MacGregor News 166, Spring 2013

MacGregor

news CUSTOMER MAGAZINE

ISSUE 166

SPRING 2013

Simulation allows decisions to be based on realistic data 8

18

New crane control features enable faster, safer and closer lifts

20

Ship design should start with earning ability

23

MacGregor expertise accommodates ConRo cargo mix

Contents 4

News

offshore 6

A new MacGregor crane brings threedimensional motion compensation to the offshore market

8

Simulation technology optimises a product’s effectiveness while enhancing ship safety and operational efficiency

10

High degrees of reliability and performance have earned MacGregor repeat offshore crane contracts

11

Conversions make good use of existing assets

12

Deliveries on track for 20-winch order for offshore pipe-layers

12

merchant shipping 14

MacGregor offers its customers two types of inspections so they can see how consistent quality is maintained

16

Quality assured: MacGregor is expanding its quality assurance certification

Simulation can help at every stage: from concept to operation

17 The benefits of dedicated account management 18

New CC3000 crane control features enable faster, safer and closer lifts

20

A process that analyses a container ship’s cargo profile is now undergoing trials

22

MacGregor’s new A-class lashing bar unlocks container stowage potential

23

MacGregor expertise accommodates ConRo cargo mix

26

Eleven port projects, one year to deliver them

30

Versatile self-unloaders can use almost any port

14

8 22

23

customer service 27

Crane upgrades improve safety of ship-to-ship personnel transfers

28

Sealift RoRo ramp modifications further enhance military capabilities

31

Contacts

MacGregor News is Cargotec’s customer magazine with distribution of approx. 15,000 copies. Publisher: Cargotec Corporation, Porkkalankatu 5, FI-00180 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/Zeeland Printed by Punamusta, Joensuu, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.

Not just surviving but growing We constantly develop the way we work, both with our customers and internally as an organisation; this is essential for our future success and growth.

Working closely with our customers on efďŹ cient and sustainable cargo ow solutions starts with investing in the R&D needed to widen our portfolios for all types of ships, and to enter new segments.

Environmental accountability and maximum efďŹ ciency are universal aims, and central to our global developments. Not only do we constantly improve both, and recent examples include advances in crane control software and electric drive technology, but we also want to change some fundamental processes in ship design.

An efďŹ cient cargo handling system minimises emissions caused by transporting the commodity being carried, but we want to go further. We can help customers consider how they make the most money from a ship. To do this we are trialling a computer modelling system that takes the earning ability of a ship as the starting point, and makes this the cornerstone on which to base decision-making about container stowage and lashing. In conjunction with this we have developed a new lashing bar that potentially enables more containers to be carried.

Our aim is to grow and not just survive this challenging market. While we will continue to serve our offshore customers from our European competence centre, more than 70 percent of MacGregor’s sales are generated in Asia-PaciďŹ c and our presence in Asia is an essential element for this growth. Therefore, we have made the decision to be domiciled in Singapore.

We expect the shipping market to continue to be challenging for the foreseeable future, however, the trends for improved energy-efďŹ cient and environmentally-friendly ships provide a growth opportunity for MacGregor. Container, RoRo and ConRo carriers particularly beneďŹ t from an earning-ability approach. A recent run of orders for RoRo ships and car carriers from various yards and owners further cement our preferred supplier status in this arena.

Mikael Mäkinen President, MacGregor

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2012

2011

Muutos

Orders received

3,058

3,233

-5%

Order book

2,021

2,426

-17%

Sales

3,327

3,139

6%

Operating proďŹ t *

157.2

207.0

-24%

4.7

6.6

Cash ow from operations

97.1

166.3

Earnings per share, EUR

1.45

2.42

Operating proďŹ t margin, % *

Sales by reporting segment 2012, %

MacGregor 32% (39%)

Hiab 25% (24%)

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Kalmar 43% (37%) t &RVJQNFOU

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Sales by geographical segment 2012, %

Americas 24% (21%)

EMEA 40% (40%)

APAC 36% (39%)

*excluding restructuring costs

MacGregor is the world’s leading brand of engineering solutions and services for handling marine cargoes and offshore loads. MacGregor products serve the maritime transportation, offshore and naval logistics markets, in ports and terminals as well as on board ships. Our cargo ow solutions integrate cargo access, stowage, care and handling functions to suit a particular ship’s cargo proďŹ le. This beneďŹ ts its productivity, environmental impact and proďŹ table service lifetime. www.macgregor-group.com

News around the world

Maritime conference gathers customers in Greece The Navigator Maritime Conference in Piraeus, Greece, has once again proved to be a successful event for MacGregor, further strengthening its networks and relationships with shipping companies. The 11th annual one-day conference was held at the end of 2012 and was followed by a technical seminar presented by MacGregor experts. It was attended by more than 400 participants, including a number of MacGregor customers.

“This was a particularly successful event for us,” says Athena Kanellatou, MacGregor Greece’s Branch Manager. “We have been a part of the conference for a number of years, and benefit from the knowledge that we gain from attending it, along with enjoying the opportunity to meet new and existing customers.”

MacGregor’s technical seminar session was held after the conference and was attended by 45 shipping companies. It focused predominantly on environmentallyfriendly electrical technical solutions.

Mika Vehviläinen: “The importance of transport and logistics will continue to increase in the future”

Flexibility raised on DFDS trio

Cargotec’s new President and CEO has logistics background Mika Vehviläinen started as Cargotec’s President and CEO in March. He graduated with an MSc in economics and has held executive positions at Nokia, Nokia Siemens Networks and as President and CEO at Finnair. He has also worked on logistics and service development in the US and in Asia.

“During his successful international career, Mika Vehviläinen has convincingly proven his leadership and results-creating skills – even during difficult circumstances,” said Cargotec’s Chairman of the Board, Ilkka Herlin. “The Board is certain that under his management Cargotec is well prepared to face the future changes and challenges.”

Mr Vehviläinen said: “The importance of transport and logistics will continue to increase in the future. Cargotec, as the forerunner in cargo handling solutions, offers an interesting challenge. I am excited to develop the Cargotec business further, together with its personnel.”

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MacGregor has completed a turnkey conversion order on three of DFDS’s 32,289gt RoPaxes including Ficaria Seaways

Last summer, MacGregor’s RoRo conversion team and its service branch in Gothenburg, Sweden, carried out a turnkey conversion order on three of Danish operator DFDS’s largest vessels. Work on board the 32,289gt RoPaxes Tor Begonia (renamed Begonia Seaways) and Tor Freesia (renamed Freesia Seaways) was carried out at Fayard, in Denmark, in July and August, and on Ficaria Seaways alongside in the Port of Gothenburg, Sweden, in July. All three vessels are deployed on the company’s liner service between Ghent in Belgium and Gothenburg.

“MacGregor was contracted to increase the height between the lower deck and the hoistable car decks so DFDS could load sport utility vehicles (SUVs) as well as standard cars on the lower deck,” explains

Magnus Göransson, Branch Manager for MacGregor Service in Denmark and Sweden.

“We raised the height on the upper hoistable decks by 100mm and adjusted the access ramps and chamfer plates for a smoother transition with the lower deck panels as some vehicles were previously scraping the deck when driving on and off the access ramps.

“The clear height between the hoistable car decks and deck No 4 is now 1,700mm and the clear height on the lower deck is 1,900mm. We also reinforced the existing car deck panels, flanges and buckling stiffeners on the lower car deck level, which increased the loading capacity to 2,200kg for a private car, with an axle load of 1,200kg”.

News around the world

Container efficiency advances enhance vessel profitability A series of new MacGregor products and services is destined to make step-changes to the way that shipowners and yards look at the productivity and profitability of both newbuild and existing container ships.

MacGregor is trialling a new process that analyses a container ship’s cargo profile and enables a vessel’s earning ability to be the design starting point for its container stowage and lashing system (page 20).

In addition to this, MacGregor has developed the A-class lashing bar to widen the use of external lashing systems, which can lead to a ship carrying more containers (page 22).

PS MacGregor’s new lashing catalogue is also out. It can be viewed via our web pages, http://www. cargotec.com/en-global/macgregor/products/lashing-systems/Pages/default.aspx, or a printed copy can be requested, lashingsalesorder@cargotec.com.

More MacGregor cargo access packages for ACL’s G4 ConRos A prestigious new cargo access contract for five Container/RoRos (ConRo) has been secured by MacGregor. The vessels are to be built at Hudong shipyard in China for Atlantic Container Lines (ACL), which is part of the Grimaldi Group of Naples.

The order includes MacGregor RoRo cargo access equipment, hatch covers and cell guides and container lashings for the fourth-generation (G4) vessels, which have a container capacity of 3,800 TEU and can accommodate 1,307 car units. This contract follows a run of new ConRo orders and deliveries secured by MacGregor (page 23).

Electric-drive technology specified for two more car carriers The end of 2012 saw work commence on electrically-driven MacGregor RoRo equipment for two new car carriers under construction at Shin-Kurushima’s main facility, Onishi Shipyard, in Japan. Each ship will be supplied with a stern ramp, a side ramp, six internal ramps, a ramp cover and hoistable car decks.

“There are good commercial reasons for shipowners to choose electric drives,” says Magnus Sjöberg, Sales Director for MacGregor RoRo.

“One of their major advantages is the elimination of hydraulic oil leaks that cause pollution and cargo damage. An additional advantage is that they are easy to monitor and service.”

“These new vessels will be fitted with a touch-screen monitoring system for the electric drives, which has improved the commissioning process of each of the drive units because of its user-friendly interface and flexibility,” explains Mr Sjöberg.

