MacGregor-News 163

MacGregor
news
CUSTOMER MAGAZINE
ISSUE 163
AUTUMN 2011
Complete cargo
solutions for
every ship type
6
14
New lashing bridge can be

part of complete package
18
Modernisation makes the

most of proven technology
22
North Sea Giant features a 400tonne MacGregor offshore crane
Contents
4
News
merchant shipping
6
Electric drives make car carriers

cleaner and more efcient
10
Lightweight car decks improve

environmental credentials
12
Long RoRo series from Korea highlight

Cargotec status
13
MacRack for bulk carriers: from concept

to construction
14
New lashing bridge lightens the load
15
Sungdong orders more combined

equipment packages for container ships
16
Cranes and covers serve a series of pulp

carriers
sustainability
18
Environmentally friendly operations that

improve commercial performance
customer service
20
Small pads play big

part in structural performance
21
Expansion supports locally

based global service
34
MOC service appeals to

more and more operators
10
Properly trained
personnel improve
safety and
efciency
26
offshore
22
Equipping the Giant for colossal tasks
26
Properly handled equipment

is safer and more efcient
28
Offshore expertise employed in

alternative energy sector
30
Upgrades maintain performance at a peak
31
Specialised services call for

custom-made solutions
32
AHTS vessels can handle different chain

sizes in safety at sea
33
Deepwater seabed seismic system

quickly gets to the bottom of things
35
Contacts
22
32
MacGregor News is Cargotecs customer magazine with distribution of approximately 15,000 copies. Publisher: Cargotec Corporation,
Srnisten rantatie 23, FI-00501 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/zeeland Printed by Punamusta, Finland.
The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine
(with the exception of photos) may be reproduced provided that the source is mentioned.
Optimised cargo handling

maximises productivity
Every ship from a bulker to an offshore support vessel has its own optimum cargo or
load handling solution. The design differences between these ship types call for particular expertise in understanding a customers business processes, the specic ship types it
operates, and the engineering solutions that perform cargo or load handling duties.
At its best, an optimised cargo handling solution means that money invested can be
recouped in a single round-trip. Multiply that amount by the number of trips in a ships
lifetime, and it is immediately apparent that getting the cargo solution right is crucial to
protability.
By working closely with our customers and knowing the cargo proles planned for a
vessel right at the beginning of a newbuilding project, we can combine this knowledge
with our expertise, and can guarantee to deliver the most efficient cargo handling solution possible for a specic ship type which is not the same as simply choosing one or
two of our products and adapting a generic solution.
Our global sales teams, both for merchant ships and offshore vessels, are close to our
customers wherever they are. As an organisation, we continue to strengthen these teams
and broaden our in-depth ship-type knowledge. Customers benet from this conceptual ship type approach by getting an optimised cargo handling solution from a supplier
who has an overall understanding of specic ship types and their cargo and load handling
needs.
Each complete solution is built on excellent products combined in an optimum way.
When you add service to this picture, we can really speak about optimising ship lifetimes.
Olli Isotalo
Executive Vice President, Marine
About Cargotec
Cargotec improves the efficiency of cargo ows on
land and at sea wherever cargo is on the move.
Cargotecs daughter brands, Hiab, Kalmar and
MacGregor, are recognised leaders in cargo and
load-handling solutions around the world.
Cargotecs global network is positioned close
to customers and offers extensive services that
ensure the continuous, reliable and sustainable
performance of equipment. The company employs
approximately 11,000 people.
Key gures, MEUR

Orders received
Order book, end of period
Sales
Operating prot
Operating prot margin, %
Net income for the period
Cash ow from operations
Earnings per share, EUR
Net debt, end of period
Personnel, end of period
Q1Q3/11
2,391
2,349
Q1-Q3/10
2,013
2,395
Change
19%
-2%
2010
2,729
2,356
2,310
1,828
26%
2,575
159.1
6.9
114.5
78.0
1.86
362
10,613
92.9
5.1
54.2
193.4
0.82
264
9,588
71%
131.4
5.1
78.0
292.9
1.21
171
9,673
www.cargotec.com
Sales by reporting segment 1-9/2011, %

Marine 40% (42%)
Equipment 86% (84%)
Services 14% (16%)
Industrial
& Terminal 60% (58%)
Equipment 70% (65%)
Services 30% (35%)
Sales by geographical segment 1-9/2011, %

Americas 20% (18%)
EMEA 41% (41%)
APAC 40% (41%)
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 on board
merchant ships, offshore support vessels, and in ports and terminals. www.macgregor-group.com
Cargotec appoints
vice president for
load-handling business
Cargotec has appointed Tom Svennevig as

Vice President for Advanced Load Handling.
He is experienced in the offshore industry
and is based in Kristiansand, Norway,
where he also assumes the role of managing
director of Cargotec Norway AS.
We have a professional and experienced
team in our competence centre for advanced
load handling solutions in Kristiansand
and offer their services to our customers
globally, says Olli Isotalo, Executive Vice
President, Cargotec Marine. Appointing
Tom Svennevig further strengthens our
organisation in Norway. Earlier this year,
Ilpo Heikkil was appointed as the Vice
President for Cargotecs winch business line,
and he is based in Singapore.
184 cargo cranes ordered

for two bulker series
Cargotec has received two orders for
MacGregor cargo handling cranes which
between them total 184 units. The rst is an
order to supply 104 MacGregor GLB cranes
for 26 bulk carriers under construction at a
Chinese shipyard. The cranes will start to be
delivered in 2012, with the majority being
handed over in 2013.
In a second contract, Cargotec will deliver
80 MacGregor GL multipurpose cargo cranes,
each with an SWL of 45 tonnes, to 20 open
hatch bulk carriers that are being built by STX.
Ten vessels will be built at STXs Dalian shipyard in China and the other ten vessels at STX
Offshore & Shipbuildings Jinhae shipyard in
South Korea (see also page 16).
MACGREGOR NEWS | ISSUE 163
New test bench speeds up container securing trials

Cargotec has a new automated lashing mockup test bench available at its Turku office
in Finland. The mock-up device tests lashing arrangments using a remote control
panel. Adjusting different lashing positions
is fast and precise and it is possible to carry
out 20 to 30 tests in one working day, says
Arto Toivonen, Naval Architect, Dry Cargo.
Raised efficiency in testing makes wider test
scopes possible for busy customers. An average test scope for a container carrier is about
35 tests.
Mock-up tests for container securing
are designed for checking that the calculated
lashing lengths work and make sure that the
lashing bridge structures and the loose lashings, such as turnbuckles and lashing rods, do
not collide with each other.
News around the world
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Mooring equipment order opens up Vietnamese

offshore market
Cargotec has won a contract from joint stock
company Vinh Nam (VAM JSC)/Tecmach to
supply mooring equipment for Vietsovpetros
110m-long by 30.5m-breadth pipelaying crane
barge, Con Son. The 1969-built vessel is currently undergoing a conversion at Dung Quat
Shipbuilding Industry Co Ltd.
As part of the conversion project, Cargotec
will supply eight mooring winches complete

with local and remote controls, tension and
length-monitoring systems, hydraulic power
packs, sheaves, and fairleads. The mooring
equipment is scheduled for delivery at the
beginning of 2012 and will be manufactured
at Cargotecs facility for offshore load handling in Singapore.
Deepsea ConRo designs enhanced by efcient access

and transfer systems
Further strengthening its reputation for specialist RoRo access expertise, Cargotec has
recently won RoRo access and transfer system contracts for seven deepsea ships.
One of the contracts is for a two-shipset
repeat order, which builds on a four-ship
equipment agreement that Cargotec won in
June this year from Hyundai Mipo Dockyard
in South Korea. Cargotec will now deliver
1,600 tonnes/ship of MacGregor RoRo equipment to six deepsea ConRo vessels.
The second contract is for a 26,600 dwt
deepsea ConRo, Marjorie C, which is being
built for Pasha Hawaii by VT Halter Marine
in Mississipi, USA, and is scheduled to enter
service at the end of 2013. Cargotec will supply around 150 tonnes of equipment, which
includes a stern ramp for loads of up to 350
tonnes, and four bulkhead doors above xed
ramps.
Both of these contracts are for vessels
that will carry general and project cargo, as
well as various types of RoRo cargo, and this
calls for specialist knowledge, says Magnus
Sjberg, Sales Director for RoRo Ships at
Cargotec. Because of our in-depth understanding of RoRo access and cargo handling
systems, we are able to deliver the most exible and efficient designs possible.
Cargotec wins
Mitsubishis best
supplier award
Mitsubishi Heavy Industries Shimonoseki
shipyard in Japan has given Cargotecs offshore business and local Japanese team its
Best Supplier award 2010 award. In part,
this is in recognition of the companys drive
to understand future customer needs by providing an extensive geographical presence
and close collaboration with customers.
This award is a great acknowledgement
from an important customer in the Asian
market, says Edvin TunheimTnnessen,
Cargotec Contract Manager for Advanced
Load Handling. We were granted this award
for delivery of a number of offshore load
handling systems to the new marine resource
research vessel Hakurei. We have the capability to deliver integrated solutions that met
specic operational requirements of our
customer. Being recognised as best supplier
affirms the solid reputation of the MacGregor
brand within the offshore industry.
Hakurei is scheduled for delivery to
the Japan Oil, Gas & Metals National
Corporation (JOGMEC) at the end of
January 2012. It will be the rst research ship
in Japan equipped with two types of largescale drilling system. Our contract with the
owner called for an extensive engineering
package and customised solutions for special
operations, explains Mr Tnnessen. These
included some of the major MacGregor products for ultra deepwater operations and
deck handling machinery.
ISSUE 163 | MACGREGOR NEWS
100,000 m2
Altogether Cargotec has had contracts for
over 100,000 m2 of electrically-operated
MacGregor car decks and internal
hoistable ramps and covers
MERCHANT
SHIPPING
Electrical equipment makes car carriers
cleaner and more

efcient
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Most of the worlds pure car carrying (PCC), pure
car/truck carrying (PCTC) and deepsea RoRo eets
feature MacGregor RoRo access equipment. This
is, in part, due to Cargotecs ability to look at each
customers specic needs and design cargo ow and
stowage arrangements to meet these, while at the
same time building in operational exibility.
In recent years two factors in particular have
dominated this sector: the global requirement
for greater environmental consideration, and the
mainstream expectation for higher efficiencies. The
electric drive benets both.
Originally born from a combined wish for cleaner
and more environmentally-friendly car carrying, the
Japanese PCC and PCTC industry has been instrumental in driving the demand for, and adopting, this
technology. As a result, the rst PCCs and PCTCs
designed with all electrically-driven RoRo access
equipment are now entering service.
Making its debut for Mitsui O.S.K. Lines Ltd
(MOL), is a 4,000-unit PCTC, Iris Ace, which has an
electrically-driven stern quarter ramp/door, side
ramps and two movable ramps. The vessel was delivered from Japanese shipbuilder, Shin Kurushima
Toyohashi Shipbuilding Co Ltd earlier this year
and was followed into operation by a pair of 6,400unit PCCs, Cattleya Ace and Carnation Ace, from
the same builder. Each of these two ships features
an electrically-driven stern quarter ramp/door, a

