cranes today april 08

7/29/2019 Cranes Today April 08

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2008:Ou

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9/68

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10/68

News roundup

ConExpo draws 140,000 visitors

TEREX CRANES IS GEARING UPtraining for North American

dealers. Tom Limbach, formerly

Terex Cranes lean manufacturing

manager, has been redeployed

to manage sales training for the

company's North American

distribution network.

"Doug Friesen wanted someone

with excitement, with heartfelt

belief," Limbach told Cranes Today,

referring to Terex Cranes North

America's vice president. "People

don't care what you know until

they know that you care."

The training courses draw on alot of existing information, but the

technique, style and uniformity of

the training is new, Limbach said.

He said that courses are currently

optional, although Terex is

considering making them

mandatory. All Terex distributors

are currently being trained as a

matter of priority.

Formal training programs will

be rolled out to other staby

September, Limbach said.

Regional sales training will take

place in Waverly, Iowa and

Wilmington, North Carolina.

All distributor training

programs will be attended by the

Terex regional business managerresponsible for that individual

distributor. There are currently

four regional business managers

across North America in these

newly-organised positions.

Regional business managers are

supposed to represent the face of

Terex Cranes to distributors and

their customers, and liaise

internally with product managers,

upper management, and the

trac and engineering

departments. They report to new

senior manager Dave Kuhlman.

THE TADANO STRATEGIC PLAN

scheduled to be announced in

Aprilwill last three years, until

31 March2011. It will propose a

new business domain, LE,

Lifting Equipment, president

and chief executive ocer

KoichiTadano told Cranes Today

at ConExpo.

Over the previous four-year

cycle, the company has increased

the export ratio of mobile cranes

from 30% in 2004 to 47% in its

2007 nancial year. At the same

time, the mobile crane business

has grown to 60% of Tadano's

total business in its 2007 year.

Now the company plans to

promote its truck loader cranes

and aerial work platform

businesses to balance the mobile

cranes business. "These last four

years in which we have

concentrated on globalising our

mobile cranes, we have had a

following wind from the market,"

Tadano says. "Our gures have

been getting better, but we don't

say that there has been growth,

just a following wind." Tadano

says that the company is planning

to work on specic geographical

markets, and also expand the

product range.

At theshow, Tadano's 90 US ton

capacity GT 900 truck crane carries

20,000 lbs (9t) more counterweight

than its 80 US tonolder sibling,

which was launched in 2002. The

crane also rests on a newcarrier

made at Faun in Germany.

The 35 US ton capacity Tadano

TM-35100 boom truck mounts a

new rough-terrain formed boom

on a four-axle Kenworth or

Sterling commercial chassis. It is

the company's largest boom

truck, and the manufacturer is

planning to make a 4550 US ton

machine. As exhibited, the crane

had one axle in front and three at

the back. Carrier wheels can be

modied to suit local road

regulations: a three-axle machine,

or a dual axle in front and back.

The boom comes from

Tadano's 25t rough terrain crane,

the GR-250N, a crane launched for

the Japanese export market in

2007, but not yet exported. The

crane has right-hand steering for

the Japan and Korea market; an

export version would have left-

hand steering.

Tadano is planning to launch a

few new mobile cranes later this

year to deal with new emissions

regulations in Japan.

A long, hot week in the Mohave desert translated into lots ofbusiness for crane buyers and sellers. We review the show news.

TheConExpo gold lotfrom abalcony at thenearby Hilton


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Manitowoc: Performing near youThe 200 t (220 USt) Model 14000 joins Manitowocs celebrated line of lattice-boom crawler cranes, offering an 86 m(282 ft) main boom and 113.7 m (373 ft) luffing jib. The Model 14000 features the exclusive EPIC with Can-Buscontrol system enhancing the performance of all crane functions. Crane setup is optimized using FACT connectiontechnology to reduce assembly times.

For more information about the Manitowoc Model 14000, go to: www.mcgads.com/1181.

Manitowoc: Performing near you


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USA

24 CRANES TODAY APRIL 2008 www.cranestodaymagazine.com

is a subsidiary of All Erection & Crane

Rental. "As a crane retailer, All Erection

has seen a decrease in inquiries for both

used and new 40-ton (36t) and lower

capacity cranes and boom trucks."

Boom truck manufacturer National is

also feeling the pinch, says David

Pengelly, Manitowoc Crane Credit

director of global trade finance. National

is owned by Manitowoc. "I can tell you

that the sale of Nationals is down, but

only to the extent that they are tied to

small commercial and residential

construction," he says.

Ray Anthony argues that rental rates

for small hydraulic truck cranes and boom

trucks are affected (but not bigger

cranes), and that as a result his rental

rates are dropping. But not everyone

agrees. Robertson at Manitex admits that

utilisation of its C-series is down, but says

that rental rates are holding their own.

Freckmann argues that he cannot

cut rental rates much, because of

pressure from the supply side. "We as a

company and an industry have had to

absorb enormous cost increases

resulting from rising steel prices and

soaring petroleum (fuel) prices. We're

dealing with the weakness of the US

dollar in overseas markets, where many

cranes are manufactured. Crane

manufacturers have been increasing

their prices in the last few years,

anywhere from 3%10% per year, and

charging even higher p ercentage

increases on crane parts."

On the positive side, the slowdown

has meant that for the first time in a few

years, customers can buy a small boomtruck and receive it very quickly.

Freckmann says that supply is starting to

outpace demand for small equipment.

The situation has filtered back through

the dealer channel to manufacturers. "For

the first time in two or three years I can

deliver a unit or two from stock," says

Manitex's Randy Robertson. "The

[delivery] lead times have gone from 10

months, in mid-2007, to 90 days now."

Impact on towersThe sub-prime mortgage collapse will

delay the introduction of self-erecting

tower cranes in the USA, argues Matthias

Donn, executive vice president of

German tower crane manufacturer

Liebherr Biberach, in an interview at

ConExpo. "The market was starting to

be willing to use self-erectors instead of

boom trucks. Now it will take more time

to convince construction companies." He

says the company will begin a new

marketing approach of roadshows and

seminars to promote the small towercranes, which are popular in Europe, to a

customer base that is largely unfamiliar

with the technology.

The situation has actually helped the

business of Linden-Comansa, according

to North America sales manager K. Matt

Dobbs, who said that fewer people

buying houses meant greater demand for

rental condominium properties, which

tend to be built by Comansa's larger top-

slewing tower cranes.

Robertson at Manitex is hopeful that

the situation will stabilise in late 2008,

and turn around in mid-2009.

Freckmann at Dawes seems less positive.

"The outlook is more of the same for the

residential construction market, with

commercial vulnerable for a while. We

understand that construction is cyclical.

Right now, demand is high for the larger

equipment, but eventually, there will be a

glut of large equipment on the market as

well. Supply and demand will equalise,

or supply could exceed demand."

All the companies interviewed said

that they were dealing with the

slowdown by building up other US crane

markets that continue to need cranes.

"We are moving more to the industrial

and bridge and road work, and some

large commercial work is still going on,"

Ray Anthony says. Freckmann says

Dawes is concentrating on infrastructure

and energy, particularly wind power,

coal-fired power plants and

ethanol/biodiesel construction.

Robertson says that Manitex is turning

partly to mining, particularly copper. He

adds that a couple of models are used

power transmission. He forecasts strong

outlook for the next several years in new

transmission infrastructure construction.

Some large crane projects are created

not by the ebb and flow of the privateconstruction market, but by government

contracts. In January 2008, the US

Association of Equipment Manufacturers

(AEM) praised a report that suggests that

the US needs to invest a minimum of

$225bn over the next 50 years to repair

the USA's highway, transit and passenger

rail systems.

A vital infrastructure is an integral

part of our daily lives at work and leisure.It is clear that we have enormous

infrastructure repair and maintenance

needs, said AEM 2008 chairman Glen

Tellock, chief executive officer of crane

manufacturer Manitowoc.

