Heavy lift ship

Heavy lift cargo ships for the transport are extremely heavy cargoes. Nowadays, such vessels are usually assigned to the multipurpose vessels. The frequently used term is Heavy Lift Multipurpose Dry Cargo Vessel, Strengthened for heavy cargoes. In most cases, these ships are equipped with appropriately sized Schwergutbäumen or cranes, which make it possible to load such a heavy load, and delete. The capacity of these cranes is currently at tower cranes at 1000 tons (SWL ) (manufacturer NMF ) in boom cranes at 1500 tons (SWL ) (manufacturer Huisman ). If necessary, two cranes are used in "tandem", resulting in twice the lift capability.

Heavy lift vessels have particularly powerful ballast pumps to compensate occurring during charging work heeling quickly. To get from the bridge at high loaded on deck heavy goods a sufficiently good view in the heavy lift deck structures are sometimes located at the front. This also has the advantage that the deck structures may act as a protective cover for the often sensitive load.

Very high demands are still made ​​today on the classic seamanship on heavy lift: Since it is not standardized cargo, they must elaborate and calculated according to the requirements to be lashed.

  • 3.1 Tower cranes
  • 3.2 derricks
  • 3.3 auxiliary hoists
  • 3.4 crane manufacturer 3.4.1 Tower cranes
  • 3.4.2 Mast Cranes
  • 4.1 Up to 500 t lifting capacity 4.1.1 vessel types this category
  • 4.2.1 vessel types this category
  • 4.3.1 heavy lift with a lifting capacity of more than 1000 tonnes SWL
  • 4.3.2 heavy lift vessels with Dynamic Positioning ( DP)
  • 5.1 ship types in this category
  • 5.2 operate shipping companies or operators, the MPP - line services
  • 6.1 dock ships with cargo space 6.1.1 Technical Description 6.1.1.1 Condock ships
  • 6.1.1.2 Combidock type
  • 6.1.1.3 Rolldock class
  • 6.1.2.1 Harren & Partner
  • 6.1.2.2 Rolldock
  • 8.1 Differences to other shipping markets
  • 9.1 Germany 9.1.1 News 9.1.1.1 Sietas yard
  • 9.1.1.2 Peene-Werft
  • 9.1.1.3 People Stralsund
  • 9.1.1.4 Lloyd -Werft
  • 9.1.1.5 Flensburg shipbuilding company
  • 9.1.2.1 Stülcken shipyard
  • 9.1.2.2 Jansen shipyard
  • 9.1.2.3 Flender Werft
  • 9.1.2.4 A. G. Weser
  • 9.1.2.5 Lürssen shipyard
  • 9.2.1 China
  • 9.2.2 India
  • 9.2.3 Romania

History

The beginnings

1918 founded Christian Smith, a former officer in the Royal Norwegian Navy, the shipping company Belships whose first two ships were launched in 1921 as part of the shipping crisis. In the early 1920s, the volume of cargo increased locomotives and railroad cars from Europe and the United States, which were shipped to South America and Asia. Locomotives were at that time apart again after the building into its constituent parts to be reassembled again after shipment by sea in the destination country. The British company Armstrong Whitworth & Company received shortly after the end of the First World War the contract for delivery of 200 heavy tank locomotives for the Belgian State Railways. Smith saw in the loading of complete locomotives a niche in the freight market and then let the two laid-up ships Belgot and Belfri converted to heavy lift with two large hatches and powerful Schwergutgeschirr. Locomotives could be operational in this way already about one day after the Anlandsetzen.

The Beldis

Soon after, Smith was awarded the contract for the shipment of a large number of locomotives for the railway network expansion located in British India. He first traveled to Bombay in order to investigate the local conditions, and then ordered the first specially constructed for the Schwerguttransport newbuilding at the renowned Newcastle shipyard Armstrong, Whitworth & Company. The draft Beldis went a step further than the ships Belgot and Belfri, and had three cargo holds with large hatches and reinforced tank top, nine heavy-lift derricks and eight cargo winches. The motor vessel with a carrying capacity of 3400 tons, was also prepared for the transportation of extremely heavy or particularly bulky cargoes on deck. In the Anglo-Saxon was the term " Belship " during the 1930s and 1940s a synonym for heavy lift.

