The more remote the control, the safer the crew

Transcription

www.macgregor.com
Customer magazine Issue 169 Autumn 2014
The more
remote the
control, the
safer the crew
page 22
Keys to success: innovation,
reliability and cost-efficiency
page 8
Pioneering Spirit: big
challenges need new solutions
page 18
Extended portfolio
benefits offshore customers
page 26
22
30
Photo: Statoil
contents
contents
11
14
14
Deepest Norwegian
subsea development
demands pioneering
technology
20
MacGregor News is MacGregor’s customer magazine with
distribution of approximately 16,000 copies. Publisher: MacGregor,
part of Cargotec. Editor-in-Chief: Heli Malkavaara Layout: Zeeland
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
Continuous creative
dialogue with customers
4
News
6
Good seamanship promotes safety
Merchant shipping
8
Rickmers’ newbuilds are designed
for maximum efficiency
11
Get the best start for your optimised
cargo system
14
MacRack installations: the benefits are clear
16
Better visibility enhances safety
28
Tailor-made services meet customer needs
29
Shipmanagement MOC demonstrates service
flexibility
30
Busy operations benefit from broad
RoRo know-how
33
First electric heavy-lift cranes
head for delivery
Offshore
18
Pioneering Spirit: big challenges need new
solutions
20
Deepest Norwegian subsea development
demands pioneering technology
22
How far can crews be replaced at sea?
26
Extended portfolio has already benefited
offshore customers
35
Contacts
MacGregor offers world leading engineering solutions and
services for handling marine cargoes and offshore loads. The
scope of our integrated packages is growing and now also
includes Hatlapa, Porsgrunn, Pusnes and Triplex products.
MacGregor serves the offshore, maritime transportation
and naval logistics markets in ports and terminals as well as
on board ships and rigs. MacGregor solutions combine load
and cargo access, stowage, care and handling functions to
optimise lifetime profitability, productivity and environmental
sustainability. www.macgregor.com
We have an ambition to help the merchant shipping and offshore industries
find answers for today’s challenges. Since we joined forces with Hatlapa,
Porsgrunn, Pusnes and Triplex experts, we are putting ever stronger
effort into developing completely new customer-focused solutions. These
aim to maximise the safety, efficiency and profitability of our customers’
equipment throughout its lifetime. In today’s operating environment this
will require thinking about many things in different ways. We believe
our customers will appreciate our approach, and trust that it will also
differentiate MacGregor from the rest.
One of MacGregor’s biggest strengths has always been – and continues
to be – its technological expertise. We are constantly developing our
organisation so that it fully utilises this company-wide knowledge for the
benefit of all our customers worldwide. This creative process is continuous.
Solutions offered to customers are either developed on our own initiative
after we have identified a need, or in response to a customer request. Today
it is made even more powerful by a stronger team with a wider combination
of technologies, unique selection of products, brands and services than
ever in the company history. We engage in a constant dialogue with our
customers and like to be challenged.
A good example of this development work is a new tail start-up winch
ordered as part of a MacGregor package of Pusnes equipment for the
world’s largest platform decommissioning and pipelay vessel, Pioneering
Spirit. Specially-designed for the project, it is now available for the benefit
of all MacGregor’s customers (read more on pages 18-19).
Preparing for growth was not the only motive for our recent
acquisitions. These were strategic purchases, intended to simplify life
for our customers. They are already
demonstrating the benefits of the synergy
they were intended to deliver. This
includes a breakthrough into the midsize anchor-handling vessel market with
Hatlapa low-pressure anchor-handling/
towing winches (read more on pages
26-27).
Together with the will to develop
customer-focused solutions, a strong
commitment to quality has always been one of the core elements of the
MacGregor brand, just as it is also for our Hatlapa, Porsgrunn, Pusnes and
Triplex brands. Our new position means that with this same commitment
we can now offer even more expertise, products and value for our
customers’ investments.
Mika Vehviläinen
President and CEO, Cargotec
News around the world
The Uetersen site in Germany is one of the largest employers in town
Hatlapa brand celebrates 95th anniversary
H
atlapa, a MacGregor brand, celebrates its 95th birthday in
November this year. Since its foundation in 1919 by Max
Hatlapa, the formerly independent company has had
its main offices and manufacturing plant in Uetersen, northern
Germany. Over the years the site has expanded considerably from
its beginnings as the founder’s former family home known as
‘The Villa’. With over 18 manufacturing halls and numerous office
buildings, it is now one of the largest employers in the town.
From the outset, the company has adapted to the demands
of the economy. With an initial product offering of high-quality small diesel locomotives, mobile electric generators, and
diesel-driven cargo winches, Hatlapa soon established itself as a
technological forerunner in the shipping industry. It started to
expand its product portfolio from merchant shipping to offshore
specific products. Hand-in-hand with the company’s growing
reputation for quality German-engineered products, it also
expanded its trading network and today, Hatlapa branded
products are marketed worldwide.
In 2013, Hatlapa’s three shareholders sold their shares and the
company became part of MacGregor. As part of MacGregor, the
Hatlapa product brand will continue to be recognised as one of
the most respected brands in the shipbuilding industry.
Two subsea cranes ordered for Chinese PSVs
Chinese shipbuilder, Fujian Mawei
Shipbuilding Ltd, has placed an order for
two 100-tonne active heave-compensated
subsea MacGregor cranes. The cranes
will be fitted to two 86m multi-purpose
4
MACGREGOR NEWS | ISSUE 169
platform supply vessels (PSVs) under
construction at the yard. Delivery of the
cranes is scheduled for September and
October 2015.
“A key quality of PSVs is that they are
able to perform a wide variety of tasks
effectively in demanding offshore environments. The MacGregor cranes will ensure
that flexibility,” says Tom Svennevig, Vice
President, Offshore Load Handling.
Vice President
appointed to drive
the development of
new frontline services
Multiple
offshore orders
destined for
Malaysia
M
M
acGregor
has formed
a new Global Field
Services unit,
which is designed
to drive developments in frontline
service operations.
Nick White has
been appointed
as its founding
Vice President.
Mr White joined
MacGregor with the acquisition of
Hatlapa, where he has held the position
of Managing Director, Hatlapa Marine
Equipment Ltd.
The new unit is an essential element
of MacGregor’s preparations to become
an integrated Global Lifecycle Support
organisation and demonstrates the
company’s ever stronger efforts to serve
customers throughout the lifetime of their
products.
acGregor has received
contracts to provide offshore equipment for vessels for
the Malaysia-based international
offshore oilfied services provider, MacGregor will deliver a Pusnes offloading system
for the Armada Kraken FPSO conversion project
Bumi Armada Berhad.
MacGregor will deliver a Pusnes
offloading system for a floating production storage and offloading (FPSO) conversion
project. The Pusnes offloading system will be delivered by March 2015. Once completed,
FPSO Armada Kraken will have a total storage capacity of 600,000 barrels and will be
deployed at the Kraken field located in the UK sector of the North Sea.
“Our customer wanted an experienced supplier with a good track record of delivering safe and reliable offloading systems for demanding North Sea projects,” says
Erland Berntsen, Sales Manager, Offshore Loading at MacGregor.
The other orders from the company consist of MacGregor deck equipment for
three 80m ice-class vessels and a 96m shallow water pipe laying barge. Two of the three
80m ice-class vessels are designed for support services; the third is a multi-purpose
duty rescue vessel.
All the ice-class vessels will be equipped with MacGregor electro-hydraulic windlass/
mooring winches, capstans, tugger winches and storage reels, along with anchor handling/ towing winches with a 120-tonne line pull and 200-tonne brake holding capacity.
MacGregor will supply ten electric variable frequency drive positioning mooring winches and mooring capstans to the shallow water pipe laying barge. Equipment
delivery is planned for February 2015.
Securing advances improve productivity
F
ollowing the recent introduction of its innovative A-class lashing bar,
MacGregor notes that shipowners are keen to benefit from the product,
with orders to date totalling around 200,000 units; almost half have already
been delivered.
The lashing bar has an innovative rod head that allows more ships to
enjoy all the advantages of converting to an external double-cross lashing system. External lashing reduces both lifting and compression
forces on the container stack. A container stack secured with
external lashings has more flexibility in weight distribution
and can carry heavier and potentially more containers compared to a stack with internal lashings. In the right circumstances, this equates to one more container for every stack.
For conversion to an external lashing arrangement,
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 must be considered due to the increased loading capacity.
External lashing (pictured) with
MacGregor’s A-class lashing bar
ISSUE 169 | MACGREGOR NEWS
5
Good seamanship
promotes safety
Combining legislation, design, system quality, maintenance and
service factors to create a ship safety system is not complicated,
but integrating the human element is more difficult
S
hipping has always involved
many risks. While improvements to ship safety over the
years have significantly improved the
odds, and continue to do so, risk can
never be entirely eliminated. However,
nowadays seafarers are far more likely
to be killed or injured performing routine occupational tasks than by their
ship sinking.
Some tasks are inherently dangerous.
Even when the correct procedures are
followed, the nature of the work means
that the level of risk remains high. So it
makes sense to design equipment that
makes it unnecessary for personnel to be
6
in risky situations in the first place; hatch
covers which can be opened and closed
without direct manual intervention are
a good example. Complex, multi-crane
operations have the potential for collisions; modern safety software such as
Auto Team and Clearkeeper eliminate
these risks (page 33).
Offshore industry
carries the greatest
risks
Offshore industry personnel are more likely to be
exposed to potentially
dangerous conditions than
seafarers in most other maritime sectors. According to the US Centres for
Disease Control and Prevention (CDC),
the US oil and gas extraction industry
had a collective fatality rate seven times
higher than that for all US workers during a recent seven-year period.
A quarter of the fatalities
were employed in occupaModern tions classified as ‘transships are portation and material
designed to moving’, that is, involved in
be safe, but the transportation of workonly if they are ers and their equipment to
operated and from offshore drilling
safely platforms.
explore a crane’s capabilities in
It is not just the US and gas
marginal operating conditions,
extraction industry with these
so that they are well-prepared
types of statistics; the North Sea
for safe operations at all times.
is one of the most hostile offshore
Effective service and mainenvironments in the world.
tenance is vital to safety and
However, wherever the ship is,
continued efficient operation.
handling heavy gear on an open
It is important to offer flexible
working deck in bad weather is
arrangements that fit with
obviously risky.
owners’ operational requireConsequently, the offshore
ments and their in-house
sector can derive tremendous
maintenance capacity. It can
safety benefits from equipTraining aids, such as simulators, allow users to experience and
often be effective to incorpoment that removes the need for
explore routine operations, such as driving an offshore crane
rate training with service visits.
personnel in the danger zone.
