MacGregorNews169 autumn2014 en

Pioneering Spirit: big challenges need new solutionspage 18

Extended portfolio benefits offshore customerspage 26

Keys to success: innovation, reliability and cost-efficiencypage 8

Customer magazine Issue 169 Autumn 2014

The more remote the control, the safer the crew page 22w

ww

.mac

gre

go

r.co

m

Deepest Norwegian subsea development demands pioneering technology

14

30

11 14

22

20

MacGregor News is MacGregor’s customer magazine with distribution of approximately 16,000 copies. Publisher: MacGregor, part of Cargotec. Editor-in-Chief: Heli Malkavaara Layout: Zeeland Printed by: Punamusta, Joensuu, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of MacGregor. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.

Pho

to: S

tato

il

cont

ents

cont

ents

Editorial

Mika Vehviläinen President and CEO, Cargotec

We have an ambition to help the merchant shipping and offshore industries find answers for today’s challenges. Since we joined forces with Hatlapa, Porsgrunn, Pusnes and Triplex experts, we are putting ever stronger effort into developing completely new customer-focused solutions. These aim to maximise the safety, efficiency and profitability of our customers’ equipment throughout its lifetime. In today’s operating environment this will require thinking about many things in different ways. We believe our customers will appreciate our approach, and trust that it will also differentiate MacGregor from the rest.

One of MacGregor’s biggest strengths has always been – and continues to be – its technological expertise. We are constantly developing our organisation so that it fully utilises this company-wide knowledge for the benefit of all our customers worldwide. This creative process is continuous. Solutions offered to customers are either developed on our own initiative after we have identified a need, or in response to a customer request. Today it is made even more powerful by a stronger team with a wider combination of technologies, unique selection of products, brands and services than ever in the company history. We engage in a constant dialogue with our customers and like to be challenged.

A good example of this development work is a new tail start-up winch ordered as part of a MacGregor package of Pusnes equipment for the world’s largest platform decommissioning and pipelay vessel, Pioneering Spirit. Specially-designed for the project, it is now available for the benefit of all MacGregor’s customers (read more on pages 18-19).

Preparing for growth was not the only motive for our recent acquisitions. These were strategic purchases, intended to simplify life

for our customers. They are already demonstrating the benefits of the synergy they were intended to deliver. This includes a breakthrough into the mid-size anchor-handling vessel market with Hatlapa low-pressure anchor-handling/towing winches (read more on pages 26-27).

Together with the will to develop customer-focused solutions, a strong

commitment to quality has always been one of the core elements of the MacGregor brand, just as it is also for our Hatlapa, Porsgrunn, Pusnes and Triplex brands. Our new position means that with this same commitment we can now offer even more expertise, products and value for our customers’ investments.

Continuous creative dialogue with customers

News

Good seamanship promotes safety

Rickmers’ newbuilds are designed for maximum efficiency

Get the best start for your optimised cargo system

MacRack installations: the benefits are clear

Better visibility enhances safety

Tailor-made services meet customer needs

Shipmanagement MOC demonstrates service flexibility

Busy operations benefit from broad RoRo know-how

First electric heavy-lift cranes head for delivery

Pioneering Spirit: big challenges need new solutions

Deepest Norwegian subsea development demands pioneering technology

How far can crews be replaced at sea?

Extended portfolio has already benefited offshore customers

Contacts

4

6

Merchant shipping

8

11

14

16

28

29

30

33

Offshore

18

20

22

26

35

MacGregor offers world leading engineering solutions and services for handling marine cargoes and offshore loads. The scope of our integrated packages is growing and now also includes Hatlapa, Porsgrunn, Pusnes and Triplex products. MacGregor serves the offshore, maritime transportation and naval logistics markets in ports and terminals as well as on board ships and rigs. MacGregor solutions combine load and cargo access, stowage, care and handling functions to optimise lifetime profitability, productivity and environmental sustainability. www.macgregor.com

Hatlapa brand celebrates 95th anniversary

The Uetersen site in Germany is one of the largest employers in town

Hatlapa, a MacGregor brand, celebrates its 95th birthday in November this year. Since its foundation in 1919 by Max Hatlapa, the formerly independent company has had

its main offices and manufacturing plant in Uetersen, northern Germany. Over the years the site has expanded considerably from its beginnings as the founder’s former family home known as ‘The Villa’. With over 18 manufacturing halls and numerous office buildings, it is now one of the largest employers in the town.

From the outset, the company has adapted to the demands of the economy. With an initial product offering of high-qual-ity small diesel locomotives, mobile electric generators, and

diesel-driven cargo winches, Hatlapa soon established itself as a technological forerunner in the shipping industry. It started to expand its product portfolio from merchant shipping to offshore specific products. Hand-in-hand with the company’s growing reputation for quality German-engineered products, it also expanded its trading network and today, Hatlapa branded products are marketed worldwide.

In 2013, Hatlapa’s three shareholders sold their shares and the company became part of MacGregor. As part of MacGregor, the Hatlapa product brand will continue to be recognised as one of the most respected brands in the shipbuilding industry.

Chinese shipbuilder, Fujian Mawei Shipbuilding Ltd, has placed an order for two 100-tonne active heave-compensated subsea MacGregor cranes. The cranes will be fitted to two 86m multi-purpose

platform supply vessels (PSVs) under construction at the yard. Delivery of the cranes is scheduled for September and October 2015.

“A key quality of PSVs is that they are

able to perform a wide variety of tasks effectively in demanding offshore environ-ments. The MacGregor cranes will ensure that flexibility,” says Tom Svennevig, Vice President, Offshore Load Handling.

Two subsea cranes ordered for Chinese PSVs

New

s ar

oun

d th

e w

orl

d

4 MACGREGOR NEWS | ISSUE 169

Following the recent introduction of its innovative A-class lashing bar, MacGregor notes that shipowners are keen to benefit from the product,

with orders to date totalling around 200,000 units; almost half have already been delivered.

The lashing bar has an innovative rod head that allows more ships to enjoy all the advantages of converting to an external double-cross lash-ing system. External lashing reduces both lifting and compression forces on the container stack. A container stack secured with external lashings has more flexibility in weight distribution and can carry heavier and potentially more containers com-pared to a stack with internal lashings. In the right circum-stances, this equates to one more container for every stack.

For conversion to an external lashing arrangement, 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 must be con-sidered due to the increased loading capacity.

Securing advances improve productivity

MacGregor will deliver a Pusnes offloading system for the Armada Kraken FPSO conversion project

External lashing (pictured) with MacGregor’s A-class lashing bar

MacGregor has received contracts to provide off-

shore equipment for vessels for the Malaysia-based international offshore oilfied services provider, Bumi Armada Berhad.

MacGregor will deliver a Pusnes offloading system for a floating production storage and offloading (FPSO) conversion project. The Pusnes offloading system will be delivered by March 2015. Once completed, FPSO Armada Kraken will have a total storage capacity of 600,000 barrels and will be deployed at the Kraken field located in the UK sector of the North Sea.

“Our customer wanted an experienced supplier with a good track record of deliv-ering safe and reliable offloading systems for demanding North Sea projects,” says Erland Berntsen, Sales Manager, Offshore Loading at MacGregor.

The other orders from the company consist of MacGregor deck equipment for three 80m ice-class vessels and a 96m shallow water pipe laying barge. Two of the three 80m ice-class vessels are designed for support services; the third is a multi-purpose duty rescue vessel.

All the ice-class vessels will be equipped with MacGregor electro-hydraulic windlass/mooring winches, capstans, tugger winches and storage reels, along with anchor han-dling/ towing winches with a 120-tonne line pull and 200-tonne brake holding capacity.

MacGregor will supply ten electric variable frequency drive positioning moor-ing winches and mooring capstans to the shallow water pipe laying barge. Equipment delivery is planned for February 2015.

Multiple offshore orders destined for Malaysia

MacGregor has formed

a new Global Field Services unit, which is designed to drive develop-ments in frontline service operations. Nick White has been appointed as its founding Vice President. Mr White joined MacGregor with the acquisition of Hatlapa, where he has held the position of Managing Director, Hatlapa Marine Equipment Ltd.

The new unit is an essential element of MacGregor’s preparations to become an integrated Global Lifecycle Support organisation and demonstrates the company’s ever stronger efforts to serve customers throughout the lifetime of their products.

Vice President appointed to drive the development of new frontline services

5ISSUE 169 | MACGREGOR NEWS

Shipping has always involved many risks. While improve-ments to ship safety over the

years have significantly improved the odds, and continue to do so, risk can never be entirely eliminated. However, nowadays seafarers are far more likely to be killed or injured performing rou-tine occupational tasks than by their ship sinking.

Some tasks are inherently dangerous. Even when the correct procedures are followed, the nature of the work means that the level of risk remains high. So it makes sense to design equipment that makes it unnecessary for personnel to be

in risky situations in the first place; hatch covers which can be opened and closed without direct manual intervention are a good example. Complex, multi-crane operations have the potential for colli-sions; modern safety software such as Auto Team and Clearkeeper eliminate these risks (page 33).

Offshore industry carries the greatest risksOffshore industry person-nel are more likely to be exposed to potentially dangerous conditions than

seafarers in most other maritime sec-tors. According to the US Centres for Disease Control and Prevention (CDC), the US oil and gas extraction industry had a collective fatality rate seven times higher than that for all US workers dur-ing a recent seven-year period.

A quarter of the fatalities were employed in occupa-tions classified as ‘trans-portation and material moving’, that is, involved in the transportation of work-ers and their equipment to and from offshore drilling platforms.

Good seamanshippromotes safetyCombining legislation, design, system quality, maintenance and service factors to create a ship safety system is not complicated, but integrating the human element is more difficult

Modern ships are

designed to be safe, but

only if they are operated

safely

MACGREGOR NEWS | ISSUE 1696

It is not just the US and gas extraction industry with these types of statistics; the North Sea is one of the most hostile offshore environments in the world. However, wherever the ship is, handling heavy gear on an open working deck in bad weather is obviously risky.

Consequently, the offshore sector can derive tremendous safety benefits from equip-ment that removes the need for personnel in the danger zone. The MacGregor chain wheel manipula-tor allows windlass chain wheels to be changed safely at sea, while the Triplex multi-deck handler reduces the risk of injury for offshore anchor and cargo handling operations (page 22).

MacGregor’s twin hook handling system allows crane hooks to be safely changed and parked at sea – previously a dangerous and difficult process.

