MacGREGOR is part of Cargotec Corporation. www.macgregor-group.com
ISSUE 159
SPRING 2009
20
Global expansion supports
customer service
30
Early MacGREGOR input
optimises ship designs
31
Offshore
support
Customers know
who to call when
they need help 14
Innovative designs, guaranteed service
New crane lifts 450 tonnes
under total control
– In Brief
CARGOTEC IMPROVES the efficiency of cargo flows by offering handling systems and
related services for the loading and unloading of goods. Cargotec’s brands, Hiab, Kalmar
and MacGREGOR, are global market leaders in their fields and their solutions are used on land
and at sea – wherever cargo is on the move. Extensive services close to customers ensure
the continuous usability of equipment. Cargotec is the technology leader in its field, its
R&D focusing on innovative solutions that take environmental considerations into account.
Cargotec’s sales total EUR 3.4 billion and it employs approximately 12,000 people.
DIVISION SALES in 1 – 12 /2008
Asia Pacific
MacGREGOR
29%
MEUR (985)
Kalmar
28%
44%
56%
MEUR (1,515)
27%
MEUR (907)
EMEA
16%
Americas
Hiab
By business area
By market area
MacGREGOR is the global market leader in providing engineering and service solutions for the
maritime transportation and offshore industries. Products include hatch covers, cranes, equipment
for RoRo ships and ports, and solutions for cargo lashing, ship-based and terminal-based bulk
handling, offshore load-handling and naval logistics.
COVER STORY
MacGREGOR
offshore technology
handles up to 600
tonnes at depths
down to 10,000m
MacGREGOR is a company of engineering excellence with more than 70 years’ experience of
the maritime transportation sector. Its solutions are fundamental elements of the transport business,
where dependability and safety are essential. MacGREGOR has the technology and the resources to
support the continuous development of marine cargo flow solutions to improve safety, sustainability
and functionality.
MacGREGOR also provides a worldwide service and support network that consists of more than
60 stations in major ports around the globe. The company supplies spare parts and repair services
to a planned schedule, on demand, or in an emergency.
EDITORIAL TEAM
KALMAR is the market leader in container
HIAB is the global market leader in
handling equipment in ports and terminals where
containers are handled by ship-to-shore cranes, yard
cranes, shuttle and straddle carriers, reachstackers
and empty container handlers. Moreover, Kalmar’s
forklift trucks are used by heavy industry, its log
stackers by the wood and paper industry, and its
terminal tractors by distribution and logistics centres.
developing and providing on-road load
handling solutions. Thanks to customerdriven product and solution development,
Hiab helps customers enhance their
efficiency and productivity, and its versatile
services ensure the safe functioning of
equipment throughout its long lifecycle.
SERVICES
LOCATED IN ALL MAJOR SERVICE HUBS worldwide, Cargotec is well-placed to maintain its own as
well as other-branded equipment. Maximising machine uptime and improving the lifecycle costs of
its customers’ equipment remains Cargotec’s top priority as the industry’s leading solutions provider.
2
MacGREGOR NEWS 159
Publisher Cargotec, www.cargotec.com
Editor-in-Chief Heli Malkavaara
Cargotec Corporation
P.O. Box 61
FI-00501 Helsinki, Finland
Tel +358 204 55 4299
heli.malkavaara@cargotec.com
Layout Viestintätoimisto Tulus, Finland.
Printed by Lönnberg, 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.
ISSUE 159
President’s foreword
4
Global expertise
5
News
6
Offshore
10
Market overview: ‘remarkable times’
8
Edda Fauna pushes operational envelope
10
Active heave-compensation steadies the load
12
Launch and recovery solutions refined
13
Customers know who to call for help
14
Service
23
Covers and valve controls serve VLOC conversions
18
Investing in the brightest and the best engineers
19
Global service expansion supports customer service
20
Professional inspections are formally recognised
23
MacGREGOR takes care of terminals’ service
26
Bulk ship unloaders
Clean and efficient
28
Merchant ships
32
Selfunloader success for iron ore transshipment
29
Early input optimises ship designs
30
New crane lifts 450 tonnes under total control
31
Owners rely on tailormade RoRo solutions
32
Contacts
35
© Brittany Ferries
MacGREGOR NEWS 159
3
PRESIDENT’S
FOREWORD
Profit from our experience
MacGREGOR’s long history contributes a great deal to the products
and service that we offer today. Over the years the company has
produced innovative cargo handling solutions that have set
the standard for all kinds of ships, and innovative service that makes
sure that operators can rely on these solutions.
THE KEY FACTOR IN THE SUCCESS of these has been
experience. We know how ship operators’ business
work, and understand their needs, whatever the
ship type.
The company’s first product, rolling steel hatch
covers, set the precedent. MacGREGOR identified
the need for better covers, and introduced them to
operators who benefited from their ships being more
profitable as well as safer. And this benefit was not
limited just to enterprising owners prepared to invest
in new ideas, because steel hatch covers became
standard for even the most basic ships – through-life
profitability was available to all.
Seventy years later, an example of innovative
engineering featured in this issue of MacGREGOR
News is the world’s first subsea knuckle-jib crane
equipped with a system for multi-component fibre
rope handling. This is a solution developed to meet
the ever-increasing demands of the offshore industry
as operators move further into deeper and more
remote territories.
Experience comes from working closely with
customers for a long time. Sometimes the innovations
that have contributed to ships’ profitability are
developed in response to a request from an owner,
in which case MacGREGOR produces a tailormade
bespoke solution. In other cases, MacGREGOR
devises a solution to a perceived need, and then can
offer the market an off-the-peg product.
Being close to customers is also crucial when it comes
to service. Some operators want us to take care of all
of their maintenance, some want only a limited amount
of assistance, and others want something in between.
To offer the service that operators need, we have to
understand their business, and this – backed up by
global service network – is a MacGREGOR strength.
Understanding equipment servicing and the importance of planned regular maintenance is essential in
ensuring that equipment on board a ship is available
and working when it is needed. It is also necessary
to assure high levels of safety and compliance with a
range of regulations, such as class rules, statutory rules
and requirements from the industry. Compliance can
be satisfied by MacGREGOR’s Onboard Care service
agreements that are tailored to meet a particular ship
or shipowner’s needs.
Because we understand an operator’s business and the
particular ship type being operated, we can offer a total
solution that will benefit his business. A total solution
includes the right cargo handling system for a particular ship or trade combined with a maintenance package
tailored to suit the operator. The result is an efficient
cargo handling system which is always available when
needed, and which maximises through-life profitability.
This type of total solution is not only aimed at
elite shipping companies, it is equally beneficial to
operators of ‘workhorse’ tonnage.
OLLI ISOTALO
President, MacGREGOR
4
MacGREGOR
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159
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59
9
CORPORATE
CARGOTEC
CARGOTEC HAS THREE
market-leading brands:
Hiab, Kalmar and
MacGREGOR and aims
at taking advantage of
the company’s combined
knowledge
Combined company strengths ensure expertise
in every part of the cargo handling chain
By working as one company with three separate specialities, Cargotec has
industry insight and market knowledge throughout the whole logistics chain,
enabling it to offer unrivalled experience and enhanced customer service
CARGOTEC CORPORATION’S three strategic
brands are all market leaders in their fields:
Hiab, focusing on on-road load handling,
Kalmar for container and industrial
heavy loads handling and MacGREGOR
for marine cargo and offshore load
handling.
Cargotec’s vision is to be the world’s
leading provider of cargo handling solutions and related services. To develop its
business, the company has defined four
strategic focus areas: service, market
leadership, people, and to function as one
company.
To act as one company means that
different units and personnel work more
closely together and take advantage of
all in-house knowledge and company
resources. Having common systems and
comparable measures for business performance also promotes internal efficiency
that will benefit customers.
its legal structure
in several countries and moving towards
statutory country organisations with the
purpose of enhancing customer services,
increasing business efficiency and ensuring
market-leading positions.
CARGOTEC IS DEVELOPING
This all will generate benefits in terms
of combining all company functions into
a single geographical organisation and
create a common, effective back-office
function where certain administrative
tasks are performed only once. This will
allow those in direct contact with customers to focus on their main task: to serve
customers. Separation of statutory and
operational organisations or working in a
matrix is not new to most MacGREGOR
personnel.
To act as one company
means that different
units and personnel
work more closely
together and take
advantage of all
in-house knowledge and
company resources.
has several
smaller operations, sharing and combining
professional skills and knowledge
becomes more crucial. A country-specific
organisation has direct benefits for each
business unit; the personnel are able to
concentrate on focusing on their customers and managing their businesses. There
will be a nominated country manager for
each country who is seen as a facilitator,
guiding different business areas towards
a shared, dialogue-inspiring corporate
culture and the creation of new business
synergies.
IN COUNTRIES WHERE CARGOTEC
network,
this will bring great potential for simple
geographic expansion in areas where
MacGREGOR business alone would be
too small to be run as its own operation.
This will again enable increased local
presence and time devoted to customers
even in small or emerging markets.
Cargotec has already established these
types of country organisations for the
United Arab Emirates (UAE), Singapore,
USA, India, Finland, Sweden and UK.
The work continues and there will be new
countries joining the list over the year.
FOR THE MacGREGOR’S SERVICE
MacGREGOR NEWS 159
5
NEWS
THE MacGREGOR CRANE
Crane project will
demonstrate ship-to-ship
container transfer at sea
the completion of a
crane engineering project for US company
Oceaneering International Inc of Hanover,
Maryland, that enables the at-sea transfer of
containers between vessels travelling at speeds
of several knots. After only fourteen months, the
crane technology was successfully demonstrated
to the customer at MacGREGOR’s centre for
cargo cranes in Örnsköldsvik, Sweden. The units
will be fitted to a vessel during the second quarter of
2009 and followed by a full-scale demonstration in
the USA in September 2009.
The MacGREGOR cranes will be fitted with
an extra lifting unit positioned on the top arm,
and will have an automatic system that constantly
unit uses a combination of
technologies that eliminate
any container sway during
loading/unloading
MacGREGOR IS NEARING
synchronises crane movement relative to the vessel’s
motion. The units will also use an advanced container
attachment with a self-stabilising system, known
as Microkran, which is being manufactured by
Oceaneering itself. Together, these systems will eliminate any container sway during loading/unloading.
© ShipPax Information
Specialist RoRo
systems specified
for Australian
multipurpose
naval vessels
the contract
to deliver a specially-designed RoRo
outfit to two 231m logistic support
vessels, intended to enhance the
Australian Navy’s amphibian deployment capabilities.
The vessels – designated as ‘LHDs’
(landing helicopter docks) and
designed to fulfil a multi-function role
– are under construction at Spanish
shipbuilder Navantia’s Ferrol yard
and are planned for delivery in 2014
and 2015.
The MacGREGOR outfit for each
vessel comprises an 8m-long stern
hydraulically-operated ramp/door,
two 10m-long side ramp/doors,
two shell doors, one weathertight
rampway door and a 10.1 x 3.3m
cantilever-type light cargo elevator,
which has a safe working load of
20 tonnes and serves deck levels
1 to 4.
MacGREGOR HAS WON
MARTÍN I SOLER’S MacGREGOR cargo access equipment includes two stern ramps/doors
Balearic ferry turnarounds benefit
from versatile RoRo outfit
ferry in Spanish operator Balearia’s fleet, Martín i Soler,
features a MacGREGOR RoRo outfit that is designed to ensure fast and efficient
port turnarounds for the Balearic Island ferry.
Delivered from Spanish shipyard H J Barreras, the 1,800 lane-metre vessel benefits
from MacGREGOR cargo access equipment comprising two stern ramps/doors,
bow door, bow ramp, ramp cover, hoistable tilting ramp, hoistable car deck,
top-hinged front door, passenger doors, and power packs.
Martín i Soler entered service in February this year and at 165m long it can carry
1,200 people and 328 cars.
THE LATEST AND LARGEST
6
MacGREGOR NEWS 159
Siwertell coal unloader’s proven performance for 25 years
leads operator to order another
bidding process, MacGREGOR has
secured a Siwertell ST-790 D coal unloader order from American
power company Public Service Company of New Hampshire’s
Schiller Station in Portsmouth, New Hampshire.
Jonas Fack, sales director for Bulk Terminals says that: “More
than 25 years’ experience with its first Siwertell unloader, along
with MacGREGOR’s environmentally-friendly unloading systems,
were major reasons for this client contacting us. This new unloader
is replacing the utility’s partnership’s first Siwertell coal unloader
THROUGH A COMPETITIVE
which was delivered in 1983 and was designed for smaller vessels.
“MacGREGOR has considerable experience in coal unloading
with continuous screw technology. The advantages of using this
type of Siwertell coal unloader are its reliability, and capability of
achieving high capacities with no dust emissions and no spillage
in its surroundings.”
Work is now well underway for the manufacture of the new
1,200t/h-capacity unit, which is planned for final delivery in
mid-2010 and is designed to discharge 45,000 dwt bulk carriers.
RISTO OLLI
MacGREGOR wins
significant new
crane orders from DSME
Risto Olli retires
after 36 years’ service
with MacGREGOR, one of its foremost engineer
experts in multi-folding hatch covers, Risto Olli, technical manager
of general cargo ships processes, retired at the end of March. He
joined the company in 1973 and over his years in the hatch cover
business gained remarkable knowledge of the field and impressive
and highly-appreciated expertise in folding hatch covers – skills
that he has successfully shared with the next generation who are
following in his footsteps.
Mr Olli’s work took him around the globe to Croatia, Poland,
Russia, China and Japan. He says: “I’m very grateful for all these
opportunities of getting to know and making friends with so many
talented people, both professionally and privately. In a nutshell:
multi-folding hatch covers in a multi-cultural environment!”
