macgregor-news 163

614 18 22

Complete cargosolutions forevery ship type

MacGregor

newsCUSTOMER MAGAZINE ISSUE 163 AUTUMN 2011

North Sea Giant features a 400- tonne MacGregor offshore crane

New lashing bridge can bepart of complete package

Modernisation makes themost of proven technology

Contents4 News

merchant shipping6 Electric drives make car carriers

cleaner and more efcient

10 Lightweight car decks improve environmental credentials

12 Long RoRo series from Korea highlight Cargotec status

13 MacRack for bulk carriers: from concept to construction

14 New lashing bridge lightens the load

15 Sungdong orders more combined equipment packages for container ships

16 Cranes and covers serve a series of pulp carriers

sustainability18 Environmentally friendly operations that

improve commercial performance

customer service20 Small pads play big

part in structural performance

21 Expansion supports locally based global service

34 MOC service appeals to more and more operators

offshore22 Equipping the Giant for colossal tasks

26 Properly handled equipment is safer and more efcient

28 Offshore expertise employed in alternative energy sector

30 Upgrades maintain performance at a peak

31 Specialised services call for custom-made solutions

32 AHTS vessels can handle different chain sizes in safety at sea

33 Deepwater seabed seismic system quickly gets to the bottom of things

35 Contacts 22

6 10

32

MacGregor News is Cargotecs customer magazine with distribution of approximately 15,000 copies. Publisher: Cargotec Corporation, Srnisten rantatie 23, FI-00501 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/zeeland Printed by Punamusta, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.

26

Properly trained personnel improve

safety and efciency

Optimised cargo handling maximises productivity

Cargotec improves the efficiency of cargo ows on land and at sea wherever cargo is on the move. Cargotecs daughter brands, Hiab, Kalmar and MacGregor, are recognised leaders in cargo and load-handling solutions around the world. Cargotecs global network is positioned close to customers and offers extensive services that ensure the continuous, reliable and sustainable performance of equipment. The company employs approximately 11,000 people.www.cargotec.com

About Cargotec

MacGregor is the global market-leading brand in marine cargo handling and offshore load-handling solutions. Customer-driven MacGregor engineering and service solutions for the maritime transportation industry and the offshore load-handling and naval logistics markets are used on board merchant ships, offshore support vessels, and in ports and terminals. www.macgregor-group.com

Sales by geographical segment 1-9/2011, %

EMEA 41% (41%)Americas 20% (18%)

APAC 40% (41%)

Every ship from a bulker to an offshore support vessel has its own optimum cargo or load handling solution. The design differences between these ship types call for particu-lar expertise in understanding a customers business processes, the specic ship types it operates, and the engineering solutions that perform cargo or load handling duties.

At its best, an optimised cargo handling solution means that money invested can be recouped in a single round-trip. Multiply that amount by the number of trips in a ships lifetime, and it is immediately apparent that getting the cargo solution right is crucial to protability.

By working closely with our customers and knowing the cargo proles planned for a vessel right at the beginning of a newbuilding project, we can combine this knowledge with our expertise, and can guarantee to deliver the most efficient cargo handling solu-tion possible for a specic ship type which is not the same as simply choosing one or two of our products and adapting a generic solution.

Our global sales teams, both for merchant ships and offshore vessels, are close to our customers wherever they are. As an organisation, we continue to strengthen these teams and broaden our in-depth ship-type knowledge. Customers benet from this concep-tual ship type approach by getting an optimised cargo handling solution from a supplier who has an overall understanding of specic ship types and their cargo and load handling needs.

Each complete solution is built on excellent products combined in an optimum way. When you add service to this picture, we can really speak about optimising ship lifetimes.

Olli IsotaloExecutive Vice President, Marine

Sales by reporting segment 1-9/2011, %

Industrial& Terminal 60% (58%) Equipment 70% (65%) Services 30% (35%)

Marine 40% (42%) Equipment 86% (84%) Services 14% (16%)

Key gures, MEUR Q1Q3/11 Q1-Q3/10 Change 2010Orders received 2,391 2,013 19% 2,729Order book, end of period 2,349 2,395 -2% 2,356

Sales 2,310 1,828 26% 2,575

Operating prot 159.1 92.9 71% 131.4Operating prot margin, % 6.9 5.1 5.1Net income for the period 114.5 54.2 78.0Cash ow from operations 78.0 193.4 292.9Earnings per share, EUR 1.86 0.82 1.21Net debt, end of period 362 264 171Personnel, end of period 10,613 9,588 9,673

4 MACGREGOR NEWS | ISSUE 163

Cargotec has a new automated lashing mock-up test bench available at its Turku office in Finland. The mock-up device tests lash-ing arrangments using a remote control panel. Adjusting different lashing positions is fast and precise and it is possible to carry out 20 to 30 tests in one working day, says Arto Toivonen, Naval Architect, Dry Cargo. Raised efficiency in testing makes wider test

scopes possible for busy customers. An aver-age test scope for a container carrier is about 35 tests.

Mock-up tests for container securing are designed for checking that the calculated lashing lengths work and make sure that the lashing bridge structures and the loose lash-ings, such as turnbuckles and lashing rods, do not collide with each other.

Cargotec has received two orders for MacGregor cargo handling cranes which between them total 184 units. The rst is an order to supply 104 MacGregor GLB cranes for 26 bulk carriers under construction at a Chinese shipyard. The cranes will start to be delivered in 2012, with the majority being handed over in 2013.

In a second contract, Cargotec will deliver 80 MacGregor GL multipurpose cargo cranes, each with an SWL of 45 tonnes, to 20 open hatch bulk carriers that are being built by STX. Ten vessels will be built at STXs Dalian ship-yard in China and the other ten vessels at STX Offshore & Shipbuildings Jinhae shipyard in South Korea (see also page 16).

New test bench speeds up container securing trials

184 cargo cranes ordered for two bulker series

Cargotec appoints vice president for load-handling business

Cargotec has appointed Tom Svennevig as Vice President for Advanced Load Handling. He is experienced in the offshore industry and is based in Kristiansand, Norway, where he also assumes the role of managing director of Cargotec Norway AS.

We have a professional and experienced team in our competence centre for advanced load handling solutions in Kristiansand and offer their services to our customers globally, says Olli Isotalo, Executive Vice President, Cargotec Marine. Appointing Tom Svennevig further strengthens our organisation in Norway. Earlier this year, Ilpo Heikkil was appointed as the Vice President for Cargotecs winch business line, and he is based in Singapore.

News around the world

5ISSUE 163 | MACGREGOR NEWS

Cargotec has won a contract from joint stock company Vinh Nam (VAM JSC)/Tecmach to supply mooring equipment for Vietsovpetros 110m-long by 30.5m-breadth pipelaying crane barge, Con Son. The 1969-built vessel is cur-rently undergoing a conversion at Dung Quat Shipbuilding Industry Co Ltd.

As part of the conversion project, Cargotec

will supply eight mooring winches complete with local and remote controls, tension and length-monitoring systems, hydraulic power packs, sheaves, and fairleads. The mooring equipment is scheduled for delivery at the beginning of 2012 and will be manufactured at Cargotecs facility for offshore load handl-ing in Singapore.

Further strengthening its reputation for spe-cialist RoRo access expertise, Cargotec has recently won RoRo access and transfer sys-tem contracts for seven deepsea ships.

One of the contracts is for a two-shipset repeat order, which builds on a four-ship equipment agreement that Cargotec won in June this year from Hyundai Mipo Dockyard in South Korea. Cargotec will now deliver 1,600 tonnes/ship of MacGregor RoRo equip-ment to six deepsea ConRo vessels.

The second contract is for a 26,600 dwt deepsea ConRo, Marjorie C, which is being built for Pasha Hawaii by VT Halter Marine in Mississipi, USA, and is scheduled to enter

service at the end of 2013. Cargotec will sup-ply around 150 tonnes of equipment, which includes a stern ramp for loads of up to 350 tonnes, and four bulkhead doors above xed ramps.

Both of these contracts are for vessels that will carry general and project cargo, as well as various types of RoRo cargo, and this calls for specialist knowledge, says Magnus Sjberg, Sales Director for RoRo Ships at Cargotec. Because of our in-depth under-standing of RoRo access and cargo handling systems, we are able to deliver the most ex-ible and efficient designs possible.

Mooring equipment order opens up Vietnamese offshore market

Deepsea ConRo designs enhanced by efcient access and transfer systems

Tell us what you think of our magazines!For a chance to win an iPad2, why notparticipate in Cargotecs readership survey?We want to hear what you think aboutCargotecs customer magazines. Please goto www.cargotec.com/survey-en and give usyour feedback it will only take a moment.

Cargotec wins Mitsubishis best supplier awardMitsubishi Heavy Industries Shimonoseki shipyard in Japan has given Cargotecs off-shore business and local Japanese team its Best Supplier award 2010 award. In part, this is in recognition of the companys drive to understand future customer needs by pro-viding an extensive geographical presence and close collaboration with customers.

This award is a great acknowledgement from an important customer in the Asian market, says Edvin TunheimTnnessen, Cargotec Contract Manager for Advanced Load Handling. We were granted this award for delivery of a number of offshore load handl ing systems to the new marine resource research vessel Hakurei. We have the capab-ility to deliver integrated solutions that met specic operational requirements of our customer. Being recognised as best supplier affirms the solid reputation of the MacGregor brand within the offshore industry.

