CRANES AND CARGO HANDLING
HE crane division of the MacGregor group is currently enjoying a record backlog of around SwKr1.2 billion for deliveries between 2006 and 2008. Amongst many interesting orders from around the world for this energetic company was a contract to supply one 30tonnes and two 80tonne cranes for each of four ships to be built by Xingang Shipyard in China for the Swiss owner, Enzian Shipping. Earlier, the same owner booked two 80tonne cranes for a series of three 12,061dwt/ 12,578dwt multipurpose ships ordered from the Kyokuyo Shipyard in Japan. The first vessel, SCL Bern, entered service a year ago.
The
GL8010/4530/4033-3 cranes on the latter ships are mounted on pedestals built into the port side structure. A17m long beam allows a joint lift of 144tonnes when required, and frame spreaders of 36tonne and 50tonnes are also supplied. Meanwhile, Singaporean shipowner Pacific International Lines has ordered two 45tonne slim-type cranes for container handling onboard
Record orders for MacGregor cranes T
new vessels that will be built at another Japanese yard, Shin-Kurushima. The same shipowner already has a number of crane products supplied by MacGregor onboard its vessels. Staying in the Far East, Polish/Chinese shipowner Chipolbrok has ordered 150tonne- capacity twin cranes for three existing vessels. The vessels will be refurbished to extend their operational lifetime; Chipolbrok already has MacGregor's heavy-lift cranes onboard some of its latest newbuildings, such as Wladyslaw Orkan, illustrated on page 59 of our February 2005 issue. This shipowner has concentrated on project loads with high lifting capacity requirements. A spokesman from MacGregor commented that, although 'the tanker market has been relatively slow', the company has secured orders for hose-handling cranes onboard two new vessels recently. These ships will be built at Hyundai Heavy Industries, in Korea, for Teekay.
Finally, last June, MacGregor secured its
largest-ever container-handling ship crane order from Korean shipbuilder Hyundai Mipo Dockyard.
This US$37 million order involves a massive series of 26 container vessels for two German owners, each with a capacity of 1800TEU. Twenty of the ships are for Reederei Claus-Peter Offen and the remainder have been contracted by the Conti group.
Each 28,200dwt ship will be equipped with three GL-type cranes with lifting capacities up to 45tonnes. Two units will be able to lift 45tonnes at 26m outreach or 40tonnes at 29m, while the third crane can handle 45tonnes at a slightly longer outreach of 27m or 40tonnes at 30m. All these cranes will be assembled by MacGregor's Korean production partner, Hochang Heavy Machinery and Industrial Co, in Ulsan, Korea; the last one should be delivered in July 2008.
Dock lift and walking beams can ease yard problems
N alternative aid to shifting ever-larger ship sections around a yard and into a building dock is the Goliat Docklift concept, operating in association with dual-walking-beam (DWB) technology, both of which have been developed by TTS Materials Handling, a member of the Norwegian TTS group. This interesting method aims to avoid shipyards having to spend large sums of money on new docks and goliath cranes.
A
Some 30 years ago, block sizes of 30tonnes or 50tonnes were fairly common but today sizes have leaped to 300tonnes or 600tonnes, with some yards already lifting sections up to 1200tonnes or 2000tonnes. In the case of the Korean yard Samsung, for example, blocks up to 2500tonnes are today being lifted into a floating dock for assembly, as reported in The
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Naval Architect October 2005, page 40. By such methods, Samsung hopes to deliver a Suezmax tanker in only seven months from the start of steel cutting, with even more optimistic targets in the future, aided by a newly ordered additional floating dock. Floating docks are being used by this Korean giant to overcome existing construction dock capacity problems at a time of a large order book.
Meanwhile, Namura Shipbuilding in Japan is, according to TTS, shrinking dock time to only 21 days by assembling larger sections. Another Korean yard, Hanjin Heavy Industries, is also aiming to lift 2000tonne blocks.
The Goliat Docklift system, in association with dual walking beams, claims to be able to lift the same loads (up to 2000tonnes) into a building dock, but for a more modest
investment. DWB transporters - designed in 100tonne, 200tonne, and 400tonne sizes - would move blocks to a dockside where a Goliat Docklift arrangement, operating in a somewhat similar fashion to a shiplift, would lower each one into the dock. Once here, dual walking beams can again be employed to move the block to the ship and position it accurately in six axes. The largest Docklift system is at the Zaliv yard, in the Ukraine, although the equipment is not yet believed to be in operation. It comprises a 2000tonne Goliat Docklift and 10 dual walking beams, each of 200tonne capacity. Six beams are believed to be in use at the present time. Because the Docklift is not operational, blocks up to 590tonnes are currently lifted into the dock by two 320tonne gantry cranes, as reported in our January 2005 issue, page 22.
PALFINGER MARINE CRANES AND ITP ARE SUCCESSFULLY MEETING OUR CUSTOMERS NEEDS ON THE SEVEN SEAS EACH AND EVERY DAY
INTERNAL TANK PLATFORM
For further informations: HTC SYSTEMS or CRANE POWER, Vogelweiderstraße 40a, A-5020 Salzburg, Austria - Europe Phone: +43(0)662-880033-0, Fax: +43(0)662-880033-2770,
www.htc-systems.at,
www.cranepower.com
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