customer magazine issue 161 autumn 2010

10

9 18 33 MacGregor lashings secure mega container ship loads

Electric drive advantages are available to all ship types

New initiatives boost offshore support services

Cargotec movesone out of every four containers

MacGregor

newsCUSTOMER MAGAZINE ISSUE 161 AUTUMN 2010

Contents4 News

we keep cargo on the move™ containers6 CSCL maintains market-leading position

with mega carrier plans

9 MacGregor lashings secure mega container ship loads

10 Cargotec moves one out of every four containers

12 Security scanning does not disrupt container cargo operations

sustainability13 Broad approach optimises green ship

credentials

14 United approach needed to save Baltic

16 Future defined by sustainability focus

18 Electric drive advantages are available to all ship types

20 Offshore bulk cargo transfer benefits port, charterer, and environment

long-term customers21 ‘Stenability’ starts by listening to a client

shoreside links24 Large linkspan installations require intricate

logistics chains

thinking ahead26 Grieg’s new series has reduced energy

consumption and increased flexibility

28 We supply whole offshore system solutions

30 R&D focuses on user-friendly operation

31 Simple solution makes light work of bulkhead sealing

customer service32 Grimaldi extends preventative maintenance

to more ships

33 Offshore support boosted by broad range of new initiatives

35 Contacts28 33

6

MacGregor News is Cargotec’s customer magazine with distribution of approx. 15,000 copies. Publisher: Cargotec Corporation, Sörnäisten rantatie 23, FI-00501 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Viestintätoimisto Tulus Oy Printed by Lönnberg, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine (with the exception of photos) may be reproduced provided that the source is mentioned.

12

16

Future defined by focus on

sustainability

Sustainability and innovation: solid foundations for growth

Sales by reporting segment H1 2010%

Sales by geographical area H1 2010%

Industrial & Terminal 57% (65%)• Equipment 65% (73%)• Services 35% (27%)

EMEA 42% (50%)Marine 43% (35%)• Equipment 81% (77%)• Services 19% (23%)

APAC 40% (33%)

Americas 18% (16%)

Cargotec improves the efficiency of cargo flows on land and at sea – wherever cargo is on the move. Cargotec’s daughter brands, Hiab, Kalmar and MacGregor, are recognised leaders in cargo and load handling solutions around the world. Cargotec’s global network is positioned close to customers and offers extensive services that ensure the continuous, reliable and sustainable performance of equipment. The company employs approximately 9,500 people.

www.cargotec.com

About Cargotec

MacGregor is the global market-leading brand in marine cargo handling and offshore load-handling solutions. Customer-driven MacGregor engineering and service solutions for the maritime transportation industry and the offshore load-handling and naval logistics markets are used onboard merchant ships, offshore support vessels, and in ports and terminals. www.macgregor-group.com

Key figures in January–June 2010 1-6/2010 1-6/2009 Change % 2009

Orders received, MEUR 1,330 928 43 1,828

Order book, MEUR 2,433 2,555 -5 2,149

Sales, MEUR 1,193 1,353 -12 2,581

Operating profit excl. restructuring, MEUR 54.6 18.0 61.3

Operating margin excl. restructuring, % 4.6 1.3 2.4

Operating profit, MEUR 50.7 -3.9 0.3

Earnings per share, EUR 0.45 -0.11 0.05

The second half of the year started in much the same way as we’d hoped, with a run of substantial marine and offshore orders. We are weathering market fluctuations and benefiting from the sustainable R&D work and quality in deliveries. A strong company offers good support in continuing this work.

We are delighted that Grieg Shipping specified MacGregor hatch covers and electrically-operated cranes for its latest series of open-hatch general cargo carriers. The order is particularly significant because the new vessels will have an innovative combination of slewing cranes on the centreline and folding and piggy-back hatch covers. This makes the vessels more flexible and efficient than previous arrangements.

Our development continues to be built on the cornerstones of sustainability and innovations that are environmentally responsible as well as commercially effective. Our commitment to sustainability encompasses specific technology such as electric drives, includes the environmental benefits of simply loading or discharging a ship more efficiently and quickly, and extends to our support for environmental initiatives such as the campaign to save the Baltic Sea from further decline.

An expanding global service network has always been one of our strengths, and the work to fully integrate offshore services carries on. Our new dedicated offshore competence centre for advanced load handling products co-ordinates elements for that business, and has recently introduced 24-hour remote service agreements – a significant step forward in offshore service.

We’ll be at SMM as usual, so come to the Cargotec stand to hear more about our innovative and environmentally-advanced cargo handling solutions and how these can benefit your business.

Olli Isotalo Executive Vice President, Marine

NEws

4 MACGREGOR NEws 161

Cargotec is to supply four sets of MacGregor anchor-handling systems to a series of anchor-handling tug/supply (AHTS) vessels on order at Sinopacific Group in China for major off-shore oil and gas services company, Bourbon. The AHTS vessels are based on a SPA80 design, which has been jointly developed by Bourbon and its partner Shanghai Design Associates (SDA). The anchor-handling equipment is scheduled for delivery in 2011.

More Bourbon vessels feature MacGregor anchor-handling capabilities

These orders follow a successful run of deliveries to Bourbon’s Liberty 200 series of AHTS vessels: 42 ships out of the 54 ordered are now operational and employing proven technologies from Cargotec.

Francis Wong, Cargotec’s sales director for anchor handling solutions says: “The safe and efficient AHTS equipment, with state-of-the art technology, has been specially designed and manufactured to meet Bourbon’s operational

New orders worth around €20 million will see Cargotec deliver MacGregor bulk handling cranes and hatch covers for 17 Handysize bulk carriers (37,000 dwt) and hatch covers for nine Kamsarmax bulk carriers (82,000 dwt) to be built at Zhejiang Ouhua Shipbuilding Co. Ltd, in China.

Each of the 37,000 dwt bulk carrier will be equipped with four cranes with a SWL capacity of 30 tonnes when handling general cargo and 24 tonnes SWL when grab handling. The cranes will be manufactured at Cargotec partner plants in China and delivery is planned by the end of 2012. The hatch cover order for these vessels comprises design and key components for MacGregor 2 + 2 folding type hatch covers, with a total of 20 panels on each ship.

Additionally, Cargotec is contracted to deliver design and key components for MacGregor hatch cover sets for nine 82,000 dwt bulk carriers to be built at the same shipyard, Zhejiang Ouhua Shipbuilding Co. Ltd. The hatch cover sets comprise MacGregor rack- and-pinion side-rolling hatch covers to be delivered starting from mid 2011.

“The crane and hatch cover outfits are an integral part of the cargo access and handling ability of the vessels, and the MacGregor cargo handling solution offers an efficient and reli-able system for the shipowner,” says Per-Erik Nilsson, Cargotec sales and marketing director.

17-ship bulker series features MacGregor cranes and hatch covers

Bourbon’s new AHTS vessel series feature safe and

efficient MacGregor anchor handling/towing winches

with full dynamic braking

Repnaval becomes Cargotec’s marine service rep for West Africa

Pictured after

signing the

agreement (from

left): Ramon Iturre,

Cargotec’s branch

manager in Spain,

Alvaro Garaygordovil,

managing director of

Zamakona Yards and

Borja Garaygordovil,

director of,

Zamakona Yards

In February, Cargotec signed a commercial co-operation agreement with Repnaval, a Spanish company which is part of the Zamakona Yards Group. Repnaval will act as Cargotec’s official marine service representative in the Canary Islands, West Africa (including, Morocco, Mauritania, Senegal, Gambia, Guinea Bissau, Guinea Conakry, Sierra Leone, Liberia, Ivory Coast, Ghana, Togo, Benin, Nigeria, Cameron, Guinea Equatorial, Gabon) and the archipelago of Madeira and Cab Verde.

The main objective of this co-operation is to increase business volumes in these areas for both parties. Activities will be focused on service and maintenance, conversions and offshore installations.

As part of the agreement, Cargotec’s Marine representatives will provide market analyses,

presentations, quotations as well as technical assistance and spare parts for service jobs in these areas. Repnaval will undertake customer visits and feedback,

as well as promoting this co-operation in the market. The company’s offices and logistic facilities in the Canary Islands will be used by Cargotec employees and customers.

requirements in continental offshore markets, as well as deepwater offshore fields. “These orders also mark the successful beginning of Cargotec implementing its integrated marketing strategy of new sales and service products and systems, which will result in equipment maintenance agreements following the entry of these ships into service”.

In addition to the Sinopacific contracts, Cargotec is further strengthening its position in the growing Asian market by securing new orders from various shipyards that require integrated solutions for specific ship types (see page 28).

5161 MACGREGOR NEws

Dynamic control calculates offshore crane capacity

In planning mode, predetermined parameters

are used for load calculations

Cargotec’s new MacGregor offshore crane load calculation software allows marine operations engineers to calculate the capacity of the crane to pick up a load (of a specified weight) at a spe-cific angle and at specific sea state. “Previously, we could only provide customers with a ‘static’ calculation on paper, now we can supply them with a CD so that they can install the program on their computers and both plan (planning mode) for various operations and also use the program while the crane is in actual operation (running mode),” says Eldri Nærum, manager, Cargotec offshore control systems.

Stena seeks RoRo expertise for ship conversion contracts

Cargotec’s run of conversion contracts

for Stena include work onboard Stena Line’s

39,169gt RoPax Stena Germanica

In August, Cargotec received a further conversion contrac from Stena Line for work onboard its 43,487gt RoPax vessel Stena Britannica. This latest order is in addition to two conversion orders onboard the 39,169gt RoPaxes Stena Germanica and Stena Scandinavica, and the 44,327gt Stena Hollandica (page 21).

Work for the latest contract is similar to that onboard Stena Hollandica and includes the supply of two watertight side-hinged bulkhead doors for the lower hold and a new top-hinged passenger door (on deck 8) that opens inwards.

The application is available for all MacGregor offshore cranes and includes dynamically calculating derating curves and visualisations of the crane positions and the centre of gravity. It can be installed on any Windows PC.

In planning mode, predetermined parameters are used for the load calculation. “Once the software has been installed, parameters for any operation may then be entered, allowing the user to obtain the corresponding curves and crane views for the lifting procedure. These results can then be printed,” notes Mrs Nærum. The planning mode calculator can be included in user manuals.

As an option, the calculator can be installed on a PC and connected to the crane’s control system (either in the cabin or for example, on the bridge), to enable the running mode. “This means that you get a real-time load calculation and crane visualisation. If the crane starts to operate outside the recommended load chart, a warning will be given. The PC may also be equipped with the crane human-machine interface for surveillance of the crane operation, but with all crane operation functions disabled.”

Special crane services including a crane ‘rocking test’ and in-service inspection are being offered by the recently established Cargotec service office in Panama in a campaign lasting until the end of this year.

“The rocking test measures wear in a luffing crane’s slewing bearing, which is an essential component and must be well maintained,” says Jeff Siegel, regional sales manager of Cargotec’s marine service in Americas.

LED hold lights are simple way to improve safety

Panama office offers crane check-ups

“Over the years the slewing bearing will have some wear, and we recommend that a record of this is kept so that we can tell if the bearing needs to be changed. As the original equipment manufacturer we recommend that measure-ments be taken every six months.”

For further information, please call David Drenon (+1-757-558-4585) or George Roberts (+1-848-468-8332) or contact your nearest Cargotec marine service office.

The MacGregor cargo hold lights are avail-able in 21W and 40W versions for different lighting needs; a 40W LED lamp gives the same lumens as a 200W halogen lamp. The lights’ robust plastic bodies fulfil IP66 requirements, and their compact dimensions enable easy installation in limited spaces, and they can be arranged flexibly, such as in the hold area.

The lights connect to generally available

Cargotec is introducing a MacGregor cargo hold lighting system that uses LED technol-ogy to produce a high light output from a low power input. “This is an easy and cost-effective way to increase the safety of working condi-tions on board, by adding light to areas where it is needed, for example cargo holds and lashing bridges, possibly also on Ro-Ro car decks, and was based on customer feedback,” said Tuukka Laakso, technical manager R&D, electrical systems.

