Customer magazine Issue 168 Spring 2014
match equipment performance to operational needs page 23
*URZLQJSRUWIROLRLQFUHDVHV Innovative designs drive range and support RIIVKRUHHIรฐFLHQF\DGYDQFHV page 6 page 12
Offshore sector demands call for truly innovative ideas and 12 solutionsâ€?
MacGregor News is MacGregorâ€™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.
Wider portfolios and technologies simplify choices 4
new brands 6
Growing portfolio increases range and support
Hatlapa acquisition delivers global growth opportunities
Newly combined resources strengthen services
Electric drive expertise delivers competitive edge
Specialist vessels equipped to meet new market demands
Successful North Sea maintenance services extended
Control engineering skills employed in safety systems
Crane upgrades match performance to operational needs
customer survey 24
Customer satisfaction survey results: high, and still rising
merchant shipping 25
Upgrades and modernisations suit changing trades
All equipment serviced, not just some of it
Flexible RoRo access for all ship sizes
Linking Swedish island chains
Closing the capacity gap between theory and reality
‘Soft starts’ for powerful electric motors
60th bulker with electric-drive hatch covers delivered
MacGregor’s continuing commitment to growth was demonstrated by the two recent strategic acquisitions: Hatlapa, which included Triplex, to strengthen our merchant ship segment, and Mooring and Loading Systems from Aker Solutions, which incorporates the Pusnes, Porsgrunn and Woodfield brands. I would like to extend a warm welcome to our new colleagues and customers. This expanded portfolio not only strengthens MacGregor’s position in the market, it also opens up new opportunities to our customers, such as integrated machinery packages enabling ‘all-electric decks’. A wider product offering delivers greater engineering and project management capabilities for owners, operators and shipyards. It also ensures that throughout a ship’s operational lifetime our customers have a partner that can provide a broader package of worldwide service resources from a single source. Environmental issues continue to be high on the agenda in both the merchant and offshore shipping segments. Our ability to deliver equipment that performs well under ever-stricter scrutiny is no accident. Sustainability in all activities from products to processes has been our guiding principle. The recent strategic acquisition of Deep Water Solutions, a small company which specialises in lifting applications that employ electric multi-drive technology, demonstrates our commitment to further developing our capabilities and offering in this important area. Efficiency gains are also a key focus of the merchant ship segment and in line with this we focus on offering ‘Customer Solutions’. This concept creates added value for customers by looking at the whole ship from an early stage, designing the most efficient cargo system for it, and as a result, delivering an optimised vessel. In the case of container ships, this process closes the gap between theoretical and actual cargo capacities. This gap can be sizeable, and part of our capabilities is to offer ongoing analysis of a vessel once in service, so that this maximisation process can be maintained. We look at these as comprehensive deliveries, including maintenance agreements, even at the newbuilding phase. Customers from all segments can benefit from this approach and although this is an ongoing process, we already have market-leading understanding of these issues. We use this knowledge to produce realistic technical solutions that deliver the safest, most efficient and profitable vessels available. In 2014 we are exhibiting at OTC Houston, Posidonia and SMM exhibitions with our widened offering and are looking forward to learning what we can do for you.
Eric A. Nielsen President, MacGregor
RoRo expertise supports D
News around the world
Damen’s Canadian ferry contract
amen Shipyards has contracted MacGregor to design and deliver RoRo access equipment for two new 80m RoPax ferries. These have been ordered as part of the Canadian Government’s Newfoundland and Labrador Provincial vessel renewal programme and are scheduled for delivery in 2015 and 2016. MacGregor’s RoRo experts have supported naval architects Fleetway and Knud E Hansen with design input for the access equipment throughout the project’s development phase. “We are using our extensive experience of designing and supplying equipment for ferries operating in Canadian waters to support Damen in building ferries that will deliver reliable scheduled services with optimised turnaround times,” says Lars Öberg, Sales Manager, MacGregor RoRo. The ferries will each be equipped with MacGregor bow doors, a bow ramp/door, a stern ramp, shell doors and a hoistable car deck system and will be able to carry up to 200 passengers and 60 vehicles. Each of the two 80m Canadian ferries features MacGregor bow doors, a bow ramp/door, a stern ramp, shell doors and a hoistable car deck system
MOC activity still buoyant in 2014 Continuing last year’s trend, 2014 has seen MacGregor secure new MacGregor Onboard Care (MOC) contracts for various merchant ships and offshore vessels. “MOC agreements offer a range of services that cover everything from maintenance to spare parts management and training,” says Behrooz Boorang, MacGregor Service Regional Sales Manager, Middle East. “They allow customers to construct a unique mix of products to meet their specific needs and these are designed to avoid downtime. MOC agreements are a long-term commitment to our valued customers. “In March we signed an MOC
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contract that covers six RoRo ships with a Dubai-based company. This agreement covers various pieces of RoRo equipment, cranes and hatch covers. Also in the United Arab Emirates, our office in Abu Dhabi signed three MOC contracts with local customers in February”. Products for the seven offshore barges, two tugs and seven offshore supply vessels include cranes, deck machinery such as anchor handling, towing and tugger winches, capstans, and davits, and steering gear. MacGregor’s office in Doha, Qatar, signed agreements throughout 2013 and into 2014 for 19 offshore supply
vessels and an oil platform. The products covered under these agreements include cranes, deck and other machinery such as anchor handling/towing winches, sharkjaws, and steering gear. “In October 2013 our office in Mumbai, India, signed an MOC agreement with a local company covering cranes and hatch covers for 16 container ships. “This followed a contract signed in August 2013 by our office in Rijeka, Croatia, with a Cyprus-based company for a substantial MOC agreement that covers 117 container ships, two bulk carriers and one RoRo vessel”.
Subsea MacGregor cranes ordered to serve multiple offshore projects MacGregor has won several new orders for its subsea cranes. In February, it secured a contract for two subsea cranes from South Korean shipyard Hyundai Heavy Industries Co Ltd. The active heave-compensated cranes (AHC) will have an SWL of 100 tonnes and 25 tonnes respectively. They will be fitted on board a new 160m heavy construction vessel (hull 2654) being built at the yard for global offshore specialist, Subsea 7. The MacGregor subsea cranes will support the vessel’s year-round global deployment in complex deep and ultra deepwater offshore construction
operations. Delivery of the ship is scheduled for July 2015. A further six AHC subsea cranes for three flexlay pipe-laying offshore vessels, under construction at the IHC Merwede yard, are also destined for the UK-headquartered company, Subsea 7. Also in February, Wuchang Shipbuilding Industry placed an order for a 100-tonne SWL AHC subsea crane. It will be installed on an anchor handling tug supply vessel, currently under construction for the offshore specialist, China Oilfield Services Limited (COSL). The vessel is planned for delivery in March 2015.
Visit MacGregor at Posidonia and SMM MacGregor will showcase its capabilities, including Hatlapa, Triplex, Pusnes and Porsgrunn products, at two of the maritime industry’s largest events, Posidonia and SMM. This year the Posidonia exhibition will be held at the Metropolitan Expo, in Athens, Greece, between 2-6 June. MacGregor will have personnel
available to answer any questions in Hall 3, Stand 3.123. Later in the year, SMM will be held at its usual location in Hamburg, Germany, at the Hamburg Messe und Congress between 9-12 September. MacGregor can be found in a prime location at the centre of hall A1, at stand 330.
Two K50 cranes head to Indonesia Two 50-tonne SWL versions of MacGregor’s heavy-duty grab cranes have been ordered by Batam-based shipyard PT. Karya Tekhnik Utama (KTU), in Indonesia. The K5036-4HD MacGregor cranes are scheduled for delivery in November this year and will be fitted to a 68m floating crane barge. “Indonesia has one of the world’s fastest growing bulk export industries, and this order further increases our presence in this significant market,” says Anders Berencsy, Sales Manager for Transloading cranes at MacGregor. “The floating barge will be used to showcase the yard’s capabilities and the cranes will be an important part of this. “Historically, KTU has used other manufacturers for this type of crane, but has decided to install MacGregor cranes for the first time,” he notes. “This is an important vote of confidence both for the K50 model and for the quality of the products and services delivered by MacGregor.”
New lashing bridges bring better lifetime earnings to big box ships M
acGregor will deliver lashing bridges for three 18,000 TEU container ships to be built at Waigaoqiao Shipyard in China. The contract includes the design and fabrication of MacGregor’s new threetier steel lashing bridge structure. The new plate-type three-tier lashing bridges comprise a steel profile and plate construction and provide advantages in terms of weight, reduced welding and fewer surfaces subject to hidden corrosion issues. They also enable inter-changeability and user-friendly positioning of lashing rods, explains Petri Haukikari, Sales Manager at MacGregor Dry Cargo. “This contract is based on strong
technical co-operation with the shipowner and the shipyard over approximately a six-month period,” says Mr Haukikari. “It is important to understand that the lashing bridge is a vital part of a cargo system, and not just a hull component. By promoting such cargo system-based thinking we can provide several advantages for the shipyards and shipowners. The main benefit for the shipyard is that we can reduce the cost of expensive changes during the manufacturing
process. The key benefit for shipowners and operators is a higher cargo intake capacity and thereby better lifetime earnings.”
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Growing portfolio increases range and support New brands
n January, MacGregor completed its acquisition of the Mooring and Loading Systems unit (MLS) from Aker Solutions, three months after closing the acquisition of Hatlapa, a leading provider of merchant ship and offshore deck equipment (page 8). MLS comprises the Pusnes, Porsgrunn and Woodfield brands. â€œWhen combined with our other MacGregor products and the expertise of the recently acquired Hatlapa marine
MacGregor Pusnes in focus MacGregor Pusnes AS designs and supplies a wide range of proven technology for marine and offshore applications. The Pusnes company was established in 1875 and has delivered offshore equipment since 1968. MacGregor Pusnes is located on TromĂ¸y Island near the city of Arendal in Aust-Agder, Norway. The MacGregor Pusnes portfolio comprises offshore mooring and loading systems, deck machinery, Porsgrunn
equipment business, we can now offer customers the most complete range of high performing equipment and systems with the Pusnes, Porsgrunn and Woodfield brands,â€? says Eric Nielsen, President, MacGregor. â€œWith this acquisition now complete, we look forward to a quick and smooth integration into the MacGregor family, with the clear goal of serving our existing and new customers with the most innovative and well supported offering.â€?
