MacGregor

MacGregor
news
CUSTOMER MAGAZINE
ISSUE 162
SPRING 2011
Conversion to bulkers
extends tankers’
earning lifespan
16
6
Cargotec refines strategy
– all eyes on customers
22
Hatch cover sustainability:
details matter
26
More electric cranes for
The China Navigation Company
Contents
4
News
6
Global trends set the stage for Cargotec’s
refined strategy
6
12
offshore
10
Integrated approach for marketing Cargotec’s
offshore competences
12
North Sea rig service is seamless
customer service
14
Listening leads to action
15
New service stations support
offshore strategy
25
Cargotec delivers its first
Shipdex manual
33
Qualified personnel deliver
quality service
34
Greek branch celebrates
global service
conversions
16
Conversion to bulkers extends
tankers’ earning lifespan
20
Stena ferries converted for two-tier loading
26
sustainability
22
Attention to detail is key to hatch cover
sustainability
~6%
thinking ahead
26
Enhanced
efficiency for The
China Navigation
Company
Electric cranes and hatch covers for
The China Navigation Company
HATCH COVER
OPERATION
merchant shipping
20
Stena ferries converted for two-tier loading
30
Simple, well proven cement handling solutions
32
Design co-operation with P&O Ferries
35
Contacts
16
22
MacGregor News is Cargotec’s customer magazine with distribution of approx. 15,000 copies. Publisher: Cargotec Corporation,
Sörnäisten rantatie 23, FI-00501 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/zeeland Printed by Punamusta, Finland.
The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine
(with the exception of photos) may be reproduced provided that the source is mentioned.
Working together
towards complete solutions
Our successful ship-type approach benefits our customers
because we understand how their business works, enabling us
to offer complete solutions to help them achieve their goals.
This is only possible if relationships with customers are close.
The strong position were are in is an ideal opportunity to
focus on growing the marine business. We are investing even
more in researching and developing innovative solutions that
save energy, increase efficiency and improve safety.
We are also planning to add new products to our range,
further strengthening the complete/efficient solutions we can
offer for customers’ specific ship types. These plans include
acquisitions such as the recent takeover of Navis, the leading
terminal operating system provider, which expands Cargotec’s
offering to terminal operators.
Asia is a crucial market, and to continue our success there
means that we constantly need to address processes and ways
of working. We have established a strong set-up in Asia, but
need to develop it further, focusing on China. As our aim is to be truly global, we must also maintain
the focus on strengthening our competences and resources worldwide.
The ongoing integration of marine services into Cargotec’s service network continues in 2011.
This will help us improve the seamless global service network that is essential in the marine business. Wherever our customers are, working as one global player means that we are there too.
Olli Isotalo
Executive Vice President, Marine
About Cargotec
Cargotec improves the efficiency of cargo flows on
land and at sea – wherever cargo is on the move.
Cargotec’s daughter brands, Hiab, Kalmar and
MacGregor, are recognised leaders in cargo and load
handling solutions around the world.
Cargotec’s global network is positioned close to customers and offers extensive services that ensure the
continuous, reliable and sustainable performance of
equipment. The company employs approximately
10,000 people.
Key figures in January-December 2010
2010
2009
Change %
Orders received, MEUR
2,729
1,828
49
Order book, MEUR
2,356
2,149
10
Sales, MEUR
2,575
2,581
0
Operating profit excl. restructuring, MEUR
141.9
61.3
5.5
2.4
Operating profit, MEUR
Operating margin excl. restructuring, %
131.4
0.3
Cash flow from operations, MEUR
292.9
289.7
Interest-bearing net debt, MEUR
171
335
Earnings per share, EUR
1.21
0.05
www.cargotec.com
Sales by reporting segment 1-12/2010
Sales by geographical segment 1-12/2010
%
%
Marine 41% (39%)
• Equipment 81% (81%)
• Services 19% (19%)
Industrial
& Terminal 59% (61%)
Americas 18%
(18%)
EMEA 42% (46%)
• Equipment 67% (71%)
• Services 33% (29%)
APAC 40% (36%)
MacGregor is the global market-leading brand in marine cargo handling and offshore loadhandling solutions. Customer-driven MacGregor engineering and service solutions for the maritime
transportation industry and the offshore load-handling and naval logistics markets are used onboard
merchant ships, offshore support vessels, and in ports and terminals. www.macgregor-group.com
NEWS
Multi-role RoRo ships designed for DFDS’s needs
MacGregor container
ship solutions optimise
cargo efficiency
An efficient cargo system is the result
of a cargo system design process that
meets the requirements of the ship’s
cargo profile, container sizes and distribution and the ship as a whole. The philosophy behind a MacGregor container
ship cargo system design is to take all
this into account at a very early stage in
the ship project, resulting in a profitable
ship investment and a fluent shipbuilding process.
Click your way to our web page
www.macgregor-group.com and watch
our latest container ship cargo system
video!
Gedser ferry terminal
outfitted for fast
turnarounds
Cargotec will supply MacGregor port and
terminal solutions for the Gedser ferry
terminal in southern Denmark to serve
Scandlines’ ferry service on the short
route between Gedser and Rostock in
Germany.
“The new ferries have a capacity for
460 cars or 90 trucks, and 1,500 passengers, and their disembarkation and
embarkation must not take more than 15
minutes,” says Per Blad, Sales Manager,
RoRo Ships at Cargotec. “Efficient and
reliable MacGregor shore ramps, passenger gangway and mooring solutions
are crucial to ensuring such short port
turnaround times. Cargotec’s engineering
expertise played the key role in winning
this order.”
4
MACGREGOR NEWS 162
Cargotec recently received an order for
MacGregor RoRo cargo access equipment for
two multi-role vessels under construction at
the German yard P+S Werften in Stralsund for
ferry operator DFDS Seaways. Both vessels are
due to be delivered in the first half of 2012.
The 3,000 lane-metre capacity newbuildings
will also have room for 342 TEU on the weather
deck; this is a special requirement of the
Danish-German ARK project for the transport
of military vehicles and containers.
Göran Hugon, Sales Manager, RoRo Ships
said: “Cargotec has co-operated both with the
yard and the owner for many years, and we
won this order because of the proven record of
MacGregor RoRo equipment installed in previous newbuildings for DFDS.”
The extensive outfit of MacGregor equipment for each ship comprises:
•
•
•
•
•
•
•
•
•
•
Stern ramp/door starboard
Stern ramp/door port
Side ramp/door port
Ramp cover
Front door
Hoistable car deck
Movable ramp to car deck
Pilot/bunker doors
Engine room hatch
Main power pack
Six car carriers feature complete sets of
MacGregor RoRo equipment
Cargotec has designed and is delivering
MacGregor RoRo equipment for a series of
six PCTCs (pure car and truck carriers) being
built at Nantong Mingde Heavy Industries
in Nantong, China, for Gram Car Carriers.
In September last year Gram Car Carriers
announced the arrival of the first-in-series
Viking Amber, which went directly into service for K-Line. Viking Amber was followed by
Viking Coral, which was delivered to K-Line
in January. Both ships are equipped with a
MacGregor hydraulically operated quarter
ramp, side ramp, ramp covers, hoistable access
ramps, movable ramps, liftable car decks, vertical sliding pilot doors, side-hinged watertight
bunker doors and side-hinged watertight shell
doors.
The remaining four ships in the series will
be similarly equipped. The sixth ship is scheduled for delivery in March 2012. These ships
meet all new damage stability requirements
and have ‘Clean’ notation.
Anchor-handling outfits serve pair of Singaporean AHTS / oil recovery vessels
Cargotec is to supply sets of MacGregor
anchor-handling systems for two 12,000
BHP anchor-handling tug /supply/oil
recovery vessels under construction at a
Chinese shipyard for a Singaporean owner.
“We are pleased that our customers have
opted for MacGregor anchor-handling
systems with their proven technology and
high levels of operational reliability,” says
Gavin Lim, Cargotec’s Sales Director for
towing and mooring solutions.
The ABS-classed vessels will have
a bollard pull of 150-160 tonnes. Their
anchor-handling equipment is scheduled
for delivery at the end of 2011 and will be
manufactured at Cargotec’s facilities for
offshore load handling in Singapore and
China. Each vessel will be equipped with
anchor-handling/towing winches (380
tonnes line pull and a 500 tonnes static
brake), anchor windlass mooring winches,
tugger winches, capstans, storage reels,
shark jaws/towing pins and telescopic
deck cranes.
Efficient RoRo cargo access equipment essential for Norwegian ferries
Cargotec has secured an order from Gdansk
Shiprepair Yard Remontowa in Poland to
deliver MacGregor cargo access equipment
for four 4,200gt RoPax ferries designed for
service in the Norwegian fjords. The 93m-long
LNG-powered ferries will be able to carry 390
passengers and 120 cars at service speeds of
between 12 and 17 knots. They will be operated
by Torghatten Nord and are intended for the
inner and outer Vestfjord crossings in northern Norway.
“Efficient and reliable cargo access equipment is essential for the profitable and safe
operation of these ferries,” says Lars Öberg,
sales manager for RoRo ships at Cargotec.
“The MacGregor equipment will be
fabricated at
Cargotec’s partner plants. Each
shipset will
include bow visor
and door with folding
ramp, stern door and ramp,
two ramp covers, engine service
hatch and two power-packs.”
93m-long LNGpowered ferries will
feature comprehensive
MacGregor cargo access
packages
Complementary offerings make an excellent business match
Earlier this year Cargotec completed its acquisition of the leading terminal operating system
(TOS) provider Navis from Zebra Technologies
Corporation. The combination of Navis’s flexible and scalable software and Cargotec’s market leading products and services will deliver
integrated solutions putting the two companies in a stronger position to provide turnkey
operations to their customers.
Navis will continue to operate independently, maintaining its well-known brand and
preserving its valuable customer, technology
and equipment relationships.
Navis TOS software is widely used in rail
yard operations and at distribution centres,
helping to coordinate and automate the movement of containers and equipment. Customers
can manage multiple operations from one geographic location.
Bill Walsh, President of Navis says:
“Joining forces with Cargotec presents many
exciting opportunities for us to better serve
terminal operators all over the world. Together
we can provide seamless integration between
the critical elements of terminal operations.”
Cargotec’s President and CEO Mikael
Mäkinen sees the companies as an excellent
match due to their complementary offerings.
“Cargotec and Navis share a similar mindset. We both work closely with our customers and constantly seek new ways to make
the flow of cargo more efficient. With strong
track records in delivering results, I am confident that our combined know-how, solutions
and dedicated people will start a wonderful
journey.”
162 MACGREGOR NEWS
5
STRATEGY
Global trends
set the stage
for Cargotec´s strategy
5H¿QHGVWUDWHJ\ZLWKLWVIRXUIRFXVDUHDVJLYHVGLUHFWLRQ
DQGPDNHVVXUHWKDW&DUJRWHFVWD\VDJLOH
Mikael Mäkinen, President and CEO of
Cargotec, stresses the importance of keeping in
tune with the world and its changing environment. As Mäkinen explains, every company
should appraise change regularly and make sure
they are following the direction that the world
is taking.
But when it comes to Mäkinen’s own territory, the word follow is fast forgotten. In
Cargotec’s case, keeping up with the rest is never
enough. Cargotec has always taken pride in
being at least one step ahead of the rest, in tune
with the times and when deemed wise by the
people in charge on the first wave of renewal and
changing the rules.