AFTER 36 YEARS
MacGREGOR HAS RECEIVED an order for 28 hose
handling and provision cranes from Korean shipyard
Daewoo Shipbuilding & Marine Engineering Co Ltd
(DSME). “For many years now MacGREGOR has
enjoyed fruitful co-operative agreements with DSME
and we are pleased to be working with the company
again for this project,” said Anders Berencsy, sales
manager for MacGREGOR cranes. “It was a
significant order for us as it was an open bid and
the competition was strong from Korean suppliers”.
The cranes will be delivered during 2010 to
2012. They are destined for five VLCCs and two
147,000 dwt LNG carriers ordered by Greek and
Brunei shipowners.
Each of the VLCCs will be fitted with two 20-tonne
capacity hose-handling cranes, one 12.5-tonne capacity
and one 3-tonne capacity provisions crane. The two
hose-handling and two provisions cranes for the LNG
tankers will each have a lifting capacity of 5 tonnes.
Subscribe on-line and stay up-to-date
IT IS POSSIBLE TO STAY UP-TO-DATE with all of MacGREGOR’s news
and innovations by subscribing on-line to receive regular press releases
and newsletters. To find out more, visit the MacGREGOR website
www.macgregor-group.com.
MacGREGOR NEWS 159
7
OFFSHORE
has the
upstream petroleum industry been hit by
the triple-whammy of global recession,
financial meltdown and an oil price
crunch.
Even though the sector has endured
downturns, these have tended to be
out of step with the rest of the global
economy, such as in the late 1990s.
A widely anticipated
oil price recovery
could be rapid, even
dramatic, concludes
Jeremy Cresswell,
in a brief overview
of offshore markets
NEVER IN THE PAST 50 YEARS
IT TOOK A LONG TIME to
recover from
that particular episode; however, since
around 2003/04, the sector has boomed
as evidenced by record levels of investment in new projects, new rigs and ships,
equipment suites and much else besides.
But recent events have thrust the
industry out into uncharted waters, with
few if any pointers to how the offshore
sector in particular can navigate itself
back to prosperity. Q3 2008 saw oil
prices rocket to within an ace of $150
dollars a barrel before plummeting to
sub $40 in barely a handful of months,
sending shockwaves throughout the oil
and gas world.
The Organisation of Petroleum
Exporting Countries has made quota
8
MacGREGOR NEWS 159
Remarkable
cuts totalling 4.2 million barrels per day
since September 2008. A third reduction
in the organisation’s output is on the
cards for March this year, unless there is
clear evidence that the hoped for oil price
recovery has kicked in.
When it comes, the market correction
could be rapid, even dramatic, as there is
little global supply overhang compared
with prior slumps. Conventional oil
resources are widely considered to be
at near full stretch, with many offshore
provinces, among them the North Sea
and US Gulf, in terminal decline.
Rising stars like West Africa and
Brazil are failing to stem the decline rates
elsewhere, and so the demand/supply
balance screws are gradually tightening.
Opec wants oil back up above $65 a
barrel; provinces like the increasingly
mature and logistics intensive North Sea
and Gulf of Mexico need this level of
pricing to reverse the slowdown that has
been gradually taking a grip as operators
postpone, and also cancel, projects.
This $65 target is just cents off the
inflation-adjusted average of $64.93 for
US benchmark crude in 2007 but well
short of the $99.65 recorded for 2007.
It was only in 2003 that the average price
MOST RIG ORDERS
are linked with
secured long-term
contracts
times
crossed the $30 mark following the late 90s
slump.
The current downturn is serious, but it
is arguably not yet a slump. The US Gulf
of Mexico and North Sea can tick along at
$35–45 a barrel. No-one is panicking, even
if thousands of skilled personnel are being
laid off around the world, mostly quietly,
in modest numbers and largely unreported.
There are clear signs of rig rates falling
though drilling contractors are, by and
large, unwilling to defer to operator
demands for price reductions.
As Ian Burdis, vice president of well
management at AGR Petroleum Services
warns: “People are saying that if rig rates
were $400,000 per day before Christmas,
$350,000 in January, $300,000 last week
and I’m now hearing that one can get them
for $250,000 this week, what will the rates
be next week or the week after?
“So nobody’s signing anything up.
However, it’s a bit like falling house prices.
They’re dropping but no-one’s buying so
how do we know they’re falling? It’s the
same with rigs.”
Gradually rigs are stacking as they come
off contract. While the current trickle is
unlikely to grow to a flood, nonetheless it
is worrying as they are the lifeblood for so
many OSVs, day rates for which have been
softening since late 2008.
Meanwhile, new rigs and OSVs keep
arriving, mostly out of Middle East yards
and the cumulative order books are the
result of what has in fact been a remarkably long, sustained boom.
Not that the new drilling tonnage is
likely to saturate the marketplace as it is
mostly targeted at the deep/ultra-deepwater
markets where many more competent
MODUs (mobile offshore drilling units)
are required to cope with available
opportunities.
HOWEVER, SOME NEWBUILD CONTRACTS
have been cancelled or modified; as have
orders for OSVs. But the crucial difference
is that most rig orders are linked with
secured long-term contracts whereas the
majority of the OSVs currently on order
are not. They are therefore vulnerable to
the growing number of offshore projects
– greenfield and brown, plus maintenancelinked campaigns – being pared back.
One bright spot is subsea construction,
where 2009 is seen as near normal, but
with a dip expected in 2010
as project delays and cuts
start to bite.
RIGS are
the lifeblood
for many OSVs
OSVs are also vulnerable to credit lines
to shipping companies and yards drying
up. Money shortages leading to bankruptcies or distressed are becoming a creeping
danger that in fact threatens to impact the
entire offshore supply chain (and smaller
exploration and production specialists) for
many months and perhaps some years to
come, even if the oil price rebounds during
H2 2009 as is widely anticipated.
Indeed, the implications for OSV fleet
owners are stark given, when one considers
that, in late February, 85 of the 114 or so
vessels on order and being built had been
placed speculatively.
Colin Welsh, CEO of energy investment
bank Simmons & Company International
warned the Subsea 09 conference: “A lot
of their promoters will go bust, no doubt
along with a number of shipyards. And
for every vessel there will be multiple equipment providers or other suppliers
or contractors who will be hurt.
“The ‘ripple effect’, should not be understated as cancellations and bad debts work
their way through the supply chain.”
Consider the impact of just one
bankruptcy, that of Norwegian company
FPSOcean. It was converting the 1981built, 68,139 tonnes deadweight shuttle
tanker Nordic Laurita at Drydocks World
Dubai, but costs have risen to $375 million.
It had to raise $95 million more in
equity finance to complete the work, but
failed and so filed for bankruptcy in late
February.
It seems no time since European shipyards were enjoying a modest revival in
their fortunes, thanks to the back pressure
created by overfull books in Far East yards.
Once again they are confronted by famine
and even Norwegian yards that specialise in
OSV tonnage could struggle, even go bust.
but whither optimism?
Reference was made earlier to the
possibility of a sharp rebound in oil prices
this year. That is not an isolated view;
indeed it is broadly held, including in very
high places, and a good way with which to
round off this brief overview.
In his keynote address to the 2009
CERAWeek energy conference in Houston,
BP’s group CEO Tony Hayward said,
“The future is not cancelled. I don’t believe
that anything about medium term and long
term has changed.”
SO MUCH GLOOM,
And Jeroen Van der Veer, Shell’s outgoing
CEO, paraphrased Shakespeare’s Hamlet
to say: “The question is to invest or
not to invest.”
MacGREGOR NEWS 159
9
OFFSHORE
TECHNOLOGY
Advanced technologies widen
offshore vessel’s weather window
The MacGREGOR-equipped Edda Fauna is pushing the operational envelope in
the North Sea by working in 5m significant waveheights, the highest weather window
known for this type of offshore inspection, maintenance and repair vessel
EFFECTIVE OPERATIONS
In recent years, the demand for new energy
sources has led to strong and steady growth
in the many offshore production-related
businesses. As current oil reserves of oilproducing countries are depleting, the
offshore industry has been forced to unlock
access to previously untapped sources of oil.
“These are extremely tough environments
to work in and have severe climatic conditions,” says Øystein Bondevik, sales director
of MacGREGOR’s Offshore division. “This
combination compels oil recovery companies
to adopt advanced technologies capable of
meeting new challenges.
9,675gt Skipsteknisk-designed ST255L
inspection, maintenance and repair (IMR)
vessel, Edda Fauna, which Aker Yards
Brattvåg delivered to Norwegian operator
Østensjø Rederi in February 2008.
The vessel has been long-term chartered
by IMR specialist DeepOcean ASA and has
now been in operation for about 12 months.
“DeepOcean is very satisfied with the overall
performance of Edda Fauna,” says the company’s IMR operation manager, Sveinung
Soma. “The feedback from our customers
is also very positive. Both the vessel and its
onboard systems are operating according to
specifications.
onboard very
much contributes to expanded weather
windows. All the systems are designed to
operate in 5m significant waveheights.
This is the highest weather window known
for these kinds of vessels. Edda Fauna is thus
pushing the envelope for how many days per
year the vessel is able to operate in the North
Sea. This is definitely appreciated by our
customers.
“Taking the increased weather window
into consideration, innovative technology
keeps DeepOcean in the lead and highly
“THE MacGREGOR EQUIPMENT
“THE CHALLENGES for
subsea operations are
many: wind, waves and extreme cold limit
operational weather windows; loads are
heavy and very expensive; operating depths
are getting ever deeper; onshore support
is further away; and the responsibility to
protect personnel, equipment and the environment do not diminish.
“Subsea construction, installation and
maintenance are the keys to opening up
these new sources. Handling equipment and
tools – and providing assistance to and from
subsea locations from surface vessels and
platforms – are also familiar tasks at the core
of this industry.
“Customers expect equipment suppliers to
be able to tackle all of these challenges and
each must be done in an environmentally
responsible manner and at increasing depths,
without technical difficulties that result in a
vessel having to go off-hire when it should
be performing critical tasks. Guaranteeing
and optimising this capability is the aim
of MacGREGOR’s subsea load-handling
equipment”.
One such MacGREGOR module
handling system was installed on the
10
MacGREGOR NEWS 159
EDDA FAUNA can handle modules of
up to 60 tonnes with dimensions of
6m x 6m x 8m to a maximum depth of
2,000m in sea states with significant
wave heights of up to 5m
competitive. Also, it is important that there is
a connection between innovative technology
and the stability of equipment in order to
minimise operational risks. We see that innovation often is represented through utilising
proven technology combined in new ways.
“I see that innovation elevates quality in
our operations. Safer handling of objects
in a dynamic environment reduces negative
HSE effects. Operating in higher weather
criteria makes DeepOcean stand out from
the crowd.”
MacGREGOR EQUIPMENT onboard Edda Fauna
includes:
• hangar-integrated 60-tonne module
handling system including: guideline
constant-tension winches; cursor system;
heave-compensated main winch below
deck; three-part moonpool door system
• 60-tonne deck-skid system including:
four tracks; pallets and six push-pull
tractor units; flexible quick connections to
ringline
• active heave-compensated offshore crane:
100 tonnes at 15m /25 tonnes at 35m
• two hangar-integrated ROV moonpool
LARS each with: cursor; cursor constanttension winch; heave-compensated
umbilical winch; moonpool door system
• hangar integrated ROV A-frame LARS
including: heave-compensated umbilical
winch; telescoping A-frame;
damped docking head
• fast rescue boat davit and other
miscellaneous equipment.
“DeepOcean IS HIGHLY SATISFIED with the
general performance of the MacGREGOR
equipment,” Mr Soma says. “Of course,
with such complex integrated systems some
challenges will arise, and we are experiencing issues with the hydraulic pumps on the
module handling system.”
ON THE PORT SIDE
of the hangar,
Edda Fauna has
a telescoping
A-frame for
handling an
observationclass ROV
Mr Bondevik says: “We are continuously
improving our systems. With complex systems like this several suppliers are involved,
and we are working with the hydraulic
power unit’s specialist supplier on the lubrication performance of the hydraulic oil and
on some hydraulic power unit construction
details.”
Mr Soma continues: “It is imperative to
have an equipment supplier that has experience and knowledge of our business. In the
offshore contractors’ world, the supplier
of onboard systems is a key player. This
is reflected both in the design and delivery
stage, but also highly so during the life
of the systems. By having experience and
knowledge of our business and operations
the supplier will be able to deliver an optimised product combined with cost effective
maintenance and repair solutions.
“TO MY KNOWLEDGE, in recent years
there has been a higher focus on the
man-machine interaction. Today, vessels are filled with advanced systems,
but the number of people operating
them is reduced. As such, it is of
high importance that user interfaces,
operation methods and maintenance
programmes are of a nature that
EDDA FAUNA is long-term chartered
by IMR specialist DeepOcean and has
been in operation for about 12 months
minimises the operators’ workload.
“Our experience is that advanced systems
require expert personnel available from the
supplier on short notice. As the vessel’s
cost is a substantial factor, it is of high
importance that service from the supplier is
available when needed.
“It is also important to build a close
relationship between operator and equipment supplier. Our operators onboard may
have questions regarding the systems from
time to time, and knowing the person behind
the voice on the telephone eases the whole
process.”
EDDA FAUNA was specially designed for
operation in northern waters, with a high
focus on manoeuvrability and stationkeeping capabilities. The vessel’s capabilities
include remotely operated tool (ROT)
operations using its module handling system;
inspection and remotely-operated vehicle
(ROV) operations; light construction work;
scale squeeze and pumping operations; and
ready for operation work.
particularly on
deck, during all of these operations is one
of the key advantages to a module-handling
system because it performs guided lifts. “You
might say that MacGREGOR equipment contributes to safer operations,” says Mr Soma.