VWHHULQJJHDUDQG:RRGÄşHOGPDULQHORDGLQJ arms. Additionally, it offers bow loading DQGRIÄťRDGLQJV\VWHPVIRUERWKVLPSOHDQG sophisticated operations offshore. Floating drilling and production units are key destinations for Pusnes equipment DORQJZLWKÄťRDWLQJSURGXFWLRQVWRUDJHDQG RIÄťRDGLQJ)362V XQLWVVKXWWOHWDQNHUV and terminals. More than 2,000 vessels are currently operating with Pusnes deck machinery and Porsgrunn steering gear. ,QWKHFRPSDQ\UDLVHGLWVSURÄşOH with the introduction of Pusnes RamWinch mooring equipment, which is vesselmounted and designed as an alternative to conventional rotating winches. In the same year the company developed its electric
Bringing together the strengths of MacGregor and Pusnes not only offers their combined customer base a greater choice of solutions and products from a single provider, but also expanded service support worldwide
deck machinery based on variable frequency drives. Key functions are executed from Norway, including a centre of excellence for technology development, project execution, lifecycle services and sales. Its other activities are located in Europe, the US, Dubai, Brazil, Korea, China and Singapore. Singapore is WKHNH\KXEIRUPDQXIDFWXULQJRIÄťRDGLQJ systems, with other production activities focused in Poland, South Korea and China. Its South Korean manufacturing facility has been developed into an offshore equipment assembly and testing site, which strengthens the companyâ€™s supply chain. The facility is also a core supplier of marine spare parts to for the companyâ€™s service business.
Leif Haukom, Head of MacGregor’s Mooring and Loading Systems unit says: “We are happy to become part of MacGregor, and see exciting opportunities coming from the combined resources, technologies and global footprint. This is a very positive development for all of our customers and team members. “The feedback from clients has been positive,” he notes. “They see both the advantage of broader offering capabilities as well as a strengthening of lifecycle services by utilising the global MacGregor network. “We have a well-balanced combination of product sales and service revenues and a growing offshore business due to the worldwide market increase in floating production units. Our business model is also flexible and asset-light and focuses on high-value activities. “Pusnes is a well-recognised deck machinery brand and has a strong market position in large and growing markets. Pusnes equipment serves merchant fleets as well as offshore drilling and production
units. The integration of all MLS brands into MacGregor broadens its scope of equipment supply for merchant fleets, while opening up new mooring and loading supply opportunities for the offshore market. Porsgrunn rotary vane steering gear also complements the Hatlapa range, and together offers customers a comprehensive portfolio of steering gear. “We will continue to develop new products to respond to an ever-changing, broader and more demanding client base,” Mr Haukom continues. “We maintain a diverse portfolio, focusing on flexible and standardised products, while securing our position in new markets. In line with this we have recently launched a new design of wire mooring winch, which is proving successful, and one emerging market we have entered is offshore loading of liquefied natural gas (LNG), where we anticipate future growth and opportunities. “We continuously seek cost efficient solutions and work processes,” he notes.
“Together with MacGregor our sourcing base is considerably widened and offers advantages that are beneficial for both us and our clients. Simplification and standardisation will contribute to a simpler and more cost-effective manufacturing process, therefore making us more competitive. Electric drives and ‘green solutions’ are key driving forces in our new developments.” Recent major deliveries of Pusnes products include: deck machinery for the Allseas Pieter Schelte Project, which is one of the world’s largest platform decommissioning and pipelaying vessels; offshore mooring and offloading systems for the Petrobras P58/ P62 projects; and a mooring system for the sub-Arctic Goliat platform. Last year MLS mooring and offloading systems were specified for the Aasta Hansteen Spar in the North Sea and several bow loading systems for shuttle tankers. Pusnes bow loading systems are leading industry products with more than 30 systems operating in Brazil. Pusnes offshore loading system in NODQ@SHNMHMSGD5@Q@MCDXjDKCHM1TRRH@
We can now offer customers the most complete range of high performing equipment and systems”
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global growth opportunities
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MacGregor’s continued growth includes completing its acquisition of privately-owned Hatlapa, and combining the strengths of the two companies is already paying-off in a market in need of consolidation MacGregor’s expanded similarities in the way we acGregor is continuing capabilities are already carry out and organise our with its strategy for suspaying-off with the first businesses,” Mr Nürnberg tainable profitable growth contract secured through says. through a customerits combined offering. Existing customers have focused attitude and expanding product The contract is for a new been extremely supportive portfolio. In line with this, at the end of deck equipment order for about the change in ownerOctober 2013 the company completed its a series of eight 58,000 ship, Mr Nürnberg notes. acquisition of Hatlapa, a leading provider dwt bulk carriers under of merchant ship and offshore deck equip- “We have received a very construction at New positive response and ment. Alexander Nürnberg: “As our Times Shipbuilding in “We bring a well known and recognised it was often mentioned integration process has started, China. The vessels are that we both have similar range of products and a strong Hatlapa we have found many similarities in the way we carry out and being built for Lemissoler core values. The package brand name into the MacGregor portorganise our businesses” Shipmanagement, based MacGregor can now offer is folio,” says Alexander Nürnberg, who in Cyprus, with the deliva straightforward one with heads Hatlapa operations. “MacGregor ery of the first two vessels scheduled to clear benefits for our customers.” and Hatlapa companies have a compelling start around August in 2015. The new arrangement between the customer focus and are established players The contract will see MacGregor businesses will focus on cooperation and in the Asian shipbuilding and shipping deliver complete equipment packages each the commercial competitiveness that will markets. comprising four variable frequency drive be delivered through it. This will be par“Together we have a unique business (VFD) electric cranes, electrically-driven ticularly in terms of quality, delivery, cost, set-up in Europe and in Asia. In our compole-changing winches and air compresand innovation (QDCI). bined capacity we see significant growth sors, and hydraulically-operated steering “Combining the strengths in a market potential. For the merchant shipping secgear and hatch covers. that is in need of consolidation will serve tor, we hope to increase market shares in “The new contract was won as a direct both shipyards and shipowners well. Our China, Korea and Japan. Our extended result of this strengthened capability and combined capabilities ensure that shipportfolio in the offshore segment will also a long standing relationship with the yards have a partner with strengthen our owner,” says Jörg Tollmien, Head of Sales much bigger engineering market position We bring a well for MacGregor’s Hatlapa offering. “It is capacities and project manin deepwater known and recognised also a good example of what our comagement capabilities,” Mr anchor handling range of products Nürnberg explains. “During bined product ranges can offer customers, and support soluand a strong Hatlapa the crucial commissioning particularly in cases such as this where tions.” brand name into the process of a newbuild vessel an extensive scope of deck equipment is Over the next required for multiple ships.” few months, MacGregor portfolio” the support of our service Alexander Nürnberg Mr Tollmien notes that: “Lemissoler team can be supplied easily. Hatlapa will be changed its initial specification for cranes “Also shipowners will fully integrated and winches to electric versions.” have access to a much wider into MacGregor’s As part of the Hatlapa purchase, package of equipment and worldwide seroperating structure and will continue its MacGregor also gained Norway-based vices from a single source during the ship business as a new business line within construction phase and much later on dur- offshore and fishing technology specialist, MacGregor. “As our integration proTriplex. ing the ship’s operational lifecycle.” cess has started, we have found many
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Combined resources strengthen services 3GDADRSV@XSNADMDjS from the combined service capabilities of Hatlapa and MacGregor is by sharing the knowledge and experience that its personnel offer as well as the physical resources of a global service
n addition to extending newbuild capabilities, our service resources have also been strengthened,” says Alexander Nürnberg, who heads Hatlapa operations. “Hatlapa has an efficient service organisation and a good network that serves its worldwide customers well. When combined with MacGregor’s offering this really will deliver something special to all our customers.”
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As part of the integration process, MacGregor and Hatlapa have started cross-training service programmes to provide a greater knowledge-base of each others’ product portfolios, which will ultimately deliver enhanced service expertise for customers. The first training sessions have been conducted at MacGregor’s Portsmouth, Virginia, USA Service office in January this year. “They went extremely well,” says Jeffrey Siegel, Regional Director for MacGregor Merchant Ship Service. “The sessions involved very thorough reviews of the Hatlapa product line, including a lot of insight into service-related issues. They also included highlighting some key advantages of the Hatlapa product ranges in comparison to competitors.” “We are also now working together to integrate our customer base,” he adds. “We all believe there are some key industries where we can help one another
promote spares and service activity. Specifically at the moment we see the US Navy and cruise industry as good potentials.” As part of the overall integration process, MacGregor plans to include many of Hatlapa’s existing services into its MacGregor Onboard Care (MOC) planned maintenance agreements. This
In addition to extending newbuild capabilities, our service resources have also been strengthened” Alexander Nürnberg
Hatlapa rotary vane-type steering gear (Triton) is especially designed for easy installation and limited space
particularly relates to Hatlapa anchor handling and mooring winches. One such service is the Hatlapa ‘health check’ Mooring Service, which has proved extremely popular since its introduction in 2012. “Since its inception, service engineers have visited over 100 vessels from Houston, USA, to Hong Kong, via Europe,” says Thorsten Schäfer, Fleet Support Manager for Hatlapa service. The Hatlapa Mooring Service includes: gearbox inspections, checking parts for wear and tear, checking and adjusting anchor brakes, function testing, and crew training. In addition, winches receive additional checks relevant for their drive systems. For example, for electricallydriven winches, the service includes the inspection of control columns and contactor cabinets and checking autotensioning systems and re-adjusting them
if necessary. For hydraulic winches, the tailored inspections include the pump units and safety valve settings. For all inspections, a detailed report is compiled with information about the inspection, its findings and further recommendations. “The importance of Mooring Service is comparable to an annual health check,” says Mr Schäfer. “To operate winches safely, and to avoid potential damage to machinery or injury to operators, it is important to inspect the winches on a regular basis. For example, if the brake lining is worn, it may cause significant damage to the winch.” A company that has recently benefitted from a Hatlapa ‘health check’, is American cruise giant Norwegian Cruise Lines. Three vessels in its fleet, the 78,309gt Norwegian Sun, the 77,104gt Norwegian Sky and the 75,338gt Norwegian Spirit, received a Mooring Service. Norwegian Spirit also received a substantial amount of spare parts and additional service work. Like MacGregor, Hatlapa services extend to worldwide navies in addition to merchant ships. Recent contracts have included major defence work with the UK, Omani, and Brazilian navies. Service work in the UK has involved working closely with the country’s largest
shiprepair and conversion shipyard, Cammell Laird, and defence and security specialist, BAE Systems. These contracts have seen equipment delivered to support projects for the Omani and Brazilian Navies. For the UK’s Royal Fleet Auxiliary, Hatlapa compressors will be delivered to Cammell Laird for a modernisation project on board the 1986 Harland and Wolffdelivered Fort-Class vessel, Fort Victoria. The contract also calls for follow-up installation, commissioning and training. Also the Irish Navy will have Hatlapa steering gear and winches fitted on the newest vessels in its fleet later this year.