This outlook has paid off; Cargotec is one of
the few companies that made it through the global credit crunch nearly untarnished, especially
when compared to much of the competition.
“I think 2010 was a year when we stabilised
the course and development of our company.
Are we happy with our recent financial results?
Let’s say that we are happy with the development of the results”, Mäkinen affirms.
Cargotec is currently working hard to incorporate its newly refined strategy. It is not a fully
new way of thinking or acting more of a nudge
to make sure Cargotec will be market leader
in years to come as well. The strategy is both
very clear and fuzzy at the same time, so that
6
MACGREGOR NEWS 162
Cargotec will not lose its ability to agilely change
when necessary, as Mäkinen emphasises.
During the strategy process, which was
wrapped up in autumn 2010, Cargotec’s experts
identified four major trends. The global trends
include the global economy’s shift towards the
east, urbanisation, the acceleration of technological change and the shortage or even lack
of critical raw materials. Cargotec responds to
these global trends by focusing on four areas:
customers, services, emerging markets and
internal clarity.
Mega trends unravelled
The first of the global trends derived from
Cargotec’s strategy work is Asia’s rise. A considerable part of Cargotec’s clientele operates in
growing markets, Mäkinen points out.
Asia has become the hub of global production, which has especially affected Cargotec’s
Terminal and Marine business. Most of Asia’s
production has traditionally been fed to
Western markets, but the East is rapidly learning to consume in abundance as well. Major
local economies are rising in Asia, with production and consumption concentrated in the same
markets. As much as 37 percent of the world’s
container traffic can already be found within
Asia.
GLOBAL MEGATRENDS 1/4
GLOBAL ECONOMIC
SHIFT TO ASIA
37%
Intra-Asian freight
already accounts for
37 percent of global
container traffic.
162 MACGREGOR NEWS
7
GLOBAL MEGATRENDS 2/4
“The world is changing, as
URBANISATION
evidenced by the fact that intraAsian traffic, not intercontinental
freight traffic, now accounts for
the biggest container volumes”,
Mäkinen says.
Urbanisation is another
It is estimated that
major trend affecting Cargotec’s
over 6 billion
business. Global urbanisation is
people will live in
cities by year 2050.
accelerating, particularly in Asia
and other developing areas, such
as South and Central America
and Africa.
This trend has many outcomes that will
inevitably affect Cargotec’s business as urban
life requires unparalleled material flows
all the way from transporting foodstuff to
sophisticated waste handling solutions, which components to improve the overall effiis one of Cargotec’s key competence areas.
ciency ratio. Advances are being made in
Urbanisation is occurring hand in hand with a terms of equipment as well: from Cargotec’s
rapidly accelerating lack of raw materials, and perspective, one of the main objectives is
tightening environmental legislation.
reducing the weight of equipment. This can
Expert sources have estimated that the
be achieved by, for example, developing the
next global crisis will not be about credit,
characteristics of steel and using alternative
it will be about raw materials. The shortmaterials.
age already has a huge impact, one which is
Finally, the fourth global trend is the
expected to increase despite new materials
acceleration of technological change, namely
and energy saving solutions that are being
digitalisation. Foremost, digitalisation adds
brought to the market. Consumption levels
safety to both Cargotec’s customers and
are simply rising so rapidly around the globe.
Cargotec’s personnel. Digitalisation is, for
The lack of raw material clearly affects
instance, opening possibilities for a full range
load and cargo handling, where reliable alterof new safety features in cranes, as a heightnative fuel solutions are much sought after.
ened awareness of surroundings increases
Efforts to cut fuel consumption are also in
the safety of the equipment operator, as well
the making by reducing friction or combining as other people nearby. It is also the key to
neighbouring safety work, such as a research
project Cargotec is involved in where a
GLOBAL MEGATRENDS 3/4
system is being developed to use sensors to
TECHNOLOGICAL
monitor the driver’s alertness.
6 billion
CHANGE
Digitalisation is a key driver
of technological change, as
evidenced by the spread of
smart solutions. In
Cargotec’s sector, this
means equipment that is
better able to communicate
with both the operator, and
the operating environment.
8
MACGREGOR NEWS 162
All eyes on the customer
Cargotec’s four strategic focus areas, customers, services, emerging markets and internal
clarity, all deal with the global trends and
make the most of them in business. In each of
the key focus areas, Cargotec is either already
working hard to achieve a new balance, or
has clear cut plans about when and where
changes will start taking place.
Instead of individual products,
customers increasingly expect
complete solutions that include
customised equipment, and
service concepts that cover their
entire life cycle.
Internal clarity is a prerequisite for all of
the other focus areas to flourish. In services,
the refined strategy entails that a stronger
emphasis is put on developing services in line
with the customers’ value chain, and on seeking growth when customers outsource their
service operations.
In terms of matching services with geographical presence, Cargotec is already unrivalled. Yet much can be done to improve.
Mäkinen explains how today, instead
of individual products, customers increasingly expect complete solutions that include
customised equipment, and service concepts
that cover their entire life cycle. Add on the
powerful consolidation trend and a clear picture is painted: one where, as Mäkinen points
out, Cargotec is in a unique position. Bigger
global players want partners who can match
their size and meet their needs. This is good
news for Cargotec and its service and distribution network.
“The whole world is our market area. We
can serve our customers wherever we are
needed”, Mäkinen reminds.
In the upcoming years Cargotec is going to
By acquiring Navis, the leading
terminal operating system (TOS)
provider, Cargotec will further
strengthen its ability to provide
total solutions for terminal
customers.
strive to keep its current hold in established
markets such as Europe and North-America
and work to take a stronger stance in China
and in the other BRIC countries: Brazil,
Russia and India.
Although Cargotec’s strategy underlines
the importance of emerging markets, services
and internal clarity, Mäkinen reminds that
the core of the strategy is the customer.
“We make constant efforts to better understand our customers through their business
needs”, Mäkinen says.
Cargotec’s strategy is based on customer
insight while flexibly adapting to changes in
the world economy and Cargotec’s industry.
“Focusing on customers and customer
GLOBAL MEGATRENDS 4/4
segments means that we are adapting our
offering from a customer point of view. We
will make decisions where to invest and
what to divest. We are going to invest in the
areas where we feel that we can be the world
market leader. To strengthen selected offering and segments is our ongoing journey”,
Mäkinen explains. The Navis acquisition
supports Cargotec’s strategy to focus on
customers and invest in attractive customer
segments. With this acquisition the company
has taken the first steps to develop its business according to customer needs. By acquiring Navis, the leading terminal operating
system (TOS) provider, Cargotec will further
strengthen its ability to provide total solutions for terminal customers.
The customer is at the heart of Cargotec’s
refined strategy and a genuine customer
perspective is key to everything the company
does. Cargotec’s future is not set in stone, but
one thing is certain: from a customer’s perspective, the years to come look more promising than ever. Cargotec is going to serve its
customers far better than competition can
even aspire to, grow faster than the market –
and keep cargo on the move.
LACK OF CRITICAL
RAW MATERIALS
1.35 trillion
As of 2010, the US
government estimates that
the world has proved oil
reserves in the neighborhood
of 1.35 trillion barrels.
The refined strategy
keeps old promises
Cargotec’s customer promise ‘we keep
cargo on the moveTM’ sounds simple
enough, but when you take a look at
the larger picture, it is anything but
easy.
The promise drives business, guides
behaviour – and is downright
challenging to live by. It is difficult,
because Cargotec never makes empty
promises. Keeping cargo on the move
requires genuinely understanding how
the customers’ businesses operate
and fully appreciating all the nooks and
crannies of their business environment.
Cargotec provides cargo handling
solutions and services for on-road,
industrial, harbour and marine cargo
handling and offshore load handling.
In practise, it means being on the
cutting edge of technology whether the
issue at hand is automated container
handling or hydraulic hybrid drive
terminal tractors. Cargotec needs to
know how offshore support vessels
operate day in and day out, and how
EU’s machinery directive sets safety
standards on new levels and how this
affects crane operation businesses.
Whatever happens in the customers’
business environment, keeping cargo
on the move means Cargotec needs to
be on top of it.
Cargotec’s mission is to improve the
efficiency of cargo flows. The company
does this by helping customers’
operations run more efficiently:
Cargotec delivers reliable equipment
and services, maximises fleet and ship
productivity, and can help in improving
operations’ total performance with
complete systems, concepts and
design.
Cargotec´s goal to provide customer
solutions in 2015 starts with a plan to
focus globally on customers. In 2011,
all eyes and ears are on the customer:
listening, learning, and making sure
Cargotec is up to speed when it comes
to customer needs.
162 MACGREGOR NEWS
9
OFFSHORE
Integrated approach needed to market
in-depth understanding
3URYLGLQJVROXWLRQVIRUWDUJHWHGVHJPHQWVLVQRWVLPSO\DERXWFKRRVLQJRQHRUWZR
RI&DUJRWHF¶VLQGXVWULDOSURGXFWVDQGDGDSWLQJWKHPIRUDFXVWRPHU¶VQHHGVEXW
LGHQWLI\LQJWKHPDUNHWLQJVWUDWHJ\WKDWZLOOPRVWHI¿FLHQWO\PDUNHWWKHIXOOVFRSHRI
&DUJRWHF¶VRIIVKRUHFRPSHWHQFHVDQGFDSDELOLWLHV
“Cargotec’s offshore professional skills, engineering know-how and technologies have
oriented its activities towards two major
segments of the offshore industry: subsea
operations and rig support”, explains Mario
Greiner, VP Marine Business Development
at Cargotec. Activity in these segments
entails a multitude of specific operations that
are conducted as defined processes with different tasks and different goals.
“By segmenting the market, we have
accomplished the first step in the strategic
marketing process.”
“We want to maximise the potential for
specific offshore competences and capabilities in satisfying market demands,” Mario
Greiner says.
“So by further targeting within those
industry segments we identified three target
sub-segments: subsea load handling, anchor
handling, along with towing and mooring
operations thus accomplishing step two in
the strategic marketing process.
“Looking more closely, we find that these
target sub-segments are defined by specific
customer business processes. In turn, these
processes are achieved by purpose-designed
ship types that can accomplish the functionalities needed to achieve the process
goal. Appropriately engineered solutions are
essential for customers to achieve these process goals.”
Provider of complete solutions
For Cargotec to create and maintain a winning response to market demand it is essential to have intimate knowledge about a customer’s business processes, the specific ship
types it operates, and the engineering solutions that provide the process functionalities.
This will enable Cargotec to position itself
as the provider of complete solutions to the
relevant sub-segment.
“It follows that providing solutions in the
targeted sub-segment is not simply about
the proper selection and distribution of our
industrial products, adapted for a customer’s
needs,” Mr Greiner says. In fact it goes much
deeper than that.
“We take responsibility for engineering a
complete solution that accommodates all of
the functionalities in the customer’s business
process. By doing that, we are building on our
industry reputation as a solution provider
which designs the entire customer business
process in a targeted and focused manner.”
Through-life
maintenance
Cargotec’s part in the customer business
process does not end with delivering the solution to the customer.
“On the contrary, the customer business
process continues well into the commercial
operational exploitation of the solution,” Mr
Greiner says.