centre ramp/door and six movable ramps. All equipment is operated by electric winches and actuators,
eliminating the use of hydraulic oil in the operating
system.
Cargotec has a growing electric-drive RoRo
reference portfolio. The rst ships with electricallydriven MacGregor RoRo equipment were delivered
in 2006 although this equipment was limited to
internal systems. In 2009, four 2,000-unit PCTCs for
PD Gram & Co AS, delivered from Kyokuyo Shipyard
in Japan. Viking Odessa, Hegh Caribia, City of Oslo
and Viking Constanza, all feature a comprehensive
outt of internal MacGregor cargo access equipment
including: ten hoistable car deck panels, one access
ramp, four movable ramps and two ramp covers on
each ship.
Also, last year Cargotec and the Shin-Kurushima
Dockyard group signed further agreements for four
PCCs to be tted with fully electrically-driven RoRo
access equipment. This means that ve car carriers
and two RoRos now have all of their RoRo equipment electrically-driven, says Magnus Sjberg,
Sales Director for RoRo ships at Cargotec.
Two of the new equipment orders are for 6,400unit PCCs being built at Shin Kurushima Toyohashi
Shipbuilding Co Ltd. Each PCC will feature an electrically-driven MacGregor stern quarter ramp, side
30%
On average, electric
drives consume up to
30 per cent less energy
than their hydraulic
equivalents
ramp and six movable ramps and will enter

service for two different domestic Japanese
owners, Mizuko and Hakuyo.
Shin-Kurushima, MOL and Cargotec
are all committed to clean seas, he notes.
The cooperation between the companies
has resulted in these exceptionally efficient,
environmentally-friendly vessels. Our
collaboration was an essential part of this
technologys development; and we are seeing
a steadily growing demand for it.
Like Cargotec and Shin-Kurushima, MOL
is no stranger to environmental initiatives.
Since 2003 its car carrier operation has
focused on: protecting the environment,
by improving fuel efficiency and reducing
exhaust emissions of their ships, says the
company. In the same year it launched the

6,400-unit Courageous Ace, which introduced a new eet standard in energy-saving
features. The company cites, for example:
an aerodynamically rounded hull, which is
bevelled along the bow line to reduce wind
resistance; an insulated coating on the
decks to reduce heat-loss and increase airconditioning efficiency; and double-hulled
fuel tanks, which are designed to reduce the
risk of oil leaks. In 2005 and 2008, MOL also
launched the 6,400-unit vessels Euphony Ace
and Swift Ace, which each feature solar power
generation panels on deck.
On average, electric drives consume less
energy than their hydraulic equivalents,
therefore, their introduction into MOLs
recent newbuilds was a natural progression

in the companys environmental initiatives,
says Mr Sjberg.
When you replace hydraulically-powered
deck machinery with electric versions, one of
the greatest environmental benets that you
gain is the elimination of potential hydraulic
oil leaks. These cause pollution and can also
damage cargo. It was the high incidence of
cargo damage that was a primary concern for
car manufacturers, who ultimately put pressure on shipowners to come up with a solution to the problem.
However, there are also other good commercial reasons for shipowners to switch
and they also provide further environmental
benets:
NB No
No of ships
type
owner
electric-drive RoRo equipment
Cattleya Ace,
Carnation Ace
Morning Claire, 3652
6,400 unit
PCCs
two for MOL, one for Mizuko,

one for Hakuyo Shipping
stern quarter ramp/door,

side ramp and six movable ramps
Shin Kurushima Dockyard
5677
5678
11,400 dwt
RoRos
Japanese
owners

movable ramp
Shin-Kurushima Dockyard
Iris Ace
4,000-unit
PCC
MOL

side ramp and two movable ramps
Viking Odessa,Hegh
Caribia, City of Oslo,
Viking Constanza
2,000-unit
PCCs
PD Gram & Co
10 hoistable car deck panels,

one access ramp, four movable
ramps and two ramp covers
Finnbreeze, Finnsea
Finnsky, Finnsun
Finntide, Finnwave
10,500 dwt
RoRos
Finnlines
2 x 2,900m2 car decks

21+20 electric panels
and two access ramps
Shin-Kurushima Toyohashi
Kyokuyo Shipyard
Jinling Shipyard
Energy is saved because electric drives run only when

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

Pure car carrier and pure car/truck carrier evolution is a classic example of
ship design adapting to a specialised and expanding trade. Before the arrival
of multi-deck PCCs and PCTCs with their extensive RoRo cargo handling
facilities, the modest international shipments of new vehicles were handled
by bulk carriers with portable or hinge-away car platforms.
Cars were loaded or discharged by cranes or ship derricks. Earlier, in the
1950s, cars had been mainly shipped on scheduled cargo liners. The seeds
of the specialised ship were sown in 1955 when Swedish pioneer in the
trade Wallenius Lines introduced the rst two purpose-built car carriers.
Designed for service between Europe and the US Great Lakes and to
negotiate the locks, these were small by todays standards (2,700 dwt with
capacity for 290 cars) and employed LoLo handling.
Mr Sjberg concludes that: Electrically-driven

MacGregor RoRo cargo access equipment is a result of
intensive R&D work, which was initiated in response to
customers requests. Our ability to develop equipment
that not only meets numerous performance requirements, but also protects the environment, demonstrates
our commitment to operating in a responsible manner
and taking environmental considerations into account.
Increasing trade spawned larger tonnage up to 15,000 dwt during 1959-63;

these were combined car/bulk cargo ships in which loose car decks were
built into the cargo areas. In 1973-74, Wallenius took delivery of two 51,000
dwt pure car/pure bulk vessels, each with capacity for 3,500 cars as well as
bulk cargo. The cars were stowed in three separate garages with the bulk
cargo space arranged between them.
But the sheer volume of car shipments worldwide and the anticipated
further expansion of the market, particularly stimulated by the rise in
Japanese vehicle exports, dictated the design of large vessels dedicated
to the trade. The multi-deck PCC with efcient RoRo loading and discharge
arrived in the early 1970s, and the aggregate capacity of that specialist eet
increased 10-fold between 1973 and 1983.
Successive designs have seen rising individual capacities from 4,900 car
units in the mid-1970s to 8,000-plus car units now and arrangements for
handling and stowing a more exible mix of vehicle types: not just cars, but
other project cargo, like trains, mining equipment, turbines etc.
MacGregor solutions have made a signicant contribution to stowage
efciency, freight exibility and reducing turnaround times in port with
advances in design and optimised arrangement of RoRo cargo access and
transfer systems for increasingly larger and more versatile multi-purpose
carriers. A typical outt is based on a stern quarter ramp/door, midships side
ramp/doors and hoistable internal decks.
Electric winch operated car decks
Hyundai Heavy Industries (HHI)

Daewoo Shipbuilding &
Marine Engineering (DSME)
Mitsubishi
Shimonoseki
NB No
No of ships
type
owner
electric-drive RoRo equipment
Tugela
Tulane
two 8,000unit LCTCs
Wilhelmsen
six movable ramps and one

hoistable plywood car deck panel
Aida, Otello
Wallenius
four car deck panels, ve to seven

internal ramps and one big ap
Faust, Fidelio,
Fedora
Aniara, Oberon, Tijuca, Tirranna,
Carmen , Tiger, Figaro,
Titania
11
6,700-unit
PCTCs
8,000-unit
LCTCs
Celestial Wing
MOL
Transfuture 8
Transfuture 10
1140, 1141
3,900-unit
PCTC
2,000-unit
PCTCs
three hoistable car decks, 7 movable

ramps and one big ap
Toyofuji
six hoistable
car deck panels
bulkhead door
Cargotec supplied and installed

about 5,450m2 of lightweight car
decks for each of the vessels
Lightweight car
decks benet
the environment and bottom line
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10
One example of Cargotecs innovation

built on experience is the development of
lightweight liftable and hoistable car deck
panels, which incorporate plywood in their
construction to reduce their weight considerably compared with steel equivalents. The
technology is available for both newbuildings and retrot projects and the panels can
accommodate car lashing ttings. Cargotec
now also promotes electric-drive versions of
these lightweight panels to further enhance
efficiency and environmental credentials.
One of the largest European specialist freight and passenger service shipping
panels also give us the exibility to adjust to different cargo

mixes on different routes.
And with the clearance on the
main deck rising to 6.3m when
the car decks are completely
hoisted, we can also accept
higher cargo on these new vessels.
The car deck panels feature
a lightweight open beam conFinnbreeze and Finnsea (pictured) have been delivered from Jinling
and feature the rst examples of electrically-driven lightweight
struction with a plywood top
MacGregor car deck panels
plate to minimise their weight
and therefore their impact on
ship stability. Total weight,
companies, Finnlines, has specied the rst
including ttings, is about 100 tonnes less
example of the electrically-driven generation of this technology onboard its six 10,500 than equivalent steel car decks that have a
total weight of approximately 600 tonnes.
dwt ice-class RoRo newbuildings. The rst
The scope of Cargotecs contract runs to
two of these ships, Finnbreeze and Finnsea,
the design, fabrication, installation assisthave been delivered from the Jinling
ance and commissioning of about 5,450m2 of
Shipyard in China; the other four are nearing completion.
lightweight car decks for each of the vessels.
The two ships are not only new but
It also includes a newly-developed lashing
highly innovative, Finnlines said. Among
system.
their key features are hoistable car decks on
Finnlines is part of the Grimaldi Group
two levels that allow us to handle more cars
and has used Cargotec as a key supplier
than is normal on ships of this size. The indi- for many projects. In 2009 it contracted
vidual conguration options of the car deck
Cargotec to install MacGregor plywood car
deck panels on two of its 11,750 dwt vessels,
Finnpulp and Finnmill. During an extensive
conversion project, the 2002-built RoRo
ships were each tted with 3,090m2 of
As the clearance on the main
hoistable car decks and a hoistable ramp to
deck rises to 6.3m when the car
increase their freight capacity to 3,276 lanedecks are completely hoisted,
Finnlines can accept higher
metres.
cargo on these new vessels
Adding car decks and ramps to an
Hoistable car decks on two

levels allow Finnlines to
handle more cars than is
normal on ships of this size
existing vessel can have an adverse impact

on stability, so the lightweight MacGregor
products were well suited for this conversion, said Jonas Nordstrm, Director
RoRo conversions. Cargotec introduced the
new concept of electrically-driven, lightweight car decks following the success of
these rst plywood car deck platforms.The
newly-developed lashing prole is also a
very special concept. The lashing is not
attached to the plywood panel itself, but to
the steel secondary stiffners, which also act
as support for the plywood panels.
The operator said that: Finnlines is
known for its commitment to the environment and this is reected in the design of the
newbuildings. Besides the improved cargotransporting possibilities, the new ships
were built with a strong focus on reducing
their carbon footprint and minimising the
environmental stress per transported cargo
unit or tonne.
The individual panel

conguration options give
Finnlines the exibility to adjust
to different cargo mixes on
different routes
R&D has environmental emphasis

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

beam construction with a plywood
top plate to minimise their weight and
therefore their impact on ship stability
Compared with steel the panels have a lower cost

and lower weight with the same durability and
lifetime.
Lighter decks improve vessel efciency in terms
of payload and exibility of operations.
Lighter decks and ships allow increased speed
or reduced fuel consumption.
Stability benets are gained by reducing weight high
up in the vessels structure.
11
MERCHANT
SHIPPING
Long RoRo series demonstrate Korean
shipyards trust
Grimaldi Group
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Hyundai Mipo Dockyard has delivered six out of a series of ten 10,800 dwt RoRos for Grimaldi; all feature MacGregor RoRo
cargo access equipment
Fifty years of development have seen the

world RoRo eet proliferate from small
converted vessels to embrace all sizes of
freight carriers and vehicle/passenger ferries on shortsea services, and multipurpose
container ships and pure car/truck carriers
(PCTCs) on global routes. MacGregor systems were designed for the pioneering USNS
Comet in 1958; for the rst deepsea RoRo
vessel, Paralla, in the late 1960s; for jumbo
RoRo container ships in the early 1980s; for
successive generations of PCCs and PCTCs;
and for diverse specialist tonnage.
We continue to supply MacGregor
cargo access equipment and advanced lashing systems for the majority of the worlds
PCC/PCTC and deepsea RoRo eets, says
Karl-Axel Persson, Senior Sales/Contract
12
Manager for RoRo.