Hatlapa air compressors (pictured) and steering gear will be delivered as part of MacGregor’s new deck equipment contract with New Times Shipbuilding (page 9)
MacGregor can now supply complete sets of merchant and offshore electric-drive deck machinery
atlapa winches will further strengthen MacGregor’s line of premium winch products as well as expanding its equipment portfolio. In addition to low-pressure hydraulic drives, the wide range of Hatlapa anchor handling and towing winches are available with electric drives. When combined with MacGregor’s cargo handling systems, these environmentally-friendly electric-drive models ensure that MacGregor can now deliver a totally electrically-driven deck,
RIIHULQJWKHKLJKHVWOHYHOVRIHIĺFLHQF\DQGHQYLURQPHQWDOSURWHFWLRQ q&OHDQHUDQGPRUHHIĺFLHQWVKLSVDUHRQWKHGUDZLQJERDUGVRIDOO designers,” says Alexander Nürnberg. “Electric machinery is a main component for achieving cleaner shipping. We can offer now for both segments, merchant and offshore, a complete set of deck machinery and load handling equipment with electric drives and controls applying the latest state-of-the-art technology.”
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MacGregorâ€™s twin hook handling system provides an on-deck trough, equipped with rails to receive the standard single-line hook when parking, for maintenance or hook exchange
CQHUDNEERGNQDDEjBHDMBX@CU@MBDR Working closely with its customers enables MacGregor to understand their businesses, not only responding to their requests for solutions but also taking the initiative to develop technology 12
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he rapid changes experienced in the offshore sector frequently call for truly innovative ideas and solutions. “The drivers for innovation can be pro-active and reactive,” says Baard Alsaker, R&D Director, MacGregor, Advanced Load Handling. “Sometimes a customer is presented with a new situation for which there is no existing solution. Or perhaps close analysis of their operations reveals that time and money could be saved if a process could be carried out more efficiently. At MacGregor we relish it when customers bring us challenges of this nature in search of practical, cost effective solutions. “Alongside this essentially reactive process, we continually review our product range and the changing nature of offshore operations. We do this both to address emerging issues and to develop new ways of approaching particular tasks to deliver more efficient, safer working practices. Reactive or pro-active, innovative design requires a complete understanding of all the issues relating to the challenge, extensive engineering knowledge and very clear, focused thinking that is not shackled by preconceived ideas and current practices.” The challenge: Offshore vessels are being supplied with ever larger cranes, and these cranes are equipped with massive hooks. On occasions, it is necessary to change to another type of hook and, with the existing facilities on board, this can be an extremely challenging and hazardous operation. Even the slightest motion of the ship can result in unpredictable pendulum movements of the suspended load; it may therefore be necessary for a ship to return to port or sheltered waters to make the hook change in relative safety. A secondary issue is the amount of deck space needed to accommodate the additional hook; the flexibility provided by having two hooks should not impact significantly on the vessel’s operational capabilities. Cooperative efforts: The design solution was achieved as a result of close
Twin hook handling gives the vessel greater operational capabilities and improves the safety of the crew
cooperation At MacGregor Furthermore, extrapothe standard between the engiwe relish it when lating solution would require neering and R&D customers bring us significant crane movedepartments. The challenges of this nature ments and result in very multimedia develin search of practical, cost protracted procedures. oper in the R&D effective solutions” Something very difdepartment sugBaard Alsaker ferent was needed if a gested some nonvessel was to be able to standard solutions transport both its hooks on offshore operaand illustrated how they could operate tions and change them safely. using virtual 3D-models. By animating The solution: The key to resolving the crane, the hooks and the proposed the problem is the provision of an onreceiving structures, it became abundantly deck trough, equipped with rails, located clear that simply scaling up the existing between the crane and its jib support; this standard solutions would not be effective. Such an approach would require the provi- is used to receive the standard single-line hook when parking, for maintenance or sion of massive on-deck structures that hook exchange. would have such an impact on the vessel’s The length of the trough makes it easier operations – by obstructing the overboard for the crane operator to land the hook, area and limiting deck space – that it since he or she does not have to >> would be impractical to carry two hooks.
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MacGregor’s wire rope integrity software is a unique product, designed to monitor the condition of wire rope based on its working patterns
aim for a bucket, as is the case with standard solutions. Once in the trough, the hook can safely be slid along the rails to a convenient parking or maintenance position. Mounted over this trough there is a large cradle that houses the double-fall hook block. Sliding on its own deck-rails, it can transport the large hook from its resting position
Innovative design requires a complete understanding of all the issues relating to the challenge, extensive engineering knowledge and very clear, focused thinking that is not shackled by pre-conceived ideas and current practices”
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beneath the crane jib to a storage location such as an internal space within the crane’s jib support. The result is a system that overcomes both problems – the potential loss of deck space and the safety issues. The two new structures allow both hooks to be carried
on offshore projects; they can be landed, moved, parked, stored or exchanged with the each other in a safe and controlled manner. In addition, the crane is not required to make any additional lifts to move its hooks; and all the movements are achieved through controlled sliding along the dedicated rails. The structures are equipped with access platforms to assist personnel in the demanding task of reeving the crane wire when connecting and disconnecting the double fall block on the larger hook. The essentially simple solution makes creative use of the existing winches on the crane jib; an important consideration when minimising complexity and costs. The two structures require very little deck space and obstruction to the overboard operations area is limited to the two metre length where the trough structure extends above deck level. The flexible design will work very efficiently with a modular hook system where the single and double-fall hooks share a common hook-part. The overall result is a simple system that allows a ship to take both its hooks to sea with it without compromising on deck space or load lifting flexibility. It gives a vessel greater operational capabilities and improves the safety of the crew engaged in hook handling. Another example of MacGregor’s offshore innovation drive is its wire rope integrity software. “Wire rope is at the heart of the offshore world, but it has a finite lifespan, and this is influenced by the nature and frequency of its operations,” Mr Alsaker explains. “It must be replaced before it suffers significant degradation, but replacement incurs considerable expense and downtime. Normally, in the interests of safety, a very conservative view is taken when determining if a wire should be replaced. “MacGregor’s wire rope integrity software is a unique product, designed to monitor the condition of wire rope based on its working patterns. It can advise on how to limit the impact the workload has on a wire’s integrity and guide the responsible person with regards to a replacement schedule.”
innovative design in a competitive marketplace F
or dedicated professionals working as part of a team, there is nothing as satisfying as the high regard of their peers. Such recognition sends a positive message to the wider world about the quality of design and construction. For the second time in three years, MacGregor has had the great honour of receiving the Offshore Support Journal (OSJ) Award for Innovation; this time for its unique three-axis motion compensated offshore crane, designed specifically for use on Siem Offshore’s infield support vessel Siem Moxie, currently nearing completion. In 2012, MacGregor won the same award for its new Chain Wheel Manipulator, which allows windlass chain wheel changes to be carried out safely at sea, where before a vessel would often have to return to port to carry out the same operation. Siem Moxie’s crane is nearing completion. Once commissioned, the vessel will operate in the offshore renewable energy markets, carrying out installations, repairs, maintenance and general service duties. Its new crane was designed to allow it to carry out one very specific type of task; the transfer of containers of tools and equipment to the top of offshore windmill foundations. MacGregor’s standard active heave-compensation (AHC) technology is supplied though a crane’s winch and it compensates excellently for a vessel’s vertical
movements. But when transferring equipment to the small platforms 20m above the water on top of offshore windmill foundations, a greater degree of positional control is needed. To meet this requirement MacGregor developed new technology that compensates for vessel movements in the horizontal plane (pitch and roll) as well as in the vertical plane. Horizontal compensation ensures that the crane remains vertical in relation to the seabed, and therefore parallel to the windmill’s structure. Combined with AHC, this provides extremely effective three-axis compensation, allowing the crane to perform very accurate load positioning operations. Baard Alsaker, MacGregor R&D Director, Advanced Load Handling, says MacGregor continues to investigate innovative technologies of this nature to strengthen the company’s position in developing market sectors. “We see that the emerging offshore wind sector continues to set new requirements for offshore cranes and we are constantly looking for ways of employing our expertise in the development of new solutions for our customers.”