“Our cargo hold lighting system is resistant to vibra-tion, temperature changes and corrosive environments. Advantages of LED lights include low maintenance, lifetime can be up to 40,000 hours, and a lamp surface temperature that stays cool.”

power supply equipment, and so can be fitted on existing ships as well as newbuild-ings. They are tested according to IACS requirements at VTT (Technical Research Centre of Finland).


we keep cargo on the move™ C O N t A i N E R s

CSCL maintains market-leading position with mega carrier plans

China Shipping Container Lines Company Ltd (CSCL) is one of the world’s fastest growing container shipping companies and is strengthening its market position with the introduction of a series of 14,100 TEU mega-sized container carriers

in Shanghai, and has since emerged as a major global player. CSCL is among the top 10 container shipping companies in terms of operating capacity.

CSCL currently operates over 60 major routes and feeder services both domesti-cally and internationally. Its service net-work covers Chinese coastal areas and major trade regions in Japan, Korea, Southeast Asia, Australia, Europe, the Mediterranean, America, West Africa and the Persian Gulf. The company notes that it plays a leading role in China’s domestic transportation services, covering more than 30 ports from south to north China. Its domestic market share in certain ports is as high as 80 to 90 per cent.

As of May this year, CSCL’s fleet comprised 150 vessels with a total operating capacity of

about 505,000 TEU; over 77 of these ships have capacities of more than 4,000 TEU. The average age of vessels with capacity of more than 4,000 TEU is 4.7 years. “Such a young and energetic fleet provides CSCL with addi-tional competitive advantage to stay at the industry forefront,” says the company.

The fleet includes eight 9,600 TEU con-tainer vessels, four are long-term chartered from Vancouver-based container shipping

China Shipping Container Lines Co Ltd (CSCL) is a specialist in container liner services and is affiliated to the China Shipping (Group) Company. It was established in 1997

CSCL’s fleet includes eight 9,600 TEU container vessels; all feature MacGregor lift-away hatch cover sets, as well as fixed and loose container fittings

7161 MACGREGOR NEws

specialist, Seaspan Ship Management. They are currently the largest vessels in CSCL’s portfolio and were all delivered by the end of 2007 from Samsung Heavy Industries, in South Korea. All the vessels feature

Slack-reducing turnbuckles reduce container risks

Cargotec’s MacGregor TBS-3G slack-reducing turnbuckle design solves the problem of turnbuckles being over-stressed and failing, or working loose and failing due to shocks whilst at sea. They also reduce shipboard maintenance and are a valid tool for reducing container accidents at sea.The slack-reducer is fixed between the spindle and the open body of the turnbuckles. At the upper end of the spindle is a hingeable device, which effectively locks the turnbuckle and prevents it from slackening. It is a simple device that does not require inspection whilst at sea.A significant advantage with the MacGregor slack-reducing turnbuckle is that it can be applied to all makes of turnbuckle upon request as well as to the MacGregor design. Operators can therefore benefit from the operational efficiencies to be gained by upgrading existing equipment without having to re-equip their fleets with new turnbuckles. Traditionally, the universal but inefficient solution for preventing turnbuckles from becoming loose has been the use of a counter-nut or locking-nut between the spindle and the turnbuckle body. At sea, the ship’s motion induces tension on the turnbuckle body and spindle, thereby reducing or removing the effectiveness of the counter-nut. As a result, crews are required to check the counter-nuts on a regular basis whilst at sea; a daunting task on modern container ships where there are thousands of turnbuckles over a distance of 300m or so of deck cargo. If not adjusted correctly on a regular basis standard turnbuckles can fail. If they are over-tightened they can crack and fail. If they are too loose and have slack, shock forces can cause them to fail. The result is accidents and/or lost containers.

MacGregor lift-away hatch cover sets, as well as fixed and loose container fittings.

Continuing its trend for large container ships, CSCL has ordered an eight-ship series of 14,100 TEU mega-sized container carriers also from Samsung Heavy Industries. The first vessel is planned for deployment at the end of the year, and the remaining vessels are scheduled for delivery over the next two years, with the last vessel entering service at the end of the first half of 2012. The ships are destined for the company’s Europe/Far East line, and CSCL said that it had ordered them as it is expanding the fleet to keep its mar-ket leading position. The company said that at the moment it has no plans for container ships bigger than 14,100 TEU.

The arrival of these ships will be a signifi-cant milestone in container ship tonnage; they will not only be the largest order that CSCL has ever placed, but the vessels will be the largest, in terms of capacity, available on the market.

Like their smaller predecessors, the new vessels will also feature MacGregor loose container lashings from Cargotec.

The 8,530 TEU container series, built in Hudong Shipyard for CSCL, is fitted with MacGregor lashing bridges, cell guides, deck stanchions, and fixed and loose fittings

such a young and energetic fleet provides CsCL with additional competitive advantage to stay at the industry forefront.

CSCL is a specialist in container liner services and is among the top 10 container shipping companies in terms of operating capacity

Like CSCL’s 8,530 TEU container series, its 14,000 TEU container

carriers will also feature MacGregor TBS-3G slack-reducing turnbuckles


Scope of supply

For each shipset, Cargotec will deliver:

Key benefits of the CV-20 twistlock

The first fully-symmetrical dual-function CV-20 semi-automatic twistlock was introduced to the market over a decade ago in response to the US Government’s Occupational Safety & Health Administration’s rules that effectively banned stevedores from climbing on top of containers to release securing devices.In many ways the CV-20 remains an industry standard today, offering users numerous benefits that include:• increased container-handling

efficiency and therefore reduced turnaround times.

• two-wire operation of the hand levers provides a clear indication of the twistlock status

• it can be corrected in position• it does not have a top and bottom

and can be fitted either way up, thereby eliminating the risk of handling errors

• it features an integrated securing system to prevent it accidentally falling out because of container movements or impacts

• a low weight of around 6.6kg• no spring-loaded mechanisms• requires minimal maintenance and

does not require any special tools to complete repairs.

“The CSCL order is the biggest single deal we have won so far in the China area for our lashing business,” says Tommi Keskilohko,

sales manager for container ships at Cargotec. “The contract came about through good and close co-operation with our local marketing team in Shanghai, and further strengthens the relationship with our very important customer.”

In total, Cargotec will supply around 55,000 pieces of securing equipment per vessel. Included in the delivery are bottom and dual-function twistlocks, lashing bars, turnbuckles and terminal stackers. The vessels will also employ a lashing bridge, which is becoming a favoured system for larger ships as it provides a greater degree of stability for the container stack.

Wilson Weng, Cargotec’s lashing system project manager, says that: “The type of lashings that this system employs is used

universally across the CSCL fleet, which is why it was therefore requested.”

He continues: “The reason CSCL opted for MacGregor lashings was because they met and achieved the required expectations of our client. CSCL also believes that the quality and design of our products are more reliable.”

Asked what it looked for in a lashings product, CSCL replied: “High quality”.

• bottom twistlocks (CV-8B) • dual twistlocks (CV-20)• turnbuckles on lashing bridge (TBS-3G/V)• turnbuckles on lashing bridge (BAY 86, TBS-3G)• lashing bars on lashing bridge, short (LB-11)• turnbuckles on hatch cover (TBS-3G)• lashing bars on hatch cover, short (LB-11)• terminal stackers (SDL-1)• 40’flat for (14 SB-8/1)• storage bins (SB-8/1)

MacGregor lashings secure mega container ship loadsA run of orders for mega-sized container carriers has seen Cargotec nominated as a key supplier for loose container lashings, further securing its reputation for handling high-performance tasks

Cargotec is supplying loose container lash-ings for two series of mega-sized container ships, totalling 17 vessels, which are being built at Samsung Heavy Industries in South Korea. The first contract, was received in February this year and came from United Arab Shipping Company (SAG) with Gulf Co-operation Council, for its newbuilding order of nine 13,100 TEU container vessels. The second contract, confirmed in March, came from China Shipping Container Line (CSCL), and requires Cargotec to supply eight shipsets of loose container lashings for CSCL’s series of 14,000 TEU container ships (page 6).

area for our lashing business,” says Tommi Keskilohko, sales manager for container ships at Cargotec. Delivery of lashing systems is scheduled to start at the end of 2010.

Cargotec also hopes to confirm the lash-ings contract for CSCL’s series of eight 4,700 TEU container ships being built a Chinese shipyard.

A series of five 4,500 TEU container ships also being built at Samsung will additionally feature MacGregor loose container lashings from Cargotec. These vessels are destined for a leading independent container operator, Seaspan Corporation, and are planned for delivery between 2010 and 2011.

In a separate announcement, Cargotec has won further orders to secure container loads onboard Seaspan Corporation’s series of eight very large container carriers also under construction in Korea. The contract calls for Cargotec to deliver loose container lashings for a series of eight 13,000 TEU very large container carriers, which will be delivered from Hyundai Heavy Industries and Hyundai Samho Heavy Industries between 2011 and 2012.

The containers onboard all vessels are exposed to numerous external forces such as wind and waves and the mass of the cargo is also accelerated by ship movements. Each year a large number of containers are washed overboard as a result of insufficient lashings; extreme weather; and/or incorrect loading or overloading.

Container lashing systems need to have margins for rough handling and therefore safe and robust design is important to reduce operational errors and to ensure durability. Cargotec offers a range of MacGregor and AllSet lashing products and systems, which have designs based on years of experience. They offer the highest possible cargo safety standards and are quick and easy to operate to meet tight port schedules.

Cargotec’s range of MacGregor lashings offer the highest possible cargo safety standards and are quick and easy to operate to meet tight port schedules

“Both of these orders are extremely impor-tant for us and the CSCL order is the biggest single deal we have won so far in the China

9161 MACGREGOR NEws



With personnel in 120 countries, Cargotec works closely with customers all over the world to ensure that their local and global transportation needs are effectively met in an unbroken chain of service between producers and consumers

From producer to plateA good illustration of Cargotec’s involvement in the global logistics chain is following the journey of parmesan cheese from a family-owned business in Parma, italy to a dinner table in Helsinki, Finland.

The cheese starts its journey at Caseificio Gennari, a traditional family-owned producer in Parma, Italy

Ph

OTO

S B

Y K

ati

Le

ino

ne

n

Cargotec’s land- and sea-based portfolio of equipment and services play their part at every stage of the transportation chain. This is primarily through Cargotec’s three main market-leading brands, Hiab, Kalmar and MacGregor, for cargo and load handling solutions that maximise the efficiency of cargo movement at all types of logistical interchange. The scale of Cargotec’s presence is highlighted by the fact that one in four containers around the globe is moved by Cargotec equipment.

Customer-driven solutions

Cargotec’s technology leadership is based on close co-operation with its customers. This co-operation delivers an effective source of feedback about how equipment performs in reality and also what new technology is required to further benefit customers’ operational abilities and efficiencies. As part of the company’s sustainability philosophy, these developments also take environmental

Cargotec moves one out of every four containers

i tA LY

F i N L A N D

HELSINKI

PARMA

considerations into account; an innovative solu-tion needs to be environmentally sustainable too.

The service chain

All kinds of everyday items, ranging from consumer goods to raw materials, have passed through the capable hands of operators using solutions from Cargotec.

Moving goods is an essential element of keeping societies up and running, and today Cargotec has approximately 9,500 members of

we keep cargo on the move™

11161 MACGREGOR NEws

A Hiab Moffett truck-mounted forklift loads the cheese

A straddle carrier is ready to move the cheese in Helsinki

A Kalmar ship-to-shore crane loads the container onto the ship

With the cheese loaded onto the truck, the journey begins

MacGregor hatch covers and lashings protect the cargo

The cheese is unloaded at market from a Zepro tail lift

At Livorno a Kalmar container handler moves the cheese

The cheese arrives at Helsinki in Finland

Another successful dinner party – thanks to Cargotec

staff who work in over 120 countries. Its global service network is the widest that the marine industry offers. It ensures that Cargotec employees are positioned close to customers to offer extensive services that secure the continuous, reliable and sustainable performance of equipment.

Cargotec is proud of the contribution that its business makes at every stage of the jour-ney, helping to meet the demands of consum-ers around the globe. Wherever cargo is on the move, a Cargotec solution can be found.

Specialist brandsHiab offers a range of road-based loading equipment that includes loader cranes, Hiab Loglift and Hiab Jonsered forestry and recycling cranes, Hiab Multilift demountable systems, Zepro, Focolift, Del and Waltco tail lifts and Hiab Moffett and Princeton PiggyBack truck-mounted forklifts.

