CARGO HANDLING EQUIPMENT
Latest offerings from the world s leading manufacturers Time being money for owners and operators of vessels and o f f - shore rigs, any speed-up in cargo handling produces cost savings, in many cases substantial ones. Recognizing this, manufacturers of all types of equipment used in these operations have responded with ever more sophisticated gear, from high-speed automated cranes to polymer coatings for the hoppers of bulk carriers. We asked the major designers and manufacturers of cargo handling equipment to tell us about their latest developments as ivell as their proven products. The following review on cargo handling is based on the replies we had received as we went to press. Brochures and literature describing all of the products manufactured by the companies featured in this article are available free of charge. Write in the appropriate number for the information you require on the Reader Service Card in the back of this issue of MARITIME REPORTER Engineering News ALASKA MARINE Alaska Marine Crane of Seattle designs and manufactures cranes to meet the most severe demands of the marine environment. The latest addition to its product line is the model MCS 10-50, a unit with a capacity of 10 tons at 10-foot outreach. This crane is fully hydraulic; features include 360-degree swing rotation and stainless steel hinge pins and cylinder rods. The two-piece boom has a length of 50 feet, with adjustable slide pads providing for the patent pending "NOSLOP" telescopic section, so critical in rolling ship applications. The crane is fully self-contained, with an electric motor as the prime mover. The operator's cab is equipped with cushioned chair, heater, air-conditioning, window wiper, radio, tape deck, and numerous ready out gauges for safe and comfortable operation. As are all A l a s k a Marine cranes, the model MCS 10-50 is API 2c certified for offshore applications, and American Bureau of Shipping and U.S. Coast Guard certificates are available. The MCS 10-50 is the 11th crane to be added to the Alaska Marine p r o d u c t g r o u p , which ranges from 5 ton to 80 ton in capacity. For further information and free literature on Alaska Marine Crane products, AMERICAN HOIST Newest addition to the product line of American Hoist & Derrick Company's Marine Energy Division is the Sea Horse model 160 p e d e s t a l crane. Boom length ranges from 50 to 120 feet, with load ratings from 10,900 to 100,- 000 pounds. The Sea Horse is the latest in a long line of Amhoist cranes designed especially to meet the needs of offshore platforms, s e r v i c e v e s s e l s , and materialhandling operations, both aboard ship and dockside.
All fabricated structural components are manufactured from mild steel. The mast is bolted to the deck and both fit around the stationary kingpost. The upper kingpost houses spherical roller bearings to resist thrust and radial loads. The deck also houses spherical roller bearings pressed into steel tires. These combine for smooth, safe load transfer from the crane to the mounting structure. The boom is a mild steel, angle chord lattice structure that is bolted together. The standard boom point has four mainfall sheaves mounted on anti-friction roller bearings. A 3'--foot integral jib extension is standard.
Three winch units—main, auxiliary, and boom—provide ample rope capacity for each crane function. Each winch is a self-contained, c o m p l e t e l y sealed unit equipped with a spring-set, hydraulic- released automatic loadholding brake.
A dual swing system insures symmetrical load transfer and an efficient drive system. Each swinger is mounted at 90 degrees from the boom center line to provide a positive swing torque, minimizing front roller loads. All controls are spring-centered and provide deadman protection. The totally enclosed operating cab is located on the right side of the deck.
A single-gear pump with three separate sections powers all functions. A standard 6-cylinder diesel engine directly coupled to the hydraulic pumps provides a continuous 228 bhp at 2,100 rpm to all machine functions. The complete engine package is shockmounted to reduce noise and vibration. The engine is centrally located on the machinery deck for maximum accessibility.
For more information and a f r e e b r o c h u r e on Sea Horse cranes, APPLETON MARINE Appleton Machine Company of Appleton, Wis. recently delivered three identical winches for use aboard a bulk commodities processing vessel to maintain position between supply barges and the oceangoing ship being loaded. The electrohydraulic, self-contained units are capable of line pulls to 140,000 pounds at infinitely variable speeds to 30 feet per minute.
The winches can be operated as automatic constant-tension units, or switched to manual operation when desired. Both modes of operation are available locally at the winch or from a central control room. For improved flexibility, both the line pull and the line speed are infinitely variable from zero to the maximum in any combination. Appleton designs and manufactures a wide range of marine deck equipment, including all styles of cranes and winches as well as deck fittings. Each design is governed by appropriate regulatory agencies such as the American Bureau of Shipping, U.S. Coast Guard, American Petroleum Institute, and Det norske Veritas.
The division serves all sectors of the marine market, including offshore drilling units and support vessels, and oceangoing ships. Among the major Appleton Marine products are: dual wildcat offshore mooring winch for mooring offshore drillships and semisubmersibles; swivel fairlead and chain stopper, part of a drillship mooring system; three-section, extendable-boom crane rated 1,500 pounds at 38 feet; 300-hp electrohydraulic, hose-handling crane rated 15 metric tons at a 54-foot outreach; and the aluminum Sea-Lift® crane, built to American Bureau and Coast Guard specifications, which features a 360-degree continuous slewing and boom tip braking system to prevent the load from swinging.
Other Appleton products include anchor windlasses, oceanographic winches, deck fittings, knuckleboom cranes, diving system winches, and mooring system control consoles.
For more information on Appleton Marine products, BEEBE BROS.
A new line of BOP handling systems (25-200 ton) in spacesaving packages has been developed by Beebe Bros., Inc. of South Seattle, Wash, to save time and increase safety on offshore drilling rigs.
For semisubmersible of floating type rigs, the hydraulic cylinder overhead crane system (shown above) has lifting capacities up to 200 tons. Two systems are available for jackup or platform rigs — a high-capacity, air chain hoist and trolley system, and an air or hydraulic base-mounted winch and trolley system. Also available are skid systems for semisubmersible rigs and drillships.
Beebe Bros., Inc. of Seattle recently announced a major new improvement to the Beebe-65 Barge Winch, which is widely used throughout the industry, an electric brake that increases holding capacity from 60,000 to 70,- 000 pounds. The barge connector with the new, higher holding capacity brake continues to feature quick-release dogs with holding capacities up to 100,000 pounds. According to Beebe, the design of the electric brake not only increases braking torque and holding capacity, but reduces brake adjustment requirements and extends brake life.
Built for use with l^-inchdiameter and smaller lines, the unit is said to be fast and easy to operate electrically by remote control from the pilothouse, deck, or both. The Beebe-65 winch is also available with air or hydraulic motors.