Siem Moxie’s crane was RODBHjB@KKXCDRHFMDCSN SQ@MREDQBNMS@HMDQRNESNNKR @MCDPTHOLDMSSNSGD SNONENEERGNQDVHMCLHKK ENTMC@SHNMR
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MACGREGOR NEWS | ISSUE 168
ast year MacGregor initiated development of a range of offshore wire luffing cranes (OWLC) based on a slewing bearing design. The MacGregor OWLC range offers cranes with safe working loads ranging from 50 to 300 tonnes with outreaches of up to 50m. An auxiliary hoist is provided with a capacity of up to 30 tonnes SWL. While the new product is part of its offshore portfolio, during the development
phase MacGregor was able to take advantage of the whole organisationâ€™s experience of wire luffing crane design and construction. â€œThe new range of cranes is not so much an innovation, it is more a development of MacGregorâ€™s existing products,â€? says project leader Hans Sahlin, MacGregorâ€™s Technical Director for Cranes. MacGregor had designed, manufactured, supplied and serviced wire luffing cranes for the offshore market up until the late 1980s, when development and
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ISSUE 168 | MACGREGOR NEWS
Electric drive expertise delivers
competitive edge Adding an electric-drive specialist company to its R&D team has gained MacGregor a decade of electric drive experience and secured its future market position as a leading supplier of â€˜greenâ€™ technology across all offshore load handling applications
MACGREGOR NEWS | ISSUE 168
hydraulically-operated drives is simple,” Mr o help meet growing customer DWS has given systems are driven by Alsaker says. “You demands for environmentallyMacGregor a market- electric generators. have to recalculate the friendly offshore systems and changing position This electric power is winches and also conequipment, MacGregor has when it comes to converted to hydrausider how to programme bought Deep Water Solutions, which speapplying electric-drive lic power and energy and control the eleccialises in lifting applications that employ technology for load is always lost is the tric motor. This is the electric multi-drive technology, therefore most challenging aspect eliminating the use of hydraulic oil and its handling equipment” transfer process,” Tom Harald Svennevig Mr Alsaker explains. of electrically-driven potential for pollution. “By strengthening “Electric drives bypass equipment, and this is our electric-drive technology know-how this energy loss, which where we have a real we can better serve and support our cussecures both energy savings and environtomers,” says Tom Harald Svennevig, Vice head-start with DWS. mental benefits. “DWS has now been fully intePresident, MacGregor Advanced Load Additional benefits relate to the fact that grated into MacGregor’s R&D team in Handling. electric drives are not affected by the cold, Kristiansand, Norway, and has given DWS is a Norwegian company founded which is a frequent aspect of offshore operMacGregor a market-changing position by four engineers who have designed elecations. “Hydraulic systems have greater when it comes to applying electric-drive tric multi-drives for the last 10 years and obstacles to overcome in extreme cold,” he technology for load handling equipment,” together have more than 60 years experiMr Svennevig says. “DWS’s technology can continues. “Lines can freeze and to operate ence in the offshore equipment industry. in extreme cold, hydraulic systems rely on Its portfolio of applications includes subsea of course have wider implications for our heating elements and maintenance engiactive heave-compensated (AHC) winches, entire winch product line.” neers to change the oil and the filters to Mr Alsaker points out that although module handling systems, guideline and ones that are most suitable for these condithe shift towards electric drive technolpod line winches, launch-and recovery tions. Electric drives avoid these issues. ogy is partly customer-driven, it is also systems (LARS), remotely operated tool “Also with large hydraulically-operated ‘future proofing’. “We can see that the (ROT) winches and electrically-driven offshore equipment, there is the correenvironment is a key issue for cable-laying sponding issue of hydraulic power units the industry, in part because machinery. By strengthening of the sensitive image that the (HPU). Not having to have HPUs on board MacGregor our electric-drive a vessel presents costs savings, not only offshore industry has and the already has a technology knowbecause are they not needed, but their areas that it operates in. But comprehensive how we can better it is also a fundamental part absence saves weight on the vessel.” electric-drive serve and support of MacGregor’s philosophy to By their very nature, offshore operaprogramme availtions are remote and require high degrees our customers” consider the sustainability of its able across all Tom Harald Svennevig of redundancy and reliability. “The reliproducts and the impact they ship types and ability of electric drives is comparable to have on the environment. has produced hydraulic equivalents,” Mr Alsaker says. “We believe that it is essential to make electric drives for subsea cranes in the past. “However, hydraulic systems are much offshore operations as environmentallyBut the acquisition of DWS instantly gains more dependent on maintenance crew to friendly as possible. When a high-pressure it much greater access to this technolchange the oil and filters regularly. This hydraulic oil pipe bursts it is an obviogy, says R&D Director, Baard Alsaker. isn’t necessary with electric drives, so they ous source of pollution and is exactly the “We haven’t just gained a single entity, we require less maintenance. Their condienvironmental impact we want to avoid. have gained a spectrum of technology and tion can also be remotely monitored via a knowledge with DWS. This includes estab- This is why we are looking to electric drive maintenance programme. solutions and some Norwegian operators, lished technology, drawings and calcula“The combination of all these factors, most prominently Statoil, are really movtions, programmable logic controllers and and our newly strengthened capabilities ing more strongly towards this technology,” even some additional hardware. means that we can look forward to a he says. “You can’t just swap a hydraulic drive very positive future position in this There are other gains with electric for an electric one, but from an engineerdrives. “At the beginning of the power train, market,” he notes. ing perspective, the switch to electric
MacGregor has a comprehensive electric-drive programme: this module handling system on board DeepOcean’s offshore support and construction vessel, Rem Ocean, has several electrically-driven winches and has recently undergone sea trials
ISSUE 168 | MACGREGOR NEWS
MacGregor moves with changing times A major order for offshore winches demonstrates that MacGregor has the products to meet new market demands
he way that things are done in the maritime world is always changing. To remain successful and thrive, equipment manufacturers must carefully track new and evolving practices and requirements, positioning themselves and their products to meet emerging demands. An important winch order demonstrates that MacGregor has the products to support the latest offshore units designed for very specific tasks.
MACGREGOR NEWS | ISSUE 168
demand for suitable heavy lift capacity.” Hyundai Samho Heavy Industries Co Ltd, MacGregor will supply hoisting and a subsidiary of Hyundai Heavy Industries, mooring winches and control systems. is currently building a 10,000-tonne The rolling delivery programme for the SWL floating crane, destined to be one winches is scheduled to take place between of the largest of its type. The new crane is the second and fourth quarters of 2014. designed to meet the increasing demands “This order represents a breakthrough for heavyweight shipbuilding support activities, along with offshore lifting opera- for MacGregor’s offshore winch business in the Korean offshore market and reaffirms tions in international waters. MacGregor has won a major order to supply 45 electric our reputation as the leading provider of efficient and environmentally friendly soluwinches on board this important vessel. tions,” adds Mr Wong. “The methods employed in building, MacGregor’s range of offshore winches repairing and converting ships and offshore has expanded considerably within the last structures are constantly changing,” says year. The incorporation of Hatlapa and Francis Wong, Offshore Segment’s Sales Pusnes products and expertise supports and Marketing Director at MacGregor. MacGregor’s strategy to become a major “The prefabricated blocks which are complayer in the offshore industry. bined to build ships and other offshore “The Hatlapa portfolio strengthens structures are becoming bigger and heavMacGregor’s position as a leading solution ier. This has a number of advantages for provider in the anchor handling industhe shipbuilder, including reduced overall try,” he says. “Adding in the Pusnes brand construction time, but to handle these has allowed MacGregor to large structures safely The incorporation of enter the floating producand efficiently Hatlapa and Pusnes tion unit and mobile drilling unit markets – which are there is an products and expertise huge segments in the offshore increasing supports MacGregor’s industry – in a very strong worldwide strategy to become position.” Mr Wong also notes that a major player in the the extended range means offshore industry” that MacGregor can now meet virtually any demand for a specific offshore winch, and equally importantly, can also meet almost any mixed order for a variety of offshore winches. He says that bringing Pusnes and Hatlapa products under the MacGregor umbrella offers a very attractive one-stopshop for offshore winches and much more besides.
Successful North Sea service extended MacGregorâ€™s offshore service customers in the North Sea @KQD@CX@OOQDBH@SDSGDADMDjSRNE planned maintenance for davits, and are being encouraged to use it for cranes and winches as well
uilding on its successful core service business, MacGregorâ€™s UK offshore operation is encouraging the wider use of planned maintenance contracts for davits, cranes and winches. The operation is based in Aberdeen, Scotland, and its efforts are focused predominantly on vessels operating in the North Sea. â€œThe backbone of our Aberdeen business is servicing and repair work for the davits employed in the rescue launch-andrecovery systems on offshore emergency response support vessels, platform supply vessels and large multi-purpose vessels,â€? says Steve Goodchild, Regional Manager, North Sea. â€œHowever, in line with our development plan and through continued sustainable growth, we aim to become a world leading quality service provider for the standard cranes and winches fitted to our customersâ€™ vessels as well.
depth of knowledge,â€? says Mr Goodchild. â€œAfter cooperating closely with â€œIncreasingly they support our gearing of MacGregor technical and sales personnel the business to perform planned mainteworking on newbuilding and conversion nance, recognising that it is a preferable programmes, our customers recognise our approach to relying on urgent, re-active ability to offer seamless services including intervention when something goes wrong. coordinating newbuilds, handling converThey appreciate that effective, planned sion enquiries, supporting installation maintenance is cost effective and will recommendations, and full through-life significantly reduce the risk of unschedservice following product commissioning. uled downtime. With our holding of spare They also take great comfort from knowparts now matched closely to our customing that their service providers are closely ersâ€™ installed equipment base, we can turn linked to the research and development ships around in hours rather than days.â€? teams and technical experts with unriMacGregorâ€™s Aberdeen offshore service valled understanding of the MacGregor currently carries out about 200 inspections products on their vessels and platforms.â€? and attends around 40 drydockings a year. To meet the needs of this wider remit, Expectations are that this workload will the Aberdeen business has been impleexpand significantly. menting a training Plans are well advanced for and development Our customers a full-sized, fully-operational programme for its take great comfort davit training rig to be conengineers, to profrom knowing structed in the workshop in vide them with spethat their service Aberdeen. â€œThis will be the cialist knowledge of all the equipment providers are ideal training facility, both for within its service closely linked to our service engineers and for customer crew training, bringportfolio. R&D development ing us closer to our customers â€œCustomers are teams and and forging important links of benefiting from the efficiency that technical expertsâ€? trust and confidence,â€? says Mr Steve Goodchild Goodchild. flows from this
Accreditations and services include: s s s s s
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Repeat order for critical well intervention controls MacGregor’s control engineering expertise has been employed in safety systems for challenging oil extraction projects We are proud to be involved in these increasingly important operations, intended to address the global issues of depleted oil reservoirs” Stian Andrè Larsen
MacGregor is supplying control containers and accumulator racks to Siem Wis; they will be used with its pressure control device that serves as a multi-seal barrier system
t the end of last year, MacGregor received an order from Siem Wis for equipment to be used in conjunction with its pressure control device (PCD) which acts as an active multi-seal barrier system in fixed platform and land-based well intervention. MacGregor is supplying control containers and accumulator racks, following the success of a similar PCD delivery to Siem Wis in 2012. Siem Wis is 60 per cent owned by Siem Offshore and develops technology and solutions for managed pressure drilling and increased oil recovery services. The MacGregor containers house a grease skid, a hydraulic power unit skid,
MACGREGOR NEWS | ISSUE 168
associated control valves and electrical control cabinets. Each will be delivered with an offshore lift certified accumulator rack along with control actuators. They are being assembled at MacGregor’s workshop on the island of Ågotnes in Norway. The first container is scheduled for delivery to Siem Wis in mid May. “The Macgregor PCD control containers will be incorporated in systems employed in operations such as managed pressure drilling and underbalanced operations,” says MacGregor sales manager Stian Andrè Larsen. “Siem Wis uses its technology to extract oil from challenging reservoirs such as high-pressure, hightemperature wells, and extended-reach
drilling wells. We are proud to be involved in these increasingly important operations, intended to address the global issues of depleted oil reservoirs.” The PCD’s function is to cap and seal the return mud flow during the drilling process. Mounted on the top of the blow off preventer and combined with a choke and its control container system, the PCD provides greatly improved control of the bottom hole pressure. Depending on the number of seals installed, PCD technology can be built to handle all ranges of dynamic and static pressure. Specification requirements from Siem Wis were strict, calling for high quality, precision work throughout the whole construction phase, Mr Larsen says. “We are grateful for the trust placed in us in the manufacture of these critical control systems and we look forward to further cooperation with Siem Wis. The construction of these PCD control containers is an excellent showcase for our wide knowledge and professionalism in the combined fields of hydraulics, piping, engineering and electrical control systems.”