The MacGregor chain wheel manipulaClassification society oversight and
tor allows windlass chain wheels to be
audited quality build processes should
Safety is the responsibility
changed safely at sea, while the Triplex
ensure that newbuild vessels leave the
of all crew
multi-deck handler reduces the risk of
yard fit for purpose. To ensure that
A seafarer’s job mainly requires the repinjury for offshore anchor and cargo
the ship remains in good condition
etition of routine procedures, often in an
handling operations (page 22).
throughout its working life, it is imporunfriendly or uncomfortable environMacGregor’s twin hook handling
tant that wear parts are replaced with
ment. Seafarers may feel isolated, parsystem allows crane hooks to be safely
original parts to preserve the integrity
ticularly as ships’ crews get smaller, and
changed and parked at sea – previously
of equipment.
this can have a negative effect on their
a dangerous and difficult process.
motivation and focus. Fatigue is still a
Training and service are vital serious problem that can lead to loss of
concentration, and there are plenty of
elements
Eliminating potential
hazards
Modern ships are complex, and effective instances of bridge watchkeepers falling
asleep until their ship runs aground.
training is essential to ensure their safe,
Other industries have adopted automaModern ships are designed to be
efficient operation, and to protect expention and robotics in a big way, and their
safe, but only if they are operated safely.
sive equipment from damage caused
experience suggests that the need for
Routine tasks follow procedures that
by misuse. Training must be provided
human intervention could be elimioften include lessons learnt when similar
for new crew members, and may need
nated in many potentially hazardous
refreshing from time to time. Simulators tasks went wrong in the past.
shipboard procedures by employing
can be very useful training aids, allowing Failing to follow the approved procedure
technology such as artificial eyesight
therefore immediately makes the task
personnel to experience both basic and
and intelligence.
A safe ship needs to be well designed, advanced scenarios on major equipment riskier. True attention to safety requires
a fully engaged attitude; this applies to
such as offshore cranes. Our highly realspecified and constructed, and fiteveryone from deckhand to master.
istic simulator also allows operators to
ted out with good quality equipment.
7
Merchant shipping
The Rickmers
Group has
the highest
expectations of
MacGregor’s
equipment,
based on a
long history
of successful
deliveries
Innovation, reliability and cost-efficiency are
keys to success
Two new 20,000 dwt multipurpose vessels for Rickmers Group have
been designed to maximise every aspect of operational efficiency; their
MacGregor systems will play an essential role
A
t the end of 2012, Rickmers
Group announced that it
would take over a contract
for the construction of
two 20,000 dwt multipurpose vessels
to a design that would reflect market
demands for efficient, flexible and reliable vessels. Construction of the newbuildings is well underway at HudongZhonghua Shipbuilding, in China, with
delivery planned for early 2015.
“Vessels of this type have traditionally had very standard designs,” says Dr
Georg Eljardt, Director of Maritime
8
Technology, Rickmers Group. “We took
over the newbuilding project under the
condition that we could change many
elements of the design to ensure the
highest degrees of efficiency on board.”
The significantly improved technical specifications will lead to a substantial reduction in fuel consumption.
An optimised hull form together with
a high efficiency propeller and rudder
will enable the new ships to achieve
an operating speed of 16.5 knots while
using considerably less power than
comparable vessels and being optimised
for slower speeds operating down to 10
percent MCR.
Designed for flexibility
The new vessels reflect Rickmers’ commitment to efficiency and safety. “For
multipurpose vessels the market is
tough, with a lot of competition,” says
Dr Eljardt, “so it is crucial that the vessel is able to take just about any type of
cargo and handle it very time- and fuelefficiently.
Cargo profile was a key consideration when designing the vessels. “We
trading vessel,” explains Dr
investigated different cargo
Eljardt. “If the vessel is in
profiles, drafts and hull
demand, anything that can
forms; all with a view to
be done to speed up operadelivering maximum market
tions in port is beneficial. On
access. The vessels now have
the other hand, if there is less
one large, long cargo hold,
work, these vessels can run
which can be subdivided
at slower speeds, but very
to accommodate a wide
The efficiently. They really are
range and combination
MacGregor forerunners in the market.”
of bulk, break bulk, heavy
system offers
lift and project cargo. The
a great deal New and proven
MacGregor system we have
of flexibility in technologies
chosen offers a great deal
of flexibility in comparison
comparison The vessels feature new and
to the previous traditional
with a traditional service-proven MacGregor
design,” he notes.
design” technologies. “We wanted a
Dr-Ing Georg Eljardt
In addition to an optisupplier that offered the best
mised hull form, the vessels
quality engineering solufeature further improvements with regard
tion, with the highest quality fabrication
to the propulsion train. The whole engine
processes,” says Dr Eljardt. “The reliability
room has been re-designed to accomof the cargo handling system, its function
modate a slow speed two-stroke diesel
and efficiency are essential elements of
main engine. “In addition they also are the these vessels.
first vessels to feature an ESPAC (Energy
“We wanted tailor-made solutions to
Saving Package) propulsion system which, ensure a good quality package of equipthrough a combined design process of the
ment that will deliver the most efficient
propeller and rudder, unlocks otherwise
vessels possible. To achieve this we needed
lost energy-saving potential. This innovato plan at the earliest possible stage.
tive arrangement will allow the vessels to
“Early involvement of cargo handling
operate very efficiently throughout the
specialists is crucial for the successful
whole operating range from slow steaming end result of any project. This will define
to service speed. Together with the ability
the final ship. This early involvement
to take as much cargo of as many types
also reduces changes later in the build
as possible, this offers the operator much
processes. The clearer the design, and
more time to react in this volatile market.
the fewer the changes during the build
“This type of ship spends proportionprocess, the more cost-efficient the build
ally more time in port than other types of
will be.”
MacGregor’s
scope of supply
Design and key components for:
• Multi-folding hatch covers
• Rolling hatch covers
• Lift-away hatch cover panels
• Pivoting grommet hatch cover
• In-hold tweendeck lift-away hatch covers with consoles, and with respective console pocket design, at four levels
• Panels are designed for heavy loads: weatherdeck 5 tonnes/m2; midships 8 tonnes/m2; maximum payload 1,250 tonnes
Hardware:
•Bulkhead sealing gear
• Tweendeck consoles and pocket covers
• Soft-start units for hydraulic system motors
• Wireless remote control of operat-
ing valves for hatch covers nos 1 & 2
• Hatlapa steering gear
Five-star operator
Rickmers has recently been awarded
DNV GL’s 5 Star Excellence award,
one of only ten companies worldwide
which have received this certificate. It
is awarded for achieving the German
classification society’s ‘five-star excellence’ requirements pertaining to sustainability, energy efficiency measures
and safety criteria in the operation and
management of ships.
DNV GL especially acknowledges
Rickmers’ continuous investments in
state-of-the-art technology and management systems, which it says will
provide the company with a competitive edge and make Rickmers one of
the most reliable players in the market.
Rickmers says that the award
confirms the company’s strategic decision to tackle issues such as energy
efficiency and safety early on and in a
comprehensive way.
The 20,000 dwt multipurpose vessels have
been designed to reflect market demands for
efficient, flexible and reliable vessels; they both
feature MacGregor systems
9
The Rickmers
The reliability would definitely be a supplier that
Group has the highof the cargo we would look at, and we would
also consider MacGregor’s electric
est expectations of
handling
cranes.”
MacGregor’s equipsystem, its
“Besides energy efficiency, good
ment, based on a long
function and service and the availability of parts
history of successful
efficiency are also crucial factors,” he notes.
deliveries. “We know
are
essential “For this vital equipment we need a
pretty well what we
elements of strong partner. We aim to offer our
can expect. Our previthese vessels” charter clients reliable vessels and
ous experience with
Dr-Ing Georg Eljardt
the best service possible; we cannot
MacGregor equipment
jeopardise this. Therefore choosing
was definitely a decida partner with a strong service capaing factor when choosbility, who helps us achieve this reliability,
ing the equipment for these vessels. When
is extremely important to us.”
considering future vessels, MacGregor
Success in volatile markets
In terms of significant developments in
general cargo shipping trade over the
next few years, Dr Eljardt believes that
it will continue to be tough. “The particular markets for multipurpose vessels
are volatile and volumes are reduced.
This volatility, coupled with significant
overcapacity, means that it is crucial to
have a ship that best suits the market and
maximises every aspect of operational
efficiency. Innovation, reliability and
cost-efficiency are keys to this success and
cargo handling systems play an essential
role in this equation.”
Factors that add to operator efficiency
“MacGregor will deliver systems that offer
greater loading arrangement flexibility and
also speed up hold cleaning operations
between cargoes,” says Jussi Koljonen,
Sales Manager, General Cargo Ships, Cargo
Stowage and Securing Systems.
“The hatch cover panels on these ships
are designed to offer the possibility of
accommodating special heavy project cargo
carried on deck,” explains Mr Koljonen. “The
midship panels in particular are designed for
large and heavy cargo.
“With longer panels, opening and closing operations are quicker because there
are fewer panels to operate. However, long
panels mean greater movements of the panel
relative to the ship’s structure when the hull
flexes. Therefore the sealing arrangement
must be carefully considered to maintain
weathertightness. Our solution is to fit
MacGregor C-gasket seals, which allow for
these bigger movements.”
Intelligent functions
The hatch covers systems feature
MacGregor’s new ‘soft-start’ technology for
the hydraulic power units. “These are ideally
suited to general cargo vessels and bulk carriers,” says Mr Koljonen. “The new electric
starter cabinet features an intelligent function
that avoids starting current peaks. It also
10
reduces stresses on mechanical and hydraulic components.” Soft start technology is suitable for newbuild and
retrofit applications.
The ships will also
be among the first to
feature MacGregor’s
new wireless remote
control for hatch
opening and closing operations. This
offers significant safety
advantages as it allows
the operator freedom of
movement to gain the
best view of the operation in progress (page
16). “Remote control of hatch cover operations also helps reduce time spent in port,”
notes Mr Koljonen. “This was very important
for the customer.”
When the vessel is carrying loose or powdery cargoes, panels arranged vertically need
an effective sealing system.
The vessels will feature a new
MacGregor bulkhead sealing system designed to seal
the gap between the hull and
the bulkhead in a quick and
efficient manner. This helps to
prevent cargo cross-contamination and is also important
for trim and stability issues.
MacGregor
will deliver systems
that will offer
greater loading
arrangement
flexibility and also
speed up hold
cleaning operations
between cargoes”
Flexible loading capabilities
Complex multipurpose vessels are designed
to meet the demands to carry an increasing variety of cargoes. Many are equipped
with moveable tweendeck pontoons, which
can be used either to divide the hold space
horizontally, or vertically to function as grain
bulkheads. The new vessels have been
designed with such a system.
“For the operator, there
are clear benefits to the new
sealing system,” says Mr
Jussi Koljonen
Koljonen. “These particularly
relate to time and work savings. During loading, only a short preparation
time is needed in port, and the hold cleaning
process is significantly shorter as the system
is leak-free.”
The main hold also features tweendeck
consoles and supports at four levels that provide extremely flexible loading arrangements.
These consoles can be retracted so that
panels can move freely in the hold. When the
panels are used as grain bulkheads, the consoles have covers that prevent cargo ingress
into the recesses, which significantly speeds
up hold cleaning between cargoes.
Getting the best start
for your optimised
cargo system
A unique new approach to cargo system
delivery service ensures that owners
will reap maximum benefits from their
optimised MacGregor cargo systems
from day one, and throughout a vessel’s
working life
T
he efficiency of a container ship’s cargo
system has a direct effect on the vessel’s earning potential and the return
on investment throughout its lifetime.
