Company in Focus – Liebherr Container Cranes Ltd

Although a European-based manufacturer – its factory is located in Killarney, in the South-West of Ireland – the company’s order-book has not been restricted to the European market. Recent orders have been received from the Middle-East, South America and the Philippines, reflecting the company’s strategy of developing and expanding its global market-place. It has also invested heavily in production facilities at its factory, including investments in new buildings to house steel-cutting, shot-blasting and state-of-the-art painting facilities. Further investment is ongoing this year with the construction of a new boring and milling facility. The company operates state-of-the-art computer aided design and manufacturing systems (CAD /CAM) as well as the latest in production planning, processing software and hardware at their purpose built production line. This policy has allowed the company to reach higher production targets. Its total reference list, since it entered the container crane market, in the late 1960s, amounts to over 320 cranes.
Product range
With its ship-to-shore (STS) cranes, demand in recent years has mainly been for super-post-panamax and megamax specifications, with outreaches of 55m to 65m. The first Liebherr 80 tonnes tandem lift cranes were recently delivered to the Port of Khorfakkan in the United Arab Emirates. However, the company emphasises that it is market-driven and does not try to encourage a terminal operator or port authority to order cranes which are larger than its needs. Liebherr Container Cranes (LCC) entered the RTG market in 1998, and received its first orders in 1999. Initially, it used a DC drive system, but it subsequently introduced AC into its design. Although it offers different configurations, its standard 7+1 wide design features an 8-rope reeving system, designed to reduce sway, together with four wheels per corner. LCC’s rail-mounted gantries (RMG) also incorporate an anti-sway reeving system because the gantry has to move containers away from the STS crane whilst maintaining accuracy and keeping pace with the quayside crane’s operations. While RMGs often incur a higher start-up cost – in terms of infrastructure – LCC believes they offer greater lifetime savings, as they achieve lower running costs and greater stacking density. More recently (see April 2010 issue) the company entered the straddle carrier market with the SC440S.
Construction materials
LCC cranes are easy to identify because of the company’s use of the box lattice design for the main beam and boom, instead of the more common box girder design used by most container crane manufacturers. One point the company is keen to emphasise is its use of high-tensile ST 52 (S 355J2G3) steel throughout (except for access systems), instead of ST37 mild steel. While high-tensile steel is more expensive, LCC explains that it gives the cranes greater strength and a higher overload capability. It also has the advantage of reducing the crane’s weight, thereby reducing civil engineering costs. A 3-coat paint system, supplied by International Paints or Hempels, is used. Using the box lattice design, LCC says, enables the height of the crane’s beam to be increased, without significant extra weight being added. Another advantage is that the lattice design is subject to less wind forces – drivers of box girder cranes often complain of the crane swaying in the wind, LCC notes, resulting in lower productivity. Selection of steels used is from European suppliers, whereby steel is sourced directly from the mills with original mill certificates for full traceability which detail chemical composition and Charpy impact values which are of particular importance when selecting steel used for low temperature climates down to -40°C. Specific joints are designed using alternative variations of the S355 high tensile steel thereby matching the necessary structural characteristics with the correct steel properties. Liebherr has developed its welding procedure specification (WPS) in-line with European standards. Welding certification is carried out to DIN 18800 Class E and DIN EN 792-2. Quality welding audits are carried out to ISO9001:2008 standard while the LCC welding engineers and technicians are certified by the welding institute (SLV) in Munich, Germany. In-house weld inspection methods used are ultrasonic, magnetic particle and dye penetrant, while radiographic inspection is carried out via an independent inspection company. Weld inspection records and radiographs are maintained for the crane lifetime. The company uses only proven reputable European component suppliers, such as Flender, PIV for gearboxes, AEG/Siemens/Wolfer motors, Pintsch Bubenzer brakes and Siemens electrical components. Liebherr AC or DC drive systems are supplied on all cranes. LCC’s drive systems undergo three tests prior to commissioning: firstly, at the Liebherr drive factory in Biberach, Germany, secondly at the Killarney factory, where the drive system is connected to all the crane machinery. This 1-week process involves the connection of the drive system to all the machinery, with the drives being run to check for any problems, for example with bearings, etc. Usually, the client’s senior representative is present to witness this testing. A final check of the drive system takes place on-site. At the Killarney factory, LCC has a final testing area, where the whole crane is checked over and tested. The beams and legs are assembled on-site and tack-welded, to ensure all connections are absolutely flush. When all checks are verified and passed, the final welding of the individual components are completed and the components are then moved to shot-blasting and the paint shop before final assembly. Transport and delivery The company’s policy is to erect cranes on-site, rather than shipping them fully erect. Transporting fully erect cranes is not cheap and requires considerable bracing. The cranes can be subject to significant weathering on the voyage and the company notes that some competitor cranes have arrived at their destination with cracks. There is also the risk that any problems with the cranes have to be corrected on-site, rather than at the factory. Prior to shipment, every structural component on the crane is checked, labelled and stamped, enabling quick assembly on-site. The crane structure is usually standing within two weeks of arriving at the container terminal and operation usually commences within 8-10 weeks. LCC has two supervisors (one electrical and one mechanical) on-site, with work sub-contracted to local specialists. Philosophy LCC’s philosophy has been to continue to supply customers with high quality state-of-the-art cranes in a very aggressive market. The company refuses to follow the trend of cutting corners in manufacture and design to match unrealistic prices. A container crane is a product that should serve its’ operation reliably over its lifetime. Achieving this ideal is not realised by succumbing to “cheap” temptations. In the port industry, time is money therefore, it is important that equipment is available for work at every call. The company puts considerable emphasis on after-sales service, to minimise crane downtime and ensure maximum productivity. LCC believes this strategy has enabled it to strengthen its position in the market and ensure that terminal operators can benefit from its high level of customer service.