Eliminating potential hazards Other industries have adopted automa-tion and robotics in a big way, and their experience suggests that the need for human intervention could be elimi-nated in many potentially hazardous shipboard procedures by employing technology such as artificial eyesight and intelligence.

A safe ship needs to be well designed, specified and constructed, and fit-ted out with good quality equipment.

Classification society oversight and audited quality build processes should ensure that newbuild vessels leave the yard fit for purpose. To ensure that the ship remains in good condition throughout its working life, it is impor-tant that wear parts are replaced with original parts to preserve the integrity of equipment.

Training and service are vital elementsModern ships are complex, and effective training is essential to ensure their safe, efficient operation, and to protect expen-sive equipment from damage caused by misuse. Training must be provided for new crew members, and may need refreshing from time to time. Simulators can be very useful training aids, allowing personnel to experience both basic and advanced scenarios on major equipment such as offshore cranes. Our highly real-istic simulator also allows operators to

explore a crane’s capabilities in marginal operating conditions, so that they are well-prepared for safe operations at all times.

Effective service and main-tenance is vital to safety and continued efficient operation. It is important to offer flexible arrangements that fit with owners’ operational require-ments and their in-house maintenance capacity. It can often be effective to incorpo-rate training with service visits.

Safety is the responsibility of all crewA seafarer’s job mainly requires the rep-etition of routine procedures, often in an unfriendly or uncomfortable environ-ment. Seafarers may feel isolated, par-ticularly as ships’ crews get smaller, and this can have a negative effect on their motivation and focus. Fatigue is still a serious problem that can lead to loss of concentration, and there are plenty of instances of bridge watchkeepers falling asleep until their ship runs aground.

Modern ships are designed to be safe, but only if they are operated safely. Routine tasks follow procedures that often include lessons learnt when similar tasks went wrong in the past. Failing to follow the approved procedure therefore immediately makes the task riskier. True attention to safety requires a fully engaged attitude; this applies to everyone from deckhand to master.

Training aids, such as simulators, allow users to experience and explore routine operations, such as driving an offshore crane


Innovation, reliability and cost-efficiency are

keys to success Two new 20,000 dwt multipurpose vessels for Rickmers Group have been designed to maximise every aspect of operational efficiency; their MacGregor systems will play an essential role

At the end of 2012, Rickmers Group announced that it would take over a contract for the construction of

two 20,000 dwt multipurpose vessels to a design that would reflect market demands for efficient, flexible and reli-able vessels. Construction of the new-buildings is well underway at Hudong-Zhonghua Shipbuilding, in China, with delivery planned for early 2015.

“Vessels of this type have tradition-ally had very standard designs,” says Dr Georg Eljardt, Director of Maritime

Technology, Rickmers Group. “We took over the newbuilding project under the condition that we could change many elements of the design to ensure the highest degrees of efficiency on board.”

The significantly improved techni-cal specifications will lead to a sub-stantial reduction in fuel consumption. An optimised hull form together with a high efficiency propeller and rudder will enable the new ships to achieve an operating speed of 16.5 knots while using considerably less power than comparable vessels and being optimised

for slower speeds operating down to 10 percent MCR.

Designed for flexibilityThe new vessels reflect Rickmers’ com-mitment to efficiency and safety. “For multipurpose vessels the market is tough, with a lot of competition,” says Dr Eljardt, “so it is crucial that the ves-sel is able to take just about any type of cargo and handle it very time- and fuel-efficiently.

Cargo profile was a key considera-tion when designing the vessels. “We

The Rickmers Group has the highest

expectations of MacGregor’s

equipment, based on a long history

of successful deliveries

Mer

chan

t sh

ipp

ing


MacGregor’s scope of supply

Five-star operator

investigated different cargo profiles, drafts and hull forms; all with a view to delivering maximum market access. The vessels now have one large, long cargo hold, which can be subdivided to accommodate a wide range and combination of bulk, break bulk, heavy lift and project cargo. The MacGregor system we have chosen offers a great deal of flexibility in comparison to the previous traditional design,” he notes.

In addition to an opti-mised hull form, the vessels feature further improvements with regard to the propulsion train. The whole engine room has been re-designed to accom-modate a slow speed two-stroke diesel main engine. “In addition they also are the first vessels to feature an ESPAC (Energy Saving Package) propulsion system which, through a combined design process of the propeller and rudder, unlocks otherwise lost energy-saving potential. This innova-tive arrangement will allow the vessels to operate very efficiently throughout the whole operating range from slow steaming to service speed. Together with the ability to take as much cargo of as many types as possible, this offers the operator much more time to react in this volatile market.

“This type of ship spends proportion-ally more time in port than other types of

trading vessel,” explains Dr Eljardt. “If the vessel is in demand, anything that can be done to speed up opera-tions in port is beneficial. On the other hand, if there is less work, these vessels can run at slower speeds, but very efficiently. They really are forerunners in the market.”

New and proven technologiesThe vessels feature new and service-proven MacGregor technologies. “We wanted a supplier that offered the best quality engineering solu-

tion, with the highest quality fabrication processes,” says Dr Eljardt. “The reliability of the cargo handling system, its function and efficiency are essential elements of these vessels.

“We wanted tailor-made solutions to ensure a good quality package of equip-ment that will deliver the most efficient vessels possible. To achieve this we needed to plan at the earliest possible stage.

“Early involvement of cargo handling specialists is crucial for the successful end result of any project. This will define the final ship. This early involvement also reduces changes later in the build processes. The clearer the design, and the fewer the changes during the build process, the more cost-efficient the build will be.”

The MacGregor

system offers a great deal

of flexibility in comparison

with a traditional design”

Dr-Ing Georg Eljardt

Design and key components for: • Multi-folding hatch covers • Rolling hatch covers • Lift-away hatch cover panels • Pivoting grommet hatch cover • In-hold tweendeck lift-away hatch covers with consoles, and with respective console pocket design, at four levels • Panels are designed for heavy loads: weatherdeck 5 tonnes/m2; midships 8 tonnes/m2; maximum payload 1,250 tonnesHardware: • Bulkhead sealing gear • Tweendeck consoles and pocket covers • Soft-start units for hydraulic system motors • Wireless remote control of operating valves for hatch covers nos 1 & 2 • Hatlapa steering gear

Rickmers has recently been awarded DNV GL’s 5 Star Excellence award, one of only ten companies worldwide which have received this certificate. It is awarded for achieving the German classification society’s ‘five-star excel-lence’ requirements pertaining to sus-tainability, energy efficiency measures and safety criteria in the operation and management of ships.

DNV GL especially acknowledges Rickmers’ continuous investments in state-of-the-art technology and man-agement systems, which it says will provide the company with a competi-tive edge and make Rickmers one of the most reliable players in the market.

Rickmers says that the award confirms the company’s strategic deci-sion to tackle issues such as energy efficiency and safety early on and in a comprehensive way.

The 20,000 dwt multipurpose vessels have been designed to reflect market demands for

efficient, flexible and reliable vessels; they both feature MacGregor systems


The reliability of the cargo

handling system, its

function and efficiency

are essential elements of

these vessels”Dr-Ing Georg Eljardt

The Rickmers Group has the high-est expectations of MacGregor’s equip-ment, based on a long history of successful deliveries. “We know pretty well what we can expect. Our previ-ous experience with MacGregor equipment was definitely a decid-ing factor when choos-ing the equipment for these vessels. When considering future vessels, MacGregor

would definitely be a supplier that we would look at, and we would also consider MacGregor’s electric cranes.”

“Besides energy efficiency, good service and the availability of parts are also crucial factors,” he notes. “For this vital equipment we need a strong partner. We aim to offer our charter clients reliable vessels and the best service possible; we cannot jeopardise this. Therefore choosing a partner with a strong service capa-

bility, who helps us achieve this reliability, is extremely important to us.”

Success in volatile marketsIn terms of significant developments in general cargo shipping trade over the next few years, Dr Eljardt believes that it will continue to be tough. “The par-ticular markets for multipurpose vessels are volatile and volumes are reduced. This volatility , coupled with significant overcapacity , means that it is crucial to have a ship that best suits the market and maximises every aspect of operational efficiency. Innovation, reliability and cost-efficiency are keys to this success and cargo handling systems play an essential role in this equation.”

MacGregor will deliver systems

that will offer greater loading

arrangement flexibility and also

speed up hold cleaning operations between cargoes”

Jussi Koljonen

FACTORS ThAT ADD TO OPERATOR EFFICIEnCy“MacGregor will deliver systems that offer greater loading arrangement flexibility and also speed up hold cleaning operations between cargoes,” says Jussi Koljonen, Sales Manager, General Cargo Ships, Cargo Stowage and Securing Systems.

“The hatch cover panels on these ships are designed to offer the possibility of accommodating special heavy project cargo carried on deck,” explains Mr Koljonen. “The midship panels in particular are designed for large and heavy cargo.

“With longer panels, opening and clos-ing operations are quicker because there are fewer panels to operate. However, long panels mean greater movements of the panel relative to the ship’s structure when the hull flexes. Therefore the sealing arrangement must be carefully considered to maintain weathertightness. Our solution is to fit MacGregor C-gasket seals, which allow for these bigger movements.”

Intelligent functionsThe hatch covers systems feature MacGregor’s new ‘soft-start’ technology for the hydraulic power units. “These are ideally suited to general cargo vessels and bulk car-riers,” says Mr Koljonen. “The new electric starter cabinet features an intelligent function that avoids starting current peaks. It also

reduces stresses on mechanical and hydrau-lic components.” Soft start technology is suit-able for newbuild and retrofit applications.

The ships will also be among the first to feature MacGregor’s new wireless remote control for hatch opening and clos-ing operations. This offers significant safety advantages as it allows the operator freedom of movement to gain the best view of the opera-tion in progress (page 16). “Remote control of hatch cover opera-tions also helps reduce time spent in port,” notes Mr Koljonen. “This was very important for the customer.”

Flexible loading capabilitiesComplex multipurpose vessels are designed to meet the demands to carry an increas-ing variety of cargoes. Many are equipped with moveable tweendeck pontoons, which can be used either to divide the hold space horizontally, or vertically to function as grain bulkheads. The new vessels have been designed with such a system.

When the vessel is carrying loose or pow-dery cargoes, panels arranged vertically need

an effective sealing system. The vessels will feature a new MacGregor bulkhead seal-ing system designed to seal the gap between the hull and the bulkhead in a quick and efficient manner. This helps to prevent cargo cross-contam-ination and is also important for trim and stability issues.

