September 2010 www.cranestodaymagazine.comThe interviewAndrew
Rooke on the growth of ManitexNorth AmericaUS construction experts
call for long term infrastructure investmentDockside liftingThe
latest in transshipment cranes, and newtechnology from the US
NavyContents3 www.cranestodaymagazine.com | CRANES TODAY September
2010This month05Comment07Job of the monthALE lifts and skids a huge
module inTampico, Mexico09NewsNew Terex truck craneNew
AlteccabDulles airport linkJumbo Javelinat Greater
GabbardAppointmentsCase studyPeopleThe Back Page74 BackpageA
profile of specialist recruiter MPS2541Maestro MarchettiStuart
Anderson remembers LuigiMarchetti, who ran his eponymouscrane
builder for more than 50 yearsNorth America45 Spending for the
futureIn the US, the lifting and constructionindustry is lobbying
for a commitment tomuch-needed long term infrastructureinvestment.
Myra Pinkham reports52 Job mapNicole Robinson reviews recent jobsin
the US and Canada20 London linkAdrian Greeman describes two
keyprojects within the upgrade ofLondons Thameslink rail line25
Docking without a dockWill North looks at some of Liebherrslatest
cranes for transshipment, anda new lifting device developed by
theUS Navy0737People19 The interviewAndrew Rooke talks to Will
Northabout the history of Manitex, and itsplans for the
futureDocksideSpecial transport29 Wind transportKevin Walsh reviews
transportersaimed at the wind energy sector33 Down in the
bayouCOVER Alice Attwood profiles Louisiana-based Berard
Transportation, andexamines the challenges of working insuch
difficult terrain37 Mammoet floats boatsWill North reports on one
of the firstjobs for Mammoets new pontoon,launching a frigate for
Damenshipbuilders33The Manitowoc family of cranesContact your
dealer or visit www.manitowoc.comPremium lifting solutions and
dedicated customer supportManitowoc oers a full range of tough,
reliable, high-capacity cranes to meet the lifting industrys
rigorous demands. All of our cranes backed by Manitowoc Crane Care
are designed for quality and performance, ensuring the highest
value for your money.Editors view | Comment5
www.cranestodaymagazine.com | CRANES TODAY September 2010At times,
it seems as if life is merelyplodding along, that nothing
ischanging, while at other times itshard to keep up with the pace
of change.For many in the lifting industry right now,it is one of
those times when business ismoving frustratingly slowly.
Recentresults from some of the companies wefollow most closely have
shown the first,very tentative signs of a recovery in theindustry.
Looking at the pitiful state of theUS economy though, where as many
asone in ten of the working population areunemployed, by official
measures, it wouldtake a foolish level of optimism to suggestthat
we are on the verge of another boom.In the US, the big political
battle for theconstruction industry is to get a plan forlong term
investment in infrastructure inplace (p45). A big part of that
battle isfinding a way to fund this investment. Thesame is true
across the Atlantic. In the UK,the new coalition government is
looking tocut as much as 25% from governmentspending. One of the
targets for those cutslooks likely to be the new Crossrail linkfrom
Heathrow to the City of London, andthe upgraded Thameslink line
(p20).Its easy to be cynical, to see calls forsustained investment
in infrastructure aspleading for government support for
privatebusiness. The reality is though, that thesecalls are coming
from the people who knowtheir countrys infrastructure
requirementsthe best. Without investment, they knowtheir countrys
economy will continue toflounder. They should be listened to.While
the politicians are slow to move,and crane sales are only
tentatively pickingup, here at Cranes Today, things are movingfast.
Just last month, our then editorRichard Howes introduced our new
reporter,Alice Attwood. Since then, Richard has left,moving on to a
new job for anothermagazine. Ive been given the opportunityto take
on editing Cranes Today, as well asour sister titles, Hoist and
OCH.Its an opportunity I relish. Over the lastfive years, I think
Ive got a pretty goodgrasp of the crane industry. I wouldnt sayI
know everything there is to know (noteven a significant chunk of
what there is toknow), but I have found plenty of expertswho are
always happy to help me. I hopethat will continue, that I will be
able to putforward the industrys concerns, and thatCranes Today
will continue to act as theforum for industry discussion.We have
another new starter thismonth, too. Kevin Walsh is joining us
asfeatures editor. Previously, he has workedon a couple of well
known UK constructiontitles, so some of our readers andinterviewees
will know him already. Ihope you will all give him, and our
newreporter Alice Attwood, the same,fantastic, level of support
youve given mein my time reporting on the liftingindustry.Will
North [email protected] paceof changeFind out
more about our range of products and read daily news at
www.cranestodaymagazine.comSeptember 2010Issue 429EDITORIALEditor
Will NorthTel: +44 (0) 20 8269
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AliceAttwoodTel: +44 (0) 20 8269
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Martin McCarthyTel: +44 (0) 20 8269
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Kate HearnTel: +44 (0) 20 8269
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HeathTel: +44 (0) 20 8269
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GuideRiggingYearbookSINGAPORE2010CranesAsiaMiddleEastCranesThe job
involved the lifting andpositioning of a living quartermodule and
deck at anoffshore yard in Tampico for DragadosOffshores Litoral
project.The lifting and pulling componentsof the job were driven
and controlledby two computers on site. The2,000t, 27.6m high top
module of theliving quarter platform was lifted 25metres using
eight 500t HLS5000units, keeping the module levelthroughout, a job
which took theteam eight hours.The lower deck (1,800t with a
deckheight of 19.1m, with 23.35mmezzanine height) was pulled
usingskid shoes to an area below the uppermodule of the
superstructure. Pullingwas conducted using four 70t SLS700units
across a 68 metre distance, thispart of the job took 5 hours.Later
the top module was loweredby approximately one metre, fittingthe
modules together to create thesuperstructure.A fleet of 300s and
500s Weightorweighing jacks were used at variouspoints of the
project, with 4,000t and20,000t capacities respectively. 7
www.cranestodaymagazine.com | CRANES TODAY September 2010ALE has
completed lift work in Tampico, Mexico,using a hydraulic lift and
skid system and providingweighing services for a total weight of
92,945t.Job of the month | NewsExperience the Progress.Top
capacities in all lifting classesVariable boom systems for diverse
requirementsEfficient application due to optimized transportation
componentsComprehensive comfort and safety featuresWorldwide
customer support by manufacturer LR crawler cranes from
Liebherr.The GroupLiebherr-Werk Ehingen GmbHP.O. Box 1361D-89582
EhingenTel.:(0 73 91) 502-0Fax:(0 73 91)
502-3399www.liebherr.comRoundup | News9 www.cranestodaymagazine.com
| CRANES TODAY September 2010Terex has launched its first
truck-mounted crane with all terrainsuperstructures, the Roadmaster
8000,that demonstrates how modular designand an international
supply chain isallowing the company to offer newproducts from
similar components.Terex product marketing manager,Arndt Jahns,
explains that the crane wasdesigned in response to customerdemands
for an all terrain superstructureon a commercial carrier: We were
theonly manufacturer that could offer ourcustomers an all terrain
superstructurewithin a width of 2.55 m. It offers the bestlifting
capacity in its class.Terexs US plant in Waverly has
builttruck-mounted telescopic cranes for sometime, all with welded
four plate squarebooms. This new crane was designed, atleast in
part, at one of Terexs French plants,Montceau-les-Mines. It is
almost 25%stronger than any of the previous range.The crane is a
product of Terexsinternational network of production plants,with
the firm promising to makeincreasing use of those plants in
future.Jahns says, The superstructure is built inZweibrcken and the
outriggers inMontceau-les-Mines. The first step will beto sell the
crane in Europe, but we couldmanufacture this type of crane
overseas.We can mount the superstructureand outriggers on any
suitable truckcarrier, at one of our own plants, or itcan be
mounted in the customers yard:its a simple task. We prefer to
deliverthe whole cranewe can order carriersfor less if we buy a
lotbut somecustomers may want to mount themon their own carrier.The
new crane was launched atJournes de Levage (JDL, Lifting Days)in
Paris on September 9-10. TheRoadmaster 8000 features a choice of
mainbooms: 59.4m (from the AC100/4L) or 50m(from the AC100/4), for