Fellow US construction equipment

and crane manufacturer Terex Corp

recently supported a conference on US

infrastructure projects. In a statement

supporting the conference, Terex

chairman Ronald DeFeo said, "Around

the world, infrastructure building is

booming, while many feel that the lack

of spending on America's aging

infrastructure is affecting our ability tocompete in the global marketplace."

Everyone in the crane industry

renters, dealers and manufacturers

would benefit if the government

decided to allocate more money to

roadbuilding. "Hopefully, after the 2008

elections, the new administration will

focus and redirect much-needed tax

revenues toward our crumbling

infrastructure, and that would be a

boon to the crane industry," says

Freckmann at Dawes.

A crunch for crane credit?It remains unclear whether buyers will

find it more difficult to find financing for

new cranes because of the credit crunch

in homebuying.

Randy Robertson at Manitex was the

most positive. "A lot of finance

companies are not offering mortgages,

and are now looking elsewhere.

Depending on what you are doing,

credit is available."

Steve Freckmann at Dawes is less

positive. "Some jobs are being cancelled

due to more stringent requirements on

financing," he says. We know that banks

are tightening up on potential equipment

buyers by introducing more stringent

requirements for credit. Buyers now have

to meet more rigorous standards than

ever before. This is seemingly a reaction

to the subprime mortgage crisis."

David Pengelly at Manitowoc admits

that crane credit might become slightly

more difficult in the future. But he says he

has not seen any evidence of that

happening in the USA. Cranes,

particularly large ones, cost a lot, so

buyers are typically sophisticated and

well-financed: the sort of customer banks

want to keep. Secondly, cranes' high

resale valuemakes them a soundinvestment, and good collateral if the

buyer defaults on the loan.

Manitex boomtruck at ConExpo

Now's not the time to go outand pour a bunch of concrete.

Work smart, and manage yourbusiness closely.Randy Robertson, sales director,Manitex


25/68

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26/68

Cranes Today 400th issue...


Readers' lettersOver the last few months we have asked

long-standing readers and crane people to

write in. Here is a selection.

Tom Martin, Sparrows Offshore Services,

Angola, West Africa, writes:

I have been an avid reader of Cranes

Todayfor over 25 years now, I don't

actually have an old copy of your

magazine as I pass them on to my

fellow workers in our crane department.

Over the years Cranes Todayin my eyes

has been the 'Bible' of the crane

industry and I always look forward the

latest copy. Well done with reaching

400 issues ofCranes Todayand look

forward to reading many more issues in

the future.

Steve J Barnett, Managing Director,

Manitowoc Crane Group (UK) Ltd,

Sunderland, UK, writes:

While at Neagron Plant Ltd in the 1970s

and latterly NRC in the 1980s and early

1990s, we advertised in the publication

on a very regular basis.I recall that I also wrote a few editorial

pieces in the early days and actually had

many of my photographs published

including two of my own on front cover,

one was a rebuilt NCK 6052B which we

sold and the other was a Sumitomo

heavy Duty Crane with a diaphragm wall

grab taken at Yokohama harbour.

I also remember the days of Ian

Johnston as publisher and the annual

RugbyVarsity match at Twickenham at

which the magazine hosted a fine day of

corporate hospitality. I believe that

Iattended about eight of these! Other

than that I made a goodfriend in Nick

Ratcliffe who was at one time the ad

manager. His daughter Grace is my

goddaughter.

Other memories include the famous

Cranes TodayLondon Bus, which was first

seen at the Haydock exhibition in the

late 1980s and the other major shows,

Intermat and Bauma, in the 1990s.

Ben Graham, vice president & crane

division manager, Kirby-Smith

Machinery, Oklahoma City, Oklahoma,

USA, writes:

Attached is photo of me re-living

Conexpo 1999 by reviewing issue 293,March 1999. That Conexpo was always

special to me in my crane career as at

the time I worked for the Grove and

Manitowoc dealer in Las Vegas and both

Cranes Todayand International Cranes

featured cranes that I had sold.

Im sure Im not even close to being

the longest-standing reader, but it is

always a must to read.

Several early readers wrote in with the first

issue that they read. They include:

Bill Houlker, general manager, Morrow

Equipment Co. (NZ), Petone, New

Zealand. Earliest issue: April 1973

Bev Hitchcock, Technical rep, West

Country Crane Hire, Plymouth, UK.

Earliest issue: August 1973

Dirk Knoester, Mammoet projectengineer, Schiedam, Netherlands.

Earliest issue: April 1974

Happy 400th to us!

We celebrate

more than 35

years of articles,advertisements,

opinions and lots

of new cranes in

Cranes Today

magazine

Like all good stories, the history ofCranes Today

starts in the middle of something else. Cranes

Todaywas born out of 1960s predecessor called

Cranes. First editor Chris Wilson explains Cranes

Today's early origins.

"It really started with [publisher] Morgan Grampian, when

they decided to merge Cranes with another magazine,

Muckshifter, into Construction Plant and Equipment. It had not

been all that long since they had separated the cranes content

from Muckshifterin the first place."

"I took over as editor ofCranes in May 1970, increasing

publication from six to 12 per year, and we proved that there

was a market for the magazine. When Morgan Grampian killed

it off in 1972, publisher Ian Maclaren and I went into

partnership to start Cranes Todayunder our MW

(MacLaren/Wilson) Publishers company name."

The two-man business carried on until 1984, when they sold

it to United Trade Press.

Cranes Today hasbelonged to the US

transport andrigging association

for 20 years

Reader BenGraham


27/68

...November 1972 to April 2008

CRANES TODAY APRIL 2008 27www.cranestodaymagazine.com

Former staff reminsceGraham Brent, former editor

When I joined CT in 1979 we were still

printing in black and white, and setting the

type with a hot metal linotype

typesetting machine. Cranes were still

manufactured in the UK by Coles, Jones,

Thos. Smith and Jones (remember the Iron

Fairy?). That seems to date me far more

than it should! GrahamBrent is nowexecutive director of theUS National

Commissionfor the Certification of Crane Operators.

Ian Johnston, former publisher

Once, at a small gig run by French rental companies north of Paris, two

guys from French rail company SNCF asked [ad manager] Nick Ratcliffe

and me (we were known as Monsieur Cranes and Monsieur Today), in

front of a large group of French crane folks why the British did not

have high high-speed trains like theirs. We replied, in French, "Because

French tourists like to look at our pretty countryside." They didn't think

it was that funny and chalked it up to the English sense of humour.

Many great memories.

David Taylor, former editor

Our offices were in Bowling Green Lane, EC1. It was a dump. We wrote on

manual typewriters and the studio on the top floor pasted everything

onto layout sheets. On the other hand, with CT I travelled the world.

About a year after I joined, United Trade Press (the publisher) was

bought by Robert Maxwell and became Maxwell Business

Communications. I met Maxwell in 1987 just before he bought the

company. He'd just bought British International Helicopters and we

had run a feature on aerial lifting the previous year. Maxwell decided

to turn up and we were lined up to shake his paw. At the press

conference later, I was impressed to see that he'd memorised everysingle journalist's name.

Tim Whiteman, former editor

I joined a week before we moved offices to

Dartford, in Kent, a site owned by Maxwell.

But then Maxwell disappeared in

November 1991, and the business was in

turmoil. Out of frustration in the situation

- our foreign travel budget was frozen,

there was no work done on the circulation

- I tried to do a management buy-out of

some of the titles. But the receivers did not want to sell two or three

titles. At that point I had done the calculations, and knew how much

money the magazine was making. I left Cranes Today and joined some

others to launch International Cranes. I wish Cranes Today every

success- it is a great old magazine. TimWhiteman is now themanaging

director of the International PoweredAccess Federation (IPAF).

Mark Aldwinkle, former editor

The sad news in mid-March of a crane collapse in New York reinforces

the message that all those articles that Cranes Today and others sought

to carry over in my time as editor (1992-7) - 'safety begins with you'.