Key performance factors for car carriers are achieving maximum exibility and
maximum cargo space, along with the minimum time spent in port. Cargotecs system
portfolio has developed over many years
from equipping every known type of RoRo
vessel; and its expertise supports the ship
designer, builder and operator in achieving
the optimum commercial and technical cargo
handling solution for any RoRo newbuilding
or conversion project, whatever the size or
intended trade.
The long series of ships equipped with
MacGregor cargo access equipment being
delivered by South Korean shipyards is a
testament to the trust the yards place in
Cargotec as a supplier, Mr Persson notes.
Since 2000 we have delivered RoRo equipment for approximately 300 deepsea RoRos,
PCCs and PCTCs and this makes us the
worlds largest supplier of cargo handling
systems.
Delivery highlights include: the 7,900unit large car and truck carrier (LCTC)
Tugela, which is the rst of a two-vessel
order for Wilh. Wilhelmsen/Wallenius Lines,
which was delivered from Hyundai Heavy
Industries (HHI), in Ulsan, Korea, in July
this year. Tugela features a comprehensive
suite of MacGregor RoRo access equipment
and is designed to carry cars and high and
heavy rolling cargoes on wheels and tracks,
typically the kind of very large vehicles
employed in construction, mining and agriculture. The 230m ship will also transport
trailers and can handle breakbulk cargoes
such as rubber in crates, steel coils and pipes.
Hyundai Mipo Dockyard has delivered
six out of a series of ten 10,800 dwt RoRo
vessels with MacGregor RoRo cargo access
equipment. The vessels, Eurocargo Genova,
Eurocargo Malta, Eurocargo Alexandria and
Eurocargo Venezia are destined for Italian
owner Grimaldi.
The yard has also handed over two RoRo
vessels in the same series, Strait of Dover and
Strait of Gibraltar, which each have 3,810 lane
metres of freight capacity, to Hong Kongheadquartered shipping company, Pacic
Basin Shipping. Glovis Passion, the rst of
two PCTCs, has been delivered to the Ray
Shipping Group of Israel.
At Daewoo Shipbuilding and Marine
Engineering (DSME), Jolly Diamante,
the rst of four 45,200dwt RoRo vessels
equipped with MacGregor RoRo cargo access
equipment is nearing completion and is
scheduled for delivery to Italian operator
Messina Line by the end of November.
It has also delivered the rst three ships
from a series of four 7,900-unit large car
and truck carriers for Wilh. Wilhelmsen/
Wallenius Lines: Carmen (H4457), Tiger
(H4458) and Figaro (H4459). These complement the series of similar deliveries from
HHI as part of the companies combined
newbuilding programme.
Development
process is continuous
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Cargotecs product development does not
end when a system or piece of equipment
reaches the market: as well as coming up with
new solutions the companys R&D strategy
addresses the effectiveness of equipment
throughout its lifetime. For example, the
rst version of Cargotecs gravity-fed belt
conveyors for unloading dry bulk cargoes
was delivered in 1956, but continual upgrades
mean that it is both tried-and-tested while
also beneting from the latest technology
(page 18).
Another example is MacRack, a new economical, competitive and environmentallyfriendly electric-drive system that unites
the lift and drive operations for side-rolling
hatch covers and so makes separate hatch

cover lifters obsolete. Cargotec anticipates
that MacRack will become the standard system for side-rolling hatch covers.
The rst MacRack systems will be
installed in May next year at the Zheng
He Shipyard, in China, with the rst vessel a 47,000 dwt bulk carrier for a Chinese
owner scheduled for delivery in July 2012.
Hardware will be delivered to the shipyard
from the end of this year.
Development work on the electric-drive
side-rolling hatch cover started in 2001 in
response to the Japanese car industrys
ambition to make its supply chain as green
as possible. The companys answer to this
challenge was to launch the E-Roll siderolling hatch cover system. E-Rolls components and control system were essentially
developed from scratch because similar
systems for the marine and bulk carrier
environments did not exist, says Torbjrn
Dahl, Senior Naval Architect for bulk ships
at Cargotec.
Historically, electric-drive hatch covers
have progressed from single-pull covers
with the wheels lifted by hydraulic cylinders;
piggy back covers, again with the wheels
lifted by hydraulic cylinders; and sliding covers for tweendecks. Generally, piston movement is not so easy to achieve electrically. For
MacRack makes separate hatch cover lifters obsolete
a long time, wheels have been lifted hydraulically even if the drive is electric. We have
solved the piston problem with electrically
powered screws. The concept can be applied
for both a rack-and-pinion drive as well as for
a chain drive.
Each E-Roll side-rolling hatch cover
comprises two panels which are opened by
a geared electric motor connected to a chain
drive after being raised (Roll-up-Roll) by
electrically powered cylinders. One complete
roll up/down and open/close operation is
carried out automatically when the operator
pushes a single button, and smooth operation is ensured by inverter and programmable logic controller (PLC).
MacRack unites the lift and drive operations and so makes separate hatch cover
lifters obsolete. This reduces maintenance
work for the shipowner, and the shipyards
installation work is also simpler because
fewer components need to be installed on
the coaming.
As with all rst-generation technology,
improvements were needed and the development project focusing on the safety, technical limitations and cost of electric drives
resulted in the launch of MacRack, Mr Dahl
said. MacRacks development process has
now come full circle and we are ready for
further deliveries.
13
New lashing bridge maximises

payload
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Compared with existing container lashing
bridges, Cargotecs new MacGregor concept
delivers weight savings. This in turn has a
knock-on effect on overall vessel design and
construction, as the hull naturally requires a
reduced supporting structure, said Tommi
Keskilohko, Sales Manager for Container
ships. Weight reduction has obvious commercial advantages.
The simplied design reduces

human error by providing a
more efcient, safer lashing
system
Tommi Keskilohko
Structured, long-term development of

existing equipment and practices can make
a major impact on operating efficiency and
safety. Applying this methodical approach
to the design, construction and operation of
lashing bridges has produced particularly
impressive results.
While conventional lashing bridges rely
on steel box structures, Cargotecs concept
features a lighter design constructed from
steel plate and proles, allowing material
to be added where it is most needed and
reduced where it is not. The result is a
structure that is just as strong, but without
any unnecessary weight, Mr Keskilohko
said.
14
stated. The simplied design reduces

human error by
providing a more
efficient, safer lashing system. Lashing
rods on the vessel
are interchangeable
and are stored in a
diagonal position.
This makes lashing
procedures signicantly safer, because
operators do not have
to reach for lashings
from an awkward
position.
New lashing bridge concept a strong, lightweight combination of steel proles and
plates ensuring efcient container securing
Detachable handrails
make for easy maintenBut that is not the only advantage. Not
ance and allow access to reefer equipment.
only does the new concept require signiIn addition to the handrails, elements such
cantly less welding during installation than
as gangways, electrical cabinets and lighting
traditional bridges, but llet welding techarrangements can be customised to meet an
niques replace the more time-consuming
individual customers requirements.
bevel welding. Therefore, construction and
Compliance with the appropriate rules
installation are quicker.
and regulations is an essential aspect of
There are maintenance benets too, as
introducing innovative products, and
the reduced use of box structures means
Cargotecs new MacGregor lashing bridge
that there are far fewer enclosed surfaces
concept meets all the relevant rules and regthat can be subject to hidden corrosion.
ulations of bodies including the Australian
This new type of lashing bridge system
Maritime Safety Authority (AMSA) and the
is delivered complete, and is already tted
Australian Waterside Workers Federation
with lashing eyes optimised for a particular
(AWWF).
ship. The modular construction means that
As part of nite element analysis (FEM),
the structure can be transported and lifted
Cargotec has taken into account all possible
into place on the vessel in one piece or as
several units, depending on the crane capac- loading scenarios for example full load and
half load and the resulting lashing bridge
ity available at the shipyard.
deections, Mr Keskilohko continued. We
This concept also provides a safer
check the effects of vibration separately,
working environment, Mr Keskilohko
based on data supplied by the shipyard.
We can optimise the strength
Using lashing forces produced through our
of each bridge using lashing
analysis, we can optimise the strength of
forces produced through our
each bridge and therefore produce the best
analysis
possible design for each project.
Tommi Keskilohko
MERCHANT
SHIPPING
Sungdong series uses
new optimised lashing bridge

An 8,800 TEU series on
order at Sungdong follows
an earlier 6,500 TEU series
from the Korean yard
which featured the rst
combined contracts for
MacGregor lift-away hatch
covers, lashing bridges,
xed ttings and container
pedestals
Eleven 8,800 TEU container ships under
construction at Sungdong Shipbuilding
and Marine Engineering in South Korea
will feature MacGregor hatch covers, xed
lashing gear, and new lashing bridges (page
14). Seven of the ships are for Costamare
Shipping Co (NB 4010, 4011, 4020 - 4024),
and the other four are for Mediterranean
Shipping Co (NB 4012 4015).
Cargotec will deliver the complete equipment packages between the middle of 2012
and the end of 2013.

An important factor in winning this contract was that Cargotec is the only company
able to deliver the entire cargo equipment
package, said Tommi Keskilohko, Sales
Manager for Container ships. Sungdong
therefore has just one accountable partner
to keep in touch with, allowing it to concentrate on its core business. Furthermore, with
a single source of supply, cargo equipment
compatibility and smooth operations are
guaranteed.
Complete cargo equipment solutions
from Cargotec tailored to the vessels trading
and cargo proles ensure optimised arrangements for efficient, productive ships.
The newly developed lashing bridge
design improves productivity in the
manufacturing process and ensures safer,
easier lashing operations. Compared with
traditional bridges constructed largely of
steel box sections, the new design is far less
susceptible to corrosion damage in inaccessible areas.
This latest order reinforces Cargotecs
relationship with Sungdong. Cargotec

and Sungdong share many forward looking
values in important areas, including quality, efficiency, sustainability and maximising our customers business potential, Mr
Keskilohko said.
Earlier contracts for Sungdong newbuildings include MacGregor hatch design, fabrication and key components for a 22-ship
series of bulk carriers in 2008, and one for
10 shipsets of bulker hatch covers in 2009.
Five 6,500 TEU container carriers ordered
by Danaos in 2007 featured the rst combined contracts encompassing MacGregor
lift-away hatch covers, lashing bridges, xed
ttings and container pedestals.
Sungdong says that it is the rst largescale shipbuilder in the world to adopt onland ship construction as its main building
method. It can launch ships of up to 220,000
dwt built in this way. In 2008, it delivered
a 175,000 dwt bulker, the biggest ship built
on land. In 2009 Danaoss 6,500 TEU CMA
CGM Moliere was the rst container ship to
be built using this method.
Sungdong Shipbuilding & Marine Engineering Co Ltd
Danaoss 6,500 TEU CGA CGM