“Both the module handling-system and the
ROV-handling systems are designed to eliminate the dynamics of the objects during deck
handling and lifting of ROVs and objects.
In our line of operation, deck handling is the
area where most unwanted incidents occur,
thus the handling systems contribute to a
safer work environment for our personnel.
REDUCING RISKS TO CREW,
economic climate
cutting costs is essential. With the low oil
prices we are seeing, the end customer, oil
companies, are forced to increase their focus
on cost. This focus will shift over to the
supply chain that in turn must show that
they are capable of providing cost effective,
high quality solutions.
“In terms of planning for the future
in such a climate, a key factor is to
deliver quality products whilst being
cost effective and maintain a high level
of competence in the organisation.”
“IN THE CURRENT WORLD
MacGREGOR NEWS 159
11
MacGREGOR OFFERS AHC
technology on high speed
single-wire winches of up to
600 tonnes SWL
OFFSHORE
TECHNOLOGY
Active heave
compensation technology
steadies the load
Ensuring precision, efficiency and safety in
high sea states and extreme weather conditions
requires the most advanced active heave compensation
technology on the market
SOFTWARE / INNOVATION
are performed
year-round in more extreme environments
with even larger and more expensive vessels
than ever before. As a result, offshore operators demand more advanced equipment
that assures operational precision, efficiency
and safety, needs which are met with active
heave-compensation (AHC) technology.
The essential function of AHC technology – a standard for all MacGREGOR
offshore equipment – is the ability to land
TODAY, SUBSEA OPERATIONS
and retrieve subsea installations to and
from the seabed with precision and accuracy, while minimising the impact caused
by the motion of the vessel. The expansion
of the operational weather window is
assured by products with AHC such as
cranes, launch and recovery systems for
remotely-operated vehicles (ROVs) and
remotely-operated tools (ROTs), module
handling and pure winch systems. This
makes it possible even for smaller vessels to
perform critical operations during mating
of loads onto the seabed, especially in
Software control outperforms even superhumans
beyond what is possible for human operators to
handle by themselves, software-based control systems take on more, and in some
cases all, of the complex tasks that are expected from cranes and other subsea
equipment in the offshore industry,” says Børge Christian Mosgren, MacGREGOR
discipline leader for software. “In a highly sophisticated large AHC crane, software
takes care of all control functions that are required to undertake the operation of
hanging a load above the seabed and keeping it in a locked position, while the boat
is rolling on the sea surface in waveheights of several metres.
“The control system doesn’t get tired, so the load can hang like this for hours,
while the operator just monitors the screens and ensures that the operation is
running smoothly. And then, when the time is right, engages a joystick to smoothly
place the load on the seabed.
“On a pipehandler – a knuckle-jib crane with a pipe gripper connected – software
makes picking up and placing pipes a ‘walk in the park’. The control system makes
sure that the pipes are parallel to the pick-up and load positions at all times, so the
operator does not have to manually control the rotation of the pipe.
“Software also ensures that no equipment collisions occur on a crowded pipedeck
through positional data of deck equipment being continually updated and monitored. Operators are normally not equipped with eyes in the backs of their heads,
but control systems, on the other hand, may be equipped with almost anything we
like, and they will keep on continuous guard without the need for water or food,
for as long as you like.”
“AS EQUIPMENT DEMANDS GROW
12
MacGREGOR NEWS 159
rough seas and harsh weather conditions.
The major principle of AHC technology
is based on advanced motion sensors that
measure the vessel’s heave, pitch and roll
and calculate the resulting geometrical
estimate of heave motion of the point where
a lifting wire exits the vessel. AHC uses
complex electro-hydraulic PLC controlled
systems to control the movement of the lift
wire so that the motion introduced by the
crane-tip is dampened as much as possible.
It enables modern subsea vessels to continue
working with loads near the seabed under
increasingly adverse weather conditions.
SUCH SYSTEMS are an excellent quality
in offshore cranes and other equipment
employed on vessels or platforms doing subsea work such as ROV deployment, module
handling, or pipe-laying for example. Even
in extreme weather conditions where the
vessel and crane are subjected to large heave
amplitudes, the hook and load will remain
in a nearly constant position relative to the
seabed so that precise load handling operations may be performed.
MacGREGOR EQUIPMENT makes use of active
and semi-active systems, both of which are
referred to as AHC to distinguish them
from passive systems.
MacGREGOR offers AHC technology
with up to 600-tonne high speed singlewire winches that are available in active and
semi-active hydraulic and electric versions.
In extreme operations, MacGREGOR
AHC products have proven compensation
performance far better than 95 per cent
with large systems smoothly controlling
an energy flow of 8MW.
Offshore launch and recovery
solutions refined
By continually developing
and refining on-deck
technology, MacGREGOR
enables operators to find
the most efficient set-up
and ensure precision
operations in ever more
adverse weather conditions
SAFETY / INNOVATION
LAUNCH-AND-RECOVERY SYSTEMS (LARS) are
designed to make critical subsea operations
safe and effective in the harshest of environments worldwide. The technology that they
employ expands the operational weather
window for robots and tools of all types –
work, survey or observation-class remotely
operated vehicles (ROVs) and robotic tools.
MacGREGOR LARS enable the safe
operation of heavy systems in sea states of
up to Hs6 in depths of more than 6,000m and
in ambient temperatures ranging from -20°C
to +40°C. “MacGREGOR launch and recovery systems are exceptionally reliable and
accurate, and can withstand extreme dynamic
forces designed with a dynamic factor of
three,” says Øystein Bondevik, sales director
in MacGREGOR’s Offshore division.
Currently, MacGREGOR has a type
of dockhead-mounted telescoping LARS
under development. This uses an extendable
docking head carried on a telescoping rail
which is mounted to the hangar dockhead
and extends out the side of the vessel. The
umbilical winch may be located in a variety
of places.
As tilting A-frames or cursor mechanisms
are eliminated, a great deal more space is
made available around the ROV. In addition
to providing a more spacious, flexible work
environment, it makes the hangar area a
safer place as there are fewer large pieces of
moving equipment. It also has the added
benefit of simplifying the whole LARS
system.
“It is also conceivable that the main
hangar doors could be designed so that they
can be closed, leaving a small space for the
extended telescope during long dives,”
Mr Bondevik says. “As a result, the hangar
is protected from wind and rain, making it
a much more protected space in which to
work on other ROVs and systems.”
AS WITH OTHER SUBSEA SYSTEMS,
this LARS
system may be controlled via a completely
integrated control system in the hangar with
options for manual controls for elements
such as moonpool and hangar doors.
MacGREGOR LAUNCHAND-RECOVERY systems
enable the safe
operation of heavy
systems in adverse
weather conditions
ROV handled with precision in all weathers
two overhead-mounted ROV
launch-and-recovery systems, two umbilical winch systems and
a 150-tonne active heave-compensated knuckle-jib crane for
Norwegian/Dutch company Fugro Geoteam’s Fugro Symphony,
which is expected to enter service in the third quarter of 2010.
Øystein Bondevik, sales director for MacGREGOR Offshore
division says that: “The unique overhead design of these powerful and flexible handling systems will provide Fugro Symphony
with the sought-after precision needed to manoeuvre the subsea
ROV system onto the seabed and will add valuable deck space in
the hangar.
“The combination of the ROV-handling system and the active
MacGREGOR IS SUPPLYING
heave-compensated ROV winch will also expand the vessel’s
‘weather-window’ and will assure operational reliability,
accuracy and precision, which are vital elements when working
offshore in adverse climate conditions. Furthermore, with these
systems installed, the critical splash zone area can be secured
because the dual-axis dampening technology reduces the load’s
movement at this crucial stage.
“In addition, the MacGREGOR VHSS umbilical spooling
system, which is fitted on the winch, will ensure excellent
spooling and full-diameter bending radius of the cable.
In turn, the umbilical cable will undergo less ‘wear and tear’,
granting it a longer lifespan”.
MacGREGOR NEWS 159
13
OFFSHORE
CUSTOMER
“We know who to call
when we need help”
Havila Shipping explains how important
technology and service are to its operations,
and how innovations on board not only increase
safety and improve functionality, but also attract
a scarce commodity: crew
ALTHOUGH UNCERTAINTY in
the world
economy has had an impact on every industry, many offshore/subsea operators are
not only still going strong – but growing.
A prime example is Norwegian offshore
support specialist Havila Shipping, which
operates 14 ships and has another nine on
order.
Established in 2003 to provide maritime
support functions for international offshore
oil and gas production, Havila employs
24 people at its head office in Fosnavåg,
Norway. The company’s main markets
are in the North Sea and the Asia Pacific
region, and its fleet comprises platform
supply vessels, anchor-handling tug/supply
vessels, rescue and recovery vessels.
Havila’s latest delivery, Havila Phoenix,
is intended mainly for subsea, heavy load
handling and remotely operated vehicle
(ROV) operations in the Gulf of Mexico,
but has also been designed to operate in
a variety of conditions as the operator
has projects worldwide. The 110m-long
subsea-construction vessel can accommodate 140 people, and for the upcoming
project will be based in Galveston, Texas,
in the US.
Håkon Kopperstad, Master Mariner
and manager of Havila Shipping’s subsea
operations, says that: “I don’t believe that
the current world economic crisis that we
are experiencing at the moment will have
14
MacGREGOR NEWS 159
significant consequences in the long term,
as I don’t think that the oil and offshore
industry will just stop. If, however,
we experience a full-stop in the world
economy, it will, of course, have serious
consequences. This will be reflected in scarcity of fuel and our general operations and
might leave some owners unable to finance
newbuilds, as there may be a significant
increase in costs, which would have a direct
effect on the industry’s development for a
while. So far, we have not seen any major
effects to fuel supply or general operations;
up to now it has been ‘business as usual’.
“THE BEST WAY for an operator to plan
for the future in such a climate is to think
long-term. When we talk about Havila
Phoenix and similar types of large expensive vessels, we must have a long-term
perspective. Usually we have 10-year contracts and this is what we need to maintain
the industry’s development: long-term
contracts and plans.”
HAVILA PHOENIX has the world’s first subsea knuckle-jib crane equipped with
a system for multi-component fibre rope handling
HAVILA SHIPPING’S
new 110m subseaconstruction vessel
Havila Phoenix has
been designed to
operate in a full
variety of conditions
MacGREGOR NEWS 159
15
OFFSHORE
CUSTOMER
newbuild in
the company’s subsea-construction vessel
series; the second vessel, Havila Acergy,
is due for delivery next year. Also part of
the company’s subsea-construction vessel
portfolio is Havila Harmony, which was
handed-over in 2007 after undergoing conversion. This vessel features a 140-tonne
capacity MacGREGOR offshore crane.
Havila Phoenix carries some of
MacGREGOR’s latest offshore
technology, including the world’s first
subsea knuckle-jib crane equipped with
a system for multi-component fibre rope
handling. Øystein Bondevik, sales director
in MacGREGOR’s Offshore division, says:
“MacGREGOR’s technology for
handling lightweight fibre rope rather
than traditional steel wire rope offers
several advantages that will meet the
ever-increasing demands of the offshore
industry as operators move further into
deeper and more remote territories.
“For example, due to the neutralisation
of the weight of the fibre rope in the water,
much heavier loads can be handled without
strain to the crane at unlimited depths.
Consequently, overall safety is improved
due to the lighter equipment, which can
still carry out heavy work operations.
“This is another example of how
MacGREGOR’s revolutionary subsea
technology will transform ultra-deepwater
operations, making them more profitable
and efficient than ever. The new generation
of MacGREGOR subsea technology with
operational capacity of up to 600 tonnes
at depths down to 10,000m ensures indispensable precision, efficiency and safety
in extreme conditions during year-around
operations”.
HAVILA PHOENIX IS THE FIRST
with a
MacGREGOR active heave-compensated
(AHC) offshore knuckle-jib crane,
designed with a 250-tonne/3,000m singleline winch prepared for a 250-tonne
single-line fibre rope. The crane is complemented by a 20-tonne/2.5m AHC deck
crane and an overhead telescopic davit.
Andreas Sævik, master of Havila
Phoenix and newbuilding supervisor says:
“The substantial part of the equipment on
board, and the technology that we mainly
use in our operations, is MacGREGOR
offshore equipment. It is vital equipment
HAVILA PHOENIX IS FITTED
16
MacGREGOR NEWS 159
(from left) HÅKON KOPPERSTAD, Master Mariner and manager of Havila Shipping’s subsea
operations; Andreas Sævik, captain of Havila Phoenix and Havila’s newbuilding supervisor
as it is the ‘earning’ element of the vessel.
“We are very dependent on these cranes
every day. If anything goes wrong with
them or we need spare parts, then we
would have a serious problem. This is why
service is very important to us, which is
what MacGREGOR provides.
“Safety is of course also something that
we very much focus on onboard our ships,”
Captain Sævik adds. “MacGREGOR
equipment can lift extremely heavy loads;
therefore, the risk factor of the operations
is high with all the people on deck, but we
know that we can rely on MacGREGOR
equipment. I believe that MacGREGOR’s
equipment definitely contributes to safer
operations. This is especially so for the
active heave-compensation technology, as
it makes operations substantially safer for
the equipment and crew”.
Håkon Kopperstad notes: “For the type
of high-tech equipment that we have on
board, it is very important that the supplier
is very experienced. We cannot operate in
combination with an inexperienced ‘newcomer’ to the market on a trial-and-error
basis to see if it will work. Therefore, we
prefer MacGREGOR Offshore which has
experience in this market, and products
that have a proven track record and have
demonstrated that they work in operation. Generally, we are not afraid to try
something new, but for such complicated
and important equipment, of the kind
that MacGREGOR has supplied, we need
a supplier with a lot of experience and
knowledge, so that we will be sure to get
what we need.”