The monitoring system will provide a continual data stream and equipment status updates. It has been optimised for future developments and is ready for external integration into other ship management safety systems.

The first vessels with all-electricallydriven internal and external RoRo outfits entered service in 2011, including Nissan’s eco-friendly coastal car carrier, Nichioh Maru, which was also delivered by Shin-Kurushima.

Nichioh Maru was one of the first car carriers with all electricallydriven internal and external RoRo outfits

ISSUE 166 | MACGREGOR NEWS

5

OFFSHORE

Specific operational demands

drive innovative solutions Innovative solutions tailor-made for VSHFL¿F RSHUDWLRQDO requirements include a new MacGregor crane bringing threedimensional motion compensation to the offshore crane market A new infield support vessel (ISV) will feature a MacGregor offshore crane that will land containers of tools and equipment on small, high platforms with little margin for error. Siem Offshore approached MacGregor’s Competence Centre for Advanced Load Handling, Offshore in Kristiansand, Norway, to develop the crane especially for the 74m Siem Moxie, which is under construction at Fjellstrand shipyard in Norway. The ISV will operate in the offshore renewable energy and oil and gas markets, carrying out installations, repairs, maintenance and general service duties.

“This crane is a first of its kind, not just for MacGregor, but for the offshore industry,” says Frode Grøvan, Director, Sales and Marketing, Advanced Load Handling.

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The crane has a safe working load of 5 tonnes at a 25m outreach and features a telescopic jib, operated by a hydraulic rackand-pinion system, to achieve the required combination of lifting height and compactness when not in use. All the main operational functions will be controlled from an operator cabin with good views of the main deck and lifting zones. Delivery is scheduled for January 2014.

“We are working with our customer on the operating window specification, but the operational limitation for the vessel and its other equipment is a significant wave height of 3.0m and this is also our target for the crane,” Mr Grøvan says.

“Three-axis compensation ensures that the crane’s pedestal remains vertical in relation to the sea bed, so that it will always be parallel to the windmill structure” – Frode Grøvan

One specific task for Siem Moxie will be to transfer containers of tools and equipment to the top of offshore windmill foundations to install power cables and other apparatus before the rotating parts of the windmill are installed. The vessel will also be used for maintaining windmills that are in operation.

During these operations, Siem Moxie will be operating in DP (dynamic positioning) mode.

“The landing platforms are about 20m above the water and they are only 4m2, so precise load handling is necessary,” says Mr

Grøvan. “Although MacGregor’s standard active heave compensation (AHC), supplied through a crane’s winch, compensate for a vessel’s vertical movements; a greater degree of precision was required in this case.

“In addition to compensating for vertical motions in a seaway, we needed to develop new technology to compensate for the vessel’s movements in the horizontal plane: pitch and roll. 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 will always be 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 point of the vessel.

“Although all areas of the vessel experience the same angular movements in a seaway, positioning the crane at the centre of the vessel minimises the actual physical displacement of the crane and its load,” explains Mr Grøvan.

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 tilt 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.

Adding in the heave compensation provided by the winch’s built-in AHC capability

creates a full three-axis (x, y and z) compensation system, which keeps a suspended load fixed in a selected position within the crane’s operational parameters.

A motion reference unit (MRU) will be the primary sensor for calculating heave motion.

In addition, a secondary sensor placed in the crane boom tip will be used to verify the MRU’s accuracy and provide overall redundancy, adding to the system’s safety.

The jib’s luffing and slewing controls remain fully functional with the three-axis compensation activated. “This makes precise load positioning possible without shutting down the compensation mode or moving the vessel,” Mr Grøvan says. “While a similar operational end result might have been achieved by making use of the crane’s luffing and slewing functions to control the position of the head of the jib, it would have resulted in a more complex solution and it would have been difficult to achieve the required speed of response”.

“This crane is a first of its kind, not just for MacGregor, but for the offshore industry” – Frode Grøvan

The crane can also be used for a variety of other purposes, including ship-to-ship operations. Mr Grøvan explains that under normal circumstances, the constant tension function is used to compensate for the motion of a second vessel when lifting a load from its deck. “When the hook has been connected to the load with a slack wire, the crane operator activates constant tension. The wire is pulled in by the winch and kept at a pre-tensioned level until the operator is ready to lift the load off the second ship by deactivating constant tension and pulling the wire in at full tension.”

Although it will not be a standard feature, the crane can be specified for personnel lifting. Its winch will need two independent brakes to be certified for personnel lifting, and specific certificates will be required for some of the crane’s other components.

ISSUE 166 | MACGREGOR NEWS

7

Simulation allows decisions to be

based on realistic data

C-HOW is a simulation platform that allows customers to run particular equipment through various simulated conditions and operations, for example ship-to-ship transfers

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MACGREGOR NEWS | ISSUE 166

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MacGregor uses simulation extensively in its design processes; applying this technology throughout a product’s useful life can optimise its effectiveness while enhancing a ship’s safety DQG RSHUDWLRQDO HI¿FLHQF\ Simulation can help at every stage of a newbuilding project, from concept studies and layout plans to training, operational planning and, later on in its life, modifications and upgrades, says Frode Grøvan, Sales and Marketing Director for MacGregor Advanced Load Handling. “Not only does it improve our customers’ systems, crew performance and safety, it also allows them to demonstrate the benefits to their own clients, in terms of increased availability, contingency planning, calculation and presentation tools, control options, flexible and immersive training, ‘black-box’ analysis, and much more.

“Putting simulation technologies to work helps you see all the things you didn’t know you didn’t know, including what simulation tools can really do for you. Simulation is all about getting access to realistic information relating to complex interactions so that better decisions can be made and skills can be attained long before risk becomes a factor.

“MacGregor is no stranger to multiple system integration and routinely employs

advanced simulations in the design of such systems. Most recently we have introduced C-HOW, which is essentially a simulation platform that allows our customers to run particular equipment through various simulated conditions and operations.

“The C-HOW software is extremely flexible. The simulation detail can be varied depending on the level of functionality required: C-HOW is modular and scalable, so modules can be added or removed as requirements change. It is not limited to MacGregor equipment and can be tailored for use with products from other manufacturers installed on our customers’ vessels.

Although we have only just introduced it to the market, several customers have already expressed their interest in purchasing the C-HOW tool.”

At a basic level, C-HOW can be used as an interactive calculation tool, feeding in parameters such as loads, lifting radii, and wave accelerations to generate the required data. At the other end of the scale C-HOW can be incorporated in immersive training hardware, such as in the advanced crane simulator that MacGregor built at Kristiansand in Norway.

“With its full 3D simulated environment, this is so realistic that trainees quickly become absorbed in their work and completely forget that they are not in a real crane cabin,” Mr Grøvan says. “This practical ‘learning-by-doing’ allows trainees to make mistakes and learn from them without risk to people or equipment. However, that level of realism is only necessary when you need

to put someone under a degree of pressure during training. Generally speaking, most simulation tasks can be carried out on a PC or laptop.

“When you have begun designing, planning, operating and learning more quickly and safely, you have only just started to appreciate the full range of benefits. When delays, cost overruns or unexpected problems can kill a project, or when an accident can cost lives, knowing more at an earlier stage is an ace you cannot afford to throw away.

“Simulation is all about getting access to realistic information relating to complex interactions so that better decisions can be made and skills attained long before risk becomes a factor” – Frode Grøvan

“We can help you directly by building exactly the kind of simulation tool you need, even if you need to use it before the product design has been completed. These tools can grow with the associated product.”

MacGregor’s simulation products and services can be modified, together with the physical system, all the way to the end of their useful working life. “This way, your investment never becomes obsolete and it always performs in the best way possible, even under changing commercial and operational circumstances. We use simulation technology to help design your product; why not use the same tools to test, train and plan for its future use?”

C-HOW can be used as an interactive calculation tool, feeding in various parameters to generate the required data

ISSUE 166 | MACGREGOR NEWS

9

“The cranes will ensure that day after day in the demanding offshore environment the vessels can deliver accurate load handling and perform routine but essential tasks” – Frode Grøvan

The first of Volstad’s newgeneration fleet, Grand Canyon, features a 250-tonne subsea MacGregor crane and a smaller 15-tonne offshore MacGregor crane

Specialist operations call for more

MacGregor offshore cranes Reliability and performance have earned MacGregor repeat offshore crane contracts for Volstad Maritime’s new series of 125m OCVs, and for two more new subsea support/ maintenance vessels being built in Malaysia

MacGregor has recently won its third identical active heave-compensated (AHC) offshore crane contract for Volstad Maritime’s series of 125m offshore construction vessels (OCVs) from Bergen Group Fosen shipyard in Norway. It has also secured an order for two more 100-tonne electro-hydraulic AHC offshore cranes from a leading Malaysian shipbuilding and

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MACGREGOR NEWS | ISSUE 166

chartering group, taking the total number of cranes for this undisclosed owner to four.

Volstad’s cranes have been ordered for hull 091, the third in a run of 125m Skipsteknisk ST-259-CD design sisterships for the seismic exploration and offshore inspection, repair and maintenance specialist.

As with the two previous orders from Bergen Group Fosen, the OCV will feature a 250-tonne subsea crane and a 15-tonne offshore crane; delivery of the cranes is scheduled for August 2014. The first of Volstad’s new-generation fleet, Grand Canyon (hull 089), was delivered in October 2012. Hull 090 will be delivered in October 2014.

For the Malaysian contract, all four 100tonne offshore cranes are destined for newbuild subsea support/maintenance vessels under construction within the group for an undisclosed owner. The cranes are scheduled for delivery by March 2014 and will be

manufactured by a Cargotec joint venture company in China.

