Shore Container Cranes

• After-sales Service: 1 Year
• Operation Form: Ground Operation
• Warranty: 1 Year
• Certification: GS, RoHS, CE, ISO9001
• Transport Package: Naked
• Specification: 26*31.5*50 m
• Model NO.: Shore container cranes
• Trademark: SAINTWAH
• Origin: Beijing
• HS Code: 842619300
• Production Capacity: 10000

Product Description

Fully automatic stacked container crane

 

Product introduction

The shore container overhead cranes provided by Jema perfectly inherit Kalmar's more than 100 years of expertise and experience, and have delivered more than 180 units around the world. Under the premise of meeting the performance requirements, the product is based on the standardized and simplified design concept, minimizing the installation and commissioning time of the site occupied by the customer's terminal, and effectively improving the use efficiency of the customer's terminal.

Model advantages

Reliable quality, flexible design concept, maximum productivity

Overview

Shore container crane (referred to as quay bridge or suspension bridge) is a professional equipment specially used in container terminals to load and unload container ships, and is generally installed on the shore of port terminals.

Kalma STS NOELL KONE IHI* Shanghai Port Shanghai Zhenhua
Rated lifting capacity under spreader t 65 65 65 65 65 65
Reach m 56 48 61 63 65 70.5
Rear extension m 25 25 / 16 18 23
Gauge m 30 22 / 30 35 30.48
Lifting height on the rail m 38 34 / 40 38 40
Lifting height under rail m 22 19 / 16.2 20 18.3
Lifting speed of empty spreader m 180 180 150 180 150 180
Full load lifting speed m/min 90 60 75 90 60 90
The trolley runs at a speed of m/min 240 190 180 240 240 240
The cart runs at a speed of m/min 45 45 45 / 45 45

Features

One. High parameters and large-scale
1) The rated lifting capacity is multiplied. The rated lifting capacity under the spreader has gradually increased from 30.5t to 61t, and the maximum has reached 65t.
2) The outer extension is getting bigger and bigger. With the continuous large-scale of container ships, the width of the ship has increased from 13 rows of the 3rd generation Panamanian container ship to 14~17 rows of post-Panama ships, and even 20 rows of ships will come out in the next century as planned, and 22 rows of ships are also being designed. The envisaged 24-row Malacca ship (defined by its draft, not its width) would appear in the early part of the next century. The width of container ships has increased from 26~28m when carrying 600~1000 boxes to 45m carrying 6000~8000 boxes, almost doubling. The outer extension of the quay bridge has also gradually increased from 32 m to 65 m now, and will increase to 70 m in the future to meet the needs of the so-called Malacca boats in the 24 rows*
3) Lifting height on the rail. The on-track lifting height of the Panama quay bridge is usually below 27m, and the post-Panama quay bridge is between 27m~36m, and now it is required to reach 40m. Shanghai Zhenhua Port Machinery Company (ZPMC) supplied the SaIaIa Port of Oman with five quay bridges with a lifting height of 40 m on the rails. Shanghai Port Machinery Co., Ltd. and Dalian Heavy Industry Lifting Group Co., Ltd. provided Tianjin Port Pacific Terminal Co., Ltd. with 23 sets of quay bridge rails with a lifting height of 43m. Although the lifting height of the quay bridge tendered by Maersk for the Egyptian pier and the United States' Long Beach, Tacoma and New York is 40m, it is necessary to consider the possibility of increasing it to 47.5m. The significant increase in the lifting height will lead to a series of new problems in terms of strength, stiffness and fatigue of the metal structure of the quay bridge, especially the deterioration of the driver's line of sight and the significant increase in the bearing capacity of the pier due to the increase in its own weight. Therefore, 47.5m is an unimaginable lifting height, especially since the quay bridge is installed at the front of the pier, and special consideration must be given to resisting wind loads.
4) The dead weight is getting bigger and bigger. The self-weight of the quay bridge has increased from 600~800t of the conventional Panamax type to 1200~2000t of the post-Panamax type.

Two. High speed
1) The lifting speed has increased from 50/l20m/min of Panamax quay to 90/200 m/min now, and the power of the motor has been as large as 690 kW×2, if the AC motor is selected, it is the largest specification of the current reuse frequency conversion motor, which is forcing the motor supplier to develop a larger capacity motor.
2) The speed of the trolley has increased from 120m/min of the conventional Panamax type to 300m/min now, and is developing towards a speed of 350m/min. It will bring a series of new problems such as how to adapt the power cable of the towing trolley box to high speeds.
3) Double box spreader operation. According to statistics, more than 60% of a shipload of containers is 20' boxes. The application of the new spreader for double-box operation enables the loading and unloading of two 20' containers at the same time, and the efficiency is increased by more than 25% on average.
4) Double trolley double box spreader operation. In addition to the use of a double-box spreader on a quay bridge, the double-trolley system, which has been silent for nearly a decade, has also been put back on the agenda in the Port of Hamburg, Germany. It is a double trolley system based on modern high technology. The system uses two trolleys in the front and rear. The previous trolley is operated by a driver and undertakes container handling between the ship and the transfer platform; The rear trolley has no driver, and the container is fully automatic to move between the transfer platform and the AGV system (automatic hauler frame), and the transfer platform is located on the lower cross beam on the sea side closest to the ship on the shore bridge. Therefore, the efficiency is greatly improved, and theoretically it can reach 55 to 60 cycles, equivalent to 80~100TEU/h.