Customer magazine Issue 171 Autumn 2016
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Let´s not waste it. MacGregor calls for cooperation to drive industry transformation
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,U]PYVUTLU[ Fibre-rope technology extends subsea crane capabilities page 10
Investing in service excellence is high on the agenda page 16
Is now the right time for your Cargo Boost? page 20
MacGregor is committed to tackling the issue of industry waste
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12 Photo: Helge Hansen/Statoil
contents
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MacGregor News is MacGregor’s customer magazine with a distribution of approximately 15,000 copies. Publisher: MacGregor, part of Cargotec. Editor-in-Chief: Heli Malkavaara Layout: Zeeland Family Printed by: Punamusta, Joensuu, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of MacGregor. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.
Editorial
Co-creation will build a better future for the industry 4
News
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MacGregor invites the industry to make the most of its potential
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Fibre-rope technology extends subsea crane capabilities
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MacGregor innovations serve booming offshore wind energy market
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Sustainable success needs good service investments
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Safety is part of MacGregor’s culture
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Cargo Boosts: there is no better time to ensure cargo system performance
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Upgraded container carriers offer JUHDWHU ĻH[LELOLW\
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Advanced computer analysis maximises SURĺWV
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New era bulkers feature proven MacGregor equipment packages
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Environmentally-friendly advances for essential hydraulic systems
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Eco-solutions developed for nextgeneration cruise ships
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Digital control upgrades: obsolescence is an opportunity
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Canadian dry bulkers served by gravity self-unloading systems
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Contacts
MacGregor shapes the offshore and marine industries by offering world-leading engineering solutions and services with a strong portfolio of MacGregor, Hatlapa, Porsgrunn, Pusnes and Triplex brands. Shipbuilders, owners and operators are able to optimise the lifetime profitability, safety, reliability and environmental sustainability of their operations by working in close cooperation with MacGregor. MacGregor solutions and services for handling marine cargoes, vessel operations, offshore loads, crude/LNG transfer and offshore mooring are all designed to perform with the sea. www.macgregor.com MacGregor is part of Cargotec (Nasdaq Helsinki: CGCBV).
MacGregor is committed to optimising the lifetime profitability, efficiency, safety, reliability and environmental sustainability of our customers’ operations. At best this is done in close cooperation with our customers and other key stakeholders. Current overcapacity and historically low investment activity in most vessel types and equipment will, in the near future, mean a battle for survival. Only the fittest and smartest companies will be able to turn our current climate into a success, creating an ever increasing need for the whole industry to renew itself. In the segments where we operate, we have identified a lot of unnecessary waste in the form of inefficiencies, outdated practices, damage to cargo and dangerous working conditions for shipboard crew and stevedores (page 6). None of us operating within these industries should be happy about this, which is why we are calling for change. As one of the key players in the industry, we at MacGregor are determined to take our role seriously and appeal to all major stakeholders to collaborate and cocreate our inevitable transformation. We believe that this transformation, where connectivity and digitalisation, new business models and new capabilities play a big role, will lead to a new era in which merchant shipping and offshore industries are more competitive and attractive as a whole. New investments are crucial for the industry to continue to develop solutions that protect the environment and improve safety and efficiency, while also serving the increasing energy demands of our growing global population. We will continue to innovate and expand our portfolio with new solutions and services. The acquisition of Interschalt earlier this year strengthened MacGregor’s software capabilities and complements our strategic aim, as part of Cargotec, to be the leader in intelligent cargo handling (page 25). The weight savings offered by our fibre-rope crane is a great example of one of our recent industry innovations (page 10). These lead to significant cost savings, which are warmly welcomed by the industry. MacGregor’s PlusPartner concept illustrates how well we have been able to remove significant waste in the container logistics value chain by improving the efficiency of new container ships; existing ships are also benefitting from our Cargo Boosts (page 20). This transformation journey for the merchant shipping and offshore industries will include many new challenges such as issues around the quality, ownership and interchangeability of data, the development of appropriate skills and competencies, new rules and regulations and even liability questions. For us as organisations, individuals and leaders it will also mean that we will have to reshape ourselves, but when we do this right, it will lead to wonderful opportunities for new growth. I welcome you to join us on this path to co-create our future.
Michel van Roozendaal, President, MacGregor
News around the world
New appointments announced in China
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ane Chen has been appointed as Vice President, Head of China. In her new role Ms Chen will be a member of the MacGregor Executive Team and will also continue with her current global position in business development and strategy. Jane Chen joined MacGregor in 1997 and has held various key positions in merchant marine and offshore sectors
with a global and Chinese focus. Before joining MacGregor, Ms Chen worked with China Shipping Group, which has recently merged with COSCO forming COSCOCS. MacGregor has made fast progress in implementing its strategy in China. To provide a more timely and high-quality service for customers operating in the region and to position itself for long-term success, MacGregor has strengthened its local organisation with an expanded force of resident professionals and expatriate specialists from all of its divisions.
Hatch cover commitment to Japanese container ship series rises to 15 ships
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acGregor will deliver the design, key components and the fabrication of steel structures for the hatch covers on board five 14,000 TEU container vessels under construction at Japan Marine United’s (JMU) Kure shipyard. The order builds on two similar previous contracts with the shipyard; one in 2015 for six vessels and the other for four vessels in 2014, taking
MacGregor’s delivery commitment to 15 ships in the same series. “MacGregor enjoys a long and successful working relationship with JMU,” says Hiroshi Goto Area Sales and Marketing Director, Cargo Handling, MacGregor. “The 144,285gt vessels are for a Japanese owner and will be deployed for service between the Far East and Europe.”
CargoHack C
A MacGregor Hackathon
argoHack, MacGregor’s first hackathon, will take place in Germany between 11-13 November, 2016. Stay tuned for further information!
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MacGregor RoRo access systems RODBHjDC ENQ newbuild contracts
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trengthening its marketleading position as a trusted supplier of RoRo access equipment, MacGregor has secured orders for a variety of new projects in recent months. This includes contracts with two Japanese yards for the delivery of RoRo access equipment packages for four car carriers and new orders with German shipyard, Flensburger Schiffbau Gesellschaft (FSG), to supply RoRo access equipment for five short-sea RoRo vessels. The Japanese car carriers are being built at two shipyards; two 7,400 CEU pure car/truck carriers (PCTCs) at Shin Kurushima Dockyard and two 3,000 pure car carriers (PCC) at Nakai Zosen Corporation. Equipment will be delivered in 2017. The contracts with FSG build on previous orders secured in 2009, which saw MacGregor deliver 1,000 tonnes of cargo access equipment for seven similar vessels at the yard. The latest orders will see each of the new vessels fitted with a hydraulically-operated MacGregor cargo access system comprising a stern ramp, a side-hinged ramp cover, a bulkhead door, two guillotine-type pilot doors and a hydraulic power pack. Delivery is scheduled for the third quarter of 2016.
New polar research ship features advanced MacGregor technology
Deck machinery deliveries continue for COSCO’s ultra large container carriers
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eck equipment orders have been secured for a 14,300gt polar research vessel being built for the Polar Research Institute of
China. “Our ability to deliver tailor-made packages of equipment and a reputation for successful low temperature operations were key factors in winning this contract,” says William Storvik, Shiptype Group Sales Manager, MacGregor Offshore Deck Machinery. The vessel will feature two MacGregor offshore cranes: a 50-tonne SWL telescopic crane with a 15m outreach and a 24-tonne SWL knuckle jib crane with a 12m outreach. It will also be fitted with a MacGregor Triplex six-tonne SWL telescopic/ knuckle jib crane with a 17m outreach and a handling system specifically designed for research equipment. MacGregor deliveries are scheduled for completion by the end of 2017. Yuan Shao Hong, Director of Engineering and Secretary of the Polar Research Institute of China’s party committee said at the contract signing: “We are delighted to work together with a world-leading equipment manufacturer like MacGregor to build and deliver one of the best ‘green’ polar research icebreakers, providing the Chinese, as well as global scientists, a good polar research platform and contributing to the world polar research development.”
New cargo handling book available online
acGregor will extend its deliveries of Hatlapa deck machinery to a growing series of ultra large container carriers (ULCCs) being built at three shipyards across Asia for the global container shipping organisation, COSCO Container Lines. “COSCO is one of the world’s leading container carriers and it is a great honour to continue our strong relationship with this customer,” says Nina Priebe, MacGregor Area Sales Manager. “COSCO knows and trusts MacGregor products and services, and we have secured a significant number of references for their vessels over the years.” Currently eleven vessels, varying in size between 19,000 and 20,000 TEU, are contracted to be fitted with MacGregor’s Hatlapa deck machinery. Six are being built at Nantong Cosco Kawasaki Shipyard (NACKS), three at Shanghai Waigaoqiao Shipyard (SWS), while the most recent confirmation of orders is for two vessels now under construction at Dalian Shipbuilding Industry Co (DSIC). For each vessel MacGregor will deliver the design and key components for shipsets of up to twelve electrically-driven Hatlapa winches. They will have a chain size of up to 137mm (K3) and a pull of up to 320kN. Deliveries are planned for completion by the end of 2017. The vessels will operate between China and Europe.
Earlier this year, MacGregor launched a comprehensive new cargo handling book that provides an in-depth insight into the solutions that MacGregor can deliver to container ships, general cargo vessels and bulk carriers. The book is available to view on Issuu.
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So much potential, let’s not waste it Waste will be our downfall; MacGregor is committed to tackling the issue, but true industry transformation can only be achieved if stakeholders act collaboratively, explains Marcus Ejdersten, responsible for Strategic Marketing at MacGregor
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he offshore and marine industries are at the beginning of a new era; an era where these industries have started to reshape and transform into something that MacGregor believes will eventually lead to safer, more efficient and more sustainable operations. Currently, we are witnessing overcapacity and historically low investment activity in almost all vessel types and equipment. Over the next few years, we believe it will be the survival of the fittest. Waste drags down competitiveness and the appeal of our industries. It is evident in all sectors; manifesting itself in the form of inefficiencies, loss and damage of cargo, dangerous working conditions for crew, and in extreme cases, even the unnecessary loss of human lives. None of us working within these industries should be happy about this. Collectively we have huge potential to improve. We are not alone in our thinking. We constantly see references to energysaving, efficiency-driven initiatives and witness an increasing number of new
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players, partnerships and digital alliances entering the industry. Cooperation and co-creation is evident, enabled by new means of communication and working more closely together to look into and influence whole industry networks. We know that it is necessary to improve, but this is dependent on deeper collaboration and many interlinked factors. We know we cannot eliminate all waste, because we cannot eliminate all the factors that combine to produce it, but together we can effect considerable change.
The size of our waste problem is considerable Today’s marine and offshore industries are built on decades of experience but, in part, also on far-reaching outdated processes and solutions. We understand that fluctuating crude oil prices, over supply in the market, extreme peaks and troughs in the freight sector and a general attitude of ‘shorttermism’ is putting the offshore and marine industries under enormous
Waste in under-performing cargo stowage systems, vessel deployment practices and utilisationrelated processes amounts to about EUR24 billion (or USD27 billion) annually” pressure. This is, however, not a reason to passively wait for an upward trend in the market. Industries have to become robust enough to withstand normal market fluctuations, but also radically rethought and recreated to become sustainable. MacGregor’s own research in the container shipping segment estimates that waste in under-performing cargo stowage systems, vessel deployment practices and utilisation-related processes amounts to about EUR24 billion (or USD27 billion) annually. This research prompted MacGregor to look more closely at maximising utilisation rates through a number of solutions included in its MacGregor PlusPartner concept.