Recognising this, MacGregor is developing a new
comprehensive delivery services package that will
break new ground by focusing on preparing a new
ship and its personnel to maximise the profitability of its cargo system.
MacGregor’s new approach to cargo
system delivery covers a more thorough
understanding of the cargo system so that it
performs at its full potential from day one
11
A cargo system’s efficiency has two
sources: its technical characteristics, and
the capabilities of its operators, both during the vessel’s early voyages and later on.
“MacGregor is a market leader in
designing and delivering optimised cargo
systems,” says Henri Paukku, Project
Manager, MacGregor Customer Solutions.
“These are based on analysis of the owner’s
commercial patterns, routes and cargo
profiles. Involving us at an early stage of a
newbuild project ensures that the owner
ultimately takes delivery of a vessel with
the best possible cargo system.”
MacGregor’s experience has shown
that more can be done at a human level
to ensure that these optimised cargo systems perform at their full potential. “It is
essential that a ship’s crew and relevant
shore-based staff fully understand the features of the cargo system and how to make
the most of its operational benefits,” Mr
Paukku says. “We have been focusing on
how best to work up the cargo system in
full readiness for a vessel’s early voyages”.
that the system is ready as specified, an
MacGregor identifies a ship’s transition
experienced master mariner, and experts
from a shipowner’s newbuilding team to
in lashing, hatch covers and lashing bridge
its operational team as the natural point to
deliver a smooth transfer of knowledge and mechanics.
A number of distinct elements will
to introduce specific information needed
lead to a new vessel and its crew working
for efficient cargo system operation.
efficiently and in harmony right from the
“After the cargo system has been
start of commercial operations.
installed, checked, adjusted and commisLashing gear distribution service: This
sioned according to normal MacGregor
takes place at the shipyard. It ensures that
procedures, including basic training,
the various types of lashing equipment
we are now preparing a ‘richer’ delivare distributed to the correct places on
ery services package,” he explains. “We
board, so that they will be easy to access
have introduced an entirely new industry
when the vessel moves to its first
approach: embracA guiding loading port. MacGregor has
ing all aspects of the
cargo system with
principle for also designed its lashing systems
to cope with the many different
the specific goal of
MacGregor’s lengths of turnbuckle/lashing bar
preparing the ship
ongoing cargo combinations required. There
and its personnel to
maximise the profitsystem input can be as many as fifty different
ability of the cargo
is to make the lengths; a situation with great
potential for mistakes and lost
system”. The team
process as easy time. MacGregor has addressed
involved will include
as possible for this problem by – wherever poscommissioning engineers, taking care
the customer sible – making lashing bars to a
Crew training will be more hands-on and should
be repeated each time there is a crew change
12
System compatibility check: This
standard length, while providing turnbuckimportant element involves discussing the
les of different lengths. The turnbuckles are
maximised loading capacity with the rel‘fixed’ to the appropriate structures, so that
evant shipping company personnel.
only the lashing bars can be removed and
MacGregor will explain how it has calinserted easily, ensuring that the designed
culated the conditions for the vessel’s maxlengths are maintained.
imised capacity to make sure that the ship’s
Training crew and shore-based staff:
cargo planning, operations planning and
Traditionally, crew training takes place
loading personnel agree with these calculawhen all MacGregor equipment has been
tions. Another vital function of this check
installed on board, and before the ship is
is to ensure there are no discrepancies in
delivered. It includes the correct use of
systems, loading computers, IT interfaces
lashing equipment, and also covers wearor procedures that would prevent the vessel
parts and the technical properties of the
from achieving its loadfixed structures.
ing capacity when com“In addition to this,
It
is
essential
piling loading plans.
our new approach will
that ship’s personnel
“All the MacGregor
contain a more thorough
and relevant shore- systems must be comunderstanding of the cargo
securing manual, coverbased staff fully patible with the customing not only the equipment
understand the er’s other cargo planning systems,” he notes.
but the functioning of
features of the cargo “We will check whether
the whole cargo securing
system and how to there are gaps in the
system including safety
aspects,” says Mr Paukku.
make the most of its load planning capabil“Safety and inspection
operational benefits” ity where we can be of
assistance. We must find
issues should be handled in
Henri Paukku
solutions where there
depth with the ship’s masare discrepancies. We
ter and first mate, while
should make sure that the entire cargo
training for the other staff will be more
planning and loading process is in line with
hands-on. The training should be repeated
the cargo system design. This is vital in
each time there is a crew change and, in
order to safely achieve the maximum cargo
cases where there are a series of ships, it
carrying capability.”
should be repeated for each vessel.”
Onboard guidance: Following this
It is also important to provide appropricomprehensive training and supported by
ate ship-specific training for the shipownoptimised, de-bugged planning systems,
er’s shore-based personnel and port steveship- and shore-based personnel will be in
dores. MacGregor believes the optimum
a good position to deal with a vessel’s initial
time for this is one or two months before
the ship’s delivery, and again when the need cargo calls. Even so, MacGregor believes
that direct, face-to-face help can be very
emerges due to factors such as organisavaluable at this point.
tional changes.
“Our aim is to support all this preliminary work by providing a MacGregor cargo
system expert to help and offer practical
advice during the first port calls, and
also later if it should be needed,” says Mr
Paukku.
System development based
on feedback
With cargo operations on this scale, there
is always the possibility of a gap between
theoretical and actual performance, even
after the most thorough planning and
preparation. If requested, MacGregor can
gather and analyse the ship’s sailing condition data. “Using this data in combination
with non-digital information from personnel on board, we can verify the actual loading capacity against the designed capacity;
suggesting improvements and offering
guidance designed to enhance the cargo
system usage.”
A guiding principle for MacGregor’s
ongoing cargo system input is to make the
process as easy as possible for the customer.
“We want to see how things are done on
board to identify the most convenient timings for activities such as cargo systemrelated checks and information gathering.
We want to facilitate hands-on, user-touser instructions about how the system is
used and applied.
“We see our input as a long-term
commitment. We offer spare parts packages and guidance, ideally in combination
with MacGregor Onboard Care agreements that can reduce unexpected maintenance costs. If a vessel’s trading pattern
changes, we want to be there to help it
continue to deliver maximised returns on
investment.”
Have your say on enhanced delivery services:
productivitycare.css@macgregor.com
W
e value your feedback for developing our products and services.
MacGregor would appreciate your thoughts
on the topics covered in this article. Do you
believe that with well thought-out delivery
services your ship would have been up and
running quicker? What else can MacGregor
do to help maximise your ship’s earning
potential? Have your say.
13
The benefits of
electric solutions
are clear
Sungdong shipyard explains how electric hatch cover
systems pay off at the design and installation stage even
before a vessel is delivered to its owners
M
acGregor is confident that its
MacRack electrically-driven
side-rolling hatch covers are on
the brink of serious market penetration.
Uncluttered, environmentally-friendly and
deceptively simple, this solution promises to deliver economic and operational
advantages at all stages of a vessel’s life.
A bulging orderbook speaks for itself
and the first of 672 units are being installed
on 38 bulk carriers for various owners: 35
are 180,000 dwt and the other three are
87,000 dwt. Each of the larger vessels will
be fitted with 18 MacRack units and the
smaller vessels will have 14 units.
Sungdong Shipbuilding & Marine
Engineering Co Ltd has recently installed
18 MacRack hatch cover panels on
Q Anastasia, the first of a pair of 180,000
dwt nine-hold bulk carriers under construction for Quintana Shipping Ltd. The
‘eco-friendly’ Capesize bulk carriers will be
classed with ABS and registered under the
Marshall Islands’ Flag.
Reduced installation times
Using electric cabling in place of hydraulic piping is a good development from
Sungdong’s perspective, says JungKyu Jang, Manager of Sungdong’s
Procurement Department. Right from the
start, he says, MacRack speeds things up.
14
have been friendly and cooperative, he
The absence of hydraulic piping signifisays. “We have received all the necessary
cantly reduces the installation time for the
support and training from them.”
hatch cover operating equipment.
The only real challenge posed by the
Eliminating the sizeable racks of
transition to MacRack has been the delivhydraulic pipework means that design
ery and storage of the electric cables, Mr
work for the deck can be accomplished
Jang says. While the shipyard is used to
more quickly. With more space availbuying cables locally as the building proable on deck, there is more flexibility in
cess proceeds, all the MacRack cables were
planning for the installation of other deck
delivered from MacGregor in one lot. This
equipment. Overall, the deck can have a
resulted in different storage requirements
much cleaner layout.
from those normally experienced. “If we
Naturally, says Mr Jang, making the
could purchase the cable to
move to full electriWith
more
be supplied at the time it is
cal operation means
needed during installation, it
space available
considerably more work
for electricians and it is
on deck, there is would be better for us, saving
important to ensure that
more flexibility in both storage space and time.”
But the benefits of electric
the cabling calculations
planning for the
solutions
are clear, he says.
are correct to accommoinstallation of other
Sungdong wants to be the
date the power supply
deck equipment”
first to adopt new solutions,
for the MacRack units.
Jung-Kyu Jang, Sungdong
and sees that electric sysThis may mean bigger
tems such as MacRack will
cables and different
become increasingly popular.
cable sizes when comSungdong shipyard wants to be a forerunpared with a vessel with hydraulic hatch
ner in thinking about the future and develcover operation.
Even though the MacRack units are just oping its processes.
some of the many electric devices to be
installed on board, they have their special
Shipyards eager for
features. Consequently, some training was
information
needed, especially for the electricians.
Sungdong is clearly not alone in these
MacGregor’s commissioning engineers
aspirations. Mr Jang says the shipbuilder
has been contacted by other yards asking for comments and information about
MacRack – and especially about its design.
“Q Anastasia has now been launched
and delivery will take place in November,
so Sungdong is as excited as MacGregor
to see MacRack in operation. Shipowners
of course make the decision about operating systems but Sungdong can recommend MacGregor due to the easiness of
Sungdong
can recommend
MacGregor due
to the easiness of
installation, and of
course because
it makes the
hydraulics obsolete”
Jung-Kyu Jang, Sungdong
installation, and of course because it makes
the hydraulics obsolete,” Mr Jang says.
Sungdong has wide experience of
installing MacGregor hatch cover operating systems for bulk carriers. In addition
to the new MacRack operating system, it
currently has the expertise for installing
MacGregor Rack & Pinion, Roll-up-Roll,
E-Roll, and wheel lifter and chain drive
operating systems.
Sungdong has recently installed 18 MacRack hatch cover panels on Q Anastasia, the first
of a pair of 180,000 dwt nine-hold bulk carriers under construction for Quintana Shipping Ltd
15
Better visibility
enhances safety
Technological advances have made it possible for MacGregor to offer a new radio
remote control unit for certain types of hatch covers; Mika Åback, MacGregor
Technical Manager, Control Systems, explains why it is such a good idea
Y
ou may think wireless operation of a ship’s hatch covers is
expensive, unreliable, complicated and unnecessary. That
may have been a reasonable opinion as
recently as five years ago, but radio remote
control technology is now affordable and
reliable. With a well-designed user interface it is also easy to use.