The first German heavy lift

The first German shipping company that responded to the increased heavy-lift cargo volume, was the DDG Hansa. She developed the first German heavy lift that Lichtenfels class with four ships. All ships of the class were at Deschimag, Werk AG Weser built and put into service 1929-1930. These ships had, among other things in common subspace of Luke II and III railroad tracks and a translation stage. However, the biggest change was the up to 120 tons lifting heavy lift, which made these ships completely independent of country or sea-side facilities for the heavy cargo.

In 1953, Hansa put recently standards when they introduced the first heavy lift with Stülckengeschirr in service. This harness was developed by the Stülcken shipyard. It reached with the conversion of MS Trifels 1978 heavy-lift with 2 x 320 t its climax and conclusion, because in 1979 the DDG Hansa went bankrupt.

After that there was in Germany apart from Condock until the early 1990s, no appreciable heavy- more. But their ships dock ships in the first place. The market now served mainly two Dutch shipping companies, namely Jumbo Shipping and Mammoet (later Biglift ). In the late 1980s early 1990s SAL began with the construction of Sietas type 132 with the construction of a heavy lift. From the mid- 1990s rise in Germany several lines into the Schwergutgeschäft. The Rickmers here represents a special case, since they already had heavy lift prior to the sale of Hapag -Lloyd. Following the repurchase of Rickmers Reederei by Bertram Rickmers this began with the construction of a heavy lift for a scheduled service to Asia.

Cargo securing

In most cases, a combination of form and force -fit method is used to secure cargo. If possible so-called stopper plates are welded directly to the deck of the ship, which rest against the charge (but usually not permanently attached to it) to avoid slipping. Use of wire and the charge Kettenlaschings heruntergezurrt and secured at respective angles against slipping.

For use are also elastic straps. However, these are mainly used for smaller loads and then mostly below deck, since the release of the straps rust quite quickly on contact with seawater and also the belts themselves not very well tolerated in the UV radiation from the sun. It is also used a lot of storage timber stowing and lashing of cargo, which is placed under the charge parts to increase the friction. Furthermore, it is secured with dunnage the charge through pallen ( support ) to other parts of the cargo or even against the ship's side. Generally, backing up with chains, belts and bracing with wood is mainly used for lighter load units, while heavy cargo items exclusively Drahtlaschings and the welding of stopper plates and carriers will be used.

In the tabs you have to secure the load against slipping in the transept direction and in the longitudinal direction. Furthermore, one must still secure the load against tipping. The forces arising during the rotation of the Längschiffsachse vessel may well achieve the ordinary gravitational acceleration ( g) and more, although it is usually starting from the ordinary gravitational acceleration for securing loads.

Part of the cargo securing is done by the friction of the load part on the storage timber and its friction with the ship's deck. The remaining forces are absorbed by the lashings.

Modern Schwergutgeschirr

  • Etc. Stülckengeschirr see Schwergutgeschirr articles

Modern heavy lift vessels are often equipped with tower cranes. There are also mast cranes that are used especially in the big cranes are used, in particular the Dutch shipping companies rely on this. In addition, many older ships sail worldwide with more conventional dishes.

The mast cranes have advantages in particular in the offshore sector. Thus one is able to build up, winds and expansion joints in the cargo hold and guide the runner through a hole in the column, and to the crane. This is not possible with tower cranes, as their winds are above the turntable in the crane house. The compensators and the longer runner you need for installations that are to take place in the water. Usually you can slacken the hook only to the top of the tank, then the runner is over.

Tower cranes

Tower cranes are currently up to a lifting capacity of 1000 tons built. The largest heavy lift with tower cranes are currently the ships of Schiffahrtskontor Altes Land (SAL ). The two sister ships of the 183 were built by the shipyard JJ Sietas ( Svenja was delivered in December 2010, Lone in March 2011). These ships have two NMF cranes with a lifting capacity of 1000 tonnes SWL (2000 t SWL in tandem ).

Derricks

Jumbo Shipping and Biglift Shipping rely on Mast Cranes from Huisman. These cranes are different from the tower cranes in that they have a fixed mast to the runs a slewing ring bearing the boom. The largest cranes of this genus are currently installed aboard the J- Class 1800 by Jumbo Shipping.