For more information on Beebe products, BLOHM + VOSS Blohm + Voss A.G. of Hamburg (U.S. r e p r e s e n t a t i v e is Blohm + Voss Company of Springfield, N.J.) recently delivered the heavy-duty floating derrick Tog Mor to Howard Doris Ltd. of London. With a Stuelckenmast of 900 tons capacity, the vessel is said to be a "first" for this type of cargohandling equipment.
The Tog Mor is a thruster-as- sisted floating derrick for inshore lifting operations. The Stuelcken design has been well proven on heavy-lift vessels worldwide. It has unique capabilities for heavy lifts at substantial outreach, with corresponding high lifting capability. The Tog Mor, classed + 100 A4 Heavy Floating Derrick by Germanischer Lloyd and meeting the requirements of the U.K. Department of Trade, will normally operate in conjunction with a Voith Schneider tug of 3,000 bhp. The main hook (fixed boom position) has a maximum lifting capacity over the stern of 900 metric tons, with lifting height of 234 feet 7 inches at corresponding maximum outreach of 118 feet. Lifting capacity is 450 metric tons at lifting height of 110 feet 11 inches and maximum outreach of 237 feet 10 inches. The auxiliary hook has a capacity of 50 metric tons at any outreach to 296 feet.
All loading operations can be performed by one man in the control cabin, which is installed nearly 33 feet above the platform deck. Additionally, a remote control allows operation from platform or main deck as well as from the top of one of the masts. Even at a list of 8 degrees of the pontoon, all operations can be carried out safely.
During a voyage the boom is lashed in a nearly upright position, leaving the entire deck area free for possible transport of very big units even over long distances. Converting the derrick from the sealashing condition to the operating mode takes only a few minutes.
For additional information and free literature, CHASE BAG Chase Bag Company of Newport News, Va. now has available a reusable polypropylene bag that holds up to 3,000 pounds of most types of dry materials for bulk handling and storage, yet weighs only five pounds. The bag's rectangular design provides stability for more efficient stacking and storage of filled bags.
Woven from extremely strong polypropylene strands, the bags are said to last for 10 or 15 round trips under normal handling procedures. Four lifting loops at the top of the bag fit on the two arms of a forklift for easy filling and emptying. In destructive tests, the straps and the bag itself have held loads of more than 15,000 pounds before rupturing.
Trademarked mini BULK®, the bags are available with or without a 3 'A-mil polyethylene liner, or with an inner or outer 1-mil p o l y p r o p y l e n e coating. Either serves as a moisture barrier. The mini BULK bag is available in six standard sizes—26, 34, 42, 49, 73, and 85 cubic foot capacities; other special sizes can be ordered to meet customers' specific size requirements.
For additional information on Chase cargo bags, CLYDE IRON Clyde Iron, a unit of AMCA International Corporation of Houston, has just released a new brochure on marine whirley cranes for offshore and other marine construction, dredging, and stevedoring applications.
The publication contains information on net hook capacities (full revolving or overstern), duty cycle gross loads, maximum operating radii, and engineering data covering models 20, 24, 28, and 32. Boom lengths range from 70 to 200 feet. When fitted with a 120-foot boom, the model 32 has an overstern lifting capacity of 290 short tons at an outreach of 40 feet.
One of Clyde's outstanding offshore crane installations in recent years is aboard the giant semisubmersible, pipelaying / derrick barge Semac I. Heavy lifts on the vessel are accommodated by a Clyde Model 42 Offshore Whirley with full electric drive, capable of lifting 500 tons overstern and 350 tons full revolving. Simple, rugged, and easy to maintain, that crane was customized and tailored to meet the huge barge's unique requirements.
Also installed aboard the Semac I are three Clyde CPS-96 Sea Whirlers™ with 75-ton main load blocks. Used for routine lifting, these full-revolving, fast-cycling, versatile pedestal cranes contribute greatly to the vessel's material- handling requirements.
Clyde's AD™ winch, engineered in graduated sizes with stall pullx bare drum ratings from 150,000 to 350,000 pounds, is offered in single or multiple drum arrangements for anchor/pulling applications. Features of the AD line include: anti-friction bearing design ; alloy steel shafts, supported close to load centers; rigid, heavily braced framing and bearing housings; l a r g e - c a p a c i t y steel drum; spring-loaded, air-released pawl; h i g h - s t r e n g t h , multiple steel roller chain drive, splash oil bath lubricated; heavy-duty, single contracting band brake, air released; hand-operated air controls assembled in modular console within easy reach of the operator; and air compressor and receiver.
Clyde also offers a constant tension hydraulic tugger, the CTH Models, with running pull/bare drum ranging from 10,000 to 54,- 000 pounds. The CTH tugger hydraulic pump and motor combination can be driven by either a TEFC continuous rated squirrel cage electric motor or diesel engine. For a free copy of the new Clyde brochure, CROSBY GROUP A 180-page, full-color catalog is available from The Crosby Group, a Division of Amhoist, which is comprised of Laughlin®, Lebus®, McKissick, National, and Western. Together they manufacture every conceivable kind of fittings and accessories for cargo handling and other applications, including forged fittings, hooks, b l o c k s , s h e a v e s , pulleys, load binders, chain, etc. The catalog describes all of the products of all divisions in full detail with photos, d e t a i l e d d r a w i n g s , all measurements, and full specification charts.
One of Crosby's newest products is Spectrum Chain, said to be the first color coded chain line. Available in working load limits of 850 through 39,900 pounds and sizes of 14 to % inches, Spectrum provides instant chain grade recognition and excellent anti-corrosive properties. It is available in four different grades — Spect r um 3, 4, 7, and 8 — each color coded for easy identification. A specially developed polyester powder is bonded to the chain surface by the use of electrostatic equipment, then heat treated to produce a tough, corrosion-resistant surface. The coating will not peel; clean handling and longer storage life results.
Crosby links and rings are manufactured in a complete line of sizes and types for almost any application, with working load l i m i t s f r o m 1,600 to 232,500 pounds. Important construction features include: forged from special quality bar or alloy steels and weldless through 81,400 pounds working load rating; minimum ultimate strength six times working load limit; and quenched and tempered.
Lebus products include lever and ratchet type load binders, grab hooks and tail chains, snatch blocks, and hook latch kits. Mc- Kissick specializes in custom designed blocks to any specifications, oil field blocks, crane and hook blocks, overhaul balls, swivel hooks, and snatch blocks, as well as many other products. Western manufactures sheaves and sleeves, wood and steel blocks, and cargo blocks and fittings, just part of its extensive product line. National's product line includes s t e e l s w a g i n g sleeves, duplex sleeves, swage buttons and furrules, as well as swaging presses in capacities from 500 to 3,000 tons.