Waste drags down competitiveness and the appeal of our industries” Marcus Ejdersten
safety in our industry include classification societies, regulatory bodies and Port State Control. P&I clubs and insurers also contribute greatly towards risk management. Together they uphold safety standards, but it is risky decision-making that often jeopardises safety. A 2016 P&I claims analysis report from the Swedish Club highlights that the majority of incidents that result in insurance claims relate to ‘soft factors’. Amongst others, they include a lack of training and experience, unnecessary risk taking, a lack of belief in safety and generic company procedures that are not suitable for the vessel’s trade and operation. CONDITION BASED MAINTENANCE
INTEGRATED SOLUTION/ SYSTEM APPROACH
At the end of 2015, Helm Operations published a report on workboat and offshore support vessel (OSV) safety. It found that around 50 percent of crews working on OSVs are willing to compromise safety rather than say “no” to clients or senior management, while nearly 80 percent believe commercial pressures could influence the safety of their working practices. Economic pressures are evident in Allianz’s 2016 Safety and Shipping Review. Its report states: “While the long-term downward trend in shipping losses is encouraging, the continuing weak global economy, depressed commodity prices and an excess of ships are pressurising costs and
OPTIMISED AND DIGITALISED PROCESSES
NEW TECHNOLOGIES
Analysis conducted by the Boston Consulting Group (BCG) provides a classic example of unnecessary industry waste. BCG says that it costs up to USD20 billion annually to move empty shipping containers and generates up to 19 million tonnes of carbon dioxide globally. BCG has developed a web-based marketplace called xChange to increase the number of container exchanges and reduce the movement of empty containers by up to 30 percent. The system is being tested by 20 leading container carriers and leasing companies. Operators need spare parts, but the outlay for these spares is considerable particularly given that they mostly ‘sit on a shelf ’. Recently in the UK, the Efficiency Task Force set up a trial spare parts sharing scheme. In the pilot project, five competing oil and gas companies combined their 200,000-strong existing spare parts inventory into a common database to share them online.
Risky decision-making Safety has to be a priority on this wave of industry change. Traditional bastions of
REDEFINED SHIPBUILDING PROCESS
OPERATIONAL ANALYSIS & UPGRADES
OPTIMISED UTILISATION
CONNECTIVITY & ANALYTICS FUEL EFFICIENCY
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Let´s not waste it. VOID OPERATIONS
OUTDATED PROCESSES & LACK OF TRAINING
LACK OF RELIABLE REAL-TIME INFORMATION UNDERPERFORMING SYSTEMS
FUEL CONSUMPTION & COSTS
SUB-OPTIMISATION & LOW UTILISATION RATES
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raising safety concerns. Machinery damage (36 percent) is already the most common cause of shipping incidents and preventative measures is often one of the first shipboard expenses to suffer. Allianz has observed an increase in frequency losses over the past 12 months, which, for some classes, can likely be attributed to some extent to the economic environment. “It’s critical that economic pressures do not allow a ‘put it off until later’ safety mentality to develop. Some shipowners are already stretching maintenance to the longest possible intervals, while others are considering laying-up vessels or are already doing so.” The report goes on to note that Arctic casualties have increased significantly, up 29 percent year-on-year and the highest in a decade. Machinery damage/failure was the cause of 65 percent of incidents, driven by the harsh environment. Allianz hopes that the International Maritime Organisation’s (IMO) mandatory Polar Code, expected to enter force in 2017, will help ensure more responsible shipping in Arctic and Antarctic waters.
their demand for energy and urbanisation – are in favour of our industries. Digitalisation, along with connectivity and the exponential increase in data availability, will offer us real-time information, which was previously unavailable or took too long to gather. These new capabilities offer close to endless opportunities to
REAL-TIME DATA ON OPERATIONS AND SUPPORT AUTONOMOUS OPERATION
LONG-TERM PLANS
Hope on the horizon We must look to the future. Worldwide megatrends – growing populations and
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An industry-leading role MacGregor has set its vision on shaping the offshore and marine industries. For decades, we have up-held the highest quality standards, strived to improve efficiency,
PREVENTIVE MAINTENANCE
EASE OF OPERATION
CONDITION BASED MAINTENANCE
PREDICTABILITY
NEW TECHNOLOGIES
EDUCATION AND TRAINING
Safety potential.
Regulation-driven safety advances In addition to the Polar Code, the IMO has amended the Safety of Life at Sea Convention (SOLAS) to require that a container must have a verified weight before being loaded. There are no exceptions to this rule and no estimates are permitted. It became legally effective on 1st July 2016. This is good news for safety in the industry as incorrectly distributed loads have caused not only the loss of cargo, but in some cases the loss of a vessel. In addition, our increase in knowledge relating to a cargo’s weight profile opens up the possibility to further optimise vessel utilisation and planning, and new digital services.
further improve and develop products and services.
SKILLED PERSONNEL
Let´s not waste it. PIRACY
UNNECESSARY RISK TAKING
UNPREDICTED MACHINERY/ EQUIPMENT FAILURES PROLONGED MAINTENANCE INTERVALS
WRONG ATTITUDE
LACK OF KNOWLEDGE/ TRAINING
DANGEROUS ON BOARD TASKS
SHORT-SIGHTED COMMERCIAL PRESSURE
We see a lot of potential, so let us co-create a R@EDQ LNQD DEjBHDMS @MC more sustainable future”
into your vessel’s real-time performance, identifying under-performing areas and generating improvement counter-measures (page 26).
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condition-monitoring equipment on board an unsafe vessel. The crucial element is that the vessel must be operated in an environment where a culture of maintenance and safety exist.
Back to basics safety and environmental protection, and have reinvested in the industry to develop game-changing innovations. MacGregor sees that operational analysis is the real beginning to any product or service. It is essential to know what the system is setting out to achieve.
A whole ship approach Increased competition and even tougher market conditions dictate that it is essential to look at the performance of all vessel systems. Shipowners make a considerable investment when buying a vessel. These investments should not be idle, or sail half full. This is not only wasteful, but unsustainable. Every ship type can benefit from a holistic approach to system design and a greater understanding of the wider industry ecosystem. Early involvement ensures that the systems we deliver will perform most effectively. When all parts of a cargo system are considered as one entity, services such as MacGregor’s PlusPartner concept are able to maximise functionality and the lifetime profitability of a vessel. Additionally, MacGregor PlusPartner includes: strategic data analysis to investigate potential earning simulations of different vessel concepts; a vessel’s efficient entry into service; process compatibility; value verifications; and system upgrades when operational requirements change. Particularly relevant to existing under-performing vessels is a MacGregor PlusPartner Cargo Boost for container ships (page 20). These can deliver significant payload efficiency improvements. If you are not sure how your vessel is performing, MacGregor’s new computer analysis, available through its Productivity Care services, gives you a visual window
You do not have to look far to see innovations that are capable of re-shaping our markets, influencing customer choice and offering companies ways to improve their competitive advantage. However, in some instances we are talking about really basic elements; a lack of training, failure to follow guidelines or maintain equipment. These practices jeopardise lives and livelihoods. Could they be prevented? Could we get to the root-cause and perhaps design-out a proportion of these risks? We think we can. More than half of the world’s oceangoing vessels have MacGregor equipment on board. These vessels can remain in service for even 25 years, delivering valuable operational knowledge that should directly influence the next generation of vessels. Each generation of equipment should benefit from the last; each generation should be less wasteful. We maximise a product’s useful life through service agreements, regular maintenance, the timely replacement of wearparts, and upgrades when appropriate and finally working with owners to start the cycle again.
Communication is key As communication technology has improved and our world has become increasingly digitalised, so has our ability to design-in condition monitoring. The strategic acquisition of Interschalt Maritime Systems earlier this year further strengthened these capabilities within our organisation as a whole (page 25). Sensors can detect when equipment is failing, so unplanned downtime could become a historic occurrence. Data analysis can indicate if a system’s performance could be improved. However, it is important to note that you can have
Changing a culture Safety is part of MacGregor’s culture and as an organisation we promote the idea that being safe is brave. We know that some waste reduction does not require huge advances, but it does need something that is much harder to change; an industry culture. This is made harder in part, because reducing waste does not deliver commercial advantages to all stakeholders, however, if we do not direct change now, and the market will ultimately demand it, we will not have a say in our collective future. If the industry becomes so marginalised that high-end players can no longer innovate or set industry standards, where will development and progress come from? If the industry ends up essentially equipping itself with cheap copies of existing products, will there be any incentive for development, or any money to fund it?
We have what it takes As an industry we have the ideas, we have the operational know-how and experience, we have the technology, we have the experts, we just need to collaborate and make better use of them. For our part, we will continue to deliver pioneering solutions to every sector and design-in efficiencies and build-out risks. But further to this, MacGregor is asking to open up a dialogue with all major stakeholders to create a platform for an open-minded, cooperative industry drive for sustainability. We do not have the roadmap for this change, but we have a mindset that is ready for it. We will be in attendance at SMM in Hamburg, Germany between 6th to 9th September. Come and meet us to discuss any of our ideas further. We see a lot of potential, so let us co-create a safer, more efficient and more sustainable future.
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Fibre-rope technology extends subsea crane capabilities MacGregor’s new offshore crane overcomes the problem of wire rope weight when handling loads @S RHFMHjB@MS CDOSGR HS BNLAHMDR ,@B&QDFNQ R OQNUDM BQ@MD SDBGMNKNFX VHSG /@QJATQM R jAQD
rope handling expertise
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ecognising that the offshore market is continually extending its operations into deeper waters, MacGregor has, for some years, been directing its research towards finding the ideal solution to help operators overcome the significant challenges presented by handling heavy loads in deep and ultra deepwater. One significant advance is MacGregor’s dedicated fibre-rope offshore crane, called FibreTrac. It allows operators to use the full lifting potential of the crane, regardless of water depth. “The greatest advantage of fibre rope used in the context of ultra-deepwater load handling is that it weighs virtually nothing in water, so regardless of the length of rope paid out, it does not add anything to the load experienced by the crane,” says
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Ingvar Apeland, Director, Load Handling, MacGregor. “This is in complete contrast to the situation with wire rope, where the ever increasing weight of wire paid out limits the load permissible in relation to depth. So we are talking about an important advance for handling loads at depth.”
A competitive edge “MacGregor is always searching for new solutions that deliver a competitive edge for our customers,” says Gaute Sjusdal, Director, Offshore Load Handling, MacGregor Global Lifecycle Support. “By employing this fibre-rope technology, a crane is able to use its full lifting capacity at practically any depth, so a smaller crane and vessel can be used for more assignments, and owners are able to bid on a wider range of contracts.”
In comparison to wire-rope cranes, a 100-tonne fibre-rope crane has the same lifting capacity as: a 150-tonne traditional subsea crane lifting loads at 2,000m; or a 200-tonne crane traditional subsea crane lifting loads at 3,000m; or a 250-tonne crane traditional subsea crane lifting loads at 3,500m.
