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Your new Link-Belt Crane distributor in Texas. Nobody’s better equipped to serve your lifting needs in North, Central and East Texas. HOLT Crane & Equipment is your single source for the full line of Link-Belt cranes. We are committed to providing you with legendary parts and service support, backed by the Link-Belt Parts Distribution Network.
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Photo courtesy of Walkway Over the Hudson.
A 110-ton (99.7 t) Link-Belt 218 HSL puts on 25-ft (7.6 m) bearing beams and the 12- and 14-ton (10.9 and 12.7 t) concrete slabs that make up the deck.
Walkway Over the Hudson Project on Track for Opening New York City to the glass elevator at the bottom of the bridge to the walking trails.” Visitor spending is anticipated to top $21 million annually and 258 local jobs are expected to be added. This time, there is tremendous support. Hutter said there are virtually no dissenters. Jeff DiStefano, co-owner of Harrison & Burrowes Bridge Constructors Inc. Glenmont, N.Y., agreed, adding that the “Hudson Valley people are supportive” and noting that the project is in the news “all the time.” Even workers on the project are excited. “Everyone comes to work ready to go; it keeps the momentum going. The crew is like soldiers; it’s like a well-oiled machine.” He credits the talent of Local 417 iron workers, Local 70 laborers, Local 137 operators and the partnership between Harrison & Burrowes, Bergmann and Fort Miller Co. Inc., Schuylerville, N.Y. who, he said, are harmoniously in step and “can’t do enough to help each other.” Part of the enthusiasm, DiStefano believes, stems from the magnitude and scope of the one-of-a-kind project, but he believes it’s also due to “the honor of building the longest pedestrian bridge. You don’t get to work on a 120-year-old structure every day.” The Walkway will feature a trail running the full length of the bridge, with separate lanes for walkers, bicyclists and rollerbladers. New York State Parks will maintain and oversee the Walkway once it’s completed.
By Lori Lovely CEG CORRESPONDENT
It was the longest bridge in the world when it opened in 1888, and it will be the longest pedestrian bridge in the world when it reopens in October 2009 as the centerpiece of the state’s Quadricentennial Celebration commemorating the anniversary of Henry Hudson’s historic voyage up the river that bears his name. But the Poughkeepsie-Highland Railroad Bridge won’t be its old self. The 6,767-ft. (2,062 m) former railroad bridge, dubbed “the great connector” in 1875 because it linked New England with Pennsylvania coal and Midwestern grain supplies, will instead connect pedestrians and bicyclists to a network of trails in the new state park.
Registering Historically First proposed in the Poughkeepsie Journal in 1868, the railroad bridge spanning the Hudson River between Poughkeepsie in Dutchess County and Lloyd in Ulster County, N.Y., was chartered in 1871. Its first cornerstone was laid two years later, but work didn’t get started until 1876. Construction and funding difficulties halted construction in 1878, and after two years of hard work, put the American Bridge Company out of business. Facing local opposition late in 1886, the Union Bridge Company (builders of the cantilever Niagra Bridge) recommenced work. Dubbed a “technological wonder” by Carleton Mabee in Bridging the Hudson, the bridge demonstrated an early use of riveted steel construction. Considered an unrivaled engineering feat, the steel trusses allowed the cantilever bridge to carry more weight over longer spans than any bridge before it, with its 525-ft. (160.2-m) spans bearing the largest and heaviest trusses. Completed not long after the Brooklyn Bridge opened, its bridge deck towers 212 ft. (64.6 m) above the river (higher than its rival), while its 10-story underwater timber caissons are secured deeper than its competitor’s. Four masonry river piers rest on the 60 by 100-ft. (18.2 by 30.48 m) caissons, which are dredged to 125 ft. (38.1 m) below high water. Pockets left open in the caissons for dredging were later filled with concrete. Sitting atop the piers are 180-ft. (54.8 m) trestles with lattice bracing. Originally double-tracked, in 1959 a single track was laid for increased stability against eccentric loading. At its peak during World War II, the bridge carried more than 3,500 rail cars per day. It was last used in 1974, when a fire burned 800 ft. (243 m) of it, causing extensive damage. And so it sat … until 1992, when the Poughkeepsie-based nonprofit group Walkway Over the Hudson formed. They took ownership of the bridge, now on the National Historic Register, in 1995 and began seeking funding to convert the old railroad bridge into the centerpiece of the new state park.