Upgrades match performance to operational needs Adding active heavecompensated (AHC) functionality to existing winches increases a vesselâ€™s overall load handling kDWHAHKHSXHM@BNRSDEEDBSHUD manner, explains Lene Stray, Sales Manager, MacGregor Offshore Service
ctive heave-compensated (AHC) cranes for the offshore sector are specified for the maximum loads the vessel or rig will be called on to handle, typically with safe working loads (SWL) of 250 tonnes, sometimes much more. But by no means are all loads of that order. Many lifts requiring the security provided by AHC are in the five- to 20-tonne range and so do not require the lifting capability of a craneâ€™s main winch. They could be handled by the craneâ€™s
auxiliary winches, or as we call them whip winches; these range from five- to 50-tonnes SWL. However, while the latest offshore AHC cranes are often specified with AHC for the whip winch as well as the main winch, there are many existing cranes that do not have this advantage. Consequently, MacGregor receives many requests for the upgrade of older whip winches to provide them with Auto Tension (AT) and AHC functions. Provided they are properly maintained and serviced, MacGregor winches are designed to operate safely and efficiently throughout a vesselâ€™s lifetime. So it makes perfect sense to carry out upgrade work that will allow them to take a more effective role in a vesselâ€™s subsea operations. The upgrades we perform are mainly for whip winches in cranes, although we are sometimes called on for upgrades to main winches and stand-alone winches.
In all cases, upgrading to incorporate AT and AHC functions is something of a bespoke service; each proposed solution depends on the specification of the winch that needs the upgrade and the customerâ€™s post-upgrade performance requirements. Despite the need for individual solutions, customers find our offers very attractive. Furthermore, we carry out extensive pre-planning to ensure that the upgrade work is carried out as quickly and efficiently as possible, minimising disruption and downtime. A typical upgrade for a 15-tonne winch would include the following deliverables: t ")$BOENPUPSCMPDLT t )PPLTUPQBTTFNCMZ t )ZESBVMJDNPUPST t &MFDUSJDBMXJSJOH t ).*BQQMJDBUJPO t 1-$QSPHSBN t 6QEBUFEIZESBVMJDÄ˜PXEJBHSBN electrical drawing and user manual t $MBTTDFSUJÄ•DBUFTGPSOFXDPNQPOFOUT
The advantages of auto-tensioning and AHC: Ocean swell and waves cause vessel movements that are felt at a craneâ€™s tip, and consequently at its hook and its load. Active heave-compensation is the common term for all position control systems designed to automatically eliminate or minimise this unwanted motion. AHC uses electro-hydraulic PLC controlled systems to limit the vertical movement of the lift wire as much as possible. There are two principal AHC modes: AHC position control: used when raising or lowering a load or when holding a load steady above the seabed. Auto-tension (AT) force control: used for keeping a constant tension in the wire when the load is on the seabed. Also used for lifting a load from the seabed when suction must be broken to be able to raise the load.
ISSUE 168 | MACGREGOR NEWS
82% 62% 95 Commitment of customers RTQUDXDC@QDR@SHRjDC
think MacGregor performs better than its competitors
customers gave feedback
keeps customer satisfaction high, and still rising MacGregor is pursuing its aim to be an industry leader by taking a customer-focused approach; its 2013 customer satisfaction process (CROL) shows an improvement over the previous year, and actions are in place to improve results even further
eedback from MacGregor’s customers last year showed that 82 percent of them are satisfied by the company’s performance, which is a rise of one percent since 2012. “This demonstrates a positive development and is clearly higher than the industry average,” says Hans Berg, VP Global Sales. The 95 customers who completed the survey comprised MacGregor’s most important shipowners and shipyards. For the sixth year running, MacGregor sought its customers’ views through CROL – a process that enables a fast action-based response to customer feedback. “An essential part of the CROL process is to take actions based on the results,” Mr Berg says. “This is what companies often fail to do. “Concrete actions that we are planning to take this year include improving our customer-focused way of working. We intend to do this by reviewing our operations and processes so that we are better able to serve and support our customers consistently over the whole lifecycle.
MACGREGOR NEWS | ISSUE 168
“This year we look forFeedback from our customer relationward to also including the MacGregor’s ships. “We want to conduct newly acquired Hatlapa customers last year the survey yearly so that and Mooring and Loading showed that 82 we are better able to meet Systems (MLS) custompercent of them and even exceed our ers into the process, and @QDR@SHRjDCAX customers’ needs and developing and alignthe company’s requirements,” he explains. ing the CROL-process performance, which is “Despite these good with our own Account Management processes.” a rise of one percent results, we do, however, “It is evident from since 2012” recognise that to become industry leaders, we need the survey results that to put increased efforts into being even we promptly take care of critical issues more proactive, making sure customers whenever they arise,” says Mr Berg. “The know how we can improve and support improving trend is true for both shipowntheir businesses to be more profitable. We ers and shipyards. It demonstrates that need to improve our ability in providing concrete improvements are reflected in the consistent support to our customers, CROL results for the following year. This is regardless of location or life-cycle phase. something we are very proud of.” This also relates to spare parts availability, “The survey results show that we are which we aim to further improve by develperceived as a total solutions provider, oping and offering new spares and service and throughout the years we have conagreements – our actions in this area are stantly been able to maintain a high level already being rewarded, as customers are of trust. We are also perceived to be a showing increased interest in MacGregor company with competent people who service agreements.” understand, listen and are committed in
Merchant ship service
to suit change in trade Preparing a 2,546 TEU container ship for a change in operation included the reinstallation of three MacGregor GL 45/25 cranes which had been removed, renovated and stored two years previously
pgrades and modernisations adapting cargo systems to different routes and operations optimise a shipâ€™s efficiency and profitability throughout its lifetime, and play an important part in MacGregorâ€™s aftersales services. Two years ago the 2,546 TEU container ship Hammonia Fortuna landed its three 45-tonne SWL MacGregor cranes as it did not need them for the service it was joining. Renamed Independent Pursuit, the ship now serves Independent Container Lineâ€™s (ICL) operation between Northern Europe and the East Coast of the United States, which does require shipboard cranes. Independent Pursuitâ€™s three cranes were stored at the Independent Maritime Terminal in Antwerp, Belgium. Once landed, they were moved about 200m from the quayside to the storage location, which was overseen by four MacGregor engineers and a rigging team from MacGregor Rotterdam.
â€œWe removed the hoisting and luffing wires and stored them on reels so they were ready to be rigged when the cranes were re-assembled,â€? says Bart van Maurik, Service Manager for MacGregor in the Netherlands. â€œThe maintenance and repair work was carried out while the cranes were in storage. â€œOnce the cranes were required again, we prepared for their reinstallation before Independent Pursuit arrived in Antwerp at the end of October last year. The jibs were mounted on the cranes at the terminal and the hoisting and luffing wires were re-rigged. The cranes were then transported from the storage location to the quayside using specially designed trailers with an auto-level system. â€œThis was necessary as the fully rigged cranes are 32m long, 3m wide and 11m high,â€? Mr van Maurik notes. â€œThe full installation was completed in two days and its success was largely down to the excellent cooperation between all parties.â€?