Kalmar cargo and load handling equipment leads the market in ports and terminals where containers are handled by its ship-to-shore cranes, yard cranes, shuttle and straddle carriers, reach stackers and empty container handlers. Moreover, Kalmar forklift trucks and log stackers are used in heavy industry and by the wood and paper industry, and Kalmar terminal tractors in distribution and logistics centres.

MacGregor solutions are employed in the maritime transportation and offshore industries, where the safe and reliable operation of cranes, hatch covers, RoRo and cargo lashing equipment as well as bulk handling and offshore load handling systems, is essential. Additionally, MacGregor cargo access equipment is available for naval logistics vessels. For ports and terminals, Cargotec delivers MacGregor linkspans and Siwertell bulk handling equipment.


Security scanningdoes not disrupt container cargo operationsBy 2014, all containers inbound to the US must be scanned for radiological materials; Cargotec responded to this requirement by offering a spreader-mounted radiation detection system

operations. It has been validated in US government testing to achieve an isotope identification accuracy level of 99.9 per cent, with minimal false positives and false negatives.

“Introducing the scanning technology on a modular basis to a variety of Cargotec

materials – the final methods to be selected for the implementation of such scanning remains to be fully determined. Ports now have an opportunity to engage in discussions that will influence the selection of container alternatives that will be least disruptive to port commercial operations.

“In particular, ports still have the ability to influence the decision as to whether scan-ning will be performed by traditional port container handling equipment, in the nor-mal course of port operations, or at special container scanning centres during an added ‘security step’ typically conducted at the perimeter gates of the terminal.”

CPS equipment delivered to a US port includes a spreader-mounted radiation detection system for the container terminal at Charleston, in South Carolina. A Bromma STS45 separating twin-lift 20ft to 45ft telescoping spreader is outfitted with radia-tion threat identification technology that can scan containers while the spreader is in transit during the normal course of ship-to-shore operations.

Mr Thompson highlights that: “The most important issue that remains to be decided today in terms of scanning containers for nuclear materials is not ‘if’ it should be done, but ‘when’ and ‘how’.

Many governments worldwide are strength-ening port security with their own national security in mind. In the US in 2002, the USA Container Security Initiative was launched and five years later a Congress bill was passed that stipulates that all US inbound containers must be scanned for radiological materials by 2014. Other governments are considering following suit.

“It is clear today that the risks of nuclear smuggling are as real as ever,” says Troy Thompson, president of Cargotec Port Security. In April 2010, at the 46-nation Nuclear Security Summit held in Washington, DC, it was revealed that during the past ten years there have been many confiscations of enriched uranium intended for the ‘black market’.”

Cargotec’s response to the US initiative has been to develop SafePort radiation scanning technology that can be installed on crane spreaders, straddle carriers, shuttle carriers, or other mobile equipment, such as on marine vessels engaged in security

Troy Thompson: “Ports now have an opportunity to engage in discussions that will influence the selection of container alternatives that will be least disruptive to port commercial operations”

SafePort radiation scanning technology

can be installed on mobile equipment

such as crane spreaders

mobile platforms, creates effective and effi-cient port security with no impact on cargo flow,” says Mr Thompson. “In today’s chal-lenging economic environment, it is essential that security solutions do not interfere with the normal rate of port commerce.”

“The present opportunity for ports in the US is to operate as true stakeholders in the container scanning process. While the outcome has been defined – 100 per cent container scanning to detect rogue nuclear



If a container ship’s cargo handling system is seen as an integrated arrangement, it greatly influences the ship’s efficiency and operability and has a direct impact on the environment

Broad approach optimisesgreen ship credentialsConventional ways of thinking about ecological improvements in ship design have limited value, Cargotec believes, and the company’s design concepts are directed at solutions such as those that produce the minimum level of emissions per transported unit

As part of its commitment to sustainable shipboard technology and systems, Cargotec is taking a broad approach that addresses many individual environmental aspects of ship design and combines them to consider a ship’s overall ecological credentials.

“Traditional ways of thinking about ship design factors that you can influence to make a ship ‘greener’ have been mainly focused on engine and propulsion efficiency and the shape of the hull,” explains Ari Viitanen, Cargotec sales director for dry cargo.

“Cargotec believes that this subject could also be approached differently, and incorpo-rate a wider range of factors that consider the entire ship design and delivery process – from taking into account elements such as bunker per TEU or emissions per TEU, and the

“In the case of a container ship’s cargo handling system, it has to be seen as one integrated arrangement. Therefore, if cargo handling expertise is brought in at the same time as the vessel’s design is being consid-ered, the best and most useable solution is available. If the final system is formed from separate designs, which are not linked to the vessel’s design, this will evidently limit an optimal solution.

“Cargotec works closely with production partners and supplier network to develop the most ecological approach to production network. This includes elements such as their painting processes, waste production and disposal, and keeping energy consump-tion to a minimum.”

Creating the most efficient and environmentally-friendly design process can also produce the safest vessel, where the effects of riskier onboard routines are carefully considered and mitigated. “Safety is a key concern when it comes to designing container-handling solutions. With innovative products it is often possible to improve safety margins, along with simple small steps in design. These can include everything from the positioning of equipment in relation to each other, effective signage and alarm warnings, to effective maintenance procedures from ship delivery.”

Cargotec works closely with partner plants to develop the most ecological approach to production

efficiency of cargo-handling technology and production partners”.

“If you can produce the most efficient cargo handling solution, which optimises transportation needs – including selection of the most suitable vessel/speed – the result that you achieve is an optimised maximum transport capacity with a maximum utilisa-tion rate of the vessel. The end result creates a vessel that produces the minimum level of emissions per transported unit, for example per TEU”.

The process of changing from a build-focused approach to a life-cycle way of think-ing makes it critical to be able to consider all aspects of a vessel’s design. This is essentially because, in the longer term, it greatly influ-ences the ship’s efficiency and operability and

initially it also optimises procedures such as build logistics. Both of these fac-tors have a direct impact on an operator’s ‘bottom line’ and on the environment.

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Efficient andflexible

cargo handlingsystem

Less timein port, fewer

emissionsin and around

the port environment

A better environmental

solution

Long lifetime

Adjustableloading solutions

Ease ofmaintenance

Maximumamount of cargo

for minimum emissions

Careful cargo handling

High capacity loading/unloading


United approach needed to save BalticThe Baltic Sea is in urgent need of help. It has some of the busiest shipping routes in the world and an enclosed coastline which effectively seals pollutants in the region. In order to curb the decline of the Baltic Sea, concerted collaborative efforts are needed, and such are done by the Baltic Sea Action Group.

Sea Action Group (BSAG) and prompted Ilkka Herlin, chairman of Cargotec’s board of directors, alongside Anna Kotsalo-Mustonen and Saara Kankaanrinta, to become co-founders of this independent action group in

2008. BSAG’s main goal is to bring together par-ties – both commercial and governmental – as well as facilitate and speed up efforts to save the Baltic Sea.

Since 1993, Ilkka Herlin has strived to implement effective initiatives that will translate into improve-ments in the ‘health’ of the Baltic Sea. “When

Ilkka Herlin: “We believe that the best way for the BSAG to help is to combine complementary areas of expertise, and assist where we can”

Cargotec’s commitment to save the Baltic SeaCargotec has been involved in a joint venture to save the Baltic Sea since 2007. On 10 February 2010, around 500 people, including heads of state, government officials, NGOs and business leaders attended the Baltic Sea Action Summit in Helsinki. The aim of the summit was to present concrete commitments to protect the Baltic Sea and improve its ecological condition. Cargotec made a commitment to promote understanding about the need to prevent climate change, which also has an effect on the health of the Baltic Sea. By the end of the summit, about 140 commitments were made.

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The Baltic Sea has some of the busiest ship-ping routes in the world. According to the Helsinki Commission, 2,000 sizeable ships are normally at sea in the Baltic, and these include oil tankers, ships carrying danger-ous and potentially polluting cargoes, and many large passenger ferries. This traffic, the fact that the Baltic has been seriously over-fished for many years, its almost entirely enclosed coastline, and with 60 to 70 per cent of its catchment area in Germany, Denmark and Poland com-prising farmland, mean that the Baltic Sea is heavily polluted and effectively dying.

It is this back-drop that initiated the Baltic

The Baltic Sea has some of the busiest shipping routes in the world and an almost entirely enclosed coastline

I started out, the state of the sea was already quite poor, but there was little awareness or


public discussion about it,” he says. “Even then, this fight, to encourage and facilitate immediate actions on behalf of the Baltic Sea, already felt close to my heart. In 2008, the time was right to build a more consistent net-work around these actions – and take them to an international level.”

Combined resources

“Saving the Baltic Sea demands immedi-ate action and in today’s world, commercial, non-profit and governmental organisations can work together to fulfil a common purpose such as this.

“We believe that the best way for the BSAG to help is to combine complementary areas of expertise, and assist where we can. Our advisory board consists of political figures such as Finland’s president, Tarja Halonen; business representatives such as Shell’s chair-man, Jorma Ollila; as well as scientists such as economist Bengt Holmström. Getting input from individuals with different backgrounds helps us to find innovative solutions for facilitating the work that we do.

“Work for the Baltic Sea involves a com-plex variety of parties, as governments and organisations try to find common solutions to problems. A group such as the BSAG can speed up projects by creating awareness and facilitating the collaboration of the varied network of actors. We also aim to find the most efficient solutions and bring parties closer to each other; to get people together for the common cause and learn to appreciate the greater good of a healthier Baltic Sea.

Central challenges

“The central challenges facing the sea stems from the fact that 85 million people live in the

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The Baltic Sea: facts & figuresThe Baltic Sea covers 415,266km2, while its catchment area (1.7 million km2) extends over an area about four times as large as the sea itself.The average depth of the Baltic Sea is around 50m; the deepest waters are in the Landsort Deep in the Baltic Proper, where depths of 459m have been recorded.In Germany, Denmark and Poland as much as 60 to 70 per cent of the Baltic’s catchment area consists of farmland and in the catchment area for Finland, Russia, Sweden and Estonia, forests, wetlands and lakes make up between 65 and 90 per cent of the area.Over 85 million people live in the Baltic catchment area – 26 per cent of them in large metropolitan areas, 45 per cent in smaller urban areas, and 29 per cent in rural areas. Almost 15 million people live within 10km of the coast.(Source: The Helsinki Commission (HELCOM))

Baltic Sea region, and the amount of coun-tries and parties actively associated around the sea is quite staggering. The area has been industrialised for a long time, and there is also extensive agriculture in the region, which brings a host of pollution problems

from agricultural run-off.“The sea also has little water. For exam-

ple, if the Mediterranean were to have a similarly low water-to-people ratio, there would be 14 billion people living around the Mediterranean. And finally, the water also changes very little, because of its enclosed nature; once refuse and toxins build up in the Baltic Sea, they stay there. All these matters are characteristic to the Baltic Sea, and make saving it challenging – as well as very impor-tant.

“The problems we face here in the Baltic Sea region are, unfortunately, not unique in the world. This is why our method is raising global interest. We believe that our operating model of facilitating and speeding-up envi-ronmental efforts can be of great use any-where. And, indeed, we are already involved in such work. For example, I myself have recently spoken at the World Ocean Summit in Belfast, where we deal with challenges facing the seas on a global scale.

“We can also act on an individual level. Individuals are warmly welcome to take part in the group’s work by donating their time and talent as well as money. In fact, we have already built a reserve of individual members to call upon when needed. But most impor-tantly, all of us as individuals need to remem-ber the importance of leading our daily lives responsibly. We need to believe that our choices make a difference.

To curb the decline of the Baltic Sea, collaborative efforts such as those done by the Baltic Sea Action Group are needed


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Future defined by sustainability focusCargotec drives technology and service developments for the benefit of its customers; the company’s sustainability officer, Karoliina Loikkanen, explains how these developments benefit the environment and improve cost-efficiency

The efficient packing of waste reduces inefficient transportation, and collecting waste in reliable containers ensures minimal health and environmental impacts

Karoliina Loikkanen: “sustainability ideology must be integrated into general business activities”

Nowadays, sustainability ideology must be integrated into general business activities. To be able to compete and operate in the future, businesses have to consider all perspectives of sustainable development in a deeper way and see the possibilities that these issues bring.

Cargotec is a market leader in energy- efficient products within its field. Many of the solutions Cargotec now offers were unimaginable even a few years ago, but today they represent industry benchmarks. Cargotec is present in all stages of global cargo handling.