Hakurei is scheduled for delivery to the Japan Oil, Gas & Metals National Corporation (JOGMEC) at the end of January 2012. It will be the rst research ship in Japan equipped with two types of large-scale drilling system. Our contract with the owner called for an extensive engineering package and customised solutions for special operations, explains Mr Tnnessen. These included some of the major MacGregor pro-ducts for ultra deepwater operations and deck handling machinery.

What do you think of our magazines!

100,000 m2Altogether Cargotec has had contracts for over 100,000 m2 of electrically-operated MacGregor car decks and internal hoistable ramps and covers


MERCHANT SHIPPING

Electrical equipment makes car carriers

cleaner and more efcient $QHZJHQHUDWLRQRIHFRIULHQGO\HIFLHQW3&7&VHQWHULQJVHUYLFHDUHWKHZRUOGVUVWFDUFDUULHUVWRKDYHDOORIWKHLU5R5RHTXLSPHQWHOHFWULFDOO\GULYHQ

Most of the worlds pure car carrying (PCC), pure car/truck carrying (PCTC) and deepsea RoRo eets feature MacGregor RoRo access equipment. This is, in part, due to Cargotecs ability to look at each customers specic needs and design cargo ow and stowage arrangements to meet these, while at the same time building in operational exibility.

In recent years two factors in particular have dominated this sector: the global requirement for greater environmental consideration, and the mainstream expectation for higher efficiencies. The electric drive benets both.

Originally born from a combined wish for cleaner and more environmentally-friendly car carrying, the Japanese PCC and PCTC industry has been instru-mental in driving the demand for, and adopting, this technology. As a result, the rst PCCs and PCTCs designed with all electrically-driven RoRo access equipment are now entering service.

Making its debut for Mitsui O.S.K. Lines Ltd (MOL), is a 4,000-unit PCTC, Iris Ace, which has an electrically-driven stern quarter ramp/door, side ramps and two movable ramps. The vessel was deliv-ered from Japanese shipbuilder, Shin Kurushima Toyohashi Shipbuilding Co Ltd earlier this year and was followed into operation by a pair of 6,400-unit PCCs, Cattleya Ace and Carnation Ace, from the same builder. Each of these two ships features

an electrically-driven stern quarter ramp/door, a centre ramp/door and six movable ramps. All equip-ment is operated by electric winches and actuators, eliminating the use of hydraulic oil in the operating system.

Cargotec has a growing electric-drive RoRo reference portfolio. The rst ships with electrically-driven MacGregor RoRo equipment were delivered in 2006 although this equipment was limited to internal systems. In 2009, four 2,000-unit PCTCs for PD Gram & Co AS, delivered from Kyokuyo Shipyard in Japan. Viking Odessa, Hegh Caribia, City of Oslo and Viking Constanza, all feature a comprehensive outt of internal MacGregor cargo access equipment including: ten hoistable car deck panels, one access ramp, four movable ramps and two ramp covers on each ship.

Also, last year Cargotec and the Shin-Kurushima Dockyard group signed further agreements for four PCCs to be tted with fully electrically-driven RoRo access equipment. This means that ve car carriers and two RoRos now have all of their RoRo equip-ment electrically-driven, says Magnus Sjberg, Sales Director for RoRo ships at Cargotec.

Two of the new equipment orders are for 6,400-unit PCCs being built at Shin Kurushima Toyohashi Shipbuilding Co Ltd. Each PCC will feature an elec-trically-driven MacGregor stern quarter ramp, side

ISSUE 163 | MACGREGOR NEWS 7

MACGREGOR NEWS | ISSUE 1638

ramp and six movable ramps and will enter service for two different domestic Japanese owners, Mizuko and Hakuyo.

Shin-Kurushima, MOL and Cargotec are all committed to clean seas, he notes. The cooperation between the companies has resulted in these exceptionally efficient , environmentally-friendly vessels. Our collaboration was an essential part of this technologys development; and we are seeing a steadily growing demand for it.

Like Cargotec and Shin-Kurushima, MOL is no stranger to environmental initiatives. Since 2003 its car carrier operation has focused on: protecting the environment, by improving fuel efficiency and reducing exhaust emissions of their ships, says the

company. In the same year it launched the 6,400-unit Courageous Ace, which intro-duced a new eet standard in energy-saving features. The company cites, for example: an aerodynamically rounded hull, which is bevelled along the bow line to reduce wind resistance; an insulated coating on the decks to reduce heat-loss and increase air- conditioning efficiency; and double-hulled fuel tanks, which are designed to reduce the risk of oil leaks. In 2005 and 2008, MOL also launched the 6,400-unit vessels Euphony Ace and Swift Ace, which each feature solar power generation panels on deck.

On average, electric drives consume less energy than their hydraulic equivalents, therefore, their introduction into MOLs

recent newbuilds was a natural progression in the companys environmental initiatives, says Mr Sjberg.

When you replace hydraulically-powered deck machinery with electric versions, one of the greatest environmental benets that you gain is the elimination of potential hydraulic oil leaks. These cause pollution and can also damage cargo. It was the high incidence of cargo damage that was a primary concern for car manufacturers, who ultimately put pres-sure on shipowners to come up with a solu-tion to the problem.

However, there are also other good com-mercial reasons for shipowners to switch and they also provide further environmental benets:

NB No No of ships type owner electric-drive RoRo equipment

Shin-Kurushima Toyohashi Cattleya Ace, Carnation Ace

Morning Claire, 3652

4 6,400 unit PCCs

two for MOL, one for Mizuko, one for Hakuyo Shipping

stern quarter ramp/door, side ramp and six movable ramps

Shin Kurushima Dockyard 56775678

2 11,400 dwt RoRos

Japanese owners

stern quarter ramp/door, movable ramp

Shin-Kurushima Dockyard Iris Ace 1 4,000-unitPCC

MOL stern quarter ramp/door, side ramp and two movable ramps

Kyokuyo Shipyard Viking Odessa,Hegh Caribia, City of Oslo,

Viking Constanza

4 2,000-unit PCCs

PD Gram & Co 10 hoistable car deck panels, one access ramp, four movable

ramps and two ramp covers

Jinling Shipyard Finnbreeze, FinnseaFinnsky, Finnsun

Finntide, Finnwave

6 10,500 dwt RoRos

Finnlines 2 x 2,900m2 car decks 21+20 electric panels

and two access ramps

30%On average, electric drives consume up to 30 per cent less energy than their hydraulic equivalents


Energy is saved because electric drives run only when manoeuvring equipment; power can also be fed back into the system when larger winches, such as those found on RoRo ramps, are in lowering mode. Energy losses are much smaller, because electrically-driven systems are not affected by pressure drops. Electric drives are easy to monitor and service, enabling peak efciency. Time, money and energy are saved while shipbuilding; it is easier to install electrical cable than piping and no pump units are needed. Lower power consumption enables a ship to be designed with reduced power generation needs.

Mr Sjberg concludes that: Electrically-driven MacGregor RoRo cargo access equipment is a result of intensive R&D work, which was initiated in response to customers requests. Our ability to develop equipment that not only meets numerous performance require-ments, but also protects the environment, demonstrates our commitment to operating in a responsible manner and taking environmental considerations into account.

Growth in vehicle trafc

Pure car carrier and pure car/truck carrier evolution is a classic example of ship design adapting to a specialised and expanding trade. Before the arrival of multi-deck PCCs and PCTCs with their extensive RoRo cargo handling facilities, the modest international shipments of new vehicles were handled by bulk carriers with portable or hinge-away car platforms.

Cars were loaded or discharged by cranes or ship derricks. Earlier, in the 1950s, cars had been mainly shipped on scheduled cargo liners. The seeds of the specialised ship were sown in 1955 when Swedish pioneer in the trade Wallenius Lines introduced the rst two purpose-built car carriers. Designed for service between Europe and the US Great Lakes and to negotiate the locks, these were small by todays standards (2,700 dwt with capacity for 290 cars) and employed LoLo handling.

Increasing trade spawned larger tonnage up to 15,000 dwt during 1959-63; these were combined car/bulk cargo ships in which loose car decks were built into the cargo areas. In 1973-74, Wallenius took delivery of two 51,000 dwt pure car/pure bulk vessels, each with capacity for 3,500 cars as well as bulk cargo. The cars were stowed in three separate garages with the bulk cargo space arranged between them.

But the sheer volume of car shipments worldwide and the anticipated further expansion of the market, particularly stimulated by the rise in Japanese vehicle exports, dictated the design of large vessels dedicated to the trade. The multi-deck PCC with efcient RoRo loading and discharge arrived in the early 1970s, and the aggregate capacity of that specialist eet increased 10-fold between 1973 and 1983.

Successive designs have seen rising individual capacities from 4,900 car units in the mid-1970s to 8,000-plus car units now and arrangements for handling and stowing a more exible mix of vehicle types: not just cars, but other project cargo, like trains, mining equipment, turbines etc.