These cranes are characterized by a low center of gravity (the winds are under the mast ) and by the high display. The following comparison will illustrate:

Huisman 900 t crane

  • 900 t 6.5 to 25 m SWL
  • 800 t 28 m SWL
  • 570 t 35 m SWL

NMF 1,000 t crane

Derricks are up to a SWL of 1500 t available. So far in operation, however, are only cranes up to 900 tonnes. Cranes with 1500 tonnes are under construction for the new buildings by Jumbo Shipping.

Auxiliary hoists

The greater the cranes are, the slower is the main lift. Among the turnover rate suffers. To counter this, one installs still called a much smaller stroke, auxiliary hoist at the top of the boom. Its load capacity is moving t be between 5 and 60, standard 40 t. This auxiliary hoist is much faster than the main hoist and is used for loading and unloading cargo easy pieces.

Large Schwergutkräne are usually equipped with several auxiliary strokes. Most normal 40-60 t auxiliary hoist on the boom tip for easier handling charge. As close to the main lift, a second, much smaller auxiliary hoist is installed. He only has a lifting capacity of a few tons and is used for the quarrels of the grommets. The Huisman cranes and the 700 -tonne cranes of NMF also have a trolley that runs along the outside of the boom. It is also used for loading and unloading cargo and more easily has the advantage that the arm does not have to be for each move up and abgetoppt.

Normally auxiliary hoists are installed on cranes of 250 t, sometimes also during the cranes of 150 t.

Crane manufacturer

Tower cranes

  • NMF
  • Liebherr
  • Mac Gregor
  • TTS - LMG

Derricks

  • Huisman Itrec
  • Liebherr

Modern heavy lift

Up to 500 t lifting capacity

In this region the transition from MPP (Multi Purpose ) heavy lift ship to take place. It is dominated by ships, which are designed as multi-purpose vessels. That is, they have not been developed specifically for the transport of heavy goods. They are suitable for the transport of all kinds of dry goods. They have a Boxshaped cargo space, a height-adjustable steerage, a reinforced tank top and cranes from 60 tonnes. Number and tonnage of default are found in this area, most of the ships with Schwergutgeschirr.

The SWL of the crane runs in jumps: 60 t, 80 t, 100 t, 120 t, 150 t, 200 t and 250 t. Cranes with intermediate capacities are even built, but they are the exception.

The size of these vessels ranges from very small vessels of only a few thousand dwt to 15,000 dwt mostly around the larger ships have three cranes. Wherein the larger units usually two cranes are designed having a higher SWL than the others. These large MPP vessels are more designed for the transportation of breakbulk, bulk, containers and general cargo.

While a majority of the ships have cranes up to 150 t in the range of 60 t, the number of vessels with cranes has around 250 t risen sharply in recent years. With increasing crane capacity also increases the specialization of ships. So more and more emphasis is placed on the ability to store and heavy jamming. This then goes to the expense of other skills. Thus, the carrying capacity is reduced because more steel must be processed, and any fixed ballast is needed. Even with these ships is the migration of the superstructure aft of a forward.

Ship types in this category

  • Scan - Polaris - type
  • Sietas Type 132
  • Beluga R- series
  • BBC Campana class
  • BBC Europe class
  • BBC Congo- class

To 1000 t lifting capacity

This area previously dominated ships with cranes with a lifting capacity of about 350 t. Meanwhile, the trend is clearly cranes to 450 tons. Between these and the 250 -tonne cranes there is very little.

While DDG Hansa in the late 1970s with the Trifels owned a ship, lifted every 320 t of which two Stülckenbäume, this area was the Dutch reserved after the bankruptcy of DDG Hansa. It was not until in 2000 with SAL for the first time a German ship owner with a lifting capacity of 640 t in service. The Dutch shipping companies Jumbo and Biglift (then Mammoet ) already built in the 1980s ships were 1,000 tons lift.

The vessels in this area are characterized by an ever more specialization. So the ships are built increasingly with the front of the superstructures. This has the advantage of full visibility, which enables the transportation also particularly high deck cargo. Also protect the abutments so the charge against wave impact. Another advantage is the large upper surface, resulting behind the superstructure. Since the charge is often too high or too wide for the load area, with a large heavy lift Weather deck is an important criterion. The deck ( tank top, intermediate deck and weather deck ) are particularly enhanced.

For the comfort of the crew, however, are located at the front Cabins disadvantageous because ramming movements and kicks are much more noticeable in the states than in the case of the arrangement at the rear. The problem regarding the designs are also particularly large individual waves ( rogue waves ).