That slogan has been around for many years, of course, but it struck me

with particular resonance during ConExpo 1993 when I was touring

some of the nearby Las Vegas crane hire companies.

Phil Bishop, former editor

Compared to the generally uptight and

cautious civil engineers whose universe I

had specialised in previously, I was happy

to find crane people to be open, warm and

helpful. I saw some amazing machines,

with Van Seumeren's PTC a stand out, and

remarkable projects, including the clear-up

of Ground Zero in September 2001, whichwill always be a vivid memory.

Ian MacLaren, 19182005

Ian MacLaren, who founded Cranes Today in 1972, was a fighter

pilot with Britains Royal Air Force (RAF) throughout World War

II. He served above many of the campaigns overseas and at

home flying mainly Spitfires and Hurricanes and, later on,

Tempests. He used to say the Spitfire was a most forgiving

plane to fly. Late in the war, when the Doodlebug pilotless

bombs threatened England, Ians squadron tried to stop themby tipping their wings underneath the bombs to make them

dive harmlessly into the sea.

After the war, MacLaren, still in the RAF, joined Transport

Command flying cargo and passenger planes on the long routes

to Australia and the Far and Middle East. In 1955 he was awarded

the Queens Commendation for Valuable Service in the Air. A

year later, Ian flew jets as a test pilot until he retired in 1963.

In civilian life, MacLaren aspired to financial journalism but

found it difficult at age 45 to get much of a foothold. However,

he joined the London City Press newspaper where he

interviewed various industrialists and city directors and wrote

articles for the features editor.

Shortly after joining the trade journal Cranes, the publishing

group Morgan Grampian decided to merge it into another

magazine. Ian thought this a mistake and, after speaking tosome of the crane manufacturers, decided to publish it himself.

Hence, in 1972, Cranes Today was born in a tiny two-room

office in Edgeware, North London.

During his 12 years at Cranes Today, the magazine evolved

from a domestic black-and-white publication printed using the

hot metal process, to a colorful international magazine.

In 1993, Ian moved permanently to Suffolk, where he played

golf most days until ill health overtook him in 2004. He died in

August 2005 aged 87, leaving wife Peggy and son Robert.

Cranes Today founders IanMacLaren, left, and Chris

Wilson, in their prime

Graham Brent TimWhiteman

Phil Bishop

The current CranesToday team. Left toright: Kirsty Guest,Will Dalrymple,Mark Bridger, WillNorth and MartinMcCarthy. Missing:Kate Hearn


28/68

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30/68


31/68CRANES TODAY APRIL 2008 31www.cranestodaymagazine.com

Mitsubishi Heavy Industries (MHI) and

Tanenaka Corp had a turnkey contract to

execute its construction. Also included

were Kisho Kurokawa Architects &

Associates,Tokyo, DP Architects Pte Ltd

Singapore,and Rider Levett Bucknall

project management.

Horizontal construction takes gravity

out of the equation, and thus pre-stresses

are equal during assembly. But vertical

construction means gravity-loads act

within theplaneof thewheel causing

tension to vary at different positions in

thecables, making the sequence of cable

stressing much more complicated.

If you have ever tried to tighten the

buckle out of a bicycle wheel rim as a kid

by adjusting the spokes you will know

what I mean,said McNiven.

To find a solution,McNiven at Arup

and Akihiko Nozaka,project manager,

and Kei Itou, structural design manager,

at MHI oversaw a handful of engineers

and designers scattered across offices in

three continents testing dozens of

methods of erection in a virtual CAD

computer environment,analysing the

forces at every stage of construction.

MHI conducted wind tunnel tests at its

labs in Nagasaki.

Eventually, in October 2006, three

years after theSingapore Flyer was a

sketch on an architects pad,and one year

after the groundbreaking on September27, 2005, the time had come for MHI and

Tanekana to build the support structure

Singapore flyer

Ferris wheels keep gettingbigger. The London Eye was

135m tall; the Singapore Flyer

is 165m; the Beijing wheel will

be 208m.

Brendon McNiven, associate director

of construction contractor and engineer

Arup, said that big wheels may get bigger

yet. "The upper limit for these things

comes when the limits of financing are

reached, not the limits of engineering.

You will have noticed a lot of these

projects are around but only a few make

it throughmainly as they are harder to

finance than a typical building. Whereas

office rentals and returns are well known,

the guaranteed number of visitors to a

wheel is not.

Two memorable flops are the 182m

Voyager intended for Las Vegas, Nevada

and the 200m Shanghai Star proposed

for the city of Shanghai, China.

Says McNiven, The main limit is in the

size of the bearings, but everywhere you

come up against limits: requirements that

might not be available off the shelf or

loads that might be too large. Usually an

innovative engineering solution can be

developed.

Arup had to find just such a solution

for the Singapore Flyer. Its 138m rim

stands above a three-storey terminal

building. While Londons 122m Eye could

be fabricated floating on the Thames and

then be pulled upright, the lack of space

on the Singapore site made this

impossible: It had to be built vertically

between two supporting columns.

McNiven recalled doubts expressed

about vertical construction. Early on the

client was approached by quite reputable

engineers saying the erection could not

be done vertically, he said.

MHI and Arup knew differently from

doing the numbers.Arup was involved with the Singapore

Flyer project from its conception, while

and assemble the wheel.

Bulldozers had reformed the

grounds, and the tricorne-

shaped terminal building was a

bare framework of steel girders.

Inside its three-storey

perimeter, open on one side to

allow entry by heavy

machinery, was the platform

that would withstand the

2,200t of the wheel, supporting

columns, cables and capsules.

Beneath it, 38 piles of 1.5m

diameter had been bored to

50m, and steel-cased through

the top 10 meters. Two clusters

of nine piles underlay the

positions where the wheels

two support columns would

stand. Four groups of five piles

sat beneath the four spots

where the cable stays anchors

would sit.

When erected, the Singapore

Flyers two support columns

would measure 85m high, 2.8m

in diameter and weigh a total of

550t. Fabricated offsite, they

were delivered in six sections,

including their end caps.

Since the London Eye was erected in 2000,large, modern, Ferris wheels have captured

the imagination of city planners. Glenn Smith

reports on three recent wheels in China and

Singapore; On page 35, Greg Keane reports

on another in Melbourne.

Alternative lifting

1

2

3

4

5

6

Both sides of Singapore Flyer support columns were built in stagesfrom the ground up, with temporary supports (in orange). Once the

column heads were lifted (Fig 4), a jacking system raised the 180t hub

and spindle in a single 12-hour lift (not shown). Rim sections werefitted in between two temporary spokes, hooked with cables, and

then rotated out of the way. Cars were added one by one at the end.


32/68

During assembly,the lead machine

was a 600t Demag CC 2800 crawler with a

112m boom. In its shadow, MHI crewsbuilt a temporary structure resembling a

sawhorse,its spine a horizontal strut

spanning the distance between the not

yet erected column bases. Next,the crane

lifted the basal sections into place, first

one then the other,so workers could bolt

them to the foundation, and butt their

tops to the temporary horizontal strut.

Then the second sections were

positioned,spliced to the section below

and braced with another temporary

strut.

This procedure was repeated,

sometimes without the struts, until the

lower five sections of the two support

columns were fully assembled, on

October 27. Two weeks later, on

November 8,the crane lifted the end

caps into place. The next phase of

construction,the lifting of the hub and

spindle, began with the fastening of a

temporary gantry across the end caps.

Months earlier, MHI in Japan had

fabricated the spindle and hub for the

Flyer. With a length of 25m and

weighing 180t,it was unwieldy. From

the docks of Singapore, it was loaded

onto a 120-wheel trailer,and hauled

along a carefully considered route. The

spindle is believed to be the biggest load

ever carried through Singapore.

Lifting the spindle 85m to the top of

the Singapore Flyers two support

columns was not possible by crane.