“For the operator, there are clear benefits to the new sealing system,” says Mr Koljonen. “These particularly relate to time and work sav-

ings. During loading, only a short preparation time is needed in port, and the hold cleaning process is significantly shorter as the system is leak-free.”

The main hold also features tweendeck consoles and supports at four levels that pro-vide extremely flexible loading arrangements. These consoles can be retracted so that panels can move freely in the hold. When the panels are used as grain bulkheads, the con-soles have covers that prevent cargo ingress into the recesses, which significantly speeds up hold cleaning between cargoes.


Getting the best start for your optimised cargo systemA unique new approach to cargo system delivery service ensures that owners will reap maximum benefits from their optimised MacGregor cargo systems from day one, and throughout a vessel’s working life

The efficiency of a container ship’s cargo system has a direct effect on the ves-sel’s earning potential and the return on investment throughout its lifetime.

Recognising this, MacGregor is developing a new comprehensive delivery services package that will break new ground by focusing on preparing a new ship and its personnel to maximise the profitabil-ity of its cargo system.

MacGregor’s new approach to cargo system delivery covers a more thorough

understanding of the cargo system so that it performs at its full potential from day one


A cargo system’s efficiency has two sources: its technical characteristics, and the capabilities of its operators, both dur-ing the vessel’s early voyages and later on.

“MacGregor is a market leader in designing and delivering optimised cargo systems,” says Henri Paukku, Project Manager, MacGregor Customer Solutions. “These are based on analysis of the owner’s commercial patterns, routes and cargo profiles. Involving us at an early stage of a newbuild project ensures that the owner ultimately takes delivery of a vessel with the best possible cargo system.”

MacGregor’s experience has shown that more can be done at a human level to ensure that these optimised cargo sys-tems perform at their full potential. “It is essential that a ship’s crew and relevant shore-based staff fully understand the fea-tures of the cargo system and how to make the most of its operational benefits,” Mr Paukku says. “We have been focusing on how best to work up the cargo system in full readiness for a vessel’s early voyages”.

MacGregor identifies a ship’s transition from a shipowner’s newbuilding team to its operational team as the natural point to deliver a smooth transfer of knowledge and to introduce specific information needed for efficient cargo system operation.

“After the cargo system has been installed, checked, adjusted and commis-sioned according to normal MacGregor procedures, including basic training, we are now preparing a ‘richer’ deliv-ery services package,” he explains. “We have introduced an entirely new industry approach: embrac-ing all aspects of the cargo system with the specific goal of preparing the ship and its personnel to maximise the profit-ability of the cargo system”. The team involved will include commissioning engi-neers, taking care

that the system is ready as specified, an experienced master mariner, and experts in lashing, hatch covers and lashing bridge mechanics.

A number of distinct elements will lead to a new vessel and its crew working efficiently and in harmony right from the start of commercial operations.

Lashing gear distribution service: This takes place at the shipyard. It ensures that the various types of lashing equipment are distributed to the correct places on board, so that they will be easy to access

when the vessel moves to its first loading port. MacGregor has also designed its lashing systems to cope with the many different lengths of turnbuckle/lashing bar combinations required. There can be as many as fifty different lengths; a situation with great potential for mistakes and lost time. MacGregor has addressed this problem by – wherever pos-sible – making lashing bars to a

A guiding principle for

MacGregor’s ongoing cargo

system input is to make the

process as easy as possible for the customer

Crew training will be more hands-on and should be repeated each time there is a crew change


standard length, while providing turnbuck-les of different lengths. The turnbuckles are ‘fixed’ to the appropriate structures, so that only the lashing bars can be removed and inserted easily, ensuring that the designed lengths are maintained.

Training crew and shore-based staff: Traditionally, crew training takes place when all MacGregor equipment has been installed on board, and before the ship is delivered. It includes the correct use of lashing equipment, and also covers wear-parts and the technical properties of the fixed structures.

“In addition to this, our new approach will contain a more thorough understanding of the cargo securing manual, cover-ing not only the equipment but the functioning of the whole cargo securing system including safety aspects,” says Mr Paukku. “Safety and inspection issues should be handled in depth with the ship’s mas-ter and first mate, while training for the other staff will be more hands-on. The training should be repeated each time there is a crew change and, in cases where there are a series of ships, it should be repeated for each vessel.”

It is also important to provide appropri-ate ship-specific training for the shipown-er’s shore-based personnel and port steve-dores. MacGregor believes the optimum time for this is one or two months before the ship’s delivery, and again when the need emerges due to factors such as organisa-tional changes.

System compatibility check: This important element involves discussing the maximised loading capacity with the rel-evant shipping company personnel.

MacGregor will explain how it has cal-culated the conditions for the vessel’s max-imised capacity to make sure that the ship’s cargo planning, operations planning and loading personnel agree with these calcula-tions. Another vital function of this check is to ensure there are no discrepancies in systems, loading computers, IT interfaces or procedures that would prevent the vessel

from achieving its load-ing capacity when com-piling loading plans.

“All the MacGregor systems must be com-patible with the custom-er’s other cargo plan-ning systems,” he notes. “We will check whether there are gaps in the load planning capabil-ity where we can be of assistance. We must find solutions where there are discrepancies. We

should make sure that the entire cargo planning and loading process is in line with the cargo system design. This is vital in order to safely achieve the maximum cargo carrying capability.”

Onboard guidance: Following this comprehensive training and supported by optimised, de-bugged planning systems, ship- and shore-based personnel will be in a good position to deal with a vessel’s initial cargo calls. Even so, MacGregor believes that direct, face-to-face help can be very valuable at this point.

“Our aim is to support all this prelimi-nary work by providing a MacGregor cargo system expert to help and offer practical advice during the first port calls, and also later if it should be needed,” says Mr Paukku.

System development based on feedback With cargo operations on this scale, there is always the possibility of a gap between theoretical and actual performance, even after the most thorough planning and preparation. If requested, MacGregor can gather and analyse the ship’s sailing condi-tion data. “Using this data in combination with non-digital information from person-nel on board, we can verify the actual load-ing capacity against the designed capacity; suggesting improvements and offering guidance designed to enhance the cargo system usage.”

A guiding principle for MacGregor’s ongoing cargo system input is to make the process as easy as possible for the customer. “We want to see how things are done on board to identify the most convenient tim-ings for activities such as cargo system-related checks and information gathering. We want to facilitate hands-on, user-to-user instructions about how the system is used and applied.

“We see our input as a long-term commitment. We offer spare parts pack-ages and guidance, ideally in combination with MacGregor Onboard Care agree-ments that can reduce unexpected main-tenance costs. If a vessel’s trading pattern changes, we want to be there to help it continue to deliver maximised returns on investment.”

have your say on enhanced delivery services:[email protected] value your feedback for devel-

oping our products and services. MacGregor would appreciate your thoughts

on the topics covered in this article. Do you believe that with well thought-out delivery services your ship would have been up and

running quicker? What else can MacGregor do to help maximise your ship’s earning potential? Have your say.

It is essential that ship’s personnel and relevant shore-

based staff fully understand the

features of the cargo system and how to

make the most of its operational benefits”

henri Paukku


MacGregor is confident that its MacRack electrically-driven side-rolling hatch covers are on

the brink of serious market penetration. Uncluttered, environmentally-friendly and deceptively simple, this solution prom-ises to deliver economic and operational advantages at all stages of a vessel’s life.

A bulging orderbook speaks for itself and the first of 672 units are being installed on 38 bulk carriers for various owners: 35 are 180,000 dwt and the other three are 87,000 dwt. Each of the larger vessels will be fitted with 18 MacRack units and the smaller vessels will have 14 units.

Sungdong Shipbuilding & Marine Engineering Co Ltd has recently installed 18 MacRack hatch cover panels on Q Anastasia, the first of a pair of 180,000 dwt nine-hold bulk carriers under con-struction for Quintana Shipping Ltd. The ‘eco-friendly’ Capesize bulk carriers will be classed with ABS and registered under the Marshall Islands’ Flag.

Reduced installation timesUsing electric cabling in place of hydrau-lic piping is a good development from Sungdong’s perspective, says Jung-Kyu Jang, Manager of Sungdong’s Procurement Department. Right from the start, he says, MacRack speeds things up.

The absence of hydraulic piping signifi-cantly reduces the installation time for the hatch cover operating equipment.

Eliminating the sizeable racks of hydraulic pipework means that design work for the deck can be accomplished more quickly. With more space avail-able on deck, there is more flexibility in planning for the installation of other deck equipment. Overall, the deck can have a much cleaner layout.

Naturally, says Mr Jang, making the move to full electri-cal operation means considerably more work for electricians and it is important to ensure that the cabling calculations are correct to accommo-date the power supply for the MacRack units. This may mean bigger cables and different cable sizes when com-pared with a vessel with hydraulic hatch cover operation.

Even though the MacRack units are just some of the many electric devices to be installed on board, they have their special features. Consequently, some training was needed, especially for the electricians. MacGregor’s commissioning engineers

have been friendly and cooperative, he says. “We have received all the necessary support and training from them.”

The only real challenge posed by the transition to MacRack has been the deliv-ery and storage of the electric cables, Mr Jang says. While the shipyard is used to buying cables locally as the building pro-cess proceeds, all the MacRack cables were delivered from MacGregor in one lot. This resulted in different storage requirements from those normally experienced. “If we

could purchase the cable to be supplied at the time it is needed during installation, it would be better for us, saving both storage space and time.”

But the benefits of electric solutions are clear, he says. Sungdong wants to be the first to adopt new solutions, and sees that electric sys-tems such as MacRack will become increasingly popular.

Sungdong shipyard wants to be a forerun-ner in thinking about the future and devel-oping its processes.

Shipyards eager for informationSungdong is clearly not alone in these aspirations. Mr Jang says the shipbuilder

The benefits of electric solutions are clearSungdong shipyard explains how electric hatch cover systems pay off at the design and installation stage even before a vessel is delivered to its owners

With more space available

on deck, there is more flexibility in planning for the

installation of other deck equipment”

Jung-Kyu Jang, Sungdong


has been contacted by other yards ask-ing for comments and information about MacRack – and especially about its design.