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Combined expertise The crane was developed through a cooperation agreement combining MacGregor’s proven offshore crane technology with the fibre-rope tensioning technology perfected by the UK company, Parkburn Precision Handling Systems. “Parkburn has spent over 15 years perfecting the deep-water handing systems required in fibre-rope cranes,� continues Mr Apeland. “MacGregor recognises that by partnering with experts in specific technology areas, it can deliver solutions that exceed its own capabilities. We see ourselves as being able to integrate the best technology available to deliver systems with industry-leading capabilities. “During our design process, we carried out a detailed review of drum winch options and soon recognised the challenge of controlling the forces and induced fatigue by the spooler during high-load, high-speed multi-layer spooling operations. The review directed us towards a traction-type device. However, conventional traction winch systems posed other issues such as size, weight and an aggressive de-tensioning profile, which led us to look for other options.
“The result was the MacGregor FibreTrac, which overcomes the issues of handling fibre rope and features a simple-tooperate fibre-rope lifting system that employs Parkburn’s unique technology.� FibreTrac’s traction winch consists of two interlocking drums slightly angled and offset in relation to each other. The drum geometry creates a natural and stable helix without generating any fleeting forces, so the rope does not twist on the drum as it is gently de-tensioned. The winch system can be delivered with digitally-controlled electric or hydraulic-drive units. Features include integral active-heave compensation and power regeneration capabilities. The open design of the winch also assists with rope cooling, further assisting in eliminating the heating and degradation problems associated with on-load fibre ropes stored on winch drums. Importantly, it can accommodate non-uniformities resulting from splices in the rope.
3,000m of steel wire rope poses some significant challenges and has special transportation, handling and spooling requirements. With its low weight, a synthetic fibre rope can be shipped in a normal container; there is no need for a drum. Also unlike wire rope, fibre rope does not require lubrication, eliminating a source of pollution,� he adds. “The crane will be continuously connected to a monitoring system, which delivers real-time data used to detect conditions that could lead to a breakdown. We will distribute operational parameters to our customers to ensure that the equipment works to its best potential,� Mr Sjusdal notes. “This is also a good example of how MacGregor customers can benefit from the broader experience that Cargotec has across the cargo and load handling industries to develop insights and value from data by leveraging analysis.�
Meeting market needs The FibreTrac crane is initially available as a 150-tonne fully heave-compensated knuckle boom crane with the capability of reaching depths of 4,000m, but the technology will be extended to the complete range of MacGregor subsea cranes.
Operational advantages The fibre-rope can be inspected for wear, internally and externally. The ability to splice in new sections adds great flexibility to the system. “While the entire rope can be replaced if necessary, damaged sections can easily be replaced and the length can be increased as required,� says Mr Sjusdal. “Transportation is also simple and requires no special equipment. In contrast,
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MacGregor innovations
serve booming offshore wind energy market Global investments in renewable energy have reached new heights and with a pipeline of long-term power-generation potential, MacGregor is well-positioned to support this burgeoning market
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Photo: Helge Hansen/Statoil
etting a new record, last year developing countries invested more than developed economies in renewable energy, according to a report commissioned by the United Nations Environment Program (UNEP). It excludes large hydro projects, but includes China, India and Brazil committing a total of USD156 billion, up 19 percent on 2014, in comparison, developed countries invested USD130 billion. China placed the lion’s share and increased its investment in renewables by 17 percent to USD102.9 billion, or 36 percent of the world total. Globally, the fastest growing renewable energy sector is the offshore wind farm industry. In Europe, the increase in 2015 was unprecedented, with the
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European Wind Energy Association (EWEA) recording 3,019MW of new offshore wind power capacity connected to the grid during the year. This represents a 108 percent increase over 2014 and the biggest annual addition to capacity to date. Wind turbine orders for 2015 were up on 2014 figures, indicating good growth beyond 2016 and a year-onyear increase of 75 percent, says the EWEA. In Europe, there are currently 3,230 wind turbines installed and grid-connected, making a cumulative power generation capacity of 11,027MW. In the mid-term the EWEA expects the total installed grid-connected capacity to increase in Europe to 12.9GW. However, it has identified 26.4GW of consented
offshore wind farms that could be constructed over the next decade. Of these, the UK has the largest pipeline of consented wind farm projects, standing at around 11.9GW.
MacGregor was chosen for the task because of its long history of designing and delivering very reliable mooring solutions for offshore kN@SHMF OQNCTBSHNM TMHSR operating in harsh North Sea conditions� Jan Martin Grindheim
Pioneering new projects MacGregor is well-positioned to serve this buoyant market. Most recently it has announced its participation in a pilot project pioneering the use of Nemos, an innovative system that generates electricity from waves. The system is ideally suited to work in combination with offshore wind farms, where it can share electrical infrastructure. This lowers the levelised cost of
energy (LCOE) and smooths fluctuations in power-generation, therefore supporting greater commercial viability of renewable energy capture. For its part, MacGregor will supply highly-specialised winches. “MacGregor is proud to be one of a few trusted, select partners for this ground-breaking project,” says Marcus Wolter, Director, Strategy and Business Development Offshore Deck Machinery,
MacGregor. “As a result of MacGregor’s long-standing experience in winch technology, we were able to engineer a solution ideally suited to Nemos’ unique approach to converting wave energy into electricity.” Nemos employs specially-shaped floating structures that move in a controlled trajectory to capture up to 80 percent of available wave energy, compared to 50 percent achieved by conventional rise and fall systems.
MacGregor is at the forefront of developing technology to deliver vital services to wind farms
MacGregor will deliver substructure connection LNNQHMF RXRSDLR ENQ SGD VNQKC R jQRS kN@SHMF offshore wind farm; Statoil’s Hywind pilot park in Scotland, UK
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Photo: Alan O’Neill/Statoil
Their associated generators and mooring winches can be located on any suitable offshore structure, such as a wind turbine. The Nemos mooring system employs two fibre ropes for each floating structure. These ropes are controlled by the MacGregor winches, which deliver the optimum degree of movement to maximise energy capture. Orientation of the floating structures can also be adjusted by the winches when wave direction changes. In extreme conditions, the winches can haul them down well below the surface to avoid storm damage. “Combining Nemos with wind turbines can have a valuable smoothing effect on the power-generation profile of the overall installation, because the build up and decay of wave systems lags behind increase and subsequent decrease in wind strength,” explains Mr Wolter. “Over the coming years, a large number of offshore wind farms will be built and within these farms there is considerable wave energy potential. Shared infrastructure, such as subsea cables and substations, could be better utilised, therefore the prorata costs for energy transport would also decrease,” he continues. The first commercial Nemos pilot project will be located in the North Sea and should be fully operational in 2017.
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As a result of MacGregor’s long-standing experience in winch technology, we were able to engineer a solution ideally suited to Nemos’ unique approach to converting wave energy into electricity” Marcus Wolter
6HFXULQJ WKH ĺUVW ĻRDWLQJ ZLQG IDUP The Nemos project is one of many pioneering new approaches to the capture of renewable energy. At the end of 2015 MacGregor won an order for substructure connection mooring systems for the world’s first floating offshore wind farm, Statoil’s Hywind pilot park in Scotland, UK. Hywind will cover an area of just over 4km² near Buchan Deep, 25km off Peterhead in Aberdeenshire, on Scotland’s North Sea coast. It is designed to demonstrate cost-efficient solutions that will enable the commercial capture of wind energy in deep-water environments. MacGregor is contracted to deliver a Pusnes substructure mooring connection system to each of the pilot project’s five new floating wind turbines. The ballaststabilised turbine structures will each be
equipped with a three-point mooring system employing site-specific anchors. MacGregor plans to complete deliveries by the end of 2016 and installation of the wind turbines is scheduled for 2017. “This contract represents a step change for MacGregor in terms of entering a new industry sector,” says Jan Martin Grindheim, Director, Floating Solutions at MacGregor. “The project hinges on applying proven technology in new applications. MacGregor was chosen for the task because of its long history of designing and delivering very reliable mooring solutions for offshore floating production units operating in harsh North Sea conditions.” “Statoil is proud to develop the world’s first floating wind farm, further increasing the global market potential for offshore MacGregor’s newly-developed mooring system winch delivers the optimum degree of movement to maximise energy capture
wind energy,” says Stephen Bull, Statoil’s Senior Vice President for Offshore Wind. “We are very pleased with this contract awarded to MacGregor. We are excited that high quality oil and gas suppliers in both Norway and Scotland are able to capture the growing opportunities offered through new renewables growth.” The 6MW wind turbines will have a total power-generation capacity of 30MW and provide enough electricity for 20,000 UK homes. They will operate in waters over 100m deep which experience an average wave height of 1.8m. “To give some idea of the scale of the project, the wind turbines will stand at an overall height – from the seabed to the turbine blades – of around 258m, which is nearly three times the height of the Statue of Liberty in New York,” adds Mr Grindheim.
Keeping the turbines turning Regardless of the difficulties imposed by their height and exposed positions, all wind turbines require regular inspections and maintenance. MacGregor is at the forefront of developing technology to deliver this vital service in a safe and efficient manner. A notable example is a first-of-its-kind offshore crane that has a full three-axis (x, y and z) heave-compensation system that can keep a suspended load fixed in position relative to the seabed.
The crane was specifically developed to be able to land containers of tools and equipment to small platforms at the top of offshore wind turbine foundations with little margin for error. “The landing platforms are about 20m above the water and they are only a few square metres, so precise load handling is necessary,” says Ingvar Apeland, Director, Load Handling at MacGregor. “Although MacGregor’s standard active heave compensation (AHC), supplied through a crane’s winch, compensates for a vessel’s vertical movements, a greater degree of precision was required in this case. The crane is also ideally suited for maintenance work on wind turbines and other fixed installations. “In addition to compensating for vertical motions with the winch, we needed to develop new technology to compensate for the vessel’s pitch and roll movements. If you can compensate for these motions, you can ensure that the crane’s pedestal remains vertical in relation to the sea bed, so that it is parallel to the windmill structure.” MacGregor’s solution involves hydraulically tilting the crane’s foundation. The crane has an outer steel foundation welded to the deck at the centre line of the vessel. “Although all areas of the vessel experience the same angular movements in a seaway, positioning the crane at the centre
MacGregor recognises that any investment must deliver distinct operational advantages” Ingvar Apeland
of the vessel minimises the actual physical displacement of the crane and its load,” explains Mr Apeland. The fixed foundation is connected to an internal foundation system supported by a hydraulically-actuated two-directional motion compensation system employing four high-speed hydraulic cylinders. These cylinders are arranged in two pairs; one pair is sufficient to provide full system functionality, so this provides a good level of redundancy. Each cylinder is fitted with a positioning sensor, to provide real-time feedback to the control system. The crane has a safe working load of five tonnes at a 25m outreach and features a telescopic jib. “In today’s challenging economic climate, MacGregor recognises that any investment must deliver distinct operational advantages,” adds Mr Apeland. “The three-axis heave-compensated subsea crane does exactly that, offering safe, quick, accurate load handling and unique operational capabilities, even in high sea states.”