“The value of any solution is measured not
Marketing Strategy in Offshore • the marketing process
CHOOSE THE VALUE
PROVIDE THE VALUE
• Market segmentation
• Market selection focus (targeting)
• Value positioning
STRATEGIC MARKETING
STEP 1
10
STEP 2
MACGREGOR NEWS 162
Product
development
COMMUNICATE THE VALUE
• Service development
• Pricing
• Sourcing/Making
• Distributing/Servicing
TACTICAL MARKETING
STEP 3
• Sales forces
• Sales promotion
• Advertising
only by the elegance and efficiency
with which it performs its designed
process functionalities, but also by
how well it continues to perform,
often in harsh operating conditions.”
The positioning must therefore
integrate newly engineered solutions and distinct service products
in a comprehensive value offering,
thus defining step three in the strategic marketing process.
Cargotec possesses competences
in both domains: first, in engineering a complete solution and, second,
successfully maintaining it throughout its operational lifetime. This
unique capability enables Cargotec
to provide all the essential values
in the customer business process
chain.
The most effective way of delivering this comprehensive service is
to market all professional competences, engineering know-how,
technology and service capabilities
in an integrated way to all the process stakeholders, ship owners and
shipbuilders alike.
We take responsibility for
engineering a complete
solution that accommodates
all of the functionalities in the
customer´s business process
– Mario Greiner
marketing to avoid making promises before the
company is in a position to deliver on its commitment.
It works
Integrated marketing
“Although co-ordinated teamwork
among departments and business
lines is important, of itself it is not
sufficient for the successful implementation of the integrated marketing strategy,” Mr Greiner maintains.
“Market segmentation is vital,
based upon customer business processes, targeting segments based on
the inherent scope of competences
along with knowledge about customers, their business processes and
their value chains.”
To foster teamwork among
departments, Cargotec must carry
out both internal and external marketing of offshore load handling.
Internal must precede external
That’s the theory. And it pays off in practice,
Mr Greiner says, citing the example of a recent
major order.
By actively implementing the strategy of
integrated marketing, Cargotec has not only
secured an order for the delivery of anchorhandling systems for Bourbon’s 20-ship series
of type SPA80 newbuildings under construction at Zhejiang Shipyard in China, but has also
committed to provide the ship owner with – on
an exclusive basis and under terms to be agreed
– 60 ship-years of maintenance for delivered
systems, thereby assuring their proper operation
throughout a period of three years.
Marketing Strategy in Offshore • Step 2 – targeting market segments
Specific Operations
Ship types
Anchor Handling
Anchor Handling Tug Supply Vessels (AHTS)
Platform Supply Vessels (PSV)
Subsea Load Handling
Multi-purpose Supply Vessels / Construction (MPSV)
Dive Support Vessels (DSV/DSV ROV)
Drill Ships & Platforms
Towing & Mooring
Operations
Harbour Tugs, Coastal Tugs, Ocean-going Tugs
Terminal/Escort Tugs
Accommodation & Construction barges
162 MACGREGOR NEWS
11
OFFSHORE
North Sea rig service
is seamless
One of Cargotec’s global marine service operations, the Bergen office, has
been recognised as a service support centre for MacGregor Man Riding
Winches and BOP handling equipment.
In collaboration with its regional sister company in Aberdeen, Cargotec’s
Bergen service operation is strategically
very well positioned to offer seamless
marine service to the offshore operators
in the North Sea region.
“Service has been mainly focused on
two areas, on MacGregor Normar blowout preventer (BOP) handling systems
and MacGregor man riding winches”,
Steve Goodchild, North Sea Regional
Manager explains.
Between these two products there
are currently over 300 installed units
globally. Other service lines include the
design and prefabrication of mechanical and electrical solutions related to
upgrade from local manual to remote
control operations, adding additional
safety features as a modernisation
product.
“During 2010, Cargotec delivered
several turnkey service orders for BOP
handler upgrades, including major contracts which demonstrated the company’s ability to deliver high end service
solutions.”
More recent contracts include the
Transocean rig Paul B Lloyd Jr that was
docked in Holland.
“Generally, a pre-drydocking
inspection survey is carried out while
a vessel is still operating offshore,” Mr
Goodchild says.
“This initiates a comprehensive
reporting process and a dialogue with
the customer that forms the basis of the
turnkey service for routine or lifetime
extension business.”
The North Sea Region’s
rig service portfolio
includes:
· Technical upgrades and
the modernisation of lifting
equipment
· Mechanical, electrical
and hydraulic systems
service
· Winch services
· Blow out preventer (BOP)
handling systems service
· Deck cranes service
· Davit service
· Customer training
· Service agreements.
BOP handling equipment A BOP is a specialised type of valve used to monitor, control, and if necessary seal oil and gas
wells. Because of their safety critical nature, BOPs are designed as fail-to-safe devices. They are often required to be installed and
operated at great depths. Cargotec designs, manufactures, supplies, installs and services Normar BOP handling products.
Cargotec Marine Service
offers a range of BOP handling
equipment services:
• Annual and five year
inspections 1)
12
MACGREGOR NEWS 162
• Condition reporting
• Recommended overhaul and
upgrades
• Resource and schedule planning
• Studies and detailed engineering
• Prefabrication and material
supplies
• Overall supervision and
workmanship
• Load tests and commissioning
• Final documentation
1)
Annual and five year inspections are based
on guidelines and check lists, ensuring a reliable and complete survey.
Cargotec overhauled
winches on the jackup
rig ENSCO 102.
Man Rider Winch Cargotec’s MacGregor Man Rider Winch is designed for safe and reliable personnel-handling operations on
platforms and vessels operated in extreme offshore work environments. Designed to meet the latest Norwegian Petroleum
Directorate (NPD) and EU rules for machine directive requirements, the Man Rider Winch is EU-type approved by DNV.
•
•
•
•
SWL: 150kg
Speed: max 60 m/min
Lifting height: 60m
Hydraulic local and remote
control with radio remote control
• Mechanical spooling device with
pressure roller on drum
• 3 independent braking systems
• Emergency lowering/hoisting
with accumulator system
• Local and remote emergency
stop mechanisms
• Slack wire system
• Upper- and lower-limit switch
system
• Overload payout system
• Weight 490kg
162 MACGREGOR NEWS
13
CUSTOMER
SERVICE
Listening leads to action
%\PRQLWRULQJDQGPDQDJLQJLWVPDULQHEXVLQHVVUHODWLRQVKLSVZLWKDSURFHVV
FDOOHG&52/Š&RUSRUDWH5HODWLRQVKLS2QOLQH&DUJRWHFFDQRIIHUFXVWRPHUV
LPSURYHGSUREOHPVROYLQJTXLFNHUUHVSRQVHWLPHVDQGDQLQFUHDVHGXQGHUVWDQGLQJ
RIWKHLULQWHUHVWV
Like most companies, Cargotec has
measured customer satisfaction in many
different ways over the years, but monitoring its marine customers’ perceptions
has been helped since 2007 by a process
called CROL. The main principle behind
CROL is to implement a simple way to
gather, analyse and utilise feedback to
develop the company’s overall performance. The process is simple and quick to
perform, and is carried out in real-time.
CROL has been developed in cooperation
with a long-term partner, PBI Research
Institute, based in Turku, Finland.
“Customers benefit from improved
problem solving, quicker response times
and an increased focus and understanding of their interests,” says Hans Berg,
Vice President, Global Sales, and owner
of the CROL process in Cargotec’s
Marine business area. “It also smoothes
internal transfer of customer information and ultimately improves customer
satisfaction, trust and loyalty among
stakeholders”.
the ‘average customer opinion index’ and
whether customers are satisfied or not,
during performance monitoring a question is being asked: ‘How can we improve
our performance?’
“We know that many companies
collect feedback and do little with the
results,” says Tuula Madekivi, Manager,
Business Intelligence, and coordinator of
the CROL process in Cargotec’s Marine
business area.
“From the beginning CROL has concentrated on personnel in direct contact
with customers, who evaluate Cargotec’s
activity from a customer’s point of
view and gather feedback, preferably
in face-to-face discussions. We process
feedback on different levels, but have
focused on making personnel in contact
with customers responsible for immediate analysis and action. This means that
small steps to improve performance –
and therefore customer satisfaction too
– are made daily.”
Continuous process
Daily improvement
The CROL process and its concept of
performance monitoring differ from
more traditional customer satisfaction
measurement in basic set-up and targets.
For example, instead of wondering about
Management’s responsibility is to follow
up customer feedback on a general level,
taking strategic decisions based on the
results. If and when needed it is also easy
for management to learn about an individual customer and the status of their
Customers benefit from improved problem solving,
quicker response times and an increased focus and
understanding of their interests – Hans Berg
14
MACGREGOR NEWS 162
Examples of CROL general
satisfaction monitoring
%
You are
satisfied
with Cargotec’s
overall
performance
85%
• 2009: 78%
• satisfied
• neutral
• dissatisfied
You would buy
Cargotec’s
MacGregor
products and
services in the
future
94%
• 2009: 82%
• likely
• neutral
• not likely
You are interested
in giving
Cargotec more
responsibility
for planned
maintenance
48%
• 2009: 34%
• likely
• neutral
• not likely
Benchmarking with PBI ‘s global database shows that the
proportion of satisfied customers is acceptable, exceeding
the required value of 80%. Plans to buy in the future are
very positive. All three questions have higher percentages of
positive answers than last year. (Note: the sample is limited
to those customers who responded to the questions. ‘Nonapplicable’ values have thus been removed from the sample.)
relationship with Cargotec.
“In a fast growing organisation
like ours, the feedback and feelings
of individual customers do not easily
reach top management, therefore
a continuous process like CROL is
an important tool for communicating customer feedback within
the organisation,” says Olli Isotalo,
Executive Vice President, Cargotec’s
Marine business area. “Customers’
replies and comments, corrective
actions, and KPIs (Key Performance
Indicators) are all highly valued
contributions when we are planning
operations and making strategic
choices to make sure that we will
meet and even exceed our customers’
future needs.”
Feedback from
several levels
In 2011, the scope of performance
monitoring will be deeper and wider
than previously: customer perceptions will be monitored not only on
operational but also on strategic and
tactical levels, and Cargotec is inviting feedback from key shipyards as
well as key shipowner customers.
This will provide an even more thorough understanding of customers’
needs and more information about
how to become their first choice.
With the help of CROL, Cargotec
is committed to using feedback from
marine customers to improve its performance – it takes continuous work
on all fronts to be the world’s leading
provider of cargo handling solutions.
“We will continue utilising and
developing this process: hopefully
our customers can see that we really
work with their valuable feedback,”
says Olli Isotalo. “We also hope that
our customers see this as a good
opportunity to influence how we
treat and serve them, now and in the
future”.
New service stations support
global offshore strategy
&DUJRWHF¶VDGYDQFHG0DF*UHJRU2QERDUG&DUHFRQFHSW
RIIHUVVHUYLFHVWRVXLWFXVWRPHUV¶LQGLYLGXDOQHHGV
Cargotec recently completed a major overhaul
of a large MacGregor active heave-compensated
(AHC) crane which had been working in Ghana.
The work was carried out at Cargotec’s site in
Kristiansand, Norway, from where specialist
inspectors travel the world to carry out offshore
cranes’ annual and five-year inspections.