a respectivemaximum system length of 81.7m or 77m.The manufacturer
is aiming squarelyat the taxi crane market, pointing out thatit is
fully roadable on a five axlecommercial carrier and is useable as
aone-man crane.Jahns says, Its good for customerswho dont, all the
time, need off roadcapability. On residential job sites,where the
ground is prepared, you dontalways need an all terrain. But on
thecapacity side, it is the same as an allterrain crane.It will be
used for more long distancejobs, in emergencies, or when
customersre-hire to other rental companies.Terex launches newtruck
mounted craneAltec has announced the release of a tilt cab
optionfor all riding seat crane models.The option allows the
operator to adjust the angle ofthe cab from 0 to 20 degrees above
horizontal, withhydraulic power.The product aims to ensure
operators will enjoybetter vertical visibility and less neck strain
duringwork applications, such as setting cross arms ontransmission
structures. Additionally, the tilt cab islocated forward of the
centerline of rotation,providing better horizontal visibility when
rotatingthe crane clockwise.This increased visibility and reduced
operatorstrain gives Altec the potential to meet or exceedcustomers
requirements, relative to the boom truckcrane work
applications.Altec tilt cab option now available10News |
RoundupCRANES TODAY | www.cranestodaymagazine.com September 2010The
deal ensures the security of 76 jobsat Sparrows, the
Aberdeen-basedoffshore lifting specialists, while alsocreating a
number of new positions.The contract marks a 40 year
unbrokenrelationship between firms, and will seeSparrows provide
all crane and liftingengineering services on BPs 26 UKoffshore
installations, and 4 onshoreterminals until 2015.The contract
secures 76 jobs atSparrows in the BP core team, on andoffshore, and
is likely to create a further 6-10 jobs at the firm. In 2009,
additionalwork such as maintenance, modifications,and repair work,
resulted in the equivalentof a further 52 full time employees
atSparrows, and the workload for 2010 hasincreased greater
again.The new contract includes: cranemanagement, operation,
maintenance,modification and upgrade, provision ofoffshore riggers,
rigging lofts and riggingequipment, and lifting engineeringsupport
for shutdown.Sparrows executive director, EasternHemisphere,
Richard Wilson, said:Taking together the core team, the
widerengineering work scopes, and the supportteams in HSEQ, HR,
Finance, etc, the BPcontract (which is Sparrows largest in theUK)
provides secure employment for 140-150 Sparrows Aberdeen-based
staff.Winning the new BP contract was animportant measure of
Sparrows ability toadapt to new client needs in the rapidlychanging
world energy market. In no wayis the new contract a simple renewal
ofthe previous deal- it represents new waysof delivering greater
value to BP, whilestill maintaining the highest standards ofsafety
and equipment integrity which arevital for safe offshore lifting
operations.Sparrows chief executive, Doug Sedge,said of the deal:
Sparrows 40 yearpartnership with BP is an example of allthat is
best about what the oil and gasindustry has brought to Aberdeen. As
ourfirst client in 1975, BP gave us theopportunity to form a new
Aberdeencompany. Their contracts have alreadyprovided 35 years
(almost a careerlifetime) of highly skilled and well-paidwork for
100+ of our people locally.The company they helped us to createnow
employs around 1500 peopleworldwide, over 900 of them in
Aberdeenand offshore UK, and is one of Aberdeensbig success stories
on the world energyservices stage.Sparrows and BP in multi-million
pound 5 year dealPaR Systems is to supply the maincranes systems
for the Chernobyl plantin Ukraine.The US-based firm has won
asubcontract to supply the main cranessystem (MCS) to be used
within the NewSafe Confinement (NSC) at theconstruction site, unit
4 of the Chernobylnuclear power plant in Ukraine.PaR Systems are
set to design theMCS, as well as taking responsibility forthe site
supervision of the crane systemerection. The design, fabrication
andtesting will take place at the firmssubsidiary, Ederer, in
Seattle.The MCS, which includes two 55USttrolley hoists, integrates
overhead cranebridges, trolleys, and a remote controland video
monitoring system foroperation in a radioactive area. The
NSCbuilding will house the MCS, allowingthe dismantling and cleanup
of the sitein a controlled environment.The NSC will be an arch
structure,built next to the damaged reactorbuilding, then slid into
position toenvironmentally isolate the unit as futureoperations
continue. The structure is setto confine the plant for 100 years.A
mobile tool platform (MTP) will holda third trolley with a
RoboCranetechnology, licensed to PaR, developedat the US National
Institute of Standardsand Technology (NIST).The MTP will also house
a ModularSuspended Manipulator (MSM), alsodeveloped at NIST. The
MTP is a deviceusing three sets of paired winches tosuspend and
manipulate a platform withsix degrees of freedom:
lateral,longitudinal, vertical, roll, pitch and yaw.PaR will
subjoin a number ofmultifunction tools to the MSM,including: high
power vacuum system,closed-circuit television viewing system,shear,
robotic arm, jackhammer and drill;all of which will be remotely
operated.The NSC at Chernobyl was contractedto French firm, Novarka
consortium,made up of Vinci Construction GrandsProjets S.A.S and
Bouygues TravauxPublics S.A., in 2007.Since 1961, PaR has
specialized in thedesign and supply of remote handlingand automated
systems for highradiation, high temperature, inert gas,and vacuum
operations.The Chernobyl regeneration project isfunded by 29 donor
countries throughthe Chernobyl Shelter Fund.PaR Crane System for
ChernobylRegeneration ProjectThe Dulles Corridor Metrorail Project
onRoute 123 has seen the landscape ofTysons Corner transform.The
Metrorail line and stationconstruction, 26 miles from
Washington,began in August 2009 along the north sideof Route 123
from the Dulles ConnectorRoad to Route 7 in Tysons Corner.A new
bridge will carry Silver Linetrains 30ft above the Capital Beltway
tothe airport. The Beltway will also act as aflyover, reaching up
to 65ft high.Also under construction is an overheadcrane/truss
which will hoist 25USt blocksof concrete, to be suspended from
thecrane. The blocks, which will be heldtogether by tendons, are
being made atnearby Dulles Airport, using specialistmoulds for each
area of the bridge.The custom built cranes are required tobuild the
first 11.5 miles of the rail line,expected to be running by
2013.Construction also is taking place onRoute 123 using piers to
support thewidening of the Beltway for carpool lanes.The bridge has
remained open to 12 lanesof traffic during construction. Thus,
theflyover has been built and installed instages, by laying
concrete slabs betweenthe piers to support the subway tracks.Custom
built cranesfor Dulles MetrorailprojectL'S LIFk N08L000k8Learn aII
ahout erex 0ranes onour kN wehsitewww.terexcranes.comMeeting
customer needs with a fuIIrange of cranes0omhining our diverse
expertise todeIiver customer soIutions0ommitted to deIivering
responsivegIohaI supportLet our team of 0rane SpeciaIistsheIp you
succeed08kkSTruck Mounted Cranes Road Mobile Cranes Crawler Cranes
Rough Terrain Cranes Port Equipment Tower Cranes Specialized
CranesCopyright Terex Corporation 2010Terex is a registered
trademark of Terex Corporation in the United States of America and
many other Countrieswww.cargotec.com
www.hiab.comMD 2006/42/EC places high requirements on stability
supervision and safety. We set out to comply and to nd solutions
that add value. Hence, it is now possible to ndlight and lean
combinations of truck size and stabilizerequipment, combined in a
unique way to give evenbetter capacity in some, critical, working
areas thancranes without the same sophisticated solution. Or,
youcan go for smaller and lighter stabilizer extensions sinceyou
dont have to refrain from crane capacity in positionswhere it is
most needed. This is possible thanks to thenew Variable Stability
Limit function or, simply VSL, aswe call it.Full stability and
optimized capacity all overCargotec improves the efciency of cargo
ows on land and at sea wherever cargo is on the move. Cargotecs
daughterbrands Hiab, Kalmar and MacGregor are recognised leaders in
cargo and load handling solutions around the world.PRoundup |
News13 www.cranestodaymagazine.com | CRANES TODAY September
2010Rotterdam based Jumbo Offshore hascompleted its part of the
GreaterGabbard Offshore Wind Farm(GGOWF) following the installation
of131 transition pieces (TPs).Greater Gabbard, based off the
UKssouth coast, was aided by Jumbos DP2heavy lift vessel Jumbo
Javelin at arecord-breaking installation rate ofmore that one TP
per day.Jumbo Offshore installed 131 TPs,out of 140 in the field.