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Service investments secure long-term successes
Investing in service excellence is high on the agenda for MacGregor; John Carnall who heads its Global Lifecycle Support division explains why MacGregor sees great service as key to the long-term success of its marine and offshore customers’ businesses 16
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hile others in the industry are looking to economise by reducing the service-sides of their businesses, MacGregor is taking the opposite approach. It is focusing on improving its aftersales performance by investing in a number of areas such as new customer service initiatives, training service personnel to the highest standards possible, increasing its global presence, and developing the use of ‘smart’ technology. MacGregor’s Global Lifecycle Support division underpins this strategy for prioritising through-life equipment support and the highest availability of genuine spare parts on a global scale.
Ships are mobile assets; improving connectivity and communication pathways are a key part of MacGregor’s overall service strategy
It pays off to invest in service Times are tough in the market, but MacGregor sees this as an opportunity to invest in resources and not to shrink the services that are vital for the long-term success of its customers’ businesses. We are investing so that we can deliver the right level of support right now and for years to come. It is well known that customers will buy for the first time on the strength of a product’s features and capabilities and the second purchase comes based on the quality of the supplier’s aftersales services. Therefore, regardless of the tough market conditions, we must invest in developing our service capabilities. In 2015 we interviewed 2,000 customers to find out what they wanted. The vast majority said that their main criterion was spare parts availability. Not simply for a part to be available to order, but for it to be ‘on the shelf ’ and deliverable in the shortest possible period of time, globally. This level of parts availability and other key strategic goals, such as making it easier for customers to do business with us and
,@B&QDFNQ R KNB@K DMFHMDDQR @QD SGD jQRS KHMD of intervention and the interface between the customer and MacGregor
delivering service excellence, are going to be achieved through a series of interconnected steps.
Minimising downtime risks The most effective way to maintain and service offshore and marine assets is through planned maintenance agreements, which ensure that equipment is maintained in good order at the optimum time, minimising the risk of accidents and downtime. It is all about who shoulders the greatest burden of risk, the customer or is it transferred to MacGregor through service contracts. Our preventative and planned service products make it easier to schedule services; they guarantee that parts are in place and are very cost-effective for the customer. They also take a lot of the stress out of managing the huge service requirements for large fleets. For preventive and predictive maintenance, MacGregor customers can take advantage of MacGregor Onboard Care (MOC) agreements. We are in the process of developing a new MacGregor Onboard Care contract that will simplify service commitments for customers even further. It will be available later this year. In the long-term, predictive maintenance will be key to the industry’s
Making it easier for customers to do business with us and delivering service excellence are going to be achieved through a series of interconnected steps” John Carnall
aftersales services. We envisage a future where all equipment can be tracked and monitored. MacGregor would know when any piece of equipment needed maintenance or when it was reaching the end of its service life. We could then base the availability of spare parts on that wealth of information and have those spares in stock ready for delivery to the vessel at a convenient port. For planned maintenance contracts with a wider scope, MacGregor would know when a particular vessel was due for service, planning the timings for maintenance and the replacement of parts as part of that service. This is a long-term vision, dependent on a complex series of interrelated stages. To ensure that it stays on track, MacGregor has established a project management office. We will introduce new and improved products and services to the market as they become ready. This
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MacGregor sees that delivering a safety culture as part of its organisation is both an employee commitment and a commercial advantage
incremental plan will allow us the flexibility to refine our ideas in light of our own and our customers’ experiences.
Offshore operators need reliable suppliers We know that it is impossible to entirely eliminate the chance of breakdowns. These can be the result of human error, environmental conditions or mechanical failure. On the rare occasions when they occur, it is vital to restore normal service as quickly as possible. In the offshore industry, the prolonged malfunction of a subsea crane could cost the owner or the end customer hundreds of thousands of dollars. For this reason the offshore industry needs reliable suppliers even more than most operators. Some may question whether it is financially viable to have one service engineer locally available in a region with perhaps only three offshore rigs. MacGregor’s answer is: can we afford not to?
Remote diagnostic system In addition to MOCs, MacGregor offers offshore operators immediate technical support services via OnWatch, a secure online remote diagnostic system. By their very nature offshore operations
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We are investing so that we can deliver the right level of support right now and for years to come” John Carnall
are often remote so this service can prove invaluable for customers operating advanced offshore products, such as our active heave-compensated cranes, launch-and-recovery systems and module handling systems. We are currently developing a new ‘light’ version of OnWatch designed for those operators needing trouble-shooting assistance for a wider range of offshore equipment. This will be introduced to the market this year. We will always try to repair parts, only replacing them if necessary. However, remanufacturing of parts is a growing trend in the offshore industry, and sometimes remanufacturing for reinstallation can be the preferred approach. We have now sourced specialist partners to carry out this remanufacturing work, offering the equipment back to customers on a ‘good as new’ basis. This can be an extremely cost-effective strategy for some operators. Lead times
for the remanufacturing of parts vary depending on the component.
Improving communications For marine and offshore operations we need to follow the fleets. Ships are mobile assets and one of the biggest issues today is that you cannot be connected to a ship at all times. A key part to our overall service strategy is improving electronic communications. Cargotec’s strategic acquisition of Interschalt maritime systems in March 2016 is a step forward in developing our communication capabilities. We want to make it easier for our customers to do business with us. We will achieve this in a number of ways, but predominantly through clear communication channels, multiple points of contact, a global but local presence, transparency in our processes, digitalisation, sensor technology, e-commerce and electronic access to critical information.
Local availability of expertise Our local engineers should be the first line of intervention. We will achieve service excellence by raising the capabilities of these local consultants. Often a problem can be quickly resolved simply
with an adjustment or the replacement of a sensor. Traditionally a service engineer would have been flown from the product company. They would assess the problem, fly back and then discuss their findings and potentially order a new part, which would then have to be flown out and fitted. This approach was thorough but slow. In today’s market we aim to make this process much more rapid through the local availability of an engineering consultant with access to genuine spare parts. These experts will be the interface between the customer and MacGregor. We want to train and equip them so that they can deliver local services as close to customers as possible, contributing to the delivery of 100 percent uptime. We are planning to equip our local service consultants with smart devices that provide access to all available relevant information, from technical data to parts availability. We are implementing this strategy in stages. We do not need to invent anything new; we just need to be able to use what is already available to our best advantage. No one knows exactly what today’s technological advances will enable us to deliver tomorrow, but I have insisted that all our products, new ones entering the market and existing ones, are fitted with – or can be retrofitted with – technology that will enable remote condition monitoring. We have to be ready, our products have to be ready, because one day we will know the full potential of today’s technological capabilities and I want to ensure that MacGregor’s customers will reap the benefits.
Safety is part of our culture MacGregor sees that delivering a safety culture as part of its organisation is both an employee commitment and a commercial advantage
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ntegrity, quality and safety are integral aspects of all MacGregor deliveries. “These qualities have to be our differentiator,” says John Carnall, Senior Vice President of MacGregor Global Lifecycle Support. “To be relied upon as a trusted partner within the industry is a responsibility that we honour. You can order spare parts over the internet, but you do not know about the quality of those spares. Traceability and insisting on genuine original manufacturer spares is part of our integrity as a supplier.”
A naturally risky environment “Our natural habitat is not exactly one you would call risk free,” he notes. “Our work on board vessels, in ports and offshore typically requires us to work at heights, with heavy and rotating equipment and we often deal with operations that require electrical isolation. “We travel through many time zones to get to the job. We work alone in darkness at night, in blazing sun and through freezing winter storms. The demanding nature of our industry calls for a strong focus on safety.
It is ‘brave to be safe’ “In MacGregor it is not brave to take a risk. Our heroes are those taking the time to double-check if they are unsure about something, and make their decisions based on what is safe. It is ‘brave to be safe’; we accept no other way of working.” “We identify and mitigate risk as a part of our daily work, both in the office and in the field, and speak out if we have
John Carnall, Senior Vice President of MacGregor Global Lifecycle Support: “MacGregor’s Global Lifecycle Support division underpins MacGregor’s strategy for prioritising through-life equipment support and the highest availability of genuine spare parts on a global scale”
doubts or even stop a job if it is not safe. Safety is prioritised, even over production pressures when the workload is high and colleagues and customers need us to act quickly.” As part of its commitment to a safety culture, MacGregor’s Global Lifecycle Support employees are encouraged to use its new ‘safety app’. Each month employees receive an SMS or e-mail asking them to open the app and look at the month’s safety information and learning modules. “We know that it is brave to say no sometimes and we must dare to admit our mistakes. Only then can we learn. Only then can we do an even better job for our customers,” concludes Mr Carnall.
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Is now the right time for your Cargo Boost?
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Better loading capacities can be achieved, in part, by converting a ship’s internal lashings to an external lashing arrangement
With dwindling margins, overcapacity and idling ships plaguing the industry, MacGregor believes that there is no better time to ensure that a vessel’s cargo system is able to carry all the available containerised trade that it can
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eclining revenues, plummeting freight rates and volatile market conditions pose many challenges for today’s operators. Combined with a predicted rise in bunker prices, things do not look much rosier on the horizon. As a result, overcapacity and idling ships continue to plague the industry; a statement supported by numerous market analysts. To give one example, according to Alphaliner, at the beginning of March 2016 there were 352 unemployed ships of sizes above 500 TEU, which equated to a combined capacity of 1.57 million TEUs.
A waste of space “And yet some operators are not able to accommodate the containerised trade that is available on the market because of a lack of capacity on board. This sounds like a waste to me,” says Janne Suominen, Cargo System Development Manager at MacGregor. “The issue of under-utilisation of fleet capacity still seems to be an issue that is not so well-known or perhaps not discussed as much.” A container ship’s capacity is measured by the number of its container slots. “However, this is not the whole picture,” explains Mr Suominen. “Slots may be available, but they are not able to be used because they may not suit
The MacGregor PlusPartner concept is a forward-thinking approach to ship design, which considers all parts of the cargo handling system as a whole the available mix of container sizes and weights. Therefore the cargo system is not efficient or flexible enough to accommodate the available containerised cargo trade. But there are ways to improve the situation.” Last year MacGregor officially launched its MacGregor PlusPartner concept, which is a forward-thinking approach to ship design that considers all parts of the cargo handling system as a whole. For existing ships, MacGregor is able to re-think the cargo system so that it can be used to its maximum capacity on a specific route. MacGregor appropriately calls this service a Cargo Boost. The scope of a MacGregor Cargo Boost can vary from document updates to cargo system design and hardware, to a continuous cargo system Productivity Care package. This is also part of MacGregor’s PlusPartner concept, which is always considered from ship’s revenue perspective. The process starts by studying the ship’s cargo system with the customer
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and reviewing it against anticipated routes and cargoes.