“Q Anastasia has now been launched and delivery will take place in November, so Sungdong is as excited as MacGregor to see MacRack in operation. Shipowners of course make the decision about oper-ating systems but Sungdong can recom-mend MacGregor due to the easiness of

installation, and of course because it makes the hydraulics obsolete,” Mr Jang says.

Sungdong has wide experience of installing MacGregor hatch cover operat-ing systems for bulk carriers. In addition to the new MacRack operating system, it currently has the expertise for installing MacGregor Rack & Pinion, Roll-up-Roll, E-Roll, and wheel lifter and chain drive operating systems.

Sungdong can recommend MacGregor due

to the easiness of installation, and of course because

it makes the hydraulics obsolete”

Jung-Kyu Jang, Sungdong

Sungdong has recently installed 18 MacRack hatch cover panels on Q Anastasia, the first of a pair of 180,000 dwt nine-hold bulk carriers under construction for Quintana Shipping Ltd


Technological advances have made it possible for MacGregor to offer a new radio remote control unit for certain types of hatch covers; Mika Åback, MacGregor Technical Manager, Control Systems, explains why it is such a good idea

Better visibility enhances safety

You may think wireless opera-tion of a ship’s hatch covers is expensive, unreliable, compli-cated and unnecessary. That

may have been a reasonable opinion as recently as five years ago, but radio remote control technology is now affordable and reliable. With a well-designed user inter-face it is also easy to use.

Thanks to rapid advances in tech-nology, MacGregor is now able to offer a wireless control system that has real

commercial advantages. It is available for bulk ships equipped with MacGregor’s MacRack electric hatch cover opening and closing systems, and for electrically-driven MacGregor piggy-back hatch covers on bulk carriers and general cargo ships.

Hatch covers are generally opened and closed from a fixed operating stand, from where the operator has only a limited view of the operating area. The coaming height could be two metres, making it impossible to see over the hatch covers. An operator

may not be able to see whether the covers are opening or closing as they should, and may not be immediately aware of some-thing unexpected happening.

Remote control devices are already available, but these are generally con-nected to the main stand by a control cable. The operator’s freedom of move-ment is restricted by the length of this cable. If a longer cable is provided, it quickly becomes extremely cumbersome and also represents a trip hazard. Coiling


the cable and transferring the device to another hatch is time consuming.

MacGregor’s wireless solution is easy to implement and allows the operator complete freedom of movement through-out all hatch cover operations. We antici-pate that it will become very popular, especially on general cargo ships where obstructions such as walkways, deck equipment and high hatch coamings can make it difficult to see what is going on.

Installation benefitsWhile this ability to operate hatch covers more safely and efficiently is an obvious and important benefit, wireless remote control offers other advantages, which start even before the vessel enters service. During hatch cover instal-lation, wireless control significantly improves the overview of the hatch cover panel area and gives shipyard technicians the ability to quickly stop and start hatch cover move-ments in the adjustment phase.

When used to control hydraulic systems, the wireless remote controller reduces the idling time of the hydraulic power unit (HPU), which can be switched off directly from the controller when hydraulic pres-sure is not required. This saves electricity

and the running hours of the hydraulic unit and, above all, the hydraulic system is pressurised only when it is needed.

First systems installedThe first MacGregor wireless units for controlling hydraulic systems are cur-rently being installed on a number of vessels, including two new ultra-efficient 20,000 dwt multi-purpose general cargo ships for the Rickmers Group (page 8). Wireless control systems for electrically-driven piggy-back hatch covers are also entering commercial operation and have already been fitted to ten vessels. This hatch cover type is lifted hydraulically and then opened electrically; feedback from owners has been positive. It is possible to

provide wireless units for controlling the hydraulic systems if required.

The MacGregor wireless remote control system for hatch cover operation can also be applied for retrofits and modernisations. This involves the replacement of hydraulic directional valves and cabling and is

best done during a docking. Due to the design and delivery time of the system components, contact with MacGregor six months before the docking is recom-mended.

“Thanks to rapid advances in technology, MacGregor is

now able to offer a wireless control system that has real commercial

advantages”Mika Åback

Wireless control: key factsMacGregor’s new radio remote con-

troller is designed to operate at ranges of up 50 or even 100m. It is paired with radio receivers on board, which in turn control the hydraulic valve groups or electrically-driven hatch covers. The hatch cover panel to be operated is selected on the radio remote controller.

Each radio remote control unit has its own identification code, which is set to enable pairing only with certain radio receivers, which also have unique identification codes. Therefore, there is no danger of interference with, for example, another vessel with a simi-lar system at an adjoining berth.

The radio system operates on 2.4 GHz, a global, free frequency. Therefore the crew do not need to consider any local frequency limitations.

A key consideration during development was guaranteeing signal transmission in a ship’s maze-like metal environment. This is achieved by accurately positioning two good-quality antennas as standard at the hatch coamings. However, to be absolutely sure about signal integrity, we even tested the system without antennas, with the receiver in a closed metal box. It proved that the system works even in the most challeng-ing shipboard environments.

The radio remote controller is powered by a rechargeable lithium ion battery. Two batteries and a quick charger are supplied with the system. One fully charged battery provides 20 hours operating time. If the charging regime has not been followed and both batteries are low, the control device can also be powered via the 10m control cable provided in the standard delivery. This cable can also be used if wireless operation is prohibited by port rules. Connecting the cable to the radio remote controller auto-matically switches off the radio transmission and no battery power is consumed.

The radio receivers are fixed installa-tions and take their small 30W power supply from the fixed operating stand cabling. Replacement radio remote controllers can be supplied in case of loss or damage. The device weighs 1.5kg, including the battery and a belt for the operator.

Control Cabinet

VG VG VG VG VG

HPU

raDio Controller’s operating range

VG Valve groupHPU Hydraulic pump unit Hydraulics electrics

CYlinDerS anD Motor

rrC

rr

HYDraUliCMotor

HYDraUliCCYlinDerS

raDio reCeiVer

raDio reMote Controller

(rrC)


Big challenges need new solutionsThe extraordinary mooring needs of the world’s largest platform decommissioning and pipelay vessel, Pioneering Spirit, are met by Pusnes deck machinery technology from MacGregor, including a new tail start-up winch developed for this project

Off

sho

re

Pho

to: A

llsea

s


With a length of 382m and width of 124m Pioneering Spirit is colossal. The vessel has been designed for the

removal of large offshore platforms, and installation of subsea oil and gas pipelines.

Pioneering Spirit has a wide-body hull with a 122m-long and 59m-wide slot in its bow where topsides will be lifted using eight sets of horizontal lifting beams. Two tilting lift beams for installing or removing jackets are located at the vessel’s stern.

The platform decommissioning and pipelay vessel will soon be ready for deliv-ery from Daewoo Shipbuilding & Marine Engineering (DSME) in Okpo, South Korea. With several contracts booked, Pioneering Spirit is expected to enter ser-vice in early 2015 for Swiss-based Allseas Group, a global leader in offshore pipeline installation and subsea construction, and specialist in the execution of large and com-plex engineering projects.

Risks reducedExecuting topsides removal in a single lift will reduce the man-hours spent off-shore cleaning, partitioning, installing lifting points and rigging platform modules, Allseas says. “This in turn reduces health and safety risks. Avoiding offshore cleaning and purging of pro-cess facilities also reduces environmental risk”.

Pioneering Spirit’s size dictates the scale of its deck

equipment requirements. Allseas says that getting suppliers to perform well on the dimensions involved and the complexity of its hydraulics have been among the most difficult aspects of the vessel project.

“Pusnes deck machinery was chosen because of its high quality and lengthy history fully meeting customer specifica-tions,” says Amund Haarde, Technology Manager at MacGregor and Project man-

ager on the Pioneering Spirit project for Pusnes Deck Machinery. “Our skills and knowledge of electric variable fre-quency drives, combined with a competitive price, were deciding factors that tipped the scale in our favour.

“By analysing opera-tional scenarios and utilising our know-how on frequency-controlled winches, we were able to design winches that

fulfilled Allseas’ requirements on all accounts. In addition , we were able to cre-ate a new mooring winch with a unique and patented spooling gear – a concept that Allseas has indicated it will also use on other vessels in the future.”

Comprehensive Pusnes deck equipment packageMacGregor’s deliveries to Pioneering Spirit include 23 mooring winches, a newly-designed tail start-up winch and stern anchor winch, and newly-designed and patented spooling gear for the moor-ing winches. The delivery also includes two very large windlasses with safe chain stoppers handling 172mm chains and 55-tonne anchors. All equipment includes frequency converters and electronic con-trol systems with 100 per cent redundancy.

“The Pusnes tail start-up winch is one of the new products developed for this project,” says Mr Haarde. “The winch will be used 24-hours a day, four days at a time, 20 times a year for 25 years; a total of 48,000 hours, which is something unique. Pioneering Spirit is also totally dependent on this winch during the start-up of pipe-laying operations, which is a very impor-tant aspect to consider.

“To meet the requirements of these demanding operating conditions, the winch has been designed specifically for a long service life and low maintenance. The drive train consists of industrial gearboxes, with floating pinions, that are designed for a lifetime of around 250,000 hours – a design mainly reserved for cement facto-ries and steel mills.”

Scope of supply Pioneering Spirit: main particulars• 23frequency-controlledmooringwinches

with32drums,allwithpatentedspoolinggear• 2windlasseswithcabularunitsfor172mm

chainswithPusnessafechainstoppersystems• Specially-designedtailstart-upanchorwinch

withfrequencyconverter,withfullredundancy,capableofhandling2,000mof90mmwireincludinga40-tonneFlipperDeltaAnchor

• Newly-designedsternanchorwinchwith1,500mof77mmwireanda7.5-tonneFlipperDeltaAnchor

•Lengthoa:382m(excludingtilting liftbeamandstinger)•Width:124m•Depthtomaindeck:30m•Slotlength:122m•Slotwidth:59m•Topsidesliftcapacity: 48,000tonnes(105,820kips)•Jacketliftcapacity: 25,000tonnes(55,116kips)

•Stingerlength: 210m(includingtransitionframe)•Operatingdraught:10-25m(32-82ft)•Maximumspeed:14knots•Totalinstalledpower:95,000kWwithfullDP3•Accommodation:571people•Tensionercapacity:4x500tonnes (4x1,102kips)•Pipecargocapacity(deck):27,000tonnes

By analysing operational

scenarios and utilising our

know-how on frequency-controlled

winches, we were able to design winches that

fulfilled Allseas’ requirements on

all accounts”Amund Haarde

One of two Pusnes safe chain stoppers being lifted on board Pioneering Spirit for final installation


Since its discovery in 1997, the Aasta Hansteen field on the Norwegian continental shelf has

presented significant opportunities and challenges for its majority owner, Statoil. “Recovering the resources from Aasta Hansteen will be demanding as the discov-ery is located far from land and outside the established infrastructure,” the company says. “The water depth is significant and the weather conditions are challenging”.