Trond Karlsen, Manager of the Offshore
Competence Centre in Kristiansand said:
“We have undertaken a wide variety of major
offshore crane work around the world, including repairs and upgrades as new solutions
become available.
As the installed base grows and with continuous product development, we foresee a higher
demand for these services in the future. Many
MacGregor products have computer-based
control systems allowing worldwide remote
diagnostics and support. Reports, drawings, diagrams and pictures can be transferred on-line to
our service stations for fast, effective corrective
action.”
There are currently approximately 60
Cargotec marine service stations worldwide,
strengthening the company’s local presence and
establishing new strategic partnerships.
A comprehensive global network is vital to
the success of MacGregor Onboard Care agreements.
“Our advanced service programme offers varying modules of service tailored to fit customers’
particular requirements, budgets and delivering sustainable ship operations and revenue
earning capabilities by ensuring uninterrupted
operative availability of equipment. Once we
have put our customers’ equipment into service,
we endeavour to provide them with lifetime
support in the form of maintenance and service
solutions that minimise or eliminate downtime
in a cost effective manner”, says Björn Stenwall
Cargotec recently overhauled this HMC 3568, 150-tonne semiactive heave compensated crane.
Vice President, Marine Business, Services.
Already offering the world’s largest marine
service network in business terms, Cargotec
is planning further geographical expansion.
Internal co-operation within Cargotec’s other
business areas is particularly important when
entering markets where it has less presence and
experience, such as South America and Africa.
Offshore service strengthened in key global regions
Over the past five years, Cargotec has
acquired several companies that support
its network of offshore customers. 2008
saw the purchase of the US service
company, Platform Crane Services
International, strengthening its presence in
the Americas and Gulf of Mexico area.
Prior to that, Cargotec had 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 2007.
162 MACGREGOR NEWS
15
CONVERSIONS
Tankers of between 260,000
dwt and 300,000 dwt are
converted into ‘very large
ore carriers’ (VLOCs)
16
MACGREGOR NEWS 162
Conversions
are more complicated than they appear
&DUJRWHFKDVFRQVLGHUDEOHH[SHULHQFHRIVKLSFRQYHUVLRQV ZKLFK±DOWKRXJKFKHDSHUDQGTXLFNHUWKDQEXLOGLQJDQHZYHVVHO±
DUHPDMRUSURMHFWVGXULQJZKLFKWKHVKLSLVQRWHDUQLQJ
“Cargotec has completed 38 tanker-to-bulker
conversions, and has another 10 in its orderbook. Shipowners and managers can benefit
from this considerable and ever growing
experience”, says Pertti Vilhonen, Manager
of Major Projects.
“While a conversion may appear to be a
fairly straightforward process, it is in fact
rather complicated, and detailed planning
must be in place even before a shipowner
starts looking for a suitable yard to carry out
the work.”
While conversion is cheaper and quicker
than building a new vessel, it is nevertheless a major undertaking, involving between
five and 10 months of shipyard time and, of
course, the ship is not bringing in any revenue
during that period. Consequently, it is essential to make meticulous plans for the project
cost effective solutions geared to extending
their useful, revenue earning lifespan. This
inevitably requires a degree of compromise:
for example, balancing the ideal operational
dimensions of the hatch openings with the
actual structural limitations of the hull, and
the amount of steelwork necessary to compensate for the strength lost as a result of cutting the hatch openings.
Not just hatch covers
The ships are big enough for Cargotec to fit single panel sliding
hatch covers that open to just one side
to minimise off-hire time and, therefore, the
overall cost.
Furthermore, tankers sourced for conversion are normally already quite old, so a
pragmatic approach is required to deliver
“Any mistakes, shortcomings or oversights at
the planning stage can have serious financial consequences if they result in delays or
unforeseen regulatory problems once conversion work has started”, Mr Vilhonen says.
“These are large vessels, of between
Cargotec offers complete delivery
Cargotec is working on a series
of 12 conversions for VLOCs
in service for Vale, the world’s
largest iron ore producer (see
table on page 20). Three were
completed last year and the other
nine are being redelivered this
year. Vale owns Seamar Shipping
which in turn owns the vessels,
seven of which are managed
by MSI Ship Management,
and five by Bernhard Schulte
Shipmanagement.
These 300,000 dwt ships are
benefiting from MacGregor
THS (tanker hydraulic systems)
modifications, providing
appropriate ballasting and
deballasting arrangements along
with bilge pumping systems,
and water ingress detection
and removal for cargo spaces,
storerooms and void spaces.
Nine of the orders are ‘complete
delivery’ contracts, which means
that they include design services
from Cargotec as well as cargo
hatch and hydraulic system
hardware.
Typical section through a tanker-to-VLOC conversion
162 MACGREGOR NEWS
17
260,000 dwt and 300,000 dwt, and following
conversion they are known as VLOCs – very
large ore carriers. Because of their size, we
can fit single panel sliding hatch covers that
open to just one side of the vessel”.
“Cargotec designs and supplies the
MacGregor hatch covers and other key components, helps with modifications to the vessel’s steel structure and provides assistance
with the installation. Although hatch covers
are a major – and certainly the most obvious
– element of a conversion, anything up to 10
times as much steel will be needed to modify
the hull for its new purpose”.
Careful planning saves time
The ideal operational dimensions of the hatch openings are balanced against the actual structural limitations of the hull,
and the amount of steelwork necessary to compensate for the strength lost as a result of cutting the hatch openings
“The key to effective planning is a thorough
knowledge and understanding both of the
vessel’s original design and its actual condition immediately prior to conversion”, says
Paul Adlem, Technical Sales Manager for
tanker hydraulic systems.
Taking the modernisation of the remote
controlled valve systems on the 306,000 dwt
tankers Ore Goro and Ore Caue as an example, he says: “In the course of our survey, we
found that the existing systems inside the
pump rooms were in sound condition and
therefore we recommended that they should
be retained”.
CARGOTEC TANKER-TO-VLOC CONVERSIONS (VALE FLEET)
name
dwt/tonnes
holds
306,000
Ore Fabrica
Ore Sossego
Ore Caue
Ore Goro
complete side rolling & rolling
single
THS
delivery
& wheel lifter
panel
8
yes
yes
yes
yes
284,480
9
yes
yes
yes
yes
264,164
7
yes
yes
yes
yes
301,500
9
yes
yes
yes
yes
291,435
7
Ore Paqueta
Ore Itaguai
Ore Corumba
Ore Parati
Ore Santos
Ore Urucum
Ore Salobo
Ore Fazendao
18
MACGREGOR NEWS 162
yes
Cargotec builds
on conversion
experience
Ship conversion projects can be
undertaken for a number of reasons.
RoRos, for example may need work of
varying complexity when changing to
a new route or they may be fitted with
substantial new midships sections to
increase their capacity to cater for an
expanding market. Other ships may
require conversion to a completely new
trade in response to market forces or
regulatory changes that make them unfit
for their original purpose. See page 20.
As a part of
modernisation
of the remote
controlled valve
systems a new
electrical mimic
panel was installed
in the cargo control
room.
The valve racks remained connected to the
existing pumproom valves. The valves, actuators and hydraulic tubing were also in sound
condition and we recommended that these
should also be retained. As the existing systems had excess capacity, we removed some
of the redundant control stations and recommended that they should be stored to provide
a useful supply of spare parts to help minimise future repair and maintenance costs.
“This is just one example that shows how
careful planning can save time and avoid
unnecessary work and expenditure while
also looking ahead to the practicalities of the
Since the first conversion project
delivered in late 2007, Cargotec has
amassed market leading experience and
expertise in converting oil tankers for the
dry bulk cargo trade. Demand for this type
of work has been driven by the increased
requirement for bulk carriers, primarily to
meet the needs of the growing Chinese
industrial economy.
Older single hull tankers are available
to meet this demand because they
are progressively being phased out of
the international oil trade and being
replaced by double hulled tankers. They
will effectively be unable to follow their
designed trade after 2015.
(regulation 13). Regulation 12 requires bulk
carriers to be fitted with water level detectors
in the cargo holds and in ballast tanks forward
of the collision bulkhead. Detectors must
also be fitted in any dry or void spaces which
extend forward of the foremost cargo hold,
with the exception of the chain cable locker.
Regulation 13 requires that there is the means
for draining and pumping these spaces.
Brazilian iron ore is inherently damp
and it is also sprayed with water mist on the
conveyors to reduce the risk of dust explosions, so arrangements are made to drain and
remove excess water overboard during the
loading process.
vessel’s new operational life.”
The cargo wing tanks are used as ballast tanks following conversion, and existing cargo pumps are more than adequate to
achieve the high deballasting speeds required
during loading operations.
Water level detectors fitted
Furthermore, the converted vessels must
comply with the recently introduced Solas
regulations for water level detectors in holds,
ballast and dry spaces (chapter XII, regulation 12) and availability of pumping systems
In addition to single hull tankers, Cargotec
has also carried out conversion work
to some double hull tankers, reflecting
the strength of demand for the dry
bulk trades. Pertti Vilhonen says such
conversions are opportunistic, reacting
to relatively sudden, large, differential
changes in freight rates. To be successful,
opportunistic conversions have to be
realised rapidly to take advantage of the
market conditions and owners appreciate
Cargotec’s ability to drive such projects
through in a quick and efficient manner.
Mr Vilhonen says that following a booming
start, conversion business naturally
eased off during the general economic
Due to vessels’ size, single panel side rolling hatch covers
were chosen.
malaise of 2008, but even so it held up
very well given the extremely difficult
circumstances. The future is hard to call,
as it is very dependent on freight rates
and differentials and general market
conditions. There is still a stock of single
hull tankers available, but their conversion
potential is not limited to ore carriers.
Some find applications as floating storage
facilities, while some may be converted
to semi-submersible heavy lift carriers. It
all depends on the markets but Cargotec
is ideally placed to respond with effective
MacGregor solutions based on experience
and attention to detail.
162 MACGREGOR NEWS
19
MERCHANT SHIPPING
CONVERSION
Ferries converted
for two-tier loading
on new route
&DUJRWHF¶VGHGLFDWHG5R5R
FRQYHUVLRQWHDPSURYLGHV
D³RQHVWRSVKRS´IRU
FRQYHUVLRQSURMHFWV
Over the past 30 years Cargotec’s RoRo conversion team has carried out several hundred
RoRo ship and shore conversions. A conversion may be required due to a change of route,
a new service or to comply with the latest
rules and regulations.
“Our ability to modernise a ship is a costefficient way of helping ship owners to make
the most of their investment by optimising performance and matching new market
needs” says Jonas Nordstrom, Director,
RoRo conversions.
For example, in 2010 Cargotec was
awarded a contract by Stena RoRo, on behalf
of Stena Line, to convert the 26,660gt RoPax
ferries Stena Trader and Stena Traveller
in preparation for their charter by Marine
Atlantic for service on Canada’s east coast,
operating between Port Aux Basques,
Newfoundland and North Sydney, Nova
Scotia.
existing two-tier linkspans enabled simultaneous loading or discharge from the ship’s
bow or stern. By using this efficient configuration, ship turnaround time in port is kept to a
minimum.