The project wasthe first time that TPs have beentransported and
installed using a freefloating vessel on dynamic position(DP); the
firm were tasked withtransporting, installing, leveling andgrouting
of the TPs.For each trip, after loading nine 280tTPs in the Port of
Flushing, the JumboJavelin sailed to the offshore location,remained
at DP while overboarding thefirst TP onto the monopile. Each TP
wasbased in the required location, andleveled to its final
position; the spacebetween the TP and monopile (theannulus) was
then filled with grout for apermanent fixture. Once surveyed, theTP
was then handed over to client Fluor.Each TP weighs up to 300t,
with theJumbo Javelin able to transport nine ata time at a transit
speed of 17 knots,thus making it a useful tool for windfarm
installation work.Client Fluor deals in engineering,procurement,
construction,maintenance (EPCM), and projectmanagement
companies.Jumbo completes Greater Gabbard jobEndurance is
everything.EVOLUTION Q8 the high-performance hoisting rope for
harbor cranes and industrial applications impresses with its
exceptionally long service life and high breaking strength. Due to
its innovative outer compaction.EVOLUTION Q8Lasts much
longer!TEUFELBERGERSei l Ges. m. b. H.Bhmer wal dst r ae20, 4600Wel
s, Aust r i aT +437242615- 0, F+437242605- 01 E wi r er ope@t euf
el ber ger. comwww. t euf el ber ger. comEVOLUTION Q8HOISTING ROPE
FOR HARBOR CRANES AND INDUSTRY CRANESBrazilian business boost for
CargotecCargotecs marine crane division,MacGregor, will provide a
suite ofequipment for two offshore supportvessels, owned by Navegao
SoMiguel, set for delivery in 2012, anddue for long-term charter to
Brazilianoil giant Petrobrs.In a bid to expand its presence
inBrazil, Cargotec has recently woncontracts that will see it
supply a setof MacGregor offshore load handlingand rescue handling
equipment fortwo offshore support vessels underconstruction for
Brazilian shippingcompany Navegao So Miguel.The vessels have been
ordered toserve an eight-year charter agreementwith Petrobrs, set
for operation in theCampos Basin in Maca, Rio deJaneiro.14News |
RoundupCRANES TODAY | www.cranestodaymagazine.com September
2010Philadelphia-based AmQuip CraneRental LLC has announced that
FrankBardonaro, Jr. has stepped down aspresident and CEO of the
company.Bardonaro will continue hisrelationship with AmQuip through
anewly-created board position, and willretain his shareholdings in
the firm.Al Bove, who joined AmQuip lastDecember, will succeed
Bardonaro.Bove was COO of General Cranesoperations in the Southwest
andWestern U.S. before joining AmQuip.Yuki Narula, a director of
AmQuip whorepresents the largest shareholders,Altpoint Capital
Partners, said: Wethank Frank for taking us through thistransition
since our acquisition in 2007.Our board is committed to providing
theresources and leadership necessary totake advantage of the
economic upturnover the next several years.Frank Bardonaro said: I
feel goodabout the performance of AmQuip, ourteam, and the leading
position AmQuipcontinues to have in its markets. Thischange will
allow me to move on withmy career and personal goals, knowingthat
Al Bove is on board to continuewith senior leadership at the
company.AmQuip owns and operateshundreds of cranes; from small
6tindustrial machines, to 500t all-terrainand crawler cranes.Self
cited as, the crane people, thefirm was founded by Joe
Wesleythrough deals with other big easternand south eastern US
regional players,before its sale to a team of investors,led by Bard
Capital, in 2007.Frank Bardonaro to stepdown as AmQuip CEOCosalt
appoint Williams in bid for expansionA full line of industrial
mobile cranes, electric battery operated,diesel and
hybrid:capacities from 2 to 90 ton(4,400 - 198,000 lbs)Via
Piacenza, 45 - 29010 Calendasco (PC) ItalyPh + 39 0523 762025 - Fax
+39 0523 760531www.valla.com [email protected] has appointed
Alan Williamsas sales manager (wire ropes) to helpextend business
in the marine andindustrial wire rope market.The role will bear
particular focuson specialist crane and hoistapplications. Williams
brings overtwenty years experience in theindustry, working for a
number oforganisations, including, British Ropesand Certex. While
predominantlyworking in the wire rope sector,Williams has extensive
knowledge offibre ropes and lifting equipment.In early 2010, Cosalt
was named asa UK distributor for BridonInternationals steel rope
products;Williams new role will see himworking in tandem with
Bridon tosupport Cosalts key wire ropeaccounts across the
country.Nick Dennison, Cosalts salesdirector said: Alans
appointmentsignals our commitment to developingthe specialist crane
wire market.With his tremendous experienceand extensive product
knowledgeacross all these areas, Alan can helpus provide customers
with a highlycustomer focused sales and servicepackage.Williams
commented: I am reallylooking forward to raising Cosaltsprofile in
the specialist wire ropemarket and firmly establishing Cosaltas a
Bridon distributor in the UK.Together we can build out marketshare.
I have sold Bridon products formost of my working life so I
knowtheir team and these products verywell. This job is an ideal
opportunityfor me to use my experience andknowledge to the
full.Bridons wire rope products areused extensively in the
operation ofcontainer cranes, tower cranes, mobilecranes, dockside
cranes, etc. Cosaltdistributes Bridons high strengthEndurance
range: DYFORM 34LR,DYFORM 8PI, DYFORM 6 andEndurance 50DB wire rope
products.Cosalt predominantly providessafety equipment for marine,
offshoreand industrial markets in Europe, andsupplies protective
clothing andequipment for the emergencyservices, military,
transport andconstruction industries in the UK.16News |
RoundupCRANES TODAY | www.cranestodaymagazine.com September
2010Port Freeport, Texas, has awardedAvtron Crane Systems a
contract toupgrade a mobile harbour crane,including adding a new
drive system.The project will be undertaken due tothe need for
equipment upgrade: theGottwald mobile harbour crane is
usedcontinuously, therefore, the now datedelectrical components
were due forrenewal, including the DC drives andprogrammable logic
systems.Avtron Crane Systems, based in Ohio,worked in tandem with
port personnel toensure an appropriate solution for PortFreeport
was achieved; a mainrequirement being that the upgrade wouldutilise
equipment available in the US, withservice and support for the
future.The upgrade includes the ADDvantage-32DC drive platform,
which has a proven trackrecord in port crane equipment. Designed
forthe rugged use of a crane, the platform aimsto ensure the port
trouble free operation.Port Freeport may potentially beoperational
at any time, thus constantaccess is required to service
personnel.Therefore, a 24 hour hotline will also beprovided by
Avtron, which will ensurethat a qualified field service engineer
isavailable by phone or on site at all times.The DriveView Plus
diagnostic systemwill also help to support the Gottwaldmobile
harbour crane in an attempt toreduce troubleshooting time. The
systemprovides a graphical tool, helpingtechnicians identify and
resolve problemsquickly. Other features include, real-timeoperating
values, interlock status andelectrical drawings. DriveView
operatesover an Ethernet network forcommunication and data access
with theDC drives and PLC.Avtron Crane Systems awarded upgrade
projectIowa-based Stellar Industries, Inc. haslaunched the 77,800
ft-lb Model 12628telescopic service crane to serve the nichebetween
Stellar models 10,000 lb 10628crane and the 14,000 lb 14528
crane.The Stellar 12628 features the CDT(Crane Dynamics Technology)
controlsystem. The 77,800 ft-lb crane has amaximum all hydraulic
reach of 284 witha 12,000lb lift capacity at 66.The Stellar model
12628 features ahexagonal boom design for reduced flex,increased
strength, variable speed, and amulti-function radio remote control
withthe Stellar CDT system as a standard.The Stellar CDT system
incorporatestwo-way communications and a feedbackfeature,
incorporated into the handheldcontroller. The system
automatically,through visual and sensory signals,indicates to the
operator when the loadbeing transported is increasing. Thesignals
are transmitted from the Stellarhandheld controller using
colour-codedLED lights and varying cyclical vibrations.The system
allows operators whoencounter overload situations to
operatethrough, by increasing crane capacity to118% for a short
time. The 12628 alsoincorporates a refined safety system; if
acapacity monitoring device fails, the craneenters safe mode.
Operation can thencontinue at a reduced speed until the
safetydevice is repaired, replaced, or properworking order is
resumed.Product manager, bodies and cranes, TimDavison, said: The
12628 and its recentupdates fit nicely into our product line-up.We
have a 10,000 lb and 14,000 lb crane thatboth offer market-leading
features, so the12628 fits the growing needs of
manycustomers.Stellar has also designed a newmechanic truck body to
accommodate thisnew 77,800 ft-lb crane: the Stellar TMax2.The body
of the Stellar TMax2, part of thenew TMax series, uses the same
Torsionbox understructure, the Torq-Isolatorcrane compartment and
E-coat primer asstandard. Compartments are up to 60high and 22
deep, with double doorpanel doors and stainless steel hinges
toaccommodate the Stellar CDT Equippedcranes when in boost
mode.Stellar Industries update model to serve nicheThe Crane
Industry Council of Australia(CICA) held its Annual General
Meetingin Perth on 1 September 2010 as part ofthe preliminary day
of the Conference.As part of the AGM, CICA presidentJohn Gillespie
announced the new CICABoard for 2010/11; including three
newdirectors: Cheryl Woodhart of RMBEngineering (elected), Dean
Short of FreoGroup (elected), and Ray Brenton ofThiess (newly
appointed).Alan Marshall, CICAs chiefexecutive officer said of the
new board:It is an exciting time with threefresh directors coming
on board.Cheryl, Dean and Ray are well knownin the industry due to
their expertiseand experience plus their activeinvolvement at their
respective stateassociation committee level already.CICA announces
newboard following Perth AGMUK mini-crane specialist, GGR
Group,invited industry experts to ademonstration of a prototype of
a newbattery powered crane, the URW-295,on Friday 10
September.Hundreds of visitors attended thetwo open days organised
by the firmlast year, which were held in Oldham inthe north of
England, and LongCrendon in the south.As well as the prototype of
the newbattery powered crane, GGR alsopreviewed the latest addition
to itsUnic cranes, the URW-245 mini crane,and its newly established
line of GGRCladding specialist attachments.The URW-295 is a solely
battery-powered crane which is aimed for indoorapplications where
noise and fumes maycause issues. Weighing 2100kg andwith a maximum
boom length 8.65m, thecrane is only 0.6m wide; thereforemaking it
narrow enough to fit through astandard
doorway.THEARTOFHEAVYLIFTIGENGI NEERI NG EXPERTI SE AND A VAST
RANGE OF EQUI PMENTI S THE SOLUTI ON TO YOUR HEAVY LI FTI NG
NEEDSCrawler Crane LR 11350 (capacity up to 1350 ton):Lifting of a
950 ton reactorCrawler Crane LR 1750 / Towerlift System:Lifting of
a 98m, 1,100 ton splitter vesselElevator System - 7,200 ton
Capacity:Lifting a 4,500 ton module on top of a 50m GBSElevator
System:Lifting and skidding of a 2,400 ton drilling rig
towerTECHOLOGYMOVES THE WORLDwww. f agi ol i . comThe interview |
People19 www.cranestodaymagazine.com | CRANES TODAY September
2010Manitex has its roots in the dealsthat made Manitowoc a
globalcrane builder. Rooke explains,In March 2002, Manitowoc
acquiredGrove. As a result, the competitionauthority required them
to divest one oftheir boom truck operations. Manitowocdivested
Manitex in January 2003.Manitex was acquired by a group ofprivate
investors in January 2003 and inJuly 2006, merged with Veri-Tek
Intl,which had interests in testing equipmentdesign and assembly.
