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
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Photo: Statoil
contents contents
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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
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Good seamanship promotes safety
Merchant shipping 8
Rickmers’ newbuilds are designed for maximum efficiency
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Get the best start for your optimised cargo system
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MacRack installations: the benefits are clear
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Better visibility enhances safety
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Tailor-made services meet customer needs
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Shipmanagement MOC demonstrates service flexibility
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Busy operations benefit from broad RoRo know-how
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First electric heavy-lift cranes head for delivery
Offshore 18
Pioneering Spirit: big challenges need new solutions
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Deepest Norwegian subsea development demands pioneering technology
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How far can crews be replaced at sea?
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Extended portfolio has already benefited offshore customers
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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
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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
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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
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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
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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
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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
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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.
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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
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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
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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
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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
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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
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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
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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
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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.
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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
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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.
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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
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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
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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
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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:
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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
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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
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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
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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
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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
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“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
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Photo: Offshore Support Journal
How far can crews be replaced at sea?
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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
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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
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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.
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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
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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
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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
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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.
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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
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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
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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
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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
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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
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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.”
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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.
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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.
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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
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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
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Note • = 24-hour service numbers
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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.
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