“The cranes are critical elements on board all these newbuilds,” says Frode Grøvan, Director, Sales and Marketing for Advanced Load Handling. “They will ensure that the vessels can deliver highly accurate load handling and perform routine, but essential, tasks, day after day in the demanding offshore environment.

“Our AHC systems offer excellent quality and performance in offshore cranes and other equipment employed on vessels or platforms carrying out subsea work, such as ROV deployment, module handling, or pipelaying,” notes Mr Grøvan.

“Even in extreme weather conditions where the vessel and crane are subjected to large heave amplitudes, the hook and load will remain in a virtually constant position relative to the seabed so that precise load handling operations can be performed.”

Conversions make

good use of existing assets

MacGregor developed a 45m-long by 1.8m-wide link walkway to allow personnel easy access between the production platform and Atlantic London

MacGregor has provided the vital connection that allows personnel to move safely between a production rig and a temporary accommodation platform The jack-up rig Transocean Nordic is currently being converted to a jack-up accommodation unit (JUA) at the ASL shipyard in Batam, Indonesia. Once completed and renamed Atlantic London, the unit will be used to provide accommodation for both operational and project personnel working on a production platform while it undergoes a major service, anticipated to take about 18 months.

MacGregor’s part of this major conversion project was to develop, deliver and supervise the installation of a 45m-long by 1.8m-wide link walkway to allow personnel easy access between the production platform and their new temporary living quarters on Atlantic London.

“In a dynamic industry, factors such as service requirements, amended regulations, evolving techniques and changing commercial imperatives can drive conversion projects such as this,” says Arve Plassen, Branch Manager for MacGregor Service in Norway. “Conversions make good use of existing assets and we make good use of our experience and expertise to deliver tailored engineering solutions for them.

“Conversions make good use of existing assets and we make good use of our experience and expertise to deliver tailored engineering solutions for them.”

– Arve Plassen

“We were initially approached by the project management company, Nordica Offshore, to see if we could help. It was our first offshore contract for the company, but came as a result of earlier projects that MacGregor has been involved with.”

The project commenced in May last year and required the collaboration of MacGregor’s service stations in Norway and

Poland. “Our involvement in the project comprised four phases. We have delivered the first three, which include the initial study and concept development that provided the foundations for engineering, and the walkway’s fabrication. Phase four, installation supervision at the conversion yard, is still outstanding due to some project delays”.

The walkway was fabricated by OCS Singapore and delivered to Indonesia at the end of 2012. “Our experience of working with OCS is very good and it meets our exacting production standards. It is also conveniently located for the conversion yard in Indonesia,” Mr Plassen says.

Following the delivery voyage, for which the walkway will be secured in a vertical position, Atlantic London will take up its position in the Total Oil Yadana (Myanmar) field.

Here it will be located close to the existing production platform and the walkway will be lowered into its operational mode. Atlantic London’s extensive conversion work included the provision of 150 new crew cabins, a galley, cold stores, a mess room, recreation rooms and locker rooms.

ISSUE 166 | MACGREGOR NEWS

11

Deliveries on track for 20-winch order Two mooring system comprising twenty winches destined for two offshore pipelaying vessels are at various stages of delivery; ten have been factory-tested, and the remaining ten are ready for installation

In April last year, MacGregor secured a substantial contract to supply twenty 150tonne MacGregor electric winches to one of the world’s largest integrated oil and gas services company, SapuraKencana Petroleum Berhad. The winches form part of two MacGregor mooring systems, which are destined for the pipe-laying heavy-lift offshore construction vessels, SapuraKencana 1200 (SK1200) and SapuraKencana 3500 (SK3500), on order at Cosco (Nantong) Shipyard Co Ltd in China.

Both pipe-layers are being built for the Malaysian company’s wholly-owned offshore installation and maintenance subsidiary, TL Offshore Sdn Bhd. The first vessel, SapuraKencana 1200, is scheduled for delivery by the end of this year and SapuraKencana 3500 by the first quarter of 2014. They will both be deployed for marine construction contracts in Australia and regions in the Middle East and North Africa, for major oil companies.

“Work is well underway for delivering the winches,” says Ilpo Heikkilä, Vice President for winches at MacGregor. “The winches will be delivered as completely assembled units and commissioning for the first shipset is planned for mid-August.”

“We have a long-standing history of working with a number of SapuraKencana’s daughter companies including TL Offshore and Sarku Marine,” Mr Heikkila says. “Our reputation in the industry, and our ability to make key equipment deliveries, were

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MACGREGOR NEWS | ISSUE 166

important considerations for the company when it placed the order. It was also important for the company that we have an established service network, both internationally and locally.”

The pipe-layers’ mooring systems comprise ten variable frequency drive (VFD) electric MacGregor mooring winches, wire rope leading sheaves and accessories. Each winch will have a line pull of 150 tonnes and will be able to carry 1,500m of 63.5mmdiameter steel wire rope. “The mooring system is designed to maintain its designed

“Energy-efficient deck machinery has a big part to play in the new generation of vessels. Our electric winches are more efficient than equivalent hydraulic winches” – Ilpo Heikkilä

limit of movement in all anticipated sea and weather condition,” Mr Heikkilä says.

“And for their part, the system’s winches feature some of the most advanced mooring technology available on the market, including variable frequency drives.”

Variable frequency drives offer a number of advantages, including energy efficiency. “Energy-efficient deck machinery has a big part to play in the new generation of vessels. Our electric winches are more efficient than an equivalent hydraulic winch and as a result, consume around 20 to 25 per cent less energy.

“The modern VFD technology that

“We can deliver electric VFD mooring winches with a line pull of up to 350-tonnes for offshore support vessels” – Ilpo Heikkilä

we employ on these winches is the same proven technology that we have adapted for our range of electric anchor handling/ towing winches, which offer substantially improved operability with low environmental impact, reduced power consumption and low installation and maintenance costs. We can also deliver similar electric VFD mooring winches with a line pull of up to 350-tonnes for offshore support vessels.”

The VF drives also provide a wide range of smooth speed controls including highspeed operation at light-line speed on the drum.

“The winches also feature a number of other advanced technologies,” he explains.

“A pneumatically-driven friction clutch has been installed for each winch to enable the mooring operations to have a one control sequence switch response. This is very important in pipe-laying barge operations.

They also have auto-tensioning functions to ensure that the lay barge maintains a straight course during pipe-laying operations.

“Active front end technology has also been adapted to return regenerated energy to the ship’s electrical system during mooring operations,” Mr Heikkilä adds.

For large wire drum capacities, an

MacGregor winches are designed to meet the most stringent offshore standards and every winch is fully tested, electrically and mechanically, before delivery

automatic mechanical spooling device is ďŹ tted. Independent electric drive spooling devices are available as an option, as are length and tension monitoring and autotension functions. Pneumatic brakes and

clutches are available for remote operation of the drums.

MacGregor winches are designed to meet the most stringent offshore standards, including those set by the Norwegian

Maritime Directorate. Before shipping, every winch is fully tested, electrically and mechanically. Winches can be delivered as complete units or as multiple assembly units for easy installation on board.

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MacGregor supervisors continuously monitor all processes at every facility

Customers can see for themselves

how consistent quality is maintained MacGregor offers its customers two types of inspections: during process audits customers can ensure that MacGregor procedures match their requirements agreed in a sales contract, and during project inspections they can verify that agreed procedures are followed in practice 14

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MacGregor products can be purchased in a variety of forms, ranging from the design and supply of key components to complete deliveries with installation support. “Whichever delivery option is called for, our quality standards remain the same,” says Roni Jukakoski, MacGregor Project Manager, Production.

“In the long-run complete deliveries are the most cost-efficient solution. From an installation and commissioning point of view, complete deliveries simplify the shipbuilding process for the shipowner and yard. They also avoid any issues of integration between our production and delivery processes and shipowner and shipyard schedules.

“It is possible to streamline and integrate processes even further. If the cargo handling equipment is considered as an integral part of the vessel, and MacGregor is involved at an early stage, commissioning is considerably simpler and the completed ship will be more productive and efficient. The whole is worth much more than the sum of its parts.”

“At every facility MacGregor supervisors continuously monitor all processes” – Roni Jukakoski

MacGregor maintains its reputation for worldwide production quality by working closely with its long-term manufacturing partners. “These working relationships have established dedicated processes that comply with MacGregor’s rigorous standards. They also meet classification society requirements and are regularly audited by class surveyors.

MacGregor encourages its customers to

MacGregor encourages its customers to audit the production processes and believes that this benefits overall production

audit the production processes and believes that this benefits overall production. “The purpose of a planned process audit is to offer our customers an opportunity to verify the quality assurance process at MacGregor partner plants. Verification procedures are customer-specific. MacGregor supports a customer’s process audits and tracks the items agreed in the audit, in co-operation with the customer.

MacGregor can accommodate customerspecific requirements; if these differ from MacGregor standards and requirements, the variations are agreed and documented at the contract phase and if necessary are further clarified during the process audit.

When it comes to project inspections, MacGregor prefers – and provides customers with the chance – to verify the reference quality for the whole project. Timing this when the first hatch covers are in outfitting stage gives an opportunity to see hatch covers in various fabrication stages. Careful planning of the project minimises a customer’s inspection costs and ensures that inspection time is reserved for each customer, with no

interference from other projects.

MacGregor supervisors continuously monitor all processes at every facility. “This ensures consistently superior quality within a constant development process to best meet our customers’ needs,” Mr Jukakoski says.