Our solutions help make cargo flow more sus-tainable and in the future, it will be served by sustainable solutions from the production of raw materials and to the recycling and reuse of end products.

We are aiming to develop our operations in a responsible manner and taking environmental considerations into account when we make decisions about our business operations. We develop environmentally advanced cargo handling solutions that meet customer needs – such as our electric drive technology and dust-free bulk handling. We also consult in planning new terminals and help make our customers’ infrastructure more automated, efficient and sustainable.

In 2009, Cargotec set environmental tar-gets for its supply units and in September we will celebrate the opening of our most modern and energy-efficient assembly unit in Stargard Szczecinski, northern Poland.

The main environmental effects of Cargotec’s operations arise from the use of the company’s products. Compared with these, the environmental effects of Cargotec’s own factories are fairly insignificant, relating mainly to energy and material use, recycling, oil spill prevention and waste.

One example of developing, planning and implementing a cost-efficient and sustain-able cargo-handling structure is our waste management solutions. We believe that the efficient packing of waste reduces inefficient transportation, and collecting waste in reli-able containers ensures minimal health and environmental impacts. Our solutions always respect local waste management routines and

maintaining employment in the sector; as a result our waste management improves the local infrastructure, and therefore the quality of life for people who live in the area. This a good demonstration of Cargotec’s waste man-agement solution representing sustainable business practices.

In China, Cargotec has had a pioneering role in developing modern solid waste col-lection and transportation systems. This has been achieved in co-operation with municipal authorities and waste management organisa-tions. As a result, this system for municipal, industrial and recyclable waste is being used in all major cities in China.

Investors and customers also depend more and more on information about the impact of product supply, and suppliers’ environ-mental and quality management systems. As a result, we are also developing our moni-toring process.

Opportunities for sustainable development lie in sustainable practices with equipment use. We see this in activities such as training.

One example – for Kalmar products – is EcoDriving, which is a new, developing train-ing programme designed to bring about the most efficient use of our products. The aim is that training would make it possible to reduce fuel consumption, extend a component’s life cycle, reduce wear and tear on tyres and help minimise maintenance costs. New techniques could lower fuel consumption by between 5 and 10 per cent, reducing machine wear and increasing efficiency.

In the future, there will be a greater need for products with low environmental impact high energy-efficiency and recyclability ratings; this is in response to market needs as well as legislative developments in the field of emissions reduction. At the same time, a growing service function is supported by the increasing demand for long-life solu-tions, which are supported through proper maintenance procedures. We support these principles, and believe that the development of Cargotec’s products and services will follow them closely.

Sustainability standards and commitmentsInternational standards and commitments giving direction to Cargotec´s operations include:• UN Initiative Global Compact• UN Declaration of human Rights• ILO Declaration on Fundamental Principles & Rights at work• OECD Guidelines for multinational enterprises• ICC Business Charter• Clinton Global Initiative (CGI)• Baltic Sea Action Group (BSAG)

Cargotec has been active in supporting co-operation and research to improve the state of the Baltic Sea since the beginning of 2007 (page 14). Last spring Cargotec made a commitment to set environmental targets and earlier this year participated in the Baltic Sea Action Summit (BSAS).

Building SustainabilityMore sustainable cargo flow

Enhancing customers’ sustainability

Sustainability within Cargotec

Authorities • Media • Competitors • Shareholders • NGOs

Smart logistical structures

Sustainable performancein value chain

Safer and more energy-efficient innovations

Invest in our people

Customer training and lifetime product support

Follow code of conduct, laws, regulations and standards


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Electric drive advantages are available to all ship typesAdvantages of Cargotec’s range of electrically-driven solutions include stepless precision control and reliability; an additional benefit is that they also offer an effective alternative to traditional hydraulic systemsA product that stands up to the scrutiny of today’s drive for innovative product develop-ment coupled with environmental creden-tials is the electric drive, which provides ship-owners with a reliable and greener alternative to hydraulic systems.

Over the past few years Cargotec has made step-changes in its electric-drive portfolio with the refinement and creation of new products that employ electric drive technol-ogy as a key part of their operating systems.

Cargotec can offer electrically-driven RoRo cargo access equipment; variable fre-quency drive (VFD) electric cranes; MacRack, which is a new drive system that combines drive and lift operations for side-rolling hatch covers; MacPiler, which is an innovative gan-try crane that can hoist, carry and stack lift-away hatch cover panels (two at a time) both on the weatherdeck and tweendeck; active heave-compensated (AHC) winches (both umbilical and wire) that set new standards for performance, noise levels, reliability and power consumption when used for remotely-operated vehicles (ROVs) and deepsea load handling; and dry bulk cargo handling equipment.

The two most significant advances have come in the form of the VFD electric crane and Cargotec’s refinement of its electric-drive for side rolling hatch covers, namely MacRack. Both have seen positive market interest, but the majority has been focused on the VFD electric crane.

Clean green lifts

The MacGregor electric crane series is built upon a variable frequency drive (VFD) and inherits the proven characteristics of the previous generation of wire-luffing cranes.

All machinery is enclosed within the crane housing, ensuring safe operation and ease of maintenance.

MacGregor VFD electric cranes are accu-rate, and they eliminate the need for hydrau-lic oil. They are also energy efficient in opera-tion and have lower power consumption, translating to lower running costs and ulti-mately a lower environmental impact. They also offer shorter operation times, allowing full speed/full load in all modes.

A recent order for the VFD electric cranes has come from Grieg Shipping for its six new 48,700 dwt open-hatch general cargo ships (page 26). In total, Cargotec’s order comprises: 24 MacGregor variable frequency drive cranes – four on each vessel with a 75-tonne SWL; and a combination of MacGregor folding, pivoting and piggy-back hatch covers, which also have electrically-operated wheel units.

“VFD cranes have been developed in two stages,” says Per-Erik Nilsson, sales and marketing director for Cargotec cranes. “The first concentrated on a new technique for powering all motions of the shipboard cranes. The second was the significant

improvements in environmental impact”.The environmental savings are mainly

attributable to three important factors:• faster and more accurate hook positioning

during loading and unloading, reducing the loading cycle by up to 20 per cent and therefore decreasing time spent in port

• 30–35 per cent lower power consumption• 30–35 per cent lower energy (oil)

consumption.These three important factors together result in a lower carbon footprint, which each ship equipped with these cranes can use in their environmental rating.

At the end of last year, Cargotec also confirmed a breakthrough contract in the bulk carrier market for 24 bulk cargo versions of its GLBE cranes from Polish shipowner Polsteam, otherwise known as Polska Żegluga Morska (PZM). It has ordered eight bulk carriers from Taizhou Sanfu Ship Engineering in China, and each of the 16,900 dwt bulkers will have three 30-tonne SWL cranes.

MacRack: a refined technology

Refining the electric-drive technology for side-rolling hatch covers resulted in

The electric VFD crane inherits the proven characteristics of the previous generation of wire-luffing cranes


one of the deck PLCs is broken, the panel can be driven directly from the VFD operating panel. It is also possible to manually cross-connect motors between VFDs. If a problem in position control arises, the system goes into ‘safety mode’, which allows a panel to be driven, but only at low speed. If electrical power cannot be used, panels can be operated with an emergency equipment. Also, MacRacks’s modular configuration means that installation and repairs can be done independently and replacements are easy.

It is now possible to experience the refined operation of MacRack with the use of simula-tion technology. This will be available to view

MacRack reduces maintenance work for the shipowner, and the shipyard’s installation work is also simpler because fewer components need to be installed on the coaming

In simple terms a variable frequency drive (VFD) is a specific type of adjustable-speed drive system for controlling the rotational speed of an alternating current (AC) electric motor. This is achieved by controlling the frequency of the electrical power supplied to the motor.As is the case with Cargotec’s electric drive systems, it is possible to apply a VFD to a range of applications. As long as the VFD has enough current to drive the motor, the motor can then produce the required torque for the load. Cargotec electric drives employ VFDs that produce torque according to load. For many years, modern elevators in high buildings have been equipped with this type of VFD drive.

Electric drive technology provides shipowners with a reliable and greener alternative to hydraulic systems

the launch of MacRack, which is a second-generation system that unites lift and drive operations and so makes separate hatch cover lifters obsolete. This reduces maintenance work for the shipowner, and the shipyard’s installation work is also simpler because fewer components need to be installed on the coaming.

Another significant feature is that the system’s actuators are installed on the hatch sides only, which ensures that the drive unit is well protected from cargo spills during loading and discharging.

Reliability of these systems was also a key focus and some redundancy has been enabled in the control system design. For instance, if

Electric motor control: the variable frequency drive

at the Shipbuilding, Machinery & Marine Technology (SMM) trade fair in Hamburg, Germany in September.

Electric drive developments for RoRo vessels

The 2,000-unit pure car/truck carrier (PCTC) Viking Constanza has been delivered to privately-owned Norwegian company PD Gram & Co from Kyokuyo Shipyard in Japan.

This is a significant delivery, as it is the last in the series of four PCTCs that debut all electrically-driven internal RoRo equipment. Leading the way was Viking Odessa, delivered last year, and followed this year by Höegh Caribia, City of Oslo and Viking Constanza.

Each of the vessels features a comprehen-sive set of MacGregor cargo access outfits, which were developed through a co-operative design process between the shipyard and Cargotec’s marine teams in Japan and Sweden.

Joacim Linder, Cargotec contract manager says that: “We believe the shipyard is happy to deliver the first vessels in the world equipped with electric drives for all internal RoRo equipment. And we hope that the owner is happy to have the electric drives onboard free from cargo damage by oil spills.”


Offshore bulk cargo transfer benefits port, charterer, and environmentFloating transloading terminals offer operators freedom from traditional port constraints and have the added benefits of greater flexibility and low environmental impact

a shorter time and less fuel is burnt. “All transloading terminals are tailored

to a customer’s specific purpose. A floating offshore transfer terminal at a loading port will typically be equipped with a bulk-handling system incorporating deck hoppers into which cargo is transferred from the shuttle vessels, which may well be large towed barges. From there, the

cargo is carried on a belt conveyor system to a slewing, hoisting and travelling boom conveyor for loading into the ocean-going bulker’s holds. Alternatively the shuttle vessels may unload into the terminal’s cargo holds, if it has any.

“The greatest benefits are delivered by a continuous system, especially when it incor-porates a MacGregor gravity system. Not only does this arrangement have the potential to deliver very high cargo transhipment rates, but it is also the most environmentally-friendly solution, because when the conveyor system and the ship loader are totally enclosed, it results in much reduced dust emissions”.

Dust levels can also be reduced further by installing dust filters and water spray nozzles in the discharge chutes between conveyors and in unloading points. Dust collectors are used to minimise dust leakage from the cover joints. “These measures result in both a clean ship and a clean terminal and surrounding area,” Mr Johansson says.

Wider environmental benefits also result from the fuel economies and associated reduced emissions delivered by the use of larger vessels for the ocean phase of bulk cargo carriage.

Eco-benefits of MacGegor self-unloading solutions

In addition to the ecological benefits of offshore transhipment technology, MacGregor self-unloading solutions ensure environmentally-friendly operations through the use of highly-efficient, totally-enclosed conveying lines that reduce spillage and dust emissions to a minimum.

Dust-free operations MacGregor self-unloading systems for dry bulk carriers, floating transfer terminals and offshore supply vessels are designed with a totally-enclosed conveying line that ensures virtually dust-free vessel discharge, which can be carried out with the hatch covers closed during the entire operation.

The boom and deck conveyors that feed material from the vessel to the shore can be equipped with conveyor covers, water spray nozzles and dust collectors at loading points; all reduce spillage and dust emissions to a minimum.

Low energy demands The conveyor technology ensures the lowest possible power consumption, saving money and minimising emissions through reduced energy requirements. The conveyors are driven by electric drives with or without frequency control.

Floating transfer terminal Spencer Gulf is equipped with a MacGregor self-unloading system and incorporates a deck hopper, into which cargo is transferred from the shuttle barges

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Although the most cost effective way of transporting bulk cargoes is in large bulkers, the size of ship that can be used is often limited by draught constraints in the loading or discharging port, or both. The problem could be solved by employing smaller vessels, or not loading a ship down to its marks, and accepting the associated increased trans-portation costs. Another option is dredging, although this is environmentally damaging and expensive.