For a free color catalog on the entire Crosby Group product line, CYCLONAIRE Cyclonaire Corporation of Henderson, Neb. recently completed an evaluation run of its portable Docksider II ship and barge unloading system at the Norcem Cement Terminal in New York. The system was installed in a 25,000-dwt ship utilizing a deck crane to provide a totally selfcontained, pneumatic unloading capability for a wide range of dry bulk solids including cement. In addition to onboard installation for use with the ship's gear for handling in the holds, the versatile Docksider II is equally suited to terminal operations utilizing existing dockside cranes.
Two basic models are currently available, both of which operate on a closed system principle to provide dust-free materials transfer. The Docksider II-V features a patented, venturi-induced vacuum principle to dramatically reduce maintenance compared with a l t e r n a t i v e unloading systems. The Docksider II-P utilizes a vacuum pump to provide continuous conveying, with resultant higher transfer capacities.
For additional information on Cyclonaire ship unloaders, DRAVO One of the hottest topics in cargo handling today is export coal, with work under way in many port areas to improve U.S. ability to deliver more of this commodity to the world market. At the heart of many of these improvements are bulk materials handling systems and equipment from Dravo Corporation of Pittsburgh. On the East Coast, for example, the Massey Coal Terminal presently under construction at Newport News, Va., represents one of the first tangible responses to the problems of harbor congestion and loading delays—problems that have plagued East Coast ports since the surge in world demand for U.S. steam coal several years ago. From engineering studies to construction management, the Massey facility is all Dravo.
The Massey project involves taking a terminal built in the 1940s to handle imported iron ore and converting it into an ultramodern coal export terminal capable of moving 10-15 million tons per year. The project involves rail car dumpers designed to unload trains of random coal cars at the rate of 5,000 tons per hour; ground storage for one million tons of coal; and a unique gravity reclaim tunnel and conveyor belt combination that will enable the facility to blend as many as eight different types of product as the coal moves into the terminal's 8,000 tons per hour traveling shiploader.
When completed in 1983, Massey will become the second highcapacity coal-handling terminal in the Newport News area to utilize Dravo's bulk materials handling technology; the other is the N&W railroad terminal at Lambert's Point, which was designed and built by Dravo Wellman.
Coal export activity on the U.S. Gulf Coast has picked up markedly as a result of the congestion at East Coast ports, and the Mc- Duffie Terminals export facility in Mobile is a good example of a Gulf Coast port whose cargohandling facilities are being upgraded in response to the current surge in coal exports. Originally equipped with a Dravo-built shiploader, the McDuffie terminal is currently being outfitted by Dravo with a 5,000 ton per hour, continuous barge unloader(CBU)that will double the terminal's barge-unloading capability (shown right).
Just recently, Dravo was awarded a contract to install a new rail car dumper and train positioner at McDuffie. A Dravo Wellman project, this single car dumper is designed to dump two railroad cars at a time, and will increase the terminal's unloading capacity by 50 cars per hour.
The deep drafts characteristic of U.S. West Coast ports make them ideal candidates for export coal terminals, and Dravo is involved in a number of coal-handling improvements being considered there. A tightly knit group of engineers with expertise in virtually every engineering discipline related to bulk materials handling was put together several years ago by Dravo to form a studies group to undertake studies for clients interested in exploring the feasibility of specific coal-loading facilities. These studies cover the entire spectrum of project feasibility, including capital and operating costs, financing arrangements, permit and construction approvals, and the like. Several such studies involving coal-handling improvements on the West Coast are currently under way.
For additional information on Dravo, FMC CORPORATION A coal stacker that handles loads as high as 7,000 tons per hour (normal operating rate is 6,000 tons per hour) was installed recently by FMC at Ontario Hydro's Nanticoke, Ontario, generating station on the north shore of Lake Erie. This capacity allows it to keep pace with the highest unloading rates of any self-unloading coal carrier on the Great Lakes. Said td be one of the largest stackers of its kind, it has a maximum slew angle of 250 degrees and produces a crescentshaped pile of coal 60 feet high representing s t o r a g e of about 80,000 tons.
This is one of two unloading systems serving a highly complex coal-handling facility. FMC of Canada's Material Handling Systems Division in Scarboro, Ontario, designed and built the new coal-handling and stockpiling system, which includes a dock hopper with dust hood, two 84- inch-wide belt conveyors totaling 1,750 feet, and FMC's massive luffing and slewing coal stacker. The stacker is unique in many respects. It is impressive for its dimensions as well as the 7,000- tph capacity. It stands 92 feet high, and the base covers an area of 2,403 square feet. The boom is 173 feet overall, and the 84- inch-wide boom belt can be luffed from a ^/o-degree declined position to an 11-degree incline. The belt travels at a speed of 750 feet per minute.
With the exception of the conveyor drive, the stacker is entirely hydraulically driven. Luffing action is by hydraulic cylinder, and slew action by variable- speed drives t r a n s m i t t i ng torque to a rotating mast structure. The operator's cabin is located on the rotating mast structure, well above the luff axis, providing a wide field of view. Cabin controls provide for either manual or automatic operation. Control also can be transferred to the central control room, but mandatory manual control is established during critical phases of the stocking- out operation — for example, where the pile is reaching maximum height.
Automatic control is achieved by a programmable c o n t r o l l er that is linked to all safety devices and monitoring systems. It is capable of initiating sequential startup or shutdown of the entire system or portions of it. Telephone communication is available from all main points to the self-unloading vessel.
Safety devices and detectors include plugged chute detectors, motion sensors to insure correct sequencing, belt s i d e - t r a v el switches, and belt penetration devices to detect possible belt damage. The integrity of the hydraulic systems is monitored by a series of temperature and pressure detectors.
For additional information, HAGGLUNDS AB Hagglund and Soner, Swedish manufacturer of hydraulic motors and deck machinery, is one of the world's leading suppliers of marine cargo deck cranes. Represented in the United States by Stal-Laval, Inc., Elmsford, N.Y., the Hagglund crane has become known as the U.S. crane—all Hagglund marine cargo cranes installed on ships built in the United States in the last 10 years have been contracted, installed, and serviced by Stal- Laval. A variety of crane types, including single, twin, team, and grab, as well as ice class, are now o p e r a t i o n a l on American-built ships. More than 1,200 ships worldwide have been equipped with deck cranes by Hagglunds. The company has a continuing development program resulting in new designs and practical solutions to unique cargo problems.
