Demonstration of a transformer installation operation from an ALE girder frame trailer to service position.
This is what you do not want to happen. Lousy support beams that are not Certified and checked.
Pfedelbach/Haugesund, May 2013
SCHEUERLE Self Propelled Modular Transporters (SPMTs) set standards worldwide. The southern German companies vehicles are continually involved in outstanding transports, made possible by outstanding people operating premium equipment. Mammoet Europe, one of the TII Group´s biggest customers, has transported more than ten loads of 10,000 tonnes in the first half of 2013.
10,000 tonnes of mounted structure – for anyone involved in construction, as well as those who are not, can easily imagine that delays in transportation or damage to the freight cannot be tolerated under any circumstances.
Thus, Mammoet Norway has been relying on SCHEUERLE SPMTs for a long time when it comes to ultra heavy transportation. In this case, the freight is part of a precisely orchestrated project, the Statoils “Gudrun” platform which is a fixed processing platform supported by a 7,400 t steel jacket. Aibel Haugesund, one of Mammoet Norway´s customers, is due to deliver the completed deck from its yard in Haugesund in July 2013 – a schedule calling for precise planning and reliable partners.
Aibel made an important step towards achieving this goal, supported by Mammoet and Scheuerle SPMTs. Here, 432 axles, each with a load of up to 48 tonnes, were employed. Operating with SCHEUERLE modular transporters in combination with electronic control technology developed by SCHEUERLE allows absolutely precise positioning of heavy loads. The individual modular transporters can be coupled as desired, mechanically or in an open compound within an area of 1,000 m x 1,000 m. The SCHEUERLE control technology ensures synchronous steering of all transporter units integrated in the compound. The electronic multi-mode steering makes the modular transporter very flexible and maneuverable.
Below a series of pictures of the participants which came from: Australia, Germany, Uruguay, Brazil, Chili, The Netherlands, Belgium, The UK, Japan, Spain, Bulgaria, France, Denmark, Italy and some Testimonials:
- This Seminar is very interested for me (especially for Transport with Hydraulic Trailers & Load-outs). I will recommend my colleagues to attend this one!!
- More Sea Transport & Lashing!!
- Great experience. Good lesson is: learn from mistakes: people usually want to forget!
- Fantastic Workshop! This presentation was excellent, perhaps 3 day Workshop would be better to allow to absorb the information
The next two Day Masterclass/Seminar “Heavy Transport & Lifting” is scheduled on the 4+5th of September 2013 in Sao Paulo, Brazil. Click here to register.
They have successfully achieved many milestones in this regard including the transportation of ”Stator” with the help of a girder bridge, side joining involving the use of 522 tires in side by side trailer combination.
A recent development in the field of transportation of Over Dimensional Cargo (ODC) is shown in above video clip. They have recently successfully designed, developed,
The unit is 8.2 meters in diameter being transported over 500 kms through many obstacles like power lines, foot over bridges, flyovers etc. The GA drawing of the same is shown below:
The Module Carriers will be available end of 2014 / beginning of 2015.
BigRoll will build two Module Carriers, designed with a focus on short loading and discharging times, high service speed and low accelerations. The vessels will have DP2 and Finnish Swedish 1A ice class notations. The overall length of the MC-Class is 169 m, beam is 42 m, providing the vessels with a deck space of 42 by 125 m. Maximum deadweight of the MC-Class is 22,500 mt. To offer deck space as large and flexible as possible the main decks are completely free of manholes, air heads etc.
Loading and discharging can be done over vessels’ stern or side by ro-ro or skidding. To minimize loading and discharging time the ballast capacity of the vessel is 12,000 m3/hr. The Module Carriers are not semi-submersible.
The combination of expertise of BigLift and RollDock, who share the same core values in QHSE and reliability of service and who have over 50 years of combined experience behind them, will give BigRoll a head start as a first class solution provider in the modular cargo market. BigRoll will concentrate on the offshore and onshore oil and gas and renewables markets, power generation, container cranes and shipyard industries. The vessels’ high ice class notation will make them ideal to operate in the Arctic regions and the DP2 notation will enable direct offshore delivery of modules.