Instead,MHI mounted two 200t strand

jacks at flanking positions on the

temporary gantry. Early on the morning

of December 13 they began hoisting the

assembly upwards. By evening, the task

was finished,and the assembly was

bolted to the columns end caps. In the

following days,MHI secured the

structure with four groups of six 100mm

locked coil cable stays, lashing the endcaps to the four anchors located beyond

the perimeter of the terminal building,

www.cranestodaymagazine.com32 CRANES TODAY APRIL 2008

Alternative lifting

balancing the forces horizontally at

ground level through the floor of the

building. The Singapore Flyerssupporting structure was complete.

Next MHI tackled the construction of

the wheels rim, that was fabricated in

Malaysia from steel pipe,25.4mm thick

and 864mm in diameter. The complete

rim would be formed out of 28 sections,

weighing 30t each.

The engineers used temporary struts

to divide the wheel into seven equal pie

slices. Only one of these would be

constructed at a time. The method

required building two temporary struts

extending from the hub to the rim

perimeter. Each strut was made of four

lengths, winched into position and

fastened with high-tension bolts. When

two struts were ready, four rim sections

would be attached between them, and

radial cables (the spokes of the wheel)

installed in a slack condition. This

finished pie slice was strengthened with

a lightweight steel chord forming a

bowstring truss around the wheels

perimeter. Fully stabilised, the pie slice

would be rotated out of the way so that

another strut could be added and work

on the rim continued.

MHI worked on the rim and its spokes

from January 2007 to mid-July. The crew

then removed the struts and stressed the

cables in two stages to avoid

overloading the rim.

With the wheel itself complete, a 160t

mobile crane lifted the 10t passenger

capsules one by one to a support

platform erected on top of the terminal

building. A drive unit on an eye deck

near the base of the wheels supporting

columns rotated the wheel into position,

enabling workers to attach the capsules.

By the end of October all that

remained was to run some tests and

prepare the grounds for opening day in

February. On a clear day, visitors will beable to see the borders of Malaysia

and Indonesia 45km away.

Two Chinese wheelsIn 2006, China completed The Star

of Nanchang, which at 160 meters

high cut short the 135-meter

London Eyes tenure as worlds

tallest. But it is a traditional,

compression-braced Ferris wheel

built in themiddle of nowhere.

Nanchang was sleepy backwater

until Ford built an automobile

factory in 1995.The city got rich

overnight and the city fathers

commissioned the project,perhaps

in a fit of civic pride.

In November 2007,construction

crews in Beijing broke groundon

the 208m bicycle-shape Great

Beijing Wheel,now scheduled to

open in 2009. The builder is the

Shanghai Construction (Group)

General Company. Several foreign

veterans of London Eye worked on

the project,including the Dutch

engineers IV Bouw, Poma of France

(observation capsules), and BoschRexroth (hydraulic drives).

The old-fashionedstarof Nanchang

The high-techGreat Beijing

Wheel


33/68

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36/68

Alternative lifting


Terex-Demag raising the upper end and

the Sumitomo walking the base into

position, where it was connected to the

foundations. The leg was then held in

place using temporary supports.

The last legsThe remaining two legs were erected ina similar manner, although this was

complicated by a drain running through

the work area. The Sumitomo walked the

base of each leg to the edge of the drain,

where it was unhitched from the load

and walked around the drain. It then

picked up the leg again, and walked it to

the foundations. These legs were also

secured in place by temporary props

until the capital was placed.

The second tripod was erected in a

similar manner, but because the radius

was reduced 32.5m, the Superlift

counterweight of the Terex-Demag was

reduced to 100t.The next stage was to pre-assemble the

25m diameter, 8m deep inner hub that

weighing 152t. It wasbuilt on a temporary

assembly stand14m above the ground,

and liftedfrom there to a height of67m,

where it was mounted in bearings on the

capitals.This took 5 hours, and theTerex-

Demagcrane was at 99% capacity for the

lift.The biggest concern was thewind

(gusts of140 km/h had been recordedat a

similar time during theprevious year), and

with the 490m2surface area of thehub,

the safewind speed for the lift was

calculated at 19 km/h.

The final lifts on this project for the

CC2800-1 were the seven triangular

lattice construction spokes, each 33m

long, 10.2m wide at the base, 8m deep

and weighing 24.5t.

The first four spokes were installed at

the three oclock position, and the boom

was then reconfigured from 96m to

114m length for the final three spokes,

which were installed at the one oclock

position. The wheel was rotated

between lifts, so that the lifts were

undertaken at the same orientation.

The first two spokes were installed as

dual lifts using the Terex-Demag and

Sumitomo crawler cranes, and all other

lifts were undertaken with the Terex-

Demag alone, with the Sumitomo

supporting a man basket for the riggers

connecting the spokes to the hub.

Soft slings were attached to the main

chords at the top of each spoke at 4

points, and chain blocks were connected

in two locations at one end, allowing

fine adjustment of the angle of the

spokes to assist with the connection.

Each spoke took six hours to install.

Once all seven spokes were installed,

small sections of the outer rim were

installed to each of the spokes.These rimsections were 12m long and weighed 12t,

and were installed using Alfasis 150t

Sumitomo SCX 1500-2 crawler crane, with

its 70t Tadano GR-700EX used for man

box access. These sections were installed

at the four oclock or eight oclock

position, with the wheel rotated between

lifts using hydraulic winches.

The outer rim was built in sections on

the ground, with each section joining apair of spokes. The sections were

approximately 30m long and 6.5m wide,

and weighed 32t. When each section

was constructed it was walked into

position for the lift, using the Tadano GR-

700EX and two 20t Franna articulated

pick-and-carry cranes.

A 200t all terrain crane was hired in

as the main crane for these lifts, with

the GR-700EX acting as a tailing crane

and Alfasis 55t Tadano GT-550EX truck

crane supporting a man box for the

riggers to connect the rim section. Each

section was installed in the seven

oclockeight oclock position. TheSCX1500-2 was used to tension the top

spoke, which sagged when not

connected to the outer rim, and 17t of

force was required to correct the sag.

The boom of the 200t crane was

positioned under the spoke above for

the rim section lifts, with only 0.5m

clearance between the boom head and

the spoke steelwork.

The wheel was rotated between lifts

with the hydraulic winches so that all

outer rim segments were erected in the

same position. Each lift took 56 hours.

The main work remaining is to attach

hangers to the outer rim to support the

21 observation cabins, and to attach the

cabins (each weighing 14t). The cabins

will be lifted onto a raised slab that

forms part of the permanent works,

skated into position and jacked up for

attachment to the hangers.

The first four spokes

were installed at threeo'clock; the final four at

one o'clock

The Terex-Demagcrawler was at 99%capacity lifting the

152t hub

Two cranes tandemlifted the rim; a finalraised the saggingspoke above


37/68

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39/68

Vanguard holds its beer

Alternative lifting

CRANES TODAY APRIL 2008 39www.cranestodaymagazine.com

Vanguard holds its beer

Having set up the system, the tanks

were then brought onto the site one at

a time on low bed trucks,lying on their

sides.A small mobile crane was used to

stabilise the bottom end of the tank

while the top was attached via a hook

to the portal crane system.

The tank was th en lif ted

incrementally to move it into a vertical

position. Once vertical the system

rolled on the rails to position the tank

above its respective base.

Boshoff notes that in addition to the

space limitations that restricted

movement, it was also a challenge to

complete the portal crane assembly in

such a small area.Moreover, we had to

deal with some heavy winds, but overall

we relied on our experience, skilled staff

and project engineers from our

Mombasa (Kenya) and Johannesburgoffices,and the job was completed

successfully.

T

he eight 8t tanks measure 21m

by 5.2m,and needed to be

installed in two rows of four in

a tight industrial site, with only

50mm clearance in some

places. Vanguard rigging and installation

manager, Wynand Boshoff,says,The

installation of the tanks was challenging:

The main issue was the lack of space

surrounding the stands on which the

tanks needed to be positioned. For this

reason traditional cranes were not

considered. We developed a new solution

for the lift by designing and supplying a

portal crane that spanned the foundation

with a hook height of 25m.