“The supervisors also take care of issuing agreed approvals at predetermined project stages.”

Production processes and schedules vary for each range of products: hatch covers, lashings, cranes and RoRo access equipment.

“Whichever type of delivery option is called for, our quality standards remain the same” – Roni Jukakoski

“However, it is important to understand that even though construction processes may differ significantly between product types the fundamental engineering processes and production elements are performed to the same consistent high quality.

“Our processes generate stable quality and accurate delivery times. They also provide an integrated information flow, supported by MacGregor’s documentation at every stage of the process: control reports, measurement protocols, surface treatment protocols and certificates.

“Our hatch cover production processes are efficient and they ensure the highest quality standards, because they are continuously repeated and the facilities are dedicated to specific products. It is reassuring for our customers to know that the quality of our equipment doesn’t vary, no matter where in the world it is produced.”

Process audits and project inspections for hatch covers Processes audits and project inspections vary depending on the nature of the product. A process audit is arranged at an early stage and allows the customer to verify MacGregor’s production process well before production starts. All related documentation is provided and all production-related issues are audited to ensure that these processes comply with customer’s requirements.

When the first hatch covers are at the outfitting stage, MacGregor invites the customer

for a project inspection. Customers can then confirm the reference quality of hatch covers at all production stages, verify that the covers are being fabricated according to the agreed standards and procedures, and that production is following the agreed schedule.

Project inspections benefit from careful timing. For example, two weeks before production for a set of hatch covers starts, MacGregor provides the customer with details of the production schedule for items such

as cutting, subassembly, assembly, welding, outfitting, workshop testing, blasting and painting. At this time it also suggests the best timing for a project inspection.

With production in progress, MacGregor confirms the optimum project inspection time with the customer two weeks prior to the suggested date.

The customer then confirms the timing and the scope of the inspection a week before the agreed date.

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“As with our quality management systems, the management systems developed to handle environmental and health and safety issues are an integral part of our daily activities” – Henrik Loldrup

Quality assurance is an integral part of MacGregor’s daily activities

Quality assured Through the expansion of MacGregor’s quality assurance certification, the company demonstrates its commitment to environmental awareness, care for its personnel and a continuous drive for clear and consistent organisational processes

MacGregor is expanding its current quality assurance certification to include international environmental and health and safety standards. Lloyd’s Register Quality Assurance (LRQA) has been appointed as the certifying body for the expansion project.

MacGregor has made this move following the increasing number of requests for evidence of a company’s health and safety and environmental management systems. “These requests predominantly come from commercial and public bodies,” says Henrik Loldrup,

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MacGregor’s Director, Quality Assurance.

“This includes navies, ferry companies, public organisations and companies with a high public profile. The most demanding of these are involved in the offshore sector.

“Meeting the standards for certification is not just good for the customer and our reputation,” notes Mr Loldrup. “With such a management system implemented and with LRQA’s stamp of approval, we not only send a signal to our external stakeholders that we are environmentally conscious and care for our personnel, it also means we benefit from internal clarity, leading to reduced risks and increased profitability.”

For several years MacGregor has held multi-site ISO 9001:2008 quality management system certification, covering all MacGregor sites worldwide” For several years MacGregor has held multi-site ISO 9001:2008 quality management system certification, covering all MacGregor sites worldwide.

“As with our quality management systems, the management systems developed to handle environmental and health and safety issues are an integral part of our daily activities.

They will be audited and improved along the way by the relevant MacGregor quality assurance personnel in collaboration with management teams and employees.

“Operating in a global market is challenging and there are risks involved. Correct process handling, as well as environmental and health and safety policies, are essential for handling these. For MacGregor, handling risks is a part of our daily life. Developments that distinguish us from the competition, improve our health and safety processes and work to the benefit of the environment are very important”.

MacGregor’s offshore facilities in Tianjin, China and Singapore were the first to have all three standards – environmental management system (ISO 14000:2004) and occupational health and safety management system (OHSAS 18001:2008) – and in December 2012, MacGregor’s product lines and service centres in Sweden were certified as well.

“The next step is to expand this certification over the year to a number of selected larger service facilities in America, Europe, the Middle East and Asia Pacific countries,” adds Mr Loldrup.

Taking everything

into account adds value Clear communication, a single they don’t add value for the customer once point of contact and a thorough their task is completed.

“For example, as well as taking care of understanding of a customer’s product delivery, an account manager and business – whether a shipowner, his or her supporting team would look operator or a shipyard – are just a closely at a customer’s entire operation, few of the benefits that dedicated apply its understanding of the competition what it needed to be successful, and account management provides and then identify potential improvements and Allocating customers a dedicated account manager supported by a team of experts enables MacGregor to provide higher levels of support than could be achieved by each product line dealing with a customer separately. “This adds value in a number of ways when defining a cargo flow solution to best support a customer’s business throughout its vessel’s lifetime,” says Hans Berg, Vice President, Global Sales, MacGregor. “For example, it increases efficiency, reduces down-time, and ultimately improves customer satisfaction.

“The ‘account’ in account management represents a customer’s business and financial profile, but within MacGregor it also stands for accountability,” he says.

“For MacGregor, an ‘account management’ approach implements our company strategy to focus on customers and to clarify internal processes, which strengthens communication and team work in a customer-oriented way. This drives customer satisfaction and at the same time improves MacGregor’s understanding of customer businesses.

“We know that by understanding a customer’s business we can add value to their operations, which, in turn, improves their growth and profitability. On the surface, it’s not easy to see how this is done, but we have found that dedicating an account manager to each customer is reaping far greater rewards beyond a simple sale. This is not a criticism of sales, it just means that viewed in isolation

make proposals accordingly.

“Within MacGregor we have nominated cross-functional support teams for the account managers. We are able to offer integrated cargo flow solutions for a customer’s specific businesses and ship type needs.

Integrated solutions have great benefits; they produce more efficient ships and therefore improve profitability”.

One part of MacGregor’s account management system is CROL (customer relationship online), which monitors the performance of MacGregor personnel when dealing with customers. In 2012 the annual CROL measurement was carried out as usual, with 120 customer responses from shipowners and shipyards.

The results reveal that 81 per cent of respondents are satisfied with MacGregor’s overall performance; 64 per cent think MacGregor performs better than its best competitors; and 76 per cent of shipowners’ responses say that MacGregor is likely to be a preferred supplier for their future needs. It also revealed that as many as 89 per cent of shipowners are satisfied with MacGregor’s overall performance.

“It also shows that our efforts are paying-off. However, we aren’t perfect and we acknowledge this, which is why we appreciate feedback through customer surveys, without this we can only guess where we need to focus our attention. We hope that account management will improve our working relationships with shipyards. This

year’s survey showed that, of the shipyard respondents, 69 per cent are satisfied with MacGregor’s overall performance. To boost this we will improve cooperation through the use of account teams and support shipyards during order fulfilment phases,” he adds.

of shipowners’ responses say that MacGregor is likely to be a preferred supplier for their future needs

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New crane control features enable

faster, safer and closer lifts Two new control system features deliver enhanced cargo handling capabilities for MacGregor cranes; one allows a single operator to control two separate cranes in a team lift, the other refines the anti-collision separation between adjacent cranes MacGregor continuously hones its products, never satisfied that they cannot be improved.

It has recently introduced two important advances to its market-leading CC3000 control system for its range of deck cranes.

The ‘Auto Team’ and ‘Clearkeeper’ functions both expand operational capabilities and can be implemented on new MacGregor cranes equipped with the latest version of CC3000.

It is also possible to update older cranes equipped with this control system to incorporate these functions.

“The better our crane control systems are, the greater the productivity of the crane,” says Per-Erik Nilsson, Marketing and Sales Director for MacGregor Cranes. “If we can deliver faster, safer and more accurate cargo handling capabilities, our customers will benefit from improved port turnaround times. In some cases, they can perform more complex lifts than previously possible. For example, big and bulky project cargo will be loaded and discharged much faster having these features installed.

“It has always been possible to operate twin cranes – two cranes on the some foundation – in team with one operator. But to operate two separate cranes with only one operator is a real breakthrough and

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significantly extends a crane’s, and therefore a vessel’s, capabilities.”

Automatic control of separate cranes is made possible by the CC3000’s ‘Auto Team’ function for team lifts. “With the CC3000 control system running in Auto Team mode, lifts are faster and safer than with two separate operators using manual controls. Auto Team also makes it possible for two sets of twin-cranes to be operated, which means that one operator can control four cranes,” he notes.

“The operator controls the master crane in the usual way and the slave crane follows automatically, keeping the hook-to-hook distance constant throughout the entire operation. The master crane uses measured angle rates to calculate the drive commands for both cranes. This means that the special ‘team beams’ that are sometimes used during manual team lifts are not needed in Auto Team mode.”

“If we can deliver faster, safer and more accurate cargo handling capabilities, our customers will benefit from improved port turnaround times” – Per-Erik Nilsson

Before a Team lift can start the cranes need to be positioned correctly. The lift lines are attached to the cargo; the lift wires of both cranes are tensioned and the load is lifted and balanced. The position of the cranes is then calibrated. Auto Team mode can now be engaged and the lift commenced; the distance between the crane hooks and the rotation of the cargo is maintained during the Team lift operation.

Lift data is displayed on a screen in the operator’s cabin; it is also possible to use an external display for supervising the operation

from the ship’s bridge. The display provides information about weight, outreach, lift height and lift speed for both cranes. Auto Team has a safety system for avoiding and dealing with overload situations. It provides on-screen information on how to prevent and balance-out Team overload conditions.