%HQHĺWV RI URXWH VSHFLĺF UXOHV In the past three years, new Class rules that consider route-specific cargo stowage have been introduced. Historically the industry has relied on lashing system calculations based on conditions in the North Atlantic. These were updated in 2012, but
MacGregor’s aim is twofold: LW VHHNV WR PDNH WKH WKHRUHWLFDO FXUYH RI FDSDFLW\ DJDLQVW YHVVHO VL]H VWHHSHU DQG PDNH WKH DFWXDO FXUYH IROORZ WKH WKHRUHWLFDO FXUYH DV FORVHO\ DV SRVVLEOH CAPACITY NOM ACT MAX
ACT
TIME 1990 2010
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NOM = cargo system nominal capacity Actual capacity
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ACT MAX = cargo system actual maximum capacity = operational capacity = budgeted capacity
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still based on unrestricted service in any sea environment. Since 2013, the new lashing rules, consider route-specific lashing. This allows ship operators to carry heavier containers higher in the stack if operating in calmer waters and provides a greater number of stowage options. MacGregor is able to help shipowners and operators capitalise on the opportunities delivered by these new rules by accurately calculating a ship’s route-specific cargo arrangements and therefore maximising the cargo-carrying capacity of each vessel on each route. “If structural or engineering changes are needed, an ideal opportunity to carry out a Cargo Boost is during a ship’s scheduled drydock,” he notes. “An ideal period to start analysis and the evaluation process is about a year ahead of any work being carried out. Elements such as manual updates require no mechanical changes and can be undertaken at anytime.” MacGregor commonly looks to make improvements in under-performing cargo handling systems in the following areas: cargo securing manuals; calculations based on route-specific rules; maximising capacity by increasing stack weights (either by re-calculating according to
MacGregor is able to help shipowners and operators capitalise on the opportunities delivered by MDV QNTSD RODBHjB QTKDR latest rules or through engineering solutions); lashing arrangements; mixed stowage opportunities; and adaptations to lashing bridges.
:RUNLQJ LQ XQLVRQ With both the engineering and the software parts of a cargo system delivered by one supplier, the customer can be assured that all components of the upgraded cargo system work in unison. “Systems from different suppliers may be technically compatible, but might not perform optimally with each other, so their delivery from one supplier is another way to maximise efficiency.” “The recovery of the container shipping market will come from the combined efforts of many smaller factors,” says Mr Suominen. “For its part, MacGregor can deliver an optimised cargo system that is then able to maximise revenue potential, which is dependent on the number of payload containers that are carried versus operating costs.”
Boosted container B@QQHDQR B@M ADSSDQ RDQUD their customers Three 2011-delivered 14,000 TEU container ships, Jupiter, Venus and Mercury, have re-entered service for V-Ships following a cargo system TOFQ@CD EQNL ,@B&QDFNQ SGDX @QD MNV LNQD kDWHAKD @MC B@M B@QQX @M additional payload capacity of 260 FEUs
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ontainer demographics are changing. In today’s climate, operators need to be flexible enough to manage that change, but their vessels also need to be capable of accommodating it. According to the Container Census report issued by shipping consultancy firm Drewry in July 2015, the biggest numerical growth, over 10 percent, was
witnessed in the marine industry’s 40fthigh-cube (FEU) fleet of principally dry freight and reefer containers, as against five percent for the 20ft (TEU) counterpart. By the end of 2014, the TEU fleet accounted for the majority of all maritime equipment for the first time. This development has not gone unnoticed. Shanghai-based shipping company, China Shipping Container Line (CSCL)
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and UK ship management company V-Ships began to see that there was business opportunities available for 40ft containers, but not enough vacant slots for them. The issue was raised in a meeting between MacGregor and CSCL at the beginning of 2015.
Realising possibilities
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The Cargo Boost will enable an additional payload capacity of 260-high cube FEUs (585 TEUs) and will give the vessels more NODQ@SHNM@K kDWHAHKHSX This helps us to adapt to changing markets”
Three CSCL-owned 14,000 TEU container vessels, Jupiter, Venus and Mercury, originally built by Samsung Heavy Industries in 2011 and under long-term charter to V-Ships, were due to be drydocked in early 2016. The question was raised: could something be done to improve the earning capability of these ships? With the drydock slots already booked, a second question was posed: could it be done at the same time to keep costs down and avoid additional vessel downtime? Together with the owner and operator, MacGregor reviewed what kind of ship productivity improvement was possible and judged whether it was achievable. This service was carried out under the umbrella of a MacGregor Cargo Boost, part of MacGregor’s PlusPartner concept (page 22).
participated in the upgrade process. CISM specialises in coordinating with shipyards and made the choice about which shipyard would be most suitable to carry out the work. China Shipping Industry Co ltd (CIC) was chosen. “A three-party start-up meeting with MacGregor, CSCL and the CIC repair yard was a very efficient way to go through the planned proposals and for everyone to have their say and agree the on the steps that needed to be taken,” he notes. Atte Virta and Janne Suominen, also inspected the vessel prior to the work commencing.
The importance of data
A good result
“To be able to come up with an accurate Cargo Boost proposal, MacGregor needed information about the current cargo mix and operating profiles, including routespecific data,” explains Atte Virta, Naval Architect for Container ship cargo systems at MacGregor. “Critical information that was used in the analysis comprised Baplie files, which indicate what containers are loaded on board the ship and where container data, as well as other vessel loading data. Different options were presented and the customer was able to review them to find the best fit for its cargo profile and earning opportunities.” CSCL, the operator V-Ships and their joint venture company, China International Ship Management (CISM),
The MacGregor Cargo Boost has delivered an additional payload capacity of 260 FEUs (equivalent to 585 TEUs) to each vessel. “We have been able to maximise the overall efficiency of the upgrades by carrying them out in combination with the ships’ regular five-year dockings,” says Captain Lu, General Manager at CSCL Stowage Planning Centre. In addition to the extra payload capacity, Captain Lu adds: “The Cargo Boost will give the vessels more operational flexibility. This helps us to adapt to changing markets.” “All vessels had their internal lashings converted to an external lashing arrangement. This delivered a much better loading profile. Further to that, lashing bridge
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Captain Lu, CSCL
extensions, commonly called ‘mouse ears’, were built behind each vessel’s accommodation block in areas where there were no visibility restrictions. Also the latest route-specific rules were considered and Lashmate lashing calculation software was used to maximise the vessels’ cargo system utilisation capacity,” says Mr Virta. “MacGregor was not only able to design upgrades that would best serve the operator’s needs, but it was possible to realise them in a cost-conscious way,” he notes. MacGregor supplied the design and key components of the cargo system, as well as supervision. MacGregor also arranged all classification approvals and took responsibility for testing, commissioning and startup training for personnel. The ship’s crew installed the new loose container lashings with guidance from MacGregor, while CIC shipyard took care of the steelwork
Essential local expertise An essential part of the successful Cargo Boost was the presence of MacGregor’s local personnel in China. “We were able to serve the customer locally without any delay, both in the preparations and during the production phase,” says Daniel Wang, Quality Controller and Commissioning Engineer at MacGregor China. “We were there for the customer and to ensure that MacGregor’s quality requirements were met at every stage of the process.” “The challenging one-month timeframe from order to delivery, to meet the pre-booked drydocking schedules, was possible because of MacGregor’s dedicated experts and its agile, flexible process. Depending on the delivery scope, the ideal lead-time from system decision to delivery is between one and three months. “We believe it pays off to spend as much time as possible making the right decision, so analysis and the evaluation of different Cargo Boost solutions should ideally occur about twelve months prior to the work being carried out,” concludes Mr Virta.
Embracing the era of digital developments Th future The f t off the th industry i d t will ill be b inextricably i t i bl linked li k d to t the th availability il bilit off data d t and the CDUDKNOLDMS NE CHFHS@K RDQUHBDR HM KHMD VHSG SGHR ,@B&QDFNQ BTRSNLDQR VHKK ADMDjS from Cargotec’s recent acquisition of maritime software company, Interschalt
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t the beginning of 2016 MacGregor’s parent company, Cargotec Corporation, completed the acquisition of German maritime software specialist, Interschalt Maritime Systems AG. The acquisition complements Cargotec’s strategic aim to lead the market in intelligent cargo handling and particularly strengthens the digital capabilities of two of its business areas, Kalmar and MacGregor.
New software solutions As a result, MacGregor can now offer Interschalt’s new Bluetracker software to its marine and offshore industry customers.
Bluetracker is an onboard data collection device, supporting either manual or automatic (sensor-driven) data in-put. Performance monitoring is web-based with direct access from shore facilities. As a decision support tool, Bluetracker not only visually presents ship data – collected either manually or automatically – it also promotes a better understanding of a ship’s operational performance. This can be extended across an entire fleet by employing comparison analysis with reference curves, sisterships and historic data. “Innovation and the steady drive for change is the basis for sustainable growth even in tough times,” says Alexander
Nürnberg, Senior Vice President, Technology and R&D, MacGregor. “The integration of Interschalt’s and MacGregor’s successful software solutions such as Stowman, Lashmate and Bluetracker, save time and money; this is what counts in commercial commercial shipping.
Real-time performance monitoring “Whether it is about lowering operating costs, transparent reporting of actual ship performance to the charterer or reducing greenhouse gas emissions, effective performance monitoring that clearly visualises the available data for a ship is key to best practice in fleet performance management.” Bluetracker performance software provides two different ways to collect data on board. One is manual performance monitoring, which simplifies manual data entry on board the vessel and carries out fleetwide data validation and standardisation processes, and then makes them available in a visual form for benchmark analysis. The second way is automatic vessel performance monitoring and reporting, which is a tool that collects data via standardised interfaces. It also has an energy efficiency monitoring panel, which enables users to view and monitor a vessel’s real-time performance. “Thanks to an integrated fleet-specific key performance indicator benchmark system, the energy efficiency monitoring panel allows the crew to take corrective action and improve the vessel’s efficiency accordingly,” concludes Mr Nürnberg.
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Take a peek into your cargo system’s productivity Advanced computer analysis gives operators a clear visual insight into how their vessels are actually performing; with this information they can act to improve OQNCTBSHUHSX @MC L@WHLHRD OQNjSR
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oday’s narrow margins mean that it is more important than ever to reduce operational inefficiencies for better long-term profitability; an area that should be under scrutiny is non-utilised cargo space. MacGregor is able to offer shipowners and operators a clear graphic analysis to show how cargo spaces on their vessels are being used. It is inviting interested parties to be part of piloting advanced computer modelling software that will give very specific data into how their vessels are performing in reality and how to utilise the cargo space for better business prospects.
Getting a better insight “Optimised utilisation of a container ship’s cargo carrying capacity is crucial in this market,” says Henri Paukku, Operation Support Manager, MacGregor Customer Solutions. “Routes are being streamlined and freight cost structure remains challenging. To differentiate themselves, operators are focusing on better schedule reliability and faster sailing times. But how can these operators get a quick grasp of how efficiently the cargo spaces on their ships are actually being used?
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“As a part of MacGregor’s commitment to improving our customers’ businesses through cargo system efficiency, our aim is to provide a simple visualisation of how well the ship is being loaded and what is possibly limiting cargo intake,” notes Mr Paukku. “It would be valuable to look at a greater number of test cases, so we would be interested to hear from operators that would like a closer look at their cargo system efficiency. “Currently, we can show how close a ship is to reaching its maximum utilisation rate,” he explains. “Elements such as slot capacity, displacement, stability issues, lashing forces, stack weights, lashings or container corner forces can now be displayed as a clear 3D-interface, which can be rotated and viewed from all angles. “MacGregor’s web-based graphic window provides a whole new perspective, enabling an owner to monitor and better understand how a ship’s cargo areas are used and maximise the potential for long-term improvement of cargo system productivity. A vessel’s crew can see whether there are areas where the lashing
or stacking limitations are close to their upper limits. We also aim to include clear acceleration limits such as rolling period and rolling angle for each loading scenario. “The system allows an operator to have a quick visual understanding of the implications of different loading scenarios,” adds Mr Paukku. “It can be applied to more than one vessel and enables an owner to compare vessels within a fleet to show areas where improvements on less well-performing vessels can be made. It also gives you a better view to see what parts of the ship’s cargo system actually limit its loading capacity.”