This new portal crane system was

designed and constructed in

Johannesburg, packed into containers

and shipped to Tanzania, says Boshoff.

On site, the system took two weeks toassemble, and was then lifted onto rails

on top of the platform using a crane.

One of the tanks islifted into a vertical

position by thegantry, with atailing mobile crane.

South African transport andinstallation specialist Vanguard used

a tailor-made gantry system to lift

eight tanks into place at a Tanzanian

brewery. Will North reports


40/68


41/68


42/68

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than the working load of the item.

When this happens, the equipment is

certainly being misused; unfortunately,

even the best-trained and most

conscientious rigger can, and

occasionally will, make such mistakes.

It is part of what makes us human and

should be recognised as such. In the

worst case it can lead to immediate

failure. More often, if the equipment is

in good condition, it results in damage

to the equipment, not failure. The

rigging gear might prevent an accident,

but the damage, if undetected, can lead

to premature failure when the rigging

gear is subsequently used. With the

proper facilities and procedures in

place, the effects of such errors

can be minimised.

The facilities and procedures

required are relatively simple.

Essentially they are storage, control and

inspection. The storage must protect

the equipment from the elements and

accidental damage, prevent

unauthorised access and provide a

means of segregating or quarantining

unserviceable equipment.

The control must keep track of whom

the equipment has been issued to.

Furthermore, if appropriate, it shouldcover who authorised it, where

equipment is to be used and for how

long, and record when it is returned to

store and whether it is serviceable. The

system must also keep track of when

equipment is due for maintenance and

its periodic inspection.

At least two levels of inspection are

necessary. Many countries have

legislation requiring a periodic

inspection and a formal record of the

result. However, even if this is not the

case, it is good practice to do so and it

provides useful information for the

management of the organisation. The

periodic inspection is normally done at

six monthly intervals. If this inspection is

finding equipment that is already in an

unserviceable condition, then there is

something wrong with the day-to-day

in-service inspection regime.

Because rigging gear is vulnerable to

accidental damage every time it is used,

it should effectively be inspected every

time it is used. This is much less onerous

than it sounds. A trained rigger should

be able to look after thetools of the

trade. Without wishing to understate

the importance of inspection, most

general purpose rigging gear is not

complex and can be adequately

inspected by someone with a few days

training. With practice, riggers should be

able to run their eyes over the

equipment as it is being handled.

These then are the essential

components of a rigging storage and

control facility. Depending upon the

amount of equipment involved, the

facility can range from a permanent

building complete with staff to alockable box. The basic principles

remain the same.

A place for everythingDerrick Bailes, chief executive of theLifting

Equipment Engineers Association, explains why, and

how, awell-designed rigging store canmake lifting

operations safer, regardless of the size of the business

No matter what type of crane

is used, virtually every lifting

operation requires

additional equipment to

connect the load to the

crane. The terminology used around the

world for such equipment varies, but for

the sake of simplicity I shall use the

general term of rigging gear.

One only has to consider the

consequences of sudden equipment

failure to appreciate that the suitability

and condition of rigging gear are of vital

importance to the overall safety of lifting

operations. Not only will the load drop,

but the recoil could damage the crane.

On a counterbalanced crane, this might

result in overturning or collapse, clearly a

situation to be avoided. However, given

the way that some organisations treat

rigging gear, it is clear that many are still

failing to recognise the potential

dangers. All too often equipment is

poorly stored, left exposed to the

elements and rarely inspected.

As well as damage arising from poor

storage, rigging gear is also generally

vulnerable to accidental damage in use.

Errors in the geometry of the rigging,

sharp edges and dynamic or shock

loading can all overload or permanentlydamage rigging gear even though the

weight of the load being lifted is less

Rigging

Lifting Engineers,www.leea.co.uk,accredits liftinggear testers andvendors worldwide.It also publishes The

Code of Practice forthe Safe Use ofLifting Equipment.


44/68


45/68

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Technical Specialist

Competitive Salary +Benefits

ZF Great Britain Ltd is part of a worldwide organisation recognised as a market leader in the automotive industry. We are a remanufacturingsales and service organisation, looking to recruit a Technical Specialist within the Off Highway Division.

The successful candidate will be required to provide technical and diagnostic support for OH products at all levels, including OEMs, importersand operators of ZF equipment. In addition, the candidate will be required to promote ZFGB service capabilities at every opportunity whenon site and while customer facing. The candidate will also provide feedback to the parent factories and internal departments within ZFGB byproducing and circulating Technical Visit Reports.

Ideally candidates for the position will have completed apprentice training with a mechanical bias, prior ZF product knowledge (both theoreticaland practical) would also be advantageous, combined with proven OH product related diagnostic experience. In addition, the role requiresknowledge of mechanical, pneumatic, electric and hydraulic systems across the Off Highway product range.

Excellent communication skills, computer literacy and the ability to present findings, are essential skills needed to fulfil the positionrequirements. Experience in dealing with customers and the ability to train others will also be an advantage.

If you think this position would suit you, please contact Paula Saunders, HR Manager, for further information. Candidates must be flexibleand be prepared to work unsociable hours when required. All applications must be made in writing and sent with an up-to-date CV.

ZF Great Britain LtdAbbeyfield RoadLentonNottinghamNG7 2SXTel: 0115 986 9211

Email: [email protected]

Deadline for applications: 14 April 2008

ZF Great Britain Ltd is an equal opportunities employer.

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chemical environments. The range of

equipment used, and the long journeys

much of it went on, made this difficult.

Back in 1996, Sutton had been

appointed recently as rigging manager,

but was stuck at home with a broken

leg. Rather than leaving him with

nothing to do, Airbus set him the task of

devising a system to track the firms

rigging equipment. He worked closely

with the plant's insurance inspectors,

Bureau Veritas.

The basis of the system is that each

item of equipment is tracked, all the way

from the manufacturer. Airbus only

works with suppliers who can provide

equipment marked with a part numberthat fits Airbus' in-house tracking system.

Each piece of equipment carries a tag

with a year and unit number.

Airbus Filton's procurement staff are

trained to recognise lifting equipment

when it appears on an order. When it

does, it is flagged up by them and

marked for quarantine, so it can only be

accepted on to the site by the rigging

management team, or insurance

inspectors. When new equipment

comes on site, it is inspected, and a

record of the inspection kept. Inspection

logs, manuals, and any other

documentation, are scanned and stored

on a secure server, so that the history of

any piece of equipment can be called up

at the click of a mouse.

While this part of Sutton's systemensures that the equipment is all

identified and trackable, it doesn't

Colour codedAirbus Filton uses 10,000 separate items of loose equipment, many of which

leave the site for long periods. Rigging manager Jason Sutton faced a challenge

to make sure all of this equipment can be properly tracked. Will North reports

Airbus builds planes across

Europe. At Filton, in south

west England, it makes

leading and trailing edges

for wings, and the wing

boxes that fit them to the planes

fuselage, as well as a wide range of other

parts. The wings are lifted and turned as

they are built, using customised

spreader beams, vacuum pads, and a

range of slings and chains.

Wing sections are sent to Seville, in

Spain, for assembly, and working parties

from Filton often visit the Spanish plant.

When they do, the rigging equipment

they use can travel with them. Airbus

wanted to ensure that all loose liftingequipment was inspected every six

months, or more where it worked in

A rigging store andorange dump bin,with colour codechart, at AirbussFilton plant.

Rigging


48/6848 CRANES TODAY APRIL 2008 www.cranestodaymagazine.com

provide an easy way for lifting staff to see

if the equipment is due for inspection.

Sutton realised that a colour coded

system of tags would ensure that items'

inspection dates could be clearly marked.

