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Cargo Handling
Both ships also share the tional multi-purpose heavy lift proved useful to BigLift op- would then be put under a
same twin hold configuration, vessels, these ships will have erations during the five years management contract with
with the main hold measuring a forward bridge structure, al- they have managed them and BigLift, with the first ship
70.4m long on the upper/mid- though there will be no provi- with two portside mounted expected to be delivered in
dle tween deck and 64m on sion for ro-ro operations as on 250t cranes twinned for a 500t October 2009.
the tank top. BigLift’s stalwart heavy lift lift at up to 18m outreach, plus However, Furtrans have
The ‘Happy’ D-class will carrier HAPPY BUCCANEER. a 30t crane mounted forward, now “deferred” their construc-
also be equipped with three However, it will be possible have accomplished a number of tion due to the current credit
deck cranes. Two of these, to sail with the upper deck important heavy lift contracts. finance climate.
mounted midships and aft on hatch covers open to enable They have also served in
the starboard side, are capable over-height loads to be car- the general project cargo mar-
Crane moves
of a 400t lift at 18m outreach, ried, under certain draught/ ket, where the two hold con- Dockwise secured some
reducing to 200t at 30m. freeboard restrictions. figuration with a 65m x 17.8m $42M orders in the first quar-
Twinned capacity is 800t. A main hold has proved particu- ter of this year, anf has now
120t crane is fitted on the
Filling a gap
larly useful. sold the last remaining dock
portside forward. The new D-class ships are also Their absence from the type ships, DOCK EXPRESS 10
These ships are part of required to cover the loss of BigLift fleet will be made up and 12, with which it pio-
BigLift’s expansion pro- the four Cosco-owned “Da” in 2010 when it is forecast the neered fully erect crane
gramme, which will see two vessels currently managed by market will start to recover, and moves. A competitor in the
18,900 dwt specialised heavy BigLift. These are needed the D-4 newbuildings start to semi-submersible market sug-
lift carriers enter the fleet end within the Chinese group’s enter service. gested that “apparently crane
2009/early 2010. The ships, liner service operation be- Prior to the decision to go- transport is no longer any pri-
HAPPY SKY and HAPPY STAR tween China and West Africa. ahead with these newbuild- ority [for Dockwise].”
under construction at the In- Coscol will remain the com- ings, BigLift was set to enter These dock ships are argu-
dian shipyard of Larsen & mercial agent for BigLift a similar management venture ably now too small and uncom-
Big Lift’s HAPPY BUCCANEER is proving a particularly useful tool
for Australian miners as they upgrade their export terminals
Toubro at a cost of some Shipping in China and when with the Turkish operator petitive for large crane moves
$95M, will be equipped with the Da vessels are not needed Furtrans. This company was and were sold in March to Chi- The remaining two dock the transport of semi-submers-
twin Huisman deck cranes, for the Coscol liner services, planning to construct five nese interests. Dockwise main- ships operated by Dockwise ible rigs and other heavy off-
each rated at 900t and capa- they will be offered back to multi-purpose 17,000 dwt tains that “the buyer will oper- were built as barge carriers for shore plant, the main activity
ble of a twinned 1800t lift. BigLift on a short-term basis. vessels with 2 x 400t cranes ate both vessels in markets to Ukraine Danube Shipping in of the ship’s owner, Offshore
Unlike the more conven- The 17,000 dwt ships have at its own shipyard which which we have no access.” 1984. They were acquired by Heavy Transport (OHT)
Dockwise from Smit in 2003. which also operates three
EXPLORER operates in the other similar conversions.
company’s yacht transport di- OHT notes that the crane
vision while ENTERPRISE is move, although “lightweight”
6-9 October 2009
busy undertaking smaller con- by its experience, posed dif-
Arena & Convention Centre
tracts for dredger and auxil- ferent technical challenges in
iary floating plant moves. terms of seafastenings and the
Liverpool, England forces imposed on the struc-
Flooding the market
ture during transport.
Dockwise is disposing of its OHT considers the crane
last two dock type ships at market to be a relatively small
scrap plus cost, and retaining sector compared to its core
the smaller but less flexible offshore activities, but it notes
Premier Event for the Global
ex-Smit 8700 dwt floodable that with falling demand for
hold carriers, at a time when rig moves due to the low oil
Forest Products Logistics Industry
both Combi-Lift and Rolldock price levels making some off-
are endorsing this concept shore exploration projects
having ordered ten similar unviable, crane moves are al-
dock type ships between them. ways a good reference to have.
Delivery of the first of the The charter was undertaken,
six 8300 dwt Rolldock ships, according to OHT, “at market
from Larsen & Toubro, has rates” and not simply used to
been delayed somewhat. redeploy the ship to northern
However, Rolldock appear Europe following its conver-
to be getting a bargain, with sion. ZPMC was quite active
L&T quoting a price for the late last year making enquiries
first pair of ships of some in the charter market.
$70M, well below the $60M Perhaps with a downturn in
apiece claimed for the slightly the container crane market it
larger 11,000 dwt Combi-Lift may not be cost effective to in-
ships built at Lloyd Werft vest in extensive life-exten-
0ETERª(ALL ª!0,ª5+
Bremerhaven. sion maintenance/refurbish-
Combi-Lift has taken de- ment programmes as may be
livery of the third of its four required by classification so-
dock ship series, COMBI DOCK cieties.
"ARTª/TTO ª&LINTERª3HIPPING III, which will enter the open ZPMC, and other crane
3ÚRENª"ELIN ª'REENª#ARGO market, as did the first vessel, manufacturers, also have the
and is currently undertaking opportunity of chartering from
its maiden voyage from north- companies such as Coscol,
ern Europe to Shanghai. which operates two 20,000
Proving the versatility of the dwt semi-submersible vessels,
design, the second ship in the TAI AN KOU and KANG SHEN
series, delivered in October last KOU, managed by the Dutch
2ODª9OUNG ª2)3)
year as COMBI DOCK II, has been company NMA.
chartered out to the Mexican These two 2002/3-built
0RODUCTS +NUTª(ANSEN ª3TORAª%NSO offshore contractor Blue Ma- ships have mainly been en-
rine and renamed BLUE GIANT. gaged in the offshore market,
The original specification although they have carried
was upgraded to include a full container cranes and RTGs.
DP system, with two 1000 kW
bow thrusters in addition to the
Bulking up
original 760 kW unit, plus two While ZPMC operates its fleet
600 kW stern thrusters. predominantly to transport its

container crane output, its
Chartering out
ships are being employed
ZPMC recently undertook the more for bulk handling as it
unusual step of chartering a becomes increasingly in-
vessel to undertake the move volved in this sector.
of five large cranes from its ZPMC is also heavily in-
Shanghai plant to the Mediter- volved in supplying the bulk
ranean. The vessel deployed, and steel handling cranes for
HEAVYLIFT HAWK, was con- the new ThyssenKrupp 5 mtpa
verted from a Suezmax tanker steel mill project in Brazil
rgo at a Chinese shipyard to a which will ship 2 mtpa to Rot-
54,000 dwt semi-submersible terdam and 3 mtpa to Mobile,
heavy lift vessel, mainly for Alabama. �
12 BMI May/June 2009
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