Captain Sævik says: “It is also very
important to have good communication
and contact between the supplier and the
end-user. It is us that are the users and
consumers, and we often have the insight
that is required for better technological
”The new generation of MacGREGOR subsea
technology with operational capacity of up to
600 tonnes at depths down to 10,000m ensures
indispensable precision, efficiency and safety in
extreme conditions during year-around operations.“
developments and equipment innovation.
We feel that we have very good lines
of communication on board our boats
and with MacGREGOR. As a result of
this, MacGREGOR can therefore always
provide us with the necessary equipment. MacGREGOR helps us to stay
ahead of the game and this also enables
MacGREGOR to stay at the forefront
of innovation and maintain its leading
position in the market.”
On this subject, Mr Kopperstad adds
that: “For example, our crane operator
might communicate something to us,
and we communicate this further to
MacGREGOR. MacGREGOR is sensitive
and receptive to our needs and can therefore provide us with even better products.
“THE MOST SIGNIFICANT TRENDS in recent
years with the development of new
onboard equipment and systems are that
everything has become more and more
high-tech. As we see with MacGREGOR
cranes, they have become more and more
advanced, controlled by computer systems
and in a much safer way. This is what
brings us forward and keeps us ahead.
We must keep up and stay at the top of the
technological development. We cannot just
stop developing and think that it’s enough.
We need to stretch further to stay ahead of
competition and always strive to be better
than our competitors.
“Innovative technology is very important
to our business today for a number of
reasons. Firstly, safety. In order to conduct
operations in a safe way on board the ship
we need innovative technology that enables
us to provide a safe environment for our
crew. Also there is a lot of competition in
the world in this industry and especially on
the west coast of Norway. Therefore, we
always see what our competitors are doing
and we must always be better than them:
we need to always be one step ahead.
“Secondly, innovative technology
attracts crew. It is currently very difficult
to find crew members and so if we are to
be able to find crew for this type of vessel,
then we must always be thinking about
the ‘new’. To attract crew we need to offer
innovative technology and constantly think
about what the vessel can provide in terms
of amenities, such as access to the internet,
television, and so on, so that all facilities
are available. When crew feel comfortable,
they will remain with us. There is such
strong competition for crewing resources
that we need to constantly think creatively
and offer superb conditions for them.
“It is difficult to find crew today
because there are a lot of ships, many new
contracts, and a lot of new vessels on the
market today. There are a limited number
of Norwegian seamen and a definite lack
of skilled workers/experts – including
people with the required certification”.
Another important element of Havila
maintaining its successful operations is
after-sales service and service in general.
“These are very important to us,”
Mr Kopperstad stresses. “If something
goes wrong with this type of high-tech
expensive equipment and expensive vessel,
we can become inoperable and unable to
deliver to our customers. This will affect
both our relationship with our customers and our potential to earn. If we lose
income, we will be stuck with the high
costs of the equipment and the vessel.
Therefore, it is extremely important that
after-sales and service is functioning well
and we know that we will get the service
that we need.
with
MacGREGOR,” Mr Kopperstad says.
“Our first MacGREGOR AHC crane
was installed on Havila Harmony in April
2007 and I feel that we have received excellent follow-up and help with what we’ve
needed. We also established very good
personal contacts with the people here at
MacGREGOR Offshore. We know whom
to call and we know that we will get help
when we call. And this is very, very important. We are very satisfied with the service
that we have received from MacGREGOR.
“We know the MacGREGOR Offshore
people here and we enjoy a very good
dialogue with them. We know that we can
just pick up the phone and call if we need
anything. When we don’t have the required
knowledge, it is great to know that we can
rely on MacGREGOR to provide
the answers.”
“PERSONALLY, I AM VERY SATISFIED
* This interview was conducted on 16 January
2009 and reflects the views of the company at
that time.
HAVILA PHOENIX’S MacGREGOR
250-tonne active heave-compensated offshore knuckle-jib crane
prepared for fibre rope
Fibre rope
technology
gives access
to greater depths
ACCESS TO EXTREME DEPTHS – down
to 10,000m – is now possible thanks
to new multi-component fibre
ropes that weigh nothing in water.
Therefore, the weight of thousands
of metres of submerged rope does
not have to be subtracted from the
crane’s total load capacity. Havila
Phoenix features the world’s first
subsea AHC knuckle-jib crane
equipped with a system for fibre
rope handling.
Havila Phoenix’s cranes may be
fitted with a ø130mm- rope system,
along with a single-line steel wire.
The fibre rope would be routed
via the crane’s pedestal and king
post on to a vertically-positioned
fibre rope sheave, which is 3.9m in
diameter and is specially designed
to accommodate a high bending
ratio required for fibre ropes and
is correspondingly directed onto
the knuckle-jib system. The same
sheave can operate 100mm-diameter
steel wire rope, capable of a 250tonne single-line lift.
In the near future, MacGREGOR
plans to reveal further details of its
new multi-component fibre rope
system designed to be retrofitted to
already installed cranes.
MacGREGOR NEWS 159
17
SERVICE
VLOC conversions feature
MacGREGOR ballast valve
control as well as covers
Over recent years, MacGREGOR’s
conversion specialists have been called upon
to deliver hatch cover outfits to numerous
tanker-to-bulker conversions, strengthening
the company’s lead in this field
end, guide the hatch cover panels during
operation and special plain wheels, fitted
on the other end, allow for coaming
movement.
The hatch cover panels roll outboard
on stowage ramps and are normally
stowed approximately 400mm outside
the clear opening. It is possible to roll the
panels up to 600mm beyond the normal
position for cleaning the outside of
coaming.
Two hatches (i.e. two panels) can be
operated at one time. Operating time for
one hatch cover is approximately 2.5
minutes, excluding time for the operation
of lifting and cleating, which dictates a
rolling speed of about 7 m/min.
ALONG WITH THE HATCH COVER ORDERS,
MIMIC PANEL
during
commissioning
MacGREGOR IS CONTINUING to build
upon its reputation of conversion
excellence with further orders for hatch
cover outfits being supplied as part of
tanker-to-bulk carrier conversions. The
most recent to be completed are a series
of three single-hulled tankers that were
converted into very large ore carriers
(VLOCs) at Qingdao Beihai Shipyard in
China for BW Bulk. The vessels are part
of a series of tanker-to-VLOC conversions for the owner and are on long-term
contracts transporting iron ore from
Brazil to China.
BW Bulk owns a fleet of 23 bulk carriers, including five newbuildings, and
specialises in shipping iron ore and coal.
All of its vessels operate on long-term
charters or contracts of affreightment and are managed by BW Fleet
Management and companies within the
BW Group. BW Fleet Management has
a site team at the Beihai yard that monitors all stages of the conversion process.
18
MacGREGOR NEWS 159
The first in BW Bulk’s conversion
series, the 293,239 dwt BW Bureya, was
delivered in September 2008 and also
features an upgraded bilge and ballast
system from MacGREGOR. The second
to be completed was the 289,885 dwt
BW Kibo, in December 2008, and the
third, the 289,885 dwt BW Denali, in
February 2009. In addition to these,
MacGREGOR will deliver a hatch
cover outfit for the fourth in the series,
BW Vinson.
ALL THE VESSELS HAVE BEEN SPECIFIED
with six one-panelled MacGREGOR
side-rolling hatch covers that are operated by a hydraulic motor and two
continuous chain drives. In the open
position, the panels are stowed on the
starboard side on transversal ramps
and when closed they are weathertight
and cleated by manually operated quick
acting cleats.
Double-flanged wheels, fitted on one
BW Bureya, BW Kibo and BW Denali
have been fitted with replacement
MacGREGOR valve control systems.
All the old cargo valves were removed
while the ballast valves either remained
unchanged or were moved to other
locations. Each ship now has a new bilge
system for pumping water from the cargo
holds.
For each vessel MacGREGOR supplied
hydraulic valve controls for the modifications to both the ballast and bilge systems.
New mimic panels were supplied reflecting
the vessels’ new pipework systems.
The valve control system includes all
directional solenoid valves and remote
position indication for controlling the
hydraulic flow to the remotely-located
hydraulic actuators. All valves for the new
system are controlled from the comfort
of the cargo control panel using the new
electrical mimic panel.
The valve system modifications were
completed by a joint working arrangement of skilled personnel from Beihai
Shipyard and MacGREGOR Asia Pacific.
MacGREGOR assisted in the installation
of the new equipment and supervised the
tubing installation, pressure testing and
flushing of the new hydraulic tube system.
Each valve was tested and commissioned by the MacGREGOR team before
handover and crew training.
SERVICE
Service commitment met
by investing in the brightest
and best engineers
More engineers have made the grade to serve
Cargotec’s global service network, which
meets a range of customer maintenance
requirements and fulfils commitments under
preventative maintenance agreements
ANOTHER 15
SKILLED service
engineers have
graduated
in Manila,
Philippines
TRAINING
graduated in Manila,
Philippines to support the global service network. “The
Philippines is an excellent place to recruit engineers as there are
plenty of young and well-educated technicians who have a good
reputation for being reliable and eager,” says Per-Erik Nilsson,
manager of Cargotec Service Academy.
After completing 10 weeks of theoretical training, graduates
are deployed in a service apprenticeship for six months. They
are then given an in-depth product training course which they
are more likely to absorb and apply thanks to their hands-on
training. Product-related training is conducted by people within
Cargotec who have lengthy experience as service technicians.
These latest graduates have all received job assignments within
Cargotec’s service network. They will support local colleagues
working in Asia, the Middle East, Africa and Northern Europe.
Another group of 13 students will graduate from the Cargotec
Service Academy training facility in Romania at the end of
March. In total, 66 trainees have graduated from the Cargotec
Service Academy programme.
ANOTHER 15 SKILLED SERVICE ENGINEERS
MacGREGOR’s UK office opens its doors to young academy engineers
THREE ACADEMY ENGINEERS from the Philippines have started
their managing skills and has made me feel a part of the team
a two-year work-experience programme in MacGREGOR UK.
from day one. I have observed that in the field, engineers and
Clapton Sanidad, Mark Marquez and Ryan Reynoso all
technicians are not pressured at all because they know that in
joined the organisation in November 2008. Mr Marquez and
the end they will still deliver on time, and more importantly,
Mr Reynoso are now based in MacGREGOR’s Aberdeen office
make sure that the job is well done.”
Mr Marquez notes that: “It’s a
in Scotland, while Mr Sanidad is based
dream come true for me to be part of a
in Portsmouth.
globally-outstanding organisation like
All three engineers graduated from
MacGREGOR and I really appreciate the
the Mapua Institute of Technology,
in the Philippines: Mr Sanidad with a
very warm welcome from my Aberdeen
BSc in electronics and communications
colleagues. To date, the training programme
engineering, and Mr Marquez and
has been very interesting and has involved
Mr Reynoso both have BScs in electrical
getting to know the structure of the busiengineering.
ness and working in different departments.”
Since joining, Mr Sanidad has worked
Mr Reynoso adds that: “All the staff
on four vessels assisting the local
in Aberdeen have been so supportive and
engineer and technician with electrical,
accommodating. Here I can utilise the theohydraulic and mechanical work. He
retical knowledge that I gained from the
says that: “I feel fortunate to be part
academy, which, together with the two-year
training programme, will mean that I will
of the Portsmouth office because I am
soon reach my desired goals.”
able to put into practice the theoretical
The engineers are still finding their
knowledge I learned in the service
feet in terms of the different culture,
academy. I know this branch will be the
NEWLY-RECRUITED MacGREGOR
but their supervisors are sure they will
key to enhancing my skills to become
service engineer Clapton Sanidad has
soon settle into the ‘British way-of-life’.
a world-class MacGREGOR engineer.
started a two-year work-experience
The Portsmouth and Aberdeen teams
From what I have seen, the Portsmouth
programme in MacGREGOR UK
welcome them onboard.
branch is fully organised in terms of
MacGREGOR NEWS 159
19
SERVICE
GLOBAL NETWORK
With new service stations opening up across
the globe, MacGREGOR can support both its
traditional business areas as well as new segments
such as the offshore industry
Global expansion supports
customer service
MacGREGOR’s customer base is
growing rapidly for both traditional and
new products. Therefore, to meet the
service demand and capture a larger share
in the available service market, the company has made a number of investment
commitments. These include strengthening
MacGREGOR’s local presence worldwide
by maintaining branch offices and service
stations and opening up new ones, and
establishing strategic partnerships.
MacGREGOR has currently about 65
service stations around the world. “By
opening service stations at new locations,
existing global customers can be offered
additional service opportunities and
new local or regional customers can be
approached,” says Bernt Gunnarson,
director of business development for the
Service division. “A global network is also
crucial to the success of MacGREGOR
Onboard Care agreements”.
STRATEGIC SERVICE INITIATIVES
This year, MacGREGOR’s Service
division is focusing on several strategic
service initiatives, including its Geographic
Expansion Initiative which started in 2008.
This programme of growth supports both
MacGREGOR’s traditional business areas
as well as new business segments such as
offshore vessels.
Initially, over 1,000 commercial ports
Brazil office maintains
growth potential
A GOOD EXAMPLE of
how MacGREGOR
is expanding its network can be found in
Brazil. The operation was initially started
to support the Total Onboard Care
agreement with one of MacGREGOR’s
major customers. Additional business
has however been added since then.
After a little more than a year in temporary offices in the city centre of Rio
de Janeiro, MacGREGOR Brazil has
relocated to more appropriate and larger
premises close to the port and in front
of the Marine base of Brazil.