Under his initial scheme, a four

colour system was used, with a

different coloured tag for each three

month period. This was simple, and

made it easy to see when the

equipment was past its inspection due

date. On a site where equipment never

travelled out of the system, this would

work well. However, in Airbus, working

parties from Filton often travel to

plants across Europe, taking equipment

with them. Often, they would be away

long enough that when they returned

their equipment appeared to be

carrying the correct tag for safe use,

when it was in fact a long way past its

inspection due date.

A new system needed to be

developed. Sutton and Bureau Veritas

developed a 12 colour system instead.

Cable ties were used, with the year the

equipment would be due inspection

marked on the tie. A second tag, on the

tie, carries the inspection month, both

in writing, and in a colour code. Under

this system, it's impossible for

equipment to be incorrectly identifiedas safe to use. This system has now

been rolled out to other sites inspected

by Bureau Veritas, including aircraft

engine makers Rolls Royce.

The plant's working practices and

physical layout support the system.

Around the plant, specially designed

stands hold the equipment that staff will

need. Each stand is marked with the

safe working load for the equipment it

carries. Most of the stands are partnered

by bright orange 'non-retrieve' cages.

The cages have a hole in the top, for staff

to deposit equipment if it loses its tag, or

if it is damaged. The equipment inside

cannot be reached from the top, but

only from a locked door at the bottom of

the cage. Only the rigging management

team and the insurance inspectors have

a key to this door.

The rigging management team and

inspectors regularly empty the bins. If

equipment has just lost a tag, it can be

identified by its part number, and the

correct tag replaced. If it may have been

damaged, a proper inspection is carried

out. If it can be reused, a new tag with a

due date six months away, is fitted.

When equipment leaves the site, the

system keeps working. It would be

expensive to send an inspector out to

Seville every time equipment needs to

be checked, so instead equipment

returns to base for inspection. As smallpieces of equipment approach their

inspection due date, replacements are

flown out in a steel cargo box. Old

equipment is sent back to Filton for

testing. For larger pieces of equipment,

such as pallet trucks, replacements are

sent out by road. Rather than sending

the old pieces of large equipment back a

piece at a time, it works out cheaper to

buy extra pieces, and send them back

when there is enough to fill a truck.

Staff at Filton know that it's a serious

breach of safe working practices to use

equipment that isn't tagged, or is past its

inspection due date, so the system rarely

goes wrong. This year, the plant has not

found a single piece of 'maverick'

equipment, that falls out of the system.

Last year, one piece of kit did manage to

enter the system.

A supplier had sent a pallet load of

goods to the plant. When it arrived, the

supplier offered the pallet truck the

goods came on, for free. As the truck

had entered the system outside of the

normal procurement process, it was

able to escape quarantine and

inspection. However, it was spotted on

the same day by a member of staff,

used to the routine of checking every

piece of equipment for the correct tag.

The truck was quarantined,

immediately. The supplier, Sutton says,

received a 'stern email', reminding themnot to supply equipment outside of

Filton's tracking system.

Adumpbin,withits

spacemarkedon theplant floor (left)and

a tag(right)withpartnumber and

colour-coded cableties showing nextinspectiondate.

Rigging


49/68

IMET s.r.l. - Via Fornace, 8

33077 Sacile (PN) Italy

Tel. +39 0434 7878

Fax +39 0434 737848

[email protected]

Tailor made radio remote controls


50/6850 CRANES TODAY APRIL 2008 www.cranestodaymagazine.com

Rigging

possible on the form to resist tipping.

But the obstruction of the concrete slab

above means that the crane hook is not

located above the centre of gravity of the

form. If a crane tried to lift the form with

four slings of the same length, the form

would swing, and then hang at an angle.

This is where the chain hoist comes in.

First front, and then rear, pick points are

hooked up as the form is rolled out of the

building. As the crane hook lifts up, the

chain hoist hook is lowered by remote

control, to keep the form horizontal.

During the process, the hoist can take up

to two-thirds of the form's weight.

Signal-Rite has built three sizes of

spreader, and specced a different sized

Harrington chain hoist for each; a 5 US

ton hoist with three falls of chain, 10 US

ton hoist with four falls of chain and 15

US ton hoist with six falls of chain.The company teamed up with

Harrington supplier and parent firm, Kito

of Japan, to develop a modified kit hoist

whose power cable and remote pendant

cable both come out the same side.

Signal-Rite chose Harrington because its

hoists are more forgiving of side pulling

than other brands, said president Jeff

York. The hoist chain angle ranges from

vertical (90 degrees) to 65 degrees.

Signal-Rite has sold more than 20

systems over the past 18 months and it

has been 'wet stamped' (approved) by

professional engineer Avery Miller of

Oakland, California. Customers include

Atlas Construction Supply, Penta

Group, Marnell Corrao, Patton Systems,Nibbe Brothers, Webcor Builders and

Ceco Concrete.

S

ignal-Rite has designed, built

and had approved a rigging

system hung from a

construction crane for

moving concrete forms out

from underneath concrete slabs.

The concrete slab poured on top of

the form covers about a third of an 80ft

(24m)-long form, including all of one

end. The slab obstructs access to the

natural lifting points on one end.

The Signal-Rite rigging system

consists of a 52in (1.3m) spreader bar

and four wire rope slings. Two 7/8in (22

mm) wire rope slings run from the edges

of the spreader bar to each side of the

form just beside the slab. Beneath the

chain hoist, balanced with 150 lb (46kg)

of counterweight, two lines attach to the

form about 20ft (6m) from the first two

points. Two tether lines keep the hoistfrom rotating.

The hooks are spread as widely as

There are fourcables in thesystem: two runningfrom the chain sling,and two runningfrom the edges ofthe spreader bar.

Rigging safety company Signal-Ritehas developeda

wayto lift out a concrete formwhen one endhas

been covered bycast concrete, reportsWill Dalrymple

Hoist keeps

forms level

Hoist keeps

forms level

The Signal-Ritecompensator

system up close

The rigging systemenables the load to be

picked off-centre


51/68

Catalogue DigestTo advertise your company literature please contact Martin McCarthy on: Tel + 44 (0)20 8269 7848 Fax + 44 (0)20 8269 7803

Please contact Mr Hellmich / Mrs Petri / Mr HeinrichAm Schwarzbach a. d. B 44 D-64560 Riedstadt-Erfelden German y

Tel: +49-6158-188411 F ax: +49-6158-6929Email: [email protected]

www.hellmich-kranservice.dewww.allkran-hellmich.de

USED CRANESUSED CRANES

LIFT-N-LOCKLift and move heavy loads safely and

conveniently with J&R Engineering hydraulic

boom gantries as detailed in this brochure.

The exclusive LIFT-N-LOCK feature holds

up the load in the event the lift cylinder loses

pressure. Other exclusive patented safety

features include Stabilizer bars, Octagon

booms, Load sensing, Digital height

indicating system and Oscillating header

plates. Field proven models up to 1800 ton

capacity and lift heights up to 100 feet.

Crawler mounted gantries up to 700 ton

capacity and other specialized lifting and

transportation equipment available.

Tel: +1 (262) 363-9660

Fax:+1 (262) 363-9620

E-mail:[email protected]

Web Site: www.jrengco.com

Casar, a leading wire ropeproducer, has publisheda new brochure covering

various aspects of safety ingeneral and the safe use ofwire ropes in particular.

The brochure is availablefree of charge.

Please contact Casar [email protected] No. +49 6841 8091 359www.casar.de

Are You Safe?

In business with a purpose

We have developed products to meet the

stringent requirements of the offshore oil &

gas industry for many years. The working

conditions are tough and products have to

be able to sustain extreme conditions. Our

new BKD safety hook with an extra latch

secures a safe operation even when

unexpected opening of the hook might

occur. We have taken the aero

space industry as a role model;

when the normal system fails, another

is ready to save the situation. That is

business with a purpose.

Gunnebo Industrier AB [email protected] www.gunnebolifting.com

SPARE PARTS and SECOND HAND CRANES FOR SALE

(POTAIN, BPR, RICHIER, PPM, CADILLON, GROVE.)