Thanks to rapid advances in technology, MacGregor is now able to offer
a wireless control system that has real
16
commercial advantages. It is available for
bulk ships equipped with MacGregor’s
MacRack electric hatch cover opening and
closing systems, and for electrically-driven
MacGregor piggy-back hatch covers on
bulk carriers and general cargo ships.
Hatch covers are generally opened and
closed from a fixed operating stand, from
where the operator has only a limited view
of the operating area. The coaming height
could be two metres, making it impossible
to see over the hatch covers. An operator
may not be able to see whether the covers
are opening or closing as they should, and
may not be immediately aware of something unexpected happening.
Remote control devices are already
available, but these are generally connected to the main stand by a control
cable. The operator’s freedom of movement is restricted by the length of this
cable. If a longer cable is provided, it
quickly becomes extremely cumbersome
and also represents a trip hazard. Coiling
the cable and transferring the device to
another hatch is time consuming.
MacGregor’s wireless solution is easy
to implement and allows the operator
complete freedom of movement throughout all hatch cover operations. We anticipate that it will become very popular,
especially on general cargo ships where
obstructions such as walkways, deck
equipment and high hatch coamings can
make it difficult to see what is going on.
and the running hours of the hydraulic
unit and, above all, the hydraulic system is
pressurised only when it is needed.
First systems installed
The first MacGregor wireless units for
controlling hydraulic systems are currently being installed on a number of
vessels, including two new ultra-efficient
20,000 dwt multi-purpose general cargo
ships for the Rickmers Group (page 8).
Wireless control systems for electricallydriven piggy-back hatch covers are also
Installation benefits
entering commercial operation and have
While this ability to operate hatch covers
already been fitted to ten vessels. This
more safely and efficiently is an obvious
hatch cover type is lifted hydraulically and
and important benefit, wireless remote
then opened electrically; feedback from
control offers other advantages, which
owners has been positive. It is possible to
start even before the vessel enters service.
provide wireless units for
During hatch cover instalcontrolling the hydraulic
lation, wireless control
“Thanks to
systems if required.
significantly improves
rapid advances
The MacGregor
the overview of the hatch
in technology,
wireless remote control
cover panel area and gives
MacGregor is
for hatch cover
shipyard technicians the
now
able to offer system
operation can also be
ability to quickly stop and
a wireless control applied for retrofits and
start hatch cover movesystem that has
modernisations. This
ments in the adjustment
real
commercial
involves the replacement
phase.
advantages”
of hydraulic directional
When used to control
Mika Åback
valves and cabling and is
hydraulic systems, the
best done during a docking. Due to the
wireless remote controller reduces the
design and delivery time of the system
idling time of the hydraulic power unit
(HPU), which can be switched off directly components, contact with MacGregor
six months before the docking is recomfrom the controller when hydraulic presmended.
sure is not required. This saves electricity
Radio remote
controller
(RRC)
VG
Valve group
HPU
Hydraulic pump unit
Hydraulics
Electrics
RRC
RADIO CONTROLLER’s operating range
CYLINDERS AND MOTOR
HYDRAULIC
CYLINDERS
HYDRAULIC
MOTOR
VG
VG
VG
VG
Radio
receiver
RR
VG
HPU
Wireless control:
key facts
M
acGregor’s new radio remote controller is designed to operate at
ranges of up 50 or even 100m. It is paired
with radio receivers on board, which in
turn control the hydraulic valve groups or
electrically-driven hatch covers. The hatch
cover panel to be operated is selected on
the radio remote controller.
Each radio remote control unit has its own
identification code, which is set to enable
pairing only with certain radio receivers,
which also have unique identification codes.
Therefore, there is no danger of interference
with, for example, another vessel with a similar system at an adjoining berth.
The radio system operates on 2.4 GHz,
a global, free frequency. Therefore the crew
do not need to consider any local frequency
limitations.
A key consideration during development
was guaranteeing signal transmission in a
ship’s maze-like metal environment. This
is achieved by accurately positioning two
good-quality antennas as standard at the
hatch coamings. However, to be absolutely
sure about signal integrity, we even tested
the system without antennas, with the
receiver in a closed metal box. It proved that
the system works even in the most challenging shipboard environments.
The radio remote controller is powered
by a rechargeable lithium ion battery. Two
batteries and a quick charger are supplied
with the system. One fully charged battery
provides 20 hours operating time. If the
charging regime has not been followed and
both batteries are low, the control device
can also be powered via the 10m control
cable provided in the standard delivery. This
cable can also be used if wireless operation
is prohibited by port rules. Connecting the
cable to the radio remote controller automatically switches off the radio transmission
and no battery power is consumed.
The radio receivers are fixed installations and take their small 30W power supply
from the fixed operating stand cabling.
Replacement radio remote controllers can
be supplied in case of loss or damage. The
device weighs 1.5kg, including the battery
and a belt for the operator.
Control cabinet
17
Big challenges need
The extraordinary mooring needs of the world’s
largest platform decommissioning and pipelay vessel,
Pioneering Spirit, are met by Pusnes deck machinery
technology from MacGregor, including a new tail
start-up winch developed for this project
Photo: Allseas
Offshore
new solutions
18
W
ith a length of 382m and
width of 124m Pioneering
Spirit is colossal. The vessel
has been designed for the
removal of large offshore platforms, and
installation of subsea oil and gas pipelines.
Pioneering Spirit has a wide-body hull
with a 122m-long and 59m-wide slot in its
bow where topsides will be lifted using eight
sets of horizontal lifting beams. Two tilting
lift beams for installing or removing jackets
are located at the vessel’s stern.
The platform decommissioning and
pipelay vessel will soon be ready for delivery from Daewoo Shipbuilding & Marine
Engineering (DSME) in Okpo, South
Korea. With several contracts booked,
Pioneering Spirit is expected to enter service in early 2015 for Swiss-based Allseas
Group, a global leader in offshore pipeline
installation and subsea construction, and
specialist in the execution of large and complex engineering projects.
Risks reduced
Executing topsides removal
in a single lift will reduce
the man-hours spent offshore cleaning, partitioning,
installing lifting points and
rigging platform modules,
Allseas says. “This in turn
reduces health and safety
risks. Avoiding offshore
cleaning and purging of process facilities also reduces
environmental risk”.
Pioneering Spirit’s size
dictates the scale of its deck
fulfilled Allseas’ requirements on all
accounts. In addition, we were able to create a new mooring winch with a unique
and patented spooling gear – a concept
that Allseas has indicated it will also use
on other vessels in the future.”
Comprehensive Pusnes
deck equipment package
One of two Pusnes safe chain stoppers
being lifted on board Pioneering Spirit for final
installation
equipment requirements. Allseas says that
getting suppliers to perform well on the
dimensions involved and the complexity of
its hydraulics have been among the most
difficult aspects of the vessel project.
“Pusnes deck machinery was chosen
because of its high quality and lengthy
history fully meeting customer specifications,” says Amund Haarde, Technology
Manager at MacGregor and Project manager on the Pioneering
By analysing Spirit project for Pusnes
Deck Machinery. “Our
operational
skills and knowledge of
scenarios and
electric variable freutilising our
quency drives, combined
know-how on
with a competitive price,
frequencywere deciding factors that
controlled
tipped the scale in our
winches, we were favour.
able to design
“By analysing operational scenarios and
winches that
utilising our know-how
fulfilled Allseas’
requirements on on frequency-controlled
winches, we were able
all accounts”
to design winches that
Amund Haarde
Pioneering Spirit: main particulars
•Length oa: 382m (excluding tilting
lift beam and stinger)
•Width: 124m
•Depth to main deck: 30m
•Slot length: 122m
•Slot width: 59m
•Topsides lift capacity:
48,000 tonnes (105,820 kips)
•Jacket lift capacity:
25,000 tonnes (55,116 kips)
•Stinger length:
210m (including transition frame)
•Operating draught: 10-25m (32-82ft)
•Maximum speed: 14 knots
•Total installed power: 95,000kW with full
DP3
•Accommodation: 571 people
•Tensioner capacity: 4 x 500 tonnes
(4 x 1,102 kips)
•Pipe cargo capacity (deck): 27,000 tonnes
MacGregor’s deliveries to Pioneering
Spirit include 23 mooring winches, a
newly-designed tail start-up winch and
stern anchor winch, and newly-designed
and patented spooling gear for the mooring winches. The delivery also includes
two very large windlasses with safe chain
stoppers handling 172mm chains and
55-tonne anchors. All equipment includes
frequency converters and electronic control systems with 100 per cent redundancy.
“The Pusnes tail start-up winch is one
of the new products developed for this
project,” says Mr Haarde. “The winch will
be used 24-hours a day, four days at a
time, 20 times a year for 25 years; a total of
48,000 hours, which is something unique.
Pioneering Spirit is also totally dependent
on this winch during the start-up of pipelaying operations, which is a very important aspect to consider.
“To meet the requirements of these
demanding operating conditions, the
winch has been designed specifically for a
long service life and low maintenance. The
drive train consists of industrial gearboxes,
with floating pinions, that are designed
for a lifetime of around 250,000 hours – a
design mainly reserved for cement factories and steel mills.”
Scope of supply
• 23 frequency-controlled mooring winches
with 32 drums, all with patented spooling gear
• 2 windlasses with cabular units for 172mm
chains with Pusnes safe chain stopper systems
• Specially-designed tail start-up anchor winch
with frequency converter, with full redundancy,
capable of handling 2,000m of 90mm wire
including a 40-tonne Flipper Delta Anchor
• Newly-designed stern anchor winch with
1,500m of 77mm wire and a 7.5-tonne Flipper
Delta Anchor
19
Pioneering
technology needed
The deepest subsea development in Norwegian waters to date, Aasta
Hansteen features technology so advanced that it sets new standards
in production systems; Pusnes products are part of the package
S
ince its discovery in 1997, the
Aasta Hansteen field on the
Norwegian continental shelf has
presented significant opportunities and
challenges for its majority owner, Statoil.
“Recovering the resources from Aasta
Hansteen will be demanding as the discovery is located far from land and outside the
established infrastructure,” the company
says. “The water depth is significant and
the weather conditions are challenging”.
Aasta Hansteen is the deepest subsea development in Norwegian waters
to date. It is located 300km west of Bodø
and 140km north of the nearest existing
offshore infrastructure, Norne, off the
northern part of Norway. It is a deepwater project consisting of the three structures; Luva, Haklang and Snefrid South
at a water depth of 1,300m. Together
with Haklang and Snefrid South, Aasta
Hansteen’s recoverable resources are estimated at 47 billion standard cubic metres
of gas.
Aasta Hansteen is expected to start
production in 2017 and will be run from
Statoil’s new Operations North organisation in Harstad, with a supply base in
Sandnessjøen.