Veri-Tek Intlbrought access to the stock exchange;Manitex added
scale to the operation.With Manitex on the stock market,
theinvestors moved to develop the range ofproducts it built. Since
2006, the companyhas acquired Liftking (a forklift
manufacturerbased in Toronto); Noble (lift trucks); Crane&
Machinery Inc. (a Chicago based Terexdealer and parts supplier);
Schaeff (lifttrucks); Loadking (a Terex-owned trailermanufacturer);
Badger Equipment (cranes,excavators, and, newly, rough terrains)
andCVS, an Italian manufacturer of containerhandling equipment.
Rooke says, We weretrying to build a core of lifting
equipmentspecialised businesses.At the same time as building
thecompany, Manitexs board has kept an eyeon the companys
profitability. Rookesays, Our performance on a financialbasis has
been good: weve remainedprofitable and cash generative.Looking
overseasWhile Manitex has worked to build therange of products it
offers, it has alsolooked to expand the geography of its
salesnetwork. Rooke says, If you go back to theroots of Manitex,
all of these businesses(before CVS) were North American
centred.Liftking had sold some products overseas,but generally
Manitex looked to NorthAmerica for products and dealers.I came out
to the US in 2002. I wasworking for the British company GKN, inthe
automotive sector. They wanted meto work for a division headed in
Michigan.Later, I saw an opportunity with Manitex;I came on board
with them in 2006.Russia was the first market we aimedat. The boom
truck market there is twicethe size what it is in North America.
Ourfocus on product development has been toincrease the capacity
and reach of ourboom truck. Weve aimed at demand inthe oil and gas
sector, and Russia has a lotof demand for that type of equipment.In
May 2007, we launched our first50USt boom truck, and sold 140-150
of thosein one year. But, for us, the timing in Russiawas not good.
Wed attended ConExpoRussia, and been the only Americanmanufacturer
of boom trucks there. In late2008 though, the market there began to
go,just as it had around the world.The second area we focussed on
wasthe Middle East. Our dealership in UAEhas been great, one of our
strongestdistributors.One focus of development has been toplace the
crane on international chassis:MAN, Mercedes Benz, and Volvo.
Werenot just entering new markets with ourexisting product, but
becoming aninternational product.Weve strengthened Liftkings focus
oninternational and military distribution andrecently signed a
five-year contract tosupply a US agency that worksinternationally.
Getting the first contract is,in some ways, often the easiest. Its
whenthey sign up for subsequent contracts thatyou feel the product
has been out in thefield, its been well tested, that people likeit.
Theyve got the equipment shipped outto them on schedule, the parts
orders havecome through.CVSs principal product, the reachstacker,
has similar attributes to ourexisting product lines. It brings a
greatbrand and legacy, in a niche market withnot many players. Like
any market, ithas seen declining demand recently, butwe anticipate
higher growth here than inmarkets like general
construction.Globally, CVS is historically strong inEMEA, Asia,
Latin America, but not inNorth America. It will allow us to moveour
products where we havent beenstrong, and to move their products
here.The first thing we have to do is to getCVS operating as it
once was. We have towin back the distributors and end users,and
convince them the product is thereand can be supported.The general
direction of the businessis to focus on specific key uses, both
interms of end use and of product. Wedont have the desire or
capability to beon the same global scale as the bigmanufacturers.
What we do have, is theability to focus on niches in key end
usemarkets.We think Russia will come back, andthe Middle East will
continue to be strong.We will continue to
developinternationally.Weve consistently increased thelifting and
reach capacity of the Manitexcrane product. We launched the
50155early this year, targeted at utility, powerand grid
maintenance. Weve added anew version of the 50USt crane, and
ashorter boom version of the 50155. In theoil and gas sector, we
are looking to theirspecial requirements. This month, werelaunching
our first trailer-mounted crane.We will continue to develop our
coreproduct line, increasing lifting capacityand reach capacity,
ensuring our cranesare up-to-date and meeting end userrequirements.
Boom reachSince being sold by Manitowoc in 2002, Manitex has been
busy buying uplifting companies in new niches, developing its core
crane products, andexpanding its international dealer network. COO
Andrew Rooke talked WillNorth through the history of the company,
and its plans for the future.20Thameslink | Case studyCRANES TODAY
| www.cranestodaymagazine.com September 2010Complex river and rail
deliveries,advanced use of time-saving pre-made factory components,
reductionof disruptive street closures, access todifficult
underground locations andadvanced heavyweight precast
installation,are all aspects of work now underway onthe Thameslink
railway upgrade. Mostwould be impossible or much more laboriousbut
for the versatility and capacity of moderncranes and lifting
mechanisms.Crane lifts, strand jacks and ram pushescome to the fore
particularly for theBlackfriars bridge across the River
Thames,while Farringdon station renovation andextension has relied
on major heavy lifts tohelp deal with its awkward
locationsurrounded by busy streets close to thecentre of Londons
City financial district.Large, up to 800t mobile crane
operationshave been used at both sites.Both stations are undergoing
virtualrebuilds in very congested andcomplicated locations. London
Bridgestation will also be rebuilt eventually,though this busy
commuter interchangeand terminus with its complex viaducts isonly
scheduled to start work later.All three stations are key projects
in theupgrade of the increasingly importantThameslink north-to
south rail link, one ofthe few passing right through London,with
its crossing of the Thames atBlackfriars. Most of the conurbations
otherrail links finish at terminus stations aroundLondon, like
Waterloo or Euston.North of the river the original Victorianline
passed through a short tunnel to link toKings Cross and a route
north to Luton. Thetunnel was closed before the Second WorldWar
however and only finally renovated,electrified and re-opened as a
minorsuburban rail service in the 1980s.To the surprise of then
British Rail, nowNetwork Rail, the new Thameslink servicehas become
more and more popular,largely because it fills a gap in the
LondonUnderground network which has no linesto south-east London
and beyond, andbecause of its route out to Luton airport.So the now
overcrowded link is beingmassively upgraded to take many
moretrains, more through trains and longer onesof up to 12
carriages. 2bn pays for newtrains and 3.5bn for civil engineering,
rail,and signalling upgrading. Most stationswill simply have
lengthened platforms andnew signalling, but the three in thecentral
area will need to deal with verylarge increases in passenger
numbers.Across the riverThe most visible will be
Blackfriarsstation. Currently there are four platformshere, sitting
at the north end of a railbridge over the river. Two are
terminalsfor south-east services and two arethrough lines to
Farringdon and beyond.Below ground is an additional
LondonUnderground tube station for the DistrictLine which runs
along the northsideEmbankment, connecting at right anglesto the
rail lines.A complete demolition of thenondescript station is
underway. It will berebuilt to give the rail and
Undergroundservices a futuristic new common entrancehall and
ticketing facility. Beneath, thetube station is being
simultaneouslyexcavated and completely rebuilt.The main building
will link to a dramaticextension of the four platforms over
theriver. No longer will these simply sit at thenorth end under
canopies, but will becomethe centre point of the station,
stretchingright along the bridges spans enclosedwithin a steel and
glass superstructure.The longitudinal transparent box isdestined to
be a major architecturallandmark close to St Pauls Cathedral.Design
is by main consultant, Jacobs.At the south end a new pavilion
styleentrance building will be added, giving aThe upgrade of
Londons underused Thameslink railway, and construction of a new
line linking the Cityto Heathrow, has provided work for a range of
different lifting equipment. Adrian Greeman reportsLondon
linkAbove: Kobelco crawlers working along Backfriars bridgeAbove,
right: A Weldex Liebherr LTR 1100 set up on a bargeCase study |
Thameslink21 www.cranestodaymagazine.com | CRANES TODAY September
2010direct connection to the river walk on theSouth Bank and the
under-served south side.All this demands major structuralupgrading
work. The river bridge itself, afive-arch masonry pier Victorian
structurehas to be stripped right down to renovateand strengthen
the 57m long wrought ironarches. Piers will be widened
toaccommodate additional new archsections being added alongside to
oldones, to widen the station space above.The job requires two
phases, with trainsrunning on two of the lines throughout andthe
other half of the bridge under 24 hourworking, seven days a week.