The weakest link in the Arctic cargo handling chain is the stevedore. Human beings experience serious trouble when temperatures fall much below —25° C, or sooner if it is windy as well as cold. Some type of unit load handled by automatic cargo handling equipment is therefore a prerequisite for efficient cargo handling in the Arctic. Hagglunds manufacturing methods, quality control, materials, etc., make it possible to use standard deck cranes at temperatures down to —25 C, or down to —30° C with extra heating and different hydraulic oil. Hagglunds experts have the know-how and the experience of cargo handling in Arctic climate, enabling them to offer cranes and cargo handling equipment suited to operation at temperatures of — 40° C or even lower. Hagglunds tests all new hydraulic crane components under winter conditions to determine reliability at low temperatures.
It may seem that a special product like an Arctic crane is manufactured only in small numbers, but this is disputed by one of Hagglunds biggest orders. On December 12, 1980, Wartsila's Turku Shipyard in Finland gave an order to Hagglunds' deck machinery division confirming the yard's intention to cooperate with AB Hagglund and Soner in a major new building project consisting of nine ships designed for polar conditions. The order calls for 45 cranes to be delivered between December 1981 and December 1982.
Another indication of Hagglunds' c o n t i n u i n g concern for quality in its products is its research into the optimum design for crane bases.
Simple cylindrical bases give rise to design problems which may be difficult to solve with conventional strength calculations. A f u r t h e r difficulty arises in the case of combined cylindrical/tapered cone bases in the determination of the stress which can arise at the transition between the cylindrical and tapered parts. The third type of base is the rectangular kind. Design calculations are analogous to those for cylindrical tapered bases, which means that the diaphragm stresses generated by the crane tilting moment are not greatest around the crane axes of inertia. The most difficult type of base from all points of view is the sidelocated. This base presents all the problems encountered with the others, plus a few more. It is a challenging engineering problem involving FEM (Finite Element Method) of stress analysis for each individual case. A number of these special crane mounts are now in successful operation. Another recent product resulting from research is the Team Crane®, a f u r t h e r development of the twin crane. In this newest system, two cranes are electrically interconnected and synchronized automatically, enabling operation "in team." The Norwegian Knutson Line is the owner of the Maria Bakke, which calls on U.S. West Coast ports with a "team" of 4 x TG2524 Hagglund cranes. Total lift capacity of these cranes is 100-ton with a single crane driver controlling the "team" as one machine. The installation of the Team Cranes results in a vessel being entirely independent of shore cranes to load or unload. Hagglund can provide a lift capacity of 240 tons by the installation of four of its 60-ton cranes. Units supplied as Twin Cranes may also be interconnected for team operation.
For more information and specifications on the full range of Hagglund hydraulic motors and deck machinery, HARNISCHFEGER A new 300-ton crane—a P&H 5300-R — was dedicated by the Port of Milwaukee late last year before invited guests that included shippers, shipping line officials, City and Port of Milwaukee officers, and executives of the H a r n i s c h f e g e r Corporation of Milwaukee, the crane's manufacturer. The crane is designed to handle virtually all types of cargo that passes through the Port— containers, heavy lifts to 300 tons, general b r e a k b u l k , and scrap.
Based on experience at other ports, the P&H 5300-R is expected to load containers aboard ship at a rate of 25 per hour on deck and 16 to 19 per hour in the hold. This approaches the speed of the huge gantry cranes in use at major ocean ports. This container- handling capability alone is expected to have a major impact on Milwaukee's cargo volume. The products of Milwaukee's heavy industry requires its port to be a heavy-lift facility. The P&H 5300-R, operating nominally with a 100-foot boom, has the ability to lift 400,000 pounds at a 25-foot radius, 149,000 out to 50 feet, and more than 58,000 pounds at a 100-foot outreach. When needed, the boom can be shortened to 70 feet and lift capacity will increase to 600,000 pounds at an 18-foot radius. Harnischfeger d e s i g n e d and built special attachments to meet the Port of Milwaukee's particular needs. The boom foot mounting was raised to a height of 17 feet above the dock to enable the crane to work closer to the ship and increasing the boom reach over the deck of the ship. The extra-heavy-duty mast will fold forward to a height of 26 feet, e n a b l i n g t h e c r a n e to travel through a 27-foot underpass in the Port area. For the same reason, the height of the operator's cab was held to 26 feet. The operator's eye level is at 23 feet above the dock, which will give him a good view into the holds of most freighters sailing the Great Lakes.
For further information and free literature on all P&H cranes, HERCULES Shipping firms with self-unloading vessels are benefiting from the use of an ultra-high molecular weight (UHMW) polymer manufactured by Hercules Incorporated to line their cargo hold hoppers. Ship operators that are saving thousands of dollars per unloading hour include many well-known names in Great Lakes shipping, such as American Steamship, Hanna Mining, Huron Cement, Canada Steamship Lines, Algoma Central Railway's Marine Division, Upper Lakes Shipping, Hall Corporation Shipping, and St. Lawrence Cement Company. In addition, shipbuilding itself is undergoing a revolution in selfunloading hopper designs thanks to the properties of UHMW polymer with molecular weights in the range of three to six million. It has a coefficient of friction approximately half that of steel, p r o v i d i n g a non-stick surface that, these shippers point out, greatly facilitates the unloading of cargo even when it is wet or sticky.
This means that materials such as coal, gypsum, and cement flow more easily and reliably than on unlined metal surfaces. It also permits wet material to slide more easily on the plastic's waxlike surfaces. This, in turn, has given them two options: to design steep hopper slopes, or to install liner sheets of 1900 UHMW polymer and reduce hopper slopes.
Normally designed with slopes as high as 57 degrees, hoppers of self-unloading ships can now be angled as low as 37 degrees when the polymer liner is used. The advantages of this reduced slope angle have been proven out along several lines, according to Mentor Dynamics, Limited, Ontario- based fabricator pioneering in this new method of lining hoppers. Shippers attest to the fact that the lower angle design on the hoppers of their freighters has resulted in several benefits: it increases the weight (or amount) of material that can be carried; and it improves the stability of the ship by making it possible to store this great volume below the vessel's center of gravity. Some shippers report that their unloading times have been reduced from as much as 48 to eight hours because the UHMW polymer allows material to slide out, not bulk up requiring lengthy times to get the last portions out. Shippers cite average times of 16-20 hours have been reduced to a mere eight, at cost savings of several thousand dollars per trip. An additional benefit is that 1900 UHMW p o l y m e r has virtually zero moisture absorbtion; materials slide easier wet or dry.