Firsts for Norwegian shelf
The planned development of the Aasta
20
“The transfer of the condensate from
Hansteen field includes a spar platform,
the Aasta Hansteen platform to the shuttle
which will be the first such installation on
tankers is carried out through a Pusnes
the Norwegian continental shelf. Statoil
condensate offloading system (COLS),”
explains that the spar is a floating instalexplains Pusnes project manager, Lars
lation consisting of a vertical column
moored to the seabed. The installation
Aaness. “Our specialists designed this
features conventional topsides with prosystem, which consists of an approximately
cessing facilities. The spar hull and topside 300m-long/0.3m (12-inch) diameter hose,
will be constructed by Hyundai Heavy
a 10m diameter hose reel, a hydraulic
Industries (HHI) in South Korea. They will power unit (HPU) and control system.
be transported to Norway as separate units
and then joined together in 2016.
Hose sections easily replaced
The gas will be transported from the sea- “The COLS includes a specially-designed
bed to the platform via steel risers, which
system combining hose spooling faciliwill also be the first of their kind on the
ties with a hose replacement tool, enabling
Norwegian continental shelf. The gas will
quick and safe replacement of any hose
then be transported from Aasta Hansteen
section.” The COLS equipment will be
to Nyhamna in Møre og Romsdal county
fabricated in Norway and South Korea and
via Polarled, a new 480km subsea gas pipewill be installed on the topside module in
line. Polarled facilitates the development of
the first quarter of 2015.
other fields in the Norwegian Sea, in addi“Aasta Hansteen will showcase some
tion to Aasta Hansteen.
of the most advanced production system
A by-product of gas
technology on the market,”
production is condencontinues Mr Aaness.
sate. The hull of the
Aasta Hansteen In addition to the COLS
Aasta Hansteen spar
system, other advanced
will showcase
platform has a condenPusnes systems on board
some of the
sate storage capacity of
will include 17 eccentric
most advanced
approximately 20,000m3. production system
chain fairleads and 17
Roller RamWinches.
This will be exported
technology on the
“These fairleads
from the platform by
market”
are
known for their
shuttle tankers.
Lars Aaness
purpose-designed replacement tool without the use of a diver.
“RamWinches were selected because
they are a superior solution when it comes
to design simplicity and their ‘plug-and-play’
functionality following installation,” says Mr
Rokstad. “They allow spar platform operators to start hook-up operations with considerably less preparation when compared
with competing brands. This saves time and
money for the client. RamWinches are also
designed to endure submerged conditions,
of up to several months, during storage
before tow-out and during tow-out to the
field location,” he adds.
The first MacGregor deliveries to the
Aasta Hansteen spar will start in the first
half of 2015.
Photo: Statoil
robustness and they are designed to be
maintenance-free during their lifetime,” explains Torbjørn Rokstad, Sales
Manager for Pusnes Mooring Systems.
“They have become the preferred choice
for both drilling and production vessels
and can be designed for wire or chain/
wire combinations. The chain fairlead
design allows them to be dismounted by a
Pusnes fairleads
are known for their
robustness and they
are designed to be
maintenance-free
during the lifetime of
the field”
Torbjørn Rokstad
Facts about
Aasta Hansteen
•Gas discovery in 1,300m of water
in the Vøring area, 300km from land
•Estimated recoverable volume:
47 billion standard cubic metres of gas
•The gas is dry and has a low CO2 content
•The closest installation (Norne)
is 140km away
•The discovery was made in 1997
•On plateau Aasta Hansteen will
produce around 130,000 boe/d
(barrels of oil equivalent per day)
•Expected start up production in Q3 2017
•Start up drilling Q1 2016
•Licensees: Statoil (75 percent), OMV (15
percent) and ConocoPhillips (10 percent)
(Source: Statoil)
The Aasta Hansteen spar platform will
feature a Pusnes condensate offloading
system (COLS), which has been specially
designed to combine hose spooling with a
hose replacement tool, enabling quick and
safe replacement of any hose section
21
Photo: Offshore Support Journal
How far can crews
be replaced at sea?
22
Offshore operations remain one of the most hazardous commercial
industries; Baard Trondahl Alsaker, Director of R&D for MacGregor
Offshore Load Handling explains how automation can protect those
working on deck – potentially making crewless PSVs and AHTSs the
ultimate safety solution
T
this industry. This is what drives the safety
advances in MacGregor offshore equipment; in particular its focus on moving
crew away from the hazardous aft deck
through remotely-controlled operations.
New generation equipment has
removed the need for humans in the hazInjuries in Offshore Oil and Gas Operations ardous drill floor operations. There is no
manual handling of drill pipes, slips, and
– United States, 2003–2010 was published
last year. Nearly a quarter of the 128 fatali- torque wrenches, for example. Modern
drill operations
ties were employed
are carried out
in occupations
from a safe area
classified as ‘transMacGregor’s Triplex MDHs
using remotelyportation and
have been installed on
controlled
material moving’,
several vessels operating in
semi-automated
that is, involved in
Brazil, providing a big step
machinery with
the transportation
forward
in
safety,
efficiency
the necessary dexof workers and
and flexibility
terity, machine-totheir equipment to
machine interface
and from offshore
and feedback systems. Could similar
drilling platforms.
advances be made in deck operations for
Although it could be argued that this is
anchor-handling tug/supply (AHTS) and
a historic US focus, these findings are not
platform supply vessels (PSVs)?
limited to the well-regulated US market.
We think they could. An excellent
The North Sea offshore environment is
example of how we are progressing in
also very dangerous, with crews and vesthis area is the development of the multisels being exposed to some of the most
deck handler (MDH), marketed through
severe weather conditions.
MacGregor’s Triplex brand. The MDH is a
Safety through remote-control remotely-controlled load handling system
that runs on the cargo rails of AHTS vesThe report serves as an irrefutable
sels and PSVs. The operator can control
reminder of the hazards involved in offthe MDH from a safe distance for tasks
shore drilling. Although huge technologisuch as connecting and disconnecting
cal advances have reduced the number of
shackles, manoeuvring grip pendants and
accidents, fatal or otherwise, there is still
handling anchor chains on deck, as well as
a critical need to further improve safety
a variety of other operations. It is offered
levels on board the vessels that service
he US oil and gas extraction
industry had a collective fatality rate seven times higher than
that for all US workers during
a recent seven-year period, according to
a report by the US Centres for Disease
Control and Prevention (CDC). Fatal
in several capacities; the 140-tonne unit is
the largest currently available.
Eliminating critical risks
The MDH was originally developed –
with the specialist offshore shipowner,
Solstad, and in close cooperation with the
Norwegian oil company, Statoil – as a ‘safe
anchor handling system’ for AHTS vessels
back in 2004 and 2005.
The drivers behind its development
were twofold. Firstly, there was an essential
need to improve crew safety on the decks
of AHTS vessels. Traditionally, as the CDC
report demonstrates, this has been one of
the most dangerous places to work, with
a number of fatal accidents. As a result
Statoil decided to challenge the industry to
come up with a system that would be able
to perform the most dangerous operations
on deck using remote-control technology,
thereby eliminating the most critical risks
of accidents.
Secondly, as a result of the oil industry going into deeper waters, the equipment, gear and tools on deck substantially
increased in size, weight and numbers. As
an example, a shackle that typically used
to weigh around 15kg and was operated
manually, now suddenly had a weight
of between 50 and 60kg. So there was
an urgent need for a system that could
cover the whole deck area to lift, pull and
manoeuvre heavy items of gear.
In response to these challenges, a special gantry crane system – able to slide
on top of the cargo rails and covering
The MDH, marketed through MacGregor’s Triplex brand, moves crew away from the hazardous aft deck through remotely-controlled operations
23
included the ability to
perform operations in port
without shore assistance; the
faster mobilisation of PSVs
in port, enabling ports to
Offshore support vessels have to get very close to offshore installations,
often PSVs are not able to get close enough because of bad weather
handle an increased number of
vessels; and utilising deck space
in a much more efficient way.
It would allow each vessel to
and width, they have
New challenges in the PSV
We foresee the carry many extra containbecome too large
market
use of remotely- ers from the shore base and
for the cranes on
Shipowners, deck hands and oil compaoperated manipulators also enable it to receive more
the oil platforms.
nies provided very positive feedback on
becoming common containers from the oil rigs.
These cranes have
This increased efficiency
their experiences with MDH employed
practice,
as
the
difficulty reachwould also mean that each
on AHTS vessels. Based on this, and in
industry continues to vessel could serve more rigs
ing the whole deck
response to some new challenges, we took
search for new ways on each trip, with significant
area of these vessels.
the decision to develop a similar system
to enhance safety” cost benefits. These benefits
Consequently, PSVs
for the use on standard platform supply
need to get very close
could also extend to reduced
vessels (PSVs).
to the oil rigs, running an increased risk
‘waiting for weather’ delays and reduced
Oil companies now have the technolof an impact. Very often PSVs are not able
fuel consumption.
ogy to explore and develop oil fields in
to get close enough to the rig because the
MacGregor’s Triplex MDHs have since
deepwater and arctic regions; many of the
weather conditions do not allow it; resultbeen installed on several vessels operating
new fields are located a long way from the
ing in ‘waiting for weather’ delays.
in Brazil, providing a big step forward in
coast and logistical shore bases. This has
In 2010-2011, development gathered
safety, efficiency and flexibility.
triggered the need for PSVs to be more
pace for a load-handling solution for PSVs
We foresee the use of remotely-operefficient and flexible, capable of carrythat could not only lift and shift containers ated manipulators becoming common
ing out loading and unloading operato areas on deck where they are accessipractice, as the industry continues to
tions without the aid of port facilities. The
ble to rig crane operators, but could also
search for new ways to enhance safety. We
remote location of these oil fields means
handle greater loads more efficiently and
believe that the door is open to advances
these vessels need to be able to carry more
unaided. When a basic concept of a MDH
that can take the industry to new levcontainers and lift and switch the containfor PSVs was ready, it was presented to
els of safety, efficiency and productivity.
ers on deck. It is particularly important to
several shipowners and oil companies,
However, would benchmarking other
be able to re-arrange the cargo on deck to
industries’ use of advanced robotics, artiallow easier and safer loading and unload- including Petrobras in Brazil.
ficial eyesight and machine-to-machine
ing operations at the oil platforms. These
communication open up the onset of even
capabilities also help to reduce delays due
Oil companies see the
more pioneering practice offto bad weather;
potential
shore? For example, could they be the preThe problems presented by bad weather Petrobras was extremely interested in
cursor to developments that create near
have become more acute because current
the concept because it was experiencing
autonomous or, in fact, fully autonomous
PSVs are much bigger than their predeces- a number of logistical challenges that it
PSVs?
sors. With significantly increased length
believed the system could resolve. These
the whole deck area – was
developed.
Since its introduction in
2005, 13 MDH units with a
42-tonne SWL capacity have
been installed on AHTS
vessels worldwide, including
five operating in Brazil.
24
The operator can control the MDH from a
safe distance for tasks such as connecting
and disconnecting shackles, manoeuvring
grip pendants and handling anchor chains
on deck
New generation equipment
has removed the need for
humans in the hazardous
drill floor operations.
Could similar advances be
made in deck operations
for anchor-handling
tug/supply (AHTS) and
platform supply vessels
(PSVs)?