Aasta Hansteen is the deepest sub-sea development in Norwegian waters to date. It is located 300km west of Bodø and 140km north of the nearest existing offshore infrastructure, Norne, off the northern part of Norway. It is a deepwa-ter project consisting of the three struc-tures; Luva, Haklang and Snefrid South at a water depth of 1,300m. Together with Haklang and Snefrid South, Aasta Hansteen’s recoverable resources are esti-mated at 47 billion standard cubic metres of gas.

Aasta Hansteen is expected to start production in 2017 and will be run from Statoil’s new Operations North organi-sation in Harstad, with a supply base in Sandnessjøen.

Firsts for Norwegian shelfThe planned development of the Aasta

Hansteen field includes a spar platform, which will be the first such installation on the Norwegian continental shelf. Statoil explains that the spar is a floating instal-lation consisting of a vertical column moored to the seabed. The installation features conventional topsides with pro-cessing facilities. The spar hull and topside will be constructed by Hyundai Heavy Industries (HHI) in South Korea. They will be transported to Norway as separate units and then joined together in 2016.

The gas will be transported from the sea-bed to the platform via steel risers, which will also be the first of their kind on the Norwegian continental shelf. The gas will then be transported from Aasta Hansteen to Nyhamna in Møre og Romsdal county via Polarled, a new 480km subsea gas pipe-line. Polarled facilitates the development of other fields in the Norwegian Sea, in addi-tion to Aasta Hansteen.

A by-product of gas production is conden-sate. The hull of the Aasta Hansteen spar platform has a conden-sate storage capacity of approximately 20,000m3. This will be exported from the platform by shuttle tankers.

“The transfer of the condensate from the Aasta Hansteen platform to the shuttle tankers is carried out through a Pusnes condensate offloading system (COLS),” explains Pusnes project manager, Lars Aaness. “Our specialists designed this system, which consists of an approximately 300m-long/0.3m (12-inch) diameter hose, a 10m diameter hose reel, a hydraulic power unit (HPU) and control system.

Hose sections easily replaced“The COLS includes a specially-designed system combining hose spooling facili-ties with a hose replacement tool, enabling quick and safe replacement of any hose section.” The COLS equipment will be fabricated in Norway and South Korea and will be installed on the topside module in the first quarter of 2015.

“Aasta Hansteen will showcase some of the most advanced production system

technology on the market,” continues Mr Aaness. In addition to the COLS system, other advanced Pusnes systems on board will include 17 eccentric chain fairleads and 17 Roller RamWinches.

“These fairleads are known for their

Pioneering technology needed The deepest subsea development in norwegian waters to date, Aasta hansteen features technology so advanced that it sets new standards in production systems; Pusnes products are part of the package

Aasta hansteen will showcase some of the most advanced production system technology on the market”Lars Aaness


Facts about Aasta hansteen• Gas discovery in 1,300m of water

in the Vøring area, 300km from land• Estimated recoverable volume:

47 billion standard cubic metres of gas• The gas is dry and has a low CO2 content• The closest installation (Norne)

is 140km away• The discovery was made in 1997• On plateau Aasta Hansteen will

produce around 130,000 boe/d (barrels of oil equivalent per day)

• Expected start up production in Q3 2017• Start up drilling Q1 2016• Licensees: Statoil (75 percent), OMV (15

percent) and ConocoPhillips (10 percent)(Source: Statoil)

The Aasta Hansteen spar platform willfeature a Pusnes condensate offloadingsystem (COLS), which has been specially designed to combine hose spooling with ahose replacement tool, enabling quick andsafe replacement of any hose section

robustness and they are designed to be maintenance-free during their life-time,” explains Torbjørn Rokstad, Sales Manager for Pusnes Mooring Systems. “They have become the preferred choice for both drilling and production vessels and can be designed for wire or chain/wire combinations. The chain fairlead design allows them to be dismounted by a

purpose-designed replacement tool with-out the use of a diver.

“RamWinches were selected because they are a superior solution when it comes to design simplicity and their ‘plug-and-play’ functionality following installation,” says Mr Rokstad. “They allow spar platform opera-tors to start hook-up operations with con-siderably less preparation when compared

with competing brands. This saves time and money for the client. RamWinches are also designed to endure submerged conditions, of up to several months, during storage before tow-out and during tow-out to the field location,” he adds.

The first MacGregor deliveries to the Aasta Hansteen spar will start in the first half of 2015.

Pho

to: S

tato

il


Pusnes fairleads are known for their robustness and they are designed to be maintenance-free during the lifetime of the field”Torbjørn Rokstad

how far can crews be replaced at sea?

Pho

to: O

ffsho

re S

uppo

rt J

ourn

al


Offshore operations remain one of the most hazardous commercial industries; Baard Trondahl Alsaker, Director of R&D for MacGregor Offshore Load handling explains how automation can protect those working on deck – potentially making crewless PSVs and AhTSs the ultimate safety solution

The US oil and gas extraction industry had a collective fatal-ity rate seven times higher than that for all US workers during

a recent seven-year period, according to a report by the US Centres for Disease Control and Prevention (CDC). Fatal Injuries in Offshore Oil and Gas Operations – United States, 2003–2010 was published last year. Nearly a quarter of the 128 fatali-ties were employed in occupations classified as ‘trans-portation and material moving’, that is, involved in the transportation of workers and their equipment to and from offshore drilling platforms.

Although it could be argued that this is a historic US focus, these findings are not limited to the well-regulated US market. The North Sea offshore environment is also very dangerous, with crews and ves-sels being exposed to some of the most severe weather conditions.

Safety through remote-controlThe report serves as an irrefutable reminder of the hazards involved in off-shore drilling. Although huge technologi-cal advances have reduced the number of accidents, fatal or otherwise, there is still a critical need to further improve safety levels on board the vessels that service

this industry. This is what drives the safety advances in MacGregor offshore equip-ment; in particular its focus on moving crew away from the hazardous aft deck through remotely-controlled operations.

New generation equipment has removed the need for humans in the haz-ardous drill floor operations. There is no manual handling of drill pipes, slips, and torque wrenches, for example. Modern

drill operations are carried out from a safe area using remotely-controlled semi-automated machinery with the necessary dex-terity, machine-to-machine interface

and feedback systems. Could similar advances be made in deck operations for anchor-handling tug/supply (AHTS) and platform supply vessels (PSVs)?

We think they could. An excellent example of how we are progressing in this area is the development of the multi-deck handler (MDH), marketed through MacGregor’s Triplex brand. The MDH is a remotely-controlled load handling system that runs on the cargo rails of AHTS ves-sels and PSVs. The operator can control the MDH from a safe distance for tasks such as connecting and disconnecting shackles, manoeuvring grip pendants and handling anchor chains on deck, as well as a variety of other operations. It is offered

in several capacities; the 140-tonne unit is the largest currently available.

Eliminating critical risksThe MDH was originally developed – with the specialist offshore shipowner, Solstad, and in close cooperation with the Norwegian oil company, Statoil – as a ‘safe anchor handling system’ for AHTS vessels back in 2004 and 2005.

The drivers behind its development were twofold. Firstly, there was an essential need to improve crew safety on the decks of AHTS vessels. Traditionally, as the CDC report demonstrates, this has been one of the most dangerous places to work, with a number of fatal accidents. As a result Statoil decided to challenge the industry to come up with a system that would be able to perform the most dangerous operations on deck using remote-control technology, thereby eliminating the most critical risks of accidents.

Secondly, as a result of the oil indus-try going into deeper waters, the equip-ment, gear and tools on deck substantially increased in size, weight and numbers. As an example, a shackle that typically used to weigh around 15kg and was operated manually, now suddenly had a weight of between 50 and 60kg. So there was an urgent need for a system that could cover the whole deck area to lift, pull and manoeuvre heavy items of gear.

In response to these challenges, a spe-cial gantry crane system – able to slide on top of the cargo rails and covering

The MDh, marketed through MacGregor’s Triplex brand, moves crew away from the hazardous aft deck through remotely-controlled operations

Pho

to: O

ffsho

re S

uppo

rt J

ourn

al

MacGregor’s Triplex MDhs have been installed on several vessels operating in Brazil, providing a big step forward in safety, efficiency and flexibility


the whole deck area – was developed.

Since its introduction in 2005, 13 MDH units with a 42-tonne SWL capacity have been installed on AHTS vessels worldwide, including five operating in Brazil.

New challenges in the PSV market Shipowners, deck hands and oil compa-nies provided very positive feedback on their experiences with MDH employed on AHTS vessels. Based on this, and in response to some new challenges, we took the decision to develop a similar system for the use on standard platform supply vessels (PSVs).

Oil companies now have the technol-ogy to explore and develop oil fields in deepwater and arctic regions; many of the new fields are located a long way from the coast and logistical shore bases. This has triggered the need for PSVs to be more efficient and flexible, capable of carry-ing out loading and unloading opera-tions without the aid of port facilities. The remote location of these oil fields means these vessels need to be able to carry more containers and lift and switch the contain-ers on deck. It is particularly important to be able to re-arrange the cargo on deck to allow easier and safer loading and unload-ing operations at the oil platforms. These capabilities also help to reduce delays due to bad weather;

The problems presented by bad weather have become more acute because current PSVs are much bigger than their predeces-sors. With significantly increased length

and width, they have become too large for the cranes on the oil platforms. These cranes have difficulty reach-ing the whole deck area of these vessels. Consequently, PSVs need to get very close to the oil rigs, running an increased risk of an impact. Very often PSVs are not able to get close enough to the rig because the weather conditions do not allow it; result-ing in ‘waiting for weather’ delays.

In 2010-2011, development gathered pace for a load-handling solution for PSVs that could not only lift and shift containers to areas on deck where they are accessi-ble to rig crane operators, but could also handle greater loads more efficiently and unaided. When a basic concept of a MDH for PSVs was ready, it was presented to several shipowners and oil companies, including Petrobras in Brazil.