An alternative solution is to tranship some of the cargo offshore, either lightening an arriving ship before it berths, or topping off a departing ship that could not fully load alongside. “Cargotec has a great deal of expe-rience in providing bulk cargo transhipment solutions,” says Jonas Johansson, Cargotec’s sales manager for transfer terminals. “This sort of flexible solution can increase a port’s capacity without needing to develop the port area, and further capacity increases can be met simply by deploying more offshore termi-nals and barges. A well-planned and efficient cargo handling operation such as tranship-ment cuts time spent in port, which is not only a great benefit to charterers but also to the environment, as machinery is running for


‘Stenability’ starts by listening to a clientStena RoRo’s combination of products and services is based on innovation, proven technology, long experience and a unique knowledge of its market, which gives it much in common with Cargotec

Stena RoRo and Cargotec both believe that a RoRo newbuilding should be tailored to suit its intended trades from the concept stage onwards, so that the ship is designed to be as safe, efficient and profitable as possible.

Long experience has also enabled both com-panies to adapt an existing RoRo when it moves to a new route, modernising the ship so that it maintains these characteristics.

Stena RoRo AB is one of the world’s lead-ing innovators in the RoRo and RoPax sector. The company aims to be the most successful and preferred global provider of RoRo ships and associated knowhow by combining its technical and commercial knowledge and

LONG-tERM CUstOMERs

experience to provide reliable and efficient solutions based on modern, yet proven, RoRo technology.

In pursuit of this goal Stena makes every effort to offer ‘win/win’ solutions to its customers and this approach pays off with frequent repeat business. The company frequently turns to Cargotec, both for new-building and conversion projects.

Stena RoRo belongs to the Stena group, and specialises in RoRo and RoPax vessels, passenger ships and fast ferries. The company has expertise in many areas including ship sale and purchase, chartering, technical and commercial operations, newbuildings and vessel conversion and modification.

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stenability means listening to a client and finding practical, cost effective solutions to meet their particular needs. – Per westling


“In addition to designing and building new vessels to meet customer requirements, we are very skilled and experienced in major RoRo and RoPax conversion projects that can allow shipowners to respond rapidly to changing market conditions, or add value to existing vessels by preparing them for further trading on new routes,” said Per Westling, Stena RoRo’s deputy managing director.

Mr Westling then explained the concept of ‘Stenability’. “Stenability means listening to a client and finding practical, cost effec-tive solutions to meet their particular needs. Every situation is unique, as is every solution. Our combination of products and services is based on innovation, proven technology, long experience and a unique knowledge of our market. All this means we can create tailor-made solutions for our customers and this is what we call Stenability.

“Over the years we have converted a large number of existing ships to increase the capacity of cargo decks and accommo-dation, enhance manoeuvrability, or refine cargo access equipment. This is very much in tune with Cargotec’s ethos of working with customers to deliver imaginative solutions designed to enhance and extend a vessel’s useful working life, effectively tailoring existing ships for new routes and operations.”

A good example of Stenability in action is the 2007 project to increase the capacity of Stena Hollandica and Stena Britannica for continued use in the Stena fleet. Mr Westling said that this project was necessary because there was an urgent need for increased capac-ity on the Harwich/Hook of Holland route. Newbuildings would have had a much greater lead time. “The ships are 240m long after conversion. In the case of Stena Hollandica this was the greatest ever lengthening process for a RoPax vessel, more than 30 per cent of the original length.”

Such projects involve a great deal of care-ful planning and liaison with shipyards, classification societies and equipment sup-pliers. Mr Westling explained that time is a key factor in the planning process necessary before any structural work begins. Plans must be drawn up in consultation with the

classification society to address aspects such as hull strength, the vessel’s stability, fire pro-tection arrangements and emergency escape routes.

He identified another important factor in the process as being a good dialogue with main suppliers. “A successful supplier has skilled key personnel totally focused on RoRo conversion. The technical knowledge and experience as well as speed of response are paramount in choosing a supplier.”

Such design phase qualities from Cargotec were extremely valuable during Stena’s com-petition with another shipowner to provide two ferries for Marine Atlantic, a Canadian Federal Crown Corporation. After a long negotiation, Stena RoRo reached an agree-ment with Marine Atlantic to deliver two 26,660gt RoPax vessels, Stena Trader and Stena Traveller, for the ferry route between Nova Scotia and Newfoundland.

“For the Stena Trader and Stena Traveller project, Cargotec was able to support Stena RoRo with proposals for cargo flow solutions for the vessels,” said Stefan Wide, sales man-ager for RoRo conversions at Cargotec, “as well as by undertaking feasibility studies of the interface between the vessels and the port

RoRo newbuildings should be tailored to suit their intended trade from the concept stage onwards; for its two new 62,000gt ‘Superferries’ Stena Hollandica (pictured) and Stena Britannica, which replace two ships currently bearing these names, Stena selected two-tier access to optimise port turnaround times

In 2007, Stena Hollandica and Stena Britannica (pictured) were lengthened at Lloyd Werft shipyard in Germany to increase capacity on the Harwich/Hook of Holland route

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program, checking angles of slope and height clearances. Computerised three-dimensional models of the various system elements are developed to test their functionality, for example the ramp’s suitability for various quay conditions allowing for the permitted degree of list.

Stena Trader and Stena Traveller currently operate on a route between the Hook of Holland and Killingholme in the UK. Stena Line will replace the ships with two similar ferries which are under construction in South Korea. Until the new vessels are put into service Stena Line will use replacement vessels to operate the route.

Under the terms of the deal, Marine Atlantic has a five-year charter agreement with the right to extend the agreement over two five-year periods. The company also has the right to buy the vessels. “Stena RoRo has a long-standing business relationship with Marine Atlantic, having provided the com-pany with nine vessels over the years,” Mr Westling said. “The two vessels will undergo a thorough refit to suit the Canadian conditions

Time is a desirable factor in conversion projects, but sometimes it simply isn’t avail-able. Time was at a premium in the case of the 25,000gt RoPax vessel Borja. “At short notice it was decided to make use of a cargo-free commercial positioning voyage to begin significant improvement works,” Mr Westling said. “It makes good commercial sense to take advantage of such an opportunity, sav-ing valuable time in port. However, planning and preparation must be meticulous, as all necessary personnel, equipment, materials and machinery must be on board before the vessel sails. Furthermore, there was not much

time available for planning, and this project involved working with heavy structures at sea, not an easy task. Cargotec won the con-tract on delivery time and price.”

A MacGregor bulkhead door was installed between the tanktop deck and the main deck along with additional work on the ventilation, bilge water and fire systems. The project com-menced onboard the vessel during a voyage from Barcelona and was completed alongside in Rotterdam.

Once again, said Mr Westling, this dem-onstrates the importance of the professional, proactive approach from Cargotec. “We like a supplier that prioritises our requirements and responds rapidly with reliable solutions.” He also noted that Cargotec’s installation teams are quick and efficient when over-coming technical problems.

As a responsible company involved in international shipping, Stena RoRo has a robust environmental policy: “Transportation is a necessity in modern society. It is energy consuming and has an impact on our environment. We feel responsible for the society in which we live and work, both globally and locally and we encourage our personnel and customers to play an active role in environmental matters.”

Mr Westling said the company’s commitment and product development have resulted in Stena RoRo being granted the Det Norske Veritas class notation ‘Clean’ for its RoRo vessels. This notation recognises the reduction in a vessel’s environmental impact due to reduced emissions into the atmosphere (SOx and NOx) and reduced discharges into the sea, such as bilge and ballast water and waste oil. In adopting the ‘Clean’ notations, ship owners and operators comply with environmentally friendly regulations and a set of criteria that demonstrate that the company follows a proactive environmental policy.

Asked if there is one element of Cargotec’s products and services that particularly stands out, Mr Westling reiterated the value of a dedicated, expert team willing to enter into a dialogue to prioritise a client’s requests and deliver practical and cost effective solutions.

The two 26,660gt RoPax vessels, Stena Trader (pictured left) and Stena Traveller (pictured below) will undergo a thorough refit to suit their new Canadian service between Nova Scotia and Newfoundland for Marine Atlantic

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facilities for Marine Atlantic’s evaluation”.Mr Westling agreed that this level of spe-

cialist co-operation and knowhow makes a big impact at the planning stage, and in this case certainly helped to win the contract for Stena RoRo. “Working with dedicated, focused experts pushes a project along and we appreciate the little extras, that ‘going the extra mile’,” he says.

Typically, Cargotec designers will make a layout of a ramp system, carry out prelimi-nary stress calculations and assess vehicle movements using a vehicle simulation

and will be modified in accordance with Marine Atlantic’s requirements.

“Over the years Stena RoRo has refitted vessels in a variety of different ways. This project is unusual in that the ferries are going to be shortened to allow them to fit into the existing Canadian port facilities. Stena RoRo will also extend the passenger areas and cus-tomise them to meet Canadian customers’ requirements. “Although unusual, shortening the vessels is, if anything, simpler than the more common lengthening projects, and the planning process is very similar”.

working with dedicated, focused experts pushes a project along and we appreciate the little extras, that ‘going the extra mile’. – Per westling

For Cargotec’s 2006 linkspan delivery to Immingham in the UK, a huge floating crane was chartered from Holland; the installation required the simultaneous arrival of crane and equipment at the site


Large linkspan installations require intricate logistics chainsLarge superstructures, controlled workshop conditions, and remote installations are some of the key challenges for the turn-key deliveries of large linkspan structures

“Providing cargo flow solutions is a leading theme for all MacGregor RoRo systems,” explains Clas Hedelin, Cargotec sales man-ager for MacGregor land and port systems. “Simulations and risk assessment studies lie behind every linkspan design, so that the most efficient and functional facility can be provided for port to use. However, not many realise what a challenge it is to provide turn-key supplies to our customers worldwide.

“Our mission is to undertake the pre-fabrication of equipment to its completion in controlled workshop conditions. This is done to ensure the output quality of steelwork and its conservation, guaranteeing its compliance with the long design lives specified for all of these types of products. This precondition limits the choice of production sites to only a few partners with proven track records of such equipment fabrication.

“Although we often try to source a fabri-cation site near to the port of installation,

seaborne transportation and heavy lifts are common elements of almost all deliveries. This is because some sites on remote islands have a limited infrastructure, or the equip-ment comprises such large structures, which can only be transferred by sea,” Mr Hedelin notes.

A most recent example of a large RoRo pontoon linkspan is Cargotec’s contract with the Aqaba Ports Corporation in Jordan. The triple-berth pontoon linkspan is part of major renewal programme of the Red Sea commer-cial port of Aqaba. The linkspan is important for the development of RoRo and passenger

sHOREsiDE LiNKs

ferry traffic, mainly from the Egypt Sinai area into Jordan.

“Radez, our Croatian manufacturing partner for many years, took on the production for this contract. The heavy weight and odd octagonal shape of the pontoon required the construction of a temporary slipway to ensure the equip-ment’s safe launch at

Cargotec’s most recent example of a large RoRo pontoon linkspan is the triple-berth installation for the Aqaba Ports Corporation in Jordan; the heavy weight and odd octagonal shape of the pontoon

Linkspan installations often require a heavy lift, either from the vessel’s gear, a chartered floating crane or rented mobile crane


Large linkspan installations require intricate logistics chains

the building site. From there, it was towed to Jordan across the Mediterranean, through the Suez Canal around Sinai to Aqaba. The expression ‘Suezmax’ is normally quoted in reference to large ships passing through the Suez canal, and has a restricting beam of 70m, but the same constraints for the Aqaba pontoon were at stake due to its large width, relative to other parameters.

“In general, other linkspan structures can, depending on their size, be transferred either as deck cargo on general cargo ships, on heavy lift vessels or towed on separate barges. The voyage ends at the installation site often requiring a heavy lift, either from the vessel’s gear, a chartered floating crane or rented mobile crane. On some occasions the equip-ment can be shifted to its shore foundations through a sliding operation that employs hydraulic jacks, trimming and ballasting, and last, but not least, by a little help from the natural prevailing tide in the port,” he says.

All elements of operation are safety monitored by Cargotec site engineers, who are guided by method statements that are uniquely produced and approved for each delivery. “All in all, the final installation of MacGregor equipment is not simply a piece of steel, but a product

with unparalleled experience from many fields of expertise, from pre-design risk assessments through to a design, which takes not only the end function in consideration, but also all aspects of launching, transport, heavy lifts and installation,” Mr Hedelin concludes.