The vital livetrain services transfer to the rebuilt sidehalfway
through, this Christmas, to allowthe remainder to be done.On the
construction side the old railtracks, steel deck and support posts,
orspandrels, are ripped out leaving thewrought iron arch rib
sections. Thousandsof old rivets have to be deheaded andpunched out
to allow this to happen.The parallel ribs which make up thewidth of
the bridge, are inspected by thestructural engineers, specialist
bridgeengineer subconsultant Tony Gee &Partners, and steel
plate added where theyare corroded. New steel arch sections
areplaced alongside the old, and new steelspandrels, deck plates
and track built up,with new platforms and roof added last.Key to
all this work are five brand newKobelco 70t mobile cranes, says
LaurenceWhitbourn, Network Rails seniorprogramme manager. There is
one for eachspan, because once work has started thereis no deck on
which to move to the nextpier. The 33.4m boom cranes allow
astrongly river-based logistical organisationfor the work, which
makes economic and,equally importantly, environmental sense.It also
reduces truck deliveries around thesite which has the busy
Blackfriars roadbridge on one side, two busy City roads onthe north
and the embankment on thesouth. Reducing road congestion is oneaim,
pleasing Transport for London and thelocal boroughs, and speeding
delivery forthe site is another, pleasing the contractorBalfour
Beatty and client Network Rail.The units can lift a maximum 21.1t
at7.3m radius, allowing them to move some8,000t of old scrap into
barges for disposaldownstream, while 14,000t of new steel
isdelivered the same way.We have a loading point at ThamesWharf
near Greenwich says Whitbourn.A 120t Hitachi mobile works here
using a30.4m boom. It has a maximum 60tcapacity at 8m, sufficient
for the big ribarch sections fabricated in the Midlandsand
delivered by truck. On site the first ofthese are currently being
lifted intoposition by a 100t barge-mounted LiebherrLTR1100 which
will remain on site for therest of the project.The five Kobelcos
were themselveslifted into position onto the bridge tracklevel by a
135t Kobelco operating with a45.7m boom on the track viaduct to
thesouth of the site. The same crane also liftedin two smaller 25t
Hitachi mobiles with 21mbooms which are used for general
siteduties, lifting up to 7.2t at 4.5m. All thesecranes are on hire
from Balfour BeattyCrane Hire, the obvious choice.Critical for most
of the crane operationsis continuous interaction with the Port
ofLondon Authority, which only allows liftsfrom the water if bridge
spans are closed toriver traffic. During the summer touristboat
season especially this can mean aneed for close liaison to obtain
permissions.The cranes also have to be aware ofthe live railway
alongside, which limitstheir daytime slews. At night however,when
services are stopped between 10pmand 5am, they are able to traverse
a full360 degrees. Weekend possessions alsoallow this. For the
building work at eitherend of the project, there are luffing
jibtower cranes, two on the north side andanother south.Several
special operations haverequired larger cranes too. A 500t mobilewas
hired for two weekends early on tolower 39 special steel guard
sections downa ventilation shaft into the Tube station.The 8t
U-shaped units sit on specialtemporary steel tracks along the
stationplatforms to create a protective hood overthe tracks. The
guard means tube trainscan continue to run through whiledemolition,
piling, excavation and majorconcrete building operations go on
allaround to create a renewed and expandedUnderground station and
its links to theentrance building and ticket concourse.A 500t
mobile was also used during siteclearance above the station when
the oldBlackfriars entrance building was removed.It reached over
the crowded site to removea Vierendeel truss says
Whitbourn.Blackfriars has also seen a significantbridge slide
operation. The stationcomprises several linked bridges
whichcontinue the track beyond the main riverbridge. One small
linking bridge on thenorth side had to be replaced in order toallow
a track changeover halfway throughthe project. The through tracks
are to begiven a slew connection onto the newlyrenovated downstream
half of the bridgethis Christmas, allowing the upstreamside to be
worked on. To do it theconnector bridge needed to fan out fornew
track and so a new wider versionwas built alongside the old one, on
trestle-supported steel slide rails. The concretetrough section was
pushed into positionby hydraulic jacks in the Christmasholiday
period last year.One other major lifting operation isneeded. The
second phase work willwiden the bridge even more, using someold
piers from a second rail bridge which22Thameslink | Case
studyCRANES TODAY | www.cranestodaymagazine.com September 2010used
to run alongside. Its deck wasremoved in the 1980s but the iron
columnsremain, in four rows of three, matchingthe Blackfriars pier
locations. The closestpier from the triplets will be cut back tothe
masonry bases which are to be builtup with concrete. A precast
section willthen link this to the main station bridgeallowing three
more steel rib sections tobe added to widen the spans upstream.For
this operation next year a strandjack is anticipated, lifting the
precast froma barge and again avoiding any disruptionin the streets
above.The edge of the CityThe 250m Farringdon station
renewalmeanwhile, which also began work at theend of 2008, has no
special lifting andfewer onsite cranes but is making muchgreater
use of heavy craneage, workingfrom outside the site.The station
sits in a narrow cutting,originally the Fleet River valley which
wasboxed in and built up by retaining wallsand two level
column-supportedbasements, in the time of Charles
Dickens.Smithfield meat market is close by andnumerous offices,
shops, flats andrestaurants. Roads enclose the site on foursides
including the busy Farringdon road.Four lines run through, two
forThameslink and two for LondonUnderground which peels off towards
theCity on the south side, where there aresmall sidings. An old
rail spur also peeledaway but this is being removed to makespace
for a new second ticket hall and toallow extension of the existing
platforms.The platforms can only be lengthenedsouthwards because of
a steep incline intotunnel for Kings Cross on the north endsays
project manager for Network Rail,Richard Walker.Complicating this
work is the fact thatthe platform level is the basementunderneath
brick arches which support alisted Victorian and Edwardian ticket
hallabove, which cannot be altered. But thefour interlocking arches
have to beremoved and new bridge supports put infor the building,
and for the road runningin front of its entrance at the
modern,built-up, ground level. Complexunderpinning is needed and
there will benew station rooms added too.Further complications
arise because thefuture Crossrail schemes east-west tunnelscross
through the south end of the site.Here there will be a station
below groundwith links to Thameslink and the Tube.Crossrails ticket
hall at the southernend of the station, will extend the
newThameslink hall into a common entranceon a site which has
already been clearedof an old office building. The additionalspace
is free for the moment which helpsThameslink; in return it does
somepreparation for Crossrail.Initial work on the site has
involvedsome major lifting from the small streetsalongside. First
came a new footbridgehalfway along the station which gives it anew
entry and exit route, helpingpassenger flows during construction
andeventually to be a permanent entrancefrom a new side concourse
which is beingadded to the length of the station alongthe small
Turnbull street.For this lift the Costain-Laing ORourkejoint
venture contractor hired an 800tDemag AC2000 via its craneage
supplierSelect Plant Hire/Select Tower Craneswhich in turn uses
Ainscough Cranes forthe big lifters. The machine was usedwith full
outriggers and 160t of ballastwith a 55.5m main boom, which allowed
itto place the parts for the new steelfootbridge at a maximum
radius of 34.8mand maximum load of 38t. A second 100tLTM 1100 was
used for the ballastplacement during the week long operation.We had
to build up a part of thepermanent basement foundations withRMD
Megashors to take the outriggerssays Walker. He adds that the maze
ofVictorian basements and retainingstructures requires that every
heavyequipment movement follows only aftercareful ground
inspection. Otheroutriggers were placed on spreader mats.Meanwhile
a variety of heavy craneshave been used to place plant andmachines
for the basement level work onthe new ticket hall. Some very
largediameter piles are needed here for latermultistorey office
construction and rigs forthese were lowered in using a 500tLiebherr
LTM 1500 which was shortrigged with 105t of ballast. Loadsincluded
a 73t Bauer BG36 piling rig at13.5m, a 44t Liebherr LR1130
crawlercrane lifted at 16m and a CassagrandeB180 60t piling rig
again at 13.5m.A 250t Liebherr LTM 1250 on fulloutriggers and 72.5t
of ballast has also beenused for lifting in a Sumitomo SCX
800crawler crane, a load of 49.4t at 11m radius.Two other major
lifts are planed forlater which will require a 300t crane to liftin
precast concrete elements. There is alsoto be a new platform roof
to be installed inthe main existing station. Prefabricatedsteel
frame sections will be lifted usinganother 500t crane, primarily to
achievethe long reach needed out over the tracks.All these lifts
are done at weekendswhen the busy commuter station
passengerthroughput is much reduced and street andstation closures
are less disruptive.Biggest crane of all will be a 1,600tTerex
CC2800 crawler which will beneeded on site for some five
monthsduring which time it will erect thesuperstructure for the new
ticket hallusing a 54m main jib and a 12m fly jib.On site meanwhile
general liftingduties are being done with a Comedilluffing jib
tower crane, a CT180 with a54m high tower and 35m jib. A
secondCT630 with a 42m tower and a 60m jibwill join it later. Both
are fitted with SMIEelectronic controllers to limit their
jibmovements to prevent overflying of siteboundaries of tracks
during operationalhours, a critical matter in a station
whichremains live throughout the works.Finally of course there will
be somemajor lifting to be done at London Bridge.But that is
another complicated story. Above: At work at
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datasafe powersafe operationsave moneyTransshipment | Dockside25
www.cranestodaymagazine.com | CRANES TODAY September 2010Odessa,
Ukraine, based Transshipspecialises in the transhipment ofcargo and
containers, working froma fleet of floating cranes in the Kerch
Straits,the narrow channel connecting the Sea ofAzov to the Black
Sea. One of its specialtiesis the transfer of grain, coming from
thefertile fields of Ukraine, to seagoing vessels,for delivery
across the Black Sea, out to theMediterranean and beyond.Transship
currently has Liebherr CBG300 high performance bulk handlingcranes
fitted on two barges in the straits,the Atlas-1 and Atlas-4. The
cranes arebuilt to load and unload vessels, all theway up to
capsize.These Liebherr CBG 300 cranes have amaximum lifting
capacity of 25 tonnes ingrab operation with a jib outreach of
30metres. This outreach is extendedthrough an ex-centre arm of 10 m
and 6 mrespectively, making a total outreach of 40m and 36 m. This
means that it is notnecessary to reposition the crane to reachall
holds during unloading, and the cyclecan be reduced by
approximately 20% incomparison to conventional cranes. Thebarges
Atlas-1 and Atlas-4 can transship600,000t800,000t of cargo each
within anavigation period of 200 days. During thepeak season for
grain each cranetranshipped around 200,000t of grain permonth,
limited only by the lack of bargesand not crane turnover.Two
further Liebherr cranes type CBG300 have recently been installed
onTransships new vessel the Alina, whichhas a buffer capacity of
30,000t. Thesetwo cranes also have lifting capacities of25t at 30m
outreach (40m including theex-centre arm).The Liebherr range of CBG
four-ropegrab cranes is designed for high speedand continuous
performance, and all threemotions can be operated simultaneouslyat
full speed. A wide rope field forstabilising the grab ensures safe
operationand cargo handling without the need of anadditional
stabilizing winch. Speciallydesigned heavy duty hoisting
winches,heel trim alarm systems and emergencyoperation functions
make these cranessuitable for operation in heavy sea
statecondition. According to Transship Ltd.,the two barges fitted
with Liebherr FCCCBG floating cranes are conclusivelybetter
adjusted to bad weather conditionsthan other floating
cranes.Precision and safety are of utmostimportance and are
supported byLiebherrs own Litronic crane control andmanagement
system. This system controlsthe simultaneous operation of
cranemotions (luffing, hoisting and slewing), soensuring best
possible performance andprotection for the crane. It also
recordsdata about all individual components, allalarm signals and
failures as well as peakvalues. The lifetime of components canthus
be analysed and plans forpreventative maintenance and spare
partssupply can be established. Relevantvalues such as load
indication/limitation,operation mode, etc. are displayed on theLCD
monitor in the cabin.To complement the support ofLiebherrs
world-wide service network,these FCC CBG cranes are equipped witha
modem for data-transfer enablingremote diagnosis. This allows for
systemchecks as well as fault-finding which cancost-effectively be
carried out without thepresence of a service engineer.Looking to
the futureWhile Liebherr looks to provide one of themost up to date
solutions for regular usersaround the world, the US Navys Office
ofNaval Research (ONR) is looking to thefuture. A new project, the
Large VesselInterface Lift On/Lift Off (LVI Li/Lo)system, has been
developed to handletransshipment in rough seas.The system has been
underdevelopment by the US Office of NavalOften, cargo needs to be
transferred between ships without docking. A recent Liebherr
orderdemonstrates the state of the art; and research by the US Navy
points to the future. Will North reportsDocking without a
dock26Dockside | TransshipmentCRANES TODAY |
www.cranestodaymagazine.com September 2010Research (ONR) and
contractorOceaneering Advanced Technology forthe past six years.