As both ships were capable of stern loading only, new bow and stern access was
required. The original design,recognisied
that one day bow access might be required,
so the fore parts of both vessels were suit-
Efficiency for loading and unloading
ably configured and pre-fitted with appropriate fittings to enable the addition of bow
doors.
Stena Trader and Stena Traveller required
major modification to enable integration
with Marine Atlantic’s shore terminals. The
Critical planning
With all the preparations complete,
the installation work carried out at
Lloyd Werft took only two months
for each ship.
– Jonas Nordström
20
MACGREGOR NEWS 162
The conversions were carried out at the
Lloyd Werft Shipyard in Germany. As well as
the changes to the bow and stern, each ship
had to be shortened to fit safely into Port
aux Basques. This required a 12m section to
be removed from the original 212m overall
length. Initial proposals from the MacGregor
conversion team included a feasibility study
for evaluation by Marine Atlantic. This critical planning included cargo flow, traffic envelopes as well as interface between vessels and
port facilities.
Cargotec’s designers constructed layouts, carried out stress analysis and assessed
vehicle movements with a dedicated vehicle
simulation programme. Additionally, threedimensional models were made to test the
functionality of system elements under
Major modifications included
opening up the bow as the vessels
were previously loaded and
discharged over the stern
different conditions. For example, ramp
geometry was tested to ensure its suitability
under a variety of quay conditions, taking
into account operating angles, changing draft
as well as vessel heel and trim.
Dedicated installation team
“Cargotec is one of only a few companies
with the necessary technical knowledge
and experience to undertake a bow opening
conversion of this nature,” Mr Nordstrom
explained. “With all the preparations complete, the installation work carried out at
Lloyd Werft took only two months for each
vessel. We provided a large installation team
with up to 70 personnel working on the
project”. The contract was signed in May
2010 and the installation work for Stena
Trader started in October. The ship arrived in
Port Aux Basques on 5th January 2011 and is
renamed Blue Puttees. Stena Traveller, now
named Highlanders, docked in North Sydney
for the first time on 3rd of March.
The MacGregor
conversion included:
•
•
•
•
•
•
•
•
Modification of existing stern ramp
Upper stern ramp with slope
structure
New front door
New bow ramp on main and upper
decks
Opening up bow, arranging new bow
doors
New hoistable car decks
MOOREX mooring bollards in the hull
MOOREX shore mooring units
162 MACGREGOR NEWS
21
SUSTAINABILITY
Attention to detail is key to
hatch cover sustainability
,QOLQHZLWK&DUJRWHF¶V3UR)XWXUHŒFRQFHSWLWV0DULQHEXVLQHVV
DUHDLVGHYHORSLQJDSLRQHHULQJUROHLQWKHOLWWOHUHVHDUFKHGRYHUDOO
OLIHF\FOHLPSDFWVRIKDWFKFRYHUVIURPGHVLJQWKURXJKWRHYHQWXDO
GHPROLWLRQDQGUHF\FOLQJ
Sustainable performance is one of Cargotec’s
core values. While this is delivered through
business elements including reliability, high
uptime, competitiveness, profitability and
the maintenance of long-term relationships,
sustainable performance most importantly
means developing solutions that respect the
highest environmental and social standards.
Cargotec’s ‘Pro Future’ label identifies
environmentally friendly equipment that fulfills strict requirements for energy efficiency,
power source, emissions, noise pollution and
recyclability. Last year, the Pro Future tagged
product range expanded with the inclusion
of MacGregor MacRack, a fully electric hatch
cover opening and closing system which won
the International Bulk Journal’s environment
protection award for 2010.
“When opting for a product that meets the
Pro Future criteria, customers know they are
making a more environmentally sound choice
than with a more traditional machine,” says
Research Manager Heikki Salonen.
Fulfilling and complying with the Pro
Future criteria also helps Cargotec to achieve
its goals as a participant in the worldwide
Karolina Loikkanen, Director,
Environment, Health
and Safety: “We should
always keep in mind that
sustainability relates both
to environmental and
social development issues,
particularly the safety of
personnel, whether directly
or indirectly involved with
processes; putting this all
together leads to increased
overall efficiency which
translates to improved
financial results”
22
MACGREGOR NEWS 162
Results are being used to support
the expansion and further
development of the Pro Future™
criteria in 2011 and beyond.
Clinton Global Initiative (CGI), established
in 2005 by the former US president to devise
and implement innovative solutions to some
of the world’s most pressing challenges.
From construction
to demolition
Inspired by plans to expand the scope of the
Pro Future concept, Cargotec’s Marine business area is assessing the overall life cycle
impacts of hatch covers, with the intention of developing a pioneering role in this
little-researched area. The starting point
was a project undertaken last year in cooperation with the Lappeenranta University
of Technology as part of the Innovation &
Networks research programme of the Finnish
Metals & Engineering Competence Cluster.
Jouni Lehtinen, Product
Development Engineer:
“We now know which
part of the life cycle is
most energy intensive and
responsible for the lion’s
share of emissions”
The project studied the complete lifecycle
of hatch covers, aiming to build a detailed
picture of factors that could be rationally
developed from the company’s sustainability
perspective. Its results are being used to
support the expansion and further development of the Pro Future™ criteria in 2011 and
beyond.
Working with information supplied by
Cargotec, the university employed a standard
method to calculate the lifecycle impacts of a
device, including production of greenhouse
gases, global warming potential and health
and safety effects.
The analysis covered the entire cycle,
from construction through to demolition and
recycling, and was structured around the following main elements:
• Study of the current requirements of
classification societies in the marine environment.
• Identification of environmental, social
and economic issues during the lifecycle of
hatch covers.
• Identification of sustainability issues of
materials used in hatch cover manufacture.
Heikki Salonen, Research
Manager: “When opting for a
product that meets the Pro
Future criteria, customers
know they are making a more
environmentally sound choice
than with a more traditional
machine”
Relative Carbon
emissions during
hatch cover lifetime
in CO2 Eq.
MATERIAL
MANUFACTURING
~
80%
~12%
~2%
HATCH COVER
MANUFACTURING
TOTAL TRANSPORT
RAW
MATERIALS
~0%
DISPOSAL
~6%
HATCH COVER
OPERATION
(25 years)
CGI (Clinton Global Initiative) members are defined by their focus on action, joining the initiative to generate new ideas,
learn about best practices and forge partnerships that enhance their work. Members devise practical solutions to global issues
through the development of specific and measurable ‘commitments to action’, which are concrete plans to address major challenges.
These commitments can be large or small, global or local. “No matter what their size or scope, commitments help initiative members
to translate their practical goals into meaningful and measurable results,” CGI says. The organisation works with each member to
develop an achievable plan, and members report back on the progress they make over time. Since CGI was founded, its members
have made nearly 2,000 commitments, which, says CGI, have improved the lives of 300 million people.
162 MACGREGOR NEWS
23
SUSTAINABILITY
• Identification of relevant environmental impacts through lifecycle assessment of
hatch covers.
Around 80 % emissions from steel
The project showed that the manufacturing
element of a hatch cover’s lifecycle generates
about 12 per cent of its total lifetime greenhouse gas emissions, while its operation generates around 6 per cent.
The vast majority – around 80 per cent –
of the lifecycle emissions are generated in
the manufacture of materials, primarily steel.
Fortunately of course, steel does have the
great benefit of being fully recyclable when a
vessel is decommissioned (see figure page 23).
Figures vary slightly depending on the
type of cover; for example, in the case of the
25-year lifespan of a side-rolling hatch cover,
steel and epoxy production account for 73 per
cent and 10 per cent of emissions respectively.
“We now know which part of the life cycle
is most energy intensive and responsible for
the lion’s share of emissions,” says Cargotec’s
product development engineer, Jouni
Lehtinen.
“Without this information, there would
be no rational basis for engaging in further
development work.”
Focus on safety
In fact, Cargotec’s hatch cover design is
so strongly determined by raw material
manufacturers, customer requirements and
international legislation that there is only
a limited scope for the company to directly
influence the factors controlling the lifetime
environmental impacts of hatch covers.
“With these limitations in mind, from the
sustainability perspective Cargotec’s system
design should focus on material choices and
on promoting the safety of cargo transportation and associated personnel,” Mr Lehtinen
says. In producing well considered and realised products, Cargotec can have a significant
24
MACGREGOR NEWS 162
indirect impact in areas otherwise beyond
its control. For example, it is accepted that
hydraulic systems may experience leaks and
failures. However, thoughtful design and construction can ensure that such problems do
not result in environmental pollution, damage to cargo or hazards to personnel.
Four areas for further study
The project identified four preliminary areas
of sustainable development for further study:
functionality, operational safety, materials
and energy.
Sustainable functionality requires a
durable product that will perform as designed
for the estimated service life, supported by a
comprehensive operation and maintenance
manual, effective survey and test schedules,
and with spare parts available at relatively
short notice.
Operational safety sees the minimisation
of risks to personnel, cargo and the marine
environment. Maintenance and cleaning
should be performed with substances that
cause no harm to the marine environment.
Oil residues should be properly managed and
hydraulic system design should minimise risk
of pollution, cargo damage, personal hazard
With these limitations in mind,
from the sustainability perspective
Cargotec’s system design should
focus on material choices and
on promoting the safety of cargo
transportation and associated
personnel.
– Jouni Lehtinen
and fire. Cargotec’s plans for the near future
already include research into the operating
safety of hatch covers, particularly those with
next-generation control systems.
The choice of materials used in hatch
covers should be made in a sustainable way,
considering the point of origin, the risk of
over exploitation and the desirability of using
material produced as near as possible to the
manufacturing facility.
Potentially hazardous materials should
be identified in the design phase and if possible replaced with less harmful materials. In
any case all steps must be taken to safeguard
personnel and the environment at all stages.
The study also showed that the manufacture
of certain paints generated a relatively large
amount of greenhouse gas emissions, indicating a potential area for future development.
Energy efficiency should be optimised in
relation to the hatch cover’s mass.
While a hatch cover must be strong enough
for its designed purpose, excess weight should
be avoided to minimise energy consumption
when opening and closing the cover.
Next steps
Of course, the importance of optimising efficiency relates not just to hatch covers but to
cargo systems in general. For example, container ships can benefit from lashing bridges,
hatch covers and lashing equipment which
can increase the ship’s loading capacity and so
reduce the energy requirement per TEU and
tonne.
The initial research undertaken with
Lappeenranta University of Technology
described only direct effects and did not take
these issues into consideration, and the next
task is to determine the relationship between
direct and indirect energy use.
Cargotec delivers
its first Shipdex manual
&DUJRWHFKDVSOD\HGDPDMRUSDUWLQGHYHORSLQJWKH6KLSGH[VWDQGDUGLVHG
SURWRFROWKDWJLYHVVKLSRZQHUVWKH¿QDQFLDODQGRSHUDWLRQDOEHQH¿WVRI
DFFHVVLEOHXSWRGDWHWHFKQLFDOPDQXDOVDQGVSDUHSDUWVOLVWV
‘Shipdex’ is short for ‘ship data exchange’
and is a protocol developed to standardise
the production and exchange of technical and logistical data in electronic
format within the shipping community. Katarina Munter, Manager for
RoRo technical documentation services in Cargotec, has been involved in
developing the protocol right from the start
in early 2007, originally with MacGregor,
which was a Shipdex founder member.