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MacGregor offers to train personnel at its various competence centres, which ensures that crew members achieve the best performance from a piece of equipment
All equipment serviced,
not just some of it MacGregorâ€™s preventative maintenance programmes are not limited to its own equipment, and, for example, two Italian operators have recently extended their MacGregor crane and hatch cover agreements to include non-MacGregor equipment
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acGregor’s pro-active personnel to carry out inspections, we conpreventative maintetinuously monitor the positions and voyage nance programmes plans of the companies’ vessels via Marine are intended to Traffic and SEAWEB. Using this informaeliminate unscheduled tion, we identify the most convenient ports cargo-handling downtime. “They are not where we can undertake the work with our limited to our own equipment, and can local service stations. For D’Amico and be applied to a wide range of brands,” says Augustea, these are located predominately Hannu Reponen, Manager of Third-party in China, Singapore, Europe and the USA. Equipment at MacGregor. “The aim is to “An essential element of these agreeprevent any problems that could affect ments is that we offer our customers downtime. continuous equipment monitoring and Luca Ferrari: “These were special agreements “Servicing and inspecting equipment feedback concerning the status of their tailored to suit these customers” from other manufacturers does not pose equipment. competence centres. any particular issues for us. The main Superintendents Thanks to the technical This ensures that crew challenge is the availability of spare parts. can access a accuracy and knowledge members achieve the best There is no problem with the supply of dedicated web demonstrated during our performance from a piece mechanical parts, but sourcing is more archive where complicated for hydraulic and electrithey can read service visits, our remit of equipment. It also cuts cal spare parts, particularly if the original and downhas been extended to maintenance costs and equipment specifications are unknown. To load – from a include non-MacGregor reduces the equipment’s address this problem, we developed a ded- tablet and/or equipment” environmental impact.” Mr Ferrari says it is icated department for third-party equipSmartphone, Luca Ferrari important that owners ment, which can source specifications for example – take a long-term view of and offer spare parts for non-MacGregor all inspection equipment.” reports at any time. This ensures that repair spare parts supply, service and after sales cooperation when it comes to equipping Two Italian companies already beneand maintenance specifications can be their newbuilds. “Generally speaking, fiting from planned annual crane and prepared promptly and tied into planned owners are initially mainly interested in hatch cover monitoring and inspections drydockings or any commercially inacvery low purchase prices, even if this is at are D’Amico and Augustea. “Our initial tive period between cargo operations. The the expense of quality and performance. contract was for monitoring and inspectdocuments can also be used for class purHowever, this view soon changes when ing their MacGregor crane and hatch poses and long-term maintenance plans,” owners are made aware of the higher maincover equipment,” says Luca Ferrari, explains Mr Ferrari. tenance costs incurred by cheap equipService Manager for MacGregor in Italy. The onboard inspections are planned ment. “Thanks to the technical knowledge demso that they do not affect the ships’ sched“High quality, reliable MacGregor onstrated during our service visits, our ules. They generate impartial reports on equipment, coupled with an efficient remit has been extended to include their equipment condition; providing recomMacGregor aftersales network, pernon-MacGregor equipment, along with mendations for pre-emptive repair work suades these owners to revise their initial the supply of spare parts for cranes and and itemising the associated spare part decisions and specify our advanced techhatch covers.” requirements. nology on their new vessels,” he notes. “These were special agreements tailored “During drydocking, these customers MacGregor’s global service network of to suit these customers,” Mr Ferrari says. have often ordered extra surveys or asked “We provide them with a fixed-price serus to supervise or make final inspections of service centres for both merchant ships and offshore vessels is staffed by expert vice that covers worldrepairs carried out by the Well maintained shipyard. They know that technicians and service engineers. These wide crane and hatch cover equipment monivessels operate we can ensure the quality offices are supported by specialist compettoring and inspections, LNQDDEjBHDMSKX@QD of the work they are pay- ence centres providing technical support in specific products and technologies. “Well including ultrasonic safer, and command ing for. maintained vessels operate more efficiently, tightness testing. To “We also offer the higher second-hand are safer, and command higher secondavoid the expense of opportunity to train values” hand values,” Mr Reponen says. flying out technical crew at our various Hannu Reponen
ISSUE 168 | MACGREGOR NEWS
Flexible access delivered to all ship sizes From the largest ConRos to small inter-island ferries, MacGregorâ€™s vehicle and passenger access RXRSDLRB@MADS@HKNQDCSNCDKHUDQSGDR@EDRSLNRSDEjBHDMSONQSkNVR@U@HK@AKD
t one end of the scale, MacGregorâ€™s numerous references for a wide variety of RoRo types include cargo access equipment for the worldâ€™s largest ConRo ships: Atlantic Container Lineâ€™s (ACL) five fourth-generation (G4) combined container/RoRo vessels
under construction at Hudong Zhonghua Shipbuilding, with the first scheduled for delivery in 2015. In addition to its large-RoRo credentials, MacGregor also has a long list of deliveries for ferries under 100m in length. â€œAll our customers can take advantage of MacGregorâ€™s experience
,@B&QDFNQRMTLDQNTR1N1N@BBDRR QDEDQDMBDRENQEDQQHDRTMCDQL HMBKTCD3NQFG@SSDM-NQCRENTQF@R
Over the last four years, deliveries to vessels under 100m in length include: + 3VNL KNMFDKDBSQHB GXAQHCEDQQHDRHallaig and LochinvarENQ2BNSSHRG FNUDQMLDMSNVMDC NODQ@SNQ"@K,@B%DQQHDR+SCVDQDATHKS@S + %DQFTRNM2GHOATHKCDQR 3GDX@QD@OQNCTBS NE@KNVDLHRRHNMGXAQHCEDQQHDROQNIDBS $@BG ship can carry 150 passengers, 23 cars or SVNK@QFDSQTBJR'&5R ,@B&QDFNQRTOOKHDC + SGDANV@MCRSDQMQ@LORONVDQO@BJ@MC@ ONQS@AKDONVDQO@BJ
B@O@BHSXENQO@RRDMFDQR@MCB@QR SQTBJR An 80m ferry, Grand Manan Adventure, ATHKSAX$@RSDQM2GHOATHKCHMF&QNTOENQSGD /QNUHMBDNE-DV!QTMRVHBJ"@M@C@ 3VNL KNMFHBD BK@RREDQQHDRENQ*HDVHS .EERGNQDHM-DVENTMCK@MCGrace Sparkes and Hazel McIsaacATHKS@S*HDVHS.EERGNQD RHLHK@QSNSGDEDQQXCDKHUDQDCHM
+ -NQVDFH@MNODQ@SNQ3NQFG@SSDM-NQCRENTQ + L KNMFCQHUD SGQNTFGUDGHBKDO@RRDMFDQ F@R ONVDQDCEDQQHDRATHKS@S1DLNMSNV@ ferry, FinlagganATHKSAX1DLNMSNV@ RGHOX@QCHM/NK@MC 3GDLUDRRDKR Shipyard for Scottish operator Caledonian Landegode and VĂŚrĂ¸y@MCSGDLEDQQHDR ,@B!Q@XMD 3GDEDQQXG@RB@O@BHSXSNB@QQX BarĂ¸y and LĂ¸dingen (see picture above), serve O@RRDMFDQR@MCB@QR LTKSHOKDHMSDQ HRK@MCQNTSDR@MCG@UD
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in designing and delivering reliable and safe turnkey solutions for various ship types,â€? says Hans LidĂŠn, Senior Sales Engineer, RoRo Ships. â€œThis applies to large ships, built at internationally renowned shipyards, to smaller ones built at local yards. Many deliveries are to existing customers, which shows that they have continued confidence in MacGregor and its equipment.â€? Recent new orders include cargo access equipment for two 80m iceclass ferries for Canadian East Coast operations. They are being built by Dutch builder, Damen Shipyards and are part of the Newfoundland and Labrador Provincial Governmentâ€™s vessel renewal programme. The first ferry is scheduled for delivery in 2015 and will operate on the Fogo and Change Island service. The second is scheduled for delivery in 2016 and will operate on the Bell Island service. Both vessels will have capacity to carry 200 passengers and 60 vehicles. â€œThe majority of these smaller vessels will operate on short routes with many port calls during the day; therefore they require flexible cargo flow solutions that provide smooth, safe embarkation of passengers and the fastest possible loading and discharging times,â€? notes Mr LidĂŠn. â€œMacGregorâ€™s cargo access equipment delivers highly efficient portturnarounds for these ferries.â€?
Linking Swedish island chains Sweden’s lakeside communities and archipelagos are connected by inter-island ferry services SG@SQDKXNMDEjBHDMSRGNQDKHMJR MacGregor has recently won contracts to deliver linkspans and a water taxi terminal for two national transport associations
mall island ports often rely on floating terminals and linkspans to berth RoRo vessels and RoPax ferries safely at quays that are otherwise unsuitable because of their size and shape, or tidal conditions, or both. MacGregor has delivered many examples of this technology to Sweden’s archipelagos, and two of its latest contracts will see linkspans delivered to the lakeside municipality of Jönköping and a water taxi terminal on to the west coast.
The floating terminal is located in For Jönköping, MacGregor is finalising the installation of two linkspans which Fiskebäckskil and includes a pontoon with an integrated ramp and berthing fenders have been delivered to support the ferry at the seaward end. The services between service between the mainland harbour of Lysekil and Fiskebäckskil are supported by Gränna and the island port of Visingsö. the 225-passenger ferry Carl Wilhelmsson, The delivery – one linkspan for each harwhich is operated by the second-largest bour – includes a combined trailer/walkpublic transport company in Sweden, way ramp and berthing fenders along the Västtrafik. dock. The installation was taken over by “MacGregor has many years of experithe operator in January this year. ence delivering floating terminals for water The service is operated by the Swedish taxis and buses,” explains Clas Hedelin, Transport Administration (Trafikverket) Sales Manager for MacGregor RoRo Port and employs the new vehicle/passenger and Terminal solutions. “They are ideal ferry, Braheborg. The 58m vessel, which for coastal shuttle services. MacGregor entered service at the end of last year, is designs provide smooth, safe able to accommodate access for foot passengers and 397 passengers and 34 MacGregor provisions and ensure easy cars. has many years accessibility in all tidal condiAnother turnkey of experience tions. Access is typically via a delivery that has just CDKHUDQHMFkN@SHMF stairless pontoon and bridge been completed is a terminals for link; the surfaces of which water taxi terminal water taxis and are stable, firm and slip for the west coast of Sweden. buses” resistant.” MacGregor linkspans will support 3Q@jJUDQJDSREDQQXRDQUHBDADSVDDM&QĔMM@ (pictured) and Visingsö and comprises a combined trailer/walkway ramp and berthing fenders along the dock
ISSUE 168 | MACGREGOR NEWS
Closing the capacity gap between theory and reality
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MacGregor makes the case for recognising the increasing gap between theoretical and actual cargo capacity, and explains the dangers of failing to do so; it also offers solutions to the industry MacGregor aims to support its customow big is your new container ers in the provision of fully optimised ship? Perhaps not quite as big as systems that close the gap between nomiyou think, suggests Ari Viitanen, nal and actual capacity. “This is a difficult Director, MacGregor Customer Solutions, issue, with many diverse elements, some at least not in terms of its cargo carrying of them interacting in complex ways,” capabilities. Mr Viitanen says. “For example, we have “The gap between nominal and actual to consider a vessel’s hull form, its cargo cargo system capacities has widened as profile, its expected routes and associship sizes have grown since the 1990s,” ated draft and port limitations, bending he says. “While nominal ship capacities moments, shear forces, stability, deck have increased, their realistic cargo carryarrangements and much more”. ing capacities have not followed the same “At MacGregor we are upward curve. In praccontinuing our investigatice, there is generally A sub-optimised tions into what we can a gap between a ship’s cargo system to close the utilisation expected and achievrepresents an eco- do rate gap. Although this able cargo carrying nomically damaging is an ongoing process, capabilities – and this weak link, preventing we already have marketgap can be quite sizefull exploitation of the leading understanding of able.” vessel’s theoretical these issues and we use There are a nummaximum capacity this knowledge to produce ber of reasons for this: realistic technical soluat a basic level these tions. include hull design, “Our aim is twofold: we seek to make while operational factors such as draft limitations come into play on some routes. the theoretical curve of capacity against vessel size steeper; and we seek to make A vessel may suffer from a subthe actual curve follow the theoretical optimised cargo system: for example, if curve as closely as possible.” permitted forces would be exceeded in MacGregor’s involvement does not one part of the cargo system, this limits stop there. Once the cargo system is in the amount of cargo that can be carried, use, MacGregor monitors its performance even though other parts of the system to ensure that the owner achieves the could take it. This represents an economianticipated revenue. If there is a disparity, cally damaging weak link, preventing MacGregor will develop fine-tuning solufull exploitation of the vessel’s theoretical tions. And if the vessel’s trading pattern maximum capacity.