Oil companies see the potentialPetrobras was extremely interested in the concept because it was experiencing a number of logistical challenges that it believed the system could resolve. These

included the ability to perform operations in port without shore assistance; the faster mobilisation of PSVs in port, enabling ports to

handle an increased number of vessels; and utilising deck space in a much more efficient way.

It would allow each vessel to carry many extra contain-ers from the shore base and also enable it to receive more containers from the oil rigs. This increased efficiency would also mean that each vessel could serve more rigs on each trip, with significant cost benefits. These benefits could also extend to reduced

‘waiting for weather’ delays and reduced fuel consumption.

MacGregor’s Triplex MDHs have since been installed on several vessels operating in Brazil, providing a big step forward in safety, efficiency and flexibility.

We foresee the use of remotely-oper-ated manipulators becoming common practice, as the industry continues to search for new ways to enhance safety. We believe that the door is open to advances that can take the industry to new lev-els of safety, efficiency and productivity. However, would benchmarking other industries’ use of advanced robotics, arti-ficial eyesight and machine-to-machine communication open up the onset of even more pioneering practice off - shore? For example, could they be the pre-cursor to developments that create near autonomous or, in fact, fully autonomous PSVs?

Offshore support vessels have to get very close to offshore installations, often PSVs are not able to get close enough because of bad weather

We foresee the use of remotely-

operated manipulators becoming common

practice, as the industry continues to search for new ways

to enhance safety”


• Faster, safer and more efficient aft deck and anchor handling operations• The ability to make better use of available deck space• Reduced ‘waiting for weather’ delays• Reduced fuel consumption

• Remote controlled from deck and bridge• Lifting and pulling capacity over entire deck• 140-tonne SWL capacity lifting manipulator crane• Separate winch with 22-tonne lifting capacity • Manipulator designed for ‘fine’ operations• Optional fibre rope handling equipment

• Tandem lifts• Cargo loading and unloading (vessel to/from shore)• Hose handling on/offshore• Camera system and floodlights• Separate wire clamp

Advantages of automation

TRIPLEX MDh: main particulars

The operator can control the MDh from a safe distance for tasks such as connecting and disconnecting shackles, manoeuvring grip pendants and handling anchor chains on deck

new generation equipment has removed the need for humans in the hazardous drill floor operations. Could similar advances be made in deck operations for anchor-handling tug/supply (AhTS) and platform supply vessels (PSVs)?


Extended portfolio has already benefited offshore customers

MacGregor’s acquisitions of Hatlapa and the Mooring and Loading Systems unit from Aker Solutions

represent far more than a simple desire for growth. They simplify life for MacGregor’s customers, and demonstrate the benefits of the synergy they were intended to deliver. The Hatlapa pur-chase includes Triplex, and the Mooring and Loading Systems unit incorporates the Pusnes, Porsgrunn and Woodfield brands.

It has always been possible to specify the best and most appropriate equipment for outfitting a new vessel, or for refur-bishing an existing one. However, practi-cal considerations such as the difficulties of sourcing products from a number of different manufacturers and integration issues at the yard have sometimes meant that owners and shipyards have either had to accept additional costs or implement sub-optimal compromise solutions.

Sharing technology between compa-nies already offering top quality, proven

products complementary to its own exist-ing portfolios has put MacGregor in an enviable market position. It can offer its customers such a wide choice that they can specify the ideal equipment packages for their projects from a single supplier, with all the attendant advantages.

“MacGregor’s focused business strat-egy builds on Aristotle’s assertion that the whole can be more than the sum of its constituent parts,” says Francis Wong, Vice President, Segment Sales, Offshore. “The result is a win-win situation, right

Owners seeking optimised, quality-driven equipment packages supported by a global service infrastructure need look no further than MacGregor

MacGregor is seeing a strong demand for medium-sized AhTS vessels and is ideally placed to serve this growing market


MacGregor expects to see more owners keen to take advantage of the easy, straightforward sourcing of its optimised equipment packages

across the board; for owners, operators, shipyards and for us.”

Market breakthroughMacGregor’s extended product portfolio has already resulted in a significant mar-ket breakthrough in the form of an order to supply full packages of MacGregor anchor-handling equipment to two 150-tonne bollard pull/9,000kW anchor han-dling tug supply (AHTS) vessels. The 76m AHTSs are being built in Batam, Indonesia by Singapore-based Marco Polo Marine subsidiary, Marco Polo Shipyard Pte Ltd.

“We won this contract as a direct result of MacGregor’s extended product portfolio and its consequent ability to offer com-petitive and highly advanced technology with strong lifetime support on a world-wide basis,” explains Mr Wong. “With MacGregor’s existing comprehensive product range coupled with the experience and services that come with its Hatlapa and Triplex products, we have been able to make a breakthrough into the mid-size anchor-handling vessel market with Hatlapa low-pressure anchor-handling/towing winches.”

Each shipset includes a high pressure windlass/mooring winch, tugger winches, capstans, storage reels, hydraulic power packs, and a stern roller along with a tel-escopic provisions crane. Each vessel will also be equipped with a 300-tonne low pressure anchor handling/towing (AHT) winch with a 400-tonne brake holding capacity, along with its hydraulic power pack. The AHT winches will be fitted with friction clutches, which ensure a three-sec-ond quick release, significantly increasing safety during anchor handling and towing operations.

The first shipset is scheduled for deliv-ery between March and June 2015; the associated vessel is expected to be deliv-ered in the first half of 2016. The second shipset for the remaining vessel is planned for deliver between July and September 2015, with the vessel scheduled for hando-ver in the second half of 2016.

Strengthened deepwater position With its expanded product range MacGregor can now provide three differ-ent technologies; low pres-sure hydraulic, high pres-sure hydraulic and electric variable frequency drives (VFD), to provide the ideal solution to any particular requirements of the global anchor handling market.

This comprehensive anchor-handling offer-ing was instrumental in securing a contract with the Wuhu Xinlian shipyard in China, to supply deck equipment for two 150-tonne bollard bull AHTS/oil recovery vessels, says Mr Wong.

“This represents an important mile-stone for MacGregor, demonstrating the advantages we can now offer to our cus-tomers with our expanded portfolio con-taining MacGregor and Hatlapa products. This delivers a powerful combination of technologies, products, personnel and ser-vices, which has strengthened our position in the deepwater anchor-handling market and is one of the main factors in winning this contract.”

The MacGregor equipment packages for each vessel will include a medium-pressure anchor windlass/mooring winch, capstans, tugger winches, storage reels and a power pack. From MacGregor’s Hatlapa range each vessel will receive a 300-tonne

line pull/450-tonne brake holding capac-ity low-pressure anchor-handling/tow-ing winch, equipped with quick-release friction clutches. From its Triplex range,

MacGregor will deliver 360-tonne SWL shark jaws and 200-tonne SWL guide pins.

Triplex shark jaws have a two-second quick-release function, making them amongst the best performing jaws on the market.

MacGregor is scheduled to deliver the equipment by May 2015. There is an

option for two more shipsets.

Growing mid-sized AHTS demand in Asia-PacificSince the beginning of 2014, MacGregor has seen a strong demand for medium-sized AHTS vessels of between 8,000 and 12,000 bhp in the Asia-Pacific region. This is in response to deepwater growth opportunities, particularly in Malaysian waters. Mr Wong says that with its newly strengthened comprehensive product range and global support network, MacGregor is now ideally placed to serve this growing market. He expects to see more owners keen to take advantage of the easy, straightforward sourcing of optimised equipment packages that MacGregor now offers.

MacGregor can offer its customers such a wide choice that they can specify the ideal equipment packages for their projects from a single supplier, with all the attendant advantages”Francis Wong


MacGregor has many ways to ensure the global avail-ability of customers’ fleets, often creating tailored

solutions that accurately reflect ship operators’ needs. Knowing of this abil-ity, leading shipmanagement company, the Anglo-Eastern Group, approached MacGregor for an integrated global service solution that could seamlessly operate within its ‘single point of contact’ (SPC) system.

“We are in business of supporting and supplying ships, not offices and our tar-gets are moving, explains Ivan Blazina, Group Purchasing Director, Anglo-Eastern. “Anglo-Eastern’s operations are truly global; hence we have been working closely with suppliers to create a globally-integrated environment that ensures

consistent, worldwide, co ordinated sup-port for all the ships under our man-agement. Although all transactions are processed through SPC, the concept does not suggest or remove local technical sup-port and communication. Local stations remain an essential part of a supplier’s global network; they just become globally coordinated and better utilised.”

In principle, Anglo-Eastern’s SPC system coordinates all the volume, administration and logistics of any given product that MacGregor, as the original equipment manufacturer (OEM), has been approved to supply. It includes full SPC routines for both service and spares as well as 24/7 technical online support for AEG’s technical management teams through the appointment of a dedicated technical coordinator who is linked

internally to MacGregor’s global network.“We have worked inside and outside

of the box with AEG on this project and we have in place a seamless customer/supplier service solution that delivers world-class global support to the Anglo-Eastern Group,” says Steve Goodchild, MacGregor’s Regional Manager, North Sea Region.

“MacGregor is able to deliver these customer-focused services by operat-ing an account management system,” he continues. “We are committed to under-standing what our customers want from us no matter how complex or simple that is. Our mission from an account manage-ment perspective is to deliver results for customers in a planned manner and to ensure prioritisation and a focus on cus-tomer expectations.”

Committed to meeting customer needsBy understanding how customers operate, MacGregor can deliver tailor-made services; a notable example is the development of an integrated global service solution that can operate within Anglo-Eastern’s ‘single point of contact’ (SPC) system

MacGregor offers 24/7 online support for Anglo-Eastern’s technical management teams


Shipmanagement MOC demonstrates service flexibilityMacGregor’s new MOC planned maintenance package has been tailored to meet the complex demands of technical shipmanagement companies; the first to benefit from its capabilities is Marcas International

MacGregor Onboard Care (MOC) planned main-tenance agreements are designed to make sure that

equipment works when needed. MacGregor has recently introduced a new MOC pack-age, which has been specifically developed with shipmanagement companies in mind. Marcas International will be the first com-pany to take advantage of the benefits that it can offer.

“The Marcas agreement is unique,” says Steve Goodchild, who is MacGregor’s Account Manager for Marcas. “It has been tailormade for large fleet shipmanagement organisations to gain maximum benefits

from our MOC service. It also demon-strates MacGregor’s flexible ability to meet the complex demands of techni-cal shipmanagement companies such as V.Ships and Anglo-Eastern Group who are members of Marcas and have over 250 vessels signed up to the agreement that are fitted with MacGregor hatch covers and cranes.