For additional information on UHMW polymer, KOCKUMATION Kockumation AB of Malmo, Sweden, one of the world's leading producers of loading instruments, is now marketing the Loadmaster B20, the most advanced that the company has produced. It can instantly update a loading condition for fast decision-making. It can simulate all stages of a loading condition in order to identify the optimum solution. It allows the operator to store different loading conditions for future reference. It provides permanent storage for three loading conditions approved by a classification society. It can be connected to a level-gauging system.
And it minimizes the risk of human error.
Kockumation's Loadmaster C30 model is a digital stress calculator. The system consists of a general-purpose minicomputer, a floppy disc storage medium, an alpha-numerican display, and a hardcopy unit. The program can be adapted to suit the requirements and operational routines of each individual customer.
The latest Loadmaster introduced is the V40, a fast, compact instrument that despite its low price is as flexible and powerful as the B20 over a wide range of applications.
The Loadmaster D50 calculates deadweight, forward 7 a f t draft, bending moments and shear forces. An option is available for calculations of actual and required ship's stability. The D50 is a compact digital instrument—the complete calculator for cargo distribution. The Loadmaster G70 is a computer that gives simple answers to difficult questions. It provides fast, accurate, and above all simple answers to questions about the effects of cargo distribution alternatives on stability, draft, trim, and deadweight. The data and results displayed on the panel can be obtained in a printout, eliminating the need for timeconsuming manual documentation.
For more information on the Kockumation Loadmaster line, LAKE SHORE Designed by Clarke Chapman, an internationally known United Kingdom crane manufacturer, a line of level-luffing s h i p b o a rd cargo cranes are now available from Lake Shore, Inc. of Iron Mountain, Mich. Manufactured in the United States with 100 percent U.S. content, these cranes have been proven in many years of shipboard service. Lake Shore is a leader in the manufacture of deck machinery.
F o r f u r t h e r information on Lake Shore C l a r k e Chapman cranes, LIDGERWOOD Lidgerwood M a n u f a c t u r i ng Company, New York, has long been a respected name in the c o m m e r c i a l marine equipment business. The company is a manufacturing subsidiary of Superior- Lidgerwood-Mundy Corporation, Superior, Wise.
Lidgerwood builds and markets c a b l e w a y s , marine machinery, large hoisting plants, steam, diesel and electric marine auxiliary machinery, ship stabilizers and capstans.
The company m a n u f a c t u r es modern capstans for all types of vessels and is currently providing this equipment for the mooring of the frigates in the current FFG program. The design provides for under-deck drive, quiet two-speed operation and antifriction bearing mounting for the capstan head above deck. A twospeed high-torque electric motor with a substantial electric brake supplies the motor power for the capstan.
For a complete catalog of marine equipment manufactured by Lidgerwood, LINK-BELT The New Haven (Conn.) Terminal (NHT) has i n s t a l l e d a Link-Belt® LS-718 mobile crawler crane that handles a minimum of 200 tons of scrap per hour when loading ships. Prior to purchase of the LS-718, NHT undertook a study to determine the possibility of reducing the time required to load a ship with scrap. Two gantry-mounted and one c r a w l e r - m o u n t e d cranes fitted with lifting magnets are used. After an extensive analysis, NHT made the decision to purchase a Link-Belt crawler crane with a lift capacity of 50 tons at a 50-foot radius and with a 130- foot boom. The unit is equipped with independent travel and elevated operator's cab. Also, the production requirement was established as 200 tons per hour to reduce ship loading time. NHT designed a special bucket to handle one truckload of scrap.
The LS-718 is said to be performing to the customer's satisfaction. It is handling the 29-ton load (9-ton bucket weight and 20 tons of scrap) easily, and obtaining the minimum of 200 tons per hour. The elevated cab does give a full view of the hatch opening, enabling the operator to spot the load even in the corners of the hold.
For additional information on Link-Belt cranes, MACGREGOR MacGregor cargo transfer and access equipment is known worldwide for providing power to move cargo on and off ships faster, using every new technique to streamline loading methods and cut time in port. MacGregor cargo- handling expertise has been applied to every kind of dry cargo ship afloat, custom-built or converted. Its equipment is backed by a service network covering every major maritime nation. On ships without the necessary cranes, MacGregor has a method for using the hatch cover as a crane to manipulate 'tween-deck pontoon hatch covers within ships having large, flat sided holds. It was devised by Deutsche Mac- Gregor of Bremen. The "rolling crane hatch cover" fulfills a dual purpose. It acts as a hatch cover and, because it is equipped with a powered traction drive with built-in lifting winches, it can be rolled along the weather deck coaming like a gantry crane, using the winch wire to lift, stack or otherwise move the pontoon panels situated directly below on the 'tween deck.
At the time of going to press, a total of four vessels had been equipped with a rolling crane hatch cover.
At the present stage of development, the vessel most able to benefit from the new device is the "paragraph" type coaster having one large hold. Many of these ships have been built in West German yards in recent years. In these vessels, the 'tweendeck hold often does not permit the stowage of pontoon covers, and they are usually not equipped with their own cranes.
The rolling crane hatch cover — conceived in response to an owners particular need—can be incorporated in either the Single Pull, Folding or Piggy-back hatch cover systems. With Single Pull it becomes the (detachable) lead panel in stowage; and with the folding system the crane cover is located between the folding pairs which stow fore and aft on the hatch.
Apart from its use as a straight pontoon hatch cover crane, the rolling crane hatch cover can be used to move pontoon covers into position to form an extra transverse bulkhead in the cargo hold to separate different cargoes. All resources of the International MacGregor Organisation are available in the United States through MacGregor Comarain Inc. of Cranford, N.J.
For additional information and f r e e l i t e r a t u r e on MacGregor equipment, MARATHON LeTOURNEAU Cargo h a n d l i n g equipment manufactured by Marathon Le- Tourneau Company, Houston, Texas, includes a line of marine pedestal cranes, a scrap metal handling crane, container straddle hoists and side porters, and large capacity front-end loaders. Marathon LeTourneau marine pedestal cranes, installed on all classes of the company's selfelevating offshore drilling platforms and supplied to other segments of the marine industry for installation on other types of vessels, are manufactured in a range of lifting capacities and configurations to meet the variety of cargo handling requirements. The PCM-350, newest and largest capacity Marathon LeTourneau variable radius marine pedestal crane, has a 60-ton lift capacity at 58-foot outreach. It utilizes dc electric motors for smooth operation and control of main hook and boom luffing, straw line, and crane swing.
Like all Marathon LeTourneau marine pedestal cranes, the PCM- 350 can be operated from the cab or a remote station and features a unique gantry with all welded structural components and springloaded boom stop member.
Other marine pedestal cranes are the PCM-120AS, and PCM- 80AS. The PCM-120AS, with a 50-ton maximum lift capacity with 100-foot boom, is available in optional models PCM-120 and PCM-120C.