Moliere was delivered in 2009/2010,
and featured the rst combined
contracts for MacGregor lift-away
hatch covers, lashing bridges, xed
ttings and container pedestals
15
Cranes and hatch covers

serve STX pulp carrier series
MacGregor equipment, comprising hatch covers and 80 multipurpose cargo cranes,

will feature on a series of open hatch bulk carriers ordered to full a 25-year contract
to export wood pulp from Brazil
Cargotec will deliver four cargo cranes to
each of the 20 open-hatch pulp carriers
ordered by STX Pan Ocean, South Koreas
largest bulk shipper and an affiliate of the
STX Group. A year ago the company signed
a USD 5 billion contract to ship the total
maritime export volume of Brazils Fibria
Celulose, the worlds largest wood pulp
maker, for 25 years starting from 2012.
16
Fibria operates four mills and has an annual

production capacity of 5.25 million tonnes
of pulp.
Ten of the 57,000 dwt bulkers will be built
at the STX Dalian shipyard in China and the
other ten at STX Offshore & Shipbuildings
Jinhae shipyard in South Korea.
Cargotec will deliver 80 MacGregor GL
cranes, each with an SWL of 45 tonnes,
between 2012 and 2013. It is also contracted

to supply folding hatch covers (holds 1 and
8) and piggy-back hatch covers (holds 2 to
7) for the 10 ships on order at STX Offshore
& Shipbuildings Jinhae shipyard. Cargotec
hopes to complete a contract with STX
Dalian for the delivery of a further 10 hatch
cover sets for the corresponding series of
pulp carriers on order at this yard.
MacGregor GL cranes can be installed

on any kind of vessels for any kind of duty
Geared for any

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

STX Group and are delighted that the company
has specied our GL cranes for this substantial
project says Svante Lundberg, Sales Manager
for general cargo ships at Cargotec. MacGregor
GL electro-hydraulic deck cranes are specically intended for use on multipurpose vessels
and bulk carriers. They offer a robust design,
and excellent control and operational characteristics. The cranes are a crucial element in the
operation of STX Pan Oceans new eet of pulp
carriers, and offer an efficient and reliable cargo
handling solution.
Jussi Koljonen, Sales Manager for general
cargo ships at Cargotec, added: This hatch cover
order from Korea shows our customers condence in MacGregor cargo handling systems.
Cargotec has the know-how to design and manufacture demanding special large hatch covers
for these types of ships, where the panel size is
about 600m2. Our extensive references and early
involvement in the project played an important
role and convinced the customer to order the
MacGregor solution.
STX Pan Ocean said that the order to build
the ships was made possible by a syndicated
loan offered by nine banks. The loan of USD 510
million will cover 70 percent of total expenses,
which amounts to 16 out of 20 vessels. Funding
for the remaining four vessels will be secured
gradually, at a later date.
STX Pan Ocean owns 86 ships and has a chartered eet of 300 more. The company says that
it is taking full advantage of its affiliation with
STX shipbuilding, engine and other subsidiaries:
We are now heading toward being one of the ve
major shipping companies of the world.
load higher than 30 tonnes is required. The SWL
for the GL-2 is up to 100 tonnes at an outreach
of up to 40m. With a grab the SWL is derated in
accordance with class rules.
GL cranes are self-contained units with all
machinery enclosed in the crane housing.
This protects them from weather, corrosion
and damage. There is a wide range of optional
equipment available for them, which can be
installed either during construction or as a
retrot improvement. GL-cranes:
utilise standard modules and components
for ease of maintenance and spare parts
support
incorporate a closed loop
Covered:
reliability
and safety
Cargotecs MacGregor hatch covers have
a strong track record with multipurpose
vessels that need to combine folding
and piggy-back covers for exible cargo
arrangements.
This combination of hatch covers calls for
specialist expertise in terms of achieving
highly-accurate dimensioning, interface
compatibility, operational reliability and
safety, as well as weathertightness and
cargo safety. The overall cargo handling
system design, production methods and
production technology have an important
role in realising these.
For the STX order, the high-stowing folding
hatch covers are operated with external
hydraulic cylinders and have a total dayopening area of about 577 m2. The piggyback hatch covers have a day-opening
area of around 3,113 m2, and half of them
are lifted by external hydraulic cylinders,
with the other half driven beneath the
lifted covers by hydraulic chain drives.
hydraulic system for hoisting, lufng and

slewing; this ensures minimum power
consumption and low heat generation to the
hydraulic system
can be operated with full load and maximum
speed for the simultaneous operation of all
three motions: hoisting, lufng and slewing
have their machinery installed inside the
crane housing to provide protection from
ice and weather; also allowing the cranes to
be serviced at sea
are controlled by the MacGregor CC3000
control system, developed in-house, which
also incorporates a self-diagnostic faultnding package.
17
SUSTAINABILITY
Modernisation makes
the most of proven technology
The rst version of Cargotecs gravity-fed belt conveyors for

unloading dry bulk cargoes was delivered in 1956, but R&D directed
at upgrading existing equipment continues to rene an already
efficient system to keep ahead of modern demands
Gravity-fed MacGregor self-unloading belt

conveyors with discharge capacities of up to
6,000t/h are in service on bulk carriers ranging from 4,500 dwt to 135,000 dwt. In common with many of its products, Cargotecs
gravity-fed unloaders benet from the
companys unique combination of experience
and innovation. The MacGregor bulk cargo
unloading systems performance has been
continuously monitored ever since it was
18
rst introduced over 50 years ago, and new

technologies and fresh thinking have enabled
renements to improve system elements and
therefore the overall cargo handling process.
As part of its continuous investment
in research and development, Cargotec
has developed a much improved product,
based on customer input and solid engineering work, said Tomas Wallin, Technical
Director, Cargotec Marine Selfunloaders.
Recent advances include a new full ow cargo

gate to increase discharge capacity, and a new
totally enclosed boom conveyor to keep the
working environment dust-free.
Cargo gates are the rst element of a ships
gravity self-unloading system. They allow
free owing bulk cargo to drop on to the conveyor belt running below the cargo holds in
a controlled manner, under the inuence of
gravity.
The fully-enclosed boom features

internal walkways for safe access
The MacGregor full ow gate offers the

dual benets of increased cargo capacity and
increased discharge rates while minimising
material ow disruptions. The new gate can
handle a variety of cargoes including coal,
iron ore, gypsum rock and aggregates.
With its wider gate opening, the full ow
gate offers an increased cargo handling capacity without compromising on hull space, Mr
Wallin said. Its easy to see that the more
space is occupied by the gates and conveyors, the less there is available for the vessels
cargo. In fact, thanks to good design and careful placing of the gate control machinery, the
MacGregor full ow gates actually require
much less space than traditional gates and so
using them increases the space available for
revenue earning cargo. It is a major achievement to rene a product so that it offers
signicant benets in two important areas of
performance.
In the next stage of the discharge process
the bulk cargo is elevated to deck-level and
fed on to a boom conveyor for transfer to the
receiving facility ashore, or aoat in the case
of transhippers. This transfer by boom conveyor is a process that can result in environmental pollution and an unhealthy working
environment.
Up till now, boom conveyors have been
equipped with covers, water spray nozzles
and dust collectors to try to reduce spillage
and keep dust emissions to a minimum, Mr

Wallin said. In line with its own environmental protection policy, and in close cooperation with relevant authorities, partners
and customers, Cargotec has developed the
closed boom conveyor to address these problems.
Offshore transhipment
material handling equipment which will be used

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

designed for cargo transhipment operations off
Beira in Mozambique. Bulk Zambesi is a 55,000
dwt supramax vessel constructed by Jiangsu
Hantong Heavy Industry in China, for owner
Coeclerici Logistics SpA in Italy. A sister vessel,
Bulk Limpopo, is scheduled for delivery in the
beginning of 2012.
Both ships are equipped with MacGregor bulk
It is a major achievement to
rene a product so that it offers
benets in two important areas
of performance Tomas Wallin
Total enclosure of the conveyor system
results in a dust-free operation, delivering
truly environmentally friendly operations
without the need for any extra installation for
overow protection. An important spin-off
is that closed booms will have an increased
lifespan because their components are so well
protected from the elements.
The new MacGregor full-ow gate increases cargo

capacity and discharge rates while minimising material
ow disruptions
The ingenious design delivers other

signicant benets: the support structure
has a smooth upper surface that prevents ice
formation, while the smooth inner bottom
surface allows easy cleaning operations.
There are safety benets too. Access to
boom conveyors has not always been particularly easy. In the new enclosed boom, walkways alongside the belt allow safe and easy
access, eliminating the problems of handling
heavy, unwieldy access cover plates. Service
and inspection can be performed by a single
operative. There are emergency exits at
both ends and safety wires and walkways are
located on top of the boom.
The Great Lakes Trio

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

anchorage point in deeper water where they will
discharge into oceangoing bulk vessels up to large
capesize at a maximum rate of 5,500t/h.
The systems are tailor-made for the customer
to suit the intended operations in Mozambique,
said Mats Sjstedt, Cargotecs Sales Manager
for Marine Selfunloaders. Our customer wants
reliable, well-proven, robust technology designed
for the marine environment, and that is why they
selected Cargotec for this project.
19
CUSTOMER
SERVICE
Small pads play big part

in structural performance
Using the wrong material or ignoring the need to replace worn pads, can lead to
cracks in hatch covers and coamings after two years of operation
Hatch cover bearing pads transfer the
weight of the cover, and any cargo it may be
carrying, to the ships hull while allowing for
relative movement between the cover and
the hatch coaming caused by hull exing in
a seaway. They must also maintain the correct compression on the hatch cover seal and
avoid wearing damage to the coaming/hatch
cover interface.
Bearing pads may be relatively small,
but the part they play is big, says Jyrki
Menp, Technical Manager, Dry Cargo.
As bearing pads transfer weight, lateral
forces are generated that are then transmitted to the ships coaming and hatch
cover structures. These forces are used in
fatigue strength analysis at the newbuilding
stage, and subsequently, the structures are
designed around these calculations.
Over time low-friction bearing pads do
get worn, and the amount of wear for an
individual pad depends on its location and
actual loading therefore they should be
A range of reliable options

The portfolio of MacGregor bearing pads from
Cargotec is comprehensive, ranging from a
traditional steel-to-steel type to the most
advanced solutions using the latest materials
and technology. Cargotec offers tested and
proven bearing pad solutions that mean
trouble-free operations and safe cargo
handling for all types of vessels. Continual
investigation over many years has resulted in a
range of options, including the Lubripad
(bronze/PTFE), the Flexipad (steel/rubber), the
Unipad (woven PTFE) and the Polypad
(self-lubricating polymer-based).
20
When replacing the pads,

serious consequences can
result if changes are made to
the features originally specied
for the system
replaced on a progressive basis.