MacGregor solutions have made a signicant contribution to stowage efciency, freight exibility and reducing turnaround times in port with advances in design and optimised arrangement of RoRo cargo access and transfer systems for increasingly larger and more versatile multi-purpose carriers. A typical outt is based on a stern quarter ramp/door, midships side ramp/doors and hoistable internal decks.

NB No No of ships type owner electric-drive RoRo equipment

Hyundai Heavy Industries (HHI) TugelaTulane

2 two 8,000- unit LCTCs

Wilhelmsen six movable ramps and one hoistable plywood car deck panel

Daewoo Shipbuilding & Marine Engineering (DSME)

Aida, Otello

Faust, Fidelio, Fedora

Aniara, Oberon, Tijuca, Tirranna, Carmen , Tiger, Figaro,

Titania

2

11

6,700-unit PCTCs

8,000-unitLCTCs

Wallenius four car deck panels, ve to seven internal ramps and one big ap

three hoistable car decks, 7 movable ramps and one big ap

Mitsubishi Shimonoseki

Celestial Wing

Transfuture 8Transfuture 10

1140, 1141

1 4

3,900-unit PCTC

2,000-unit PCTCs

MOL

Toyofuji

six hoistable car deck panels

bulkhead door

Electric winch operated car decks

Lightweight car decks benetthe environment and bottom line

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One example of Cargotecs innovation built on experience is the development of lightweight liftable and hoistable car deck panels, which incorporate plywood in their construction to reduce their weight consid-erably compared with steel equivalents. The technology is available for both newbuild-ings and retrot projects and the panels can accommodate car lashing ttings. Cargotec now also promotes electric-drive versions of these lightweight panels to further enhance efficiency and environmental credentials.

One of the largest European special-ist freight and passenger service shipping

Cargotec supplied and installed about 5,450m2 of lightweight car decks for each of the vessels

MACGREGOR NEWS | ISSUE 16310

R&D has environmental emphasis

companies, Finnlines, has specied the rst example of the electrically-driven genera-tion of this technology onboard its six 10,500 dwt ice-class RoRo newbuildings. The rst two of these ships, Finnbreeze and Finnsea, have been delivered from the Jinling Shipyard in China; the other four are near-ing completion.

The two ships are not only new but highly innovative, Finnlines said. Among their key features are hoistable car decks on two levels that allow us to handle more cars than is normal on ships of this size. The indi-vidual conguration options of the car deck

panels also give us the exibil-ity to adjust to different cargo mixes on different routes. And with the clearance on the main deck rising to 6.3m when the car decks are completely hoisted, we can also accept higher cargo on these new ves-sels.

The car deck panels feature a lightweight open beam con-struction with a plywood top plate to minimise their weight and therefore their impact on ship stability. Total weight,

including ttings, is about 100 tonnes less than equivalent steel car decks that have a total weight of approximately 600 tonnes. The scope of Cargotecs contract runs to the design, fabrication, installation assist-ance and commissioning of about 5,450m2 of lightweight car decks for each of the vessels. It also includes a newly-developed lashing system.

Finnlines is part of the Grimaldi Group and has used Cargotec as a key supplier for many projects. In 2009 it contracted Cargotec to install MacGregor plywood car deck panels on two of its 11,750 dwt vessels, Finnpulp and Finnmill. During an extensive conversion project, the 2002-built RoRo ships were each tted with 3,090m2 of hoistable car decks and a hoistable ramp to increase their freight capacity to 3,276 lane-metres.

Adding car decks and ramps to an

existing vessel can have an adverse impact on stability, so the lightweight MacGregor products were well suited for this conver-sion, said Jonas Nordstrm, Director RoRo conversions. Cargotec introduced the new concept of electrically-driven, light-weight car decks following the success of these rst plywood car deck platforms.The newly-developed lashing prole is also a very special concept. The lashing is not attached to the plywood panel itself, but to the steel secondary stiffners, which also act as support for the plywood panels.

The operator said that: Finnlines is known for its commitment to the environ-ment and this is reected in the design of the newbuildings. Besides the improved cargo-transporting possibilities, the new ships were built with a strong focus on reducing their carbon footprint and minimising the environmental stress per transported cargo unit or tonne.

As the clearance on the main deck rises to 6.3m when the car decks are completely hoisted, Finnlines can accept higher cargo on these new vessels

Hoistable car decks on two levels allow Finnlines to handle more cars than is normal on ships of this size

The individual panel conguration options give Finnlines the exibility to adjust to different cargo mixes on different routes

Cargotec prioritises environmental protection in product development. Its latest patented MacGregor lightweight car deck concept meets this R&D ambition in several ways:

Compared with steel the panels have a lower cost and lower weight with the same durability and lifetime. Lighter decks improve vessel efciency in terms of payload and exibility of operations. Lighter decks and ships allow increased speed or reduced fuel consumption. Stability benets are gained by reducing weight high up in the vessels structure.

The panels feature a lightweight open beam construction with a plywood top plate to minimise their weight and therefore their impact on ship stability

Finnbreeze and Finnsea (pictured) have been delivered from Jinling and feature the rst examples of electrically-driven lightweight MacGregor car deck panels



MERCHANT SHIPPING

Hyundai Mipo Dockyard has delivered six out of a series of ten 10,800 dwt RoRos for Grimaldi; all feature MacGregor RoRo cargo access equipment

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Fifty years of development have seen the world RoRo eet proliferate from small converted vessels to embrace all sizes of freight carriers and vehicle/passenger fer-ries on shortsea services, and multipurpose container ships and pure car/truck carriers (PCTCs) on global routes. MacGregor sys-tems were designed for the pioneering USNS Comet in 1958; for the rst deepsea RoRo vessel, Paralla, in the late 1960s; for jumbo RoRo container ships in the early 1980s; for success ive generations of PCCs and PCTCs; and for diverse specialist tonnage.

We continue to supply MacGregor cargo access equipment and advanced lash-ing systems for the majority of the worlds PCC/PCTC and deepsea RoRo eets, says Karl-Axel Persson, Senior Sales/Contract

Manager for RoRo.Key performance factors for car carri-

ers are achieving maximum exibility and maximum cargo space, along with the mini-mum time spent in port. Cargotecs system portfolio has developed over many years from equipping every known type of RoRo vessel; and its expertise supports the ship designer, builder and operator in achieving the optimum commercial and technical cargo handling solution for any RoRo newbuilding or conversion project, whatever the size or intended trade.

The long series of ships equipped with MacGregor cargo access equipment being delivered by South Korean shipyards is a testament to the trust the yards place in Cargotec as a supplier, Mr Persson notes.

Since 2000 we have delivered RoRo equip-ment for approximately 300 deepsea RoRos, PCCs and PCTCs and this makes us the worlds largest supplier of cargo handling systems.

Delivery highlights include: the 7,900-unit large car and truck carrier (LCTC) Tugela, which is the rst of a two-vessel order for Wilh. Wilhelmsen/Wallenius Lines, which was delivered from Hyundai Heavy Industries (HHI), in Ulsan, Korea, in July this year. Tugela features a comprehensive suite of MacGregor RoRo access equipment and is designed to carry cars and high and heavy rolling cargoes on wheels and tracks, typically the kind of very large vehicles employed in construction, mining and agri-culture. The 230m ship will also transport trailers and can handle breakbulk cargoes such as rubber in crates, steel coils and pipes.

Hyundai Mipo Dockyard has delivered six out of a series of ten 10,800 dwt RoRo vessels with MacGregor RoRo cargo access equipment. The vessels, Eurocargo Genova, Eurocargo Malta, Eurocargo Alexandria and Eurocargo Venezia are destined for Italian owner Grimaldi.

The yard has also handed over two RoRo vessels in the same series, Strait of Dover and Strait of Gibraltar, which each have 3,810 lane metres of freight capacity, to Hong Kong- headquartered shipping company, Pacic Basin Shipping. Glovis Passion, the rst of two PCTCs, has been delivered to the Ray Shipping Group of Israel.

At Daewoo Shipbuilding and Marine Engineering (DSME), Jolly Diamante, the rst of four 45,200dwt RoRo vessels equipped with MacGregor RoRo cargo access equipment is nearing completion and is scheduled for delivery to Italian operator Messina Line by the end of November.

It has also delivered the rst three ships from a series of four 7,900-unit large car and truck carriers for Wilh. Wilhelmsen/Wallenius Lines: Carmen (H4457), Tiger (H4458) and Figaro (H4459). These comple-ment the series of similar deliveries from HHI as part of the companies combined newbuilding programme.

Long RoRo series demonstrate Korean shipyards trust0DF*UHJRUDFFHVVDQGWUDQVIHUHTXLSPHQWKDVEHQHWHG5R5RVKLSVVLQFHWKLVW\SHRIYHVVHOUVWDSSHDUHGLQWKHPLGVDQGHTXLSPHQWIRUDURXQGGHHSVHD5R5RV3&&VDQG3&7&VGHOLYHUHGVLQFHVKRZVWKDW&DUJRWHFPDLQWDLQVLWVSRVLWLRQDVZRUOGOHDGHULQUROOLQJFDUJRDFFHVVDQGWUDQVIHU

Development process is continuous

Cargotecs product development does not end when a system or piece of equipment reaches the market: as well as coming up with new solutions the companys R&D strategy addresses the effectiveness of equipment throughout its lifetime. For example, the rst version of Cargotecs gravity-fed belt conveyors for unloading dry bulk cargoes was delivered in 1956, but continual upgrades mean that it is both tried-and-tested while also bene ting from the latest technology (page 18).