Marathon's PCM-80AS has a 30-ton lifting capacity and unique column design which provides ideal support for operation of the swing gear and its motor driven pinion.
Marathon's JC-40S, a 20-ton gross capacity jib crane designed for scrap metal handling, incorporates the same field-proven Le- Tourneau electric motors found in the company's marine pedestal cranes and in the jib cranes widely used in the logging industry. Marathon LeTourneau SHU- 100 Straddle Hoists, which have a maximum load capacity of 100,- 000 pounds, are widely used in containerized cargo handling facilities. The Straddle Hoists can span six rows of cargo containers and a truck lane or flat car rail spur. It can work with containers stacked three-high with space to pass a fourth container over the top.
The SHU-100 is powered by a diesel engine with dc and ac generators that supply power to all machine functions. The SHU-100 is capable of hoisting, trolleying, steering and traveling simultaneously. It is a highly versatile and maneuverable machine, primarily due to the unique LeTourneau dc electric wheel system which provides power directly to each wheel.
The company's 2582-CH LeTro Porter, also a container handler with diesel-electric drive, is rated to lift and carry container units weighing up to 67,200 pounds. Models of the 2582-CH are available for handling 20 to 40-foot containers.
Marathon LeTourneau's L-800, a 45,000-pound lift-capacity frontend loader, is used to load railcars with bulk cargoes such as coal, ore and wood chips. The diesel-electric loader is well suited for handling such bulk cargoes at port facilities because of its maneuverability and versatility.
For free brochures on Marathon cargo handling equipment, NATIONAL CRANE A new brochure titled The National Marine Lifting System de- scribes the full line of National Crane Corporation's h y d r a u l ic cranes for shipboard, dockside, offshore, and other marine uses. This brochure is packed with descriptive and technical information concerning both the National telescoping and fixed-boom cranes. Four models are available in each classification, with c a p a c i t i es ranging from 10,700 to 30,000 pounds. Boom lengths on the telescoping models are available to 56 feet.
Also described in the brochure are National's accessory equipment for marine cranes. Remote controls, control consoles, and self-contained power pack and pump units are all explained and illustrated in this full-color publication. Full explanations of National's construction features, marine conditioning, and performance characteristics are provided, along with load rating charts for the full line. Dimensional drawings and an explanation of National Crane's warranty and parts system complete the package.
N a t i o n a l ' s pedestal-mounted, hydraulic marine cranes are the versatile alternative to many jobs now done by manpower or by lifting methods that are not adequately matched to the job. More and more customers are finding National a cost-efficient lifting system for docks, offshore platforms, fishing boats, oil terminals, and many other uses.
For more information and a free copy of the brochure, NATIONAL SUPPLY National Supply Company of Houston, a Division of Armco, has introduced a new line of lightduty hydraulic pedestal cranes, with three compact models offering load c a p a c i t i e s to 45,000 pounds and booms to 100 feet. They are designed for platform, drilling, or dockside operations that need dependable lift within space or weight limitations. Many major North Sea proven f e a t u r e s on National's larger cranes are on these light-duty models.
National cranes hold a proven performance and safety record and meet or exceed the requirements of API, ABS, USCG, Lloyd's Register, and Norwegian DnV.
National h y d r a u l i c pedestal cranes are designed to be space and weight savers, with overall compactness, minimum tail swing and comparative lightweight. Space and weight are two very important factors in offshore operations where every square foot and pound can directly affect capital investment and operating costs.
For heavy-duty operations of rugged environments, National Supply offers four North Seaproven models w i t h s t a n d a rd boom lengths to 140 feet and maximum load capacity to 180,- 000 pounds. Crane models include the OS-105, OS-215, OS-435, and the new OS-435 Heavy-Duty.
For lighter duty offshore operations, National now offers a completely new line of small cranes.
The OS-45, OS-35 and OS-25 give boom lengths to 100 feet and maximum load capacities to 68,- 000 pounds. These models are designed specially for the light-tomedium lifting requirements of many production platforms, small jackups or service rigs.
Heavy, or light-duty National cranes are versatile and adaptable to most dockside or other marine functions.
National offers a unique hydraulic power system. For the variety of offshore lifting requirements, separate motors are incorporated for the boom hoist, main hoist, fast line hoist and swing systems, adding to overall crane reliability and performance. Unlike most systems, maximum system pressure is not constantly maintained; rather, pressure varies to satisfy load requirements. The result is better lift efficiency, longer service life.
A console, designed for easy operations, a l l o w s each c r a ne function and its speed to be easily controlled by the operator. Separate hydrostatic circuits mean functions are completely independent of each other and can be individually or simultaneously controlled with no loss of speed, power or lift.
National cranes are designed for safety with forged alloy steel s w i n g b e a r i n g and matching adapter flange. Ball races are hardened and ground with gear teeth designed as an integral part of the outer race.
The entire hydraulic system plus major power and control components are modularized for fast inspection and easy replacement or servicing when necessary. Major c o m p o n e n t s are weather protected.
On large National models, pneumatically actuated controls provide better dependability and less maintenance.
Both main and fast line hoists have two-stage planetary reduction systems that are completely enclosed. Gears and bearings are lubricated during drum rotation. Power controlled load lowering is standard.
The boom hoist has a two-stage planetary reduction system within the drum, automatically operated lock pawl and power-controlled load lowering.
Swing is powered by a reversible motor-drive through a multistage gear reduction system with anti-friction bearings and oiltight case. Gears and bearings have force feed lubrication. The swing brake is mounted on the gear reducer input shaft.
For free brochures on National Supply cranes and offshore equipment, NAVIRE CARGO GEAR Navire Cargo Gear International AB, NCG International, based in Gotherburg, Sweden, is the parent company of a worldwide o r g a n i z a t i o n comprising subsidiary companies, licensees, representatives, service stations, and production facilities. This organization is devoted to sophisticated engineering, mainly in the fields of cargo access, cargo handling, and other marine-related fields where NCG's specialized technology, experience, and design capabilities can be put to good advantage.
The role of NCG International is to coordinate market information and operating experience, as well as technical research and development. NCG also directs and coordinates sales activities, service and spare parts supply, and public relations, besides formulating group policy.
The NCG subsidiaries operate as independent companies and can undertake any project, design job, or service request that they may encounter in their own markets. Through NCG Interna- tional, each subsidiary has access to the accumulated know-how and experience of the Group.
In its cargo access equipment line, NCG offers a wide range of hatch covers such as pontoon, piggy-back, and folding covers; mechanically, electrically, or hydraulically operated for ships designed for vertical cargo handling. For bulk and combination carriers, the unique Hydroseal side-rolling cover is another example of the company's innovative technology.