Marcas International is a UK-based association of shipping companies with around 1,700 member vessels. The con-tracting association provides access to commodity and service volume agree-ments with over 130 suppliers.

Marcas aggregates purchasing volume to obtain maximum value for goods and services. Maximum value is determined by a combination of price, quality, service, and assured supply and delivery. Marcas negotiates and signs contracts with sup-pliers worldwide as agent on behalf of its members, all of whom retain management and control of their purchasing, logistics and invoicing.

Quality and flexibility is key“Our relationship grows stronger each year with MacGregor,” says Frank Fallet, General Manager of Marcas. “We see this agreement as the start of a more strategic journey that now includes service ben-efits as well as volume sales benefits. With Anglo-Eastern Group joining Marcas, MacGregor has proven to be a flexible ser-vice provider with the capability of under-standing and meeting customer’s objectives that can even include longer term visions which rely on open dialog and trust.”

Mr Goodchild says: “We are increasing ‘MOC awareness’, and our MOC strategies and ways of working continue to receive a lot of attention. As well as simplifying MOC specifications and service agree-ments, we are speeding up response times even more, and raising the level of all aspects of customer service. We are also strengthening our involvement in the newbuilding sector to get MOC contracts included in new projects at the earliest stage possible.”


MacGregor has proven to be a flexible

service provider with the capability of understanding and

meeting customer’s objectives”

Frank FalletMOC agreements support a ship’s profitability by employing planned maintenance to make sure that equipment always works when needed

Whether for advanced efficiency, operational performance or industry expertise, MacGregor RoRo systems and services have recently been specified for a variety of projects demonstrating true cross-sector specialism

Busy operations benefit from broad RoRo know-how

Grande Lagos is the first of six 31,340 dwt ConRo ships for the Grimaldi Group of Naples; they all feature MacGregor RoRo access and cargo handling systems


Today’s maritime operators are required to meet the highest safety, efficiency and quality standards,

and there is no marine market more closely regulated than the passenger ship sector. Continuing economic uncertainty and rising fuel prices are driving efficiency advances as operators strive to maximise the return on their investments.

Optimising tonnageAn ideal way to achieve maximum productivity is to tailor a vessel for its route. It is this approach that has seen MacGregor conversion expertise employed on a vari-ety of new projects. One operator keen to benefit from optimising its vessels is the Finnish company, Eckerö Line, which runs Baltic Sea ferry services between Helsinki in Finland and Tallinn in Estonia. Eckerö Line is 100 percent-owned by Rederiaktiebolaget Eckerö and has a keen focus on both passen-ger and cargo traffic.

“We work closely with customers dur-ing all stages of a project to find the best technical and cost-efficient solutions to suit each individual vessel, both on board and at the port interface,” says Stefan Wide, Director of RoRo Conversion and Port Solutions at MacGregor. “It shows that our customers appreciate our ability to provide solutions for their vessels not only at the newbuilding stage, but also when the ves-sels are in operation.”

The tourism industry continues to develop in the Baltic Sea region and covers diverse market segments such as coastal, city, nature and cruise tourism. This diver-sity maintains the region’s tourist industry and Eckerö Line is one of several ferry operators serving it.

“The Helsinki to Tallinn route is very busy,” says Mr Wide. “Therefore, it’s not surprising that this operator is looking to maximise its operational efficiency. Our contract with the opera-tor calls for a harmonised system, both on board and onshore, for its 36,093gt ferry Finlandia. We have a very strict timeline for deliv-ery, which is planned for when the vessel is scheduled in dry dock in the first half of January 2015.”

The modifications on board the 1,880-passenger/1,950 lane-metre vessel include the installation of a side ramp for cars on deck 4, as well as the installation of a car shore ramp on the quay in Tallinn in January 2015.

“By opening up the vessel and allowing direct access from the shore to deck 4, the vessel’s loading and unloading efficiency will be increased, significantly improving the turnaround times in port; an essential con-sideration for this very busy route,” he adds.

Efficiency built inAlthough optimising a vessel for a route can be done retrospectively as charters change, operational efficiency should also be an essential part of any newbuild specification.

Recent RoRo newbuild orders include the supply of MacGregor RoRo access and cargo handling systems for a series of six 31,340 dwt ConRo ships for the Grimaldi Group of Naples.

The first vessel, Grande Lagos, has been delivered and Grande Tema is planned to be delivered in October this year from Hyundai Mipo Dockyard (HMD) in South Korea. Sisterships Grande Cotonou, Grande Abidjan, Grande Dakar and Grande Luanda are scheduled for delivery during 2015.

The 236m-long ConRos have a 47 per-cent increase in loading capacity, compared to other similarly-classed Grande Marocco vessels previously built by the Grimaldi Group in Korea. In terms of rolling cargo,

they can accommodate cars, vans, trucks, and earth-moving equipment, for example, over 5,700 linear metres. The vessels can also carry break bulk and have a 1,800 TEU-container capacity. They will offer Grimaldi’s Grande-class customers good cargo-carrying flexibility and enhanced liner services.

All six vessels will be equipped with a quarter ramp/door, ramp-way doors, pilot, bunker and divi-sion doors, more than 13,000m2 of hoistable car decks, and movable and hoistable internal ramps.

Ship-to-shoreMacGregor’s RoRo access equipment exper-tise is sought by the giants of the sector, such as Grimaldi, through to the smallest inter-island service providers. “MacGregor has many years experience of delivering floating water taxi terminals that remain serviceable in all tidal conditions,” says Clas Hedelin, MacGregor Port Solutions. “They ensure stepless, safe access for all passen-gers, which is key for operators that offer passenger ferry services to a broad cross-section of the public.”

The vessel’s loading and unloading efficiency has been increased, which significantly improves the turn-around times in port; an essential consideration for this very busy route”Stefan Wide


In April this year MacGregor delivered a water taxi terminal to Fiskebäckskil, located on the west coast of Sweden and in August another water taxi terminal was contracted for the Island of Grötö in the northern Gothenburg archipelago in Sweden. “Apart from its ordinary use as a terminal for the coastal passenger shuttle, a secondary feature is built into its terminal that allows it to receive a double-ended car ferry. This vessel serves the terminal once a week, transporting sanitary vehicles and other supply trucks to the island, which is normally free from any vehicular traffic.”

Multi-sector skillsMacGregor’s ability to draw upon cross-sector disciplines means that its solutions are not only sought in the merchant sector, but also in the offshore and naval markets.

For example, two offshore well-interven-tion vessels, also under construction at FSG, will feature equipment ranging from flush modular ‘plug and play’ deck hatches to heavy-duty remotely operated vehicle (ROV) hangar doors.

FSG – recently acquired by Siem Industries – is building the158m vessels for leading Norwegian offshore vessel operator, Siem Offshore. The scope of MacGregor’s contract includes the design, delivery of hardware and installation as well as com-missioning which will be carried out at the Flensburg Yard during 2015 and 2016. “MacGregor has a strong position in the market, offering a broad spectrum of access equipment to the shipyards building these types of ships,” says Mr Wide.

MacGregor has worked closely with Siem Offshore on a number of different

projects, most recently delivering an award winning three-axis motion compensated crane to its new 74m infield support vessel Siem Moxie.

Another example of this multi- sector capability is a contract that will see MacGregor supply RoRo cargo access equipment for a 180m logistics and sup-port vessel (LSV) under construction at Daewoo Shipbuilding and Marine Engineering (DSME) in South Korea for the Royal Norwegian Navy’s Norwegian Defence Logistics Organisation (NDLO). The vessel is scheduled for delivery in 2016.

MacGregor’s scope of supply includes a side ramp/door, a hoistable inner ramp, two lifting platforms for cargo (forward and aft) and trunk doors. It will also include installation assistance.

MacGregor’s floating water taxi terminals ensure stepless, safe access for all passengers


First electric heavy-lift cranes head for deliverySpecialist operator, Nordana, has opted for the benefits that MacGregor’s heavy-lift electric cranes will offer its new multipurpose vessels

At the end of 2013 MacGregor signed a contract with Danish operator Nordana for eight 250-tonne heavy-lift elec-

tric cranes. They will be the first vari-able frequency drive (VFD) fully electric heavy-lift cranes delivered by MacGregor. In addition to the GLHE cranes, Nordana, which is part of the Dannebrog Group, has also specified eight MacGregor elec-tro-hydraulic GL 60-tonne SWL cranes for a further four vessels.

The cranes will be installed in pairs on a series of eight 12,000 dwt multi-purpose vessels, the first to be delivered are Silkeborg and Skjoldborg. The 138m vessels are being built at Taizhou Sanfu Shipbuilding in China, with deliveries planned to start in 2015. The first crane is nearing completion and it will be handed over to the yard by the end of 2014; the second will follow in 2015.

“We have ordered new tonnage because we can see that now is a good

time to buy,” says Erling Moesby, Sales and Purchasing, New Buildings, Project Development, Nordana. “It is an old fash-ioned strategy – buy low, sell high – but it works.

“Our new ships will operate on a genuinely worldwide basis. We have good project cargo contracts in place in the Far East for Europe and the US, so we will bring the ships across the Pacific Ocean or the Indian Ocean and then run them between all of these areas,” he explains.


Four 12,000 dwt multipurpose vessels for Nordana will feature MacGregor’s first 250-tonne SWL electric heavy-lift cranes

“Nordana is recognised as a specialist operator with a fleet of vessels able to carry a wide variety of cargoes,” says Svante Lundberg, Sales Manager, MacGregor cargo cranes. “Our heavy lift cranes will add to this capability, along with its desire to have a more environmentally-friendly, efficient fleet.”

“We opted for MacGregor’s new electric heavy-lift cranes for the first four multi-purpose vessels because we are convinced of the virtues of the fully electric crane for them and the wider package of features available,” notes Mr Moesby. “There are three or four main suppliers for electro-hydraulic cranes as we see it, but we are convinced that MacGregor offers the best possibilities for the electric crane. For our other vessels we opted for smaller more traditional electro-hydraulic versions with MacGregor’s cargo handling device, Active Rotation Control, and again we are con-vinced that they offer the best package for these ships.”

More efficient lifts“We are expecting good things from the cranes,” continues Mr Moesby, “We are con-vinced that the total package they offer will work well for us. We know they are making a good impression on the market, as we took references from other operators using electric cranes.