“Our new premises are only five
minutes away from the port entry,”
says Guy Duriau, branch manager of
MacGREGOR Brazil. “This gives a
great location and also enables us to
sustain our prospective growth for the
20
MacGREGOR NEWS 159
next few years to come. We moved to
our new premises in March and our
contact telephone and fax numbers have
remained the same.”
The new site has about 135m2 of
general workshop area, including a
hydraulic testing room and storage space
on the ground floor level, and about
200m2 of office space, which has a
meeting room and a separate training
room.
“Our new premises enable us to
provide a much better service to our
international customers,” Mr Duriau
says. “And we also hope that in the future
we will be able to play a more important
role in the development of services in
the rest of Latin America. Training is
also important, and I hope that we can
BRANCH MANAGER of MacGREGOR Brazil,
Guy Duriau (pictured far right): “We hope that
in the future MacGREGOR Brazil will be able
to play a more important role in the development of services in the rest of Latin America”
MacGREGOR’S
service operations are undergoing sustained
growth
and repair yards around the world were
identified as not being close enough to
existing service stations for MacGREGOR
to be able to offer a daily presence. This
was followed by a first assessment of the
service needs at those locations. With
assistance and input from local branches
the potential locations were narrowed
organise – in co-operation with our
European head office training centre –
regular training sessions in Rio de Janeiro
for all MacGREGOR agents and offices
based in South America.
“By the end of April we also hope to
have in place our first fully-fitted service
vehicle and trailer, which will allow us to
carry out services by our own means in
all ports in the states of Rio de Janeiro,
Espirito Santo and Sao Paulo.
“With regard to spare parts availability
and stock for Brazil – and perhaps also for
the rest of Latin America – we are proud
to announce that the first container with
spare parts from Europe has arrived at
our customs-bonded warehouse which
we operate on behalf of MacGREGOR
Spares & Technical services (STS). Our
first aim is to have stock available for some
key customers who have their vessels on
a regular schedule in Brazil and South
America. On top of this we also want to
keep some frequently-demanded parts
in stock, as it is important to have the
spare parts close to where our worldwide
customers operate their fleets – and in
particular for our offshore customers.
“As MacGREGOR is part of Cargotec
Corporation, MacGREGOR Brazil
has the benefit of working on a partnership agreement with Kalmar Brazil so
that the two companies closely co-operate
with each other. The new arrangement will
see Kalmar supporting MacGREGOR
in the Santos area and MacGREGOR
returning the favour for Kalmar in the
Rio de Janeiro area. In other words, an
intelligent way of conducting business
where resources would be shared and sales
could be more easily developed.”
a wide range of
maintenance and service solutions for
fleets operating in Latin America. Besides
its Brazilian customers, the branch also
provides services for any visiting ship in
the area.
MacGREGOR OFFERS
down to about 400. The remainder are
being studied more closely to see if a local
MacGREGOR presence could be justified.
“We are able to quickly mobilise any
size of work team, supervised by us to
guarantee professional high-quality
repairs, and can carry out extensive
machining, maintenance and repair
services,” Mr Duriau says. “And from our
base in Rio de Janeiro, we can assist our
international customers in any type of
service requirement or emergency repair
at any port in Brazil and the rest of
Latin America”.
“MacGREGOR is also seriously
investigating the possibility of starting
up an offshore department/base at
Macae – the main offshore base in Brazil
at this moment. Brazil has a fast growing
offshore industry that includes plans
for Petrobras to construct more than
140 ships (tankers and offshore vessels).
The Navalshore exhibition which will
be held in Rio de Janeiro from 19 to 21
August this year will provide a good
opportunity to make more contacts in
this market.”
MacGREGOR NEWS 159
21
MacGREGOR has
identified a number
of locations for
new service
opportunities,
including
South America
Currently about 15 ports have been
top-ranked and defined as ‘wave 1’ locations, for which a detailed analysis will be
finalised shortly. In fact, establishment
has already started at several locations
including Panama, Istanbul and
Kaohsiung. Other ports in wave 1 that
are currently being more closely
considered include Klaipeda, Rostock,
Imbari-City and Valetta.
Once wave 1 is complete and the regions
have the resources available, a wave 2 list
comprising about 20 ports is next in line
for closer inspection.
CO-OPERATION WITHIN CARGOTEC
“After identifying a promising new location, the first step is to check if any other
Cargotec facility can be used as a base,”
explains Mr Gunnarson. For this purpose
a dynamic map showing over 260 Cargotec
unit locations and over 100 dealers/agents
has been developed. In several cases a
co-operation has been possible, especially
between the coastal-based Kalmar
– a Cargotec company that provides
container-handling solutions and services
– and MacGREGOR network. The level
Offshore service strengthened
in key global regions
MacGREGOR has acquired several companies that
support its network of offshore customers. Last year saw the purchase of the US
service company Platform Crane Service, Inc strengthening its presence in the
important Americas and Gulf of Mexico area. This acquisition not only supports
MacGREGOR’s regional growth in the Gulf of Mexico, but also its overall
strategy for providing offshore services to global markets.
The product and service offering that is now available in this region includes
inspections, load testing, training, and new and refurbished crane installations, as
well as other specialised engineering services to support the oil and gas industry.
MacGREGOR has already established services close to offshore customers in
two other key regions, the North Sea and Asia Pacific, by acquiring Grampian
Hydraulics in 2006, and Hydramarine, Plimsoll, and Vestnorsk Hydraulikkservice
(VNH) in the following year.
OVER THE PAST THREE YEARS
22
MacGREGOR NEWS 159
of co-operation ranges from establishing
a new legal entity and facility together,
which happened in Panama, through
sharing existing facilities and staff, such as
in Esbjerg in Denmark, and Zeebrügge in
Belgium, to just agreeing to support each
other on a case-by-case basis as is the case
with Koper in Slovenia, and Tacoma in
the USA.
“The Geographic Expansion Initiative
covers both mature and developing
markets,” Mr Gunnarson says. “New
opportunities have been found in already
well-covered areas like Western Europe
as well as less-covered areas like South
America (see box on page 20). The recent
integration of new business segments like
the offshore and bulk-handling markets
also calls for a presence in locations that
haven’t traditionally been relevant to
MacGREGOR.
“The co-operation within Cargotec is
of particular importance when entering
these ‘new’ markets like South America
and Africa where we have less presence
and experience, and therefore often need
to consider completely new establishments.
A joint establishment enables us to share
costs and reduce the local business risk
by covering several service and customer
segments.
“Today, MacGREGOR already has
the world’s largest service network in our
business, and geographical expansion is one
of several initiatives designed to further
strengthen our position towards both local
and global customers,” Mr Gunnarson says.
SERVICE
INSPECTIONS
Onboard Care
packages include professional
surveys and reports
Professional inspections and tests on all safety-relevant equipment are
formally recognised in UR Z17 requirements, and inspections and reports also
form an important base of the MacGREGOR Onboard Care service strategy
can benefit from a
preventative maintenance programme which
includes survey reports from approved
service suppliers. To be approved as a service
supplier means fulfilling and complying
with the requirements of UR Z17 of the
International Association of Classification
Societies (IACS). As a result of such an
approval, details of inspections carried
out by MacGREGOR specialists while
measuring, testing or maintaining RoRo
equipment on board can be used by
classification society surveyors as a basis
for decisions affecting classification.
IACS issues guidelines and rules
that are common minimum requirements
to be complied with by all classification
societies, and these are published as
Unified Requirements (UR). Section Z17
of the Unified Requirements defines the
procedures demanded of marine service subcontractors working in nine different areas
dealing with ship safety, of which two cover
the conditions to be met by firms engaged
in examining RoRo ships’ bow doors, stern
doors, side and inner doors, as well as hatch
cover ultrasonic tightness testing.
SHIP OPERATORS
MacGREGOR SERVICE
engineers are part of
the MacGREGOR quality
assurance programme
wherever they are
located in the world
Ship operators can
benefit from a preventative
maintenance programme
which includes survey
reports from approved
service suppliers.
MacGREGOR NEWS 159
23
SERVICE
INSPECTIONS
The scope of these conditions extends
to inspection of structure, securing and
locking devices; hydraulic operating
systems; electric control system for the
hydraulics; electric indicator systems;
supporting, securing and locking devices
as well as watertightness testing. The
records of equipment condition that are
kept on board also have to be checked.
for the UR Z17 approval
process was made by IACS, reacting to
criticism from flag states and the marine
industry in general that there appeared
to be little control over companies servicing critical items on ships. “UR Z17 is
the IACS response to this criticism and
demonstrates the self-regulation which the
industry is often calling on the classification societies to implement,” says Per-Olof
Eliasson, director of MacGREGOR
service operations. UR Z17’s requirements
include technical expertise and equipment.
THE INITIATIVE
For example, the service supplier has to
have a quality assurance system such
as ISO 9001.
To fulfil the UR Z17 requirements,
a company must undertake elements
such as a comprehensive training programme, service engineer certification
programme, service and non-conformity
reporting systems, and skills evaluation
programme – which are described in the
company quality assurance system, ISO
9001, where UR Z17 can be included.
MacGREGOR service engineers who gain
their certification as surveyors are part
of the MacGREGOR quality assurance
programme wherever they are located in
the world.
“This certification for
surveyors represents a
‘quality assurance stamp’
for our service organisation.”
PER-OLOF ELIASSON
Director, MacGREGOR service operations
“This certification for surveyors
represents a ‘quality assurance stamp’ for
our service organisation,” Mr Eliasson says.
“It provides shipowners with the significant
benefit of a preventative maintenance
programme which includes RoRo equipment survey reports that can be accepted
by classification societies as the basis for
their evaluations and decisions in connection with class surveys and certification.”
UNDERSTANDING EQUIPMENT servicing
and the importance of planned regular
maintenance is essential in ensuring
that equipment on board a ship is available and working when it is needed. It
is also necessary to assure high levels
of safety and compliance with a range
of regulations, such as class rules,
statutory rules and requirements from the
industry. Compliance can be satisfied by
MacGREGOR’s Onboard Care service
agreements that are tailored to meet a
particular ship or shipowner’s needs.
Each MacGREGOR Onboard Care
maintenance bundle is based on one of
four levels: Basic, Enhanced, Special
and Total Onboard Care. MacGREGOR
Ultrasonic tightness testing
FOR TIGHTNESS TESTING hatch cover or RoRo
equipment an ultrasonic leak detector or equivalent must be used. MacGREGOR’s inspectors
have used ultrasonic tightness testing for over
17 years, and the company participated in the
development of this technology for marine use.
MacGREGOR’s Sherlog ultrasonic testing
system for checking the tightness of key cargo
access equipment was the first ultrasonic
instrument approved by class for these kinds of
surveys.
MacGREGOR obtained its certificate for
ultrasonic tightness testing of hatch covers from
Det Norske Veritas in 2000, and its Sherlog tool
is now also type-approved by Lloyd’s Register
and ABS. MacGREGOR inspectors make
about 120 inspections and tightness tests with
Sherlog equipment each year, all over the world.
A unique feature of the Sherlog system is its
integrated data-logger. Data can be downloaded
to a PC/laptop for subsequent use as a periodic
survey information source and can be forwarded
by e-mail. In this way, hatch cover or RoRo
equipment leakage data can easily be reported
as required by IACS UR Z17.
MacGREGOR’S SHERLOG ultrasonic testing system was the first approved by
class for these kinds of surveys
24
MacGREGOR NEWS 159
assists owners in identifying the most
appropriate level for a ship’s specific
needs.
“With MacGREGOR’s Onboard Care
service product, it is important that our
service network delivers professional
inspections and reports at every level,”
Mr Eliasson says. “It is what our
customers expect.
“We send engineers for inspections
from the service branch closest to where
a ship happens to be, and use engineers
who are certified and approved in accordance with the type of inspection work
that they are carrying out. For this reason, we believe that our engineers must
be universally well trained, wherever they
are based. Furthermore, it is important
that engineers and MacGREGOR service
branches comply with standard ISO 9001
requirements including IACS UR Z17.
“MacGREGOR has a large effective
worldwide service network and its
managers co-ordinate service tasks
between branches and regions, so that
all inspections of RoRo equipment and
hatch covers are in compliance with
the requirements in UR Z17.
Basics and benefits of UR Z17
• The International Safety Management (ISM) code asks shipowners to
ensure that annual inspections of all safety-relevant equipment are performed
by qualified service suppliers, significantly raising safety levels on board.
• The UR Z17 regulation launched by IACS sets basic standards for qualifying
service suppliers.
• UR Z17 approval and certification is the requirement MacGREGOR must
comply with when performing inspections on behalf of shipowners, for a RoRo
ship’s bow, stern, side and inner doors, as well as tightness test of hatch covers
by using its Sherlog ultrasonic tool.
• UR Z17 approval demonstrates that MacGREGOR has the competence
and control needed to perform professional inspections and tests to related
equipment.
• UR Z17 approval shows that MacGREGOR has qualified and trained
personnel who are recognised as such by international industry standards.
• UR Z17 approval ascertains that MacGREGOR branches specified with
approval-certification status are duly organised and managed for this specific
service performance.
• UR Z17 requirements can be met using MacGREGOR Onboard Care
maintenance agreements.
‘Enhanced Care’
package suits
Wilson Ship Management
a five-year ‘Enhanced’-level
MacGREGOR Onboard Care agreement with Wilson Ship
Management in Norway. “MacGREGOR in Norway has a
long relationship with Wilson and it is therefore an honour and
challenging obligation to fulfil this agreement,” says Göran
Johansson, MacGREGOR sales manager.