The project wasdeveloped as part of the US Navys SeaBase Concept,
which envisages thecapacity to establish Sea Bases oroffshore
floating ports that would allowthe Navy to ensure logistics flow
betweenships without securing a deep harbour.US ONR programme
manager PaulHess says, "In a lot of recent events, bothmilitary or
humanitarian, weve had a lotof challenges to move supplies
inland,without safe harbours. There is only somuch you can do with
helicopters."The thinking behind the sea baseconcept is to be able
to get in containerships, and then move cargo to smallerships that
are able to go into more austereenvironments."Recent examples of
where this sort oftransshipment has been needed includeHaiti, where
Port-au-Princes harbour wasdestroyed by the earthquake
thatdevastated the country, and Thailand,where the navy flew in
post-tsunamisupplies by helicopter.The cranes built by Liebherr, or
rivalssuch as Gottwald, are perfectly suited totransshipment in
calm waters. TheONRs aim was to develop a system thatcould work in
tougher conditions. Hesssays, We want to work with waves ofup to
2.5m; sea state 3 or sea state 4, innaval architecture terms. The
intent wasto be able to work offshore, where youhave no protected
port or wave breaks.The system could offer a new approachto
container handling, both in ports thatare frequently subject to
poor weatherconditions, and in the offshore sector. TheONRs partner
on the project,Oceaneering, is working oncommercialising the
technology.Hess says, In some ports, they have tostop work during
bad weather. Onoffshore platforms, they have a lot ofreplenishment
needs, and that is severelysea state limited.Hess explains, It
relies on a sensorpackage to understand the relative motionbetween
platforms. There are no taglines, no need for people guiding
thepayload. That input data makes thesystem simple to operate.The
control systems are based on acommercially available MacGregor
crane.The system is adapted to invisibly controlthe extra joints,
allowing the operator towork with a joystick.Its like operating a
marionette puppet.The macro crane is as normal, but themicro crane
adds eight sets of cables andextra joints to control the spreader,
to anaccuracy of less than an inch.A demonstrator version of the
systemwas installed on the SS Flickertail State in2009. Earlier in
2010, the Flickertail Stateperformed tests of the system in the
Gulfof Mexico, safely transferring 128containers from one ship to
another, witha significant wave height of 1m. Thecranes operators
were able to lift andplace unobstructed containers, to
liftcontainers obstructed on multiple sides,and to place containers
into obstructedholes in a container pile.The ONRs specification for
LVI Li/Localls for it to be able to maintain optimalcargo
throughput rates through Sea State4 (when waves can reach from
1.252.5m).It should be able to transfer cargobetween two ships
directly alongside eachother at zero forward speed or underwayat
slow speed in the open ocean. Motionsensing and compensation for
the shipsand/or the cranes should allow safe andefficient transfer
of cargo.Oceaneering said its OTECH divisionseffort had
concentrated on the science andtechnologies required for a crane to
movelarge containers between ships while theyare underway. The
control system wasproven through the use of a 1/20th scaleversion
of the crane that included allelectrical sensor hardware
interfaces,including motion sensors. The Large-Scale Demonstrator
reaches 85ft and canlift a 20,000 lb container in Sea State 4,and
40,000lb in Sea State 3. Sector report | Special transport29
www.cranestodaymagazine.com | CRANES TODAY September 2010As the
2020 deadline for a fifth ofEuropes power generation to beachieved
by renewable meanslooms ever closer, wind turbinemanufacturers are
striving to provide evenmore powerful units.With the release of
manufacturerVestas V112 wind turbine model for onand off-shore wind
farms, new transportoptions have had to be designed toaccommodate
the particularspecifications of this latest addition to theVestas
range.Capable of producing up to 3MW ofpower, and boasting the
highest level ofelectricity generation in the 3MW class ofwind
turbines, demand for the V112 hasalready seen 140 turbines sold to
theMacarthur Wind Farm Project inMelbourne the day after they
becamecommercially available.However with such advancementscome new
challenges, for instance, howdo you transport 54.6m long rotor
bladeswhen the standard length catered for priorto the V112 was
just 45m?Rotor bladesTransport trailer manufacturers, all ofwhom
have been working feverishly toprovide vehicle movement options
forthese abnormal loads, have been preparingfor the release of the
V112 wind turbine.Danish trailer builder Goldhofer hasbeen working
with Vestas to develop aflatbed semi-trailer to manoeuvre theV112s
extra-large rotor blades aroundTurbinetransportRapid advancement in
windturbine specs means transportoptions must ring the
changes.Kevin Walsh reportsTop: A TII group nacelle
transporterAbove: Nootebooms Super Wing Carrier30Special transport
| Sector reportCRANES TODAY | www.cranestodaymagazine.com September
2010Europes road networks with the minimumof fuss.The SPZ-P 3AAA
semi-trailers design,approved by Vestas, has been developed
tohandle loads of up to 13t on the vehiclesspine while
accommodating a rotor bladelength of anything up to 62 metres.The
trailer, which has a grosscombination length (GCL) of just 24m
oncethe triple telescopic spine is retracted,provides the ability
to retract the vehicleunder load using sliding sleds. In tandemwith
a steering angle of 60 this is intendedto make the negotiation of
roundaboutsand other obstacles less troublesome.For the elimination
of instability overuneven terrain, the SPZ-P 3AAA also haspendular
axles.Not to be outdone, Nooteboom Trailershave developed the
TELE-PX Super WingCarrier in conjunction with
specialisttransporters Ter Linden. Their approach tomanoeuvrability
has taken a slightlydifferent tack with the Super Wing Carrier.The
three axles at the rear of thecarrier can be moved
longitudinallyunderneath the length of the load floor,allowing the
wheelbase to be extended orshortened by up to 7m.With a slight
increase of 70cm in thecarriers height achievable via the
wheelmechanisms and the gooseneck, the SuperWing Carrier allows a
good degree oflatitude when deciding how to attackdifficult legs of
a journey.However Ter Linden claim thattransporting large rotor
blades would stillbe almost impossible without the SuperWing
Carriers featured pendle steering.In an attempt to provide good
closecontrol when manoeuvring, instead ofeach wheel pair steering
around a point inthe middle of the axle as is typical withturntable
steering, using pendle steeringeach wheel is individually steered
arounda point above the wheel.Tight site access routes can often be
anissue with abnormal loads, so to addanother tool to the hauliers
arsenal TIIGroups Scheuerle arm has developed theBlade Adaptor, to
provide an unusualdegree of manoeuvrability.Intended for use with
the InterCombiSP, the Scheuerle Blade Adaptor permitslifting and
turning of the rotor blade beingtransported to avoid various
obstacles suchas low walls or trees. The blade can betipped upwards
to an angle of 23 as wellas being able to rotate on its
longitudinalaxis to cater for strong wind conditions.Scheuerle
claim that this is an idealsolution for the last leg of
arduousjourneys with difficult site access.Tower sections &
nacellesWhere the length of the V112 rotorblades provides a
challenge in terms ofdimensions, weighing in at well over 100tthe
sheer mass the V112 nacelle doesprovide food for thought.For
instance, with the drive train aloneweighing in at a substantial
60t, Goldhoferhas chosen the simplest route andprovided a separate
transport option forthe drive train, thereby reducing the
unitsgross combination weight.This allows the generator to
betransported via a seven or eight axle semi-trailer or a drop deck
vehicle (using theGoldhofer pallet transport system).While
Nooteboom also opt for a similarsolution, TII Groups approach takes
thebull by the horns with the Nicolastelescopic tower
adapter.Exhibiting an impressive lift capacity of120t, ample for
most tower sections (andeven the V112 nacelle with the drive
shaftstill incorporated), the versatile Nicolasadapter can be
fitted with special clampsfor lifting nacelles in addition to
towersections. The adapter can be fitted toplatform trailers
manufactured by the TIIGroup companies Scheuerle and Kamag.Although
incapable of lifting the V112smammoth nacelle, Goldhofers
Futtog(roughly translated as Roadtrain) can stillprovide much
needed versatility duringtransport, and even allow tower sectionsto
navigate hairpin bends en route.Consisting of a two to four axle
jeepdolly at the front and a five to seven axlesteering dolly at
the rear, both attachedby a free-turning device to RA 3-100tower
adaptors.Combined, the tower adaptors cansupport a load up to 100t
and can lift orlower this load by 3m to avoid obstacles.This makes
the use of cranes for initialloading of the vehicle redundant.