In October last year, she was able to see
the practical results of over three years’
work when Cargotec delivered its first
Shipdex protocol to Grimaldi for its 24,000
dwt RoRo newbuilding Grande Marocco,
delivered by Hyundai Mipo Dockyard and
deployed on the North America-West Africa
RoRo and container service run by the
Grimaldi Group.
Electronic manuals in a variety of
formats
“Benefits include the ability to reuse
data with resulting time and cost savings,
along with reduced maintenance costs for
technical information,” Katarina Munter
said. “Cargotec’s RoRo Marine Service
Competence Centre in Gothenburg,
Sweden, is now Shipdex compliant and we
are converting several more manuals into
Shipdex format for Grimaldi”.
The Shipdex concept is based on an
compatibility to protect existing data investments.
Up-to-date information
original initiative from Grimaldi Compagnia
di Navigazione and Intership, aimed at unifying the information provided by a vessel’s
numerous suppliers. The protocol addresses
the problem faced by shipping companies
when they receive technical manuals in different formats and structures and with differing data quality. Paper manuals present
problems with storage space, access and
updating, while electronic manuals may be
delivered in a variety of different and incompatible formats.
Furthermore, a standard data exchange
protocol facilitates the use of computerised
maintenance management systems (CMMS)
and enterprise resource planning (ERP)
applications which many shipping companies employ to manage and optimise their
maintenance and purchasing processes.
Shipdex makes use of S1000D, an
international specification for technical
publications originally introduced via the
aerospace industry. It is supported by an
active standards body which ensures that
it stays abreast of developing technologies,
at the same time monitoring its backward
The first delivery consisted of the
existing operating and maintenance
manual, including the spare parts
catalogue, converted into XML-language.
The entire manual was divided into about
400 data modules, 230 illustrations and 35
external documents, that is to say drawings,
each of which was coded according to rules
provided by the Shipdex protocol.
“Following the initial delivery, Grimaldi’s
IT supplier Spectec carried out a number
of tests to ensure that our Shipdex data set
corresponds to Shipdex protocol and then
uploaded it into Grimaldi’s common source
data base,” Katarina Munter explained.
“Once this was done, we had a series of discussions with Grimaldi to identify the pros
and cons of the installation to allow us to
develop the Shipdex data even further.”
For Cargotec, a particular advantage of the
new protocol is that by providing the customer
with up-to-date information about spare
parts, for example, the quality of the parts
ordering process will be improved. Lead times
can be reduced and this will result in increased
sales. “Our service organisation will also see
important benefits because Shipdex will allow
it to obtain essential data about the actual use
made of the equipment on board.”
Grande Marocco is able to accommodate any kind of rolling, containerised and project cargo and Grimaldi describes its
ideal intake as 2,000 cars/vans, 2,000 linear metres of rolling cargo and 800 TEU. The MacGregor RoRo cargo access and transfer
system includes fixed and hoistable internal ramps, hoistable cardecks, bulkhead doors and a 250-tonne SWL quarter ramp.
162 MACGREGOR NEWS
25
THINKING AHEAD
Electric cranes and hatch cover
flexibility enhance efficiency
)RUDVHULHVRIHLJKWPXOWLSXUSRVHQHZEXLOGLQJV7KH&KLQD1DYLJDWLRQ
&RPSDQ\KDVRUGHUHGPRUH0DF*UHJRU*/(FUDQHVDQGDQHDUO\
LQYROYHPHQWLQSODQQLQJFDUJRKDQGOLQJDUUDQJHPHQWVKDVHQDEOHG&DUJRWHF
WRGHYHORSDSXUSRVHGHVLJQHGKDWFKFRYHUV\VWHP
Cargotec has received orders for electric
cranes, hatch covers and fixed fittings for
eight multipurpose 31,000 dwt vessels valued
at a total of US$300 million, to be constructed
for The China Navigation Company Pte Ltd
(CNCo) at Zhejiang Ouhua Shipbuilding
Co Ltd (Ouhua), on Zhoushan Island in
China. The vessels are scheduled for delivery
between January and August 2013. Options
also exist for 4 + 4 more ships.
Richard Kendall, Managing Director of
CNCo, said: “We have particularly focussed
on designing a vessel that is capable of appropriate cargo handling and speed performance
to operate successfully in a scheduled liner
trade, while delivering ground breaking fuel
efficiency at normal operating speeds.”
26
MACGREGOR NEWS 162
The electric crane has exceeded our
expectations being much easier to
drive and place cargo accurately, has
very low maintenance requirements
and uses 30% less power than
conventional electro hydraulic
cranes. – Martin Cresswell
Rigorous testing
The new ships have been designed to achieve
very high efficiency for their type. In addition
to refining hull lines using computer optimisation and the use of special rudders, propeller nozzles and low resistance paints, a conscious effort to minimise fuel consumption
has been made in the choice of machinery.
For example, says CNCo, the MacGregor electric cranes use 30 per cent less power than
the more common electro-hydraulic versions.
The crane order was placed following a
rigorous and extensive onboard in-service
testing and evaluation programme. As part of
its drive to increase its environmental initiatives, in 2006 CNCo had decided to evaluate
the benefits of MacGregor electrically-driven
cranes with a view to replacing existing
MacGregor electro-hydraulic cranes.
Easy to drive
Martin Cresswell, CNCo Director and
General Fleet Manager, said that the trial had
Cargotec’s MacGregor GLE
electric deck cranes inherit
the best characteristics of
the previous GL electrohydraulic crane series but
use fewer moving parts,
maintenance and repair
is much easier, and the
life expectancy of the
components is greater.
proved the claims made by MacGregor about
the performance of the new crane.
“The crane has operated 2,762 running
hours accumulated to date. The trial has demonstrated the good reliability of the electric
crane and that it is very easy to drive.”
“When comparing operation of the new
electric crane with its electro-hydraulic
predecessor, we have learned that positioning any load, but particularly heavy cargo, is
much more direct and more accurate as the
crane responds to the driver’s movement
of the controls without the initial upward
motion”.
Pre-order cooperation
Svante Lundberg, Sales Manager for
MacGregor cargo cranes at Cargotec said:
“This order builds on the positive experience
already enjoyed by CNCo with our
products and service and, in particular,
our electric cranes. Furthermore, CNCo
appreciated our extensive pre-order
co-operation, ensuring that the equipment specified is exactly right to meet
the company’s high performance and
environmental aspirations for the new
vessels.
CNCo’s new 31,000 dwt series can
carry containers, general cargo,
steel, project cargo, agricultural
products, dry bulk and heavy
cargoes, making them true multipurpose cargo ships
162 MACGREGOR NEWS
27
THINKING AHEAD
CNCo is the deep-sea ship owning and operating arm of the Swire group of companies, whollyowned by the group’s parent company, John Swire & Sons. The company is based in Singapore,
with offices in Australia, Canada, China, Hong Kong, India, New Zealand and the UK.
CNCO’S 31,000 DWT MULTIPURPOSE SERIES AT OUHUA SHIPYARD
Length, oa
Beam
Depth
Deadweight, summer
Container capacity
Holds
MCR output at 105 rpm
Speed (at 31,000 dwt, 10.5m draft)
Speed (at 20,000 dwt)
Cranes
Hatch covers
Fixed container fittings
A major upgrade of 20-year-old electrohydraulic cranes on four of CNCo’s dwt
D-class multipurpose ships included an
extensive electric crane trial.
28
MACGREGOR NEWS 162
199m
28.2m
15.5m
31,000 tonnes
2,082 TEU (147 refrigerated)
5
13,560kW
15.5 knots
19 knots
4 x 60t MacGregor GLE electric
• Nos 1, 2 & 5 weatherdeck: MacGregor Lift-away type
• Nos 3 & 4 weatherdeck: MacGregor Folding type
• Nos 3 & 4 tweendeck: MacGregor Foldtite type
• MacGregor hydraulic system
MacGregor
We are seeing increasing
all respects and
“We are
interest in our electric cranes
all machinery is
seeing increasand
deck
machinery
as
more
enclosed within
ing interest in
companies
the central housour electric
become aware of the
ing, providing procranes and deck
economic, operational
tection from harsh
machinery as
and environmental
weather, corrosion
more companies
advantages.
and mechanical
become aware
– Svante Lundberg
damage.
of the economic,
operational and
environmenFast and
tal advantages.
accurate
With fewer moving parts, maintenance and repair is much easier and
When it comes to operational considthe life expectancy of the components erations, in addition to the absence of
is greater than with electro-hydraulic
plussing, smoother acceleration and
systems”.
deceleration makes the equipment
Nevertheless, the electric cranes
much easier to control. “Line speeds
inherit the best characteristics of the
are notably faster under part loads,
previous GL crane series in almost
making it easier to achieve faster cycle
Focus on flexibility
CNCo’s new vessels are rated
to accommodate 2,082 TEU
but are also designed to carry
general cargo, steel, project cargo,
agricultural products and dry bulk
cargoes. Tanktops are strengthened
for heavy cargoes and containers.
“This makes them true multipurpose vessels, which was a
welcome challenge for Cargotec’s
hatch cover system design team,”
said Jussi Koljonen, Sales
Manager, Dry Cargo. Being one of
the key factors affecting the ships’
performance, the hatch cover
system was discussed at a very
early stage in the project.
“As both MacGregor cranes
and MacGregor hatch covers
were chosen for this series, the
coordination of equipment-related
issues, such as crane and hatch
cover interfaces, was very easy”,
he states.
“The shipowner’s needs,
requirements and experience on
scheduled liner trades were the
basis for the cargo system design
work, and in close co-operation
with the shipowner, our team
of experts was able to build an
efficient system as a purpose-built
combination of lift-away, folding
and tweendeck folding hatch
covers, complemented with cell
guides and fixed container fittings”.
As result, holds 1, 2 and 5 are
cellular, fitted for 40ft containers
with stoppers, which enables
breakbulk and steel coils to be
loaded on the tanktops with
containers above.
The weatherdeck hatch covers
for holds 1, 2 and 5 are liftaway pontoons operated nonsequentially by crane. The 14
weathertight panels cover a day
opening area of approximately
1,358m2 in total for these three
times. Crane drivers appreciate the
reduced vibration and significantly
lower noise levels; these are also
important considerations in meeting
the strict noise pollution regulations
applied in many parts of the world”.
With no starting current peak,
generator requirements are lower and
smoother, while overload protection
is more accurate, being based on a
load cell and torque measurement.
Comprehensive data monitoring is
facilitated by the use of a frequencycontrolled drive solution and this
allows accurate assessment of both
current and predicted system health.
Commissioning is easier as each
crane is delivered as a complete unit,
tested electrically and mechanically,
ready for installation on board.
hatches. Holds 3 and 4 are designed
as multipurpose holds with a
centreline girder and tweendecks.
The weatherdeck hatch covers
for holds 3 and 4 are of the highstowing folding type.
The folding pairs, one at each end,
are operated by external hydraulic
cylinders. The hatch covers are
manually cleated and weathertight.
The total day opening area for
these two hatches is approximately
1,448m². Holds 3 and 4 also have
a tailored design of tweendeck
high-stowing Foldtite-type covers
to maximise the available cargo
space. These covers are operated
by external hydraulic cylinders
and are non-tight. The total day
opening area is the same as the
weatherdeck.