All in all, the final installation of MacGregor equipment is not simply a piece of steel, but a product with unparalleled experience from many fields of expertise. – Clas Hedelin

required the construction of a temporary slipway at Radez’s construction site in Croatia and from there, it was towed across the Mediterranean, through the Suez Canal around Sinai to Aqaba


tHiNKiNG AHEAD

Grieg’s new series has reduced energyconsumption and increased flexibility

In a move to obtain further flexibility compared with its traditional gantry cranes and lift-away hatches, Grieg Shipping has opted for an innovative arrangement of centre-line located electrically-operated slewing MacGregor cranes and covers for its new series of open-hatch carriers

Grieg Shipping owns, manages, markets and operates 26 open-hatch general cargo ves-sels – one of the world’s largest open-hatch fleets. The Norwegian shipping group’s highly-specialised open-hatch ships are tailor-made for the carriage of wood pulp, rolled paper, lumber and other forestry products. They also carry a wide range of other unitised cargoes, project cargoes and containers.

Grieg’s open-hatch vessels have tradi-tionally employed a combination of gantry cranes and lift-away hatch covers. However, for its new series of six 48,700 dwt open-hatch general cargo ships (plus 2+2 optional vessels), the company has specified a total of 24 MacGregor variable frequency drive (VFD) electric cranes and a combination of MacGregor folding, pivoting and piggy-back hatch covers, which also have electrically-operated wheel units. The ships will be built at Hyundai Mipo Dockyard in South Korea.

The ordering is part of the group’s further development and supports Grieg’s long term commitment in this segment”.

Ari Viitanen, Cargotec’s sales director for dry cargo ships, says that: “This project is a remarkable milestone of concept work, completed with seamless co-operation within Cargotec. The design was created in close co-operation with the owner, as well as with good co-operation between Cargotec’s cranes and dry cargo business areas. The result is a completely new integrated cargo handling equipment arrangement for Grieg.

The owner wanted to have a series of vessel with slewing cranes so that it can also

Jan Øivind Svardal: “The new vessels’ design represents a further development of our existing open-hatch gantry crane design”

transport a wider range of project cargoes and at the same time meet the production effi-ciency that is expected for forest products.

Cargotec is supplying four 24 VFD electrically-driven cranes (type GLE7526/MLC/6030-2) for each vessel. Each crane has an SWL of 75-tonnes at a 26m outreach. The cranes are planned for delivery from 2012 until 2013. “The MacGregor electric crane series inherits the best characteristics of proven designs, but also combines improved operability with a low environmental impact,” says Per-Erik Nilsson sales and marketing director for Cargotec cranes.

“The transport needs are changing and Grieg is taking a step towards more efficient and flexible ships by opting for MacGregor electric VFD cranes. In tandem operation it will be possible to carry project cargo weighing about twice the gantry crane’s SWL and longer cargo length’s. The VFD crane is also an envi-ronmentally better solution compared with the traditional hydraulic slewing cranes or gantry cranes due to the efficient use of energy during the whole operation cycle. The efficient production and competitive prices also adds to the fact this is believed to be a very good investment for ship owners in this segment.

“The new vessels’ design represents a further development of our existing open-hatch gantry crane design, which is based on input from the group’s commercial and technical departments as well as sailing personnel, and last but not least close to 50 years of experience from open-

“Development of the VFD cranes was actually made in two stages: the first was a new tech-nique for powering all motions of the shipboard cranes. The second was the environmental step-change we have made, in line

the design was created in close co-operation with the owner, as well as with good co-operation between Cargotec’s cranes and dry cargo business areas. the result is a completely new integrated cargo handling equipment arrangement for Grieg. – Ari Viitanen

process. With the contracting of vessels with specially designed conventional cranes, the group will obtain a more diversified fleet, which we expect to give new cargo opportunities and increased earnings potential.

hatch shipping,” Jan Øivind Svardal, vice president for project development, Grieg Shipping says. “Our objective and work towards reduced energy consumption has been an important criteria in the


with the international focus for future ship building”.

The environmental savings are mainly attributable to three important factors:• faster and more accurate hook position-

ing during loading and unloading, reducing the loading cycle by up to 20 per cent and therefore decreasing time spent in port

• 30–35 per cent lower power consumption, which in turn results in

• lower energy (bunker oil) consumption.

These three important factors together result in a lower carbon footprint that each ship equipped with these cranes may use in their environmental rating.

The high-stowing folding-type and small

pivoting MacGregor hatch covers are operated by external hydraulic cylinders, while the piggy-back/stacking-type covers are both hydraulically and electrically-driven. The hatch covers are manually cleated and weathertight.

The electric drive units for the piggy-back/stacking-type hatch covers consist of an electric motor with brake and gearbox, which are provided for each of the four wheels of a rolling cover. The speed of panel movement is controlled by a joystick-operated frequency converter.

Hatch covers of adjacent holds are opera-tion wise paired having common wheel rails. The lifting covers are raised by external hydraulic cylinders and the rolling covers are

driven beneath the lifted covers by the electric drive units. Then the lifting cover is lowered on top of the rolling cover. Both covers can be moved horizontally above either of the two adjacent holds. Two covers are further divided into a lifting and rolling panel so that those can be operated within hold forward and aft.

“We work closely together with our cus-tomers, which enables us to introduce innova-tions that improve the safety, efficiency and sustainability of their operations,” highlights Mr Nilsson. “Different Cargotec offices also work closely together to combine our exper-tise and win these new orders. With this type of collaboration, we can serve our customers from ‘birth to scrap’; this is what we mean by through-life support”.

Bergen-based Grieg Shipping owns,

manages, markets and operates 26 open-

hatch general cargo vessels – one of the

world’s largest open-hatch fleets

Grieg Shipping’s specialised open-hatch ships are tailor-made for a wide range of unitised and project cargoes, such as wind turbine blades


We supply whole system solutionsBy understanding customer needs and supplying total solutions for a specific ship type, we can improve the efficiency and performance of an entire operation and as a result add value

“It is necessary to not consider products in isolation,” says Henrik Vildenfeldt, Cargotec’s senior vice president responsible for offshore load handling. “To be able to improve and optimise a ship’s overall function, it is important to consider these products as part of a whole system solution. And a critical aspect of this is understanding what a customer needs.”

“A good example of our ability to consider and supply a whole system solution is our recent order with Hallin Marine Subsea International,” Mr Vildenfeldt explains. “We have signed a €20 million contract with the company for MacGregor subsea load and module handling systems, which focus on the delivery of an integrated solution that will

Singapore-headquartered Hallin says the 84m-long by 32m-wide twin-hulled compact semi-submersible will be named CSS Derwent, and is the culmination of a five-year project designed to deliver ‘large boat capability’ at the price of a much smaller vessel, with a primary focus on light well intervention. CSS Derwent was designed by STX Canada Marine Inc.

MacGregor systems comprise: • a 150-tonne subsea active heave-compen-

sated knuckle-jib crane with a 3,000m wire capacity

• an offshore service crane • several ROV launch and recovery systems

including moonpool-based and deck-mounted versions with umbilical winches

• a module-handling system with a tower, moonpool system and a fully integrated deck-skid system.

Expansion in Asia

In addition to the Hallin contract, Cargotec has further strengthened its presence in Asia with its ongoing successful run of integrated system deliveries to Bourbon’s Liberty 200 series of anchor-handling tug supply (AHTS) vessels.

The major offshore oil and gas services company has again called upon Cargotec to supply sets of MacGregor anchor-handling systems to its series of AHTS vessels on order at Sinopacific Group in China. The four AHTS vessels are based on a SPA80 design, which

Integrated MacGregor subsea load and module handling systems have been specified for Hallin’s ‘ground-breaking’ design of compact semi-submersible offshore vessel

optimise the function, and therefore the overall functionality, of this specific ship type.”

He adds: “Contracts such as this are testimony to our customers’ confidence in both the superior technology and reliability of MacGregor equipment, and our ability to provide complete integrated solutions that will ensure sustainable, function-intended operations”.

The MacGregor equipment has been specified for Hallin’s ‘ground-breaking’ design of compact semi-submersible offshore vessel. Cargotec will design, manufacture and test contracted systems at its offshore load handling competence centres in Norway and Singapore and the equipment is planned for delivery during the second half of next year.

tHiNKiNG AHEAD


has been jointly developed by Bourbon and its partner Shanghai Design Associates (SDA). The anchor-handling equipment is scheduled for delivery in 2011.

“The systems employ proven technologies already specified for more than 54 Bourbon Liberty 200 series AHTS vessels, of which 42 ships have been delivered so far,” explains Francis Wong, Cargotec’s sales director for anchor handling solutions. “The safe and effi-cient AHTS equipment, with state-of-the art technology, has been specially designed and manufactured to meet Bourbon’s operational requirements in continental offshore markets, as well as deepwater offshore fields.

“These orders also mark the success-ful beginning of Cargotec implementing its integrated marketing strategy of new sales and service products and systems, which will result in equipment maintenance agreements following the entry of these ships into service”.

In addition to the Sinopacific contracts, Cargotec is further strengthening its position in the growing Asian market by securing new orders from various shipyards that require integrated solutions for specific ship types. The orders are for MacGregor anchor han-dling equipment, ranging from 100-tonne to 150-tonne line pull anchor handling/ towing winches, and also include anchor windlasses, tugger winches, capstans, storage reels, telescopic cranes, stern rollers, and shark jaws/towing pins. The MacGregor equipment will be delivered during the second quarter of 2011.

Some of the equipment has been specified for three anchor-handling tugs being built at Sapor Shipbuilding Industries, in Malaysia.

Efficiency and safety upgrades

“In addition to new deliveries, we have con-tinued our focus on equipment upgrades and have a number available that can significantly improve the efficiency and safety of offshore operations,” notes Mr Vildenfeldt.

One form of crane upgrade is Cargotec’s remotely-controlled deck handling manipulator system (DHMS), which is designed to minimise exposure to the hazardous working environment on the aft deck. “By removing personnel from dangerous working areas, crane solutions such as these make a significant contribution to overall safety particularly for the crew during anchor-handling operations at rigs and platforms while battling rough seas and harsh weather conditions”.

Two key advantages of the unique DHMS system are that it allows for the crane’s standard winch functions to remain fully operational and it also provides a new gripper system capability. Consequently, no re-rigging is required for alternating between

gripper and winch operations. As the DHMS mechanism is remotely operated, it has the additional benefit of being fully controlled from the crane’s portable panel, so the necessity for heavy manual operations on the aft deck is substantially decreased.

Cargotec also offers its MacGregor windlass-handling manipulator system, which can be retrofitted to perform remotely-controlled windlass replacement operations for anchor-handling winches while at sea. It can safely handle windlasses weighing up to 12.5 tonnes under various weather conditions and substantially enhances the speed and cost efficiency of operations.

Ultra-deepwater operations

Another upgrade is the MacGregor ultra-deepwater lifting system (UDLS), which is ideally suited to crane applications in ultra deepwater locations because it employs new multi-component fibre ropes that are weight neutral in water. This allows, for example, a 150-tonne capacity crane to be able to deploy its full load of 150 tonnes down to an unlim-ited depth, because the weight of thousands of metres of submerged rope does not have to be subtracted from the crane’s total load capacity.

The multi-component fibre ropes are prepared and spooled in required lengths. The UDLS uses a side-mounted frame fixed to a vessel which allows the crane to lower a load to a depth of 1,000m using a steel wire. The load is then transferred to fibre rope, the crane hook is returned to the surface and reattached to the upper end of the fibre rope, and a new length of rope is deployed. This hook-moving sequence is repeated until the desired depth is reached.

Cranes can be retrofitted with the system and still employ their existing steel wire winch to make active heave-compensated seabed landings. This ensures that there is limited wear and tear on the fibre rope. The UDLS is available as a 150-tonne capacity or 250-tonne capacity system and can be supplied ready for various lengths of fibre rope. It can also be offered as a reduced version, prepared for future upgrades for even deeper locations.

A 150-tonne subsea active heave-compensated knuckle-jib crane

Other anchor-handling equipment is destined for a 45m anchor handling offshore support tug being built at GMG International Shipbuilding & Trading Co Ltd in China, and for a 60m anchor-handling offshore support vessel being built at Chinese yard, Fujian Crown Ocean Shipbuilding Industry Co. Equipment for the latter two vessels will be delivered during the first quarter of 2011.