For the necessary stability during loading and unloading of heavy cargo a pontoon is increasingly being used in these ships. This is not all ships applies and is sometimes also been used for vessels with less lifting ability.

This area experienced in recent years an enormous building activity ( see diagram).

Ship types in this category

  • Sietas Type 161
  • Scan Britania type
  • Rolldock class
  • BBC Everest - class
  • BBC Amber class

Over 1,000 t lifting capacity & Offshore

After the commissioning of the first Schwergutschiffes 1984 with a lifting capacity of over 1000 tons, the Happy Buccaneer ( Biglift ) with two mast cranes á 550 t, distinguished himself in this field twenty-year nothing. With the commissioning of the well -equipped with mast cranes Jumbo Javelin ( Jumbo) in 2004 with two mast cranes á 900 t found a further place.

In recent times, the trend is towards heavy lift offshore. The company Jumbo Shipping has two ships that are able to make use of their cranes and with the aid of dynamic positioning offshore installations in the oil and gas sector. With the same ship that loads the units and ships, which are then installed. Previously, these tasks were distributed. A floating crane lifts the units on a pontoon, this drags a tug to a special ship, be installed from this then.

The two equipped for performing deepwater installations of ships Jumbo Shipping (Jumbo Javelin and Fairplayer ) are able to perform installations in the following depths:

These water depths are reached by external wind systems that are not housed in the crane column itself, but in the hold. If necessary they may also be equipped with a compensator, which compensates for the vertical movements of the ship.

The Blue Giant ex Combidock I is so far the most for offshore designed or modified heavy lift. However, it does not run in the open market, but is chartered to a Mexican oil company. Before commissioning extensive alterations were carried out on the shipyard. So, the ship received a moon pool, the crane pillar crane No. 2 was increased, a helicopter landing platform was installed in front of the superstructure on the back, for additional living container supply connections are mounted behind the superstructure. It was also installed DP 2. Since this was not provided for in the planning of the ship, had to be installed on deck power packs, which take over the power of the additional thrusters.

Heavy lift with a lifting capacity of more than 1000 tonnes SWL

Status: February 2014

Heavy lift vessels with Dynamic Positioning ( DP)

Status: February 2014

  • "Normal" means the ship works " inshore ", that is in protected waters such as in port, at anchor, etc., " offshore " means that the ship on the open sea performs Schwergutoperationen. In the case considered of stability and strength reasons other SWL. As offshore is always the maximum lifting capacity indicated with two cranes.

Cargo liners with Schwergutgeschirr

In addition to ships that were built specifically for the Schwergutfahrt, there is also MPP cargo liners, which are equipped with Schwergutgeschirr. These ships usually have a size of about 30,000 dwt In contrast to the pure heavy-lift have more holds, and are not specifically designed for the transport of heavy goods. They are designed more for the transportation of break bulk, general cargo, bulk cargo, project cargo and containers and carry heavy so to speak, only in passing. They are mostly used in the line ride and less in tramp shipping. This line ride but it's often more flexible than in the container trade. Thus, other ports are, so far enough charge present under way that were not originally intended. These vessels usually have four cranes, two Schwergutkräne and two more that are in the range of 40-80 t SWL.

One reason why these ships often get a powerful Schwergutgeschirr, is its size. You can handle very well on the stability ago using large cranes. The greater the cranes are, the harder will the whole crane. The effect is particularly marked at the boom. Since this is moved during cargo handling, small ships heeling relatively strong with heavy arms. This affects the speed of cargo handling. On larger vessels, the effect does not really matter.

Ship types in this category

  • Superflex Heavy MPC ( Rickmers )
  • Superflex Mumbai Max ( Rickmers )
  • Kuwana Type ( NYK Hinode )
  • "A" Class ( Austral Asia Line )
  • "S" Class ( Austral Asia Line )

Operate shipping companies or operators, the MPP - line services

  • Rickmers line
  • Chipolbrok
  • COSCO
  • BBC Chartering
  • Austral Asia Line
  • Flamar
  • Intermarine
  • Clipper
  • Spliethoff
  • Sloman Neptun

Dock ships (semi -submersible )

Retractable heavy lift vessels are ships that can be lowered for taking charge, so that the charge can then be floated into the hold. One can distinguish two types here: on the one hand ships without cargo space, which only have a large deck area (eg Dockwise ), on the other ships have a cargo space ( Condock, Combilift and Rolldock ).