Worldwide delivery in 24 to 48 hours.

Extremely competitive price and excellent service.

Second hand cranes available for sale:Potain 646G, 764, F2/23B, Cadillon 1410

Website: www.saudem.comTel: +33 1 48 52 80 00


Fax: +33 1 48 92 02 01


52/6852 APRIL 2008 CRANESTODAY

The Market Place

Buy used cranes online www.cranestodaymagazine.com and click on used cranes

TIME TO CHANGE.

www.cranes-4-less.com

YOUR PARTNER

FOR CRANES & PARTSYoung Hitachi and Kobelcocrawler cranes in stock!

Immediate availability

of quality plant and

construction equipment

worldwide

Check our website:

www.borcherts.com

or contact us at: [email protected]

Tel: +31 - 653 652 522

Fax: +31 - 514 569 186

Hitachi CX 650 1998 70 T

Kobelco CKE 700 2006 70 T

Hitachi CX 900 1999 90 T

Sumitomo LS 238 1992 100 T

USED CRANES FOR SALE

M. STEMICK GMBH

Kran-u. Baumaschinenhandel

Annabergstr. 97

D-45721 Haltern/Germany

Import - Export

Tel: +49-2364-108203

Fax: +49-2364-15546

Mobile: +49-172-2332923e-mail: [email protected]

Internet: http://www.stemick-krane.de

HINEMAN CRANE SALES LTD

GROVE TMS635BE TRUCKCRANE 30T 1997/8

DEMAG AC55 ALL TERRAIN 55T 2004

DEMAG AC80-2 ALL TERRAIN 80T 2007

DEMAG AC100 ALL TERRAIN 100T 2008

LIEBHERR LTM1055 ALL TERRAIN 55T 2003

LIEBHERR LTM1080-1 ALL TERRAIN 80T 2004

Tel: +44 (0)1794 322777 Fax: +44 (0)1794 322070

Mobile: +44 (0)7785 291922


P.O.B Crane and plant services LtdDealer in used Liebherr tower cranes

In Stock: Liebherr 71 Ec. Yom. 1994

Liebherr 91 Ec. Yom 1992Liebherr 112. Yom 1991

Wolff 91, 135, 200 280 available

Liebherr 280 Ec-h. Yom 1992

Liebherr 200 Ec-h. Yom 1998, 1991

Liebherr 140 Ec-h. Yom 1992, 97, 96

Tower section. 200. 120. 71

Phone: 00353 1 821 9656 Fax: 00353 1 824 3678



53/68


54/68


55/68CRANES TODAY APRIL 2008 55

The Market Place


EJAR IS DEDICATEDTO PROVIDINGSTATE-OF-THE-ART

RENTAL CRANES ANDEQUIPMENT

FOR CONSTRUCTION

EJAR PROVIDES

THE RIGHT LIFTINGSOLUTIONSTHROUGH

INNOVATIONAND COMMITMENT

TO EXCELLENCE

ADD VALUE TOYOUR PROJECTS WITH

EJARS FLEETOF CRANES AND

EQUIPMENT

N E W N A M EN E W

TECHNOLOGIES

N E W

C R A N E S

A N D

E Q U I P M E N T

E J A R C R A N E S & E Q U I P M E N T L L C

P.O.Box 282352 Dubai, United Arab Emirates | Tel: 04-3298580 | Fax: 04-3298856 | Web: www.ejarco.ae | E-mail: [email protected]



The Market Place


Contact:[email protected]@Cranepart.nl

Supply of spareparts for axles,

gearboxes and transmissions.

Repairs of above units in our

workshop equipped with

testing facility.

Nieuwenhuysen-Universeel B.V.

Nieuwenhuysen-Universeel B.V.

Giessenweg 28,3044 AL Rotterdam

Phone : +31(0)10 415 98 22Fax : +31(0)10 415 28 22Internet : www.Cranepart.nl

ucmholland.nlwww.

THE NETHERLANDS

Tel: +31(0)252 235 468 Fax: +31(0)252 231 874

the BIGGEST in GERMAN BUILT CRANE PARTS, USED CRANES and MATERIALS

WE REPAIR OR BUY YOUR DAMAGED CRANES

10 MINUTES BY CAR FROM AMSTERDAM (SCHIPHOL) AIRPORT

BEFORE AFTER

Main Office:LIFT SYSTEMS216 40th St (61265)P.O. Box 906Moline, IL 61266-0906 USAPhone: +1 (309) 764-9842F ax : +1 (3 09 ) 764 -9 84 8E-Mail: lif t [email protected]: www.l i ft -sys tems.com

International Sales:INKRA GmbH / KRAH GmbHRichard-Strauss-Str. 31D-74629 PfedelbachGermanyPhone: +49 (0) 7941-8325Fax : + 49 ( 0) 7 941 -37 99 4E-Mail: krah@lift -systems.deWeb: www.l i ft -sys tems.de

Lift SystemcombinationModel 22A and

Model 24 A offloading a 95 tonconcrete dryer

INNOVATION IN LIFTINGINNOVATION IN LIFTING

Wellbe th

ere!

OUTSIDE AR

EAF9

N926/6

www.baum

a.de

RAIL BEAMS

The substitute for concrete

sleepers for tower cranes

Tel: +45 3966 1866


www.tradehouse.dk

www.niggplant.com

used cranesfor sale

Contact: David Symon

Mobile Number: +44 (0) 7747 568587

Telephone Number +44 (0) 1226 785588

Fax Number +44 (0) 1226 785577

[email protected]

Nigg Plant LimitedNigg Plant Limited

Please contact Martin McCarthy:

[email protected]

Used Cranes, Equipment,Spares and Repairs

MARKETPLACE

www.cranesmarketplace.com



The Market Place


MTI-LUX S.A.

2a, Rue Prince Henri

L-6735 Grevenmacher

Luxemburg

Tel. +352 / 267 454 80

Fax +352 / 267 454 83

[email protected]

[email protected]

www.mti-lux.com

Your number onedistributor

Your first choice forusedLiebherr, Peiner and Potain

tower cranes

Liftyour

image!

STOCKLIST

Model Ton Year

DEMAG AC 25 25to 1997

LIEBHERR LTM 1030-1 30to 1997


KRUPP KMK 3045 45to 1990

TEREX HC110 110to 2008

LIEBHERR LTM 1120 120to 1994


LIEBHERR LTM 1160 160to 1987



AMERICAN HC275 250to 2007

DEMAG AC 300 300to 2000

DEMAG AC 400 400to 2000

DEMAG AC 500-1 500to 2001

HAC CranesGmbH&Co.KG

Excellent service for our customers.

From crane inspection to aftersales service. For maintenance,repairs and spare parts supplies.