“To run the Auto Team function, both cranes must be equipped with a CC3000 control system. In addition, there must be load cells on both cranes, communication cables between the cranes and encoders for all crane motions,” explains Mr Nilsson.

MacGregor’s second CC3000 advance is Clearkeeper, to prevent collisions between adjacent cranes. Based on an earlier anticollision system for dynamic obstacles, Clearkeeper allows cranes to work closer together, while maintaining a safe separation. The previous system used a ‘stop wall’ between the cranes, while Clearkeeper employs a ‘safety box’ around the crane and its jib,” he says. “Clearkeeper makes sure that the boxes of adjacent cranes do not overlap with each other.

“Clearkeeper is very similar to the normal anti-collision system in terms of encoders and alarms, but instead of having a defined stop-zone, it calculates a safety box around each crane jib and crane housing. This expands the cranes’ operating parameters, and ultimately improves cargo handling rates.

In addition to the calculated no-go areas, there are also precautionary approach zones where luffing and/or slewing speed is automatically reduced. Clearkeeper can also be used to avoid static obstacles,” he adds.

“Again, to run these functions the cranes have to be operating with a CC3000 control system. In addition, there must be effective communication between the cranes in the system, all of which must be equipped with correctly installed and calibrated encoders”.

With the CC3000 control system running in Auto Team mode, lifts are faster and safer than with two separate operators using manual controls

“Clearkeeper calculates a safety box around each crane jib and housing, which expands the cranes’ operating parameters, and ultimately improves cargo handling rates” – Per-Erik Nilsson

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Ship design should start with earning ability A process that analyses a container ship’s cargo profile is now undergoing trials; it will enable a vessel’s earning ability to be the design starting point, instead of theoretical and unrealistic cargo stowage assumptions

A container carrier’s design starts with the assumption that the cargo, limited by the displacement of the hull, will be homogeneously distributed throughout the ship. As this is not how containers are stowed in reality, MacGregor believes it is time to think differently about cargo stowage.

“Instead of calculating homogeneous maximum stack weights we now calculate a ship’s earnings based on actual cargo profiles,” says Kari Tirkkonen, MacGregor Senior Naval Architect. “A ship’s cargo profile combines information about the distribution of containers on board, their sizes and weights, on a particular route. There has been a clear need for this kind of solution and the development of modern calculation methods now makes it possible.

“With the right design parameters for a vessel and its cargo handling system, MacGregor can maximise the amount of cargo carried in relation to deadweight tonnage. The distribution of heavy and light containers, and subsequently total cargo weight, should therefore be one of the main factors when considering a new ship. We believe that defining the cargo profile should be the cornerstone and starting point for the ship design process and its container stowage. And we set our minds to solving this challenge because we understand the whole cargo system.”

A design process that analyses a container ship’s cargo profile is now undergoing trials. The route-specific cargo profile – based

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on port, cargo and route information – is evaluated against alternative ship concepts, considering, for example, the vessel’s operational expenditure (Opex) and the cargo system’s capital expenditure (Capex).

The vessel’s operations can be simulated over a given number of years for alternative ship concepts. “As a result of this simulation, we obtain a number of main parameters,” Mr

“Our target is to help make this mindset change…But the earning ability of the ship must be the starting point and key issue” – Kari Tirkkonen

Tirkkonen explains. “After analysing these, we are able to design the optimum stowage concept, resulting in the best match for the ship’s route, with some built-in flexibility”.

“We use a statistical method for analysing the cargo profiles of customers’ newbuildings and the analysis results are used to define the required cargo handling systems. This approach is rather new in the industry,” says Janne Suominen, Manager, MacGregor Cargo System Development.

“The project comes to an end this year.

Everything looks good so far, but we are being cautiously optimistic until we finish.

“We hope to deliver a tool that predicts and delivers maximum profitability from a ship’s ‘earning machinery’. It will mean that we can help customers make the best decisions at the investment phase.

“It is also self-evident that an efficient cargo handling system minimises emissions for each carried commodity, which reduces their carbon footprint,” Mr Suominen adds.

The statistical review of the cargo profile enables the productivity of different cargo systems and ship concepts to be compared.

The process has two main elements, the stowage planning module and the cost model.

The stowage planning module gives a comparable utilisation rate of the cargo system. Variables such as ship data, bay definitions, hydrostatic and strength data, route data, port data and cargo mix are entered, and the plan produced is checked against MacGregor’s Lashmate stowage calculation software.

The cost model produces information about comparable payback periods and yields, delivered as a comparative net present value between two vessels. Investment, operational expenditure and revenue are also taken into consideration. Input data includes program control settings such as the number of average operable days per year, crane properties, vessel data, route data including ports of call, leg distances and freight rates, port data, and other information such as fuel costs.

“The analysis is specific to a vessel, but the benefits of scale can be reached if the whole fleet is analysed in the same way,” notes Mr Suominen.

Mr Tirkkonen says: “We can help customers to think about how they make money

with a ship, not just about its order price from the shipyard. It is a simple fact that it pays off to invest a little more in the ship and a better cargo system. The payback time is shorter, which means it starts bringing in more money sooner. The costefficiency of the investment is improved.

“Our target is to help make this mindset change together with our customers, both shipyards and shipowners. It is of course in a yard’s interest to fabricate the ship as cost-efficiently as possible, and

“The analysis is specific to a vessel, but the benefits of scale can be reached if the whole fleet is analysed in the same way” – Janne Suominen

we understand that aspect as well. But the earning ability of the ship must be the starting point and key issue.

“This approach is not just for newbuilding projects,” adds Mr Tirkkonen. “If a customer contacts us about a year before

drydocking, we can produce a plan on how to enhance a vessel’s cargo system to better meet actual needs. We already have a number of enquiries from customers who are interested in employing the benefits of this new approach.

“Also because vessels are re-located to operate on different routes, when designing the ship, consideration must be given both to the initial cargo profile and to the flexibility necessary to accommodate possible future changes to the cargo profile”.

A vessel’s operations and earnings can be simulated over a given number of years for alternative ship concepts

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New lashing unlocks

container stowage potential MacGregor’s new A-class lashing bar makes it possible for new and existing container ships to employ an external lashing system; compared with an internal system, external lashings improve stack weight distribution, which can lead to a ship carrying more containers MacGregor’s new A-class lashing bar is one way of unlocking the considerable amount of unexploited cargo carrying potential on many container ships. “It is amazing how big an impact the choice of lashing system has on true container capacity,” says Magnus Ahlström, lashings expert and Key Account Manager at MacGregor.

“With an optimal lashing system you have the potential to carry hundreds of extra containers. It is therefore surprising that most new container vessels are built with a ‘standard’ internal lashing system.

“An internal lashing system acts on the compression side of the container stack

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while an external lashing system acts on the lifting side. This means that an external lashing system reduces the compression forces and can therefore increase the stack’s centre of gravity. Hence, a container stack secured with external lashings has much more flexibility in weight distribution and can carry heavier and potentially more containers compared to a stack with internal lashings. In the right circumstances, the rule of thumb would be one more container for every stack. The benefits for the vessel operator are easy to imagine.”

Until now, an external lashing arrangement has been challenging to accomplish due to vessel design. The criteria for its use are dependent on factors including lashing bridge height, the longitudinal distance between containers and lashing bridges, and most critically, a transversal gap between containers of at least 38mm. Without the right combination of these factors, there is the potential for interference between lashing bars and turnbuckles; therefore internal lashing was previously the only practical possibility.

“We faced the fact that it is impossible to adjust the container gaps, which are often only 25mm, and that we had reached the limit of what we could do with our ‘old’ external lashing bar,” explains Mr Ahlström.

“The market needed a new lashing bar to meet the challenge of bigger container vessels with higher lashing bridges and we wanted a wider operational range to include vessels with, for example, a 25mm transversal gap or with previously incompatible lashing bridges.

“With an optimal lashing system you have the potential to carry hundreds of extra containers” – Magnus Ahlström

MacGregor’s new pioneering A-class lashing bar allows external lashing systems to be employed on vessels where it would formerly have been considered impossible. For conversion to an external system, little or no modification work is necessary to the eye plate arrangement on the lashing bridges, but strength calculations, for lashing bridges and hatch covers are to be considered due to increased loading capacity.

The A-class lashing bar has a diameter of 23mm and is forged and heat-treated to the highest quality standards, which delivers a safe working load (SWL) of 25 tonnes. The lashing bar has been class-approved, tested in service and has a patent pending.

MacGregor’s RoRo delivery scope for six 26,000 dwt deepsea ConRos under construction at Hyundai includes a jumbo quarter ramp

MacGregor expertise accommodates

ConRo cargo mix Six new deepsea ConRos will feature RoRo cargo access equipment, cranes and hatch covers supplied as a complete delivery from MacGregor; a tight delivery schedule and impressive car deck load-bearing characteristics were just two of the challenges MacGregor is finalising the installation of RoRo cargo access equipment for six 26,000 dwt deepsea container/RoRo (ConRo) vessels under construction at Hyundai Mipo Dockyard (HMD) at South Korea. The vessels started to roll out from the yard at threemonthly intervals from the beginning of this year and deliveries will continue until the first quarter of 2014.

The MacGregor RoRo access equipment is part of a larger order for the company as the 225m vessels are also equipped with MacGregor cranes and hatch covers.

The ships will be operated by the National Shipping Company of Saudi Arabia (NSCSA) and are replacements for four ships that were built in the 1980s at Kockums in Malmö, Sweden. The new vessels, like the existing ones,

will carry general and project cargo as well as various types of RoRo cargo. They will operate a liner service between the US east coast and the Middle East (Red Sea-Arabian Gulf ) and to the Indian sub-continent (ISC) via Europe.