Dock ships with cargo space

These ships have, with the exception of military vessels, originated in the barge carriers ( Baco - Liner). Because of this concept, however, could not prevail, which was designed as a feeder for the big barge carrier Condock ships were soon used as a heavy lift for particularly heavy rolling or floating charge.

The fleet of dock ships is very manageable. Currently, six vessels in service are two of which are at an age that their scrapping in the next few years are likely to be. New construction activity in this sector is also quite manageable, though, relative to the fleet, many ships are under construction ( two ships under construction, as of May 2013).

For years no longer dock ships were built until the beginning of 2008 the first dock ship for Combilift from the Lloyd Werft was delivered.

Technical Description

Condock ships

As the ships that were built for Condock, differ, sometimes very please see Condock article.

Combidock type

The Combi Dock I and her three sisters, who were delivered by the end of 2010, are capable of floating charge with a draft of max. 4.5 m and a maximum width of 18 m record. Since these ships are allowed to drive with an open rear ramp and open hatch, they can also transport cargo, which in its length and height dimensions of the cargo space, which is 132 mx 18 mx 9.4 m tall exceeds. The rear ramp is 12 m long with over 700 tonnes may be charged. In addition, the ships have three Liebherr cranes with a lifting capacity of 2 x 350 t ( 700 t SWL in tandem ) and 1 x 200 tonnes SWL. The ships are prepared for DP 1 (dynamic positioning ). In Combi Dock I DP 2 was retrofitted.

Rolldock class

See Rolldock class

The rear ramp of these ships, the 19 mx 9.5 m tall and 1,600 t is resilient, is adjustable, which makes it possible to take a maximum of 4000 ton RoRo cargo on board. In contrast to the Combidockschiffen this ramp can be vertically placed in six different positions. These ships can also go with open hatches and open ramp. The cargo area is 116.2 mx 19.0 mx 8.1 m tall, the maximum depth for floating charge is 6 m, the maximum width of 19 m. These ships are also equipped with two 350 -tonne SWL cranes from Liebherr.

Fleet

Overall, ten dock ships are in two lines going. Under construction are at the moment no more (as of February 2014).

Harren & Partner

Harren & Partner is until now the largest owner of dock ships. This shipping company are a total of seven dock ships, which are divided as follows:

  • To the daughter Condock include three, built in the 1980s, dock ships. These ships are its end of range. Of the former four ships have been scrapped already have one, the last end of 2010. Condock The third ship, the Condock II, is a bought in until 2008 ship but was also built in the 1980s.
  • Further features include H & P four other dock ships, the so-called Combidock ships. These were built in 2008-2010 on the Lloyd shipyard in Bremerhaven and are all chartered to Combilift. Combidock I was still rebuilt in the shipyard for use in the offshore area and continues for a Mexican oil company.
  • H & P can be build by the joint venture OIG ( Offshore Installation Group ) yet another dock ship in Stralsund shipyard. This ship, however, is intended for use in the offshore sector, so that use in normal Schwergutsektor is unlikely.
Rolldock

Rolldock originally had six ships of its S-Class in India of which have been ordered but delivered only two with considerable delay. Rolldock cancelte the other four, and ordered instead, two in Germany at the FSG shipyard.

Dock ships without cargo space

See Dockwise articles

Schwergutübernahme

Before the Schwergutstück can be charged only once the sling required for this purpose must be compiled. Since there are many different options there, either by way of example only describes sling on the adjacent picture. This harness is there, grommets, shackles and a " bone ". A bone is used as a strut.

Construction:

From the hook to the bone grommets are used, the length of which are chosen so that the allowable angle is not exceeded, but, in turn, in order to obtain hot- level as short as possible. The smaller the angle, the lower the load on the grommets. The required SWL Grummets the results from the weight of the cargo, the weight of the sling itself and the angle. The grommets are connected with shackles with the bone. The selection of the shackle is determined by the required SWL, the diameter of the hole (after the pin has the shackle by fitting ) and the required mouth opening. Among the bone turn shackles are used, the grommets, which are connected to the load, or as in this case, pulled through under it, to be connected to the bone. The part of the stop harness that hangs below the bone must be recompiled for each different load. Here are two grommets and three shackles were apparently used. On each side of the bone, a second crop was struck. The one longer and the other shorter. At the shorter one has posted a shackle. The longer was pulled through under the U- boat and then connected to the other through the shackle.