Essential data analysis The visualisation technology is used to produce a graphic so that each loading
Our aim is to provide a simple visualisation of how well the ship is being loaded and what is possibly limiting cargo intake” Henri Paukku
can be seen at a glance. Baplie files, sailing condition reports and other data can be put into the system manually or retrieved automatically from a ship’s data log, depending on the configuration of its digital setup. Baplie data files are an essential element of the analysis. They are used to transmit information about all cargo-occupied spaces on board a vessel between the vessel, the terminal operator and the shipowner. The files indicate what is loaded on board the ship and where. Based on these files, MacGregor can define a ship’s cargo profile, which is essentially the distribution of containers on board a ship in terms of container sizes and container weights in relation to a particular route. The final Baplie files can also be used to determine the ship’s maximum capacity on a certain trade. “Despite the plethora of digital marine applications emerging, we realise that
there are still a number of open questions relating to this kind of analysis,” he says. “What is the most effective way of integrating this type of application into a vessel’s information architecture? Which areas could be consolidated? Whatever the setup, our solutions will be compatible with the ship’s loading computer and match its routes and cargoes.”
Focused service support Access to this computer modelling service is via MacGregor’s Productivity Care programme, which is part of MacGregor’s PlusPartner concept. It is a focused service designed to support customers by helping them to make the most of their vessel’s productivity potential created by a MacGregor PlusPartner design. It is available for newbuildings, vessel upgrades and as an independent service.
Productivity Care ensures that customers can verify cargo space utilisation and monitor a ship’s long-term performance. For example over five years it will see how productivity is affected by issues such as route-specific rules or cargo route fluctuations, due to changes in production and market location, enabling targeted long-term productivity improvement. “With the analysis there is no guesswork. Corrective measures can only be taken if the owner or operator can clearly identify where the bottlenecks are, and that is exactly where Productivity Care steps in. “Being able to give operators a better productivity insight into how specific ships are performing in practice, not only makes good commercial sense, it also moves us towards a less wasteful and more sustainable industry,” concludes Mr Paukku.
Getting in touch
The strength of a network
A demonstration of MacGregor’s 3D-modelling analysis is available to view at www.macgregor. com and if you are interested in participating, please feel free to contact us either through our website or on LinkedIn.
MacGregor’s productivity care analysis has its origins in the Finnish Metals and Engineering Competence Cluster (FIMECC) Rebus research network, where business solutions have been developed in cooperation with Finnish universities and other companies under its national Rebus programme. Its focus was to investigate how data follow-up and analysis systems developed
for land-based industries can be applied to improve operations in the marine industry. In the context of MacGregor’s expertise in improving container ship productivity, it became evident that a reliable and user-friendly way to verify cargo system performance could also be developed, hence the introduction of the graphic interface.
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Proven technology sought for new era bulkers Two new LNG-powered bulk carriers for ESL Shipping will RDS HMCTRSQX KD@CHMF RS@MC@QCR HM DMUHQNMLDMS@K OQNSDBSHNM @MC DEjBHDMBX SGDX @QD SGD jQRS NE SGDHQ JHMC @MC VHKK ED@STQD comprehensive equipment packages from MacGregor
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ulk carriers are not known for showcasing major efficiency advances; however, the relatively unglamorous ship type looks set to enter a new era with the introduction of dual-fuelled eco-bulkers. The first liquefied natural gas-powered bulk carriers to enter the market
Optimised cargo handling and cargo hold arrangements from MacGregor have been developed with the owner to maximise cargo handling DEjBHDMBX @MC kDWHAHKHSX
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will be two new 25,600 dwt handysize vessels for Finnish owner ESL Shipping. They will be equipped with both dualfuel main and auxiliary engines and will have 400m3 capacity type-C LNG tanks. Each vessel will feature extensive equipment packages from MacGregor. The 160m bulkers are currently being built by Sinotrans & CSC Shipbuilding
We wanted to have @ GHFGKX DEjBHDMS and reliable cargo G@MCKHMF RXRSDL NM our newbuildings, with service and spares close to our operations� Mikki Koskinen, ESL Shipping
Industry Cooperation’s Qingshan shipyard in China to a Deltamarin B.Delta26LNG design. They have been developed in close cooperation between Deltamarin and ESL Shipping and will be classified according to new DNV GL rules, introduced in January 2016, for general dry cargo ships with DNV GL ice class 1A. Deltamarin notes that the vessels’ emissions will be below all current environmental requirements and CO2 emissions per cargo tonne transported will be reduced by over 50 percent in comparison to the present generation of vessels. The first ship is scheduled for delivery at the end of 2017 and the second in early 2018. Once in service, they will primarily be used to carry raw materials for steel and energy industries in the Gulf of Bothnia and Baltic Sea. “The owner has closely participated in the design process in order to fully tailor-fit the ship to meet its trading requirements for the Baltic area,� says Konstantinos Fakiolas, Deltamarin Sales Director. “For example, the
optimised cargo handling and cargo hold arrangements have been developed together to ensure as efficient and flexible cargo loading as possible.� MacGregor secured its contracts early in 2016. For each vessel it will deliver three MacGregor K3030-4 mechanical grab cargo cranes with a safe working load of 30 tonnes at 30m outreach, a design and key components package for multi-folding-type hatch covers, arranged as 6+6 panels for three holds, electrically-driven Hatlapa deck machinery and Porsgrunn steering gear.
Setting new standards “The ships have been designed to set new standards in efficiency and environmental performance,� says Anders Berencsy, Sales Manager at MacGregor. “They will be exciting additions to the bulk carrier market and we are happy that our customer chose MacGregor to supply the extensive equipment packages for them.� ESL Shipping has operated in the bulk shipping market for around 60 years. It cites flexibility as one of its key
strengths and included in that flexibility is the fact that all its vessels are fitted with cranes, providing cargo-handling capability at sea and in port.
Years of proven performance “ESL knows our equipment and has operated MacGregor cranes and hatch covers for a number of years on several bulkers in its fleet,� Mr Berencsy continues. “The fact that it has returned to MacGregor demonstrates the company’s trust in our products and in MacGregor’s ability to deliver the multidiscipline expertise required for complete equipment packages, which now of course include Hatlapa deck machinery and Porsgrunn steering gear.� “We wanted to have a highly efficient and reliable cargo handling system on our newbuildings, with service and spares close to our operations,� says Mikki Koskinen, Managing Director at ESL Shipping. “The extended commissioning service that MacGregor is able to provide was also an important factor in securing the contracts.�
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Eco-advances ensure clean sailing MacGregor’s crossdivisional expertise are being used to develop systems that minimise oilto-sea interfaces, prevent hydraulic oil leaks, and introduce marine lubricants that comply with the strictest environmental regulations
“EALs are an important part of reducing our environmental impact at sea,” continues Mr Walle. “In terms of reducing the pollution risk of our hydraulic systems, we have ensured that our products can operate on EALs. We offer solutions that can separate the oil-to-water interface to minimise contamination risks and have developed systems that can automatically shut-down when a hydraulic-oil leak is detected in a pipeline.”
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Clean cargo handling
espite today’s growing trend to implement cleaner, more environmentally-friendly fully electric-drive solutions, it is still extremely important to develop hydraulic systems that are as pollution-free as possible. “Around 50 percent of all newbuild vessels still use hydraulically-operated equipment and almost all offshore installations and drilling ships require these systems, particularly due to explosion hazards,” explains Nils Walle, MacGregor Sales Manager, Auxiliary and Machinery Systems. For the past three years, vessels over 24m operating in US waters must use environmentally acceptable lubricants (EALs) in all oil-to-sea interfaces. For European waters, lubricants must have ECO-label certification.
Kalle Aaltonen, MacGregor Sourcing Manager and Production Engineer, Cargo Handling division says: “We are receiving an increasing number of enquiries for environmentally-friendly greases and have spent several years investigating the use of EALs on our cargo handling equipment. “We have worked closely with grease suppliers and manufacturers to find the best solution for our cargo handling equipment, settling on a product we call BIO Grease. Because our business is worldwide and the EAL criteria for US waters are the highest, this is the standard we aimed for,” notes Mr Aaltonen.
Green Grease is perfectly suited for steel wire ropes as well as slow-moving parts in a vessel’s splash zone” Joacim Linder
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Eco-access equipment “MacGregor has the benefit of decades of experience and cross-divisional expertise when it comes to developing new products,” says Joacim Linder, Director of MacGregor’s RoRo Competence Centre, Global Lifecycle Support. “Some of our new EALs have been developed for specific equipment, while others in the pipeline are going to be for universal use, for example, the heavy-duty lubricant, Green Grease, which has recently received its ECO-label certification. “RoRo customers have also asked for environmentally-friendly greases and we no longer recommend any mineral-based lubricants in our maintenance manuals, only the ECO-labelled Green Grease. “Green Grease is based on biodegradable synthetic esters combined with lithium and calcium soaps. This forms an extremely stable, water-resistant lubricating grease, which makes it perfectly suited for steel wire ropes as well as slow-moving parts in a vessel’s splash zone. We are trialling some in-house projects and have begun supplying Green Grease to our first customers. “We are also running a pilot project investigating switching existing mineralbased hydraulic oil systems in RoRo applications to fully-biodegradable hydraulic oil systems on sailing vessels,” notes Mr Linder.
Next-generation cruise ships call for eco-solutions ,@B&QDFNQ R Q@MFD NE DEjBHDMS PTHDS BKD@M @MC BNRS DEEDBSHUD DKDBSQHB CQHUD RNKTSHNMR @QD HCD@KKX RTHSDC SN BQTHRD RGHOR SGDX @QD @KRN D@RX SN NODQ@SD @MC BNMSQNK @KK @SSQHATSDR SG@S VHKK ADMDjS SGD HMCTRSQX R jQRS V@UD NE +-& ONVDQDC BQTHRD RGHOR
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o ensure that the needs of every ship type are ideally met, MacGregor continuously refines and expands its equipment portfolio, looking to improve environmental impact, efficiency and performance on every level. A sector to benefit from this approach is the cruise ship industry, which has seen some significant changes over the last few years. “Cruise ships operate in some of the world’s most fragile ecosystems and a rising demand from both authorities and operators requires that onboard systems are as environmentally-friendly as possible,” says Lars Öberg, Sales Manager, RoRo at MacGregor. “They also need to be efficient, quiet and cost-effective.”
concept and will be the first cruise ships powered by 100 percent low-emission liquefied natural gas (LNG). Two vessels are under construction at Meyer’s Papenburg shipyard in Germany for Aida Cruises and two are being built at its Turku shipyard in Finland for Costa Cruises.
The ships are scheduled for delivery between 2018 and 2020.