Another example is MacRack, a new eco-nomical, competitive and environmentally-friendly electric-drive system that unites the lift and drive operations for side-rolling

hatch covers and so makes separate hatch cover lifters obsolete. Cargotec anticipates that MacRack will become the standard sys-tem for side-rolling hatch covers.

The rst MacRack systems will be installed in May next year at the Zheng He Shipyard, in China, with the rst ves-sel a 47,000 dwt bulk carrier for a Chinese owner scheduled for delivery in July 2012. Hardware will be delivered to the shipyard from the end of this year.

Development work on the electric-drive side-rolling hatch cover started in 2001 in response to the Japanese car industrys ambition to make its supply chain as green as possible. The companys answer to this challenge was to launch the E-Roll side-rolling hatch cover system. E-Rolls com-ponents and control system were essentially developed from scratch because similar systems for the marine and bulk carrier environments did not exist, says Torbjrn Dahl, Senior Naval Architect for bulk ships at Cargotec.

Historically, electric-drive hatch covers have progressed from single-pull covers with the wheels lifted by hydraulic cylinders; piggy back covers, again with the wheels lifted by hydraulic cylinders; and sliding cov-ers for tweendecks. Generally, piston move-ment is not so easy to achieve electrically. For

a long time, wheels have been lifted hydrau-lically even if the drive is electric. We have solved the piston problem with electrically powered screws. The concept can be applied for both a rack-and-pinion drive as well as for a chain drive.

Each E-Roll side-rolling hatch cover comprises two panels which are opened by a geared electric motor connected to a chain drive after being raised (Roll-up-Roll) by electrically powered cylinders. One complete roll up/down and open/close operation is carried out automatically when the operator pushes a single button, and smooth opera-tion is ensured by inverter and programma-ble logic controller (PLC).

MacRack unites the lift and drive oper-ations and so makes separate hatch cover lifters obsolete. This reduces maintenance work for the shipowner, and the shipyards installation work is also simpler because fewer components need to be installed on the coaming.

As with all rst-generation technology, improvements were needed and the develop-ment project focusing on the safety, techn-ical limitations and cost of electric drives resulted in the launch of MacRack, Mr Dahl said. MacRacks development process has now come full circle and we are ready for further deliveries.

0DF5DFNLVDQHOHFWULFGULYHV\VWHPIRUVLGHUROOLQJKDWFKFRYHUVZLWKDKHULWDJHLQ5'ZRUNWKDWEHJDQDOPRVW\HDUVDJRDVWKLVDUWLFOHH[SODLQVIXWXUHLVVXHVRI0DF*UHJRU1HZVZLOOIROORZWKHSURJUHVVRIWKLVH[DPSOHRID&DUJRWHFLQQRYDWLRQDVLWLVFRQVWUXFWHGGHOLYHUHGDQGHQWHUVVHUYLFH


MacRack makes separate hatch cover lifters obsolete


New lashing bridge maximises payload $JRRGH[DPSOHRI&DUJRWHFVVWUXFWXUHGDSSURDFKWRSURGXFWGHYHORSPHQWLVDQHZFRQWDLQHUODVKLQJEULGJHWKDWEHQHWVVKLSGHVLJQHTXLSPHQWLQVWDOODWLRQDQGPDLQWHQDQFHDQGWKHZRUNLQJHQYLURQPHQWCompared with existing container lashing bridges, Cargotecs new MacGregor concept delivers weight savings. This in turn has a knock-on effect on overall vessel design and construction, as the hull naturally requires a reduced supporting structure, said Tommi Keskilohko, Sales Manager for Container ships. Weight reduction has obvious com-mercial advantages.

Structured, long-term development of existing equipment and practices can make a major impact on operating efficiency and safety. Applying this methodical approach to the design, construction and operation of lashing bridges has produced particularly impressive results.

While conventional lashing bridges rely on steel box structures, Cargotecs concept features a lighter design constructed from steel plate and proles, allowing material to be added where it is most needed and reduced where it is not. The result is a structure that is just as strong, but without any unnecessary weight, Mr Keskilohko said.

But that is not the only advantage. Not only does the new concept require signi-cantly less welding during installation than traditional bridges, but llet welding tech-niques replace the more time-consuming bevel welding. Therefore, construction and installation are quicker.

There are maintenance benets too, as the reduced use of box structures means that there are far fewer enclosed surfaces that can be subject to hidden corrosion.

This new type of lashing bridge system is delivered complete, and is already tted with lashing eyes optimised for a particular ship. The modular construction means that the structure can be transported and lifted into place on the vessel in one piece or as several units, depending on the crane capac-ity available at the shipyard.

This concept also provides a safer working environment, Mr Keskilohko

stated. The simpli-ed design reduces human error by providing a more efficient, safer lash-ing system. Lashing rods on the vessel are interchangeable and are stored in a diagonal position. This makes lashing procedures signic-antly safer, because operators do not have to reach for lashings from an awkward

position.Detachable handrails

make for easy mainten-ance and allow access to reefer equipment. In addition to the handrails, elements such as gangways, electrical cabinets and lighting arrangements can be customised to meet an individual customers requirements.

Compliance with the appropriate rules and regulations is an essential aspect of introducing innovative products, and Cargotecs new MacGregor lashing bridge concept meets all the relevant rules and reg-ulations of bodies including the Australian Maritime Safety Authority (AMSA) and the Australian Waterside Workers Federation (AWWF).

As part of nite element analysis (FEM), Cargotec has taken into account all possible loading scenarios for example full load and half load and the resulting lashing bridge deections, Mr Keskilohko continued. We check the effects of vibration separately, based on data supplied by the shipyard. Using lashing forces produced through our analysis, we can optimise the strength of each bridge and therefore produce the best possible design for each project.

The simplied design reduces human error by providing a more efcient, safer lashing system Tommi Keskilohko

We can optimise the strength of each bridge using lashing forces produced through our analysis Tommi Keskilohko

New lashing bridge concept a strong, lightweight combination of steel proles and plates ensuring efcient container securing


MERCHANT SHIPPING

Sungdong series uses new optimised lashing bridge

Eleven 8,800 TEU container ships under construction at Sungdong Shipbuilding and Marine Engineering in South Korea will feature MacGregor hatch covers, xed lashing gear, and new lashing bridges (page 14). Seven of the ships are for Costamare Shipping Co (NB 4010, 4011, 4020 - 4024), and the other four are for Mediterranean Shipping Co (NB 4012 4015).

Cargotec will deliver the complete equip-ment packages between the middle of 2012

and the end of 2013.An important factor in winning this con-

tract was that Cargotec is the only company able to deliver the entire cargo equipment package, said Tommi Keskilohko, Sales Manager for Container ships. Sungdong therefore has just one accountable partner to keep in touch with, allowing it to concen-trate on its core business. Furthermore, with a single source of supply, cargo equipment compatibility and smooth operations are guaranteed.

Complete cargo equipment solutions from Cargotec tailored to the vessels trading and cargo proles ensure optimised arrange-ments for efficient, productive ships.

The newly developed lashing bridge design improves productivity in the manufacturing process and ensures safer, easier lashing operations. Compared with traditional bridges constructed largely of steel box sections, the new design is far less susceptible to corrosion damage in inaccess-ible areas.

This latest order reinforces Cargotecs

relationship with Sungdong. Cargotec and Sungdong share many forward looking values in important areas, including qual-ity, efficiency, sustainability and maximis-ing our customers business potential, Mr Keskilohko said.

Earlier contracts for Sungdong newbuild-ings include MacGregor hatch design, fab-rication and key components for a 22-ship series of bulk carriers in 2008, and one for 10 shipsets of bulker hatch covers in 2009. Five 6,500 TEU container carriers ordered by Danaos in 2007 featured the rst com-bined contracts encompassing MacGregor lift-away hatch covers, lashing bridges, xed ttings and container pedestals.

Sungdong says that it is the rst large-scale shipbuilder in the world to adopt on-land ship construction as its main building method. It can launch ships of up to 220,000 dwt built in this way. In 2008, it delivered a 175,000 dwt bulker, the biggest ship built on land. In 2009 Danaoss 6,500 TEU CMA CGM Moliere was the rst container ship to be built using this method.

An 8,800 TEU series on order at Sungdong follows an earlier 6,500 TEU series from the Korean yard which featured the rst combined contracts for MacGregor lift-away hatch covers, lashing bridges, xed ttings and container pedestals

Danaoss 6,500 TEU CGA CGM Moliere was delivered in 2009/2010, and featured the rst combined contracts for MacGregor lift-away hatch covers, lashing bridges, xed ttings and container pedestals

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Cranes and hatch covers serve STX pulp carrier series

Cargotec will deliver four cargo cranes to each of the 20 open-hatch pulp carriers ordered by STX Pan Ocean, South Koreas largest bulk shipper and an affiliate of the STX Group. A year ago the company signed a USD 5 billion contract to ship the total maritime export volume of Brazils Fibria Celulose, the worlds largest wood pulp maker, for 25 years starting from 2012.