If alternative spare components are
used, it is extremely important not only
that the dimensions are compatible, but
also that their performance fulls the same
criteria required of the original component.
To obtain the required safety margins and
to guarantee a trouble-free operational lifetime, the hatch cover system has to be maintained as instructed, and critical spare part
components, such as the hatch cover bearing
pads, have to be of original design.
Friction and wear behaviour are the
most critical factors, and it is impossible to
judge these without testing them in a real

environment. If the friction coefficient of a
bearing pad is doubled, for example raised
from 0.2 to 0.4 which can easily happen
when a low-quality spare component is used
the calculated life-span of a steel structure
is diminishing by a factor of ten. In other
words, the safe operational period of coaming and hatch cover structures drops from
20 to two years!
Also, if low-friction bearing pads are
replaced with high-friction spare components, cracks are likely to be generated in the
steel structures.
Although there are numerous sliding
bearing materials available, only a few are
suitable for hatch cover bearing pad use, as
most do not meet the criteria dened in the
original specication. This is because there
can be great variations in sliding and wear
properties of different bearing materials and
this is applicable to both bronze and plastic
composites.
A low-quality spare can

reduce the steel structures
life-span by a factor of ten
Expansion supports
locally based global service

With its unrivalled
experience and worldwide
presence, Cargotecs
Marine Service has
the resources to help
shipowners maximise the
earning potential of their
marine assets
Operating out of service stations strategically positioned around the world,
Cargotecs trained specialists are on standby
to provide a genuinely rapid, local response
when problems arise. Our Marine Service
organisation can add value to your enterprise
by taking full responsibility for your vessels
cargo ow systems, ensuring that you achieve
the maximum possible operational availability, said Roberto De Gioia, Manager of
the Mediterranean region of Marine Service.
We can make this claim with condence
because we offer consistent, high-standard
global service delivered on a local basis.
We operate in 50 countries through our
service network of more than 60 stations
in the worlds major ports. We regularly
review and strengthen our local presence to
respond to changing market circumstances.
This approach is well demonstrated by the
establishment of a dedicated offshore services team in Port Harcourt, Nigeria, by the
Mediterranean region of Cargotecs Marine
Service business.
Located in the Onne Oil & Gas Free
Zone, the team is managed by the French
service branch, with Veronique Remy as
team coordinator. The teams two service
engineers, Russel Arcena and Christian
Lumanlan, have taken part in an in-depth
training programme for MacGregor offshore
winches, participating in ship commissioning
in China, along with instruction at Cargotecs
The team in Nigeria, - (from left) John Russel Arcena, Christian Lumanlan, and Myo Zaw Aye - is dedicated to offshore services
We regularly review and

strengthen our local presence
to respond to changing market
circumstances
Roberto De Gioia
facilities in Singapore. An experienced service engineer, Myo Zaw Aye, has joined the
team for six months to further improve the
teams product knowledge. Mr Arcena and
Mr Lumanlan graduated from Cargotecs
service academy in 2007 and are skilled in
hydraulics, electrics and mechanics.
In addition to supporting the companys commitment to its customers, focusing on offshore services in Africa is part of
Cargotecs service strategy to improve and
increase business in the area. Geographical
expansion is one of the key ways to secure
this success, Mr De Gioia said. For the time
being, the team will be fully dedicated to offshore support as part of the companys strong
commitment to Bourbon Offshore.
Meanwhile, in the Baltic, Marine
Service is founding a new service company,
MacGregor BLRT Baltic UAB, in Klaipeda,
Lithuania. Fully consolidated in the Cargotec

Corporation and owned jointly by Cargotec
and BLRT Grupp, the new venture is based at
the Western Shipyard in Klaipeda.
This is a natural progression for the
MacGregor office in Tallinn and Marine
Service development in the Baltic Countries,
where Cargotecs MacGregor products have
a good market share, Kimmo Huhtala,
Branch Manager of Baltic Marine Service
said. In the Baltic, tight time schedules mean
there is little opportunity for repairs in port
and so cargo access equipment repairs are
usually carried out during drydocking. We
believe that opportunities for growth are best
in cooperation with BLRT Grupp, the major
shipyard owner in the Baltic.
Along with normal accounts and individual customer sales, we have expanded
our scope to include long term cooperation
and partnership agreements with major
ship repair yards. The local branch offices in
Tallinn and Klaipeda take care of all cargo
access equipment repairs for their shipyard
clients. In Klaipeda, there is additional business potential with Western Shipyards newbuilding and ship conversion departments.
21
OFFSHORE
North Sea Giant features two MacGregor

offshore cranes: one of 400 tonnes
capacity on the starboard side, and a
50-tonne version aft
22
Equipping the Giant

for colossal tasks
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North Sea Shipping is a world leader in the
ownership and management of advanced ROV/
construction vessels and has earned a reputation for innovation. The Norwegian company
was founded in 1984, owning and managing
several ROV/survey vessels before moving
over to seismic and IRM (inspection, repair &
maintenance) vessels in the 1990s. North Sea
Shipping then developed further into the subsea construction market, taking delivery of six
large offshore construction vessels from 2004
to 2011.
As well as operating 10 of its own offshore
vessels, which between them cover roles
including supply, support, cable laying and
repair, North Sea Shipping manages and operates the 103m cable laying/seabed mapping
vessel Atlantic Guardian, built in 2001, and the
160m offshore construction vessel North Sea
Giant, owned by North Sea Invest and delivered in March this year by Metalships & Docks,
Vigo, Spain.
North Sea Giant is one of the largest and
most advanced offshore construction ships in
the world, said Atle Vik, Project Manager and
Technical Inspector at North Sea Shipping.
This is a multipurpose vessel and can be used
for more or less any offshore construction job
23
Atle Vik strongly recommends other customers to

take the operation and maintenance training course
and is very suitable for the offshore renewables market, such as windmill and tidal
generators.
Offshore vessels have to operate in
deeper and deeper waters. We recognised
the need for big offshore construction vessels when working with smaller ones. We
saw that a contractor needed to charter two
or three vessels to do a simple job, and we
wanted to build a ship that could do all the
tasks required on its own. Now we have this
vessel and we are very happy with her. She
can take 8,800 tonnes of deck load, and that
gives her a big advantage compared with her
competitors.
Cargotec manufactured and installed a
400-tonne semi-active heave-compensated
MacGregor crane on North Sea Giant at
Cargotecs competence centre for Advanced
Load Handling in Kristiansand, Norway.
We have delivered a crane that has the
24
Everything about this crane is big;

the hook alone weighs 15 tonnes
and the winch drum is almost 4m
wide.
Jon Helle
impressive capacity to lift 100 tonnes at its

full boom outreach of 34m and can actively
heave-compensate a 400-tonne load with a
6m surface heave movement, said Jon Helle,
Sales Director for Advanced Load Handling.
Everything about this crane is big; the
hook alone weighs 15 tonnes. Its slew bearing is more than 4.8m in diameter and the
winch drum exceeds a diameter of 3.5m and
is almost 4m wide. It is also tted with 3km of
lifting wire (126mm in diameter).
The crane is so large that it was advantageous to locate the winch, hydraulic power
unit (HPU) and major hydraulic components
below deck. This has the additional advantage of ensuring convenient access to various
components during maintenance and repair work.

The crane has a 20-tonne
auxiliary winch with a 35m outreach and twin 10-tonne tugger
winches installed on turntable
foundations (+/-15 degrees).
North Sea Giant is also tted
with a smaller 50-tonne active
boost heave-compensated
MacGregor offshore crane.
A big ship requires a big
crane, Mr Vik said. Things are
getting heavier and heavier out
there. And since the vessel was
designed with ultra-deep water
capabilities, we needed lifting
capacity with 3,000m of wire
deployed. This crane is big, but
dont be surprised if we come
and ask for an even bigger one
next time!
North Sea Giant is capable of
operating far in excess of minimum Class 3 dynamic positioning (DP Class 3) requirements.
The vessel is tted with three
separate engine rooms, three
separate switchboard rooms
and six separate propulsion
rooms. So, if something goes wrong with one
system, or maintenance is required, the ship
still has two other separate systems to keep
it operating to DP Class 3 standards.
We are the rst to have this arrangement on an offshore construction vessel,
Mr Vik said. Some people have said that
we should call it DP Class 4, but as this class
does not exist, we are happy to call it the
best DP Class 3 vessel in the world!
The vessels rst deployment was the
installation of a tidal water turbine in the
Orkney Islands, off the north-east coast of
Scotland. Such turbines are naturally positioned in areas with very powerful tidal ow
and, consequently, it was a very demanding job, Mr Vik said. However, North Sea
Giant completed the task very quickly and
successfully. We were working in tides running at between 3 and 7.5 knots without
Things are getting heavier and

heavier out there. This crane is
big, but dont be surprised if we
come and ask for an even bigger
one next time!
Atle Vik
any problems. We even turned the vessel

through 180 degrees in a 4-knot tidal stream
without losing position a manoeuvre that
left most of us speechless!
The ships next job needed both cranes.
The 50-tonne crane is more a ship-to-ship
crane, and deploying the 400-tonne crane
is where we make our money, but on job
number two, both cranes operated 24/7,
with ve crane operators, and two crane
technicians!
North Sea Shipping has a long relationship with Cargotec and this is its eighth
MacGregor crane. Mr Vik said that his
company has generally been happy with
Cargotec and satised with its products.
We trust the people who work for Cargotec.
This is the main quality of Cargotec. We
have also seen a big improvement recently
in the company structure.
The company included Cargotec at
an early stage in the design process and
ordered the crane before steel cutting for
the vessel commenced in Turkey. We had
to be sure that Cargotec could deliver in
time, Mr Vik said. We have a good, long
relationship with Cargotec, so it was natural
that we contacted them for the crane.
Cargotec believes in the value of appropriate training. North Sea Shipping personnel received full operation and maintenance
training courses, including the use of a crane
simulator, for both cranes in Kristiansand.
Mr Vik says the training was important
and he strongly recommends other customers to take the course. As with most
courses, he says, it may seem expensive at
the time but in this case the results justify
the investment. The crew and the service

personnel now speak the same language and
this helps us a lot.
The ships chief engineer, Jan Helge
Sylty, is equally enthusiastic. Our staff
came away with solid knowledge and experience they couldnt have gained by reading
the user manual or using a third-party simulator. The course content was spot on and it
shows the guys are using and maintaining
the equipment correctly.
North Sea Giant benets from Det
Norske Veritas (DNV) Clean Design notation and Mr Vik says that Cargotec helped
in gaining this environmental credential.
For this notation we needed the Green
Passport, or environmental certicate,
which Cargotec provided us with; we are
very pleased with that.
Cargotec is committed to the long-term
performance, reliability and success of its
products and offers a exible range of service and maintenance packages. Mr Vik says
that his company plans to sign up for such
an agreement, though it has not yet done so.
He notes that Cargotecs long record
of proven technologies is very important
and something his company appreciates
as ships and their equipment become ever
more complicated. We will certainly contact Cargotec for our next project, but that
does not mean that we will not contact its

competitors. We have to check and compare
price and specications all the time.
It is Cargotecs strategic aim to benet
its customers by driving innovation and
taking the lead in further developing the
industries that it is part of. Cargotec can
supply MacGregor offshore and marine
solutions as a total package. In addition to
advanced MacGregor offshore and subsea
load handling solutions, Cargotec also delivers systems for anchor handling, towing and
mooring operations, as well as various deckhandling equipment.
Our staff came away with solid

knowledge and experience they
couldnt have gained by reading
the user manual or using a thirdparty simulator.
Jan Helge Sylty
The winch drum exceeds a diameter of 3.5m, is almost