Mr Lundberg says that Nordana will benefit from the operational and envi-ronmental advantages of VFD cranes. “Most importantly, they deliver enhanced efficiency, mainly attributable to faster and more accurate load positioning which reduces the time spent in port, along with a 30 to 35 percent reduction in power

consumption compared to electro-hydrau-lic cranes. They also eliminate the need for hydraulic oil.”

Mr Moesby says that multipurpose ships take a long time to load and discharge in port. “If it costs an operator $10,000 a day to use the vessel, then every hour less in port is money saved.

“Efficiency and environmental issues are extremely important aspects of our decision making and our daily operations. This applies to every piece of equipment that we bring on board. Any efficiency savings are not just good for the envi-ronment; they also save us fuel, which saves us money. This is important in today’s market. It also means that the second-hand tonnage value is higher.

“A good service network is also extremely important to us. We operate worldwide so we need to deal with partners that also operate on a worldwide service.”

Improved port turnaround times In addition to the cranes, MacGregor will deliver a package of extra features that will enhance the safety and load-handling effi-ciency of the cranes. This package includes ‘Auto Team’, the anti-collision software, ‘Clearkeeper’, the cargo handling aid, ARC, and a power limitation system.

‘Auto Team’ and ‘Clearkeeper’ functions are relatively new advances to MacGregor’s market-leading CC3000 control system, which is fitted to its range of deck 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 by employing a ‘safety box’ around the crane and its jib.

ARC is designed to assist crane opera-tors when positioning cargo. It allows 20 to 30 percent quicker cargo positioning, as well as improving safety standards.

“The better our crane control sys-tems are, the greater the productivity of the crane,” says Mr Lundberg. “If we can

deliver faster, safer and more accurate cargo han-dling capabilities, our cus-tomers will benefit from improved port turnaround times. In some cases, they can perform more com-plex lifts than previously possible. For example, big and bulky project cargo

will be loaded and discharged much faster having these features installed.

The Nordana vessels will also feature power limitation systems with dynamic values. “The main purpose of the power limitation system is to enable better control of power distribution,” says Mr Lundberg. “Electric cranes have the added advantage that power, generated from actually using the cranes, can be fed back into the system. The power limitation system not only restricts the total power consumed, it also limits the total regener-ated power from the deck cranes to the ship to avoid problems with the ship’s power system.”

“We are very much looking forward to seeing how the new cranes perform and to see that they fulfil our expectations,” con-cludes Mr Moesby.

We are convinced that MacGregor offers the best possibilities for the electric crane”Erling Moesby


Contacts

MacGregor GroupTel: +358-20-777 [email protected]

MERCHANT SHIPSHatlapa productsHatlapa Uetersener MaschinenfabrikGmbH & Co. KG Tornescher Weg 5-725436 Uetersen, GermanyTel: +49-4122-7110• +49-172-981 [email protected] SystemsMacGregor Sweden ABPO Box 4113SE-400 40 Gothenburg,(Fiskhamnsgatan 2,SE-414 58Gothenburg), SwedenTel: +46-31-850 [email protected]@macgregor.comCargo and Material Handling SystemsMacGregor Sweden ABSjögatan 4 GSE-891 85 Örnsköldsvik,SwedenTel: +46-660-294 [email protected] SelfunloadersMacGregor Sweden ABPO Box 914Gesällgatan 7SE-745 25 Enköping,SwedenTel: +46-171-232 [email protected] Stowage & Securing SystemsMacGregor Finland OyHallimestarinkatu 6FI-20780 Kaarina, FinlandTel: +358-20-777 [email protected] SystemsMacGregor Germany GmbHReichsbahnstrasse 72DE-22525 HamburgGermanyTel: +49-40-25 444 [email protected] Pte LtdNo 15 Tukang Innovation Drive,Singapore 618299Tel: +65-6597 [email protected]

OFFSHOREOffshore Load HandlingMacGregor Norway ASAndøyfaret 15,N-4623 KristiansandNorwayTel: +47-91-686 [email protected] Mooring and Loading MacGregor Pusnes AS368 SkilsøveienPusnes, 4818 Faervik, NorwayTel. + 47-370-873 [email protected] productsTriplex ASHenda, 6530 Averøy, NorwayTel. +47-71-513 [email protected]

WinchesMacGregor Pte Ltd 15 Tukang Innovation Drive,Singapore 618299Tel: +65-6597 [email protected]

GLOBAL LIFECYCLE SUPPORT

AUSTRALIAMelbourne Office: Tel. +61–3–9437 1286• +61-417-113 [email protected] Office:Tel. +61-2-4647 4149• +61-408-494 [email protected]

BELGIUMAntwerpen Office:Tel: +32-3-546 4640• +32-3-546 [email protected] Office:Tel: +32-476-813 [email protected]

BRAZILRio de Janeiro Office:Tel: [email protected]

CHILETalcahuano Office:Tel: +56-41-242 [email protected]

CHINAHong Kong Office:Tel: +852-2394 1008• +852-9097 [email protected] Office:Tel: +86-25-8672 [email protected] Office:Tel: +86-21-2606 3000Hatch covers, RoRo, winches:• +86-1380-1660 [email protected]:• +86-1380-1950 [email protected] Office (Hatlapa):Tel: +86-2162-3296 71 / 6232 [email protected] Office (Pusnes):Tel: +86-21-2606 [email protected]

CROATIARijeka Office:Tel: +385-51-289 717• +385-98-440 260DL_MCG_HRV_RIJEKA_ [email protected] Office:Tel: +385-1-383 7711

CYPRUSLimassol Office:Tel: +357-25-763 670• +357-97-888 [email protected] Office (Hatlapa):Tel: +357-25-889 [email protected]

DENMARKCopenhagen Office:• +45-44-538 484

[email protected] Office: Tel: +45-44-538 484 • +45-44-538 [email protected]

ESTONIATallinn Office:Tel: +372-6-102 200• +372-53-018 [email protected]

FINLANDTurku Office:Tel: +358-20-777 4500• +358-400-824 [email protected]

FRANCELe Havre Office:Tel: +33-235-247 299• +33-6-8527 [email protected] Office:Tel: +33-491-095 252• +33-6-8527 [email protected]

GERMANYBremerhaven Office:Tel: +49-471-78 041• +49-471-78 [email protected] Office:Tel: +49-40-254 440• +49-40-2544 [email protected] and Uetersen Offices:Tel: +49-4122 7110• +49-172-9813 [email protected]

GREECEPiraeus Office:Tel: +30-210-4283 838• +30-6974-300 [email protected]

INDIAMumbai Office:Tel: +91-22-6773 6666• +91-998-7034 [email protected]

INDONESIABatam Office:Tel: +62-778-7372 207• +62-778-7372 [email protected]

ITALYGenoa Office:Tel: +39-010-254 631• +39-335-1394 [email protected]

JAPANKobe Office:Tel: +81-78-846 3220• +81-90-4387 [email protected] Office:Tel: +81-3-5403 1966• +81-90-2640 [email protected]

KOREABusan Office:Tel: +82-51-7040 844• +82-51-7040 [email protected]

Busan Office (Hatlapa):Tel: +82-51-972 [email protected] Office (Pusnes):Tel: +82-51-7206 [email protected]

LITHUANIAKlaipeda Office:Tel: +370-46-469 855• +370-698-58 [email protected]

MALAYSIAKemaman Office:Tel: +60-985-92 129Kuala Lumpur Office:Tel: +60-377-828 136• +60-19-2615 [email protected] Office:Tel: +60-854-28 136

MEXICOCampeche Office:Tel: +52-1-938-286-1528• [email protected]

THE NETHERLANDSRotterdam Office:Tel: +31-10-2832 121• +31-10-2832 [email protected]

NORWAYArendal Office: Tel: +47-370-873 [email protected] Office:Tel: +47-56-313 300• +47-56-313 300Offshore: [email protected] ships: [email protected] Office:Tel: +47-91-686 [email protected] Office:Tel: +47-56-313 300• + 47-56-313 300Offshore: [email protected] ships: service.mss.nor @macgregor.com

POLANDGdynia Office:Tel: +48-58-7855 110• +48-602-725 [email protected]

QATARDoha Office:Tel: +974-4460 7310• +974-5507 [email protected]

SINGAPORESingapore Office:Tel: +65-6597 3888Merchant ships:• +65-6261 [email protected]:• +65-6861 3922 [email protected] Office (Hatlapa):Tel: +65-6562 [email protected] Office (Pusnes):Tel: +65-9231 [email protected]

SWEDENEnköping Office:Tel: +46-171-232 00Gothenburg Office:Tel: +46-31-850 700• +46-31-850 [email protected] Örnsköldsvik Office:Tel: +46-660-294 000

TAIWANContact through Hong Kong Office:Tel: +852-2394 1008• +852-9097 3165

UNITED ARAB EMIRATESAbu Dhabi Office:Tel: +971-2-554 1690• +971-50-4510 [email protected] Office:Tel: +971-4-4562 863• +971-50-6510 [email protected] Office:Tel: +971-9-2775 [email protected]

UNITED KINGDOMAberdeen Office:Tel: +44-1224-347 050• +44-7921-473 [email protected] Office:Tel: +44 1202 636080• +44-7557-001 [email protected] Office:Tel: +44-191-2952 180• +44-7768-334 [email protected] Office:Tel: +44-2392-210 703• +44-7768-334 [email protected]

UNITED STATESFort Lauderdale Office:Tel: +1-954-600-4199• [email protected] Office:Tel: +1-713-574-6340• [email protected] Office (Hatlapa):Tel: [email protected] Office (Pusnes):Tel: +1-832-6300 [email protected] Office:Tel: +1-904-821-0340• [email protected] Orleans Office:Tel: +1-985-892-9833• [email protected] York Office:Tel: +1-914-305-9090• [email protected] Office:Tel: +1-757-558-4580• [email protected]

Note • = 24-hour service numbersm

acgre

gor@

mac

gre

gor.co

m


MacGregor is constantly developing its organisation to make full use of the company-wide knowledge that is available for your benefit worldwide.

Today it is made even more powerful by a stronger team with a wider combinationof technologies, and a unique selection of products, brands and services. MacGregor solutions now also include products from our Hatlapa, Porsgrunn, Pusnes and Triplex brands.

Benefit from our stronger team

www.macgregor.com

MacGregorNews169 autumn2014 en

Documents

Transcript of MacGregorNews169 autumn2014 en