Scope of supply MacGregor’s scope of supply to each vessel includes: shell doors; mooring, loading and stair cover platforms; anchor chain winches 3GD EQDPTDMBX BNMSQNKKDC MacGregor Hatlapa winches RODBHjDC ENQ SGD MDV vessels will have stepless RODDC BNMSQNK L@JHMF SGDL DWSQDLDKX D@RX SN TRD
Decades of successful deliveries MacGregor has an extensive history of delivering access equipment, deck machinery and unique engineering innovations to meet the exacting requirements of the cruise sector. The company continues this legacy by winning orders to supply environmentally-friendly equipment for four 180,000gt next-generation eco-cruise ships. The vessels are being built by cruise sector specialist Meyer Werft for Carnival Corporation brands, Aida Cruises and Costa Cruises. They will showcase Carnival Corporation’s ‘green cruising’
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MacGregor’s scope of supply to each vessel includes electrically-driven shell doors (pictured) and mooring, loading and stair cover platforms
with electro-hydraulic remote controls; roller chain stoppers with a quick-release function and mooring winches. All the access equipment is fitted with electric drives and the MacGregor Hatlapa winches are frequency controlled.
‘Green cruising’ capabilities “Our extensive portfolio of electricallydriven equipment suits this ship type and very much adds to the eco-credentials of these ships,” continues Mr Öberg. “Electric drives reduce the environmental impact of ships as they are energy and cost efficient and, with an impressive reference list and a decade of proven reliability and performance, there is a growing recognition of electricdrive system benefits from the industry.” Compared to traditional hydraulic systems, MacGregor’s electrically-driven versions consume up to 30 percent less energy; they are also quieter, with no noisy powerpacks required, and need less maintenance. They have stepless speed control and their control systems have user-friendly operating panels, making them simple to operate and monitor via a touch-screen interface.
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Our extensive portfolio of electrically-driven equipment suits this ship type and very much adds to the ecocredentials of these ships” Lars Öberg
“It is also easier to install electrical cables compared to hydraulic pipes, no flushing is required and it is easy to change an electric cylinder – if needed. Additionally, pollution from hydraulic oil is eliminated,” he says. “As well as their operational and environmental credentials, our electrically-driven shell doors, tender platforms and lifting and loading platforms, all have a sleek and streamlined design.”
Market-leading deck machinery “In addition to MacGregor’s impressive reference list of electric-drive systems, its longterm record of successful deck machinery deliveries to Meyer Werft and MacGregor’s ability to make timely deliveries, were important factors in securing the contract,” adds Jörn Kölln, Sales Manager, Auxiliary and Machinery Systems at MacGregor.
“Within MacGregor, we have extensive experience in designing and producing deck machinery, which is reflected in our wide range of solutions,” continues Mr Kölln. “Our deck machinery has been developed and improved over the years to fulfil new requirements and new market demands. For the cruise industry we have particularly focused on high levels of reliability, easy operation and minimising environmental impact.” As with the access equipment, the frequency-controlled winches specified for the new vessels will have stepless speed control. “This makes them extremely easy to use,” he notes. “Additionally the automatic let-go function on the anchor winches, with remote control from the bridge, ensures quick and safe operation. “In terms of their reliability, the deck machinery is extremely robust, with all gearboxes designed for high-frequency use. If in the rare event the inverters fail on the windlass, there is a by-pass facility that ensures their continued operation at nominal speed,” Mr Kölln explains. “This ensures that safety and operability are maintained.”
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Obsolescence is an opportunity to expand operational capabilities PLC has been the backbone of its success, Digital control upgrades are which is why they are often a low priority usually only considered when for most operators. In fact, many customers customers are faced with only change PLCs due to obsolescence and obsolete parts, however, almost never think about proactively taking operators could take advantage of some remarkable benefits that advantage of a remarkable a new PLC or control system could offer. Q@MFD NE ADMDjSR LTBG RNNMDQ AX TOFQ@CHMF DPTHOLDMS A proactive approach control systems and PLCs “At MacGregor we know that in addition
strategic pathway to future technologies. “Now we can start to fully appreciate the benefits of nano-technology,” he continues. “We see a future where many nano-sensors are installed on existing equipment. These sensors are then enabled to communicate wirelessly to their control systems and beyond. Just imagine the endless opportunities that become available to us.”
to lowering the probability of unexpected malfunctions caused by an aging control system, a key benefit includes enhanced trouble-shooting resulting from the falling cost of remote access,” he notes. “It is common practice for service teams to remotely view equipment’s operational data, which is often stored on current technology PLCs. MacGregor can now access information prior to a visit or even during the service call saving time, increasing the accuracy of trouble-shooting and minimising downtime. Even better, this information can be used for fault avoidance, unlike a ‘fix it after it breaks’ approach. “MacGregor believes it is time for customers to make a paradigm shift about replacing PLCs and control systems. Obsolescence can be viewed as an opportunity to reduce delays and downtime caused by hardware and software that is no longer supported. More importantly, obsolescence can be leveraged to also implement the benefits of current technology and preemptively establish a
Much more than a like-for-like
oday’s ships represent some of the most highly-automated methods of transportation in the world. Almost all vessels’ main machinery is fitted with a small, robust digital computer called a programmable logic controller (PLC). “They have become so integrated into shipping that there can be hundreds on board a single vessel,” says Paul Glandt, Regional Director Americas, MacGregor Global Lifecycle Support. “PLCs are the building blocks of today’s modern control systems. They are very good at endlessly receiving sensor input and repeating a sequence of commands without wearing out moving parts,” explains Mr Glandt. “The reliability of the
T
MacGregor believes it is time for customers to make a paradigm shift about replacing PLCs and control systems” Paul Glandt
PLCs control simple to complex tasks and integrate with vessel control systems, therefore their upgrades can be relatively simple to more complex. “Either way, upgrades are less costly than replacing the actual equipment that the PLC supports and in the rare event that a PLC fails, a relatively inexpensive part could cost the operator a considerable amount in downtime,” he notes. “PLC modernisations can deliver so much more than like-for-like replacements. MacGregor has helped its customers unlock operational benefits through these upgrades. In addition to advanced trouble-shooting, new PLCs will upgrade equipment automation and control, and can improve functionality, performance and efficiency to the latest standards; far beyond its replacement’s capabilities. It is likely that future PLC advances will come in the form of continued miniaturisation, storage cost reductions and improved communications,” concludes Mr Glandt.
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for Great Lakes duo Two new vessels being built to serve Algoma’s domestic dry bulk L@QJDS HM "@M@C@ VHKK ED@STQD DEjBHDMS DMUHQNMLDMS@KKX EQHDMCKX MacGregor gravity self-unloading systems
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acGregor self-unloading systems, which can handle virtually all coarse dry bulk material, have benefited from decades of development and service experience since the delivery of the first self-unloading vessel in 1956. Continuing its role in shaping these industry developments, MacGregor has accumulated an impressive reference list of deliveries to this ship type. Most recently it has received an order for gravity selfunloading systems for two 29,800 dwt bulk carriers (lakers), which will be delivered to Canadian Great Lakes operator, Algoma, from the Yangzijiang shipyard in China.
Strengthened market position “MacGregor enjoys a good, long-term relationship with the Yangzijiang shipyard and we are happy to see our position in the self-unloading market strengthened through
this order,” says Mikael Hägglund, Sales Manager, MacGregor Selfunloaders. For each of the new vessels, MacGregor will deliver a highly-automated, efficient self-unloading system, which is designed for a maximum continuous unloading rate of 5,450t/h for aggregate or iron ore and 4,360t/h for coal. MacGregor is responsible for the design of the complete self-unloading system, which includes a discharge boom, full flow cargo gates, conveyor belts, cross conveyors, and a C-loop system. “MacGregor’s gravity self-unloading technology is well-recognised by the industry for being able to provide high levels of cargo handling efficiency and environmental protection, which in turn delivers a commercially competitive advantage to shipowners,” says Mr Hägglund. “We carefully discussed Algoma’s technical requirements during the pre-contract phase and were able to offer the most
efficient solution that best suited the operator’s needs,” he continues.
Designing the perfect combination MacGregor’s basket gates are specifically designed to operate with its gravity selfunloading systems to transfer free-flowing bulk material from the ship’s cargo holds onto the hold conveyors. “In association with belt conveyors, basket gates ensure the perfect combination for selecting and varying the required discharge capacity and can be arranged in several rows, which enables high handling capacities,” explains Mr Hägglund. The new bulkers will join Algoma’s fleet of 13 domestic self-unloading vessels operating on the Great Lakes and the St Lawrence Seaway, all of which have to comply with extremely strict environmental protection legislation.