NCG is today the leading supplier of r o l l - o n / r o l l - o f f access equipment. This product group includes stern ramps, fixed or angled; fixed, semi- or full-slewing; articulated or not; and mechanically or hydraulically opererated. Other RO/RO products include bow and stern doors, internal ramps and covers, elevators, and hull and bulkhead doors. The NCG Group has also been involved in the development of the elevators for all major barge carrier systems. Train ferries r e p r e s e n t another area where NCG technical solutions have literally linked countries.
NCG also offers complete liquid cargo handling systems with remote control for the rapid loading and discharge of tankers, crude as well as product carriers. These systems, now used by virtually all the major oil companies, are based on components such as valves, actuators, etc. that can be obtained throughout the world. This insures low maintenance costs and maximum security for the tanker operator.
As more and more RO/RO ships enter service, demands for berthing facilities are increasing. The Port of Oslo, where the considerable water depth would have required extensive and costly engineering work if permanent new piers were constructed, chose a Navire floating linkspan that can easily be moved from one location to another within the port to cope with varying requirements due to changes in the traffic pattern. Navire's latest contract for a linkspan installation is with the Port of Shuaiba in Kuwait. Designed by Navire Cargo Gear in conjunction with Shuaiba port officials, this unit is a floating pontoon type that can handle the largest RO xRO ships currently planned. It will be built in Kuwait by Kuwait Shipbuilding and Re- pairyard Company; delivery of the unit to the Shuaiba Area Authority is scheduled for April 1982.
F o r f u r t h e r information on Navire's full product line, P AC ECO Paceco, Inc., a subsidiary of Fruehauf Corporation, a major manufacturer of container-handling cranes, recently completed its move from Alameda, Calif., to Gulfport, Miss. Paceco has invested more than $26 million in expanding its 100-acre fabrication facility during the past two years. The facility has in excess of 10 acres of under-roof fabrication area, including a new 58,- 800-square-foot, air conditioned machine shop.
The fabrication area is connected by rail to a new 38,650- square-foot, environmentally controlled metal p r e p a r a t i o n and coating facility, and within walking distance of the new threestory headquarters building. The Paceco plant, one of the largest and most modern of its kind, is located on the Harrison County Industrial Seaway.
Activities at the plant include heavy steel fabrication of container- handling, bulk-handling, and heavy-lift cranes for onshore and offshore applications, as well as contract manufacturing and fabrication for the offshore industry including complex subassemblies that require sophisticated machining capabilities. Paceco licensees are located in Japan, Korea, Canada, Italy, Africa, England, France, Australia, Brazil, and Spain.
Paceco and its licensees produce the Portainer® ship-to-shore container cranes with maximum capacities of 51 tons, suitable for rail spans of 36 to 164 feet, as well as high-speed "Mach" cranes that can be fully automated. Models available i n c l u d e A-frame, modified A-frame, low profile, articulated boom, and economy feeder port model. All are available with adjustable lifting spreaders. Rotating trolleys are also available. Also in the Paceco line is a range of rubber-tired and railmounted T r a n s t a i n e r ® gantry type cranes for container terminal operations. The basic range has maximum capacities of 40 tons with spans up to 77 feet. Rail-mounted Transtainers have spans up to 164 feet. The standard rubber-tired units span six rows of containers stacked four or five high plus a truck lane. Design features include 90-degree change of travel direction to facilitate changing stacking lanes or areas. Options include automated steering and other features compatible with computer link or automated terminal design. Paceco also produces a large number of Shipstainer shipboard gantry type container cranes. These are normally installed when vessels are trading with ports where no shoreside containerhandling facilities are available.
In addition, a range of heavy-lift cranes is available for barge or ship mounting. These large revolving- boom cranes have lifting capacities from 250 to 3,000 tons. For additional information on Paceco cranes, PECK & HALE Peck & Hale is celebrating its 35th birthday—35 years of service to the marine and other in- dustries with a complete and successful line of cargo handling and securing equipment.
Within the marine sector, the company's redesigned and patented "Breech Base" system provides vessel operators with addi- Ameron marine coatings meet quick turnaround requirements of tuna fishing vessel owners with high-performance coatings like Dimetcote® E-Z II, a new generation inorganic zinc in single-package formulation which reduces application labor costs and is easily applied.
Commercial vessels around the world depend on Ameron marine coatings like Amercoat® 70, a controlled-release flaked copper coating with economical antifouling protection benefits.
Barges protected by exterior Dimetcote/Amercoat marine tional versatility. The breech base socket may be fitted with stackers for normal container stowage, with D rings for r o / ro operation, and with a flush cover for protection during bulk loading. The use of breech base securing points allows maximum strength and flexibility with a minimum of components. Peck & Hale is contributing to the trend for minimized lashings with a new high strength securcoatings are also protected by interior tank lining systems like Amercoat 64/386. This epoxy system resists a broad range of chemicals and solvents.
The world's first fleet of 326,000 DWT Very Large Crude ing system and the ability to more effectively evaluate stowage weights by means of a detailed c o m p u t e r g e n e r a t e d dynamic analysis, geared to the requirements of such classification societies as Germanischer Lloyd.
Another major contribution is a new product line specifically developed due to the growing concern for safety in ro/ro lashing applications.
Peck & Hale maintains a world- wide distributor network, enabling ship operators to procure replacement parts at most major ports throughout the world. Recent additions to the system include Australia, New Zealand, Germany, Puerto Rico, Houston, Savannah, Jacksonville, Miami and Philadelphia.
For a catalog on the complete Peck & Hale line, RAYTHEON OCEAN SYSTEMS Raytheon Ocean Systems of East Providence, R.I., has been successful in marketing one of the most effective and popular vessel loading instruments.
LOADMAX provides a fast, easy method of planning optimum loading for any type of ship. It rapidly calculates and displays accurate draft, hull strength and stability data for any loading condition. Raytheon reports this instrument is as simple to use as a desk calculator. Tonnage distribution and calculated results can be read at a glance. Elements which could possibly cause confusion such as knobs, thumbwheels and cluttered CRT displays have been eliminated.
Designed for the particular operating requirements of a specific ship, LOADMAX combines numeric tonnage displays with an easily understood mimic diagram of the vessel. A separate graphic display shows whether the ship is in hogging or sagging condition and if sheer force or bending moment limits are being exceeded. An extremely reliable system with a proven record, LOADMAX provides a vessel owner with the means for fast, efficient vessel loading with maximum safety. For a free brochure completely describing LOADMAX, SALZGITTER-KOCKS Salzgitter-Kocks G.m.b.H. of Bremen, West Germany, is one of the world's largest and bestknown designers and manufacturers of deck machinery and cargo handling equipment. They are represented in the U.S. by M a r i n e T e c h n i c a l Associates (MTA), 195 Paterson Avenue, Little Falls, N.J.