“The mix of general and project cargo, along with various types of RoRo cargo calls for specialist knowledge,” says Magnus Sjöberg, Sales Director for RoRo Ships. >>

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“Because of our in-depth understanding of RoRo access and cargo handling systems, we are able to deliver the most flexible and efficient designs possible.”

The vessels have a 24,165m2 loading area, a container capacity of 364TEU and two heavy-lift cranes. MacGregor’s RoRo hardware delivery includes a jumbo quarter ramp, a stern door, two ramp covers, several bulkhead doors, two levels of hoistable decks and movable access ramps. The total steel weight – including hydraulics and electrics – of the MacGregor RoRo equipment per ship is 1,600 tonnes.

“The car deck’s uniform distributed load (UDL) is 500 kg/m2, which is twice the UDL you would normally expect to find,” continues Mr Sjöberg. “The increased UDL is necessary to cater for various heavy cargoes

that the vessels are required to carry.

“The tight delivery schedule has been a great challenge for us and our partners.”

The yard has recently secured the contract to build five new 31,600 dwt ConRos for the Grimaldi Group of Naples. Delivery of the ships is planned for 2015 and all will feature MacGregor RoRo cargo access equipment.

MacGregor is also supplying RoRo equipment for two 3,500 CEU pure car/truck carriers (PCTCs) currently under construction at the same shipyard for Neptune Line. The contract was announced in October and will see MacGregor supply each vessel with an axial stern ramp/door, a quarter ramp/door, two rampway doors, a movable flap and a liftable car deck, along with pilot and bunker doors and a hydraulic power pack.

Elevator platform handles heavy railway wagons In September, Uljanik Shipyard in Croatia handed over two 5,000 dwt railway freight wagon carriers, Barda and Balaken, to the Azerbaijan State Caspian Shipping Company.

The ships are 154.8m-long and each can carry 54 railway wagons, or trucks, cars, trailers and other wheeled cargoes.

Railway wagons are carried on two fixed decks, and the lower is accessed by a MacGregor lifting platform. This has a safe working load of 180 tonnes and can raise/ lower two railway wagons at a time between the main deck and the tanktop.

Uljanik constructed similar ships for transporting wagons six years ago, with MacGregor lifting platforns.

Efficient new freight ferries feature MacGregor RoRo access outfits At the end of last year, Ulusoy 14 and Ulusoy 15, the first two of three identical 15,000 dwt RoRo freight ferries, were handed over by Flensburger Schiffbau-Gesellschaft (FSG) to Ulusoy Sealines.

The yard launched the third ship, UN Ro-Ro’s UN Istanbul, in February.

UN Istanbul is the 15th freight ferry in a series built by FSG for these Turkish operators since 2001. “The latest ferry builds on the experience

Ulusoy 15 is one of the three new 15,000 dwt Turkish RoRo freight ferries featuring a MacGregor RoRo outfit Photo: Flensburger Schiffbau-Gesellschaft (FSG)

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gained with her 14 predecessors and is a natural progression in this successful series of Ro-Ro ships,” FSG says. At 208m, and accommodating 283 trailers over 4,094 lane metres, the three ships in the latest generation are the biggest and longest ferries ever delivered by FSG. Each of the new ships features a RoRo outfit from MacGregor, including a stern ramp, a side-hinged ramp cover, a bulkhead door,

two guillotine-type pilot doors and a hydraulic power pack. The contract included the design, production and installation of the RoRo access equipment. Ulusoy 14 and Ulusoy 15 will be operated by Ulusoy on a route between Cesme in Turkey and Trieste in Italy. The 20.6-knot vessels are replacing four older ferries, consuming significantly less fuel and so producing considerably less waste gas emissions.

MESSINA ORDERS MORE JUMBO RAMPS Italian container shipping specialist Ignazio Messina & C. SpA has ordered repeat MacGregor RoRo access and transfer equipment for four 45,000 dwt multi-purpose container/RoRo vessels under construction at STX Offshore & Shipbuilding in Korea.

MacGregor’s hardware supply includes a 49.5m-long jumbo quarter ramp with a driveway breadth of 27.8m at the ship end reducing to12.5m at the shore end, and a maximum carrying capacity of 350 tonnes. It

will also deliver one stern door, two ramp covers, two rampway doors, six division doors, and hydraulic power packs. The RoRo equipment will be delivered between the last quarter of 2013 and the second quarter of 2014.

“We delivered near identical equipment packages for four 240m sisterships built at Daewoo Shipbuilding & Marine Engineering Company (DSME) in 2012,” says Tommy Andersson, Director, Contract Management for MacGregor.

“The performance of our equipment is critical to the success of Messina’s operations and this repeat order is testament to the confidence that the company has in it.”

The DSME deliveries were headed by the 45,200 dwt Jolly Diamante, which is one of the largest RoRo container vessels in the world, carrying up to 2,273 cars and 3,000 TEU. It was followed into service for Messina Line by sister ships Jolly Perla, Jolly Cristallo, and Jolly Quarzo.

MacGregor delivered near identical equipment packages for four 240m sisterships built at DSME in 2012 and headed by the 45,200 dwt ConRo Jolly Diamante Photo: Ignazio Messina & C. SPA

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PORT SOLUTIONS

Eleven projects, one year to deliver them 2012 was yet another busy year for MacGregor’s port specialists with the delivery and installation of a wide range of shore interface systems for worldwide passenger and freight services; 2013 looks to be busy too MacGregor’s ability to turn its hand to multiple port installations was admirably demonstrated in 2012 with it delivering and installing eleven port projects in Denmark, Germany, Norway, Japan, Sweden and Singapore. “It really has been a busy year,” says Clas Hedelin, MacGregor’s Sales Manager, Port and Terminal Solutions.

“We started 2012 by completing our turnkey contract with Scandlines in Denmark for the Port of Gedser, which included doubledeck loading ramps, a passenger gangway, a provisions handling elevator and an automooring unit linked with a storm mooring device.”

“For the Port of Rostock we delivered an auto-mooring unit for berth 54 and completed the upgrade work of an existing automooring unit that we delivered in 2007.”

MacGregor has also installed two additional linkspans in Denmark, one in the Port of Kalundborg and the other in the Port of Århus. “Delivery time was only three months for this order,” notes Mr Hedelin. “The contract called for the conversion into linkspans of a pair of idle stern ramps with an additional new vessel ramp landing interface to ensure smooth vehicle access and transfer over a ferry’s high threshold. It was also possible to install the ramp’s original operating cylinders onto a newly-designed tower structure located at the linkspans’ sides. A new power pack machinery system was delivered to operate the units to ensure that the

equipment conforms to all modern safety requirements.”

Following on from a contract won in 2011, MacGregor delivered and installed three floating pontoon-type water taxi terminals in Leka, Gutvik and Rörvik in Norway. A fourth water taxi terminal is being installed in Abelvaer; it will be linked to the other three taxi terminal installations.

Last year was busy for MacGregor’s port specialists with the delivery and installation of eleven shore interface systems

Another delivery to Norway is the MacGregor linkspan installation for the quay at the Grenland Havn IKS in Langesund.

The port is currently being upgraded to support Fjord Lines’ new ferry service between Langesund and Hirtshals, in Denmark; it is planned to open in May this year when the operator’s new ferry, Stavangerfjord arrives.

“The harbour area is located close to a residential area, so we fitted the linkspan with a

MacGregor has installed two additional linkspans in Denmark, one in the Port of Kalundborg (pictured) and the other in the Port of Århus

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newly-developed noise dampening shore ramp, which we are keen to validate. The ramp has a special compound coating over the area where the vessel’s flaps are in contact with the shore ramp, which contributes to a silencing effect during loading and discharge.”

MacGregor has delivered two linkspans for the Japanese ports of Aomori and Hakodate.

This is to support the operation of a conventional ferry service between Aomori on the Japanese mainland and Hakodate on Hokkaido; the route had previously been served by two high speed ferries.

In Singapore, MacGregor converted a linkspan for the Jurong naval terminal. “We worked closely with MacGregor Service in Singapore. The linkspan was originally delivered by MacGregor in the mid 1980s and for our latest contribution we have designed a new enhanced automated operation.

“We are still busy into 2013 with further contracted installations” – Clas Hedelin

“We are still busy into 2013 with further contracted installations,” he highlights. “Two linkspans are being built for the new ferry that will operate between Gränna and Visingsö across Lake Vättern for the municipality of Gränna, Sweden.

“We have also handed over a water taxi terminal in Öckerö, in Sweden, for the ferry service to the nearby islands of Björkö, Kalvsund and Grötö. We completed a similar delivery to Björkö back in 2004.”

Crane upgrades improve safety of ship-to-ship crew transfers MacGregor is seeing a growing interest in crane conversion work to allow safe personnel transfer at sea and continues to work closely with classification societies and suppliers to develop practical, cost-effective solutions Boarding or disembarking from a ship is often the riskiest part of a voyage, whether the ship is alongside in port, at anchor or underway. The potential hazards of accommodation ladders and pilot ladders are recognised and comprehensively regulated. For pilot hoists the risks were considered unacceptable, and their use was prohibited last year.

As ship-to-ship cargo transfer becomes more common, the number of personnel boarding, disembarking or moving between oil and gas carriers while these ships are at sea is increasing and focusing attention on the associated safety issues.

The offshore industries have been carrying out personnel transfers for years, and can provide merchant shipping with valuable experience when considering the options.