We carefully discussed Algoma’s technical requirements during the pre-contract phase and were able to offer the most DEjBHDMS RNKTSHNM SG@S ADRS RTHSDC the operator’s needs” Mikael Hägglund
MacGregor’s gravity self-unloading technology provides GHFG KDUDKR NE B@QFN G@MCKHMF DEjBHDMBX @MC DMUHQNMLDMS@K OQNSDBSHNM HLONQS@MS ENQ NODQ@SHMF HM @QD@R VHSG DWSQDLDKX RSQHBS environmental protection legislation such as the Great Lakes 34
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Contacts OFFSHORE
MacGregor Tel: +358-20-777 4500 macgregor@macgregor.com
www.macgregor.com
MERCHANT SHIPS Auxiliary and Machinery Systems MacGregor Hatlapa GmbH & Co. KG Tornescher Weg 5-7 25436 Uetersen Germany Tel: +49-4122-7110 • +49-172-981 3292 hatlapa.info@macgregor.com MacGregor Norway AS 368 Skilsøveien, Pusnes NO-4818 Faervik Norway Tel: + 47-370-873 00 pusnes@macgregor.com MacGregor Norway AS Dokkveien 10, Porsgrunn PO Box 1714 NO-3998 Porsgrunn Norway Tel: +47-35-93 12 00 porsgrunn@macgregor.com Bulk Selfunloaders MacGregor Sweden AB Linbanegatan 11 SE-745 25 EnkÜping Sweden Tel: +46-171-232 00 crasales@macgregor.com
macgregor@macgregor.com
Cargo Material Handling MacGregor Sweden AB SjÜgatan 4 G SE-891 85 ÖrnskÜldsvik Sweden Tel: +46-660-294 000 crasales@macgregor.com Cargo Stowage & Securing MacGregor Finland Oy Hallimestarinkatu 6 FI-20780 Kaarina Finland Tel: +358-20-777 4500 drycargosales@macgregor.com Securing Systems MacGregor Germany GmbH Reichsbahnstrasse 72 DE-22525 Hamburg Germany Tel: +49-40-25 444 0 lashingsalesorder@macgregor. com MacGregor Pte Ltd No 15 Tukang Innovation Drive 618299 Singapore Tel: +65-6597 3888 lashingsalesorder@macgregor.com RoRo MacGregor Sweden AB J A Wettergrensgata 5 SE-421 30 Västra FrÜlunda Sweden Tel: +46 31 85 07 00 rorosales@macgregor.com roroconversion@macgregor.com
6ɈZOVYL 3VHK /HUKSPUN MacGregor Norway AS Andøyfaret 15, NO-4623 Kristiansand Norway Tel: +47-91-686 000 ofssales@macgregor.com 6ɈZOVYL 4VVYPUN HUK 3VHKPUN MacGregor Norway AS 368 Skilsøveien Pusnes, 4818 Faervik, Norway Tel: + 47-370-873 00 pusnes@macgregor.com 6ɈZOVYL +LJR 4HJOPULY` MacGregor Pte Ltd 15 Tukang Innovation Drive, Singapore 618299 Tel: +65-6597 3888 ofs.sgp.salesmfg@macgregor.com Triplex Products Triplex AS Henda, 6530 Averøy, Norway Tel: +47-71-513 900 post@triplex.no
.36)(3 30-,*@*3, SUPPORT (including parts & service) AUSTRALIA :`KUL` 6ɉJL! Tel: +61-2-4647 4149 • +61-408-494 777 michael.stacey@macgregor.com BELGIUM (U[^LYWLU 6ɉJL! Tel: +32-3-546 4640 • +32-3-546 4640 macgregor.antwerp@macgregor.com BRAZIL 9PV KL 1HULPYV 6ɉJL! Tel: +55-21-3197-3844 / 4442 • +55-21-97187-7835 pusnes.brazil@macgregor.com CHILE ;HSJHO\HUV 6ɉJL! Tel: +56-41-242 3505 • +56-41-242 3505 oscar.fernandez@macgregor.com CHINA /VUN 2VUN 6ɉJL! Tel: +852-2394 1008 • +852-9097 3165 spencer.lee@macgregor.com 5HUQPUN 6ɉJL! Tel: +86-25-8672 0879 hatlapa.service@macgregor.com :OHUNOHP 6ɉJL! Tel: +86-21-2606 3000 • +86-1380-1660 914 frank.chen@macgregor.com :OHUNOHP 6ɉJL /H[SHWH ! Tel: +86-21-2606 3000 hatlapa.service@macgregor.com :OHUNOHP 6ɉJL 7\ZULZ ! Tel: +86-21-2606 3000 pusnes.china@macgregor.com CROATIA AHNYLI 6ɉJL! Tel: +385-1-383 7711 • +39 33 51394779 ita.service.macgregor@macgregor.com CYPRUS 3PTHZZVS 6ɉJL! Tel: +357-25-763 670 • +39 33 51394779 ita.service.macgregor@macgregor.com
3PTHZZVS 6É&#x2030;JL /H[SHWH ! Tel: +357-25-889 700 â&#x20AC;˘ +357-99-453 786 xenia.papacosta@macgregor.com DENMARK *VWLUOHNLU 6É&#x2030;JL! Tel: +45-44-538 484 â&#x20AC;˘ +45-44-538 484 service.cph@macgregor.com ESTONIA ;HSSPUU 6É&#x2030;JL! Tel: +372-6-102 200 â&#x20AC;˘ +372-53-018 716 marko.maripuu@macgregor.com FINLAND ;\YR\ 6É&#x2030;JL! Tel: +358-20-777 4500 â&#x20AC;˘ +358-40-5014 981 kimmo.huhtala@macgregor.com FRANCE 3L /H]YL 6É&#x2030;JL! Tel: +33-235-247 299 â&#x20AC;˘ +33-235-247 299 fra.lha.maintenance@macgregor. com 4HYZLPSSLZ 6É&#x2030;JL! Tel: +33-491-095 252 â&#x20AC;˘ +33-6-8599 0447 fra.mrs.maintenance@ macgregor.com fra.spares@macgregor.com GERMANY )YLTLYOH]LU 6É&#x2030;JL! Tel: +49-471-78 041 â&#x20AC;˘ +49-471-78 041 volker.radau@macgregor.com /HTI\YN 6É&#x2030;JL! Tel: +49-40-254 440 â&#x20AC;˘ +49-40-2544 4120 service.ham@macgregor.com :JO^LYPU HUK <L[LYZLU 6É&#x2030;JLZ! Tel: +49-4122 7110 â&#x20AC;˘ +49-172-9813 292 hatlapa.service@macgregor.com GREECE 7PYHL\Z 6É&#x2030;JL! Tel: +30-210-4283 838 â&#x20AC;˘ +30-6974-300 550 athena.kanellatou@macgregor.com INDIA 4\TIHP 6É&#x2030;JL! Tel: +91-22-6773 6666 â&#x20AC;˘ +91-998-7034 773 marine.india@macgregor.com ITALY .LUVH 6É&#x2030;JL! Tel: +39-010-254 631 â&#x20AC;˘ +39-335-1394 779 ita.service.macgregor@ macgregor.com JAPAN 2VIL 6É&#x2030;JL! Tel: +81-78-846 3220 â&#x20AC;˘ +81-90-4387 9992 masashi.tarui@macgregor.com ;VR`V 6É&#x2030;JL! Tel: +81-3-6671 8347 â&#x20AC;˘ +81-90-2640 8716 kiyoshi.masuko@macgregor.com KOREA )\ZHU 6É&#x2030;JL! Tel: +82-51-709-3777 â&#x20AC;˘ +82-10-7319-7800 jeong.seop.lee@macgregor.com )\ZHU 6É&#x2030;JL /H[SHWH ! Tel: +82-51-972 9260 hatlapa.service@macgregor.com
)\ZHU 6É&#x2030;JL 7\ZULZ ! Tel: +82-51-709 3760 pusnes.korea@macgregor.com LITHUANIA 2SHPWLKH 6É&#x2030;JL! Tel: +370-46-469 855 â&#x20AC;˘ +370-698-58 505 tomas.bagdonas@macgregor.com MALAYSIA 2\HSH 3\TW\Y 6É&#x2030;JL! Tel: +60-377-828 136 â&#x20AC;˘ +60-19-2615 316 melvin.go@macgregor.com 4PYP 6É&#x2030;JL! Tel: +60-854-28 136 THE NETHERLANDS 9V[[LYKHT 6É&#x2030;JL! Tel: +31-10-2832 121 â&#x20AC;˘ +31-10-2832 121 macgregor.rotterdam@ macgregor.com NORWAY (YLUKHS 6É&#x2030;JL! Tel: +47-370-873 00 â&#x20AC;˘ +47-900-53 924 pusnes.service@macgregor.com )LYNLU HUK 6ZSV 6É&#x2030;JLZ! Tel: +47-56-313 300 â&#x20AC;˘ +47-56-313 300 Offshore: service.bgo@ macgregor.com Merchant ships: service.mss.nor@macgregor.com 2YPZ[PHUZHUK 6É&#x2030;JL! Tel: +47-91-686 000 â&#x20AC;˘ +47-91-689 751 krs.service@macgregor.com krs.spareparts@macgregor.com 7VYZNY\UU 6É&#x2030;JL! Tel: +47-37-087 300 Psg.Service.Porsgrunn@ macgregor.com POLAND .K`UPH 6É&#x2030;JL! Tel: +48-58-7855 110 â&#x20AC;˘ +48-602-725 088 gdynia.poland@macgregor.com QATAR +VOH 6É&#x2030;JL! Tel: +974-4460 7310 â&#x20AC;˘ +971-50-4510 715 hanssen.surrey@macgregor.com RUSSIA & UKRAINE :[ 7L[LYZI\YN 6É&#x2030;JL 9LWYLZLU[H[P]L VÉ&#x2030;JL MVY 4HJ.YLNVY ,Z[VUPH ! Tel: +7-921-938-0498 â&#x20AC;˘ +7-921-938-0498 sviatoslav.chetyrkin@macgregor. com SINGAPORE :PUNHWVYL 6É&#x2030;JL! Tel: +65-6597 3888 Merchant ships: â&#x20AC;˘ +65-6261 0367 marineservice.sgp@macgregor. com Offshore: â&#x20AC;˘ +65-6861 3922 ofs.sgp.aftersales@macgregor. com :PUNHWVYL 6É&#x2030;JL /H[SHWH ! hatservice@macgregor.com :PUNHWVYL 6É&#x2030;JL 7\ZULZ ! pusnes.singapore@macgregor.com
SWEDEN ,URÂ&#x20AC;WPUN 6É&#x2030;JL! Tel: +46-171-232 00 .V[OLUI\YN 6É&#x2030;JL! Tel: +46-31 85 07 00 â&#x20AC;˘ +46-31 85 0700 service.got@macgregor.com kYUZRÂ&#x20AC;SKZ]PR 6É&#x2030;JL! Tel: +46-660-294 000 OER.CC-tech-sup@macgregor. com TAIWAN Contact through Hong Kong OfďŹ ce: Tel: +852-2394 1008 â&#x20AC;˘ +852-9097 3165 UNITED ARAB EMIRATES (I\ +OHIP 6É&#x2030;JL! Tel: +971-2-554 1690 â&#x20AC;˘ +971-50-4510 715 hanssen.surrey@macgregor.com +\IHP 6É&#x2030;JL! Tel: +971-4-4562 863 â&#x20AC;˘ +971-50-4510 715 hanssen.surrey@ macgregor.com -\QHPYHO 6É&#x2030;JL! Tel: +971 9 228 2338 â&#x20AC;˘ +971 9 228 2338 pusnes.dubai@macgregor.com UNITED KINGDOM (ILYKLLU 6É&#x2030;JL! Tel: +44-1224-347 050 â&#x20AC;˘ +44-7921-473 427 service.abn@macgregor.com )V\YULTV\[O 6É&#x2030;JL! Tel: +44 1202 636080 â&#x20AC;˘ +44-7557-001 493 hatlapa.uk-info@macgregor. com 5L^JHZ[SL 6É&#x2030;JL! Tel: +44-191-2952 180 â&#x20AC;˘ +44-7768-334 419 prt.service@macgregor.com ncl.spares@macgregor.com 7VY[ZTV\[O 6É&#x2030;JL! Tel: +44-2392-210 703 â&#x20AC;˘ +44-7768-334 419 prt.service@macgregor.com >OP[Z[HISL 6É&#x2030;JL Tel +44-1227-793351 â&#x20AC;˘ +44-7425-917132 woodďŹ eld.service@macgregor. com UNITED STATES *OLZHWLHRL 6É&#x2030;JL! Tel: +1-757-558-4583 â&#x20AC;˘ +1-757-558-4580 malcolm.hodges@macgregor. com /V\Z[VU 6É&#x2030;JL! Tel: +1-346-888 2030 â&#x20AC;˘ +47-90-053-924 pusnes.houston@ macgregor.com 5L^ 6YSLHUZ 6É&#x2030;JL! Tel: +1-985-892-9833 â&#x20AC;˘ +1-201-704-8769 elaine.dufrene@macgregor.com 5L^ @VYR 6É&#x2030;JL! Tel: +1-914-631-0700 â&#x20AC;˘ +1-914-439-3662 jeff.siegel@macgregor.com
Note ŕ Ž = 24-hour service numbers Updated: August 2016 For an up-to-date list, please visit our website
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It is brave to be safe It is not brave to take risks. MacGregor personnel take the time to double-check and make their decisions based on what is safe. MacGregor has a market-leading reputation for safety. We identify and mitigate risk as a part of our daily work, in the office and in the field. We speak out if we have doubts and stop a job if it is not safe. Safety takes priority over all other considerations. As part of our commitment to a safety culture our employees use a new safety app, delivering monthly safety updates and educational modules. It is not brave to take risks; it is brave to be safe.
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