(FSP 101 / FSP 102)
|Length o.a. 60.00 meters|
|Length b.p. 57.60 meters|
|Breadth 40.00 meters|
|Deck Space (L X B) 60.00 x 40.00 meters|
|Depth 6.00 meters|
|Draft submerged at FPP / APP N/A|
|Maximum Draft 5.00 (sailing) meters|
|Water depth above main deck FPP / APP N/A|
|Deadweight 5,000 metric tons|
The cranes, built and delivered by Shanghai Zhenhua Heavy Industries Company (ZPMC) in China, were unloaded on Thursday 25 April 2013.
For the unloading process the cranes were fitted with bogies and a series of ramps and rails were welded and fastened into place between the ship and the port side; this was to form a bridge and route for the cranes to travel on.
The cranes were then moved using a winching system from the ship to the port. The unloading process took more than 45 minutes per crane.
ESTA (the European Association of Abnormal Road Transport and Mobile Cranes) held its annual awards evening at the Westin Grand Hotel in Munich during the Bauma 2013 construction equipment exhibition.
Winners of the 11 awards were announced by Alexandre Vernazza and James King. Vernazza is son of the late Christian-Jacques Vernazza, ESTA president, who died in March.
King is managing director at KHL Group, organiser of the event and publisher of International Cranes and Specialized Transport magazine.
What is often overlooked is the instrumental role that breakbulk-shipping played in this global revolution, carrying out-of-gauge, heavy and project cargoes to the new production centres in Asia. It has also provided operators of an ever- increasing number of far flung offshore oil and gas fields with the means to extract the liquid and gaseous gold to fuel the new factories.
What is Breakbulk
Breakbulk is a broad term used to describe any cargo that does not fit into the standardized form of the rectangular box. Whilst there are striking examples of remarkable heavy load and semi-submersible vessels that carry incredibly vast and heavy cargoes, this segment actually represents a smaller portion of breakbulk cargo operations. Think of industrial components, plant, machinery, cranes, as well as wood, aluminium rolls, timber products, iron and steel, to name but a few. The publication details and discusses eleven breakbulk cargo categories, comprising over 200 types of commodity.
The operating model of many breakbulk shipping companies remains that of traditional tramping, carried out on a global scale. Whilst this may conjure images in ones mind of decrepit, rusty, sea-beaten vessels operating in regions forgotten by the rest of the world, this is far from the case! The current fleet is expanding through the introduction of modern, sophisticated and highly versatile vessels which can perform a variety of functions all the while being operated by highly professional and well organised, well equipped carriers.
Dynamar’s new and fully updated 3rd Breakbulk study builds on the structure laid out in its previous editions, with an emphasis on the current market situation and the industry’s prospects. Analysis of the main breakbulk (including Ro/Ro, project and heavy-lift/load) operators, the capabilities of the current world fleet and orderbook, descriptions of trades and shifting market trends form the backbone of the study.
It once again provides the popular rankings of the top Breakbulk, Ro/Ro and Heavy Load operators by deadweight capacity, followed by similar rankings of the largest Container, Reefer and Vehicle carriers – their principle competitors. Furthermore, there are profiles on 40 of the most important players in the industry. For each company, its existing fleet and orderbook by vessel-type is extensively detailed in terms of number of ships, average age, deadweight, heavy-lift capacity, container space, ramp and semi-submersible capabilities.
As perhaps would be expected, there have been notable changes in our ranking of the Top 25 operators in comparison to our 2010 study. Some operators have seen their fleet capacity increase, some decrease, some have appeared and eight have even disappeared altogether. Three years may not be long, it appears to be time enough for the previous ranking to seem almost unrecognisable with, amongst others, eight “new” entries. In all, only Gearbulk and Coscol have retained their positions at the top of the pile, occupying 1st and 2nd place respectively.
From overcapacity to control