Fibria operates four mills and has an annual production capacity of 5.25 million tonnes of pulp.

Ten of the 57,000 dwt bulkers will be built at the STX Dalian shipyard in China and the other ten at STX Offshore & Shipbuildings Jinhae shipyard in South Korea.

Cargotec will deliver 80 MacGregor GL cranes, each with an SWL of 45 tonnes,

between 2012 and 2013. It is also contracted to supply folding hatch covers (holds 1 and 8) and piggy-back hatch covers (holds 2 to 7) for the 10 ships on order at STX Offshore & Shipbuildings Jinhae shipyard. Cargotec hopes to complete a contract with STX Dalian for the delivery of a further 10 hatch cover sets for the corresponding series of pulp carriers on order at this yard.

MacGregor equipment, comprising hatch covers and 80 multipurpose cargo cranes, will feature on a series of open hatch bulk carriers ordered to full a 25-year contract to export wood pulp from Brazil

Geared for any kind of duty

Cargotecs two-wire MacGregor GL electro-hydraulic deck cranes are specically intended for use on multipurpose vessels and bulk carriers. This is a popular model of crane, explains Svante Lundberg, Sales Manager for general cargo ships at Cargotec. They can be installed on any kind of vessels for any kind of duty.In the multipurpose and bulk carrier sector this model is often installed where a safe working

load higher than 30 tonnes is required. The SWL for the GL-2 is up to 100 tonnes at an outreach of up to 40m. With a grab the SWL is derated in accordance with class rules. GL cranes are self-contained units with all machinery enclosed in the crane housing. This protects them from weather, corrosion and damage. There is a wide range of optional equipment available for them, which can be installed either during construction or as a retrot improvement. GL-cranes: utilise standard modules and components

for ease of maintenance and spare parts support

incorporate a closed loop

hydraulic system for hoisting, lufng and slewing; this ensures minimum power consumption and low heat generation to the hydraulic system

can be operated with full load and maximum speed for the simultaneous operation of all three motions: hoisting, lufng and slewing

have their machinery installed inside the crane housing to provide protection from ice and weather; also allowing the cranes to be serviced at sea

are controlled by the MacGregor CC3000 control system, developed in-house, which also incorporates a self-diagnostic fault-nding package.

Cargotecs MacGregor hatch covers have a strong track record with multipurpose vessels that need to combine folding and piggy-back covers for exible cargo arrangements.

This combination of hatch covers calls for specialist expertise in terms of achieving highly-accurate dimensioning, interface compatibility, operational reliability and safety, as well as weathertightness and cargo safety. The overall cargo handling system design, production methods and production technology have an important role in realising these.

For the STX order, the high-stowing folding hatch covers are operated with external hydraulic cylinders and have a total day-opening area of about 577 m2. The piggy-back hatch covers have a day-opening area of around 3,113 m2, and half of them are lifted by external hydraulic cylinders, with the other half driven beneath the lifted covers by hydraulic chain drives.

Covered: reliability and safety

We have a long history of working with the STX Group and are delighted that the company has specied our GL cranes for this substantial project says Svante Lundberg, Sales Manager for general cargo ships at Cargotec. MacGregor GL electro-hydraulic deck cranes are specic-ally intended for use on multipurpose vessels and bulk carriers. They offer a robust design, and excellent control and operational charac-teristics. The cranes are a crucial element in the operation of STX Pan Oceans new eet of pulp carriers, and offer an efficient and reliable cargo handling solution.

Jussi Koljonen, Sales Manager for general cargo ships at Cargotec, added: This hatch cover order from Korea shows our customers con-dence in MacGregor cargo handling systems. Cargotec has the know-how to design and manu-facture demanding special large hatch covers for these types of ships, where the panel size is about 600m2. Our extensive references and early involvement in the project played an important role and convinced the customer to order the MacGregor solution.

STX Pan Ocean said that the order to build the ships was made possible by a syndicated loan offered by nine banks. The loan of USD 510 million will cover 70 percent of total expenses, which amounts to 16 out of 20 vessels. Funding for the remaining four vessels will be secured gradually, at a later date.

STX Pan Ocean owns 86 ships and has a char-tered eet of 300 more. The company says that it is taking full advantage of its affiliation with STX shipbuilding, engine and other subsidiaries: We are now heading toward being one of the ve major shipping companies of the world.

MacGregor GL cranes can be installed on any kind of vessels for any kind of duty



Gravity-fed MacGregor self-unloading belt conveyors with discharge capacities of up to 6,000t/h are in service on bulk carriers rang-ing from 4,500 dwt to 135,000 dwt. In com-mon with many of its products, Cargotecs gravity-fed unloaders benet from the companys unique combination of experience and innovation. The MacGregor bulk cargo unloading systems performance has been continuously monitored ever since it was

rst introduced over 50 years ago, and new technologies and fresh thinking have enabled renements to improve system elements and therefore the overall cargo handling process.

As part of its continuous investment in research and development, Cargotec has developed a much improved product, based on customer input and solid engineer-ing work, said Tomas Wallin, Technical Director, Cargotec Marine Selfunloaders.

Recent advances include a new full ow cargo gate to increase discharge capacity, and a new totally enclosed boom conveyor to keep the working environment dust-free.

Cargo gates are the rst element of a ships gravity self-unloading system. They allow free owing bulk cargo to drop on to the con-veyor belt running below the cargo holds in a controlled manner, under the inuence of gravity.

Modernisation makes the most of proven technologyThe rst version of Cargotecs gravity-fed belt conveyors for unloading dry bulk cargoes was delivered in 1956, but R&D directed at upgrading existing equipment continues to rene an already efficient system to keep ahead of modern demands

SUSTAINABILITY


Offshore transhipment

Bulk Zambesi is the rst of two newbuilds designed for cargo transhipment operations off Beira in Mozambique. Bulk Zambesi is a 55,000 dwt supramax vessel constructed by Jiangsu Hantong Heavy Industry in China, for owner Coeclerici Logistics SpA in Italy. A sister vessel, Bulk Limpopo, is scheduled for delivery in the beginning of 2012. Both ships are equipped with MacGregor bulk

material handling equipment which will be used to transship coal into larger ocean-going vessels. The equipment comprises a conveyor system, ve hoppers with belt feeders and a 37m-long travelling boom conveyor for loading coal into the hoppers. Coal mined in the mineral-rich Tete province of Mozambique is transported by rail to Beira where the Mozambique government maintains a dredged channel that can accommodate supramax vessels. Bulk Zambesi and Bulk Limpopo will load

coal alongside in Beira and then move out to an anchorage point in deeper water where they will discharge into oceangoing bulk vessels up to large capesize at a maximum rate of 5,500t/h. The systems are tailor-made for the customer to suit the intended operations in Mozambique, said Mats Sjstedt, Cargotecs Sales Manager for Marine Selfunloaders. Our customer wants reliable, well-proven, robust technology designed for the marine environment, and that is why they selected Cargotec for this project.

The fully-enclosed boom features internal walkways for safe access

The MacGregor full ow gate offers the dual benets of increased cargo capacity and increased discharge rates while minimising material ow disruptions. The new gate can handle a variety of cargoes including coal, iron ore, gypsum rock and aggregates.

With its wider gate opening, the full ow gate offers an increased cargo handling capac-ity without compromising on hull space, Mr Wallin said. Its easy to see that the more space is occupied by the gates and convey-ors, the less there is available for the vessels cargo. In fact, thanks to good design and care-ful placing of the gate control machinery, the MacGregor full ow gates actually require much less space than traditional gates and so using them increases the space available for revenue earning cargo. It is a major achieve-ment to rene a product so that it offers signicant benets in two important areas of performance.

In the next stage of the discharge process the bulk cargo is elevated to deck-level and fed on to a boom conveyor for transfer to the receiving facility ashore, or aoat in the case of transhippers. This transfer by boom con-veyor is a process that can result in environ-mental pollution and an unhealthy working environment.

Up till now, boom conveyors have been equipped with covers, water spray nozzles and dust collectors to try to reduce spillage

and keep dust emissions to a minimum, Mr Wallin said. In line with its own environ-mental protection policy, and in close co-operation with relevant authorities, partners and customers, Cargotec has developed the closed boom conveyor to address these prob-lems.

Total enclosure of the conveyor system results in a dust-free operation, delivering truly environmentally friendly operations without the need for any extra installation for overow protection. An important spin-off is that closed booms will have an increased lifespan because their components are so well protected from the elements.

The ingenious design delivers other signicant benets: the support structure has a smooth upper surface that prevents ice formation, while the smooth inner bottom surface allows easy cleaning operations.

There are safety benets too. Access to boom conveyors has not always been particu-larly easy. In the new enclosed boom, walk-ways alongside the belt allow safe and easy access, eliminating the problems of hand ling heavy, unwieldy access cover plates. Service and inspection can be performed by a single operative. There are emergency exits at both ends and safety wires and walkways are located on top of the boom.