The Salzgitter-Kocks product line includes cranes of all types, including deck cranes, container loading/unloading cranes, container starting cranes, dockside cranes, shipyard cranes and floating derricks. Hook capacities for the deck cranes range from 3 to 200 tons. Outreach is from 10 to 30 meters.
The company also specializes in d e s i g n i n g special individual cranes or custom crane systems to meet any requirement.
In addition to cranes, the com- pany manufactures a complete line of shiploaders, conveyor belt systems, conveyor belt stackers, bucket wheel loaders/reclaimers, and blending facilities.
A full line of anchoring and mooring equipment is also offered, including windlasses, chain stoppers and capstans.
Electric, hydraulic, steam, or diesel drive winches are available, some up to 250 tons pull.
A notable installation of Kocks in the United States is the container cranes at the Port of Savannah, Ga.
A 62-page catalog is available d e s c r i b i n g the full Salzgitter- Kocks line. It includes photos, drawings, specification tables, dimensions, etc. For a free copy, SIWERTELL AB Siwertell of Sweden custom designs and builds ship unloaders that can discharge a wide variety of materials from dry bulk carriers. The company is represented in the United States by Salwico, Inc. of Hoboken, N.J. Compared with p n e u m a t i c s y s t e m s , the Siwertell unloader offers additional features such as: considerably lower power requirement; reduced maintenance and cost for air filters; and ability to handle a wider range of materials.
Free-flowing m a t e r i a l s t h at have well-defined angle of repose are unloaded easily by the Siwertell system. These include granules such as grains, fertilizers, nuts, and soy beans, and particles such as alumina, rock phosphate, and soda ash. The system also handles materials that can form steep-angled banks and hard crusts and for which digging power is essential. Examples are powders such as cement, flour, lime, and potato starch; granules such as pellets; and particles including bauxite, coal, coke, salt, sulphur, and wood chips.
The Siwertell screw conveyor transports the material vertically to the boom, where it is discharged into a horizontal screw conveyor between the outer end of the boom and the center of the slewing tower, from which it is fed down through the slewing ring. From this point, transportation is arranged to suit local requirements. Capacity range is normally 100 to 1,000 tons per hour, but higher capacities can also be economical, depending on the material handled and the size of the ships. Being a closed system, it presents no air pollution problems when fine powders are handled.
A Siwertell ship unloader delivered to Rinker Materials Corporation in Port Canaveral, Fla.
has a capacity of 600 tons per hour (cement), is operated from a portable controller, and can unload ships of up to 30,000 dwt.
For additional information and free literature on the Siwertell ship unloader, SKAGIT Skagit's Series 300 pedestal cranes are the latest in a long line of offshore cranes designed and manufactured by the Sedro- Woolley, Wash, company, a division of Continental Emsco Company. Each is a product of 25 years of practical experience, research, and development of offshore cranes. Since Skagit built its first offshore crane for the U.S. Air Force in 1956, it has developed more than 25 different models and built more than 150 separate crane units.
Tubular lattice booms 60 feet long come standard with all Series 300 cranes. Using 20-foot boom sections, a maximum length of 120 feet can be obtained. Boom sections are pin-connected and easy to assemble; a 5-foot whip extension with single sheave is provided. Boom design conforms to ABS and API design criteria. The 300 offers operator comfort, ease of control, and quick response. Controls and gauges are placed to make every move, every lift as easy and as smooth as possible. Visibility from the cab is outstanding, and tinted safety glass helps keep eyes from tiring in the sun. Signal horn, windshield wipers, and catwalk railings are just a few of the standard safety features.
For more information and a free full-color brochure on the Skagit Series 300, UNIT CRANE Unit Crane & Shovel Corporation of New Berlin, Wise, has a brochure available describing a variety of pedestal-mounted Unit Mariner cranes that offer economical, dependable solutions to most marine handling problems, including offshore oil platforms, drilling vessels, workboats, supply vessels, dredges, and barges, as well as dockside cargo handling. Sales and service of Unit Mariners to the offshore industry are handled by Offshore Crane & Equipment, Inc. of Houston and New Orleans.
Every Unit Mariner crane, hydraulic or mechanical, is designed to meet API standards; several meet or exceed ABS specifications. All are available with diesel or electric prime movers. Load capabilities range from 5 to more than 65 tons—a range to fit the greatest number of jobs — with emphasis on big lifting capacities at long radii.
The model 650-H is the heavyweight of Unit Mariner offshore cranes. It has a lift capacity of more than 65 tons, a reach up to 150 feet, and spooling capacity of more than 1,760 feet. The 40- foot-tall A-frame design provides the capability for larger and exceptionally useful lift capacities at extended boom radii. For positive environmental protection, all structural members are blasted to bare metal, then covered with a three-coat anti-corrosion system.
The hydraulic Unit Mariner 150-H, with trim dimensions, can be mounted where many other cranes could not fit. The separate power package can be placed anywhere up to 50 feet from the crane, and can serve two cranes. The 150-H has a nominal lift capacity of 15 tons, and exceptional capacity at long radii.
For brochures and literature on Unit Mariner cranes, WIJSMULLER Wijsmuller's semi-submersible heavy-lift vessel Super Servant recently crossed the Atlantic with an unusual cargo — a complete floating generating station. After unloading at Baton Rouge, La. on the Mississippi, the plant was towed some 1,600 miles upriver to its final destination, where it will generate electricity for the entire town of Vanceburg, Ky., located on the Ohio River.
Towing the plant across the Atlantic by tug would have been a difficult operation, but the selfpropelled Super Servant is specially designed to load and transport all kinds of heavy and awkward cargo. The vessel can be submerged to a maximum depth of about 19.7 feet over its entire cargo deck to float cargo aboard, while cargo can also be loaded on to its flush deck by the roll-on / roll-off method.
The generating plant was built by A l s t h o m - A t l a n t i q u e , the French electrical engineering and shipbuilding group, at St. Nazaire. The entire loading operation took place in the dock where the plant had been built in eight months, demonstrating the flexibility of the Super Servant class of vessel.
Heavy-lift specialists Wijsmuller, headquartered in Ijmulden, Netherlands, have three semisubmersible vessels in service, with two more on order in Japan. For more information on Wijsmuller's operations,