Lifting:

Once the charge is struck, the cranes are aligned. Once they have been aligned one may not change anything on the flip side of the ship. Otherwise, the charge as soon as it is released from the ground, move not only upwards but also to the side. Raising itself takes place in that one shifts weight within the ship. This happens primarily through the pumping of appropriate amounts of water through a Heelinganlage or ballast system or even turning of another crane (same effect, but is faster ).

Market

In contrast to the bulk shipping markets (container, bulk and tanker ) there is about the freight degrees in project and heavy lift virtually no publications and thus, of course, no index, such as the Baltic Dry Index for bulk carriers. Thus, it is difficult to see where the freight rates are currently. Only the general situation is described in the media every now and then by insiders.

Traditionally, does not suffer from the project and heavy lift under such sharp swings as the other markets, since almost all capital goods are transported to the long-term projects, such as a construction of a power plant, are bound. Therefore, falls during a burglary of the economy, as happened in 2008, the market does not immediately into bottomless, but remains relatively stable. Due to the advance of the projects that were initiated with a growing economy, the market always reacts only with a time lag of one to two years. However, it takes through the flow of such large projects for a few years after the initiation until the charge for these projects must actually be worn as well.

In many studies that analyze this niche market, there is talk of a marked aging of the fleet. This is only partly true, as the fleet is very inhomogeneous. There is within this niche market, in turn, many small niches. Thus, e.g. the type of SAL 183 lift everything up to 2000 tonnes, while on the other hand built in the same year ships of the P1 class of Beluga can only be up to 800 t active. Now there are other differences between these two ships, but it is apparent that the 183er can lift anything that can also raise the P1- ships, but the P1- ships by far not all the 183er. In addition, the ships of the age group 25 is no longer in the upper segment are active because they are long out of the retirement age, the demand many companies. Here except in ships of Jumbo and Biglift. The old ships are very different from the more modern, so they often have no open hatch ( that is, the hatch opening is not sufficient over the entire width and length of the loading area ), have outdated cargo gear and are slower. As can be seen from the accompanying table, most ships can lift t 500 or more, ten years or younger. Thus may be of aging in this sector of the question. In contrast, in turn, looks for vessels that have smaller dishes and are attributable to the pure MPP sector. In these ships there are actually a aging.

Unfortunately, when a growth of 7% is mentioned, then it is not indicate in which sector. For container ships is simple: a TEU is a TEU. The same container can be transported on a 200 - TEU vessel or a 13,000 - TEU ship. If you now but says that annual transport volume in the heavylift and project journey grows by 7%, one must also say what exactly because increases. Because an increase of 300 t may mean that 300 boxes each 1 t be shipped or eg A transformer with 300 t. Now, these boxes can be transported from each MPP ship, whether small or large, 3-t - tree or 900 - ton crane, the transformer can not be transported with any ship by far.

While the market is so 2008 and in 2009 was stable, he broke a 2010. This, however, was to a large extent on very strong fleet growth. While the heavy lift stagnated since the mid- 1980s, continued after the turn of the millennium a building boom (see the statistics here on the right). Thus, the heavy lift, expected to grow with a harness over 500 t lifting capacity, in 2011, by almost 80 %.

This market slump led so far to the insolvency of two heavy lift shipping companies: in October 2010 and in March 2011 SCANSCOT Beluga. The circumstances of the bankruptcy of Beluga are subject to prosecutorial investigation.

Differences to other shipping markets

In particular, the market for heavy lift differs in one of most other markets (containers, bulk cargo, tankers, etc.): heavy lift transport not consumer goods but capital goods. The diagram to illustrate this. It is intended for illustration only and the values ​​in it have nothing to do with reality. Assumption is that it takes three years to build a power plant, and for the transport of the corresponding parts of a heavy lift is needed. Once the plant is completed, it requires two bulk carriers, to supply it with coal. The ten power plants that are being built there, it means stops once the three power plants under construction, the need for heavy lift no longer increases, whereas the demand for bulk carriers increases continuously until it reaches its peak at 20 ships. These 20 ships are now required to decommissioning of the power plants. In contrast, the heavy lifters are no longer required after completion of the last power plant.

