protected]

DENMARKCopenhagen Office:Tel: +45-44-53 84 84

+45-44-538 [email protected] Office:Tel: +45-44-53 84 84

+45-44-53 84 [email protected]

ESTONIATallinn Office:Tel: +372-6-102 200

+372-53-018 716marko.maripuu@ cargotec.com

FINLANDTurku Office:Tel: +358-2-412 11

+358-400-824 414marine.service@ cargotec.com

FRANCELe Havre Office:Tel: +33-235-24 72 99

+33-611-64 39 42veronique.remy@ cargotec.comMarseilles Office:Tel: +33-491-09 52 52

+33-491-09 52 52

GERMANYBremerhaven Office:Tel: +49-471-78 041

+49-471-78 [email protected] Office:Tel: +49-40-25 44 40

+49-40-25 44 41 20service.ham@ cargotec.com

GREECEPiraeus Office:Tel: +30-210-42 83 838

+30-6974-300 550piraeus.service@ cargotec.com

INDIAMumbai Office:Tel: +91-22-2758 2222

+91-998-703 4773marine.india@ cargotec.com

INDONESIABatam Office:Tel: +62-778-737 2207

+62-778-737 2207ofs.idn.offshore@ cargotec.com

ITALYGenoa Office:Tel: +39-010-254 631


JAPANKobe Office:Tel: +81-78-846 3220

+81-90-4387 [email protected] Office:Tel: +81-59-234 4116Tokyo Office:Tel: +81-3-5403 1966


KOREABusan Office:Tel: +82-51-704 0844


LITHUANIAKlaipeda Office:Tel: +370-46-469 855


MALAYSIAKemaman Office:Tel: +60-985-92 129Kuala Lumpur Office:Tel: +60-377-828 136


Miri Office:Tel: +60-854-28 [email protected]

MEXICOCampeche Office:Tel: +52-938-286-1528

[email protected]

THE NETHERLANDSRotterdam Office:Tel: +31-10-283 2121


NORWAYBergen Office:Tel: +47-56-313 300

+47-905-873 [email protected] Office:Tel: +47-91-68 60 [email protected] Office:Tel: +47-23-10 34 00

+ 47-905-873 [email protected]

PANAMABalboa Office:Tel: +507-6673-6495

+507-6673-6495errol.fernandez@ cargotec.com

POLANDGdynia Office:Tel: +48-58-7855 110

+48-602-725 088gdynia.poland@ cargotec.com

QATARDoha Office:Tel: +974-4460 7310

+974-5507 [email protected]

RUSSIASt Petersburg Office:Tel: +7-812-337 5450

+7-921-938 0498sviatoslav.chetyrkin@ cargotec.comVladivostok Office:Tel: +-7-914-7912 263

SINGAPORESingapore Office:Tel: +65-6597 3888Merchant Ships:

+65-6261 0367marineservice.sgp@ cargotec.comOffshore:ofs.sgp.aftersales@ cargotec.com

SPAINBilbao Office:Tel: +34-94-480 73 39

+34-629-46 91 [email protected]

SWEDENEnköping Office:Tel: +46-171-232 [email protected]

Gothenburg Office:Tel: +46-31-721 5000

+46-31-721 [email protected]Örnsköldsvik Office:Tel: +46-660-29 40 00

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


+44-7768-334 419Newcastle Office:Tel: +44-191-295 2180



UNITED STATESFort Lauderdale Office:Tel: +1-954-600-4199

[email protected] Office:Merchant Ships:

[email protected]:Tel: +1-713-434-8975

[email protected] Office:Tel: +1-904-821-0340

+1-757-558-4580ian.whitfield@ cargotec.comLafayette Office:Tel: [email protected] Orleans Office:Tel: +1-985-892-9833

+1-985-892-9833noah.schwehm@ cargotec.comNew York Office:Tel: +1-914-305-9090

+1-757-558-4580Norfolk Office:Tel: +1-757-558-4580

+1-757-558-4580david.drenon@ cargotec.com

Note = 24-hour service

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www.macgregor-group.com

Ships are built to move cargo, so they should be designed to do this effectively. A ship needs to be designed and built around its intended cargo profile. When you first start thinking about a newbuilding, tell us how you plan to operate it, and the cargo mix. We’ll apply our cargo flow and stowage expertise to deliver the most efficient cargo handling design possible. Maximum cargo capacity and capacity usage rate are the key factors in generating a ship’s income – so it pays to get them right. No two ships are exactly the same, and sister ships show that money invested in an optimised solution can be recouped in a single round-trip. Imagine that difference multiplied by a ship’s lifetime.

Cargo handling solution has immediate impact on a ship´s earning potential

www.macgregor-group.com

Ships are built to move cargo, so they should be designed to do this effectively. A ship needs to be designed and builtaround its intended cargo profile. When you first start thinking about a newbuilding, tell us how you plan to operate it,and the cargo mix. We’ll apply our cargo flow and stowage expertise to deliver the most efficient cargo handling designpossible. Maximum cargo capacity and capacity usage rate are the key factors in generating a ship’s income – so it paysto get them right. No two ships are exactly the same, and sister ships show that money invested in an optimised solutioncan be recouped in a single round-trip. Imagine that difference multiplied over a ship’s lifetime.

MacGregor News Spring 2013 EN

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Transcript of MacGregor News Spring 2013 EN