4m wide, and holds 3km of 126mm-diameter wire
ISSUE 163 | MACGREGOR NEWS 25

163 MACGREGOR NEWS 25
Properly handled equipment is
safer and more efcient

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LPSURYHVDIHW\DQGHIFLHQF\E\UHGXFLQJDFFLGHQWVDQGHTXLSPHQWGRZQWLPH
At Cargotec we are naturally proud of all

the time, effort and care that goes into the
design, construction and installation of our
advanced MacGregor offshore equipment,
says Trond Karlsen, manager of Offshore
Advanced Load Handling Services. But
service, including training, is an essential
and integral part of our comprehensive offshore solutions.
Although you can rely on our equipment
to perform accurately and effectively in any
conditions, it is vital that personnel are well
trained in its handling and maintenance.
Proper operator training increases equipment familiarity and skill in routine operations and emergencies, leading to improved
safety, and efficient cost-effective deployment. Add in the benets of properly trained
maintenance personnel to gain reduced
downtime due to misuse or poor maintenance, along with fewer accidents.
In Kristiansand, Cargotec offers focused
equipment courses for operators, maintenance personnel, ships officers and other
technical staff. Operator and maintainer
courses use theoretical and practical training.
26
Two and three-day advanced crane training courses cater for individuals or small
groups and are offered with or without a
practical element. If the equipment necessary for practical training is not available on
site, a customers own equipment may be
used. The centre also runs one-day operation and maintenance courses for davits
and rescue cranes, two-day launch-andrecovery system courses, as well as courses
for operation and maintenance of advanced
offshore cranes, including simulator training. In addition, refresher training courses
are available.
We make the courses as engaging as
possible by employing a mix of classroom
sessions, tours, and hands-on training,
Mr Karlsen says: We can also incorporate
computer-based training and e-learning
applications.
Cargotec is committed to
maintaining the safe, reliable
operation of its products
throughout their working life
Last year, Cargotec advanced its crane
operator training by introducing its rst
fully immersive active heave-compensated
(AHC) crane simulator, allowing trainees
to gain more experience in a few days than
they would encounter in weeks of live
action training, including a range of
operating scenarios.
Engineering Director, Advanced Load
Handling, Eldri Nrum says: The rapidly
expanding base of complex active heavecompensated cranes on offshore ships
employed in sub-sea load handling was
a decisive factor in selecting this type of
equipment for simulator training.
The simulator was conceived, built and

tested by a team of system engineers in
Kristiansand and paves the way for other
types of equipment simulators. Its software
is module based, which ensures exibility
for implementing simulators for all kinds
of PLC-based equipment and with different
levels of operator inputs.
The simulator is built into a 20ft container and can be taken to a customers site
for local training if necessary. It houses a
replica of a fully equipped crane cabin and
the trainee is presented with high resolution
images of the view from the cabin windows.
Ms Nrum says the level of realism
delivered is such that a crane operator in
the simulator soon forgets that he or she is
not in an actual crane cabin. This illusion
is reinforced by realistic sounds and a head
tracking feature which changes the view
through the windows to correspond with
movements of the seated operators head.
Personnel from Norwegian subsea construction specialist North Sea Shipping
recently beneted from crane simulator
time while undergoing operational and
maintenance training courses for 400-tonne
and 50-tonne cranes installed on its newlydelivered 160m offshore construction vessel
North Sea Giant; one of the worlds largest
offshore construction vessels (see page 22).
Cargotec is committed to maintaining
the safe, reliable operation of its products
throughout their working life and continues to develop its offshore service solutions
through MacGregor Onboard Care (MOC)
combined maintenance and inspection
agreements. MOC agreements are designed
to help the rig, platform or vessel manager
to maintain equipment in optimum, safe
condition by means of periodic control and

maintenance (see page 34).
Agreements can be applied both for new
and existing installations. However, says
Lene Stray, Sales Manager for Offshore
Advanced Load Handling Services, existing equipment naturally requires a preinspection and upgrade to an acceptable
maintenance level before the agreement is
activated.
The AHC crane simulator

allows trainees to gain more
experience in a few days than
they would in weeks of live
action training
Taking the example of an MOC agreement for a man rider winch, for a xed
annual fee the customer benets from a veyear maintenance agreement that includes
annual inspections with replacement of
basic wear and tear items. In addition, all
winches receive a workshop-overhaul every
fth year and this includes the loan of a
replacement winch during the overhaul
period. Customers benet from good budgetary control, forward planning, extended
product life and improved safety. Any problem is Cargotecs problem and will be rapidly
rectied.
Furthermore, ship and installation owners and operators can be certain that inspections, maintenance and repair services
performed by Cargotec will be carried out by
qualied, certied engineers in full compliance with class and statutory requirements.
Cargotec has been assessed and certied
as an approved service provider by Lloyds
register EMEA and RINA (Registro Italiano
Navale) and holds a URZ17 certicate, which
is valid until September 2013.
Our engineers product-specic service
certicates are valid for three years, at which
point they are re-tested and re-certied.
Consequently, their skills are updated in line
with ongoing product development and any
skills that have not been used for some time
are refreshed.
Owners and operators can be certain that inspections,
maintenance and repair services will be carried out by
qualied, certied engineers
27
OFFSHORE
Offshore expertise employed in
alternative energy sector

Cargotec is positioning itself at the forefront of the renewable
energy industry as it moves ever further offshore
the windmill park will be maintained by Siemens.

With the supply of MacGregor offshore deck cranes
Sustainability has long been linked to Cargotecs
for installation on the BorWin beta and HelWin
core values and the company is proud of its target
alpha offshore converter platforms, Cargotec
to enhance customers sustainability. Jon Helle,
has rmly booked its place in the important and
Sales Director for Advanced Load Handling, says its
expanding offshore wind energy sector.
growing presence in the renewable energy sector
The platforms are designed to channel renewts perfectly with Cargotecs environmental aspiable energy generated by two offshore windfarms
rations by taking signicant responsibility in the
into the German electricity grid. Each platform will
challenge of providing future, clean alternatives to
be equipped with two MacGregor luffing cranes
gas, coal and oil.
with an SWL of 10 tonnes at 41m, which will be used
Energy derived from the wind presents new
to offload supply vessels, handle materials on the
industrial challenges and these will only increase
open decks and lower them to the decks below via
as wind farms migrate further offshore into deeper
hatches. The cranes are man-riding approved.
waters and more hostile environments. Our cusHelWin alpha will be located in the eastern
tomers realise that this has become an offshore
North Sea near Helgoland as part of the HelWin1
operation and that they can benet from our extenoffshore wind farm project. It will convert and
sive experience and expertise in this area.
transfer up to 576 megawatts of renewable energy
As the structures become larger, for installation
from the North Sea East and Meerwind offshore
at ever greater depths, the need for safe, efficient
wind farms to the mainland.
and accurate positioning will create a growing
BorWin beta will be positioned about 125km
demand for offshore installafrom the German coast
tion tools such as our large, active
and will handle 800MW
Challenges will only increase
heave-compensated offshore
of renewable energy. The
as wind farms migrate
cranes and possible alternative
platforms are being built
further offshore into deeper
solutions.
by Nordic Yards and will be
waters and more hostile
And it certainly doesnt stop
owned by transmission sysenvironments.
with windmill installation. Large
tem operator TenneT, while
John Helle
28
As the structures become larger,

for installation at ever greater
depths, the need for safe, efcient
and accurate positioning will create
a growing demand for offshore
installation tools.
John Helle
coastal and offshore elds of windmills have

ongoing maintenance and service requirements and meeting these involves the safe
access to windmills and their associated
infrastructure, both subsea and on the surface. In close cooperation with key industry
players, Cargotec is actively engaged in a
number of R&D projects aimed at addressing the range of new challenges presented by
this expanding industry, Mr Helle says.
He concludes: The world is changing
and the development of such alternative
energy sources and the means to install,
maintain and service them is critical to a
sustainable, better world. Its true that, at
present, the developing windfarm industry
is not economically competitive with the
mature hydrocarbon sector and it does need
political support from forward thinking
governments. But wind and other alternative technologies are not dependent on nite
resources. Cargotec is proud to be taking on
a share of the common responsibility to prepare for a very different future.
29
UPGRADES
Upgrades maintain
performance at a peak
Key pieces of offshore equipment can be modernised to benet from Cargotecs
continuous product development strategy to advance safety and operational standards
Modernising shipboard equipment to take
advantage of technological developments
makes sure that it stays as safe and effective
as possible throughout the ships lifetime.
That doesnt mean that equipment is inevitably getting more and more complex, says
Jon Helle, Sales Director for Advanced Load
Handling. New technology can often make
it possible to simplify a system, and make

it more reliable, which is a valued characteristic offshore. Upgrading plays a crucial
element in Cargotecs product development strategy of continuously improving a
ships operations, and therefore its protability. Our experience in the offshore
market enables us to develop modernisation
packages to increase safety levels, reduce

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

can be retrotted to its MacGregor offshore load-handling equipment.
The remotely-operated Deck Handling
Manipulator system is designed to improve safety
and operability on the aft deck by providing articulated
chain and wire gripper functions. Heavy loads can be
held and moved to working positions without the need
for re-rigging between gripper and winch operations.
to the onboard control system or PLC; a modied

window safety grill to improve the view;
high-quality sunshade foils; a Recaro operator seat; and
a second operator panel to reduce screen switching,
increase monitoring ability and/or display the crane load
calculator in real time running mode.
The Ultra-Deepwater Lifting System can be used

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

modernisations can improve a cranes hydraulic and
control systems and provide a larger crane radius, higher
lifting capacity and/or more wire capacity. Standard
safety upgrades include equipping winches with a
personnel lift, and automatic and manual overload
protection systems.
Float the Load automatically maintains a set

distance between the load and the deck or seabed by
adjusting the winch position when the cranes boom
angle changes.
Running-hour counters help monitor the wear rate

of different moving parts, such as gears, bearings and
motors and assist in maintenance procedures.
A new auto hook correction function automatically
controls the winch to keep the distance between the
boom-tip and hook close to constant .
Operators can now set crane speed limitations for
different functions by moving sliders to a percentage of
maximum speed.
Cranes can be equipped with a set- up for full scale
calibration of load cells.
Crane cabin innovation options include two new,
large multi-function joysticks with a Probus connection
30
An Arctic package introduces components and

designing specically aimed at ensuring the safe, reliable
functioning of equipment and more comfortable
working conditions for personnel in heavy-ice
environments with extremely low temperatures.
Winch advances include the option to simultaneously operate two winches and the ability to convert
different winches to include active heave-compensation
and auto tension modes. An intelligent wire lifecycle
calculator is a predictive tool that uses historical
commercial data to display the expected remaining and
accumulated bend cycles for the steel wire.
Specialised services call for
custom-made solutions
The rst four of twenty highly-specialised anchor handling/towing winches have
been successfully tested at Cargotecs offshore assembly facility in Tianjin, China;
they are destined for BOURBONs new anchor-handling tug supply vessel series
under construction at Zhejiang Shipyard
Liberty 200 series, which involved many
discussions and feedback from the operator,
designer and Cargotec.
The equipment is safe and efficient and
incorporates state-of-the art technology
that has been specially designed and manufactured to meet BOURBONs operational
requirements in continental offshore
markets.
Other Cargotec equipment for each
ship includes an anchor windlass, tugger
winches, capstans, storage reel (with socket
compartment), power pack and shark jaws
(with various sets of insert plates for using
different ranges of wire and chain sizes) and
towing pins. The shark jaws and towing pins
are tted with a dedicated hydraulic power
unit, which is designed to run only when a
jaw or pin is being raised or lowered; this

power on demand feature removes the need
for additional cooling of the hydraulic oil.
The central electro-hydraulic power pack is
provided with extra power to run the tugger
winches simultaneously without reducing
the speed of the main winch.
These orders highlight the success of
Cargotecs newly-implemented integrated
marketing strategy for new sales and service
products and systems, which may result in
equipment maintenance agreements following the entry of these ships into service, Mr
Wong says.
We are continuing to develop coordination between product support and
after-sales, including a closer relationship
between crane and winch services.
Copyright BOURBON
In October last year, Cargotec secured a EUR

