and, as a broad rule of thumb, recommends 2-rope cranes when bulk makes up less than 60% of the material to be han- dled, as the most economical solution. In the UK, for exam- ple, A V Dawson in Teesport has just ordered a 2-rope Gottwald crane with an electro-hydraulic grab. Once the 60% threshold is
crossed, Gottwald recom- mends a 4-rope crane with a mechanical grab for high throughputs. There are more than 230 such Gottwald cranes in operation today. They have a reinforced
steel construction for a higher steelwork classification, a longer service life as a result and more durability in con- tinuous duty operation under extreme conditions. The gen- eral advice from Liebherr is very similar in this respect to Gottwald’s.
Gottwald has had considerable success adapting its proven mobile harbour cranes to floating crane and rail-mounted crane variants
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tions such as floating cranes and rail-mounted portal cranes based on its MHCs.
Rail and barge
Liebherr supplied six rail- mounted portal cranes (LPS prefix) in 2009, a bench- mark for future sales targets. So far Gottwald has clearly led the way with rail- and pontoon-mounted cranes, but Liebherr is keen to chal- lenge it. The Gottwald approach
has proved to be very flex- ible and all the models can be adapted to rail- or barge- mounted solutions, taking
into account, say, the width of the pier and the crane rail gauge, the sea state operat- ing requirement, etc. In at least three cases,
Gottwald rail-mounted cranes have been preferred by be- spoke terminals handling iron ore or coal in preference to dedicated gantry grab unloaders or kangaroo cranes, even though the Gottwald has to slew the load into a trailing hopper. A floating crane can be
supplied just as a crane or as a turnkey solution involving the barge, the barge design, the crane maritime classification,
the crane and the crane ped- estal, or anything in between. In one case, Gottwald pro-
vided a rail-mounted crane for a floating pontoon. The rails slope upwards fore and aft to ensure stability irrespective of the position of the crane.
Sign of four
Both Gottwald and Liebherr offer 2-rope and 4-rope cranes for bulk handling, but their recommendation depends on how important bulk is to the overall handling mix. Gottwald supplies 2-rope
cranes with motor grabs for throughputs up to 1200 tph
Large Liebherr 4-rope grab- bing cranes are helping the Port of Krishnapatnam on the east coast of India to become a leading, high productivity bulk port. The port is already handling a wide range of car- goes from iron ore, coal, coke, fertilisers, project cargo, raw sugar, granite, quartz, rock phosphate and gypsum. Krishnapatnam Company
Ltd (KCL) took delivery of its first Liebherr cranes, two LHM 500s, in 2008, followed by two more in 2009. These are equipped with 2 x 70t winches as well as a 40 m3 a 14 m3
and grab for heavy duty
coal and iron ore handling. Last August KCL reported
that it had achieved an all-In- dia record, when it turned round the capesize vessel CAPE SANTA ALEGRIA with an average load rate of 50,400 tpd of iron ore. A total cargo of 101,250t was loaded within 48h using two Liebherr LHM 500s. Peak performance of the cranes reached 1500 tph and average handling rate was 1050 tph over the entire vessel. The LHM 500 is the sec-
ond biggest crane in the Liebherr mobile harbour crane range. Self-weight is 450t, maximum capacity under hook is 140t and maximum working radius is 51m. The scope of supply to KCL in- cluded an ABB type 315 MLB-4 electric drive.
Another notable bulk cargo application is the Port of Paranaguá, Brazil’s biggest grain export port and the big- gest outlet for soy bean ex- ports in Latin America. The first LHM 280 was
handed over in September 2008 to grain company Fortesolo and in the first 10 months it clocked more than 2800 operating hours, an av- erage of 9.35 hours/day. The crane is mainly used
for handling fertilisers with a density between 0.8-1.4 t/m3
It is equipped with a 20 m3 grab and, says Liebherr, regu- larly achieves up to 40 cycles/ hour.
The LHM 280 has a self-
weight of 240t, a maximum hook capacity of 64t and a
10 BMI March/April 2010
maximum working outreach of 40m. It is ideally suited to vessels up to handymax size, says Liebherr. The scope of supply to Fortesolo included Liebherr’s “economy” soft- ware (20% fuel savings claimed).
The third man
Reggiane, the third biggest rope hoist HMC supplier, is now part of Terex Cranes and comes under the overall re- sponsibility of Terex Demag GmbH, in Zweibrücken. Terex Corp’s chairman and
CEO Ron DeFeo said re- cently that he expects infra- structure investments of all kinds to accelerate during the next 10 years. He was thinking mainly in terms of Terex’s construction equip- ment lines, but the sentiment is broad enough to embrace port handling equipment. Last December Terex agreed to sell its mining equipment division to Bucyrus for US$1.3B. As part of its restructuring
of the former Fantuzzi Noell to which Reggiane belonged, Terex has announced that it will cease all manufacturing activity at the Reggio Emilia (RE) plant of Reggiane and transfer production to the Monfalcone plant. It is under- stood that 171 jobs will go at RE and, at the time of writ- ing, negotiations are ongoing to qualify for support under the cassa integrazione straordinaria wage support scheme. Terex argues, as before it
Fantuzzi Group’s manage- ment argued, that the re- structuring follows an indus- trial logic - focusing heavy port equipment manufactur- ing at a waterside location (Monfalcone) with immedi- ate access to a load-out quay
and optimising manufactur- ing flows.
The RE plant is located inland and cranes have to be disas- sembled after testing and pre- commissioning before being shipped in pieces by road to the port customer in Italy, for local re-erection and commis- sioning, or to Monfalcone for erection and shipment by barge (coastwise delivery) or ship.
Apart from the extra erec-
tion costs associated with pro- duction at RE, shipping crane sub-assemblies by road from an inland location in Italy is a logistical nightmare and it is very hard to co-ordinate ship- ments so they arrive at desti- nation in good order. Night hour travel “win-
dows” are very restrictive and traffic police in the various provinces of Italy often have different and sometimes con- tradictory requirements. The changes also follow an
economic logic, says Terex - “adapting fixed costs to the cost absorption capability of the current and medium term activity level. The aim is to achieve more efficient, flexible and competitive operations through economic cycles.” Terex is introducing its
own brand to the former Fantuzzi Noell brands and trade marks, although names like Noell and Reggiane are likely to continue alongside the Terex name for some time.
For handling ships with low freeboards and barges, typi- cally in smaller ports and river terminals, ropeless hydraulic cranes are an attractive alter- native to smaller MHCs. They
A Reggiane MHC 115 at Impreport, Barletta. The brand is now part of Terex Pot Equipment
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