TRIPLEX MDH: main particulars
• Remote controlled from deck and bridge
• Lifting and pulling capacity over entire deck
• 140-tonne SWL capacity lifting manipulator crane
• Separate winch with 22-tonne lifting capacity
• Manipulator designed for ‘fine’ operations
• Optional fibre rope handling equipment
•
•
•
•
•
Tandem lifts
Cargo loading and unloading
(vessel to/from shore)
Hose handling on/offshore
Camera system and floodlights
Separate wire clamp
Advantages of automation
•
•
•
•
Faster, safer and more efficient aft deck and anchor handling operations
The ability to make better use of available deck space
Reduced ‘waiting for weather’ delays
Reduced fuel consumption
25
Extended portfolio
has already benefited offshore customers
Owners seeking optimised, quality-driven equipment
packages supported by a global service infrastructure
need look no further than MacGregor
M
acGregor’s acquisitions of
Hatlapa and the Mooring
and Loading Systems
unit from Aker Solutions
represent far more than a simple desire
for growth. They simplify life for
MacGregor’s customers, and demonstrate
the benefits of the synergy they were
intended to deliver. The Hatlapa purchase includes Triplex, and the Mooring
and Loading Systems unit incorporates
the Pusnes, Porsgrunn and Woodfield
brands.
It has always been possible to specify
the best and most appropriate equipment
for outfitting a new vessel, or for refurbishing an existing one. However, practical considerations such as the difficulties
of sourcing products from a number of
different manufacturers and integration
issues at the yard have sometimes meant
that owners and shipyards have either had
to accept additional costs or implement
sub-optimal compromise solutions.
Sharing technology between companies already offering top quality, proven
products complementary to its own existing portfolios has put MacGregor in an
enviable market position. It can offer its
customers such a wide choice that they
can specify the ideal equipment packages
for their projects from a single supplier,
with all the attendant advantages.
“MacGregor’s focused business strategy builds on Aristotle’s assertion that
the whole can be more than the sum of
its constituent parts,” says Francis Wong,
Vice President, Segment Sales, Offshore.
“The result is a win-win situation, right
MacGregor is seeing a strong demand for medium-sized AHTS vessels and is ideally placed to serve this growing market
26
across the board; for owners, operators,
shipyards and for us.”
Market breakthrough
MacGregor’s extended product portfolio
has already resulted in a significant market breakthrough in the form of an order
to supply full packages of MacGregor
anchor-handling equipment to two 150tonne bollard pull/9,000kW anchor handling tug supply (AHTS) vessels. The 76m
AHTSs are being built in Batam, Indonesia
by Singapore-based Marco Polo Marine
subsidiary, Marco Polo Shipyard Pte Ltd.
“We won this contract as a direct result
of MacGregor’s extended product portfolio
and its consequent ability to offer competitive and highly advanced technology
with strong lifetime support on a worldwide basis,” explains Mr Wong. “With
MacGregor’s existing comprehensive
product range coupled with the experience
and services that come with its Hatlapa
and Triplex products, we have been able
to make a breakthrough into the midsize anchor-handling vessel market with
Hatlapa low-pressure anchor-handling/
towing winches.”
Each shipset includes a high pressure
windlass/mooring winch, tugger winches,
capstans, storage reels, hydraulic power
packs, and a stern roller along with a telescopic provisions crane. Each vessel will
also be equipped with a 300-tonne low
pressure anchor handling/towing (AHT)
winch with a 400-tonne brake holding
capacity, along with its hydraulic power
pack. The AHT winches will be fitted with
friction clutches, which ensure a three-second quick release, significantly increasing
safety during anchor handling and towing
operations.
The first shipset is scheduled for delivery between March and June 2015; the
associated vessel is expected to be delivered in the first half of 2016. The second
shipset for the remaining vessel is planned
for deliver between July and September
2015, with the vessel scheduled for handover in the second half of 2016.
MacGregor expects to see more owners keen to take advantage of the easy, straightforward
sourcing of its optimised equipment packages
Strengthened deepwater
position
line pull/450-tonne brake holding capacity low-pressure anchor-handling/towing winch, equipped with quick-release
With its expanded product range
friction clutches. From its Triplex range,
MacGregor can now provide three differMacGregor will deliver
ent technologies; low pressure hydraulic, high presMacGregor can 360-tonne SWL shark
jaws and 200-tonne
sure hydraulic and electric
offer its customers
variable frequency drives
such a wide choice SWL guide pins.
(VFD), to provide the ideal
shark jaws
that they can specify haveTriplex
solution to any particular
a two-second quickthe ideal equipment release function, making
requirements of the global
packages for their
anchor handling market.
them amongst the best
projects from a
This comprehensive
performing jaws on the
single supplier, with market.
anchor-handling offerall the attendant
ing was instrumental in
MacGregor is
advantages”
securing a contract with
scheduled to deliver
Francis Wong
the Wuhu Xinlian shipyard
the equipment by
in China, to supply deck
May 2015. There is an
equipment for two 150-tonne bollard bull
option for two more shipsets.
AHTS/oil recovery vessels, says Mr Wong.
“This represents an important mileGrowing mid-sized AHTS
stone for MacGregor, demonstrating the
demand in Asia-Pacific
advantages we can now offer to our cusSince the beginning of 2014, MacGregor
tomers with our expanded portfolio conhas seen a strong demand for mediumtaining MacGregor and Hatlapa products.
sized AHTS vessels of between 8,000 and
This delivers a powerful combination of
12,000 bhp in the Asia-Pacific region.
technologies, products, personnel and ser- This is in response to deepwater growth
vices, which has strengthened our position opportunities, particularly in Malaysian
in the deepwater anchor-handling market
waters. Mr Wong says that with its newly
and is one of the main factors in winning
strengthened comprehensive product
this contract.”
range and global support network,
The MacGregor equipment packages
MacGregor is now ideally placed to serve
for each vessel will include a mediumthis growing market. He expects to see
pressure anchor windlass/mooring winch,
more owners keen to take advantage
capstans, tugger winches, storage reels and
of the easy, straightforward sourcing
a power pack. From MacGregor’s Hatlapa
of optimised equipment packages that
range each vessel will receive a 300-tonne
MacGregor now offers.
27
MacGregor offers 24/7 online support for AngloEastern’s technical management teams
Committed to
meeting customer needs
By understanding how customers operate, MacGregor can deliver tailor-made services; a notable example
is the development of an integrated global service solution that can operate within Anglo-Eastern’s ‘single
point of contact’ (SPC) system
M
acGregor has many ways
to ensure the global availability of customers’ fleets,
often creating tailored
solutions that accurately reflect ship
operators’ needs. Knowing of this ability, leading shipmanagement company,
the Anglo-Eastern Group, approached
MacGregor for an integrated global
service solution that could seamlessly
operate within its ‘single point of contact’
(SPC) system.
“We are in business of supporting and
supplying ships, not offices and our targets are moving, explains Ivan Blazina,
Group Purchasing Director, AngloEastern. “Anglo-Eastern’s operations are
truly global; hence we have been working
closely with suppliers to create a globallyintegrated environment that ensures
28
consistent, worldwide, coordinated support for all the ships under our management. Although all transactions are
processed through SPC, the concept does
not suggest or remove local technical support and communication. Local stations
remain an essential part of a supplier’s
global network; they just become globally
coordinated and better utilised.”
In principle, Anglo-Eastern’s SPC
system coordinates all the volume,
administration and logistics of any given
product that MacGregor, as the original
equipment manufacturer (OEM), has
been approved to supply. It includes full
SPC routines for both service and spares
as well as 24/7 technical online support
for AEG’s technical management teams
through the appointment of a dedicated
technical coordinator who is linked
internally to MacGregor’s global network.
“We have worked inside and outside
of the box with AEG on this project and
we have in place a seamless customer/
supplier service solution that delivers
world-class global support to the AngloEastern Group,” says Steve Goodchild,
MacGregor’s Regional Manager, North
Sea Region.
“MacGregor is able to deliver these
customer-focused services by operating an account management system,” he
continues. “We are committed to understanding what our customers want from
us no matter how complex or simple that
is. Our mission from an account management perspective is to deliver results for
customers in a planned manner and to
ensure prioritisation and a focus on customer expectations.”
Shipmanagement MOC
demonstrates service flexibility
MacGregor’s new MOC
planned maintenance package
has been tailored to meet the
complex demands of technical
shipmanagement companies; the
first to benefit from its capabilities
is Marcas International
M
acGregor Onboard Care
(MOC) planned maintenance agreements are
designed to make sure that
equipment works when needed. MacGregor
has recently introduced a new MOC package, which has been specifically developed
with shipmanagement companies in mind.
Marcas International will be the first company to take advantage of the benefits that it
can offer.
“The Marcas agreement is unique,” says
Steve Goodchild, who is MacGregor’s
Account Manager for Marcas. “It has been
tailormade for large fleet shipmanagement
organisations to gain maximum benefits
MOC agreements support
a ship’s profitability by
employing planned
maintenance to make sure
that equipment always
works when needed
from our MOC service. It also demonstrates MacGregor’s flexible ability to
meet the complex demands of technical shipmanagement companies such as
V.Ships and Anglo-Eastern Group who
are members of Marcas and have over 250
vessels signed up to the agreement that are
fitted with MacGregor hatch covers and
cranes.
Marcas International is a UK-based
association of shipping companies with
around 1,700 member vessels. The contracting association provides access to
commodity and service volume agreements with over 130 suppliers.
Marcas aggregates purchasing volume
to obtain maximum value for goods and
services. Maximum value is determined
by a combination of price, quality, service,
and assured supply and delivery. Marcas
negotiates and signs contracts with suppliers worldwide as agent on behalf of its
members, all of whom retain management
and control of their purchasing, logistics
and invoicing.
Quality and flexibility is key
“Our relationship grows stronger each
year with MacGregor,” says Frank Fallet,
General Manager of Marcas. “We see this
agreement as the start of a more strategic
journey that now includes service benefits as well as volume sales benefits. With
Anglo-Eastern Group joining Marcas,
MacGregor has proven to be a flexible service provider with the capability of understanding and meeting customer’s objectives
that can even include longer term visions
which rely on open dialog and trust.”
Mr Goodchild says: “We are increasing
‘MOC awareness’, and our MOC strategies
and ways of working continue to receive
a lot of attention. As well as simplifying
MOC specifications and service agreements, we are speeding up response times
even more, and raising the level of all
aspects of customer service. We are also
strengthening our involvement in the
newbuilding sector to get MOC contracts
included in new projects at the earliest
stage possible.”
MacGregor has
proven to be a flexible
service provider
with the capability of
understanding and
meeting customer’s
objectives”
Frank Fallet
29
Busy operations
benefit from broad
RoRo know-how
Whether for advanced efficiency, operational performance
or industry expertise, MacGregor RoRo systems and
services have recently been specified for a variety of
projects demonstrating true cross-sector specialism
Grande Lagos is the
first of six 31,340 dwt
ConRo ships for the
Grimaldi Group of
Naples; they all feature
MacGregor RoRo
access and cargo
handling systems
30
T
oday’s maritime operators are
required to meet the highest safety,
efficiency and quality standards,
and there is no marine market more closely
regulated than the passenger ship sector.