Some tankers will routinely carry out ship-toship (STS) operations; some will do so occasionally, others only rarely. The trend offshore is to use purpose-built equipment for personnel transfer, which many tanker operators would consider beyond their needs.

Tankers are normally equipped with one or more cranes intended for handling hoses and loading stores, but on existing tankers most of these cranes are not certified for the carriage or transfer of personnel. “At MacGregor we are seeing more and more interest in crane conversion work to allow safe personnel transfer,” says Alexander Gelis, Director, Spare Parts and Technical Services at MacGregor. “We are well placed to help shipowners who want to upgrade their cranes for this task.”

Tanker vetting inspectors are taking greater interest in the transfer arrangements provided

and in some cases will refuse vessels whose cranes are not certified for lifting personnel. Inspectors also want to see that certified cranes are equipped with approved lifting baskets, and are operated by properly trained crew.

Classification societies all have rules regarding the additional safety requirements for cranes if they are to be used for lifting personnel; however while these rules are similar, there are significant differences, and there may be further requirements depending on where a vessel is flagged and its trading areas.

“We are already dealing with three major classification societies; DNV, Lloyd’s Register and

“We can offer a very efficient, cost effective service for crane upgrades” – Alexander Gelis

ABS, and as a result we are rapidly building our knowledge base around the differences in their requirements. We have also developed practical solutions with our winch suppliers, so we can offer a very efficient, cost effective service for crane upgrades,” says Mr Gelis.

“We can offer our customers expert advice about including personnel lifting capability when ordering cranes for their newbuilding programmes. And we can, of course, supply our dedicated man-riding solutions, initially developed for the offshore industry.

“Following the successful completion of a crane rebuild contract carried out on board Novoship’s Aframax crude carriers NS Columbus and NS Creation in 2012, MacGregor has received a further contract to carry out similar work on the two MacGregor HH400-1518 cranes installed on each of Novoship’s 2003-built, Aframax crude carriers, Kaluga, Kazan, Krasnodar and Krymsk.”

“We are also progressing enquiries received from Unicom Management Services regarding MacGregor cranes installed on three crude carriers and from Pronav Shipmanagement for twelve MacGregor cranes installed on six LNG carriers,” notes Valeriy Mozhevekin, Sales Manager for MacGregor’s Russian Branch.

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SERVICE

Sealift RoRo ramp modification further enhances

ramp capabilities Slewing stern ramp conversions on four of the US Military Sealift Command’s large medium-speed roll-on/roll-off ships enable amphibious vehicles to be launched directly into the sea Modifying the stern slewing ramp on USNS Pililaau, one of the Military Sealift Command (MSC)’s ‘large medium-speed roll-on/rolloff’ (LMSR) ships, enables amphibious vehicles to be deployed rapidly and safely in stream, as well as retaining the ramp’s ability for normal RoRo operations in port or at sea to a roll-on/roll-off discharge facility. MacGregor USA’s service department completed work on USNS Pililaau’s ramp in December at the BAE Shipyard in Mobile, Alabama.

USNS Pililaau is one of the original 20 ships in MSC’s LMSR fleet. The former LMSR USNS Soderman, was converted in 2000 to a Maritime Prepositioning Force (Enhanced) ship and re-named USNS Stockham.

LMSR ships were built or converted by US shipyards to offset the shortage of militarily useful transport vessels available in the commercial sector. Five existing container carriers were converted to LMSR ships and handed over in 1996 and 1997. Two were completed by Newport News Shipbuilding and three by General Dynamics NASSCO. Fifteen LMSR newbuildings were delivered between 1998 and 2003: seven Bob Hope-class ships

by Northrop Grumman’s Avondale Shipyard in New Orleans, and eight Watson-class ships

by NASSCO in San Diego. The two classes are similar, differing mainly in their propulsion plant.

Each of the vessels has a cargo deck capacity totalling more than 300,000 square feet (28,000m2). The LMSR’s roll-on/roll-off design is configured to carry every type and size of military vehicle in the US inventory

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from frontline A1M1 Abrams tanks and Bradley Fighting Vehicles to self-propelled artillery and trucks, high-mobility multipurpose wheeled vehicles, or Humvees, and even helicopters. The ships also had to be able to load and/or discharge these vehicles at virtually any port facility, from the most modern to the most austere – as well as at sea in SS3 conditions.

MacGregor was awarded a contract for Class Standard Equipment (CSE) in 1993.

MacGregor’s CSE for each ship included a large slewing stern ramp, a stern door, a moveable ramp which services two side ports, port and starboard side port platforms and weather tight side doors. Two pairs of 57-tonne SWL single-pedestal twin cranes make it possible to load and unload cargo where shore-side infrastructure is limited or non-existent. Each pair can be linked to lift 114 tonnes.

The LMSR’s roll-on/roll-off design is configured to carry every type and size of military vehicle in the US inventory

Four LMSR ships have now had their ramps modified: the Bob Hope-class USNS Seay and USNS Pililaau, and the Watsonclass USNS Dahl and USNS Sisler. “We had already gained useful experience from similar conversion work carried out on older RoRo ships, including the original USNS Soderman in 2000,” says Dave Drenon, Service Operations Manager with MacGregor USA.

“Our specialists have also developed the Test Article Vehicle Transfer system for the transfer of vehicles at sea between two ships on a parallel course, even in challenging sea conditions” – Dave Drenon

Design and key fittings for ramp conversion on USNS Dahl were ordered in 2009. The conversion work on USNS Dahl and USNS Seay was carried out at Detyens Shipyard in South Carolina. USNS Sisler and USNS Pililaau had their ramps converted in 2011 and 2012 at the BAE Systems shipyard in Mobile. The design and key components were supplied by MacGregor’s Gothenburg-based RoRo conversion team in Sweden, and the conversions were performed by the shipyards under the supervision of the MacGregor USA service department throughout the installation and commissioning processes.

When considering the feasibility of rebuilding the ramps for amphibious use, the MacGregor RoRo conversion team’s brief required that the reconstructed ramps should retain their original load bearing characteristics, defined as supporting two A1M1 Abrams battle tanks with a 1.22m separation between them when discharging to a pier or RoRo discharge facility. An A1M1 tank weighs over 60 tonnes.

“First we removed and dismantled the existing ramp, then added a 2.3m mid-body extension to the first section and a grating extension to the aft end of the ramp.

We modified the second section to accept

Modifying LMSR stern slewing ramps enables amphibious vehicles to be deployed rapidly and safely in stream, as well as retaining the ramp’s ability for normal RoRo operations

the new grating extension and fabricated a new ramp foot. The turn beam and turn frame structure were modified, and the ramp structure reinstalled. It was also necessary to modify the control system and we installed a new erasable programmable read only memory (EPROM) in the PLC.” Looking at the wider picture, Mr Drenon says MacGregor has a long and successful record of supplying equipment to naval and naval logistics support vessels. “In addition to a wide range of internal and external ramps and doors, cranes and hatch covers, our specialists have developed the Test Article Vehicle Transfer system (TAVTS) for the transfer of vehicles at sea between two ships on a parallel course, even in challenging sea conditions.”

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Versatile self-unloaders specified for

Precious cement cargo

An ability for two handy-size cement carrier newbuildings to use almost any port facility was one of the main reasons that Precious Shipping specified MacGregor’s flexible, reliable and efficient bulk-handling equipment Advanced self-unloading/loading systems have been specified for a pair of 20,000 dwt cement carriers on order at Shanhaiguan New Shipbuilding Industry, in China, for Singapore-based Associated Bulk Carriers (ABC), which is a fully-owned subsidiary of dry cargo shipowner, Precious Shipping PCL, Thailand.

Precious Shipping operates in the small handy-size sector of the tramp freight market. The identical sisterships will be equipped with MacGregor cement self-unloading/loading systems combining mechanical and pneumatic technologies to deliver a self-unloading rate up to 1,000t/h with pneumatic discharge system or 2 x 250t/h with discharging directly to on shore cement trucks and a selfloading rate up to 1,000 t/h for both pneumatic and mechanical loading systems.

Equipment for the first vessel is scheduled to be delivered to builder Shanhaiguan New Shipbuilding Industry this summer with the

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second following later in the year; the order also includes an option for a third system.

The cement carriers have been pre-committed for 15 to 25-year time-charters to an existing client. They are part of Precious Shipping’s ‘rejuvenation plan’ to replace ageing ships with younger, better geared, economical and larger units. The shipowner says that once completed the plan would result in a fleet of about 60 to 65 ships with an average age in single digits and an average size of about 30,000 dwt.

Precious Shipping was voted ‘ship operator of the year’ at Lloyd’s List Asia Awards 2012. The judges were “unanimous in choosing this unique shipping company, which has navigated the downturn in the bulker market with skill due to an intense focus on risk management. Precious Shipping revitalised its fleet and managed to hold down operating costs well below the industry average”. Last year Precious Shipping’s managing director,

Khalid Hashim, received the Seatrade Lifetime Achievement Award in recognition of his many contributions to Asia’s shipping industry over his 30-year career.

“As well as being environmentallyfriendly, the MacGregor self-unloading systems that will be installed on these two cement carriers offer a flexible, reliable and efficient approach to dry bulk transfer,” says Anders Berencsy, Sales Manager, Selfunloading systems. “They will be fullyequipped, enabling them to use almost any port facility. This versatility was one of the main reasons that our system was specified.”

MacGregor has been instrumental in the self-unloading industry, introducing innovative concepts to the market. “We presented our cement carrier concept and demonstrated how its totally-enclosed system could not only make the company significant savings by using seaborne technology, but it could also offer a highly-efficient discharge operation.”