Andthanks to the free-turning bogies, the loadcan be manoeuvred
into 80 anglesallowing the vehicle to take hairpin bendswhile
loaded.Nootebooms Mega WindmillTransporter offers a similar level
ofadaptability to differing road scenarios.Despite it only being
capable of raisingloads 1.5m, as opposed to the Futtogs 3m,the
addition of remote control for the liftadaptors does add some very
usefulfunctionality.Just one month on from commercialavailability
of Vestas V112 wind turbine,and trailer manufacturers are
alreadygetting to grips with the practicalities ofmoving these
demanding specialisedcomponents.So with increasingly
rapidadvancement in the capabilities andspecifications of modern
wind farmspromised over the next few years, themain players will
need to build on thesuccess of their responses so far. Above: A TII
group tower section teansporterSimply excellent cranes32Special
Transport | ProleCRANES TODAY | www.cranestodaymagazine.com
September 2010Berard is a family business: it has itsroots in a
deal made by sugar canefarmer Roy Berard Sr in 1945, whowas paid
$50 to move a friends house,using a tractor and homemade
trailer.Today, the company is still owned by theBerard family. Roy
Srs sons Johnny andRandy are president and vice
president,respectively. Randys son, Brett, is a civilengineer in
the operations division, andJohnnys son, Braedon, is
operationsBetween storms and swamps, Louisianas Berard
Transportation have their work cut out for them.As operations
manager Braedon Berard tells Will North and Alice Attwood, theyve
been building areputation for reliable engineering expertise since
1945.Down on the bayouBelow: Loading out a module, ready to be
shipped to AlaskaProle | Special transport33
www.cranestodaymagazine.com | CRANES TODAY September 2010manager
and head of engineering.One can imagine an ideal landscape fora
special transport company to be lookingfor work in: developed
enough to havemiles of convenient roads, but distantenough to be
free of obstacles, with asteady, pleasant, climate.
Lousiana,unfortunately, is not like that. 450,000cubic feet of
water per second flows fromthe Mississippi River at Baton
Rouge,soaking the surrounding ground, thusreducing its ability to
take the thousandsof ton weights of ship components and oiland gas
modules that Berards clients payit to move. Once Berard does have a
jobset up, its equipment and its clients loadsare, for months at a
time, at the mercy ofthe sort of hurricanes that so
recentlydevastated New Orleans and ravaged theGulf of Mexico oil
industry.It is hard to imagine how one couldargue that starting a
special transportcompany in a place like this is a good idea.But,
with strong demand from the oil andgas and shipping industry, and
threegenerations of hard work, the Berardfamilylike so many others
in the GulfCoast lifting and transport sectorhas builta thriving
business. Today, the companyworks across the USA, and is looking
tonew business in Trinidad and Mexico.The secret, Braedon Berard
says, isbuilding a relationship with customers:Theyre looking for a
company they cantrust, that can deliver on time, and canhandle
everything they throw at us at anygiven time. They feel comfortable
with usbecause we have the latest state of the artequipment, and we
can get our projectsdone on time.Our equipment and expertise
causesno worries for customers. We take pridein equipment
maintenance, getting the jobdone on time, and most importantly
doingthe job safely.Those relationships are built onengineering
excellence. We focus onheavy transport, Berard says, offshoreand
shipyards are the biggest source ofdemand. We also operate in the
petro andchemical industries. Around 85% of ourprojects use
SPMTs.Customers want our engineeringexpertise: the jobs that are
too heavy forothers, we want as we are the specialists.A good
example of the sort of job wedo for shipbuilders, is a recent barge
jobwe worked on. The customer wanted tobuild the barge in shop, so
they couldkeep the price and schedule down, but theshop was too
small. They built modulesone at a time. Each was 30ftx74ft,
andweighed 300USt. We took them out,placed them on supports, and
helped to fitthem together. Fitting them was achallenge, as space
in the yard waslimited. But with our equipmentcapabilities we were
able to make turns inreally tight spaces to get the job done.The
assembled barge weighed 1200USt.We then transported it to the
drydock andplaced it on stands. We can take vesselsto customers own
yards, or, we can offer aturnkey service, sourcing a yard for
them.There are many ways to move.Last week a customer wanted a
shipto be made longer. We offered a turnkeyservice. Berard
offloaded the barge,and the customer cut the ship in half.We moved
the stern out, so they couldbring in the new mid-section,
andUtility and process module loadoutA 4000USt utility module and
3500USt process module requiredtransport to Alaska; Berard was
hired to transport and loadout eachmodue on to two 400x105x25 heavy
deck barges. The equipmentused includes 40 lines of Goldhofer
PST-SLEs and 72 lines of KamagSPMTs. Modules were lifted by the
hydraulic capabilities of thetransporters; each with 23-27in of
hydraulic stroke. Two operatorswere required to complete the job,
of which a particular challengewas manoeuvring the modules in very
tight spaces.34Special Transport | ProleCRANES TODAY |
www.cranestodaymagazine.com September 2010Prole | Special
transport35 www.cranestodaymagazine.com | CRANES TODAY September
2010then we moved the modules back andattached them.With hurricane
season upon usweather can play a big role. On a recentproject in
Lafitte, Louisiana, weencountered an episode of bad weather.While
on the job, news came in of ahurricane that could possibly be
headingour way. With $20m of equipment at thejob site, we had to
decide whether to take ashot at it.We called a 07:00 emergency
meeting.I was receiving hourly updates on theweather and closely
monitoring the path ofthe hurricane. If it was due to hit, the
jobwould have to be postponed. It is achallenging and gut wrenching
time duringhurricane season.Back in 2005, hurricanes Katrina
andRita taught us some very expensivelessons. The storms brought
massiveflooding to our area. We had neverencountered that sort of
flooding before.On one job, during Rita, we were able toget our
crew out in time, but had to leavethe equipment at the customers
yard.When we returned after the storm, ourequipment was under 8ft
of water.South Louisiana is marshland.Marshland as you know equals
softground conditions. When dealing withSPMTs which have wheel sets
that canturn a total of 270, operating on theseground conditions
can be tricky. Whenyoure on soft ground, that turning willcause you
to dig into the ground, and getstuck. To compensate, we travel
withseveral sheets of steel plate, ready to belaid out where the
conditions may not beadequate. The SPMTs spread the loadwell, so we
only need to use plate that is3/8in thick and are approximately 6 x
20.At Berard, we are faced withchallenges on a daily basis, but
with theskill and knowledge of our engineers andkey personnel we
can overcome any task athand. We are a 3rd generation familyowned
and operated business. Thefundamentals of safe and effective
movingand rigging procedures have been passeddown from generation
to generation. Berardhas the equipment together with the skillset
and over 65 years of experience tohandle your projects on time and
with asafety attitude that makes us an industryleader in the field
of heavy transport. Above and left: Loading out a liftboat3200USt
liftboatBerard was hired for a turnkey project to get a cutomers
lifeboat in the water. The 195x145liftboat was transported using a
heavy deck barge (260x72x16), tugs, ballasting
equipment,engineering, SPMTs, steel plate, labour personnel and
followed months of planning. Berardused 60 lines of PST-SLE
Goldhofers and 32 lines of PST-ESE Goldhofers to transport the
load.The liftboat was lowered on to the SPMTs then, using
hydraulics, the load was held steadyuntil the water covered the
legs of the liftboat, the barge pulled out and the liftboat
loweredinto the water to be towed. The job presented a number of
challenges for Berard: the poorground conditions resulted in 112
sheets of steel plates being shuffled by 3 forklifts for
around100ft. Perhaps the biggest challenge for the job was the time
frame: the US Coast Guard onlyawarded a 12 hour permit; despite
this, the job was completed, safely, smoothly and even
early.REBUILDYOUR THINKINGMARCH 2226LAS VEGAS, USARegister now for
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www.cranestodaymagazine.com | CRANES TODAY September 2010The
Schelde is a seagoing pontoon,capable of being used for rollon/roll
off (Ro/Ro) and conventionaltransport, and as a tool for launching
largeships. It measures 85m x 22m. It is 5mhigh, with an unloaded
draft of 950mm. Itcan carry a load of 80t per sq m along thecentre
line of the pontoon, and 15t per sqm over the rest of the vessel
surface. It isfitted with four spud poles, eachmeasuring 26.9m.One
of the first jobs for the new pontoonwas the launch of new frigate
at Damenshipyard in Sloehaven, in the south of theNetherlands. The
launch was the firstcarried out this way for both Mammoet andDamen.
The job started during the nightat high-tide on Monday 12 July,
when theSchelde was positioned over DamensRo/Ro quay. As the tide
went down, theSchelde settled on the dry part of the quay.The
frigate was placed on 104 axlelines of SPMTs and rolled onto the
deck ofthe Schelde. On Tuesday afternoon, theSchelde carried the
frigate from the Ro/Roquay to Sloehavens Jetty E, where it
metMammoet floats boatsMammoet has purchased a new multi-purpose
pontoon, theSchelde, and put it to work on two boat load outs.The
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www.cranestodaymagazine.com | CRANES TODAY September 2010a range of
equipment that Mammoet hadprepared ready to float the frigate.