A MacGregor DHMS system fitted onto a MacGregor cargo-rail crane


Mr Laakso says. “People are used to operating hatch covers from a local control stand where their movements are restricted. Now, the new unit frees the operator to stand wherever it is most appropriate.

“This makes hatch cover operation safer and easier to control, particularly if there are unexpected situations during the drive process, and the user receives feedback, not only from warning lights, but also in the form of short text messages. Also, most importantly from an end user perspective, the unit is ergonomically easy to use.

“As basic values for design, we looked at usability in demanding marine conditions, user friendliness and the future possibility to use the same operating unit for different lighter and simpler equipment operations. To make this possible, we will employ bus communication technology instead of a traditional I/O system”.

The unit is made from durable corrosion-free materials. A key design element was that it should also be shock-resistant and there-fore new protective covers were designed to prevent dirt from accumulating.

“Initially, the portable controller is designed to be used with MacRack systems, but in the future, other simple solutions could

Alongside the development of novel technologies and innovative equipment, Cargotec’s R&D department focuses on the usability of these new products and the refinement and improvement of existing ones. Customer feedback is an essential part of this process.

One such refinement that resulted in a new product is MacRack, which stemmed from the development of Cargotec’s MacGregor electric-drive technology for side-rolling hatch covers. MacRack is a second-generation system that combines drive and lift operations for this type of hatch cover.

While developing this product the R&D team also addressed its control system which led to the ‘spin-off’ development of a portable operating unit. “With the new MacRack sys-tem, we took up the challenge to create some-thing revolutionary from a usability point of view,” says Tuukka Laakso, Cargotec’s techni-cal manager R&D, for MacGregor dry cargo electrical systems. “We also took up the same challenge for our starter units and have begun to create a new product series of future low- and high-end starters. The main task with both the starter and portable operating units was to maintain their existing robustness and reliability, but at the same time make them more durable and easier to use and service.”

Portable operating unit

“Cargotec’s new portable operating unit (POU) provides a significant improvement for the operation of side-rolling hatch covers,”

start to use this operating unit. And further development plans also include a wireless operation option”.

A new starter family

“Starting units for hydraulically-operated hatch covers are often quite difficult to reach and use. Now, especially with larger hatch cover solutions needing higher electrical currents, we were called upon to consider ‘soft start’ solutions. It was time for a fresh look at the whole of our dry cargo products’ starter range. We decided to locate warning lights and alarms in more visible places and to improve visual identification. Whereas the old starters only had signal lights to report failures, these new starters have an alarm log enabling the operator to find out what has happened and even potentially forecast service needs. So, maintenance has also been carefully considered with the integration of operating system information.

“This development project is now well underway, and we expect to see marketable products within the next year”.

After considering the user-friendliness of its products, Cargotec’s R&D department has developed a new era of operator interfaces for MacGregor dry cargo products

R&D focuses on user-friendly operation

Cargotec’s new portable operating unit

Cargotec’s new range of starters have an alarm log

tHiNKiNG AHEAD

When stacked, a 10m high corner sealing run requires only 1.5m x 0.46m x 0.5m of storage space, equivalent to 0.345m3


The MacGregor Bulkhead Sealing system is based on interlocking modules with integrated rubber edging and magnets

Simple solution makes light work of

bulkhead sealingPortable bulkheads are not a perfect fit, so some form of sealing arrangement is necessary to ensure their integrity once in position; Cargotec has the solution planned

General cargo vessels are often equipped with portable bulkhead arrangements, gen-erally known as grain bulkheads. These serve a dual purpose, providing cargo segregation and also contributing to the vessel’s stability when carrying a dry cargo with fluid charac-teristics, such as grain.

Inevitably, portable bulkheads are built with a degree of tolerance and so some form of sealing arrangement is necessary to ensure their integrity once in position. Whatever the system, there must be considerable flexibility in order to cope with hull deformations, not only during loading and discharging operations, but also when the vessel is at sea.

“While there are some commercial systems available, many owners are evidently unimpressed and still adopt a very basic approach, using ‘one time’ solutions generally involving the use of tape and polyurethane foam,” explains Cargotec R&D chief designer, Marko Jokila.

If that was not enough, the material used must conform to “food safety” standards, and in the USA at least, polyurethane foam fails this test,” Mr Jokila points out.

Recognising a major gap in the market, Cargotec has given serious thought to developing an elegant solution to the problem; a modular, reusable system with the reassuring simplicity of a well-designed children’s construction set.

The MacGregor Bulkhead Sealing system is based on interlocking modules made of materials that are light to handle and corrosion-free. The integrated rubber edging provides a good seal and magnets ensure the position to the ship’s hull. “It demonstrates very good sealing performance, dealing well

with large hull deformations,” Mr Jokila says. Type approval is pending.

The user-friendly design, lightweight and handy size of the modules makes assembly and removal operations both easy and safe, while the smooth shapes mean that cleaning is quick and straightforward.

It is relatively simple to build a customised set-up for each new application as the system comprises only a few standard components, and it is suitable for both the newbuilding and after sales markets. Naturally, it is designed to meet the US Food & Drug Administration food grade requirements.

As the system is reusable, the sealing mod-ules must be stored on board when not in use. Here again, clever, considered design means that when stacked, a 10m high corner sealing run requires only 1.5m x 0.46m x 0.5m of storage space, equivalent to 0.345m3.

“Also, no tools are needed during the installation procedure, which only goes to

the user-friendly design, lightweight and handy size of the modules makes assembly and removal operations both easy and safe, while the smooth shapes mean that cleaning is quick and straightforward.

“This is a labour intensive method, not only during installation but also during demounting and cleaning off the sealing residue. Environmentally it is also not a good approach as the materials can only be used once.

reinforce the system’s simple, intuitive nature,” Mr Jokila highlights. “The process starts in the corners and modules are then added vertically and horizontally; they are all automatically secured by magnets.”


Grimaldi extendspreventative maintenance to more shipsGrimaldi Group has signed a new MacGregor Onboard Care agreement with Cargotec that covers RoRo equipment onboard 16 vessels in Finnlines’ fleet which will be serviced by Cargotec’s German, Danish, Swedish, Finnish, Belgian and Spanish branchesFollowing the latest contract signing by Italian shipping operator, Grimaldi Group, the Naples-based company now has a total of 52 RoRo vessels covered by Cargotec’s MacGregor Onboard Care agreements.

This all inclusive three-year agreement

crewing for Grimaldi Group subsidiary, ACL. The three-year contract (with an option for a further two) will cover five 58,000 dwt G3 series vessels that trade between Sweden, Europe and the US/Canadian East Coast, and four Grande series ships that trade between North Europe and West Africa.

The scope of contract includes full respon-sibility for the vessel’s MacGregor stern ramps and stern doors. The G3 series’ Jumbo-class stern ramp has a design load of 420 tonnes and the quarter-type Grande series’ ramp is designed for a 150-tonne load.

Cargotec’s MacGregor Onboard Care service concept offers customers sustainable ship operations and revenue earning capabili-ties by ensuring the operative availability of equipment through planned maintenance. Today, more than 430 vessels are protected by a MacGregor Onboard Care agreement that takes care of hatch covers, cranes, RoRo equipment, offshore devices, bulk selfunloaders and linkspans.

At its maximum coverage, Cargotec’s latest MOC agreement will take care of any service issues onboard 16 RoRo vessels owned by leading Baltic Sea operator, Finnlines Plc

CUstOMER sERViCE

was signed at the beginning of June in Helsinki, Finland, and includes an option for a further two-year extension. At its maximum coverage, it will take care of any service issues onboard 16 RoRo vessels that are owned by leading Baltic Sea operator, Finnlines Plc, which is a part of the Grimaldi Group.

Grimaldi Group corporate purchasing director Giancarlo Coletta says that: “This agreement is another milestone in our plan to extend planned maintenance contracts to all our vessels in order to assure to our custom-ers the highest reliability and availability of RoRo equipment. At the same time, it also demonstrates the fruitful partnership that Grimaldi Group has had with MacGregor, and now with Cargotec, over the past several decades.”

The contract started at the beginning of June this year and initially takes full respon-sibility for all the RoRo access equipment onboard a total of 11 vessels, this figure will increase to 16 from the beginning of 2011.

The Finnlines’ vessels trade mainly in the Baltic Sea and will be served by Cargotec’s German, Danish, Swedish, Finnish, Belgian and Spanish services branches. “The fact that we have a global network of professionals at our customers’ service was a crucial success factor in the negotiations,” explains Timo Nordlin, Cargotec Marine’s branch man-ager in Finland. “Our capability to serve the Finnlines’ fleet wherever they are, together with the fact that critical equipment com-ponents are stored in our logistic centre

in Hamburg, Germany, played a big role in expanding the existing agreement to an all inclusive contract. We also worked closely with our Life Cycle Services and Spares & Technical Services teams when we planned this offer to make sure that we could meet the needs of this agreement.”

Earlier this year, Cargotec announced that it had has secured two new high-level MacGregor Onboard Care contracts. One was a continuation of a three-year agree-ment with the Grimaldi Group. This contract was signed at the end of 2009 for a total of 27 vessels and includes an option for a further two-year extension. The other contract, signed in January 2010, covers any service issues onboard nine vessels that are owned by Grimaldi Group subsidiary, Atlantic Container Lines (ACL), and are managed by ACL Ship Management (ASM).

ACL Ship Management is totally owned by Swedish company Rederi AB Transatlantic, which takes care of ship management and


Offshore support boosted by broad range of new initiativesCargotec can now offer offshore customers enhanced service through its Norwegian competence centre for advanced load handling products; services include 24-hour remote service agreements, enhanced training capabilities and a specialist major projects team.

though the majority of the centre’s staff are very busy with new crane deliveries, as we test and commission new deliveries at the centre, they have managed to handle consid-erable service and project development. The service network support and the added scope of local work have further increased business volumes and customer satisfaction. All in all, we are clearly moving in the right direction”.

24-hour remote support agreements

Amongst offshore customers’ main chal-lenges are the often remote areas of opera-tion. The nature of sub-sea work also adds more complexities to an operation. It is therefore extremely important that unfore-seen incidents or issues related to equipment

For many years a significant advantage of specifying MacGregor marine equipment was that customers benefited from one of the largest global networks of engineers that the industry could offer. Cargotec has continued to expand this service network to ensure that fast effective maintenance and repair work is available locally wher-ever in the world its customers’ ships hap-pen to be.

“It will come as no surprise that we are extending this capability to our offshore customers,” says Trond Karlsen, manager of Cargotec’s new competence centre in Kristiansand, Norway. “Although for a number of years offshore customers have automatically benefited from a global net-work of service stations and resources, they have some requirements that are unique to this highly-specialised industry. It has therefore been necessary for Cargotec to consider these issues and put in place services that will best meet offshore customer demands. These services are

Cargotec has several highly-qualified engineers on stand-by 24/7/365 and they can be online with a vessel within an hour after a call

Practical training is very hard to organise and a state-of-the-art simulator was a wish for many years. – trond Karlsen

now being co-ordinated from Kristiansand, Norway, which is also the company’s offshore manufactur-ing hub for advanced load-handling solutions.

“The competence centre is doing well,” Mr Karlsen says. “Even

performance can be analysed quickly and efficiently. “Reducing downtime and off-hire situations, which have a huge cost impact and the loss of goodwill for the customer, is of outmost importance,” he notes.


Cargotec’s new competence centre means that the company can now offer 24-hour remote support agreements. It developed the standard agreement in response to customer demands and over the last five months has signed a number of agreements, each cover-ing one particular active heave-compensated (AHC) crane. “Last year we had no such agreement so this is a great achievement,” says Mr Karlsen.

The agreement includes a fixed annual fee for having the service, which means that remote-access software and hardware are maintained, and that staff are available 24 hours a day with the latest software and docu-mentation to hand. When support is actu-ally required, an additional hourly charge is added.

“These agreements ensure fast support, but also a mutually-accepted framework for emergency support, allowing both sides to focus on the problem instead of formalities,” he highlights. “There are several highly- qualified engineers on stand-by 24/7/365 and they can be online with the vessel within an hour after a call.”