One of the critical factors when handling cement is avoiding water ingress.

“MacGregor’s totally-enclosed system makes water penetration impossible. This makes it ideal for climates where monsoon rains and high humidity can potentially be a problem, such as in South East Asia,” Mr Berencsy says.

“Also, reduced environmental impact is being demanded all over the world. When using one of our continuous loading/unloading systems it is possible to obtain dust-free bulk transfer, which is a must in almost all locations. Dust emissions are further curbed by a totally-enclosed conveyor system equipped with dust collectors.

“We can deliver our self-loading/unloading systems as dedicated cement-handling systems, as in this case. We have a range of self-unloading technologies, including gravity-type systems, suitable for materials such as coal, iron ore and aggregates,” he adds.

Contacts Cargotec Corporation MacGregor Porkkalankatu 5 FI-00180 Helsinki, Finland Tel: +358-20-777 4000 macgregor@cargotec.com

Winches Cargotec CHS Asia Pacific Pte Ltd 15 Tukang Innovation Drive, Singapore 618299 Tel: +65 6597 3888 ofs.sgp.salesmfg@ cargotec.com SERVICE

MERCHANT SHIPS Cranes & Selfunloaders Cargotec Sweden AB Sjögatan 4 G SE-891 85 Örnsköldsvik, Sweden Tel: +46-660-294 000 macgregor@cargotec.com Selfunloaders Cargotec Sweden AB PO Box 914 Gesällgatan 7 SE-745 25 Enköping, Sweden Tel: +46-171-232 00 macgregor@cargotec.com Dry Cargo Hatch Covers & Lashings Cargotec Finland Oy Hallimestarinkatu 6 FI-20780 Kaarina, Finland Tel: +358-2-412 11 drycargosales@ cargotec.com Lashings Cargotec Marine GmbH Reichsbahnstrasse 72 DE-22525 Hamburg Germany Tel: +49-40-25 444 0 lashingsalesorder@ cargotec.com

macgregor@cargotec.com

Cargotec CHS Asia Pacific Pte Ltd No 15 Tukang Innovation Drive, Singapore 618299 Tel: +65 6597 3888 lashingsalesorder@ cargotec.com RoRo Cargotec Sweden AB PO Box 4113 SE-400 40 Gothenburg, (Fiskhamnsgatan 2, SE-414 58 Gothenburg), Sweden Tel: +46-31-850 700 rorosales@cargotec.com roroconversion@ cargotec.com OFFSHORE Advanced Load Handling Cargotec Norway AS Andøyveien 23 N-4623 Kristiansand Norway Tel: +47 91 68 60 00 ofssales@cargotec.com

AUSTRALIA Sydney Office: Tel. +61-2-464 741 49 t +61-408-494 777 michael.stacey@ cargotec.com BELGIUM Antwerpen Office: Tel: +32-3-546 4640 t +32-3-546 4640 macgregor.antwerp@ cargotec.com Zeebrugge Office: Tel: +32-476-813 559 john.neus@cargotec.com CHINA Hong Kong Office: Tel: +852-2394 1008 t +852-9097 3165 spencer.lee@cargotec.com Shanghai Office: Tel: +86-21-2606 3000 Hatch covers, RoRo, winches: t +86-1380-1660 914 frank.chen@cargotec.com Cranes: +86-1380 1950 984 charley.xiao@cargotec.com CROATIA Rijeka Office: Tel: +385-51-289 717 t +385-98-440 260 DL_MCG_HRV_RIJEKA_ SERVICE@cargotec.com Zagreb Office: Tel: +385-1-3837 711 CYPRUS Limassol Office: Tel: +357-25-763 670 t +357-97-888 050 DL_MCG_HRV_RIJEKA_ SERVICE@cargotec.com DENMARK Copenhagen Office: Tel: +45-44-53 84 84 t +45-44-538 484 service.cph@cargotec.com Esbjerg Office: Tel: +45-44-53 84 84 t +45-44-53 84 84 service.cph@cargotec.com ESTONIA Tallinn Office: Tel: +372-6-102 200 t +372-53-018 716 marko.maripuu@ cargotec.com FINLAND Turku Office: Tel: +358-2-412 11 t +358-400-824 414 marine.service@ cargotec.com

FRANCE Le Havre Office: Tel: +33-235-24 72 99 t +33-611-64 39 42 veronique.remy@ cargotec.com Marseilles Office: Tel: +33-491-09 52 52 t +33-491-09 52 52 GERMANY Bremerhaven Office: Tel: +49-471-78 041 t +49-471-78 041 volker.radau@cargotec.com Hamburg Office: Tel: +49-40-25 44 40 t +49-40-25 44 41 20 service.ham@ cargotec.com GREECE Piraeus Office: Tel: +30-210-42 83 838 t +30-6974-300 550 piraeus.service@ cargotec.com INDIA Mumbai Office: Tel: +91-22-2758 2222 t +91-998-703 4773 marine.india@ cargotec.com INDONESIA Batam Office: Tel: +62-778-737 2207 t +62-778-737 2207 ofs.idn.offshore@ cargotec.com ITALY Genoa Office: Tel: +39-010-254 631 t +39-335-139 4779 ita.service.macgregor@ cargotec.com JAPAN Kobe Office: Tel: +81-78-846 3220 t +81-90-4387 9992 masashi.tarui@ cargotec.com Kumozu Office: Tel: +81-59-234 4116 Tokyo Office: Tel: +81-3-5403 1966 t +81-90-2640 8716 kiyoshi.masuko@ cargotec.com KOREA Busan Office: Tel: +82-51-704 0844 t +82-51-704 0844 dae.won.hwang@ cargotec.com LITHUANIA Klaipeda Office: Tel: +370-46-469 855 t +370-698-58 505 tomas.bagdonas@ cargotec.com MALAYSIA Kemaman Office: Tel: +60-985-92 129 Kuala Lumpur Office: Tel: +60-377-828 136 t +60-19-261 5316 melvin.go@cargotec.com

Miri Office: Tel: +60-854-28 136 melvin.go@cargotec.com MEXICO Campeche Office: Tel: +52-938-286-1528 t +1-985-641-3853 ofsmexico@cargotec.com THE NETHERLANDS Rotterdam Office: Tel: +31-10-283 2121 t +31-10-283 2121 macgregor.rotterdam@ cargotec.com NORWAY Bergen Office: Tel: +47-56-313 300 t +47-905-873 71 service.bgo@cargotec.com Kristiansand Office: Tel: +47-91-68 60 00 krs.service@cargotec.com Oslo Office: Tel: +47-23-10 34 00 t + 47-905-873 71 service.bgo@cargotec.com PANAMA Balboa Office: Tel: +507-6673-6495 t +507-6673-6495 errol.fernandez@ cargotec.com POLAND Gdynia Office: Tel: +48-58-7855 110 t +48-602-725 088 gdynia.poland@ cargotec.com QATAR Doha Office: Tel: +974-4460 7310 t +974-5507 1093 niksa.ivic@cargotec.com RUSSIA St Petersburg Office: Tel: +7-812-337 5450 t +7-921-938 0498 sviatoslav.chetyrkin@ cargotec.com Vladivostok Office: Tel: +-7-914-7912 263 SINGAPORE Singapore Office: Tel: +65-6597 3888 Merchant Ships: t +65-6261 0367 marineservice.sgp@ cargotec.com Offshore: ofs.sgp.aftersales@ cargotec.com SPAIN Bilbao Office: Tel: +34-94-480 73 39 t +34-629-46 91 10 ramon.iturre@cargotec.com SWEDEN Enköping Office: Tel: +46-171-232 00 aftersales.enk@ cargotec.com

Gothenburg Office: Tel: +46-31-721 5000 t +46-31-721 5000 service.got@cargotec.com Örnsköldsvik Office: Tel: +46-660-29 40 00 THAILAND Bangkok Office: Tel: +660-2-726 9516 UNITED ARAB EMIRATES Abu Dhabi Office: Tel: +971-2-554 1690 t +971-50-4510 715 hanssen.surrey@ cargotec.com Dubai Office: Tel: +971-4-3413 933 t +971-50-651 0371 behrooz.boorang@ cargotec.com UNITED KINGDOM Aberdeen Office: Tel: +44-1224-347 050 t +44-7850-313 733 service.abn@cargotec.com Liverpool Office: Tel: +44-151-708 4177 t +44-7768-334 419 Newcastle Office: Tel: +44-191-295 2180 t +44-7768-334 419 prt.service@cargotec.com Portsmouth Office: Tel: +44-2392-210 703 t +44-7768-334 419 prt.service@cargotec.com UNITED STATES Fort Lauderdale Office: Tel: +1-954-600-4199 t +1-757-558-4580 mark.cihlar@cargotec.com Houston Office: Merchant Ships: t +1-757-558-4580 kevin.fung@cargotec.com Offshore: Tel: +1-713-434-8975 t +1-713-434-8975 ofsusarig@cargotec.com Jacksonville Office: Tel: +1-904-821-0340 t +1-757-558-4580 ian.whitfield@ cargotec.com Lafayette Office: Tel: +1-337-231-5961 ofsusarig@cargotec.com New Orleans Office: Tel: +1-985-892-9833 t +1-985-892-9833 noah.schwehm@ cargotec.com New York Office: Tel: +1-914-305-9090 t +1-757-558-4580 Norfolk Office: Tel: +1-757-558-4580 t +1-757-558-4580 david.drenon@ cargotec.com Note t = 24-hour service numbers

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