Continuing economic uncertainty and
rising fuel prices are driving efficiency
advances as operators strive to maximise
the return on their investments.
Optimising tonnage
An ideal way to achieve maximum
productivity is to tailor a vessel for its route.
It is this approach that has seen MacGregor
conversion expertise employed on a variety of new projects. One operator keen to
benefit from optimising its vessels is the
Finnish company, Eckerö Line, which runs
Baltic Sea ferry services between Helsinki in
Finland and Tallinn in Estonia. Eckerö Line
is 100 percent-owned by Rederiaktiebolaget
Eckerö and has a keen focus on both passenger and cargo traffic.
“We work closely with customers durEfficiency built in
ing all stages of a project to find the best
Although optimising a vessel for a route can
technical and cost-efficient solutions to suit be done retrospectively as charters change,
each individual vessel, both on board and
operational efficiency should also be an
at the port interface,” says Stefan Wide,
essential part of any newbuild specification.
Director of RoRo Conversion and Port
Recent RoRo newbuild orders include
Solutions at MacGregor. “It shows that our
the supply of MacGregor RoRo access and
customers appreciate our ability to provide
cargo handling systems for a series of six
solutions for their vessels not only at the
31,340 dwt ConRo ships for the Grimaldi
newbuilding stage, but also when the vesGroup of Naples.
sels are in operation.”
The first vessel, Grande Lagos, has been
The tourism industry continues to
delivered and Grande Tema is planned
develop in the Baltic Sea region and covers
to be delivered in October this year from
diverse market segments such as coastal,
Hyundai Mipo Dockyard (HMD) in South
city, nature and cruise tourism. This diverKorea. Sisterships Grande Cotonou, Grande
sity maintains the region’s tourist industry
Abidjan, Grande Dakar and Grande Luanda
and Eckerö Line is one of several ferry
are scheduled for delivery during 2015.
operators serving it.
The 236m-long ConRos have a 47 per“The Helsinki to Tallinn route is very
cent increase in loading capacity, compared
busy,” says Mr Wide. “Therefore, it’s not
to other similarly-classed Grande Marocco
surprising that this operator is looking to
vessels previously built by the Grimaldi
maximise its operational efficiency. Our
Group in Korea. In terms of rolling cargo,
contract with
they can accommodate cars, vans,
the operatrucks, and earth-moving equipment,
The
vessel’s
tor calls for a
for example, over 5,700 linear metres.
loading and
harmonised
The vessels can also carry break bulk
unloading efficiency and have a 1,800 TEU-container
system, both
on board and
has been increased, capacity. They will offer Grimaldi’s
onshore, for its
Grande-class customers good cargowhich significantly
36,093gt ferry
carrying flexibility and enhanced
improves the turn
Finlandia. We
liner services.
around times in
have a very
All six vessels will be equipped
port; an essential
strict timeline
consideration for this with a quarter ramp/door, rampfor delivway doors, pilot, bunker and divivery busy route”
ery, which is
sion doors, more than 13,000m2 of
Stefan Wide
planned for
hoistable car decks, and movable and
when the vessel
hoistable internal ramps.
is scheduled in dry dock in the first half of
January 2015.”
Ship-to-shore
The modifications on board the
MacGregor’s RoRo access equipment exper1,880-passenger/1,950 lane-metre vessel
tise is sought by the giants of the sector,
include the installation of a side ramp for
such as Grimaldi, through to the smallest
cars on deck 4, as well as the installation of
inter-island service providers. “MacGregor
a car shore ramp on the quay in Tallinn in
has many years experience of delivering
January 2015.
floating water taxi terminals that remain
“By opening up the vessel and allowing
serviceable in all tidal conditions,” says Clas
direct access from the shore to deck 4, the
Hedelin, MacGregor Port Solutions. “They
vessel’s loading and unloading efficiency will ensure stepless, safe access for all passenbe increased, significantly improving the
gers, which is key for operators that offer
turnaround times in port; an essential conpassenger ferry services to a broad crosssideration for this very busy route,” he adds.
section of the public.”
31
MacGregor’s floating water taxi terminals ensure stepless, safe access for all passengers
In April this year MacGregor delivered
a water taxi terminal to Fiskebäckskil,
located on the west coast of Sweden and
in August another water taxi terminal
was contracted for the Island of Grötö in
the northern Gothenburg archipelago in
Sweden. “Apart from its ordinary use as a
terminal for the coastal passenger shuttle, a
secondary feature is built into its terminal
that allows it to receive a double-ended car
ferry. This vessel serves the terminal once
a week, transporting sanitary vehicles and
other supply trucks to the island, which is
normally free from any vehicular traffic.”
Multi-sector skills
MacGregor’s ability to draw upon crosssector disciplines means that its solutions
are not only sought in the merchant sector,
but also in the offshore and naval markets.
32
For example, two offshore well-intervention vessels, also under construction at
FSG, will feature equipment ranging from
flush modular ‘plug and play’ deck hatches
to heavy-duty remotely operated vehicle
(ROV) hangar doors.
FSG – recently acquired by Siem
Industries – is building the158m vessels for
leading Norwegian offshore vessel operator,
Siem Offshore. The scope of MacGregor’s
contract includes the design, delivery of
hardware and installation as well as commissioning which will be carried out at
the Flensburg Yard during 2015 and 2016.
“MacGregor has a strong position in the
market, offering a broad spectrum of access
equipment to the shipyards building these
types of ships,” says Mr Wide.
MacGregor has worked closely with
Siem Offshore on a number of different
projects, most recently delivering an award
winning three-axis motion compensated
crane to its new 74m infield support vessel
Siem Moxie.
Another example of this multisector capability is a contract that will
see MacGregor supply RoRo cargo access
equipment for a 180m logistics and support vessel (LSV) under construction
at Daewoo Shipbuilding and Marine
Engineering (DSME) in South Korea for
the Royal Norwegian Navy’s Norwegian
Defence Logistics Organisation (NDLO).
The vessel is scheduled for delivery in
2016.
MacGregor’s scope of supply includes
a side ramp/door, a hoistable inner ramp,
two lifting platforms for cargo (forward
and aft) and trunk doors. It will also
include installation assistance.
First electric heavy-lift
cranes head for delivery
Specialist operator, Nordana, has opted for the benefits that MacGregor’s heavy-lift
electric cranes will offer its new multipurpose vessels
A
t the end of 2013 MacGregor
signed a contract with Danish
operator Nordana for eight
250-tonne heavy-lift electric cranes. They will be the first variable frequency drive (VFD) fully electric
heavy-lift cranes delivered by MacGregor.
In addition to the GLHE cranes, Nordana,
which is part of the Dannebrog Group,
has also specified eight MacGregor electro-hydraulic GL 60-tonne SWL cranes
for a further four vessels.
The cranes will be installed in pairs
on a series of eight 12,000 dwt multipurpose vessels, the first to be delivered
are Silkeborg and Skjoldborg. The 138m
vessels are being built at Taizhou Sanfu
Shipbuilding in China, with deliveries
planned to start in 2015. The first crane is
nearing completion and it will be handed
over to the yard by the end of 2014; the
second will follow in 2015.
“We have ordered new tonnage
because we can see that now is a good
time to buy,” says Erling Moesby, Sales
and Purchasing, New Buildings, Project
Development, Nordana. “It is an old fashioned strategy – buy low, sell high – but it
works.
“Our new ships will operate on a
genuinely worldwide basis. We have good
project cargo contracts in place in the Far
East for Europe and the US, so we will
bring the ships across the Pacific Ocean
or the Indian Ocean and then run them
between all of these areas,” he explains.
33
Four 12,000 dwt multipurpose vessels for Nordana will feature MacGregor’s first 250-tonne SWL electric heavy-lift cranes
“Nordana is recognised as a specialist
operator with a fleet of vessels able to carry
a wide variety of cargoes,” says Svante
Lundberg, Sales Manager, MacGregor
cargo cranes. “Our heavy lift cranes will
add to this capability, along with its desire
to have a more environmentally-friendly,
efficient fleet.”
“We opted for MacGregor’s new electric
heavy-lift cranes for the first four multipurpose vessels because we are convinced
of the virtues of the fully electric crane for
them and the wider package of features
available,” notes Mr Moesby. “There are
three or four main suppliers for electrohydraulic cranes as we see it, but we are
convinced that MacGregor offers the best
possibilities for the electric crane. For our
other vessels we opted for smaller more
traditional electro-hydraulic versions with
MacGregor’s cargo handling device, Active
Rotation Control, and again we are convinced that they offer the best package for
these ships.”
More efficient lifts
“We are expecting good things from the
cranes,” continues Mr Moesby, “We are convinced that the total package they offer will
work well for us. We know they are making
a good impression on the market, as we
took references from other operators using
electric cranes.
Mr Lundberg says that Nordana will
benefit from the operational and environmental advantages of VFD cranes.
“Most importantly, they deliver enhanced
efficiency, mainly attributable to faster
and more accurate load positioning which
reduces the time spent in port, along with
a 30 to 35 percent reduction in power
34
consumption compared to electro-hydrautwo separate cranes in a team lift, the
lic cranes. They also eliminate the need for
other refines the anti-collision separation
hydraulic oil.”
between adjacent cranes by employing a
Mr Moesby says that multipurpose ships ‘safety box’ around the crane and its jib.
take a long time to load and discharge in
ARC is designed to assist crane operaport. “If it costs an operator $10,000 a day
tors when positioning cargo. It allows 20
to use the vessel, then every hour less in
to 30 percent quicker cargo positioning, as
port is money saved.
well as improving safety standards.
“Efficiency and environmental issues
“The better our crane control sysare extremely important aspects of our
tems are, the greater the productivity of
decision making and our daily operations.
the crane,” says Mr Lundberg. “If we can
This applies to every
deliver faster, safer and
piece of equipment that
more accurate cargo hanWe are
we bring on board. Any
dling capabilities, our cusconvinced that
efficiency savings are not
tomers will benefit from
MacGregor offers
just good for the enviport turnaround
the best possibilities improved
ronment; they also save
times. In some cases, they
for the electric
us fuel, which saves us
can perform more comcrane”
money. This is important
plex lifts than previously
Erling Moesby
in today’s market. It also
possible. For example, big
means that the secondand bulky project cargo
hand tonnage value is higher.
will be loaded and discharged much faster
“A good service network is also
having these features installed.
extremely important to us. We operate
The Nordana vessels will also feature
worldwide so we need to deal with partners power limitation systems with dynamic
that also operate on a worldwide service.”
values. “The main purpose of the power
limitation system is to enable better
control of power distribution,” says Mr
Improved port turnaround
Lundberg. “Electric cranes have the added
times
advantage that power, generated from
In addition to the cranes, MacGregor will
actually using the cranes, can be fed back
deliver a package of extra features that will
into the system. The power limitation
enhance the safety and load-handling effisystem not only restricts the total power
ciency of the cranes. This package includes
consumed, it also limits the total regener‘Auto Team’, the anti-collision software,
ated power from the deck cranes to the ship
‘Clearkeeper’, the cargo handling aid, ARC,
to avoid problems with the ship’s power
and a power limitation system.
system.”