The Great Lakes Trio

Cargotecs new MacGregor full ow gates and fully enclosed conveyor booms will be incorporated in gravity self-unloading systems for delivery to Nantong Mingde Heavy Industry Stock Co Ltd in China for three 30,000 dwt bulk carriers on order for two Canadian owners. The ships will trade on the Great Lakes, the worlds largest market area for selfunloaders.Scheduled for delivery between May 2012 and July 2013 the systems will be used to handle a range of cargo including coal, aggregates, iron ore pellets, coarse and ne salt, grain, potash, clinker, ilmenite, bentonite, gypsum and coke. Each systems rated capacity will be 4,360t/h for coal and 5,450t/h for aggregates. Another three vessels are pending notice to proceed.

The new MacGregor full-ow gate increases cargo capacity and discharge rates while minimising material ow disruptions

It is a major achievement to rene a product so that it offers benets in two important areas of performance Tomas Wallin


CUSTOMER SERVICE

Small pads play big partin structural performance

Hatch cover bearing pads transfer the weight of the cover, and any cargo it may be carrying, to the ships hull while allowing for relative movement between the cover and the hatch coaming caused by hull exing in a seaway. They must also maintain the cor-rect compression on the hatch cover seal and avoid wearing damage to the coaming/hatch cover interface.

Bearing pads may be relatively small, but the part they play is big, says Jyrki Menp, Technical Manager, Dry Cargo. As bearing pads transfer weight, lateral forces are generated that are then trans-mitted to the ships coaming and hatch cover structures. These forces are used in fatigue strength analysis at the newbuilding stage, and subsequently, the structures are designed around these calculations.

Over time low-friction bearing pads do get worn, and the amount of wear for an individual pad depends on its location and actual loading therefore they should be

replaced on a progressive basis. If alternative spare components are

used, it is extremely important not only that the dimensions are compatible, but also that their performance fulls the same criteria required of the original component. To obtain the required safety margins and to guarantee a trouble-free operational life-time, the hatch cover system has to be main-tained as instructed, and critical spare part components, such as the hatch cover bearing pads, have to be of original design.

Friction and wear behaviour are the most critical factors, and it is impossible to

judge these without testing them in a real environment. If the friction coefficient of a bearing pad is doubled, for example raised from 0.2 to 0.4 which can easily happen when a low-quality spare component is used the calculated life-span of a steel structure is diminishing by a factor of ten. In other words, the safe operational period of coam-ing and hatch cover structures drops from 20 to two years!

Also, if low-friction bearing pads are replaced with high-friction spare compo-nents, cracks are likely to be generated in the steel structures.

Although there are numerous sliding bearing materials available, only a few are suitable for hatch cover bearing pad use, as most do not meet the criteria dened in the original specication. This is because there can be great variations in sliding and wear properties of different bearing materials and this is applicable to both bronze and plastic composites.

A range of reliable options

Using the wrong material or ignoring the need to replace worn pads, can lead to cracks in hatch covers and coamings after two years of operation

The portfolio of MacGregor bearing pads from Cargotec is comprehensive, ranging from a traditional steel-to-steel type to the most advanced solutions using the latest materials and technology. Cargotec offers tested and proven bearing pad solutions that mean trouble-free operations and safe cargo handling for all types of vessels. Continual investigation over many years has resulted in a range of options, including the Lubripad (bronze/PTFE), the Flexipad (steel/rubber), the Unipad (woven PTFE) and the Polypad (self-lubricating polymer-based).

A low-quality spare can reduce the steel structures

life-span by a factor of ten

When replacing the pads, serious consequences can result if changes are made to the features originally specied for the system


Expansion supports locally based global service

Operating out of service stations stra-tegically positioned around the world, Cargotecs trained specialists are on standby to provide a genuinely rapid, local response when problems arise. Our Marine Service organisation can add value to your enterprise by taking full responsibility for your vessels cargo ow systems, ensuring that you achieve the maximum possible operational avail-ability, said Roberto De Gioia, Manager of the Mediterranean region of Marine Service. We can make this claim with condence because we offer consistent, high-standard global service delivered on a local basis.

We operate in 50 countries through our service network of more than 60 stations in the worlds major ports. We regularly review and strengthen our local presence to respond to changing market circumstances. This approach is well demonstrated by the establishment of a dedicated offshore ser-vices team in Port Harcourt, Nigeria, by the Mediterranean region of Cargotecs Marine Service business.

Located in the Onne Oil & Gas Free Zone, the team is managed by the French service branch, with Veronique Remy as team coordinator. The teams two service engineers, Russel Arcena and Christian Lumanlan, have taken part in an in-depth training programme for MacGregor offshore winches, participating in ship commissioning in China, along with instruction at Cargotecs

facilities in Singapore. An experienced ser-vice engineer, Myo Zaw Aye, has joined the team for six months to further improve the teams product knowledge. Mr Arcena and Mr Lumanlan graduated from Cargotecs service academy in 2007 and are skilled in hydraulics, electrics and mechanics.

In addition to supporting the compa-nys commitment to its customers, focus-ing on offshore services in Africa is part of Cargotecs service strategy to improve and increase business in the area. Geographical expansion is one of the key ways to secure this success, Mr De Gioia said. For the time being, the team will be fully dedicated to off-shore support as part of the companys strong commitment to Bourbon Offshore.

Meanwhile, in the Baltic, Marine Service is founding a new service company, MacGregor BLRT Baltic UAB, in Klaipeda,

Lithuania. Fully consolidated in the Cargotec Corporation and owned jointly by Cargotec and BLRT Grupp, the new venture is based at the Western Shipyard in Klaipeda.

This is a natural progression for the MacGregor office in Tallinn and Marine Service development in the Baltic Countries, where Cargotecs MacGregor products have a good market share, Kimmo Huhtala, Branch Manager of Baltic Marine Service said. In the Baltic, tight time schedules mean there is little opportunity for repairs in port and so cargo access equipment repairs are usually carried out during drydocking. We believe that opportunities for growth are best in cooperation with BLRT Grupp, the major shipyard owner in the Baltic.

Along with normal accounts and indi-vidual customer sales, we have expanded our scope to include long term cooperation and partnership agreements with major ship repair yards. The local branch offices in Tallinn and Klaipeda take care of all cargo access equipment repairs for their shipyard clients. In Klaipeda, there is additional busi-ness potential with Western Shipyards new-building and ship conversion departments.

With its unrivalled experience and worldwide presence, Cargotecs Marine Service has the resources to help shipowners maximise the earning potential of their marine assets

The team in Nigeria, - (from left) John Russel Arcena, Christian Lumanlan, and Myo Zaw Aye - is dedicated to offshore services

We regularly review and strengthen our local presence to respond to changing market circumstances Roberto De Gioia

OFFSHORE

North Sea Giant features two MacGregor offshore cranes: one of 400 tonnes

capacity on the starboard side, and a 50-tonne version aft



Equipping the Giant for colossal tasks

1RUWK6HD*LDQWLVRQHRIWKHODUJHVWDQGPRVWDGYDQFHGRIIVKRUHFRQVWUXFWLRQVKLSVLQWKHZRUOGWKHPXOWLSXUSRVHYHVVHOIHDWXUHVDWRQQHVHPLDFWLYHKHDYHFRPSHQVDWHG0DF*UHJRUFUDQHZKLFKLV1RUWK6HD6KLSSLQJVHLJKWKIURP&DUJRWHFNorth Sea Shipping is a world leader in the ownership and management of advanced ROV/construction vessels and has earned a reputa-tion for innovation. The Norwegian company was founded in 1984, owning and managing several ROV/survey vessels before moving over to seismic and IRM (inspection, repair & maintenance) vessels in the 1990s. North Sea Shipping then developed further into the sub-sea construction market, taking delivery of six large offshore construction vessels from 2004 to 2011.

As well as operating 10 of its own offshore vessels, which between them cover roles including supply, support, cable laying and repair, North Sea Shipping manages and oper-ates the 103m cable laying/seabed mapping vessel Atlantic Guardian, built in 2001, and the 160m offshore construction vessel North Sea Giant, owned by North Sea Invest and deliv-ered in March this year by Metalships & Docks, Vigo, Spain.

North Sea Giant is one of the largest and most advanced offshore construction ships in the world, said Atle Vik, Project Manager and Technical Inspector at North Sea Shipping. This is a multipurpose vessel and can be used for more or less any offshore construction job


and is very suitable for the offshore renewa-bles market, such as windmill and tidal generators.

Offshore vessels have to operate in deeper and deeper waters. We recognised the need for big offshore construction ves-sels when working with smaller ones. We saw that a contractor needed to charter two or three vessels to do a simple job, and we wanted to build a ship that could do all the tasks required on its own. Now we have this vessel and we are very happy with her. She can take 8,800 tonnes of deck load, and that gives her a big advantage compared with her competitors.

Cargotec manufactured and installed a 400-tonne semi-active heave-compensated MacGregor crane on North Sea Giant at Cargotecs competence centre for Advanced Load Handling in Kristiansand, Norway. We have delivered a crane that has the

impressive capacity to lift 100 tonnes at its full boom outreach of 34m and can actively heave-compensate a 400-tonne load with a 6m surface heave movement, said Jon Helle, Sales Director for Advanced Load Handling.

Everything about this crane is big; the hook alone weighs 15 tonnes. Its slew bear-ing is more than 4.8m in diameter and the winch drum exceeds a diameter of 3.5m and is almost 4m wide. It is also tted with 3km of lifting wire (126mm in diameter).