Thisincluded the Purmer and Weiringerpontoons, each of which was
fitted with awinch frame. There were also two winchframes on the
quay, both fitted with 12ballast boxes as counterweight.
Theoperation was commanded from a centralcontainer, using two
laptops.As high winds came in on 15 July,the decision was taken to
delay theoperation. The next day, the frigate waslaunched as
planned. Right: The frigate on its way to Jetty E;Below: Floating
the frigatePeople | Prole41 www.cranestodaymagazine.com | CRANES
TODAY September 2010It was with deep regret that I heardthe news of
the death of LuigiMarchetti, who passed away after abrief illness
on February 6th. Born on July20th 1927, he had served the
cranecompany and industry that he loved forfifty years. Last year I
had the immenseprivilege of interviewing Marchetti as helooked back
over his career.In 2009, Marchettis business celebratedits 50th
birthday. Over those years, morethan 150 crane builders have come,
andoften gone, in Europe, and at least half ofthose in Italy.
Throughout, Luigi Marchettimanaged his business, taking
day-to-dayresponsibility for its operations.Marchetti was an
Italian entrepreneurand artisan engineer in the classicaltradition.
Even at 82-years young, Luigistill drove his car to work everyday
tocontrol his crane making and numerousother business activities.
And on mostSaturdays he could be found walking thefloors of the
factory checking productquality, activity and the tidiness of the
plant.Very much in the Italian tradition,Marchettis business
activities remainlocated in the family hometown ofPiacenza, one of
Northern Italys mostheavily industrialised towns. It was herein
1956 that Luigi Marchetti with hisbrothers established a small
carpentrybusiness. The energetic Luigi was alreadylooking for fresh
opportunities and it didnttake long for him to branch out on his
own,fabricating iron reinforcements for bridges,tunnels and
electricity generating powerplants. Through this venture he soon
hadhis first encounter with mobile cranes,which he needed to rent
to lift and handlehis heavier fabrications.After paying for just a
few days cranerental, the young Luigi Marchettirecognised a
business with much greaterappeal to him than simple metal
fabricating.One day after observing a small and verybasic mobile
crane being used by a localfood processing company, he
approachedthe owner and purchased it on the spot.The crane was in
fact a short jib and frontwinch mounted on a modified US
Armywar-surplus Jeep. The Jeep and its cranewere not in the best
working condition sowith the help of an associate withconnections
in Germany, Luigi Marchettipurchased the components necessary
tobring the machine up to proper workingorder. Demand in and around
Piacenza forLuigis crane quickly developed to theextent that he
decided to build moremachines and through a business associatefrom
Rome, he purchased four more USwar-surplus Jeeps and set about
convertingthem into small mobile cranes.Marchetti was not alone in
Italy orindeed in Europe during the 1940s and1950s converting
war-surplus vehicles asthe base for rudimentary mobile cranes.Most
of these, like Luigis first efforts,employed two-axle trucks which
whenmodified for lifting duties tended to bogdown and get stuck.
So, with theassistance of three technicians from thecarpentry
business, Luigi Marchetti setabout modifying his crane, adding a
thirdaxle and wider tyres to improve bothflotation and stability.
This became theMarchetti MG 3, a lattice boom truckcrane of 3t
capacity.Marchetti established his business onsolid commercial
grounds. Im proud tosay that whatever problems came my way,I always
solved them personally. Thecompany had no mortgages or debts.What
we had, we owned. I never neededto go to the banks to ask for
money. Fromthe very beginning I was independent andfinancially
healthy.By 1960 Marchettis crane business hadprogressed
significantly. That year sawthe introduction of the 6t capacity
MG6T3AM, a truck crane mounted on apurpose-designed carrier
available with achoice of lattice and hydraulic telescopicbooms and
offering outriggers as well aspick-and-carry capacities. Building
on hisearly experience, Marchetti placed heavyemphasis upon
off-highway travelcapabilities with 6x6-wheel drive standardon his
new crane.By 1963 a larger 8t capacity version wasadded and soon
afterwards this wasfollowed by the 16t capacity MG 16T 3AM.To
broaden the international appeal as wellas improving performance
and serviceability,the new 16-tonner was powered by a Forddiesel
engine and had US hoist reductiongearboxes. In 1970 the 20t
capacity MG 77TEL fully hydraulic telescopic boom truckcrane joined
the family.From the beginning it was Marchettihimself who handled
sales. He travelledthe length and breadth of Italy to findcustomers
as well as agents. When hetravelled on component purchasing trips
toGermany, hed use the opportunity to findlocal distributors.
Marchettis willingnessand ability to develop innovative
vehicleconcepts also opened new doors.One particularly memorable
sale was tothe leading Spanish internationalcontractor Dragados.
Marchetti wasinvited by Dragados to consider theirrequirement for
twenty front-dischargeconcrete delivery trucks, which wereneeded
for a hydroelectric scheme inLuigi Marchetti, a leading figure in
the Italian crane industry, ran hiseponymous company for 50 years.
Stuart Anderson had achance to speak with him, and review his
illustrious career, beforehis death this February.Maestro
MarchettiAbove: Luigi Marchetti42Prole | PeopleCRANES TODAY |
www.cranestodaymagazine.com September 2010Turkey. The mountainous
job siteinvolved very narrow tracks with no spaceavailable for the
large diameter steeringcircles needed by conventional trucks.
Tosolve the problem Marchetti proposed anentirely new 4x4
wheel-steer truck withwheels that had extraordinarily sharpsteering
angles of 90-degrees axles -allowing them to quite literally turn
on thespot. The idea won the contract and thetrucks proved so
successful in Turkey thatDragados French consortium partnerordered
a further twenty of them for useon a major hydroelectric project
inArgentina. Remarkably, the French placedthe order before there
had been anydiscussion on price and the blank orderdocument was
completed by Marchetti!Soon afterwards, product developmentflowed
through to Marchettis crane linewhere crab steer was introduced as
anoption on his 4x4 wheel drive truckcranes. However, despite this
example ofdiversification, from the early days of hisbusiness,
Marchetti was fully focused onthe crane business. From the
beginningwe offered a line of standard cranes, notmachines designed
to customer order.As Marchettis reputation grew and thecompanys
network of sales agents anddistributors broadened, customers
stillwanted to do business directly with LuigiMarchetti. A
favourite customer was SnrCampari, a contractor based in Milan
whospecialised in the transport and erection ofpre-fabricated
concrete buildings.Campari became a lover of our cranesand wanted
to be the first customer forour new models, he told me. Even if
wesimply mentioned an idea for a new crane,Campari wanted to be the
first buyer. Mylocal agent would visit Campari and try toget him to
give him the order but Campariwould say Thank you for your visit
but Iwant to close the deal with Snr Marchetti.The agent would try
to explain how thecrane worked, etc to Snr Campari but hedreply,
dont worry we know that betterthan you do. Please call Snr
Marchetti,smiled Luigi Marchetti.Unfortunately the relationship
ended intragic circumstances, with Camparisfamily the victims of
mafia extortion. Thematter was resolved, but, Marchetti says,The
experience shattered him andchanged his life. Soon afterwards he
gaveup the business but thankfully lived onuntil about ten years
ago when he passedaway peacefully.When asked what problems he
hasencountered during his long career, LuigiMarchetti is sanguine
and philosophical.There have been no problems to speak of,he
shrugs. I had my own job. The firstcrane I built was for my own
use. Mybusiness and my cranes had a goodreputation. I never worried
about anythingbecause I had no debts and ownedeverything. Even the
economic crisis of the1980s was not a big problem. When
othermanufacturers were laying people off oreven closing down, I
kept all of myemployees and built 40 cranes for stock. Atthe start
of the crisis the typical marketprice had was Lira 80 million but
afterwardsI was able to sell them at Lira 120 million!Luigi
Marchetti remained as close to theproduct as he has always been.
Myfavourite crane was the MG 364, a 32tcapacity telescopic truck
crane that weintroduced in 1978. That year we becamean SpA and
moved into our new factory inVia Caorsana. The MG 364 became
afabulous best seller for us and when weeventually discontinued it,
many customerswere disappointed. So as we began to sellnew models
wed look for old MG 364s wecould take as trade-ins to sell them to
fansof the older model. Two years later weproduced our first rough
terrain crane, the30t capacity MG 244 TEL, as well as our firstall
terrain, the 28/30t capacity MG 344 TEL,which was also the first AT
made in Italy.Another one of my favourite cranes was thefive-axle
100t MG 195 with large single tyresall round that we introduced in
1983. It wasthe first 100t truck crane built in Italy andtoday
would have been called an all terrain.So, looking back, what gave
LuigiMarchetti the most satisfaction? Mostimportant of all is the
legacy, theachievements over these 50-years, therespect that the
name Marchetti has withcrane users not only in Italy and Europebut
in more than seventy countries aroundthe world. The fact that
customers placerepeat orders for Marchetti cranes andtrust us to
satisfy their needs. That it veryimportant and really makes me
happy.But on a personal level what I haveenjoyed the most is that
its my businessand I dont have any partners. Above: A 70t Marchetti
AT arrives inTanzania; Right: The brochure for one ofthe first
cranes designed by LuigiMarchetti, the 3AMEUROPEANHEADQUARTERSPARTS
SUPPLY WORLDWIDE B.V.STEENOVENWEG 2 A3417 XR MONTFOORTTHE
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BRANDSTEREX-DEMAGLIEBHERRMANITOWOC-GROVETADANO FAUNCHINESE
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