‘Auto Team’ and ‘Clearkeeper’ functions
“We are very much looking forward to
are relatively new advances to MacGregor’s
seeing how the new cranes perform and to
market-leading CC3000 control system,
see that they fulfil our expectations,” conwhich is fitted to its range of deck cranes;
cludes Mr Moesby.
one allows a single operator to control
Contacts
macgregor@macgregor.com
MacGregor Group
Tel: +358-20-777 4500
macgregor@macgregor.com
MERCHANT SHIPS
Hatlapa products
Hatlapa Uetersener Maschinenfabrik
GmbH & Co. KG
Tornescher Weg 5-7
25436 Uetersen, Germany
Tel: +49-4122-7110
• +49-172-981 3292
info@hatlapa.de
RoRo Systems
MacGregor Sweden AB
PO Box 4113
SE-400 40 Gothenburg,
(Fiskhamnsgatan 2,
SE-414 58
Gothenburg), Sweden
Tel: +46-31-850 700
rorosales@macgregor.com
roroconversion@macgregor.com
Cargo and Material Handling Systems
MacGregor Sweden AB
Sjögatan 4 G
SE-891 85 Örnsköldsvik,
Sweden
Tel: +46-660-294 000
crasales@macgregor.com
Bulk Selfunloaders
MacGregor Sweden AB
PO Box 914
Gesällgatan 7
SE-745 25 Enköping,
Sweden
Tel: +46-171-232 00
crasales@macgregor.com
Cargo Stowage &
Securing Systems
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,
Singapore 618299
Tel: +65-6597 3888
lashingsalesorder@macgregor.com
OFFSHORE
Offshore Load Handling
MacGregor Norway AS
Andøyfaret 15,
N-4623 Kristiansand
Norway
Tel: +47-91-686 000
ofssales@macgregor.com
Offshore Mooring and Loading
MacGregor Pusnes AS
368 Skilsøveien
Pusnes, 4818 Faervik, Norway
Tel. + 47-370-873 00
pusnes@macgregor.com
Triplex products
Triplex AS
Henda, 6530 Averøy, Norway
Tel. +47-71-513 900
post@triplex.no
Winches
MacGregor Pte Ltd
15 Tukang Innovation Drive,
Singapore 618299
Tel: +65-6597 3888
ofs.sgp.salesmfg@macgregor.com
GLOBAL LIFECYCLE SUPPORT
AUSTRALIA
Melbourne Office:
Tel. +61–3–9437 1286
• +61-417-113 184
masoud.jafarnejad@macgregor.com
Sydney Office:
Tel. +61-2-4647 4149
• +61-408-494 777
michael.stacey@macgregor.com
BELGIUM
Antwerpen Office:
Tel: +32-3-546 4640
• +32-3-546 4640
macgregor.antwerp@macgregor.com
Zeebrugge Office:
Tel: +32-476-813 559
john.neus@macgregor.com
BRAZIL
Rio de Janeiro Office:
Tel: +55-21-97187-7835
pusnes.brazil@macgregor.com
CHILE
Talcahuano Office:
Tel: +56-41-242 3505
info@triplexchile.cl
CHINA
Hong Kong Office:
Tel: +852-2394 1008
• +852-9097 3165
spencer.lee@macgregor.com
Nanjing Office:
Tel: +86-25-8672 0879
general@hatlapa.com.sg
Shanghai Office:
Tel: +86-21-2606 3000
Hatch covers, RoRo, winches:
• +86-1380-1660 914
frank.chen@macgregor.com
Cranes:
• +86-1380-1950 984
charley.xiao@macgregor.com
Shanghai Office (Hatlapa):
Tel: +86-2162-3296 71 / 6232 9672
info@hatlapa.com.cn
Shanghai Office (Pusnes):
Tel: +86-21-2606 3000
pusnes.china@macgregor.com
CROATIA
Rijeka Office:
Tel: +385-51-289 717
• +385-98-440 260
DL_MCG_HRV_RIJEKA_ SERVICE
@macgregor.com
Zagreb Office:
Tel: +385-1-383 7711
CYPRUS
Limassol Office:
Tel: +357-25-763 670
• +357-97-888 050
DL_MCG_HRV_RIJEKA_SERVICE
@macgregor.com
Limassol Office (Hatlapa):
Tel: +357-25-889 700
x.papacosta@hatlapa.cy.net
DENMARK
Copenhagen Office:
• +45-44-538 484
service.cph@macgregor.com
Esbjerg Office:
Tel: +45-44-538 484
• +45-44-538 484
service.cph@macgregor.com
ESTONIA
Tallinn Office:
Tel: +372-6-102 200
• +372-53-018 716
marko.maripuu@macgregor.com
FINLAND
Turku Office:
Tel: +358-20-777 4500
• +358-400-824 414
marine.service@macgregor.com
FRANCE
Le Havre Office:
Tel: +33-235-247 299
• +33-6-8527 4513
fra.lha.maintenance@
macgregor.com
Marseilles Office:
Tel: +33-491-095 252
• +33-6-8527 4513
fra.mrs.maintenance
@macgregor.com
GERMANY
Bremerhaven Office:
Tel: +49-471-78 041
• +49-471-78 041
volker.radau@macgregor.com
Hamburg Office:
Tel: +49-40-254 440
• +49-40-2544 4120
service.ham@macgregor.com
Schwerin and Uetersen Offices:
Tel: +49-4122 7110
• +49-172-9813 292
service@hatlapa.de
Busan Office (Hatlapa):
Tel: +82-51-972 9260
sales@hatlapa.co.kr
Busan Office (Pusnes):
Tel: +82-51-7206 200
pusnes.korea@macgregor.com
SWEDEN
Enköping Office:
Tel: +46-171-232 00
Gothenburg Office:
Tel: +46-31-850 700
• +46-31-850 700
service.got@macgregor.com
Örnsköldsvik Office:
Tel: +46-660-294 000
LITHUANIA
Klaipeda Office:
Tel: +370-46-469 855
• +370-698-58 505
tomas.bagdonas@macgregor.com
TAIWAN
Contact through Hong Kong Office:
Tel: +852-2394 1008
• +852-9097 3165
MALAYSIA
Kemaman Office:
Tel: +60-985-92 129
Kuala Lumpur Office:
Tel: +60-377-828 136
• +60-19-2615 316
melvin.go@macgregor.com
Miri Office:
Tel: +60-854-28 136
UNITED ARAB EMIRATES
Abu Dhabi Office:
Tel: +971-2-554 1690
• +971-50-4510 715
hanssen.surrey@macgregor.com
Dubai Office:
Tel: +971-4-4562 863
• +971-50-6510 371
behrooz.boorang@macgregor.com
Fujairah Office:
Tel: +971-9-2775 507
pusnes.dubai@macgregor.com
MEXICO
Campeche Office:
Tel: +52-1-938-286-1528
• +52-1-938-119-9927
david.crockett@macgregor.com
THE NETHERLANDS
Rotterdam Office:
Tel: +31-10-2832 121
• +31-10-2832 121
macgregor.rotterdam@
macgregor.com
INDIA
Mumbai Office:
Tel: +91-22-6773 6666
• +91-998-7034 773
marine.india@macgregor.com
NORWAY
Arendal Office:
Tel: +47-370-873 00
pusnes.service@macgregor.com
Bergen Office:
Tel: +47-56-313 300
• +47-56-313 300
Offshore: service.bgo@macgregor.com
Merchant ships:
service.mss.nor@macgregor.com
Kristiansand Office:
Tel: +47-91-686 000
krs.service@macgregor.com
Oslo Office:
Tel: +47-56-313 300
• + 47-56-313 300
Offshore: service.bgo@macgregor.com
Merchant ships: service.mss.nor
@macgregor.com
INDONESIA
Batam Office:
Tel: +62-778-7372 207
• +62-778-7372 207
ofs.idn.offshore@macgregor.com
POLAND
Gdynia Office:
Tel: +48-58-7855 110
• +48-602-725 088
gdynia.poland@macgregor.com
ITALY
Genoa Office:
Tel: +39-010-254 631
• +39-335-1394 779
ita.service.macgregor@macgregor.com
QATAR
Doha Office:
Tel: +974-4460 7310
• +974-5507 1093
niksa.ivic@macgregor.com
JAPAN
Kobe Office:
Tel: +81-78-846 3220
• +81-90-4387 9992
masashi.tarui@macgregor.com
Tokyo Office:
Tel: +81-3-5403 1966
• +81-90-2640 8716
kiyoshi.masuko@macgregor.com
SINGAPORE
Singapore Office:
Tel: +65-6597 3888
Merchant ships:
• +65-6261 0367
marineservice.sgp@macgregor.com
Offshore:
• +65-6861 3922
ofs.sgp.aftersales@macgregor.com
Singapore Office (Hatlapa):
Tel: +65-6562 8088
info@hatlapa.com.sg
Singapore Office (Pusnes):
Tel: +65-9231 6890
pusnes.singapore@macgregor.com
GREECE
Piraeus Office:
Tel: +30-210-4283 838
• +30-6974-300 550
piraeus.service@macgregor.com
KOREA
Busan Office:
Tel: +82-51-7040 844
• +82-51-7040 844
dae.won.hwang@macgregor.com
UNITED KINGDOM
Aberdeen Office:
Tel: +44-1224-347 050
• +44-7921-473 427
service.abn@macgregor.com
Bournemouth Office:
Tel: +44 1202 636080
• +44-7557-001 493
info@hatlapa-uk.com
Newcastle Office:
Tel: +44-191-2952 180
• +44-7768-334 419
prt.service@macgregor.com
Portsmouth Office:
Tel: +44-2392-210 703
• +44-7768-334 419
prt.service@macgregor.com
UNITED STATES
Fort Lauderdale Office:
Tel: +1-954-600-4199
• +1-757-558-4580
mark.cihlar@macgregor.com
Houston Office:
Tel: +1-713-574-6340
• +1-713-574-6340
ofsusarig@macgregor.com
Houston Office (Hatlapa):
Tel: +1-985-876-4800
info@hatlapa-usa.com
Houston Office (Pusnes):
Tel: +1-832-6300 112
pusnes.houston@macgregor.com
Jacksonville Office:
Tel: +1-904-821-0340
• +1-757-558-4580
ian.whitfield@macgregor.com
New Orleans Office:
Tel: +1-985-892-9833
• +1-985-892-9833
elaine.dufrene@macgregor.com
New York Office:
Tel: +1-914-305-9090
• +1-914-305-9090
lynne.pace@macgregor.com
Portsmouth Office:
Tel: +1-757-558-4580
• +1-757-558-4580
david.drenon@macgregor.com
Note •
= 24-hour service numbers
35
Benefit from our
stronger team
MacGregor is constantly developing its organisation to make full use of the
company-wide knowledge that is available for your benefit worldwide.
Today it is made even more powerful by a stronger team with a wider combination
of technologies, and a unique selection of products, brands and services.
MacGregor solutions now also include products from our Hatlapa, Porsgrunn,
Pusnes and Triplex brands.
www.macgregor.com

The more remote the control, the safer the crew

Transcription

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