All this makes it possible for the
vessel to carry a wide cargo mix in
an efficient way.
162 MACGREGOR NEWS
29
MERCHANT
SHIPPING
The first of two identical 7,500
dwt bulk carriers, Pacific
Breeze, fitted with a MacGregor
cement self-unloading system.
The mechanical loading rate is
1,000 t/h and the pneumatic
unloading rate is 2x500 t/h. The
vessel was built at Hakodate
Dock Co. in Japan and delivered
in December 2010.
Simple, well proven
cement handling solutions
)OH[LEOHGHVLJQDQGDUDQJHRIVROXWLRQVDOORZ&DUJRWHFWR
PDLQWDLQLWVPDUNHWOHDGLQJSRVLWLRQDVDVXSSOLHURIFXVWRPLVHG
HQHUJ\HI¿FLHQWHQYLURQPHQWDOO\IULHQGO\FHPHQWKDQGOLQJ
V\VWHPV
When designing MacGregor cement handling systems, Cargotec can take advantage
of a full range of mechanical and pneumatic conveyors, combined in the best
manner to deliver the specified functions
and the required cargo handling rate.
At the end of January this year, Cargotec
received an order from Shin Yang Shipping
for MacGregor cement self-loading and
unloading systems to be installed on two
7,000-dwt barges being built by the Shin
Yang Shipyard in Miri, Malaysia. Delivery
30
MACGREGOR NEWS 162
is scheduled for September 2011 and the
barges will trade on two Malaysian routes
linking Kuching with Sibu and Miri. The
cargo owner is a cement manufacturer
based in Sarawak, CMS Cement Sdn Bhd.
Pankaj Thakker, Sales Manager for
Cargotec Marine Selfunloaders says the
pneumatic systems will have rated capacities of 300 t/h for loading and 250 t/h for
unloading.
“Shin Yang Shipping chose this system
from Cargotec because it is a simple, well
proven concept and the company recognises that Cargotec has a solid track record
in this field. In addition to simplicity and
reliability, the system is very environmentally friendly, featuring dust-free operation
and low power consumption.”
Modular concept
ensures flexibility
Mr Thakker says the modular concept
employed in Cargotec’s MacGregor
cement handling sysuntil a new build
tems offers ship ownenters service,
ers unrivalled levels
while a converof flexibility, allowing
sion requires only
vessels to perform at
about three months
high capacity rates in
off hire. This is
virtually any existing
achieved by careful
port facility, as well
planning and the
as those planned for
prefabrication of
the future.
steel structures
Confidence, a 14,500 dwt, new build cement
Kiyomi Maru, a 600 dwt cement carrier built at
“Operational
before the vessel
carrier equipped with a MacGregor bulk handling
Hongawara Shipbuilding Co. in Japan and delivered in
system from Cargotec delivered in December 2010.
February this year. The vessel features a MacGregor selfcircumstances
enters the shipThe mechanical loading rate is 1,100 t/h and the
loading/unloading system; mechanical loading capacity
pneumatic unloading rate is 2x500 t/h.
400 t/h and pneumatic unloading capacity 200 t/h.
change and such
yard. ”
changes may be
“The nature of
planned or forced
the intended trade
by factors such as market fluctuations. Our
is important and has a direct influence on
capacities. Systems can also be equipped with the financial commitment, bearing in mind
systems are carefully designed to be able to
remote diagnostics, which MacGregor engiaccommodate future alterations, add-ons
that a new build self-loading and unloading
neers can access via modem.”
and upgrades without the need to undertake
cement carrier will cost about twice as much
major modifications to the original solution.
as purchasing and converting an existing
The ship owner therefore benefits from subbulk carrier. A new build benefits from lower
Applicable to new builds and
stantial cost and timesaving if it does become
operational costs and limited maintenance
conversions
necessary to modify a system. For example,
requirements and is generally the better
an existing cement carrier can generally be
option for a long-term shipping contract that
Cargotec’s cement handling solutions are
modified to cope with a change of receiving
allows a longer write-off time.
equally applicable to new builds and conversystem from that for which it was originally
A conversion project may be more approsion projects. General bulk carriers are very
intended.”
priate for a shorter contract period, offering
suitable for retrofitting cement handling
In addition to providing quality hardware,
lower initial cost allowing a shorter write-off
equipment and any size of second hand bulk
MacGregor can also take the strain out of
time. Cargotec can provide valuable advice
carrier can quickly and easily be converted
cargo operations by way of sophisticated elec- into a self-loading and unloading cement carbased on experience and market knowledge
trical control systems to conduct the loading
to help ship owners make the right choice for
rier at a much lower overall cost than a new
and unloading operations.
their specific requirements.”
ship.
“Cement loading rates can be as high as
Mr Thakker says this is a very popular
1,600 t/h and this puts heavy demands on
option, and since 1995 it has represented
Long-term commitment
a ship’s ballast system. Cargotec can supply
about 30% of MacGregor cement handling
MacGregor fully automatic, regulated distrisystems installations. Single hull oil tankers
As with all sectors of Cargotec’s commercial
bution systems ensuring the correct loading
also present conversion opportunities.
activities, the company places great emphasequence to keep the ship in a level and stable
“Ship owners must take into account a
sis on the importance of effective long-term
condition at all stages of the loading process”, range of factors when choosing between new
product support, maintenance and service.
Mr Thakker continues.
build and conversion. These include the price
“The MacGregor Onboard Care (MOC)
“Cargotec’s intelligent MacGregor control
that second-hand ships can command along
agreement is designed to meet a company’s
systems can deliver automatic operation
with the availability of shipyards and lead
strategic and tactical needs. It aims to reduce
supervised by just one operator, even when
times for machinery supply. It takes a minicosts and improve the return on investment”,
handling different grades of cement at high
mum of eighteen months from contract date
Mr Thakker says.
162 MACGREGOR NEWS
31
MERCHANT
SHIPPING
Same turnaround times
with doubled payload
P&O Ferries considers
design co-operation
from suppliers to be
vital, along with support
commitment to products
and their long-term
successful operation
Spirit of Britain is the largest ferry to operate between Dover and Calais. However,
although it can load almost twice the payload
of its predecessors on the route, P&O Ferries’
49,000gt newbuilding maintains the same inport turnaround time of 45 minutes, benefiting from an outfit of MacGregor RoRo access
and transfer equipment from Cargotec.
The STX Europe shipyard at Rauma in
Finland built Spirit of Britain, and later in the
year will deliver Spirit of France, which will
join its sister ship on the same route.
The 1,750-passenger ferries can carry
around 180 trucks and up to 195 cars over
3,746m lane-metres of vehicle space.
Width of door critical
P&O Ferries says the new ships have been
designed to the maximum scale feasible for
MacGregor RoRo
equipment onboard
•
•
•
•
•
•
•
•
32
bow door
side-hinged inner bow door
top-hinged upper front door
horizontal sliding stern door
side-hinged lift cover
trailer lift
two bottom-hinged passenger doors
a pair of top-hinged rampway doors.
MACGREGOR NEWS 162
and that the company’s expertise allowed it
to overcome technological and design challenges to meet P&O’s requirements.
Experience in ferry industry a must
Two-tier access optimises the port turnaround time to just 45
minutes during up to five roundtrips a day.
ferries using existing facilities in the ports of
Dover and Calais, and within the company
they are often referred to as ‘Dover-Max’. The
width of doors proved to be the most important criteria, said Mike Langley, project manager for the newbuildings.
“The operation of these doors and the reliability required is paramount, as the vessels
are on five round-trips a day. Cargotec’s support and service commitment to its products
and their long term successful operation is
vital.”
Göran Hugon, Sales Manager for
Cargotec’s MacGregor’s RoRo systems,
said: “The high-capacity, high turnaround
cross-channel service that P&O provides
means that the company’s vessels require a
highly-efficient vehicle access solution. The
MacGregor vehicle access design ensures efficient port turnaround times. Two-tier access
minimises the port turnaround time to just
45 minutes in a schedule of up to five roundtrips a day between Dover and Calais.”
Mr Langley said that he was impressed by
Cargotec’s professionalism at all stages from
design through to finished working systems,
When planning new vessels, P&O includes
suppliers such as Cargotec in the design process at an early stage, even before going out to
tender to shipbuilding yards.
“We took a period of due diligence discussing the operational requirements of these
particular vessels and their operating parameters with various suppliers before approving
the makers list with the contracted shipyard
STX Europe,” Mr Langley said.
“A proven track record within the ferry
industry was a must, and the support infrastructure vital”.
Good design co-operation from the supplier is also essential.
“We involved Cargotec early on in the
project and they worked with us as partners
throughout the design and installation stages.
On-site training was also done very well.
Everybody concerned from the shipyard and
the owner commented on the expertise of
Cargotec’s site manager, Drejka Wieslaw,
and his willingness to help, but it should be
noted that his entire team was excellent in
work and commitment.”
Spirit of Britain
Length
213 m
Breadth
31.4 m
Gross
49,000 gt
Passengers
1,750
Freight vehicles 180 + up to 195 cars
Lane meters
3,746 m (inc 1,000 m car lanes)
Speed
22 knots
Propulsion
30,400 kW
Classification Lloyd’s Register
Flag
British
Shipowners and
operators can
be certain that
inspections and repair
services performed
by Cargotec are
carried out in
compliance with
class and statutory
requirements
&ODVVL¿FDWLRQVRFLHWLHV
LQWKH8.DQG,WDO\KDYH
FHUWL¿HG&DUJRWHF¶V0DULQH
6HUYLFHRUJDQLVDWLRQDV
DQ$SSURYHG6HUYLFH
6XSSOLHUFRQ¿UPLQJ
WKHFRPSDQ\¶VDELOLW\
WRSHUIRUPWRFODVVDQG
VWDWXWRU\VWDQGDUGV
Qualified personnel deliver quality service
Cargotec’s Marine Service organisation has
recently been assessed and certified as an
Approved Service Supplier by Lloyd’s Register
EMEA and RINA (Registro Italiano Navale).
“In practice, this means that shipowners and
operators can be certain that inspections
and repair services performed by Cargotec’s
Marine Service are carried out in compliance with class and statutory requirements,”
says Michael Rüdiger, Cargotec’s Quality
Assurance Manager in Marine Service.
“This heralds a new era within our
organisation.”
New training concept
Marine Service has built a training concept
consisting of training sessions given by the
company’s own training teams in product
competence centres. The Marine Service
Approval Board monitors the development of
An engineer’s specific product
service certificate is valid for
three years, when he or she
will be re-tested and re-certified
the qualified service
network.
It ensures that
only certified engineers can perform
qualified jobs,
defined as tasks
where the individual
engineer must give
This is official evidence
of the quality service that
an evaluation of
we provide,” says Michael
Rüdiger, Quality Assurance
the condition of the
Manager in Marine Service
equipment after
inspection, or make
a decision on the actions needed to repair
damaged equipment. Troubleshooting is also
a qualified job, requiring specific product
knowledge in order to decide on the action
necessary for rectification and/or repair.
An engineer’s specific product service
certificate is valid for three years, when he
or she will be re-tested and re-certified.
This ensures that skills are updated in line
with ongoing product development and also
refreshes any skills that the individual has not
used for some time.