changes significantly, MacGregor will have the tools to re-calculate and advise how to re-establish an optimal cargo system. In addition to poor vessel performance, this disparity has also been having a detrimental impact on system design, explains Mr Viitanen. “In container shipping, a basic KPI is cost/TEU/nautical mile. However, until now, in newbuilding studies and designs, only the nominal figure has been used as the TEU element of this indicator; this has a distorting effect, suggesting that the performance is better than what is really achieved. >>
MacGregor’s aim is twofold: it seeks to make the theoretical curve of capacity against vessel size steeper; and make the actual curve follow the theoretical curve as closely as possible CAPACITY NOM ACT MAX
NOM = cargo system nominal capacity Actual capacity
ACT MAX = cargo system actual maximum capacity = operational capacity = budgeted capacity
ISSUE 168 | MACGREGOR NEWS
Ari Viitanen: “In practice, there is generally a gap between a ship’s expected and achievable cargo carrying capabilities – and this gap can be quite sizeable”
“The number of operational payload TEUs should be measured to get the proper picture of the ship’s cargo system capability,” he says. “Measuring nominal capacities does not measure payload and does not help revenue. “We care about this because the failure to correctly measure cargo system efficiency prevents the industry from seeing the real picture. Using a defective baseline is a serious barrier to effective system development; this in turn prevents shipowners from getting the full benefit of an efficient cargo system. As an integral part of the industry we think this is wrong and we are doing our utmost to address the problem.” Many different techniques, processes, products and tools are used in
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combination to push actual TEU capacity as close as possible to the planned maximum. Some of these may look very simple; a case in point is the A-class lashing bar. At the other end of the spectrum, the Consort Container Ship Operational Rate Estimation Tool, developed in conjunction with Safety@Sea Glasgow, is a complex simulation program designed to estimate a container ship’s cargo capacity based on its cargo profile. For the operating shipowner who sees the value of making the necessary additional investment to optimise a vessel’s cargo capacity, the practice of considering theoretical rather than actual TEU values has a final sting in the tail. “While the productivity gap can be bridged with a flexible cargo system, the owner who
operates his own vessels can find it difficult to get the full investment benefit from a shipping alliance, because alliance contracts are based on nominal capacity instead of actual,” Mr Viitanen explains. “With regard to the owner who chooses to charter his vessels out, MacGregor thinks that if the higher actual maximum capacity can be proven, the owner’s investment should be reflected in the charter rates. As part of our research we want to learn more about how charterers select ships, how the routes are decided, how the value chains work and how the contracts are made. We have committed ourselves to improving our customers’ businesses and helping them get the full value from their investments.”
Powerful electric motors ADMDkSEQNL?RNESRS@QSR MacGregor’s new electric starter cabinet minimises harmful current peaks and mechanical stress when starting hydraulic pumps for hatch cover systems 2S@QSTOBTQQDMSRHMBNLO@QHRNMVHSG he modern market demands MNLHM@KBTQQDMS x In quick turnaround times. Hatch 10 –– Direct-On-Line cover sizes are increasing while 9 –– Soft Start their operating times are decreasing, so Direct online starting 8 Soft start powerful electric motors must be speci7 fied for the hydraulic operating systems. 6 When high-powered motors are 5 introduced into hydraulic systems, it 4 is important that the starting process 3 is carefully controlled to minimise the 2 1 starting current peak, explains Mika 0 Åback, Technical Manager, Control 0 0.5 1 1.5 Systems. “For a heavy-duty electric TIME (S) motor this can be up to ten times its soft-start components. Soft-start technoloperating current at its nominal runogy replaces the existing standard soluning output power, and so it is important tions, which are direct on line starting, or to reduce this demand peak on the ship’s optional stepped starting via Star Delta electrical supply,” technology. MacGregor’s new electric starter For convenient operation, MacGregor cabinet for hydraulic hatch cover power offers an optional small remote control units used on bulk carriers and general unit which allows the operator to start up cargo ships features an intelligent ‘softand shut down the hydraulic pump unit start’ function that avoids starting current (HPU) remotely. This can save a lot of peaks. The new starter, which also reduces stresses on mechanical and hydraulic com- time when the HPU is situated well away from the control stands. ponents, is intended both for newbuild applications and for retrofit to existing hatch cover operating systems. A ship has a closed electrical system and so current peaks may cause disturbances elsewhere in the system. With small motors the current peaks are not a significant problem, so the starter cabinet specified for small motors has direct online starting as standard, although the soft start function is available as an option. For more powerful motors a gentle start sequence is provided by the intelligent
Safety is paramount and there should always be at least two people involved in hatch cover operations. “As standard we provide an emergency stop button on the opposite side of the hatchway to the control stand,” says Mr Åback. “This will shut down the HPU when activated. As an option we offer a confirmation button. This replaces the standard emergency stop button, and it must be pressed and held down throughout the whole operation, ensuring that two personnel are involved. “It is quicker acting than the standard button, because releasing the button instantly drops the operating pressure to zero, while the HPU continues running in standby mode. The confirmation button has operational benefits too. As the hydraulic system is only pressurised when the button is held down, this reduces the number of HPU start/stop sequences and lessens the risk of oil spills. It also reduces the amount that the oil is warmed, which in turn slows down its chemical aging process and prolongs the oil’s working life. The HPU only runs at full capacity when the button is held down which means less wear for the main components.” The new starter has a data logging facility, accessible to MacGregor engineers for service and diagnostic purposes. The standard starter fulfils the requirements of the major classification societies, while additional requirements set by individual classification societies can be met by incorporating the necessary available options.
ISSUE 168 | MACGREGOR NEWS
60 bulker with electric-drive hatch covers delivered A run of 60 Japanese-built bulk carriers for twenty different owners features MacGregor E-Roll hatch cover operating systems; SGHRBNMjCDMBDHMDKDBSQHB
drive technology paves the way for new product generations such as MacRack he 60th bulk carrier to feature electrically-operated side-rolling MacGregor E-Roll hatch cover systems was delivered in November from Japan Marine United Corporation (JMU). Steel Expressâ€™s 205,000 dwt vessel is part of a long run of Japanese-built bulk carriers for various owners that have opted for electric MacGregor systems.
technological solution. When opening E-Roll systems have been delivered hatch covers a lever mechanism converts for a variety of sizes of ship, notes Esko the electric motorâ€™s rotating motion into Karvonen, Vice President of MacGregorâ€™s a vertical movement, providing the lifting Marine Dry Cargo business line. â€œThe 60 force needed. When closing, the mechavessels range in size between 180,000 and nism lowers the covers and pushes them 209,000 dwt and have been delivered from together to achieve the correct amount six shipyards for twenty different owners.â€? of rubber compression and tightness. Work on the electric-drive side-rolling â€œMacGregor anticipates that MacRack hatch cover started in 2001 in response will become the standard system for sideto the Japanese car industryâ€™s ambition to rolling hatch covers,â€? Mr Karvonen says. make its supply chain as â€˜greenâ€™ as posâ€œThis fleet of 60 bulk carriers is sible. MacGregorâ€™s answer to this Work on the proof of our customersâ€™ confichallenge was to electric-drive side- dence in well-proven electriclaunch the â€˜E-Rollâ€™ rolling hatch cover drive MacGregor hatch cover side-rolling hatch started in 2001 operating systems and paves the cover system. in response to way for new product generations Further developthe Japanese car such as MacRack.â€? ment resulted industryâ€™s ambition in the launch of to make its supply MacRack. MacRack chain as â€˜greenâ€™ as provides a sustainpossibleâ€? able and efficient
NYK Lineâ€™s 207,000 dwt bulker Bao Guo, delivered in EQNL4MHUDQR@K2GHOATHKCHMFV@RSGDjQRSSNED@STQD MacGregorâ€™s electric drive side-rolling hatch cover
E-Roll paves the way for MacRack MacRack is an electrically-operated opening and closing V\VWHPIRUVLGHUROOLQJKDWFKFRYHUV7KHÄşUVW0DF5DFN units were contracted last year and today there are 600 on order for a total of 24 ships and ten options. MacRack uses variable frequency drive (VFD) technology, which allows for the optimised use of electric power. The operating speed is slow at the start of the
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opening process, when power is needed to lift the panel. Rolling takes place at full speed and slows down again when the panel is close to the end stops. Each hatch cover panel has one drive unit actuated by one electric motor. The drive unit is located close to the holdâ€™s midline and both lifts up and rolls open the panel, which makes separate hatch cover lifters obsolete.