“To manage this obligation, several service stations in
northern Europe will be involved and MacGREGOR Norway
WILSON SHIP MANAGEMENT in Norway has signed a
will also dedicate a MacGREGOR Onboard Care co-ordinator
five-year ‘Enhanced’-level MacGREGOR Onboard Care
to administrate all the inspections, reports and contacts with
agreement with MacGREGOR
the customer. Discharge/loading ports are known approximately
one week ahead of the inspection which is an extra challenge to
administrate. MacGREGOR’s service network with local presence is crucial to fulfil this type of inspections in a professional
and cost efficient way for our customers.”
This latest agreement will see MacGREGOR carry out annual hatch cover system inspections on board all of Wilson’s own
existing 77 vessels. MacGREGOR will also be the company’s primary contact with regard to service, maintenance and spares.
The Wilson series of eight new 8,400 dwt bulk carriers – currently under construction at Chinese shipyard Yichang – will feature
shipsets of MacGREGOR folding type hatch covers. Delivery of the new vessels is planned for 2010–2011.
Wilson is a short-sea shipping specialist which works with major companies within the Norwegian and European maritime
industry. Today, its fleet comprises 111 vessels, ranging from 1,500 dwt to 10,000 dwt, of which 77 are owned by the company.
The number of owned vessels in the fleet places Wilson amongst the largest European short-sea shipping operators.
MacGREGOR HAS RECENTLY SIGNED
www.wilsonship.no
MacGREGOR NEWS 159
25
SERVICE
BULK TERMINALS
Taking care of service allows
dry bulk terminals to focus on cor
Building on MacGREGOR’s Onboard Care service packages for cargo
handling systems, its Service division can now offer bulk terminal operators
a similar strategy for long-term proactive maintenance procedures
LIKE MANY OTHER BUSINESSES, handling
dry bulk materials relies on many systems,
and maintaining key pieces of equipment
is an essential part of ensuring safe, reliable
and economical operation.
For several years MacGREGOR has
offered its MacGREGOR Onboard Care
maintenance packages as a solution for
looking after shipboard cargo handling
systems. Building on their success, the
Service division is now promoting the
benefits of planned preventative
maintenance to the bulk terminal
operator in the form of a MacGREGOR
Equipment Care agreement.
As part of one of these agreements,
MacGREGOR can take responsibility for
service, maintenance and related administration for all aspects of bulk equipment.
“We can lift the burden of maintenance
and all that it entails from your shoulders,”
says Malin Pekberg, customer relations
manager, MacGREGOR Bulk Terminal
Services. “This provides high equipment
availability and leaves customers free to
focus on their core business.”
MacGREGOR EQUIPMENT CARE agreements
offer different levels of service to suit
a variety of needs and the degree of
involvement of an operator’s crew
26
MacGREGOR NEWS 159
MacGREGOR Equipment Care agreements offer different levels of service to
suit a variety of needs and the degree of
involvement of an operator’s crew. At the
highest level, Total, MacGREGOR can
assure optimum operative availability of
equipment through planned proactive maintenance. This is supported by equipment
maintenance protocols and the use of
experienced surveyors/service engineers to
monitor and inspect your equipment.
“Nowadays, engineers are aware of
the value of preventive maintenance and
the trend is towards predictive maintenance, based on condition monitoring,”
Ms Pekberg explains.
MacGREGOR NOW OFFERS
the benefits of planned
preventative maintenance to the
bulk terminal operator in the form
of a MacGREGOR Equipment Care
agreement
re business
“MacGREGOR goes a step further: we
employ proactive maintenance procedures
so that we can assure seamless operations.
MacGREGOR can monitor the condition
and performance of a bulk terminal
wherever it is in the world by using a
number of tools including remote
diagnostics via satellite and other links.”
provides a number
of major benefits for the bulk equipment
owner. These include: peace of mind; simplified maintenance procedures; optimised
equipment availability; and cost savings.
“Planned preventative maintenance
improves the terminal’s availability and
avoids the costs incurred by emergency
repairs – such as interrupting operations,
or urgently freighted spare parts.
Maintenance procedures can also be costmanaged.
“With planned agreements there are
also fewer internal resources needed by the
company and also reduced administration
needs. Essentially, MacGREGOR offers a
professional maintenance service that could
ultimately end up saving a customer money.
It also has at its disposal MacGREGOR’s
global service network and customers
are guaranteed original-manufacturer
engineering specialists,” she highlights.
MacGREGOR also undertakes bulk
terminal modernisation and conversion
work. “These have to be chosen with care
and start with a study of the machine in
question,” notes Ms Pekberg. “By using
MacGREGOR you can be certain that any
machinery upgrade will only have a positive
effect on the system as a whole.”
PLANNED MAINTENANCE
Tailored to meet all budgets
MacGREGOR Equipment Care
agreements are available in three levels
– Inspection, Enhanced and Total –
that can be further tailored to suit
specific needs by adding services from
a list of options. “Through offering
different levels of maintenance agreements, it is possible to find a solution
that suits most budgets. Maintenance
needs to be undertaken and is a prominent aspect of all heavy-machinery
operations. Therefore, MacGREGOR’s
suggestion is that to maximise operative
availability from your bulk handling
equipment throughout its lifetime,
owners should consider a proactive
approach that essentially can eliminate
down-time caused by unforeseen breakdowns,” Malin Pekberg says.
INSPECTION
As part of an Inspection agreement
package a company will entrust periodic, specialised reviews of equipment
condition, preventive maintenance and
occasional high-level maintenance to
MacGREGOR. Additional options
are also available.
Scope:
- periodic inspections
- inspection report
- proposal for remedial measures
based on each inspection; action,
price, timing
- two- to five-year contracts
- loyalty discount programme
Options:
- training
- remote PLC support
- structural inspections
- unloading efficiency study
- supervision of predetermined
maintenance and/or wear part
maintenance.
ENHANCED
The Enhanced agreement will see a
company handle most of its preventive
bulk handling equipment maintenance,
but wants periodic inspections and
adjustments provided by a specialist.
At this level, the division of
maintenance tasks between crew and
MacGREGOR’s staff depends on
the qualifications and skills of the
crew. Certain high-level maintenance
tasks can only be performed by the
specialist.
Scope:
- periodic inspection based on hours
of operation
- inspection report
- basic adjustments to equipment,
condition report
- review of bulk terminal spare parts
storage & replenishment suggestions
- exchange of defined consumables,
eg filters
- two- to five-year contracts
- phone support in emergency cases
Options:
- wear part maintenance
- stand-by maintenance during
operation
TOTAL
For this level of care, a company’s
unloading operational costs are
extremely sensitive to any deviation
from optimum in terms of operative
availability and performance of
the bulk equipment. Therefore, it is
important for a specialist to take full
responsibility for the maintenance
process. This provides predictable operating costs and total peace of mind.
MacGREGOR manages the entire
terminal maintenance process in a
transparent approach with your team.
The process is based on maintenance
and monitoring equipment condition
and performance.
Scope:
- optimum operative conditions based
on maintenance
- spare parts, spare parts management,
labour, travel expenses
- maintenance system documentation
- travel and lodging expenses for
surveyor
- five-year contracts
Option:
- operation of the terminal
MacGREGOR NEWS 159
27
SHIP UNLOADERS
TERMINALS
SIWERTELL barge unloader
delivered in 2008 to
Mirant Mid-Atlantic LLC
Bulk ship unloaders are
clean as well
as efficient
A SIWERTELL
2,400 t/hr
inlet feeder
High-capacity ship unloaders for bulk cargoes such as coal
provide terminals with technology that not only meets the
strictest environmental legislation but also offers significant
long-term savings through efficient operations
and
regulations throughout the world mean
that dust-free cargo handling has become
an increasingly important factor for all terminal operators today. From the beginning,
MacGREGOR has made the environmental
impact of ship loading/discharging a high
priority. Consequently, MacGREGOR’s
Siwertell ship unloaders are designed with
totally-enclosed conveyors that are well able
to meet the most stringent environmental
rules and regulations.
In 2008, the world trade of thermal coal
totalled about 650 million tonnes, with an
estimated annual increase of about five
per cent. Furthermore, a large number of
coal-fired power plants are being planned
worldwide. “This means there is a great
potential for new coal unloaders,” says
Anders Paulsson, sales manager.
STRICTER ANTI-POLLUTION RULES
and
design, MacGREGOR can now offer
Siwertell continuous coal unloaders with a
rated capacity up to 2,400 t/hr, capable of
unloading vessels up to 200,000 dwt. Coal
is an abrasive commodity and high wear
and short lifetime of conveyor screw flights
BASED ON THE LATEST TECHNOLOGY
28
MacGREGOR NEWS 159
was initially a significant problem. But after
intensive R&D MacGREGOR can now
offer screw flights with a lifetime of 6,000
hours, equal to discharging about 8.5 million tonnes at an average rate of 1,400 t/hr
(tonnes per hour).
In 1982, the first two Siwertell continuous
ship unloaders for coal were delivered to
Hsinta Power Station. Since then, more
than 60 Siwertell coal ship unloaders
have been delivered, unloading more than
200 million tonnes of material. In 2008,
MacGREGOR delivered a Siwertell 790-D
continuous screw type barge unloader to
discharge coal for Mirant Mid-Atlantic
LLC, Morgantown generating plant in
Maryland, USA.
MacGREGOR ALSO WON a contract to
supply two VST940 Siwertell ship unloaders
to Talin Powers Station for the Taiwan
Power Company. The new Siwertell units
are designed to discharge coal at a rated
capacity of 2,200 t/hr and are scheduled to
be in operation at the end of this year. The
vessels that they will unload will be in the
range of 80,000 dwt to 150,000 dwt. This
contract follows an order received two years
ago ffor another two coal unloaders for
ag
Hsinta Power Station, which is also owned
by the Taiwan Power Company.
As Siwertell unloaders do not create any
dust or spillage, they have permits to operate
in locations such as California (USA) and
Singapore, where some of the strictest
environmental legislation exists, and they
are now being specified in countries such as
India where there is a rising awareness of
air pollution issues.
Mr Paulsson notes that: “India is a huge
potential market and despite the present
global economic slow down, it is likely
that some sectors in the country will still
experience a high growth rate; this includes
the power sector.”
represent the vast
majority of power plants in India and most
of the required coal is imported. Furthermore,
the environmental impact of these plants
has become more and more important and
has been increasingly prioritised over the last
few years. Clean and efficient coal handling
has therefore become an essential aspect of
protecting the environment.
“MacGREGOR has more than 20 years
experience in coal handling and can well meet
the growth and environmental requirements
that India is now calling for,” he adds.
COAL-FIRED POWER PLANTS
• Siwertell ship unloaders have also been
specified to handle fertilisers for Indian operations,
including one 400 t/hr unloader for Coromandel
fertilisers in Vizag, and one 1,600 t/hr unloader
for Paradeep Phosphate.
MERCHANT
SHIPS
Service success
for ore transshipping
selfunloader
MacGREGOR Selfunloaders include bulk
cargo handling installations that are either
continuous or non-continuous and with
or without cargo hold capacity, to suit
a wide range of tasks
SELFUNLOADERS
THE LARGEST VESSEL EVER to be equipped
with a MacGREGOR selfunloading and
deck conveyor system is the 135,000 dwt
floating transfer terminal Boca Grande II,
which has now been in operation for over
12 months. The MacGREGOR Selfunloaders system was ordered in 2006
as a replacement for the worn-out existing
one, and now operates in the Venezuelan
delta of the Orinoco River transshipping
iron ore at a rate of 6,000 t/hr from
shuttle bulk carriers to ocean going
vessels.
Boca Grande II is owned by Caracasbased company Cargoport Logistics
and is a conventional bulk carrier that
was converted to a floating terminal
and equipped with MacGREGOR selfunloading gravity and deck conveyor
system at Chengxi shipyard in China.
IN OPERATION, the transfer terminal
receives iron ore from two selfunloading
Panamax shuttle vessels. The floating
terminal is equipped with both a gravity
and a deck conveyor system. The deck
conveyor system consists of four
MacGREGOR grab cranes and four
deck hoppers and a longitudinal deck
conveyor that runs from aft to forward
on the starboard side and discharges to
a deck cross conveyor. “This gives the
operator the ability to receive iron ore
from conventional bulkers as well as from
the dedicated self-unloaders, providing
the operator a greater level of flexibility,”
said Jonas Johansson, sales manager,
MacGREGOR Selfunloaders.
THE 135,000 DWT floating
transfer terminal
Boca Grande II has been in
operation for over a year
BELOW DECK, Boca Grande II is equipped
with a MacGREGOR gravity system and
has a total of six hold conveyors that run to
the middle of the vessel and feed two cross
conveyors linked to an inclined conveyor.
The inclined conveyor elevates the material
from the tanktop level to the same deck
cross conveyor that was fed by the
longitudinal deck conveyor.
The deck cross conveyor transfers material either directly from the shuttle vessels or
from the floating terminal’s own cargo holds
or both to the port side travelling tripper
conveyor. The tripper conveyor discharges
to a travelling gantry with an integrated
C-conveyor – the first installation of its
kind – which elevates material to a slew- and
hoistable telescopic boom conveyor for
loading ocean going vessels or for loading
its own holds. The gantry has a travelling
length of 145m and this makes it possible to
accommodate up to Capsize vessels without
needing to shift them during loading.
Coal handling conversion
THE FIRST SELFUNLOADER of
its kind to operate in India was the
75,200 dwt bulk carrier Gem of Ennore. It runs along Indian’s east coast,
loading thermal coal and transporting it to the coal terminal in the port
of Ennore.
Gem of Ennore is owned by West Asia Maritime Ltd, India, and was
converted to a selfunloader with a MacGREGOR deck conveyor system
at Chengxi Shipyard, China in 2001. It is equipped with seven deck
cranes for loading/unloading the coal into and out of the holds, seven
deck hoppers and a deck conveyor system including a boom conveyor for
transporting cargo to the shoreside receiving facilities. The system has a
rated discharge capacity of 4,000 t/hr.