The crane is so large that it was advanta-geous to locate the winch, hydraulic power unit (HPU) and major hydraulic components below deck. This has the additional advan-tage of ensuring convenient access to various

components during mainte-nance and repair work.

The crane has a 20-tonne auxiliary winch with a 35m out-reach and twin 10-tonne tugger winches installed on turntable foundations (+/-15 degrees).

North Sea Giant is also tted with a smaller 50-tonne active boost heave-compensated MacGregor offshore crane.

A big ship requires a big crane, Mr Vik said. Things are getting heavier and heavier out there. And since the vessel was designed with ultra-deep water capabilities, we needed lifting capacity with 3,000m of wire deployed. This crane is big, but dont be surprised if we come and ask for an even bigger one next time!

North Sea Giant is capable of operating far in excess of mini-mum Class 3 dynamic position-ing (DP Class 3) requirements. The vessel is tted with three separate engine rooms, three separate switchboard rooms and six separate propulsion

rooms. So, if something goes wrong with one system, or maintenance is required, the ship still has two other separate systems to keep it operating to DP Class 3 standards.

We are the rst to have this arrange-ment on an offshore construction vessel, Mr Vik said. Some people have said that we should call it DP Class 4, but as this class does not exist, we are happy to call it the best DP Class 3 vessel in the world!

The vessels rst deployment was the installation of a tidal water turbine in the Orkney Islands, off the north-east coast of Scotland. Such turbines are naturally posi-tioned in areas with very powerful tidal ow and, consequently, it was a very demand-ing job, Mr Vik said. However, North Sea Giant completed the task very quickly and successfully. We were working in tides run-ning at between 3 and 7.5 knots without

Everything about this crane is big; the hook alone weighs 15 tonnes and the winch drum is almost 4m wide. Jon Helle

Atle Vik strongly recommends other customers to take the operation and maintenance training course


any problems. We even turned the vessel through 180 degrees in a 4-knot tidal stream without losing position a manoeuvre that left most of us speechless!

The ships next job needed both cranes. The 50-tonne crane is more a ship-to-ship crane, and deploying the 400-tonne crane is where we make our money, but on job number two, both cranes operated 24/7, with ve crane operators, and two crane technicians!

North Sea Shipping has a long relation-ship with Cargotec and this is its eighth MacGregor crane. Mr Vik said that his company has generally been happy with Cargotec and satised with its products. We trust the people who work for Cargotec. This is the main quality of Cargotec. We have also seen a big improvement recently in the company structure.

The company included Cargotec at an early stage in the design process and ordered the crane before steel cutting for the vessel commenced in Turkey. We had to be sure that Cargotec could deliver in time, Mr Vik said. We have a good, long relationship with Cargotec, so it was natural that we contacted them for the crane.

Cargotec believes in the value of appro-priate training. North Sea Shipping person-nel received full operation and maintenance training courses, including the use of a crane simulator, for both cranes in Kristiansand.

Mr Vik says the training was important and he strongly recommends other cus-tomers to take the course. As with most courses, he says, it may seem expensive at the time but in this case the results justify

the investment. The crew and the service personnel now speak the same language and this helps us a lot.

The ships chief engineer, Jan Helge Sylty, is equally enthusiastic. Our staff came away with solid knowledge and experi-ence they couldnt have gained by reading the user manual or using a third-party simu-lator. The course content was spot on and it shows the guys are using and maintaining the equipment correctly.

North Sea Giant benets from Det Norske Veritas (DNV) Clean Design nota-tion and Mr Vik says that Cargotec helped in gaining this environmental credential. For this notation we needed the Green Passport, or environmental certicate, which Cargotec provided us with; we are very pleased with that.

Cargotec is committed to the long-term performance, reliability and success of its products and offers a exible range of ser-vice and maintenance packages. Mr Vik says that his company plans to sign up for such an agreement, though it has not yet done so.

He notes that Cargotecs long record of proven technologies is very important and something his company appreciates as ships and their equipment become ever more complicated. We will certainly con-tact Cargotec for our next project, but that

does not mean that we will not contact its competitors. We have to check and compare price and specications all the time.

It is Cargotecs strategic aim to benet its customers by driving innovation and taking the lead in further developing the industries that it is part of. Cargotec can supply MacGregor offshore and marine solutions as a total package. In addition to advanced MacGregor offshore and subsea load handling solutions, Cargotec also deliv-ers systems for anchor handling, towing and mooring operations, as well as various deck- handling equipment.

Things are getting heavier and heavier out there. This crane is big, but dont be surprised if we come and ask for an even bigger one next time! Atle Vik

Our staff came away with solid knowledge and experience they couldnt have gained by reading the user manual or using a third-party simulator. Jan Helge Sylty

The winch drum exceeds a diameter of 3.5m, is almost 4m wide, and holds 3km of 126mm-diameter wire

25163 MACGREGOR NEWS


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At Cargotec we are naturally proud of all the time, effort and care that goes into the design, construction and installation of our advanced MacGregor offshore equipment, says Trond Karlsen, manager of Offshore Advanced Load Handling Services. But service, including training, is an essential and integral part of our comprehensive off-shore solutions.

Although you can rely on our equipment to perform accurately and effectively in any conditions, it is vital that personnel are well trained in its handling and maintenance. Proper operator training increases equip-ment familiarity and skill in routine opera-tions and emergencies, leading to improved safety, and efficient cost-effective deploy-ment. Add in the benets of properly trained maintenance personnel to gain reduced downtime due to misuse or poor mainte-nance, along with fewer accidents.

In Kristiansand, Cargotec offers focused equipment courses for operators, mainte-nance personnel, ships officers and other technical staff. Operator and maintainer courses use theoretical and practical training.

Two and three-day advanced crane train-ing courses cater for individuals or small groups and are offered with or without a practical element. If the equipment neces-sary for practical training is not available on site, a customers own equipment may be used. The centre also runs one-day opera-tion and maintenance courses for davits and rescue cranes, two-day launch-and-recovery system courses, as well as courses for operation and maintenance of advanced offshore cranes, including simulator train-ing. In addition, refresher training courses are available.

We make the courses as engaging as possible by employing a mix of classroom sessions, tours, and hands-on training, Mr Karlsen says: We can also incorporate computer-based training and e-learning applications.

Last year, Cargotec advanced its crane operator training by introducing its rst fully immersive active heave-compensated (AHC) crane simulator, allowing trainees to gain more experience in a few days than they would encounter in weeks of live action training, including a range of operating scenarios.

Engineering Director, Advanced Load Handling, Eldri Nrum says: The rapidly expanding base of complex active heave-compensated cranes on offshore ships employed in sub-sea load handling was a decisive factor in selecting this type of equipment for simulator training.

The simulator was conceived, built and tested by a team of system engineers in Kristiansand and paves the way for other types of equipment simulators. Its software is module based, which ensures exibility for implementing simulators for all kinds of PLC-based equipment and with different levels of operator inputs.

The simulator is built into a 20ft con-tainer and can be taken to a customers site for local training if necessary. It houses a replica of a fully equipped crane cabin and the trainee is presented with high resolution images of the view from the cabin windows.

Ms Nrum says the level of realism delivered is such that a crane operator in the simulator soon forgets that he or she is not in an actual crane cabin. This illusion is reinforced by realistic sounds and a head tracking feature which changes the view through the windows to correspond with movements of the seated operators head.

Personnel from Norwegian subsea con-struction specialist North Sea Shipping recently beneted from crane simulator time while undergoing operational and maintenance training courses for 400-tonne and 50-tonne cranes installed on its newly- delivered 160m offshore construction vessel North Sea Giant; one of the worlds largest offshore construction vessels (see page 22).

Cargotec is committed to maintaining the safe, reliable operation of its products throughout their working life and contin-ues to develop its offshore service solutions through MacGregor Onboard Care (MOC) combined maintenance and inspection agreements. MOC agreements are designed to help the rig, platform or vessel manager to maintain equipment in optimum, safe

Cargotec is committed to maintaining the safe, reliable operation of its products throughout their working life

condition by means of periodic control and maintenance (see page 34).

Agreements can be applied both for new and existing installations. However, says Lene Stray, Sales Manager for Offshore Advanced Load Handling Services, exist-ing equipment naturally requires a pre-inspection and upgrade to an acceptable maintenance level before the agreement is activated.

Taking the example of an MOC agree-ment for a man rider winch, for a xed annual fee the customer benets from a ve-year maintenance agreement that includes annual inspections with replacement of basic wear and tear items. In addition, all winches receive a workshop-overhaul every fth year and this includes the loan of a replacement winch during the overhaul period. Customers benet from good budg-etary control, forward planning, extended product life and improved safety. Any prob-lem is Cargotecs problem and will be rapidly rectied.

Furthermore, ship and installation own-ers and operators can be certain that inspec-tions, maintenance and repair services performed by Cargotec will be carried out by qualied, certied engineers in full compli-ance with class and statutory requirements. Cargotec has been assessed and certied as an approved service provider by Lloyds register EMEA and RINA (Registro Italiano Navale) and holds a URZ17 certicate, which is valid until September 2013.