10 million order from the Sinopacic Group
in China to supply 16 shipsets of anchorhandling systems for BOURBONs new
series of anchor-handling tug supply (AHTS)
vessels. They are being built by the Zhejiang
Shipyard in China and will be delivered in
2012 and 2013. BOURBON is a leading international player in marine services, specically surface and subsea marine services for
offshore oil and gas elds and wind farms,
and this order followed one placed in mid2010 for four ships in the same series, taking
the total number of vessels in this series to
twenty.
The new ships are based on an SPA80
design developed jointly by BOURBON and
Shanghai Design Associates (SDA). Each will
feature a range of equipment from Cargotec,
including a specially-developed anchorhandling/towing winch, rated at 150 tonnes
line pull and 250 tonnes brake holding. This
incorporates: a full dynamic braking system
designed to enable high speed rendering
during peak tension, a hydraulically-operated spooling device for both drums, and
two 75-tonne split drives on each side of the
winch which enable both drums to operate
simultaneously at a 75-tonne line pull.
The anchor handling/towing winches
for the rst four vessels were successfully
tested and observed by a Bureau Veritas
class surveyor at our Tianjin site in July,
says Francis Wong, Cargotecs Sales
Director for offshore load handling. They
are a highly customised solution that has
been developed through the successful
delivery of 54 AHTS vessels in BOURBONs
Implementation of the anchor-handling/towing winch on the AHTS Bourbon Liberty 301
31
OFFSHORE
AHTS vessels can handle different chain sizes
IN SAFETY AT SEA
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Offshore operations often take place in challenging conditions and Cargotec is always
exploring ways in which to deliver safer,
more efficient and cost effective ways of
working. The trend is to introduce remotecontrolled devices that keep crew members
clear of potentially hazardous operations
while also improving a vessels protability,
says Jon Helle, Sales Director for Advanced
Load Handling.
Cargotec developed its new MacGregor
Chain Wheel Manipulator to meet both of
these objectives.
Anchor-handling tug/supply (AHTS)
32
vessels must be able to handle a variety of

chain sizes used by subsea mooring equipment, and so they carry interchangeable
chain wheels.
These weigh up to 12 tonnes, Mr Helle
says. Up until now, changing a chain wheel
has been a risky, labour intensive operation,
generally requiring the AHTS to return to
port in anything other than completely calm
conditions. Moving a heavy wheel on a vessel
that is pitching and rolling presents a complicated and dangerous situation. Then it
has to be manoeuvred on to the winch shaft
and secured.
STX approached Cargotec about a year ago

for a solution that would allow chain wheels
to be changed at sea. This was needed for
ve STX OSV Design AHTS vessels being
built at STX Offshore Brazil for DOF. These
vessels will be working some distance off the
Brazilian coast under long-term contracts
from Petrobras, which specied that it
should be possible to change chain wheels
at sea.
Otherwise, it would take about a day
for an AHTS to return to port each time it
needed to change a chain wheel, and another
day to get back to the operation area, which
is obviously inefficient for the operator, Mr
Helle says.
Consequently, our engineers devised the
MacGregor Chain Wheel Manipulator.
The device is remotely controlled by a
crew member from a portable panel. The
manipulator unit is suspended from two
overhead-mounted beams in a vessels winch
hangar. A hydraulic clamp system secures it
to the beams at all times, even when moving
a load.
This equipment removes a chain wheel
from the winch shaft in a safe and controlled manner, even when the vessel is at sea,
Mr Helle says. It then takes the wheel to the
storage area without manual intervention.
The MacGregor Chain Wheel Manipulator

is hydraulically locked on to two overheadmounted beams in a vessels winch hangar
Deepwater seabed seismic system

quickly gets to the bottom of things
Another chain wheel can then be picked

up from storage and transported to
the winch, where the Chain Wheel
Manipulator will guide it on to the winch
shaft.
The MacGregor Chain Wheel
Manipulator is designed in accordance
with Det Norske Veritass rules for the
certication of lifting appliances and
can accommodate chain wheels of various sizes, covering all anchor handling
demands likely to be made of any AHTS.
DOFs ve AHTS vessels that will feature the Chain Wheel Manipulator are
scheduled for delivery to the companys
Brazilian subsidiary, Norskan Offshore,
between December 2011 and December
2013. Two STX AH12 designs, Skandi
Amazonas and Skandi Iguau, and three
STX AH11 designs, Skandi Paraty, Skandi
Urca and Skandi Angra, are being built by
STX Norway Offshores subsidiary STX
Brazil Offshore.
We also have several other contracts
for the Chain Wheel Manipulator, Mr
Helle says, the rst of which will be delivered to Siem Offshore for its AHTS Siem
Ruby.
Deployment and retrieval of autonomous

seabed seismometer units developed
by CGGVeritas is being supported by a
MacGregor launch-and-recovery system
designed by Cargotec.
An ocean-bottom seismometer system
developed by CGGVeritas is designed to provide high quality data in marine exploration
and production areas that are inaccessible
to traditional towed-streamer and oceanbottom cable acquisition systems, such as
deep or congested waters. The autonomous
Trilobit seismometer nodes are positioned
and collected by a remotely operated vehicle
(ROV), and are supported by a basket holding the seabed units, which is handled by the
MacGregor launch-and-recovery system
(LARS).
Nodes are also ideally suited for wideazimuth seabed acquisition and are an economical method for acquiring wide-azimuth
data over small areas for targeted imaging
of complex reservoirs, says CGGVeritas, a
global geophysical services and equipment
company.
Trilobit is a eld-proven, proprietary seabed seismic acquisition system already used
in the North Sea, Gulf of Mexico, and AsiaPacic. It has a exible, containerised design
which can be rapidly mobilised on most
ROV-handling offshore vessels. CGGVeritas
has 200 Trilobit units in stock, and is adding
another 800, expected to be commercially
available in 2012.
The disc-shaped Trilobit nodes are just
under 60cm in diameter, 20cm thick, and
weigh 59kg. These compact dimensions
allow an ROV to carry several at a time,
requiring fewer ights to the node basket
and therefore allowing much faster deployment than other systems, CGGVeritas says.
Deployment and recovery can be quick, and
the ROV can position or pick up six units an
hour.
The new units are self-contained
The MacGregor Chain Wheel Manipulator

changes windlass chain wheels
without manual intervention
Trilobit nodes are

positioned and collected
by an ROV
recording stations, and can record for up

to 75 days. As they are not connected by
cable they are suitable for working right up
to or even under production structures,
CGGVeritas says. They also render 4D surveys practical because the ROV can redeploy the units close to their previous sites to
ensure a high level of repeatability.
The main purpose of this LARS is to
provide the high speed launch-and-recovery
of CGGVeritass Trilobit through the splash
zone, says Even Ugland, Senior Project
Engineer R&D Department, Advanced Load
Handling. It performs high speed deployment and recovery to the subsea worksite,
and accurate and controlled handling of the
Trilobit basket package.
The new Trilobit LARS is designed for
deepwater operations worldwide down to
about 3,000m and is expected to run for
around 4,500 hours annually over a 10-year
service life. It operates on the aft deck in
conjunction with a MacGregor active heavecompensated winch. Active-heave compensation makes it possible to control the
landing and retrieval of Trilobit units during
bad weather.
The LARS system is housed in two
20ft shipping containers: the bottom box
contains the winch module, and the skidmounted top section includes the slew crane
with boom and snubber tted. The compact
system gives you great exibility and can be
mobilised easily, Mr Ugland says.
33
Innovative service
appeals to more and more operators
and increased its scope of supply for many
new customers, said Kimmo Kallioniemi,
Director, Service Contracts. And 2011 has
continued in the same fashion: at the end of
2010 we had just over 400 MOC contracted
vessels and now we have far in excess of 500.
However well it is designed, manufactured, installed and commissioned, marine
equipment inevitably faces a long, arduous life
in a hostile environment. The cost of maintaining cargo access equipment represents
only a fraction of the overall daily costs of running a ship, but its failure can be expensive.
The innovative MacGregor Onboard Care
MOC allows shipowners to focus on their core
(MOC) service concept was launched in
business, while enjoying budget predictabil2004 and has proved increasingly popular
ity and a healthy return on investment. Many
ever since. MOC service business underwent
record growth in 2010, and directly contracted ship operators outsource some or all maintenance to external partners, which is where
revenue increased by more than 65 percent.
Cargotec can step in. MOC can safeguard the
Throughout last year Cargotec sucfunction of equipment, and offers access to
cessfully focused on larger MOC contracts,
Cargotecs MacGregor
Onboard Care (MOC)
service concept supports
a ships protability
by employing planned
maintenance to make sure
that equipment always
works when needed
Cargotec has an MOC agreement with the United Arab Emirates company, KITO Enterprises, for three of its ships, including
this DP-3 pipe-laying barge.
The basic MOC modules

Availability support services:
designed to assure technical and commercial
support on a 24/7 basis and to benet from
long-term maintenance planning.
Onboard maintenance:
includes different modules for service activities
including, but not limited to, inspections,
routine maintenance and also condition-based
maintenance.
34
Spare parts management:

relieves the customer from the management
of spare parts, releasing capital for other
purposes, while maintaining guaranteed spare
parts availability.
Customer training services:
combines training programmes ashore and
onboard. Trained, competent crew and staff
allow customers to use their investments to
maximum effect.
Cargotecs global cargo care service network.

MOC is a exible service with four basic
contract levels that can be ne tuned to
a customers particular requirements. A
customer-focused service model enables
Cargotec to understand a customers situation
so that we can offer them a service agreement
according to their specic needs. We offer our
customers a complete service solution rather
than simply maintenance and spare parts.
All our major product types are covered
by various MOC contracts, including hatch
covers, cranes, RoRo equipment, offshore
cranes, offshore winches, bulk selfunloaders
and linkspans. MOC contracts are in place on
a wide range of ship types and installations
including general cargo, bulk carriers, container vessels, RoRo ships, transloaders, tankers and offshore supply vessels. Contracts are
also in place for shore-based RoRo terminal
equipment.
The Middle East in particular has seen
considerable success for MOC in 2011, said
Behrooz Boorang, Regional Sales Manager
of Marine Service for this area. This year, the
Middle East region has signed several MOC
contracts representing more than 50 vessels.
These have a variety of equipment onboard
including hatch covers, hose handling cranes,
service cranes, deck cranes and deck machinery.
Some also carry equipment manufactured
by our competitors. It was very important to
collect all available material about competitors equipment so that we can execute these
MOC contracts in a professional manner.
Now our service team has the manuals and
drawings that are essential when carrying out
maintenance tasks.
A lot of additional business had been
received following inspections of contracted
vessels, Mr Boorang said. Each of these contracts takes us towards closer cooperation
with our customers in the future.
OFFSHORE
Contacts
Cargotec Corporation
Marine
Srnisten 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
Gesllgatan 7
SE-745 25 Enkping,
Sweden
Tel: +46-171-232 00
Fax: +46-171-232 99
Cranes
Cargotec Sweden AB
Sjgatan 4 G
SE-891 85 rnskldsvik,
Sweden
Tel: +46-660-294 000
Fax: +46-660-124 55
macgregor@cargotec.com
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
Cargotec Marine GmbH
Reichsbahnstrasse 72
DE-22525 Hamburg
Germany
Tel: +49-40-25 444 0
Fax: +49-40-25 444 444
Cargotec CHS
Asia Pacic 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
Advanced load handling