For the customer, certified service
engineers from a Cargotec service office
provide peace of mind in terms of keeping
up with legal requirements, increased safety,
reduced equipment downtime, and reduced
running costs.
Cargotec’s Marine Service
organisation was assessed and approved
for services including:
•
•
•
•
•
the examination of RoRo ships’ bow,
stern, side and inner doors
ultrasonic hatch tightness testing
servicing and maintenance of
lifeboats, launching appliances and
on-load release gear
surveys, servicing and testing of
lifting appliances
hydraulic tests of low and high
pressure cylinders
A new UR Z17 certificate valid until 15
September 2013 has been awarded to
Cargotec’s Marine Service by Lloyd’s
Register EMEA, which is part of the
Lloyd’s Register Group covering Europe,
the Middle East and Africa from its base
in London.
162 MACGREGOR NEWS
33
Greek branch celebrates global service
&DUJRWHF¶VPDULQHEXVLQHVVKDVDORQJKLVWRU\LQWKH*UHHNPDULWLPHPDUNHWDQG
HQMR\VFORVHUHODWLRQVKLSVZLWK*UHHNVKLSSLQJFRPSDQLHV$WHFKQLFDOVHPLQDU
RQ5R5RGHYHORSPHQWKHOGLQ3LUDHXVLQ'HFHPEHUGRXEOHGDVDQRFFDVLRQWR
FHOHEUDWHWKHWKDQQLYHUVDU\RI&DUJRWHF¶V*UHHNEUDQFKZKLFKZDVHVWDEOLVKHGE\
0DF*UHJRULQ
criteria including minimising
the loss of cargo space and the
disturbance to traffic flow during cargo operations.
Service agreements
iates
d business assoc
et old friends an
ece.
portunity to me
Gre
op
of
b
the
d
Clu
t
ha
ch
ts
r, gues
r at the Ya
After the semina
g a buffet dinne
w ones – durin
– and to meet ne
“Our Piraeus branch acts as the local front
end for the Greek market,” said Roberto
De Gioia, Cargotec’s Regional Manager for
Marine service in the Mediterranean.
“Our customers’ trade takes their fleets
around the world. They all have MacGregor
base equipment installed that requires correct and professional care to keep their ships
sailing profitably and safely without any time
off hire. To mention just a few of our customers, Cardiff owns 98 ships, Tsakos owns 71 and
Enterprise owns 77.”
The seminar was held in association with
Cargotec’s agent, Oceanking. Of particular
interest to the ferry operating community,
Paul Simmons, Technical Manager for
RoRo equipment, talked about the development and installation of flood control doors,
a retrofit solution enabling existing vessels to comply with the enhanced damage
34
MACGREGOR NEWS 162
The seminar was a great success
and we plan to hold more local
seminars focusing on topics that
are particularly relevant to the
demanding Greek market
– Roberto De Gioia
survivability requirements of the Stockholm
Agreement. He explained how, following the
losses of Herald of Free Enterprise in 1987 and
Estonia in 1994, action was taken to address
the problem presented by uncontained water
on car decks.
Mr Simmons said that the first MacGregor
flood control door was installed on a ferry
in 1993, but several solutions have been
developed since then, including side-stowing
jalousie doors, top-stowing jalousie doors,
side-rolling doors and hemicyclic doors.
The choice of door type depends on several
The benefits of MacGregor
Onboard Care (MOC), a
maintenance concept which is
adjustable to suit each customer’s needs, were explained by
Kimmo Kallioniemi, Cargotec’s
manager of lifecycle services for
MacGregor equipment.
“The objective of MOC is to
keep vessels always up and running and increase their return on
investment,” he said. “Our vision
for MOC is to provide solutions
that enable you, the ship and terminal owners and operators, to focus on your
core business activities.” Important aspects
of MOC include the availability of support
services, which reduce administration costs,
and onboard maintenance services keeping equipment operational and minimising
down time.
“The seminar was a great success and we
plan to hold more local seminars focusing
on topics that are particularly relevant to
the demanding Greek market. Cargotec’s
vision is to be the world’s leading provider
of cargo handing solutions and our mission
is to improve the efficiency of cargo flow
with global presence and local service. Our
Greek team works very hard towards these
goals and we have a strong belief in the huge
potential in after sales activities within this
area”, Mr De Gioia concluded.
OFFSHORE
Contacts
Cargotec Corporation
Marine
Sörnäisten rantatie 23
PO Box 61
FI-00501 Helsinki, Finland
Tel: +358-20-777 4000
Fax: +358-20-777 4036
BULK HANDLING
Siwertell systems
Cargotec Sweden AB
Gunnarstorp
PO Box 566
SE-267 25 Bjuv, Sweden
Tel: +46-42-858 00
Fax: +46-42-858 99
MERCHANT SHIPS
Marine Selfunloaders
Cargotec Sweden AB
PO Box 914
Gesällgatan 7
SE-745 25 Enköping,
Sweden
Tel: +46-171-232 00
Fax: +46-171-232 99
Cranes
Cargotec Sweden AB
Sjögatan 4 G
SE-891 85 Örnsköldsvik,
Sweden
Tel: +46-660-294 000
Fax: +46-660-124 55
[email protected]
Dry Cargo
Hatch Covers & Lashings
Cargotec Finland Oy
Hallimestarinkatu 6
FI-20780 Kaarina, Finland
Tel: +358-2-412 11
Fax: +358-2-4121 256
Lashings
MacGregor (DEU) GmbH
Reichsbahnstrasse 72
DE-22525 Hamburg
Germany
Tel: +49-40-25 444 0
Fax: +49-40-25 444 444
Cargotec CHS
Asia Pacific Pte Ltd
No 15 Tukang Innovation
Drive,
Singapore 618299
Tel: +65 6597 3888
Fax: +65 65973799
RoRo
Cargotec Sweden AB
PO Box 4113
SE-400 40 Gothenburg,
(Fiskhamnsgatan 2,
SE-414 58
Gothenburg), Sweden
Tel: +46-31-850 700
Fax: +46-31-428 825
Subsea load handling
Cargotec Norway AS
Andøyveien 23
N-4623 Kristiansand
Norway
Tel: +47 91 68 60 00
Fax: +47 38 01 87 01
Winches
Cargotec CHS
Asia Pacific Pte Ltd
48 Tuas Road
Singapore 638500
Tel: +65 68 61 39 22
Fax: +65 68 62 43 34
SERVICE
MacGregor (DEU) GmbH
P.O.Box 54 10 80
(Reichsbahnstrasse 72)
DE-22525 Hamburg
Germany
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
BRAZIL
Rio de Janeiro Office:
Tel: +55-21-2516 1790
Fax: +55-21-2516 1743
• +55-21-9121 1986
CHINA
Hong Kong Office:
Tel: +852-2394 1008
Fax: +852-2787 7652
• +852-9097 3165
Shanghai Office:
Tel: +86-21-2606 3000
Fax: +86-21-6391 2276
• +86-1350-1828 932
ESTONIA
Tallinn Office:
Tel: +372-6-102 200
Fax: +372-6-102 400
• +372-53-018 716
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: +33-491-60 90 20
• +33-679-82 65 44
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
MEXICO
Campeche Office:
Tel/Fax: +52-938-286-1528
• +1-985-641-3853
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: +47-56-313 070
• +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: +47-22-30 40 15
• + 47-905-873 71
Ålesund Office:
Tel: +47-70-10 04 00
Fax: +47-70-10 04 01
• +47-905-873 71
GREECE
Piraeus Office:
Tel: +30-210-42 83 838
Fax: +30-210-42 83 839
• +30-6974-300 546
PANAMA
Balboa Office:
Tel: +506-603-45 032
• +1-757-558-4580
INDIA
Mumbai Office:
Tel: +91-22-2758 2222
Fax: +91-22-2758 2227
POLAND
Gdynia Office:
Tel: +48-58-7855 110
Fax: +48-58-7855 111
• +48-602-725 088
INDONESIA
Batam Office:
Tel: +62-778-737 2207
Fax: +91-778-737 2210
ITALY
Genoa Office:
Tel: +39-010-254 631
Fax: +39-010-246 1194
• +39-335-139 4779
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
JAPAN
Kobe Office:
Tel: +81-78-846 3220
Fax: +81-78-846 3221
• +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
CYPRUS
Limassol Office:
Tel: +357-25-763 670
Fax: +357-25-763 671
• +357-99-463 862
KOREA
Busan Office:
Tel: +82-51-704 0844
Fax: +82-51-704 0414
• +82-51-704 0844
DENMARK
Copenhagen Office:
Tel: +45-44-53 84 84
Fax: +45-44-53 84 10
• +45-44-538 484
MALAYSIA
Kemaman Office:
Tel: +60-985-92 129
Fax: +60-985-822 72
Kuala Lumpur Office:
Tel: +60-377-828 136
Fax: +60-377-852 131
• +60-122-786 889
Esbjerg Office:
Tel: +45-44-53 84 84
Fax: +45-44-53 84 10
• +45-44-53 84 84
Miri Office:
Tel/fax: +60-854-28 136
• +60-122-786 889
QATAR
Doha Office:
Tel: +974-4460 7310
Fax: +974-4460 7314
• +974-5507 1093
RUSSIA
St Petersburg Office:
Tel: +7-812-493 4284
Fax: +7-812-493 4285
• +7-812-938 0498
Vladivostok Office:
Tel: +7-4232-24 34 63
Fax: +7-4232-24 34 62
SINGAPORE
Singapore Office:
Tel: +65-6597 3888
Fax: +65-6597 3799
• +65-6597 3777
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: +46-31-721 5000
Fax: +46-31-424 946
• +46-31-721 5000
Örnsköldsvik Office:
Tel: +46-660-29 40 00
Fax: +46-660-139 77
THAILAND
Bangkok Office:
Tel: +660-2-726 9516
Fax: +660-2-726 9514
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: +44-1224-347 050
Fax: +44-1224-347 051
• +44-7850-313 733
Liverpool Office:
Tel/Fax: +44-151-708 4177
• +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
• +1-757-558-4580
Houston Office:
Tel: +1-713-681-5452
Fax: +1-713-681-8204
Jacksonville Office:
Tel: +1-904-821-0340
Fax: +1-904-821-0850
• +1-757-558-4580
Lafayette Office:
Tel: +1-337-231-5961
Fax: +1-337-231-5966
New Orleans Office:
Tel: +1-985-892-9833
Fax: +1-985-892-9837
• +1-985-892-9833
New York Office:
Tel: +1-914-305-9090
Fax: +1-914-305-9091
• +1-914-305-9090
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
• +1-985-641-3583
Note •
= 24-hour service numbers
162 MACGREGOR NEWS
35
Advanced technology, dedicated service
Cargotec is a world-leading provider of integrated MacGregor marine and subsea load handling systems.
Comprehensive MacGregor solutions for subsea load handling, anchor handling, towing and mooring operations
optimise overall functionality of a specific ship type, assuring efficiency and full control over critical missions.
Cargotec’s global service network enables us to support your ships wherever they operate, ensuring the continuous,
reliable and sustainable performance of equipment.
Cargotec improves the efficiency of cargo flows on land and at sea – wherever cargo is on the move. Cargotec’s
daughter brands, Hiab, Kalmar and MacGregor are recognised leaders in cargo and load handling solutions around the
www.cargotec.com
www.macgregor-group.com