Our engineers product-specic service certicates are valid for three years, at which point they are re-tested and re-certied. Consequently, their skills are updated in line with ongoing product development and any skills that have not been used for some time are refreshed.

The AHC crane simulator allows trainees to gain more experience in a few days than they would in weeks of live action training

Owners and operators can be certain that inspections, maintenance and repair services will be carried out by qualied, certied engineers



Cargotec is positioning itself at the forefront of the renewable energy industry as it moves ever further offshore

With the supply of MacGregor offshore deck cranes for installation on the BorWin beta and HelWin alpha offshore converter platforms, Cargotec has rmly booked its place in the important and expanding offshore wind energy sector.

The platforms are designed to channel renew-able energy generated by two offshore windfarms into the German electricity grid. Each platform will be equipped with two MacGregor luffing cranes with an SWL of 10 tonnes at 41m, which will be used to offload supply vessels, handle materials on the open decks and lower them to the decks below via hatches. The cranes are man-riding approved.

HelWin alpha will be located in the eastern North Sea near Helgoland as part of the HelWin1 offshore wind farm project. It will convert and transfer up to 576 megawatts of renewable energy from the North Sea East and Meerwind offshore wind farms to the mainland.

BorWin beta will be positioned about 125km from the German coast and will handle 800MW of renewable energy. The platforms are being built by Nordic Yards and will be owned by transmission sys-tem operator TenneT, while

the windmill park will be maintained by Siemens.Sustainability has long been linked to Cargotecs

core values and the company is proud of its target to enhance customers sustainability. Jon Helle, Sales Director for Advanced Load Handling, says its growing presence in the renewable energy sector ts perfectly with Cargotecs environmental aspi-rations by taking signicant responsibility in the challenge of providing future, clean alternatives to gas, coal and oil.

Energy derived from the wind presents new industrial challenges and these will only increase as wind farms migrate further offshore into deeper waters and more hostile environments. Our cus-tomers realise that this has become an offshore operation and that they can benet from our exten-sive experience and expertise in this area.

As the structures become larger, for installation at ever greater depths, the need for safe, efficient and accurate positioning will create a growing

demand for offshore installa-tion tools such as our large, active heave-compensated offshore cranes and possible alternative solutions.

And it certainly doesnt stop with windmill installation. Large

Offshore expertise employed in alternative energy sector

OFFSHORE

Challenges will only increase as wind farms migrate further offshore into deeper waters and more hostile environments. John Helle


As the structures become larger, for installation at ever greater depths, the need for safe, efcient and accurate positioning will create a growing demand for offshore installation tools. John Helle

coastal and offshore elds of windmills have ongoing maintenance and service require-ments and meeting these involves the safe access to windmills and their associated infrastructure, both subsea and on the sur-face. In close cooperation with key industry players, Cargotec is actively engaged in a number of R&D projects aimed at address-ing the range of new challenges presented by this expanding industry, Mr Helle says.

He concludes: The world is changing and the development of such alternative energy sources and the means to install, maintain and service them is critical to a sustainable, better world. Its true that, at present, the developing windfarm industry is not economically competitive with the mature hydrocarbon sector and it does need political support from forward thinking governments. But wind and other alterna-tive technologies are not dependent on nite resources. Cargotec is proud to be taking on a share of the common responsibility to pre-pare for a very different future.


UPGRADES

Upgrades maintain performance at a peak

Modernising shipboard equipment to take advantage of technological developments makes sure that it stays as safe and effective as possible throughout the ships lifetime. That doesnt mean that equipment is inevi-tably getting more and more complex, says Jon Helle, Sales Director for Advanced Load Handling. New technology can often make

it possible to simplify a system, and make it more reliable, which is a valued charac-teristic offshore. Upgrading plays a crucial element in Cargotecs product develop-ment strategy of continuously improving a ships operations, and therefore its prot-ability. Our experience in the offshore market en ables us to develop modernisation

packages to increase safety levels, reduce downtime and optimise operations, Mr Helle says. Understanding our customers business enables us to develop innovations that make their ships safer, more effective and more efficient. Sometimes we identify a problem, sometimes it is a customer; both cases lead to a solution.

Cargotec is continuously developing modernisation options that can be retrotted to its MacGregor offshore load-handling equipment.

Key pieces of offshore equipment can be modernised to benet from Cargotecs continuous product development strategy to advance safety and operational standards

The remotely-operated Deck Handling Manipulator system is designed to improve safety and operability on the aft deck by providing articulated chain and wire gripper functions. Heavy loads can be held and moved to working positions without the need for re-rigging between gripper and winch operations.

The Ultra-Deepwater Lifting System can be used without modication in conjunction with any active heave-compensated subsea crane, enabling it to handle heavier loads at much greater depths. While the weight of a cranes steel wire applies painful load penalties as depth increases, using the UDLSs neutral buoyancy bre rope system eliminates the wire weight penalty for the vast majority of the depth so that the existing offshore crane can operate to its full load capacity at previously impossible depths, keeping the load safely under control. Full video monitoring of the UDLS crane/vessel hand-over system along with anti-twist control provides the safest way to handle ultra-deep heavy loads, and there is no need for an ROV.

Float the Load automatically maintains a set distance between the load and the deck or seabed by adjusting the winch position when the cranes boom angle changes.

Running-hour counters help monitor the wear rate of different moving parts, such as gears, bearings and motors and assist in maintenance procedures.

A new auto hook correction function automatically controls the winch to keep the distance between the boom-tip and hook close to constant .

Operators can now set crane speed limitations for different functions by moving sliders to a percentage of maximum speed.

Cranes can be equipped with a set- up for full scale calibration of load cells.

Crane cabin innovation options include two new, large multi-function joysticks with a Probus connection

to the onboard control system or PLC; a modied window safety grill to improve the view; high-quality sunshade foils; a Recaro operator seat; and a second operator panel to reduce screen switching, increase monitoring ability and/or display the crane load calculator in real time running mode.

A range of general conversions and modernisations can improve a cranes hydraulic and control systems and provide a larger crane radius, higher lifting capacity and/or more wire capacity. Standard safety upgrades include equipping winches with a personnel lift, and automatic and manual overload protection systems.

An Arctic package introduces components and designing specically aimed at ensuring the safe, reliable functioning of equipment and more comfortable working conditions for personnel in heavy-ice environments with extremely low temperatures.

Winch advances include the option to simulta-neously operate two winches and the ability to convert different winches to include active heave-compensation and auto tension modes. An intelligent wire lifecycle calculator is a predictive tool that uses historical commercial data to display the expected remaining and accumulated bend cycles for the steel wire.


Specialised services call for

custom-made solutions

In October last year, Cargotec secured a EUR 10 million order from the Sinopacic Group in China to supply 16 shipsets of anchor-handling systems for BOURBONs new series of anchor-handling tug supply (AHTS) vessels. They are being built by the Zhejiang Shipyard in China and will be delivered in 2012 and 2013. BOURBON is a leading inter-national player in marine services, speci-cally surface and subsea marine services for offshore oil and gas elds and wind farms, and this order followed one placed in mid-2010 for four ships in the same series, taking the total number of vessels in this series to twenty.

The new ships are based on an SPA80 design developed jointly by BOURBON and Shanghai Design Associates (SDA). Each will feature a range of equipment from Cargotec, including a specially-developed anchor-handling/towing winch, rated at 150 tonnes line pull and 250 tonnes brake holding. This incorporates: a full dynamic braking system designed to enable high speed rendering during peak tension, a hydraulically-oper-ated spooling device for both drums, and two 75-tonne split drives on each side of the winch which enable both drums to operate simultaneously at a 75-tonne line pull.

The anchor handling/towing winches for the rst four vessels were successfully tested and observed by a Bureau Veritas class surveyor at our Tianjin site in July, says Francis Wong, Cargotecs Sales Director for offshore load handling. They are a highly customised solution that has been developed through the successful delivery of 54 AHTS vessels in BOURBONs

Liberty 200 series, which involved many discussions and feedback from the operator, designer and Cargotec.

The equipment is safe and efficient and incorporates state-of-the art technology that has been specially designed and manu-factured to meet BOURBONs operational requirements in continental offshore markets.

Other Cargotec equipment for each ship includes an anchor windlass, tugger winches, capstans, storage reel (with socket compartment), power pack and shark jaws (with various sets of insert plates for using different ranges of wire and chain sizes) and towing pins. The shark jaws and towing pins are tted with a dedicated hydraulic power unit, which is designed to run only when a

jaw or pin is being raised or lowered; this power on demand feature removes the need for additional cooling of the hydraulic oil. The central electro-hydraulic power pack is provided with extra power to run the tugger winches simultaneously without reducing the speed of the main winch.

These orders highlight the success of Cargotecs newly-implemented integrated marketing strategy for new sales and service products and systems, which may result in equipment maintenance agreements follow-ing the entry of these ships into service, Mr Wong says.

We are continuing to develop co-ordination between product support and after-sales, including a closer relationship between crane and winch services.

The rst four of twenty highly-specialised anchor handling/towing winches have been successfully tested at Cargotecs offshore assembly facility in Tianjin, China; they are destined for BOURBONs new anchor-handling tug supply vessel series under construction at Zhejiang Shipyard

Implementation of the anchor-handling/towing winch on the AHTS Bourbo

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