Involvement of local service branches

Over the last 12 months, extensive work has been done to involve and integrate the exist-ing MacGregor network of service branches, traditionally focusing on the commercial shipping sector, into the offshore business. The goal is to offer customers at the compe-tence centre the same service scope that is available for traditional MacGregor prod-ucts, a local presence, supported by global specialists.

Local engineers have been sent to Norway for training courses, ranging from one week to a year, and routines have been built for transactions and documentation. Key cus-tomer contacts have been appointed both locally and centrally and a customer data-base and ship locations have been identified to build the right kind of competence and resources at the right locations.

Today, almost all customers have been

introduced to both a local and a central contact. Most customers can now also place orders for both spares and services directly from the local Cargotec company. The local company will in turn employ local and/or central resources as needed.

Enhanced training capabilities

Following the introduction of Cargotec’s first full active heave-compensated offshore crane simulator at the centre, an increasing number of customers are taking advantage of gaining more varied experience in a few days than they would encounter in weeks of ‘live action’ training.

training is a great step forward and will be highly appreciated by our customers,” notes Mr Karlsen.

“Training programmes are offered for a wide range of products and at many levels. However, while the programmes are very professional, they have, up until now, lacked the possibility of real simulation training. Practical training is very hard to organise and a state-of-the-art simulator was a wish for many years.”

Major projects team launched

Supporting the delivery of modernisa-tion, upgrade and conversion projects, the

Cargotec’s first full AHC offshore crane simulator is the cornerstone of structured training for operators of advanced MacGregor offshore load handling equipment and systems

Cargotec developed the simulator as the cornerstone of structured training for opera-tors of advanced MacGregor offshore load handling equipment and systems. In addi-tion to training, the simulator also enables the company to demonstrate the function of its products and assess elements such as anti-collision ability, plan marine operations, and also log data for playback to evaluate and improve future operations, and to design and test new concepts more quickly.

A 20ft container houses a replica of a fully equipped crane cabin, in which the trainee can see high resolution images of the zone of operation. “The ability to offer simulator

competence centre is now also able to offer customers a highly-specialised major projects team, which comprises six very experienced engineers who are experts in the disciplines of soft-ware, hydraulics and mechanics.

The same team is also responsible for testing and commis-sioning new deliveries from the Cargotec’s offshore business, as well as providing advanced technical

support to both the company’s service and offshore business areas.

Integrating Plimsoll products

Cargotec is also currently integrating the Plimsoll product range into the global service network. The strategy is the same as for the advanced load handling products (formerly known as Hydramarine). A competence centre is being established in Singapore and relevant local branches, based on a detailed database of customers and ship data, are being trained. This work will be completed over the next 12 months.


Contacts

Cargotec CorporationMarineSörnäisten rantatie 23PO Box 61FI-00501 Helsinki, FinlandTel: +358-204-554 299Fax: +358-204-554 667

BULK HANDLING

Siwertell systemsCargotec Sweden ABGunnarstorpPO Box 566SE-267 25 Bjuv, SwedenTel: +46-42-858 00Fax: +46-42-858 99

MERCHANT SHIPS

Marine SelfunloadersCargotec Sweden ABPO Box 914Gesällgatan 7SE-745 25 Enköping,SwedenTel: +46-171-232 00Fax: +46-171-232 99

CranesCargotec Sweden ABSjögatan 4 GSE-891 85 Örnsköldsvik,SwedenTel: +46-660-294 000Fax: +46-660-124 55

Dry CargoHatch Covers & LashingsCargotec Finland OyHallimestarinkatu 6FI-20780 Kaarina, FinlandTel: +358-2-412 11Fax: +358-2-4121 256

LashingsMacGregor (DEU) GmbHReichsbahnstrasse 72DE-22525 HamburgGermanyTel: +49-40-25 444 0Fax: +49-40-25 444 444

Cargotec CHSAsia Pacific Pte LtdNo 15 Tukang InnovationDrive,Singapore 618299Tel: +65 6597 3888Fax: +65 65973799

RoRoCargotec Sweden ABPO Box 4113SE-400 40 Gothenburg,(Fiskhamnsgatan 2,SE-414 58Gothenburg), SwedenTel: +46-31-850 700Fax: +46-31-428 825

OFFSHORELOAD HANDLING

MacGregor (DNK) ASSmedeholm 11DK-2730 HerlevDenmarkTel: +45 44 53 84 84Fax: +45 44 54 47 61

Offshore load handlingMacGregorHydramarine ASAndøyveien 23N-4623 KristiansandNorwayTel: +47 91 68 60 00Fax: +47 38 01 87 01

Offshore load handlingMacGregorPlimsoll Pte Ltd48 Tuas RoadSingapore 638500Tel: +65 68 61 39 22Fax: +65 68 62 43 34

SERVICE

MacGregor (DEU) GmbHP.O.Box 54 10 80(Reichsbahnstrasse 72)DE-22525 HamburgGermanyTel: +49-40-25 444 0Fax: +49-40-25 444 444

AUSTRALIASydney Office:Tel. +61-2-464 741 49Fax: +61-2-464 770 03• +61-408-494 777

BELGIUMAntwerpen Office:Tel: +32-3-546 4640Fax: +32-3-542 4772• +32-3-546 4640Zeebrugge Office:Tel: +32-50-84 05 50Fax: +32-50-84 09 50

BRAZILRio de Janeiro Office:Tel: +55-21-2516 1790Fax: +55-21-2516 1743• +55-21-9121 1986

CHINAHong Kong Office:Tel: +852-2394 1008Fax: +852-2787 7652• +852-9097 3165Shanghai Office:Tel: +86-21-2606 3000Fax: +86-21-6391 2276• +86-1350-1828 932

CROATIARijeka Office:Tel: +385-51-289 717Fax: +385-51-287 154• +385-98-440 260Zagreb Office:Tel: +385-1-3837 711Fax: +385-1-3835 563

CYPRUSLimassol Office:Tel: +357-25-763 670Fax: +357-25-763 671• +357-99-463 862

DENMARKCopenhagen Office:Tel: +45-44-53 84 84Fax: +45-44-53 84 10• +45-44-538 484Esbjerg Office:Tel: +45-44-53 84 84Fax: +45-75-15 45 65• +45-44-53 84 84

ESTONIATallinn Office:Tel: +372-6-102 200Fax: +372-6-102 400

FINLANDTurku Office:Tel: +358-2-412 11Fax: +358-2-4121 517• +358-400-824 414

FRANCELe Havre Office:Tel: +33-235-24 72 99Fax: +33-235-24 72 98• +33-611-64 39 42Marseilles Office:Tel: +33-491-09 52 52Fax: +33-491-09 52 53• +33-617-26 78 14

GERMANYBremerhaven Office:Tel: +49-471-78 041Fax: +49-471-74 080• +49-471-78 041Hamburg Office:Tel: +49-40-25 44 40Fax: +49-40-25 44 44 44• +49-40-25 44 41 20

GREECEPiraeus Office:Tel: +30-210-42 83 838Fax: +30-210-42 83 839• +30-6974-300 546

INDIAMumbai Office:Tel: +91-22-2758 2222Fax: +91-22-2758 2227

ITALYGenoa Office:Tel: +39-010-254 631Fax: +39-010-246 1194• +39-335-139 4779

JAPANKobe Office:Tel: +81-78-846 3220Fax: +81-78-846 3221• +81-90-4387 9992Kumozu Office:Tel: +81-59-234 4114Fax: +81-59-234 0040Tokyo Office:Tel: +81-3-5403 1966Fax: +81-3-5403 1953• +81-90-7188 0377

KOREABusan Office:Tel: +82-51-704 0844Fax: +82-51-704 0414• +82-51-704 0844

MEXICOCampeche Office:Tel/Fax: +52-938-286-1528• +1-985-641-3853

THE NETHERLANDSRotterdam Office:Tel: +31-10-283 2121Fax: +31-10-429 3219• +31-10-283 2121

NORWAYBergen Office:Tel: +47-56-313 300Fax: +47-56-313 070• +47-905-873 71Kristiansand Office:Tel: +47-91-68 60 00Fax: +47-38-01 87 01Oslo Office:Tel: +47-23-10 34 00Fax: +47-22-30 40 15• + 47-905-873 71Ålesund Office:Tel: +47-70-10 04 00Fax: +47-70-10 04 01• +47-905-873 71

PANAMABalboa Office:Tel: +506-603-45 032• +1-757-558-4580

POLANDGdynia Office:Tel: +48-58-7855 110Fax: +48-58-7855 111• +48-602-725 088

QATARDoha Office:Tel: +974-460 7310Fax: +974-460 7314• +974-507 1093

RUSSIASt Petersburg Office:Tel: +7-812-493 4284Fax: +7-812-493 4285• +7-921-962 46 12Vladivostok Office:Tel: +7-4232-24 34 63Fax: +7-4232-24 34 62

SINGAPORESingapore Office:Tel: +65-6597 3888Fax: +65-6597 3799• +65-6597 3777

SPAINBilbao Office:Tel: +34-94-480 73 39Fax: +34-94-431 69 45• +34-609-428 066Cadiz Office:Tel/fax: +34-956-877 611Ferrol Office:Tel: +34-696-946 086Fax: +34-981-354 624

SWEDENBjuv Office:Tel: +46-42-858 00Fax: +46-42-858 99Enköping Office:Tel: +46-171-232 00Fax: +46-171-232 99Gothenburg Office:Tel: +46-31-850 700Fax: +46-31-424 946• +46-31-850 700Örnsköldsvik Office:Tel: +46-660-29 40 00Fax: +46-660-139 77

THAILANDBangkok Office:Tel: +660-2-726 9516Fax: +660-2-726 9514

UNITED ARABEMIRATESAbu Dhabi Office:Tel: +971-2-554 1690Fax: +971-2-554 1601• +971-50-4510 715Dubai Office:Tel: +971-4-3413 933Fax: +971-4-3413 110• +971-50-651 0371

UNITED KINGDOMAberdeen Office:Tel: +44-1224-347 050Fax: +44-1224-347 051• +44-7850-313 733Liverpool Office:Tel: +44-151-648 8640Fax: +44-151-727 1460• +44-7768-334 419Newcastle Office:Tel: +44-191-295 2180Fax: +44-191-295 2188• +44-7768-334 419Portsmouth Office:Tel: +44-2392-210 703Fax: +44-2392-210 734• +44-7768-334 419

UNITED STATESFort Lauderdale Office:Tel: +1-954-600-4199• +1-757-558-4580Houston Office:Tel: +1-713-681-5452Fax: +1-713-681-8204Jacksonville Office:Tel: +1-904-821-0340Fax: +1-904-821-0850• +1-757-558-4580Lafayette Office:Tel: +1-337-231-5961Fax: +1-337-231-5966New Orleans Office:Tel: +1-985-892-9833Fax: +1-985-892-9837• +1-985-892-9833New York Office:Tel: +1-914-305-9090Fax: +1-914-305-9091• +1-914-305-9090Norfolk Office:Tel: +1-757-558-4580Fax: +1-757-558-4581• +1-757-558-4580Slidell Office:Tel: +1-985-641-3853Fax: +1-985-641-3856• +1-985-641-3583

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Note •= 24-hour service numbers

Cargotec aims to be a market leader in energy-efficient products within its field. We are present in all stages of

global cargo handling and develop environmentally-advanced cargo handling solutions that meet customer needs

– such as our electric drive technology and totally-enclosed conveyor systems.

We are committed to operating in a responsible manner and taking environmental considerations into account.

Committed to clean seas

www.cargotec.com www.macgregor-group.com

Cargotec improves the efficiency of cargo flows on land and at sea – wherever cargo is on the move.

Cargotec’s daughter brands, Hiab, Kalmar and MacGregor are recognised leaders in cargo and load

handling solutions around the world.

Cargotec aims to be a market leader in energy-efficient products within its field. We are present in all stages of

global cargo handling and develop environmentally-advanced cargo handling solutions that meet customer needs

– such as our electric drive technology and totally-enclosed conveyor systems.

We are committed to operating in a responsible manner and taking environmental considerations into account.

Committed to clean seas

www.cargotec.com www.macgregor-group.com

Cargotec improves the efficiency of cargo flows on land and at sea – wherever cargo is on the move.

Cargotec’s daughter brands, Hiab, Kalmar and MacGregor are recognised leaders in cargo and load

handling solutions around the world.

customer magazine issue 161 autumn 2010

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