MacGREGOR NEWS 159
29
MERCHANT SHIPS
DESIGN SOLUTIONS
Early input
optimises
designs
Involving MacGREGOR
at an early stage in the ship
design process guarantees
a total solution that
optimises vessel design,
operability and efficiency
all aspects of
a vessel’s design is crucial, initially for
optimising procedures such as build logistics.
“But in the longer term it will also greatly
influence the ship’s efficiency and operability,” says Ari Viitanen, director of container
ships for MacGREGOR. “When considering
any new design, it is always beneficial to
work together to come up with the best
solution, whether you are talking about
a single product or an entire ship.
“We offer cost-effective solutions:
a customer who has decided to build a new
vessel could benefit in a number of ways
from considering MacGREGOR’s ‘total
solution’ strategy. For example: a container
ship will need a cargo securing system and
we see this as a total arrangement that
includes hatch covers, lashing bridges,
loose and fixed fitting as well as cell guides.
MacGREGOR can optimise this arrangement to a truly beneficial system for our
customers.”
“All processes from product development,
sales and design to services are targeted
at offering the most value-added solution
for our customers – owners, shipyards and
operators.
“Right from the very early design stage
of a project, we consider all equipment and
its characteristics to find the most suitable
cargo-securing arrangement. By doing this,
BEING ABLE TO CONSIDER
30
MacGREGOR NEWS 159
THE LASHMATE® TOOL is used both in the design and operation of
cargo securing systems
we reach the optimum total solution that
can offer short lead times, light structures
and optimal usability. That’s why working
with the customer at this initial stage optimises the design and function processes,
and offers the best loose lashing solutions.
“In the short term this means that
customers get a better product for the same
price. In the long term, the MacGREGOR
philosophy is to help our customers
enhance the efficiency and profitability of
their businesses by understanding the whole
container handling chain.”
for the shipyard,
Mr Viitanen explains that: “When the
loose lashing arrangement is included in the
design at an early stage, it means a shorter
design lead time, mainly because there are
fewer changes in the design at a late stage,
meaning much less hassle!
“Because MacGREGOR
believes in advanced technologies and innovative products
that continue to push efficiency
boundaries, it has focused on
increasing the competence
of its R&D team. And totalsolution thinking means that
MacGREGOR’s lashing and
hatch cover teams now work
even more closely together.
AS FOR BENEFITS
A CONTAINER SHIP SECTION
can include MacGREGOR
hatch covers, lashing bridges,
loose and fixed container
fittings and cell guides
Our R&D is putting a lot of strength and
effort into finding new and innovative
solutions that will improve and increase the
efficiency – and safety – of our customer’s
container handling,” says Mr Viitanen.
“These are the same elements that enable
lighter ships to be built, with optimum cargo
handling time in port, and with safe and reliable functionality as well as optimum vessel
lifetime and serviceability, which all have a
positive impact on our environment.”
from close
co-operation with our sister company,
Kalmar, the port specialist. Kalmar’s
superior knowledge of port and terminal
container handling means that we can also
consider the provision of total optimal cargo
handling solutions and services for both the
vessel and port.”
“WE ALSO ALREADY BENEFIT
MERCHANT SHIPS
450 tonnes lifted
under total control
CRANES
Nearly 50 years experience
of shipboard cargo cranes
lie behind MacGREGOR’s
largest unit ever, its new
GLH model which can
handle 450-tonne lifts
safely and smoothly thanks
to the company’s advanced
CC3000 control system
WITH AN SWL OF 450 TONNES at 16m outreach, the GLH model is MacGREGOR’s
largest capacity cargo crane ever. The
electro-hydraulic GLH45016/20030-2
WH4033-2 crane can lift 200 tonnes at 30m
and also has a 40-tonne whip.
To control the handling of such
high loads, GLH cranes are fitted with
MacGREGOR’s next generation CC3000
control system. “CC3000 gives excellent
control of the cargo”, says Jonas Renlund,
development leader for the CC3000 system.
The CC3000 system also makes it possible to provide the operator with load
information displayed on a screen in the
crane cabin in a graphical form that can
be quickly assessed. Data includes current
hoisting load and hook outreach displayed
in relation to maximum load and outreach,
giving a continuous overview. Other
indicators show which luffing, slewing and
hoisting motions are currently available, and
hoisting winch movements.
“This new platform has been created from
the know-how and experience of almost
50 years. Requirements of cargo handling
itself have continuously become more and
more complex and sophisticated. Safety,
positioning, monitoring and availability
have been the main areas that we have
focused on through the whole development
phase. A giant step was taken in 1972, when
twin cranes were introduced, as the control
system changed from direct hydraulic to
electrically controlled valves.
“The continuous demand for increased
functionality, improved safety, positioning
WITH THE CC3000 SYSTEM,
a cabin display screen enables
the crane operator to quickly
assess how load conditions relate
to maximum load and outreach.
Other indicators include green
arrows informing the operator
which motions are currently available: luffing and slewing motions in
the bottom left corner, and hoisting
motions in the bottom right corner.
The hoisting ring also has a
graphical indicator that rotates to
help show winch movements.
algorithms, electric cranes, operator information, as well as monitoring possibilities,
has made it necessary to further increase the
investments in research and development
related to control systems.”
such as hoisting, luffing
and slewing are hydraulically-driven using
a closed loop type system that provides
total cargo control with minimal power
consumption. Speed regulation of all movements is stepless, infinitely variable and
involves no loss of energy. The regulating
system employs spring-loaded units which
automatically return to neutral position
when the hydraulic pressure drops. The
three main movements of the crane can
CRANE MOVEMENTS
Main particulars
450-tonne GLH crane
Hoisting SWL, heavy lift
450t at 16m
also be operated simultaneously without any
speed reduction, as well as independently of
each other.
The cranes are intended to operate in a
temperature range from 45°C down to the
lowest ambient temperature for worldwide
service, and can be optionally equipped
for tropical and arctic conditions. They are
designed as self-contained units with all
machinery enclosed in the crane housing well
protected against severe weather conditions,
corrosion and damage. All moving parts run
in oil, which ensures minimum wear and
tear, with the added value of silent running.
The main power packs are also rubbersuspended to minimise vibrations and noise
transmission.
Each crane is delivered as a complete unit
tested electrically, hydraulically and mechanically before delivery ready for installation
onboard. If required, MacGREGOR is
able to assist with the installation of cranes
and/or to carry out operational testing on
board ship.
200t at 30m
Hoisting SWL, whip
40t at 33m
Hoisting speed, low
1.5 / 3 / 7 m/min
Hoisting speed, high (SWL 100t)
Luffing time
7 / 7 m/min
150 – 220 sec
Slewing speed (SWL > 40t)
0.25 rpm
Slewing speed (SWL ≤ 40t)
0.65 rpm
Lifting height, heavy lift (above… H+K)
Electric motor, continuous
Weight, total crane approx
Main power supply
40m
2 x 127kW
270 tonnes
440V AC/60 Hz
ALL OF MACGREGOR’S CRANES are designed to
meet recognised classification and regulation
society standards. They are delivered with a
service book that enables ship’s personnel to
carry out regular maintenance and to identify spare parts requirements. Furthermore,
a worldwide service network backs up all
users, along with a prompt response to
call-outs. Spare parts stocks are kept at
major centres of international shipping.
Comprehensive training in crane maintenance is also available from MacGREGOR.
MacGREGOR NEWS 159
31
MERCHANT SHIPS
RoRo SOLUTIONS
MacGREGOR continues to pioneer the development
of RoRo access and transfer equipment to suit a
particular operational need, as it has done since
this type of ship first appeared in the mid-1950s
Owners rely on tailore
to suit specific
ELECTRIC DRIVES
to make breakthroughs in the application of its RoRo
access technology: last year it secured
the first ever order for a full suite of
electrically-driven cargo access equipment
onboard two pure car/truck carriers
(PCTCs), and this year it began the installation process of the world’s first full suite
of internal electrically-driven RoRo access
equipment onboard four other PCTCs.
The company is also designing and has
delivered RoRo outfits onboard new RoPax
vessels that ensure some of the most efficient port turnaround times possible.
MacGREGOR’s contract that will see
the first PCTCs fitted with a complete set
of electrically-driven RoRo equipment
– therefore totally eliminating the use of
hydraulic oil in the operating system – is
with Japanese shipyard Shin Kurushima
Dockyard Co Ltd.
MacGREGOR CONTINUES
are currently being designed
in a co-operative process between
MacGREGOR RoRo, in Gothenburg and
MacGREGOR-Kayaba, in Japan. They
are destined for two 4,000-unit PCTCs: one
for Japanese owner MOL and the other for
Korean owner, CIDO. Each vessel will be
equipped with a stern quarter ramp, a side
ramp and two internal moveable ramps,
all of which will be operated and secured
by electric winches and actuators. Delivery
of all equipment is scheduled for 2010.
Electric drives offer many advantages
to shipowners and shipbuilders. The main
THE OUTFITS
32
MacGREGOR NEWS 159
advantages are that hydraulic oil leakages are eliminated, there is no need to
fit hydraulic pipework on board, electric
drives are easy to monitor and maintain,
and they offer energy savings.
For the Japanese market, push-button
control for electric drives has been introduced as standard.
They can also be monitored easily and
by using all electric components it is possible to provide continual diagnostic data
input for analysis round the clock, predicting the ‘health’ of a piece of equipment at
any time – this can form an integral part
of MacGREGOR’s most comprehensive
onboard maintenance package, Total
Onboard Care.
“Over the last few years, MacGREGOR
has delivered, and been contracted to
deliver, over 100,000m2 of electricallyoperated car decks, internal hoistable
ramps and covers,” says Magnus Sjöberg,
director of sales and marketing for
MacGREGOR’s RoRo business unit.
“These first car carriers with complete
electric-drive operation of the RoRo
equipment – including the external ramps
– are a breakthrough and the result of
MacGREGOR’s intensive R&D work
responding to customers wanting to
move away from the use of hydraulic oil
completely”.
OVER THE LAST FEW YEARS, MacGREGOR has
delivered, and been contracted to deliver,
over 100,000m2 of electrically-operated car
decks, internal hoistable ramps and covers
PRIOR TO THE SHIN KURUSHIMA contract,
MacGREGOR secured orders for a
comprehensive set of cargo access outfits
onboard four 2,000-car capacity PCTCs
for PD-Gram (No 485 to No 488), where
all the internal RoRo equipment is
electrically-driven; also a world’s first.
Equipment from MacGREGOR
includes: a hydraulically-driven stern ramp;
a hydraulically-driven stern quarter ramp;
two electrically-driven ramp covers;
four electrically-driven movable ramps;
one electrically-driven access ramp; and
ten electrically-driven hoistable car deck
panels.
Installation work onboard the
PD-Gram vessels is now underway at
Kyokuyo Shipyard in Japan and followed
a co-operative design process with
MacGREGOR-Kayaba, Japan. Delivery of
the first vessel is expected in July this year.
THE MacGREGOR cargo access outfits onboard P&O’s two new 49,000gt ferries will enable
extremely efficient turnaround times in their UK and French ports
ed RoRo systems
ships and routes
© Brittany Ferries
ARMORIQUE’S BOW DOOR forms a
weathertight part of the ship’s hull
structure in the forebody and is divided
into two sections with an intermediate
joint at the ship’s centreline
Access to this space is provided by an
outfit of MacGREGOR RoRo equipment
comprising:
MacGREGOR’S MAIN AIM is to come up with
the right solution for each owner and each
vessel, and many operators continue to
reply upon MacGREGOR’s well-proven
hydraulically-operated RoRo access
systems, this includes P&O for its two new
49,000gt vehicle/passenger Channel ferries
and Brittany Ferries for its latest delivery,
the 29,500gt Armorique.
The cargo access outfits onboard P&O’s
two new ferries will enable extremely
efficient turnaround times in their UK
and French ports. The 210m vessels
are scheduled for delivery from STX
Europe’s Rauma facility, in 2010 and 2011
respectively and will serve the operator’s
Dover, UK/Calais, France, route.
“The high-capacity, high turnaround
cross-channel services that P&O provide
mean that the company’s vessels require
a highly-efficient vehicle access solution,” says Göran Hugon, sales manager
for MacGREGOR’s RoRo systems.
“MacGREGOR’s vehicle access design
focuses on these factors and ensures efficient port turnaround times.”
The 2,000-passenger ferries will have
capacity to carry around 180 freight
vehicles and up to 195 tourist vehicles
over 2,700 lane-metres of vehicle space.
• a bow door (located on deck No 3):
when open, the door allows vehicle
access to the main deck and is arranged
in two sections, each hinged at the outboard vertical side; each door leaf opens
outwards to achieve the required clear
opening; the doors are hydraulicallydriven and operated from a control
panel on deck three located aft of the
inner bow door, which shares the same
control panel.
• a side-hinged inner bow door: this
weathertight door is located on the main
deck at the aft end of the collision bulkhead area; when open, it allows vehicle
traffic access to the main deck.
• a top-hinged upper front door.
• a horizontal sliding stern door (located
on deck No 3): the door is designed
to open transversally and is driven in
or out of stowage using two hydraulic
motors; the door rolls on its flanged
wheels on a rail at the bottom and is
guided at the top by steel pads; the door
blades can be operated individually if
required.
MacGREGOR NEWS 159
33
© Brittany Ferries
FORWARD ACCESS into
Armorique’s main vehicle
deck is arranged over a threesection hydraulically-operated
bow ramp
ARMORIQUE WILL SHORTLY enter
service for Brittany Ferries and has
been designed specifically to run
between Plymouth in the UK and the
Breton port of Roscoff in France
FOR BRITTANY FERRIES’ latest
new cruiseferry delivery, the 29,500gt RoPax ferry
Armorique, the Western Channel operator
has again called upon MacGREGOR to
smooth vehicle access onboard.