Lindhooper Str. 54, 27283 Verden, Germany

T: +49 4231 933 489

F: +49 4231 961 657

E: [email protected]: www.hac-cranes.com

W: wwww.hac-commerz.com

MORE CRANES AVAILABLE

ON REQUESTCONTACT: GUDRUN STEER

SALES OF USED CRANES AND AFTER SALES SERVICE WORLDWIDE

Tel: 972-97499300 Fax: 972-9-7499356Mob: 972-52-2455132


MD-265-1995

K30-30C-1995

MD-208-2004

MD-175-1996

MD-125-2001

F3-29-1990

646-G

643-J



The Market Place


MICHIELSENS TRADING NV Bisschoppenhoflaan 275 Tel: +32 3 324 40 002100 D eurne Belgium (Europe) Fax: +32 3 888 42 22


Web: www.cranes4u.com

OFFERS EXCELLENT USED AND NEW CRANES 4T-250T

BEST QUALITY, EXCELLENT AFTER SERVICE and

DELIVERY OF SPARE PARTS

NEW XCMG CRANESCE-tested + Mercedes Engine

Michielsens quality proofed

GROVE

GROVE INDUSTRIAL 24 4 T

GROVE GMK6250 250 T

GALIONGALION 150A 15 T

LIEBHERR

LIEBHERR LTM1025 25 T


LIEBHERR LTM 1060/2 60 T


TADANO

TADANO TR300EX 30 T

KRUPP

KRUPP KMK4080 80 T

XCMG

QY25K5 25 T

QY50K 50 T

NEW: QY25K5

KRUPP KMK 4080

GROVE GMK 6250

7021 Performance Dr., Syracuse, NY 13212

Syracuse Office: Phone 315-458-4101

www.empirecrane.com

TOLLFREE: 1-800-342-7575Fax: 315-458-3169


Upstate Crane Parts - Supplying Crane Parts World-Wide!7021 Performance Drive, North Syracuse, New York 13212 - USA

Contact our PARTS DEPARTMENT TodayDomestic Parts Sales Email: [email protected]

International Parts Sales Email: [email protected]: (315) 458-4101 or (315) 701-4933 | Fax: (315) 458-3169 or (315) 701-4934

Crane Parts: All Makes, All Models

**Be sure to include your Model & Serial Number with your part number.

Terex T560-1 AVAILABLE IMMEDIATELY

Terex RT230-1AVAILABLE IMMEDIATELY

TEREX T560-1

TEREX

RT230-1

At Best Parts we combine an experienced sales and engineering

staff with an excellent customized manufacturing facility, quality

workmanship and a readily available supply of spare parts to assist

you in any way.

Best Parts & Machinery is official supplier for:

TEREX, P&H, AMERICAN CRANE, SUMITOMO-HITACHI,

MANITOWOC, AND LINK-BELT PARTS

Biggest parts stock in Europe, AMERICAN, SUMITOMO,

LINK-BELT, MANITOWOC

Best Parts & Machinery B.V.

De Gorzen 4

4731 TV Oudenbosch

The Netherlands

BEST PARTS & MACHINERY

YOUR NUMBER ONE SUPPLIER OF CRANES,

CRANE PARTS AND MAINTENANCE

Tel.: +31(0)16533 22 22 Fax: +31(0)16533 11 20 E-mail: [email protected] www.bestparts.nl



The Market Place


LIEBHERR

90 EC 1991

110 EC-B 6 FR 2006

112 EC-H 8 1993

154 EC-H 6 1994

154 EC-H 6 2000

280 EC-H12 2002

PEINER

SK 186/1 1995

SK 315 1998

SK 415 2001

Visit our Website for more

details and additional offers.

Tel: (+49) 62 21 82 81 80

Fax: (+49) 62 21 83 12 04www.wetzelcranes.de

[email protected]

Hitachi Sumitomo

Crawler Crane UKDistributors

For further information:

NRC PLANT LTD

Neagron House Tel: +44 (0)1375 361616

Stanford Road Fax: +44 (0)1375 361818

Orsett R M16 3 BX email: [email protected]

United Kingdom web: nrcplant.co.uk

HITACHI SUMITOMO1500-2

150 TONNE CRAWLER CRANE

SEE THIS CRANE AT SED 2008 STAND 620

75 METRE BOOM & SHORT JIB

28 METRE FLY JIB

20t WINCHES

LINE SPEED: 110mpm

WORLD STANDARD TOTAL

MOMENT LIMITER

MITSUBISHI 6D24 ENGINE



The Market Place


All Terrain Cranes

Ace Crane + Engineering Ltd

T: 01474 321721

F: 01474 321821

E: [email protected]

W: www.acecranehire.co.uk

Bigge Crane & Rigging Co.

T: 510-638-8100

F: 510-639-4053


W: www.bigge.com

BMSA/S

T: (+45) 44949048

F: (+45) 44943760


W: www.bms.dk

Heinrich Schacke GmbH & Co.KG

T: +49 (0) 203 / 99 52 90

F: +49 (0) 203 / 58 60 58


W: www.schacke.de

Hellmich Kranservice

T: 0049 6158 1001

F: 0049 6158 6929


W: www.hellmich-kranservice.de

KMS GmbH & Co. Handels-KG

T: 0049 2595 386980

F: 0049 2595 3869888


W: www.kms-cranes.com

M. Stemick GmbH

T: 0049 2364 108203

F: 0049 2364 15546


W: www.stemick-krane.de

TAT HONG HeavyEquipment

T: +65 6269 0022

F: +65 6367 1917


W: www.tathong.com

Vema Cranes

T: 0031 162 68 1050

F: 0031 162 68 6262


W: www.vemacrane.com

Crawler Cranes


T: 510-638-8100

F: 510-639-4053

E:[email protected]

W: www.bigge.com

BMSA/S

T: (+45) 44949048

F: (+45) 44943760


W: www.bms.dk

Cranebusiness BVLogicrane Fushun

T: +31 168 381 575

F: +31 168 381 576


W: www.cranebusiness.com


T: +49 (0) 203 / 99 52 90

F: +49 (0) 203 / 58 60 58


W: www.schacke.de

Hellmich Kranservice

T: 0049 6158 1001

F: 0049 6158 6929


W: www.hellmich-kranservice.de

House of Equipment

T: + 971 4 8803079F: + 971 4 8803078


W: www.hoeuae.ae

Crawler Cranes (continued)

Mammoet Trading

T: +31 10 204 25 85 / 204 2637

F: +31 10 204 24 42


W: www.mammoettrading.com

NRC Plant Ltd

T: 01375 361616

F: 01375 361818E: [email protected]

W:www.nrcplant.co.uk

Promech Resources Co. Ltd

T: 00(662) 7171406-7

F: 00(662) 7171408


or [email protected]

W: www.promechresources.com

TAT HONG HeavyEquipment

T: +65 6269 0022

F: +65 6367 1917


W: www.tathong.com

Vema Cranes

T: 0031 162 68 1050

F: 0031 162 68 6262


W: www.vemacrane.com

Dockside Cranes

Grove Worldwide

T: 0191 522 2000

F: 0191 522 2051


W: www.groveworldwide.com


T: +49 (0) 203 / 99 52 90

F: +49 (0) 203 / 58 60 58


W: www.schacke.de

Gantry Cranes


T: 510-638-8100

F: 510-639-4053


W: www.bigge.com

Heinrich Schacke GmbH & Co.KGT: +49 (0) 203 / 99 52 90

F: +49 (0) 203 / 58 60 58


W: www.schacke.de

Heavy Crawler Cranes

Sarens UK Limited (Middlesbrough)

Cranes up to 1200 Tonne

T: +44 (0)1642 621621

F: +44 (0)1642 621620


Heavy Strut Jib Cranes

Sarens UK Limited (Middlesbrough)

Cranes up to 2000 Tonne

T: +44 (0)1642 621621

F: +44 (0)1642 621620


Heavy Telescopic Cranes

Sarens UK Limited (Middlesbrough)Cranes up to 1000 Tonne

T: +44 (0)1642 621621

F: +44 (0)1642 621620


Hooks and Slings

Gunnebo Industrier AB

T: 0046 220 384 00

F: 0046 220 384 98


W: www.gunnebolifting.com

Hydraulic Cranes

Mammoet Trading

T: +31 10 204 25 85 / 204 2637

F: +31 10 204 24 42


W: www.mammoettrading.com

Hydraulic Lifting Gantries


T: 510-638-8100

F: 510-639-4053


W: www.bigge.com

Hydraulic Lifting Gantries (continued)

Krah GmbH

T: 0049-7941-8325

F: 0049-7941-37994


W: www.Lift-systems.de

Level Luffing Slewing Cranes


T: +49 (0) 203 / 99 52 90

F: +49 (0) 203 / 58 60 58


W: www.schacke.de

Light/Heavy Equipment Rental

The Paramount Transport &

Trading Co. Ltd

T: +1 868 653 3802/3

F: +1 868 652 8030


W: www.paramounttransport.com

Mobile Cranes

A Soulis Enterprises

T: +357 2

cranes today april 08

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