Heavy lift crockery
As Schwergutgeschirr refers to the cargo gear of a Schwergutschiffes . Various designs have been used over the years.
history
It all started with Belships , a shipping company founded in 1918 by Christen Smith, a former officer in the Norwegian Navy . Shortly after the end of the First World War, Smith received the order to supply 200 heavy tank locomotives for the Belgian State Railways . He had two of his ships, the Belgot and the Belfri , converted into heavy lift ships with two large hatches and powerful heavy lift gear, thus initiating the development of the heavy lift. For many years, conventional heavy lift harnesses, which have been continuously developed, have been the standard.
In 1953, the Bremen shipping company DDG Hansa and the Hamburg Stülcken shipyard set a new standard with the heavy lift ships of the Lichtenfels class . The ships were equipped with the new kind of crockery from the Stülcken shipyard, which developed into the standard in heavy lift shipping over the next three decades.
Since the 1980s, various types of heavy lift cranes have been replacing the loading booms more and more. Nevertheless, a considerable number of crockery is still in use, although, due to the scrapping of the mostly relatively old ships equipped in this way, there are fewer and fewer. The current shipping crisis is currently accelerating this process.
Heavy lift trees
In the beginning, the heavy lift gear was based on normal trees . This system was very labor intensive. When this harness was in full operation, the entire deck crew was usually on duty. Eight crew members were required to operate the winches alone (for the four king geies, two head geies and the hanger and load troughs). Before long voyages at sea, the entire rigging of the heavy lift boom had to be dismantled and moved below deck. Only the tree with the hanger and the Lasttalje remained folded during the trip. As a result, it took 5 to 6 hours to have the dishes ready for loading or seaworthy. The violins also blocked the gangway. The forces acting on the tree were transferred to the hull by means of a ball socket .
Crockery
Since the above-mentioned system was very laborious and time-consuming, they looked for a better one and finally found it at the Stülcken shipyard . At the beginning of the 1950s, in cooperation with DDG Hansa, she developed a new type of heavy-lift crockery, which was continuously developed in the following years and spread worldwide under the name “Stülcken crockery”. Since Hansa has always been a very innovative shipping company that is open to innovations, it was decided in 1953 to equip the second Lichtenfels class with this crockery. The Stülcken crockery was characterized by its ease of use, quick readiness for work, the ability to operate two hatches with one tree by pivoting the tree and the elimination of shrouds and spouts. The new harness was ready for use within a very short time and the V-shaped arrangement of the masts also enabled cargo to be stowed next to the posts. However, folding the tree through was not uncritical because, as with all other operations, the four winch people had to be well coordinated with one another. Otherwise the hoisted load tether could fold away to the side and damage to the load wire or the sheaves could result.
The "crockery" was first operated directly on the winch, whereby it was very important that the load bags (in tandem operations) and the hang bags were run synchronously. In order to guarantee this, counting commands were used: “heave the load one, two, three!” Etc. Later it could be operated with a wired remote control (mostly this was operated by a ship's officer).
Modern heavy lift equipment
Usually mostly consists of tower cranes. There are also mast cranes, which are used in particular for the large cranes, which the Dutch shipping companies in particular rely on. In addition, many older ships are still operating around the world with conventional dishes.
Heavy lift cranes are usually cranes with a load capacity of more than 80 t.
The mast cranes have advantages especially in the offshore area. So you are able to set up winches and compensators in the hold and guide the runner into the crane through a hole in the crane column. This is not possible with tower cranes because their winches are located above the slewing ring in the crane house. The expansion joints and the longer runner are needed for installations that are to be carried out in the water. Usually you can only lower the hook to the top of the tank, then the runner is over.
Tower cranes
Tower cranes are currently being built up to a lifting capacity of 1000 t. The largest heavy lift ships with tower cranes are currently the ships of the Schiffahrtkontor Altes Land (SAL). The two sister ships of the type 183 were built by the JJ Sietas shipyard ( Svenja was delivered in December 2010, Lone in March 2011). These ships have two NMF cranes with a load capacity of 1000 t SWL each (2000 t SWL in tandem).
Mast cranes
Jumbo Shipping and Biglift Shipping rely on mast cranes from Huisman. These cranes differ from tower cranes in that they have a fixed mast around which a slewing ring that supports the jib runs. The largest cranes of this type with a SWL of 1500 t are currently installed on board the K3000 class from Jumbo Shipping .
These cranes are characterized by a low center of gravity (the winches are under the mast) and by the high outrigger. This is illustrated by the following comparison:
Huisman 900 t crane
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NMF 1000 t crane
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Auxiliary strokes
The bigger the cranes, the slower the main lift becomes. The handling speed suffers as a result. To counteract this, a much smaller hub, called an auxiliary hub, is installed at the top of the boom. Its load capacity is between 5 and 60 t, standard is 40 t. This auxiliary lift is significantly faster than the main lift and is used for handling light items of cargo.
Large heavy lift cranes are usually equipped with several auxiliary lifts. Usually a normal 40–60 t auxiliary hoist at the end of the boom for handling light loads. A second, much smaller auxiliary lift is installed as close as possible to the main lift. It only has a lifting capacity of a few tons and is used for handling grommets. The Huisman cranes and the 700 t cranes from NMF also have a trolley that runs along the outside of the boom. It is also used for handling light loads and has the advantage that the boom does not have to be topped up and down with every move.
Normally, auxiliary lifts are installed on cranes from 250 t, in some cases also on cranes with 150 t.
Crane manufacturer
Tower cranes
Mast cranes
literature
- Volker Biere, Wolfgang Förster, Dieter Schoppmeyer: On-board handling systems (= up to date, training on board 27, ZDB -ID 290436-6 ). Social work for seafarers e. V., Hamburg 1983.
- Hans Georg Prager : DDG Hansa. From liner service to special shipping. Koehlers Verlagsgesellschaft, Herford 1976, ISBN 3-7822-0105-1 .
- Hans Georg Prager: Clear fore and aft! Technology and risk of modern seafaring. C. Bertelsmann Verlag, Gütersloh 1967.
Individual evidence
- ↑ Technical data Jumbo Javelin / Fairplayer for offshore. ( Memento of the original from January 31, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF) accessed September 1, 2009 (English)
- ↑ Technical data type 183 (PDF) accessed January 14, 2011 (English)