Cargotec Norway AS
Andyveien 23
N-4623 Kristiansand
Norway
Tel: +47 91 68 60 00
Fax: +47 38 01 87 01
Winches
Cargotec CHS
Asia Pacic Pte Ltd
48 Tuas Road
Singapore 638500
Tel: +65 68 61 39 22
Fax: +65 68 62 43 34
SERVICE
Cargotec Marine 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 Ofce:
Tel. +61-2-464 741 49
Fax: +61-2-464 770 03
+61-408-494 777
BELGIUM
Antwerpen Ofce:
Tel: +32-3-546 4640
Fax: +32-3-542 4772
+32-3-546 4640
Zeebrugge Ofce:
Tel: +32-50-84 05 50
Fax: +32-50-84 09 50
BRAZIL
Rio de Janeiro Ofce:
Tel: +55-21-2516 1790
Fax: +55-21-2516 1743
+55-21-9121 1986
CHINA
Hong Kong Ofce:
Tel: +852-2394 1008
Fax: +852-2787 7652
+852-9097 3165
Shanghai Ofce:
Tel: +86-21-2606 3000
Fax: +86-21-6391 2276
+86-1350-1828 932
CROATIA
Rijeka Ofce:
Tel: +385-51-289 717
Fax: +385-51-287 154
+385-98-440 260
Zagreb Ofce:
Tel: +385-1-3837 711
Fax: +385-1-3835 563
CYPRUS
Limassol Ofce:
Tel: +357-25-763 670
Fax: +357-25-763 671
+ 385 98 369 594
DENMARK
Copenhagen Ofce:
Tel: +45-44-53 84 84
Fax: +45-44-53 84 10
+45-44-538 484
Esbjerg Ofce:
Tel: +45-44-53 84 84
Fax: +45-44-53 84 10
+45-44-53 84 84
ESTONIA
Tallinn Ofce:
Tel: +372-6-102 200
Fax: +372-6-102 400
+372-53-018 716
FINLAND
Turku Ofce:
Tel: +358-2-412 11
Fax: +358-2-4121 517
+358-400-824 414
FRANCE
Le Havre Ofce:
Tel: +33-235-24 72 99
Fax: +33-235-24 72 98
+33-611-64 39 42
Marseilles Ofce:
Tel: +33-491-09 52 52
Fax: +33-491-60 90 20
+33-679-82 65 44
GERMANY
Bremerhaven Ofce:
Tel: +49-471-78 041
Fax: +49-471-74 080
+49-471-78 041
Hamburg Ofce:
Tel: +49-40-25 44 40
Fax: +49-40-25 44 44 44
+49-40-25 44 41 20
GREECE
Piraeus Ofce:
Tel: +30-210-42 83 838
Fax: +30-210-42 83 839
+30-6974-300 541
INDIA
Mumbai Ofce:
Tel: +91-22-2758 2222
Fax: +91-22-2758 2227
INDONESIA
Batam Ofce:
Tel: +62-778-737 2207
Fax: +62-778-737 2210
ITALY
Genoa Ofce:
Tel: +39-010-254 631
Fax: +39-010-246 1194
+39-335-139 4779
JAPAN
Kobe Ofce:
Tel: +81-78-846 3220
Fax: +81-78-846 3221
+81-90-4387 9992
Kumozu Ofce:
Tel: +81-59-234 4114
Fax: +81-59-234 0040
Tokyo Ofce:
Tel: +81-3-5403 1966
Fax: +81-3-5403 1953
+81-90-7188 0377
KOREA
Busan Ofce:
Tel: +82-51-704 0844
Fax: +82-51-704 0414
+82-51-704 0844
Kuala Lumpur Ofce:

Tel: +60-377-828 136
Fax: +60-377-852 131
+60-122-786 889
Miri Ofce:
Tel/fax: +60-854-28 136
+60-122-786 889
Enkping Ofce:
Tel: +46-171-232 00
Fax: +46-171-232 99
MEXICO
Campeche Ofce:
Tel/Fax: +52-938-286-1528
+1-985-641-3853
THE NETHERLANDS
Rotterdam Ofce:
Tel: +31-10-283 2121
Fax: +31-10-429 3219
+31-10-283 2121
Gothenburg Ofce:
Tel: +46-31-721 5000
Fax: +46-31-424 946
+46-31-721 5000
rnskldsvik Ofce:
Tel: +46-660-29 40 00
Fax: +46-660-139 77
THAILAND
Bangkok Ofce:
Tel: +660-2-726 9516
Fax: +660-2-726 9514
UNITED ARAB
EMIRATES
Abu Dhabi Ofce:
Tel: +971-2-554 1690
Fax: +971-2-554 1601
+971-50-4510 715
Dubai Ofce:
Tel: +971-4-3413 933
Fax: +971-4-3413 110
+971-50-651 0371
NORWAY
Bergen Ofce:
Tel: +47-56-313 300
Fax: +47-56-313 070
+47-905-873 71
Kristiansand Ofce:
Tel: +47-91-68 60 00
Fax: +47-38-01 87 01
Oslo Ofce:
Tel: +47-23-10 34 00
Fax: +47-22-30 40 15
+ 47-905-873 71
lesund Ofce:
Tel: +47-70-10 04 00
Fax: +47-70-10 04 01
+47-905-873 71
UNITED KINGDOM
Aberdeen Ofce:
Tel: +44-1224-347 050
Fax: +44-1224-347 051
+44-7850-313 733
Liverpool Ofce:
Tel/Fax: +44-151-708 4177
+44-7768-334 419
Newcastle Ofce:
Tel: +44-191-295 2180
Fax: +44-191-295 2188
+44-7768-334 419
Portsmouth Ofce:
Tel: +44-2392-210 703
Fax: +44-2392-210 734
+44-7768-334 419
PANAMA
Balboa Ofce:
Tel: +506-603-45 032
+1-757-558-4580
POLAND
Gdynia Ofce:
Tel: +48-58-7855 110
Fax: +48-58-7855 111
+48-602-725 088
QATAR
Doha Ofce:
Tel: +974-4460 7310
Fax: +974-4460 7314
+974-5507 1093
RUSSIA
St Petersburg Ofce:
Tel: +7-812-493 4284
Fax: +7-812-493 4285
+7-812-938 0498
Vladivostok Ofce:
Tel: +7-4232-24 34 63
Fax: +7-4232-24 34 62
SINGAPORE
Singapore Ofce:
Tel: +65-6597 3888
Fax: +65-6597 3799
+65-6261 0367
LITHUANIA
Klaipeda Ofce:
Tel: +370-46-469 855
Fax: +370-46-469 858
+370-698-585 05
SPAIN
Bilbao Ofce:
Tel: +34-94-480 73 39
Fax: +34-94-431 69 45
+34-609-428 066
Cadiz Ofce:
Tel/fax: +34-956-877 611
Ferrol Ofce:
Tel: +34-696-946 086
Fax: +34-981-354 624
MALAYSIA
Kemaman Ofce:
Tel: +60-985-92 129
Fax: +60-985-822 72
SWEDEN
Bjuv Ofce:
Tel: +46-42-858 00
Fax: +46-42-858 99
UNITED STATES
Fort Lauderdale Ofce:
Tel: +1-954-600-4199
+1-757-558-4580
Houston Ofce:
Tel: +1-713-681-5452
Fax: +1-713-681-8204
Jacksonville Ofce:
Tel: +1-904-821-0340
Fax: +1-904-821-0850
+1-757-558-4580
Lafayette Ofce:
Tel: +1-337-231-5961
Fax: +1-337-231-5966
New Orleans Ofce:
Tel: +1-985-892-9833
Fax: +1-985-892-9837
+1-985-892-9833
New York Ofce:
Tel: +1-914-305-9090
Fax: +1-914-305-9091
+1-914-305-9090
Norfolk Ofce:
Tel: +1-757-558-4580
Fax: +1-757-558-4581
+1-757-558-4580
Slidell Ofce:
Tel: +1-985-641-3853
Fax: +1-985-641-3856
+1-985-641-3583
Note
= 24-hour service numbers
35
Cargo handling solution has immediate

impact on a ships earning potential
Ships are built to move cargo, so they should be designed to do this effectively. A ship needs to be designed and built
around its intended cargo prole. When you rst start thinking about a newbuilding, tell us how you plan to operate it,
and the cargo mix. Well apply our cargo ow and stowage expertise to deliver the most efcient cargo handling design
possible. Maximum cargo capacity and capacity usage rate are the key factors in generating a ships income so it pays
to get them right. No two ships are exactly the same, and sister ships show that money invested in an optimised solution
can be recouped in a single round-trip. Imagine that difference multiplied by a ships lifetime.
Cargotec improves the efciency of cargo ows on land and at sea wherever cargo is on the move. Cargotecs daughter
brands, Hiab, Kalmar and MacGregor are recognised leaders in cargo handling solutions around the world.
www.cargotec.com
www.macgregor-group.com

MacGregor-News 163

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MacGregor-News 163

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MacGregor

New lashing bridge can be

Modernisation makes the

North Sea Giant features a 400tonne MacGregor offshore crane

Electric drives make car carriers

Lightweight car decks improve

Long RoRo series from Korea highlight

MacRack for bulk carriers: from concept

New lashing bridge lightens the load

Sungdong orders more combined

Cranes and covers serve a series of pulp

Environmentally friendly operations that

Small pads play big

Expansion supports locally

MOC service appeals to

Equipping the Giant for colossal tasks

Properly handled equipment

Offshore expertise employed in

Upgrades maintain performance at a peak

Specialised services call for

AHTS vessels can handle different chain

Deepwater seabed seismic system

Optimised cargo handling

Key gures, MEUR

Sales by reporting segment 1-9/2011, %

Sales by geographical segment 1-9/2011, %

EMEA 41% (41%)

APAC 40% (41%)

Cargotec has appointed Tom Svennevig as

184 cargo cranes ordered

MACGREGOR NEWS | ISSUE 163

New test bench speeds up container securing trials

News around the world

What do you think of

Mooring equipment order opens up Vietnamese

will supply eight mooring winches complete

Deepsea ConRo designs enhanced by efcient access

ISSUE 163 | MACGREGOR NEWS

MACGREGOR NEWS | ISSUE 163

Electrical equipment makes car carriers

cleaner and more

an electrically-driven stern quarter ramp/door, a

ISSUE 163 | MACGREGOR NEWS

ramp and six movable ramps and will enter

company. In the same year it launched the

recent newbuilds was a natural progression

electric-drive RoRo equipment

two for MOL, one for Mizuko,

stern quarter ramp/door,

Shin Kurushima Dockyard

stern quarter ramp/door,

stern quarter ramp/door,

10 hoistable car deck panels,

2 x 2,900m2 car decks

MACGREGOR NEWS | ISSUE 163

Energy is saved because electric drives run only when

Growth in vehicle trafc

Mr Sjberg concludes that: Electrically-driven

Increasing trade spawned larger tonnage up to 15,000 dwt during 1959-63;

Electric winch operated car decks

Hyundai Heavy Industries (HHI)

electric-drive RoRo equipment

two 8,000unit LCTCs

six movable ramps and one