Armorique will shortly enter service
and has been designed specifically to run
between Plymouth in the UK and the
Breton port of Roscoff in France. Last
year Brittany Ferries took delivery of
Cotentin, which is a freight-focused version
of the design and also features a comprehensive RoRo outfit from MacGREGOR.
Cotentin has 2,200 lane-metres of vehicle
space and now serves routes from the UK
to Cherbourg in France and Santander in
Spain.
Both ships were built by STX Europe’s
Helsinki yard in Finland (the former
Aker Yards). Brittany Ferries has taken a
number of deliveries from this shipbuilder
including, in 1992, the 27,500gt Normandie
and 20,000gt Barfleur, both of which
feature MacGREGOR RoRo outfits.
34
MacGREGOR NEWS 159
© Brittany Ferries
• a side-hinged lift cover: this comprises
one panel arranged above the trailer lift
for access down to the lower hold; the
lift cover is hydraulically-operated and
watertight when in the closed position.
• a trailer lift: the lifting platform is
arranged on the port side and operates
between the main deck and a recess on
deck two; it consists of a single section
operated by a jiggerwinch and wire rope.
• two bottom-hinged passenger doors:
theses are located on deck seven and
installed one on each side; the door
has preventer stays to support the load
of the passenger gangway in the open
position.
• a pair of top-hinged rampway doors:
these are located at the upper end of the
rampways from deck five to deck seven
on the port and starboard side.
MacGREGOR also supplied RoRo
equipment for Brittany Ferries’ 36,300gt
Mont St Michel, delivered from Van der
Giessen-de Noord in 2002.
Armorique can carry 120 crew and
1,500 passengers and has garage space
comprising 980 lane-metres for around 470
cars or 60 articulated lorries. Armorique’s
two-deck loading and discharge allows for
fast turnaround times in ports. The comprehensive hydraulically-operated RoRo
equipment package from MacGREGOR
is based on stern access and a bow door/
ramp. Clear deck heights of 5.2m are
offered on the main deck and upper deck
and 4.6m on the tanktop.
MacGREGOR’S SCOPE of supply on board
Armorique includes: a bow door (and
operating equipment); a bow ramp/door;
a stern ramp/door; a hoistable tilting
ramp; a side-hinged ramp cover; a tophinged front door; two passenger doors;
two pilot doors; two engine room hatches;
and three power packs.
Armorique’s bow door forms a weathertight part of the ship’s hull structure in the
forebody and is divided into two sections
with an intermediate joint at the ship’s
centreline. Each section is attached to the
hull by hinge arms which ensure parallel
motion when opening or closing. The door
is arranged to provide the required clear
access for the bow ramp.
Each door section is operated by a
double-acting hydraulic cylinder attached
to the structure and opens outboard (port
and starboard) in a parallel motion. Two
ice-breaking/push-out cylinders provide
initial movement during opening.
Forward access into the main vehicle
deck is arranged over a three-section
hydraulically-operated bow ramp
comprising two main sections and an
additional folding end section. When
closed, the first section forms a watertight
door at the collision bulkhead.
THE VESSEL’S STERN RAMP and door are
built in one section and hinged at the
lower end of the stern in the threshold
deck. They are supplied with hinged shore
flaps and internal bridge plates to smooth
the passage of vehicles driving over them.
MacGREGOR has also supplied a
hoistable tilting ramp which is arranged
between the main and upper deck. The
ramp consists of a single main section
with hinged end flaps and when closed,
it forms a weathertight closure.
The ramp can be raised and lowered by
means of a wire system anchored at the
deckhead, which passes around sheaves
and is attached to pulling cylinders
mounted within the ramp structure.
It is equipped with retractable hinges
at both ends, so that it may be lowered
either way.
Product: Lashings
MacGREGOR (DEU) GmbH
Normannenweg 24,
(PO Box 2616 31
DE-20506 Hamburg)
DE-20537 Hamburg
Germany
Tel: +49-40-25 444 0
Fax: +49-40-25 444 444
Cargotec CHS
Asia Pacific Pte Ltd.
9 Kian Teck Drive
628826 Singapore,
Singapore
Tel: +65-626 52 322
Fax: +65-626 41 261
Business Line: RoRo
Cargotec Sweden AB
MacGREGOR RoRo
PO Box 4113
SE-400 40 Gothenburg,
(Fiskhamnsgatan 2,
SE-414 58
Gothenburg), Sweden
Tel: +46-31-850 700
Fax: +46-31-428 825
HEADQUARTERS
Cargotec Corporation
MacGREGOR
Sörnäisten rantatie 23
PO Box 61
FI-00501 Helsinki, Finland
Tel: +358-204-554 299
Fax: +358-204-554 667
BULK HANDLING
Product: Siwertell
systems
Cargotec Sweden AB
MacGREGOR Bulk
Gunnarstorp
PO Box 566
SE-267 25 Bjuv, Sweden
Tel: +46-42-858 00
Fax: +46-42-858 99
MERCHANT SHIP
DIVISION
Business Line:
Self-unloading Systems
Cargotec Sweden AB
MacGREGOR Selfunloaders
PO Box 914
Gesällgatan 7
SE-745 25 Enköping,
Sweden
Tel: +46-171-232 00
Fax: +46-171-232 99
Business Line: Cranes
Cargotec Sweden AB
MacGREGOR Cranes
Sjögatan 4 G
SE-891 85 Örnsköldsvik,
Sweden
Tel: +46-660-294 000
Fax: +46-660-124 55
Business Line: Dry Cargo
Product:
Hatch Covers & Lashings
Cargotec Finland Oy
MacGREGOR Dry Cargo
Hallimestarinkatu 6
FI-20780 Kaarina, Finland
Tel: +358-2-412 11
Fax: +358-2-4121 256
BRAZIL
Rio de Janeiro Office:
Tel: +55-21-2516 1790
Fax: +55-21-2516 1743
• +55-21-9121 1986
ITALY
Genoa Office:
Tel: +39-010-254 631
Fax: +39-010-246 1194
• +39-335-139 4779
CHINA
Hong Kong Office:
Tel: +852-2394 1008
Fax: +852-2787 7652
• +852-9097 3165
Shanghai Office:
Tel: +86-21-6391 2798
Fax: +86-21-6391 2276
• +86-1350-1828 932
JAPAN
Kobe Office:
Tel: +81-78-252 0471
Fax: +81-78-251 3630
• +81-90-4387 9992
Kumozu Office:
Tel: +81-59-234 4114
Fax: +81-59-234 0040
Tokyo Office:
Tel: +81-3-5403 1966
Fax: +81-3-5403 1953
• +81-90-7188 0377
CROATIA
Rijeka Office:
Tel: +385-51-289 717
Fax: +385-51-287 154
• +385-98-440 260
Zagreb Office:
Tel: +385-1-3837 711
Fax: +385-1-3835 563
CYPRUS
Limassol Office:
Tel: +357-25-763 670
Fax: +357-25-763 671
• +357-99-463 862
OFFSHORE DIVISION
MacGREGOR (DNK) A/S
Smedeholm 11
DK-2730 Herlev
Denmark
Tel: +45 44 53 84 84
Fax: +45 44 54 47 61
Product:
Advanced Load Handling
MacGREGOR
Hydramarine AS
Andøyveien 23
N-4623 Kristiansand
Norway
Tel: +47 91 68 60 00
Fax: +47 38 01 87 01
Product:
Winches
MacGREGOR
Plimsoll Pte Ltd
48 Tuas Road
Singapore 638500
Tel: +65 68 61 39 22
Fax: +65 68 62 43 34
SERVICE DIVISION
MacGREGOR (DEU) GmbH
Normannenweg 24,
(PO Box 26 16 31,
DE-20506 Hamburg)
DE-20537 Hamburg
Tel: +49-40-25 444 0
Fax: +49-40-25 444 444
AUSTRALIA
Sydney Office:
Tel. +61-2-464 741 49
Fax: +61-2-464 770 03
• +61-408-494 777
BELGIUM
Antwerpen Office:
Tel: +32-3-546 4640
Fax: +32-3-542 4772
• +32-3-546 4640
Zeebrugge Office:
Tel: +32-50-84 05 50
Fax: +32-50-84 09 50
DENMARK
Copenhagen Office:
Tel: +45-44-53 84 84
Fax: +45-44-53 84 10
• +45-44-538 484
Esbjerg Office:
Tel: +45-44-53 84 84
Fax: +45-75-15 45 65
• +45-44-53 84 84
ESTONIA
Tallinn Office:
Tel: +372-6-102 200
Fax: +372-6-102 400
FINLAND
Turku Office:
Tel: +358-2-412 11
Fax: +358-2-4121 517
• +358-400-824 414
FRANCE
Le Havre Office:
Tel: +33-235-24 72 99
Fax: +33-235-24 72 98
• +33-611-64 39 42
Marseilles Office:
Tel: +33-491-09 52 52
Fax: +33-491-09 52 53
• +33-617-26 78 14
GERMANY
Bremerhaven Office:
Tel: +49-471-78 041
Fax: +49-471-74 080
• +49-471-78 041
Hamburg Office:
Tel: +49-40-25 44 40
Fax: +49-40-25 44 44 44
• +49-40-25 44 41 20
GREECE
Piraeus Office:
Tel: +30-210-42 83 838
Fax: +30-210-42 83 839
• +30-6944-351 854
INDIA
Mumbai Office:
Tel: +91-22-2758 2222
Fax: +91-22-2758 2227
KOREA
Busan Office:
Tel: +82-51-704 0844
Fax: +82-51-704 0414
• +82-51-704 0844
MEXICO
Campeche Office:
Tel/Fax: +52-938-286-1528
THE NETHERLANDS
Rotterdam Office:
Tel: +31-10-283 2121
Fax: +31-10-429 3219
• +31-10-283 2121
NORWAY
Bergen Office:
Tel: +47-56-313 300
Fax: +47-56-313 323
• +47-905-873 71
Kristiansand Office:
Tel: +47-91-68 60 00
Fax: +47-38-01 87 01
Oslo Office:
Tel: +47-23-10 34 00
Fax: +47-23-10 34 01
• + 47-905-873 71
Ålesund Office:
Tel: +47-70-10 04 00
Fax: +47-70-10 04 01
• +47-905-873 71
POLAND
Gdynia Office:
Tel: +48-58-7855 110
Fax: +48-58-7855 111
• +48-602-725 088
QATAR
Doha Office:
Tel: +974-460 7310
Fax: +974-460 7314
• +974-507 1093
RUSSIA
St Petersburg Office:
Tel: +7-812-493 4284
Fax: +7-812-493 4285
• +7-921-962 46 12
Vladivostok Office:
Tel: +7-4232-24 34 63
Fax: +7-4232-24 34 62
SINGAPORE
Singapore Office:
Tel: +65-6265 2322
Fax: +65-6264 1261
• +65-6266 4351
SPAIN
Bilbao Office:
Tel: +34-94-480 73 39
Fax: +34-94-431 69 45
• +34-609-428 066
Cadiz Office:
Tel/fax: +34-956-877 611
Ferrol Office:
Tel: +34-696-946 086
Fax: +34-981-354 624
SWEDEN
Bjuv Office:
Tel: +46-42-858 00
Fax: +46-42-858 99
Enköping Office:
Tel: +46-171-232 00
Fax: +46-171-232 99
Gothenburg Office:
Tel: +46-31-850 700
Fax: +46-31-424 946
• +46-31-850 700
Örnsköldsvik Office:
Tel: +46-660-29 40 00
Fax: +46-660-139 77
UNITED ARAB
EMIRATES
Abu Dhabi Office:
Tel: +971-2-554 1690
Fax: +971-2-554 1601
• +971-50-4510 715
Dubai Office:
Tel: +971-4-3413 933
Fax: +971-4-3413 110
• +971-50-651 0371
UNITED KINGDOM
Aberdeen Office:
Tel: +44-1224-583 300
Fax: +44-1224-583 450
• +44-7768-334 419
Liverpool Office:
Tel: +44-151-648 8640
Fax: +44-151-727 1460
• +44-7768-334 419
Newcastle Office:
Tel: +44-191-295 2180
Fax: +44-191-295 2188
• +44-7768-334 419
Portsmouth Office:
Tel: +44-2392-210 703
Fax: +44-2392-210 734
• +44-7768-334 419
UNITED STATES
Fort Lauderdale Office:
Tel: +1-954-600-4199
Houston Office:
Tel: +1-713-681-5452
Fax: +1-713-681-8204
Jacksonville Office:
Tel: +1-904-821-0340
Fax: +1-904-821-0850
• +1-973-285 7860
Lafayette Office:
Tel: +1-337-231-5961
Fax: +1-337-231-5966
New Orleans Office:
Tel: +1-504-733 3321
Fax: +1-504-733 3360
• +1-504-733 3321
New York Office:
Tel: +1-973-285 7860
Fax: +1-973-285 7861
• +1-973-285 7860
Norfolk Office:
Tel: +1-757-558-4580
Fax: +1-757-558-4581
• +1-757-558-4580
Slidell Office:
Tel: +1-985-641-3853
Fax: +1-985-641-3856
Note •
= 24-hour service numbers
MacGREGOR NEWS 159
35
Your first choice for marine cargo flow solutions and service
Where to find MacGREGOR
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• Brazil
• Egypt
• Iran
• Norway
• South Africa
• United Kingdom
• Bulgaria
• Estonia
• Italy
• Philippines
• Spain
• United States
• Canada
• Finland
• Japan
• Poland
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• Vietnam
• Chile
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• Korea
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• Sweden
• China
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www.macgregor-group.com
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