Contacts MacGregor Group Tel: +358-20-777 4000 email@example.com MERCHANT SHIPS Hatlapa products Hatlapa Uetersener Maschinenfabrik GmbH & Co. KG, Uetersen Tornescher Weg 5-7 25436 Uetersen, Germany Tel: +49-4122 711 0 t +49-172-981 3292 firstname.lastname@example.org
RoRo MacGregor Sweden AB PO Box 4113 SE-400 40 Gothenburg, (Fiskhamnsgatan 2, SE-414 58 Gothenburg), Sweden Tel: +46-31-850 700 email@example.com firstname.lastname@example.org Cranes & Selfunloaders MacGregor Sweden AB Sjögatan 4 G SE-891 85 Örnsköldsvik, Sweden Tel: +46-660-294 000 email@example.com Selfunloaders MacGregor Sweden AB PO Box 914 Gesällgatan 7 SE-745 25 Enköping, Sweden Tel: +46-171-232 00 firstname.lastname@example.org Dry Cargo Hatch Covers & Lashings MacGregor Finland Oy Hallimestarinkatu 6 FI-20780 Kaarina, Finland Tel: +358-2-412 11 email@example.com Lashings Cargotec Marine GmbH Reichsbahnstrasse 72 DE-22525 Hamburg Germany Tel: +49-40-25 444 0 firstname.lastname@example.org MacGregor Pte Ltd No 15 Tukang Innovation Drive, Singapore 618299 Tel: +65-6597 3888 email@example.com OFFSHORE Advanced Load Handling MacGregor Norway AS Andøyveien 23 N-4623 Kristiansand Norway Tel: +47-91-68 60 00 firstname.lastname@example.org Mooring and Loading Systems MacGregor Pusnes AS 368 Skilsøveien Pusnes, 4818 Faervik, Norway Tel. + 47-370-87300 email@example.com Triplex products Triplex AS Henda, 6530 Averøy, Norway Tel. +47-71-51 39 00 firstname.lastname@example.org
Winches MacGregor Pte Ltd 15 Tukang Innovation Drive, Singapore 618299 Tel: +65-6597 3888 email@example.com SERVICE AUSTRALIA Sydney Ofﬁce: Tel. +61-2-464 741 49 t +61-408-494 777 firstname.lastname@example.org BELGIUM Antwerpen Ofﬁce: Tel: +32-3-546 4640 t +32-3-546 4640 email@example.com Zeebrugge Ofﬁce: Tel: +32-476-813 559 firstname.lastname@example.org BRAZIL MacGregor Pusnes Brazil Ltda. Tel: +55-21-2122-4401 email@example.com CHILE Triplex Chile Ltda. Tel: +56-41-242 35 05 firstname.lastname@example.org CHINA Hong Kong Ofﬁce: Tel: +852-2394 1008 t +852-9097 3165 email@example.com Shanghai Ofﬁce: Tel: +86-21-2606 3000 Hatch covers, RoRo, winches: t +86-1380-1660 914 firstname.lastname@example.org Cranes: +86-1380-1950 984 email@example.com Hatlapa Asia Paciﬁc Pte Ltd. Tel: +86-25-8672 0879 firstname.lastname@example.org Hatlapa Marine Equipment (Shanghai) Co., Ltd. Tel: +86-2162-3296 71 / 6232 9672 email@example.com MacGregor Pusnes China Tel: +86-21-6035 6300 firstname.lastname@example.org CROATIA Rijeka Ofﬁce: Tel: +385-51-289 717 t +385-98-440 260 DL_MCG_HRV_RIJEKA_ SERVICE @macgregor.com Zagreb Ofﬁce: Tel: +385-1-3837 711 CYPRUS Limassol Ofﬁce: Tel: +357-25-763 670 t +357-97-888 050 DL_MCG_HRV_RIJEKA_SERVICE @macgregor.com Hatlapa EastMed Ltd. Tel: +357-25-88 9700 email@example.com DENMARK Copenhagen Ofﬁce: Tel: +45-44-53 84 84 t +45-44-538 484 firstname.lastname@example.org
ESTONIA Tallinn Ofﬁce: Tel: +372-6-102 200 t +372-53-018 716 email@example.com FINLAND Turku Ofﬁce: Tel: +358 2 412 11 t +358-400-824 414 firstname.lastname@example.org FRANCE Le Havre Ofﬁce: Tel: +33-235-24 72 99 t +33-6-0902 6614 fra.lha.maintenance@ macgregor.com Marseilles Office: Tel: +33-491-09 52 52 t +33-6-0902 6614 fra.mrs.maintenance @macgregor.com GERMANY Bremerhaven Ofﬁce: Tel: +49-471-78 041 t +49-471-78 041 email@example.com Hamburg Ofﬁce: Tel: +49-40-25 44 40 t +49-40-25 44 41 20 firstname.lastname@example.org Hatlapa Schwerin Tel: +49-4122 711 0 email@example.com GREECE Piraeus Ofﬁce: Tel: +30-210-42 83 838 t +30-6974-300 550 firstname.lastname@example.org INDIA Mumbai Ofﬁce: Tel: +91 22 2758 2222 t +91-998-703 4773 email@example.com INDONESIA Batam Ofﬁce: Tel: +62-778-737 2207 t +62-778-737 2207 firstname.lastname@example.org ITALY Genoa Ofﬁce: Tel: +39-010-254 631 t +39-335-139 4779 ita.service.macgregor@ macgregor.com JAPAN Kobe Ofﬁce: Tel: +81-78-846 3220 t +81-90-4387 9992 email@example.com Kumozu Ofﬁce: Tel: +81-59-234 4116 Tokyo Office: Tel: +81-3-5403 1966 t +81-90-2640 8716 firstname.lastname@example.org KOREA Busan Ofﬁce: Tel: +82-51-704 0844 t +82-51-704 0844 email@example.com Hatlapa Korea Co. Ltd. firstname.lastname@example.org Tel: +82-51-972 9260
MacGregor Pusnes Korea Co Ltd. Tel: +82 51 720 6200 email@example.com LITHUANIA Klaipeda Ofﬁce: Tel: +370-46-469 855 t +370-698-58 505 firstname.lastname@example.org MALAYSIA Kemaman Ofﬁce: Tel: +60-985-92 129 Kuala Lumpur Office: Tel: +60-377-828 136 t +60-19-261 5316 email@example.com Miri Ofﬁce: Tel: +60-854-28 136
TAIWAN Kaohsiung Ofﬁce: t +852-9097 3165 THAILAND Bangkok Ofﬁce: Tel: +660-2-726 9516 UNITED ARAB EMIRATES Abu Dhabi Ofﬁce: Tel: +971-2-554 1690 t +971-50-4510 715 firstname.lastname@example.org Dubai Ofﬁce: Tel: +971-4-456-2863 t +971-50-651 0371 email@example.com MacGregor Pusnes (UAE) Tel: +971 9 228 2338 firstname.lastname@example.org
MEXICO Campeche Ofﬁce: Tel: +52-938-286-1528 t +1-985-641-3853 email@example.com THE NETHERLANDS Rotterdam Ofﬁce: Tel: +31-10-283 2121 t +31-10-283 2121 macgregor.rotterdam@ macgregor.com NORWAY Bergen Ofﬁce: Tel: +47-56-313 300 t +47-905-873 71 firstname.lastname@example.org Kristiansand Ofﬁce: Tel: +47-91-68 60 00 email@example.com Oslo Ofﬁce: Tel: +47-23-10 34 00 t + 47-905-873 71 firstname.lastname@example.org POLAND Gdynia Ofﬁce: Tel: +48-58-7855 110 t +48-602-725 088 email@example.com QATAR Doha Ofﬁce: Tel: +974-4460 7310 t +974-5507 1093 firstname.lastname@example.org SINGAPORE Singapore Ofﬁce: Tel: +65-6597 3888 Merchant Ships: t +65-6261 0367 email@example.com Offshore: firstname.lastname@example.org Hatlapa Asia Pacific Pte Ltd. Tel: +65-65-62 80 88 email@example.com MacGregor Pusnes Tel: +65-9231 6890 firstname.lastname@example.org SWEDEN Enköping Ofﬁce: Tel: +46-171-232 00 Gothenburg Office: Tel: +46-31-850 700 t +46-31-850 700 email@example.com
Örnsköldsvik Ofﬁce: Tel: +46-660-29 40 00
UNITED KINGDOM Aberdeen Ofﬁce: Tel: +44-1224-347 050 t +44-7850-313 733 firstname.lastname@example.org Newcastle Ofﬁce: Tel: +44-191-295 2180 t +44-7768-334 419 email@example.com Portsmouth Ofﬁce: Tel: +44-2392-210 703 t +44-7768-334 419 firstname.lastname@example.org Hatlapa Marine Equipment Ltd. Tel: +44 1202 636080 email@example.com UNITED STATES Fort Lauderdale Ofﬁce: Tel: +1-954-600-4199 t +1-757-558-4580 firstname.lastname@example.org Houston Ofﬁce: Tel: +1-713-681 5452 t +1-713-434-8975 email@example.com Jacksonville Ofﬁce: Tel: +1-904-821-0340 t +1-757-558-4580 firstname.lastname@example.org New Orleans Ofﬁce: Tel: +1-985-892-9833 t +1-985-892-9833 email@example.com New York Ofﬁce: Tel: +1-914-305-9090 t +1-914-305-9090 Norfolk Ofﬁce: Tel: +1-757-558-4580 t +1 757 558-4580 firstname.lastname@example.org Hatlapa USA LLC Tel: +1 985 876 4800 email@example.com MacGregor USA Inc. Pusnes office Tel: +1 832 630 0112 firstname.lastname@example.org
Note t = 24-hour service numbers
ISSUE 168 | MACGREGOR NEWS
Let us take care of your ships while you take care of your business Owners need to know they can rely on their ships. MacGregor is a service specialist. We are continually seeking to identify new ways to improve the safety, reliability and competitiveness of your operations. Maximise the availability of your ďŹ‚eet to stay ahead of your competitors. Wherever your ships are, you can rely on our global lifecycle support. www.macgregor.com