Heavy lift -build shipyards

Germany

Current

While in recent years the construction in German shipyards was quite lively and a large number were built of heavy lift, there are currently only in the People's shipyard heavy lift for the OIG Offshore Installation Group in construction.

Sietas yard

The " J. J. Sietas " shipyard builds since the late 1980s, heavy lift, de facto exclusively for SAL. With the 183 type here the largest heavy lift were built worldwide.

Built types

  • Type 132 built 1987-1996
  • Type 161 built 1997-2004
  • Type 176 built in 2008 /09
  • Type 183 built in 2010/11
Peene-Werft

The Peene-Werft builds mainly since the mid- 1990s heavy lift for SCANSCOT, but also for Harren & Partner.

Built types

  • Scan Polaris - type
  • Scan Arctic- type
  • Scan Atlantic - type
  • Scan Brasil - type
  • Scan Britania type
  • Pancaldo type
People Stralsund
  • Combidock ( Stark modified for offshore use )
Lloyd -Werft

The Lloyd -Werft has ever built four dock ships with Schwergutkränen for Harren & Partner.

Built types

  • Combidock
Flensburg shipbuilding company
  • S-Class for Rolldock

Historically

Stülcken shipyard

The Stülcken - yard built for DDG Hansa Heavy Lift and developed together with the Hansa Stülcken - heavy lift.

Built types

  • Lichtenfels- class
  • Wait rock class
Jansen shipyard

Built types

  • Samson scan type
  • Project Type
Flender Werft

Flender Werft built for DDG Hansa Heavy Lift.

Built types

  • ST class
A. G. Weser

The A. G. Weser built for DDG Hansa Heavy Lift

Built types

  • Bärenfels class
  • Lichtenfels- class
  • Uhenfels
  • Wait rock class
  • Crostafels class
Lürssen Werft

The Lürssen shipyard produced only a single heavy lift for DDG Hansa.

  • Stahleck

Foreign countries

China

  • Taizhou Kouan Shipbuilding, Taizhou
  • Hudong Shipyard
  • Sainty Marine Corporation, Yangzhou

India

  • Larsen & Toubro ( builds ships for Rolldock and Biglift )

Romania

  • Damen Shipyards Galati

Heavy lift (selection)

Australia

  • Austral Asia Line

Belgium

  • Flamar ( OXL ), operates scheduled services exclusively chartered ships

Denmark

  • Combilift, joint venture of J. Poulsen Shipping A / S ( Denmark) and Harren & Partner ( Germany )

Germany

  • Hansa Heavy Lift, succession shipping company Beluga Shipping, 100 % owned by Oaktree Capital Management
  • SAL Heavy Lift GmbH, a 100% subsidiary of K -Line ( Japan)
  • Rickmers Reederei
  • Briese shipping, all Heavy - Lift vessels chartered, for the most part at BBC Chartering
  • Sloman Neptun line service from Northern Europe to the Mediterranean
  • BBC Chartering, no own ships, only charter tonnage
  • Jüngerhans shipping company, all ships chartered
  • Reederei Bockstiegel, all ships chartered ( at Intermarine, BBC, HHL)
  • Harren & Partner, all ships chartered ( at Combilift, OIG and Hyundai Merchant Marine)
  • Condock, a subsidiary of Harren & Partner

Former Operators

  • DDG Hansa ( bankrupt in 1980 )
  • SCANSCOT ( insolvent October 2010)
  • Beluga Shipping (some sold to U.S. hedge fund Oaktree Capital Management since July 2010 and insolvent since March 2011)

France

  • Giant Marine

Japan

  • NYK Hinode

Netherlands

  • Jumbo Shipping
  • BigLift ( subsidiary of Spliethoff )
  • Rolldock
  • Spliethoff

Norway

  • OIG Offshore Installation Group

Former

  • Belships ( now operates no more heavy lift )

Poland

  • Chipolbrok (a joint venture between Poland and China)

Singapore

  • SE Shipping

South Korea

  • Hyundai Merchant Marine
  • STX Pan Ocean

USA

  • Intermarine

PRC

  • COSCO
  • Hanssy Shipping
Armstrong-Whitworth Freight transport British Raj Tie down straps Jumbo (company) Liebherr Group Offshore construction Break bulk cargo Baco-Liner Volkswerft Flensburger Schiffbau-Gesellschaft AG Weser
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