Paying the Price The current, elevated budget for the project ranges between $30 million and $37 million, according to Hutter. Funded by a mixture of public and private funds, several congressmen and companies are responsible for the bulk of the financial support. Congressman Maurice Hinchey was the first to secure a federal DOT funding appropriation in 2006, but New York State Sen. Steve Saland also secured $1.25 million from the Senate. A total of $16 million has come from New York State, including $8 million from the State Park’s 2008-09 budget. Other donations include $1 million from Scenic Hudson, a non-profit organization; a $2 million grant award from Dyson Foundation; a $500,000 grant from the Dutchess County Industrial Development Agency and more than $700,000 in additional grants and donations from other sources. Fundraising continues in order to cover escalating costs. Steel, concrete and fuel prices have all risen sharply since project costs were projected. According to Walkway Over the Hudson, the cost of the steel bar stock used to reinforce concrete panels has increased 50 percent. The steel stock used for railings also is up 50 percent. In addition to concentrating on raising more money, cost-cutting measures will be taken where appropriate. Features such as lighting and a visitor center/maintenance building may be delayed. The width of the pedestrian deck has been decreased to 25 ft. (7.6 m), although sufficient space is left for events and three viewing platforms will be the full 35-ft. (10.6 m) width of the bridge.
Overview
Pre-Construction
The renovation project includes many goals beyond saving the historic bridge and transforming it into a pedestrian walkway. The completed bridge is expected to enhance the local economy. “It will be an economic development engine,” said Louis Hutter, senior structural engineer for engineering and project management firm Bergmann Associates PC, headquartered in Rochester, N.Y., “People will take the train from
To meet the unflinching deadline, this fast-track project should be completed within 15 month from authorization to opening. The urgency has been so intense, Hutter said one piece of precast concrete was placed when it was only two days old. However, design work couldn’t begin see WALKWAY page 8 7
Photo courtesy of Walkway Over the Hudson.
Workers on the walkway had a spectacular view of the autumn foliage from their vantage point in the treetops. WALKWAY from page 7
Working on the Railroad
until the bridge was inspected. “We had to determine if the bridge was in shape,” he explained. Design work involved determining the thickness of the panels and which direction to lay them. “The existing bridge is not smooth,” Hutter stated. “Parts [of it] were built out of tolerance or moved out of tolerance.” Workers would leave a half-inch gap between each panel to meet architectural concrete tolerances. Not only are the panels being laid very tightly, they also must be level. Crews use four screws to get each panel to the perfect height to line up with the others and use wedges to guarantee the gap. Although the contractor bid on 90 percent complete drawings, Hutter said before the job was released for bid, they had to find a crane and a way to get the job done. “We created a sort of template.” First, inspections had to be performed and a structural analysis conducted to determine what areas needed to be repaired. Because no crane could be put on the bridge before it was inspected, the inspection couldn’t be done with a crane. Instead, rock climbing specialists conducted rope inspections along the entire length of the bridge. “It took five twoman crews four months,” Hutter said. They determined that metal bracing had to be repaired, and Hutter believes that in 10-20 years, they may have to do more steel repair. Bridge metal repairs, as well as installation of new panels and railings, is being done by Harrison & Burrowes. Removal of old material is being performed by Environmental Remediation Services, Inc., in Schenectady, NY. Lead paint is being removed in limited areas, predominantly where concrete panels will make contact with the steel and where loose flakes were apparent.
Three cranes are in use on the job. Harrison & Burrowes purchased a 28-ton (25.4 t) capacity 2007 Manitex 2892-S specifically for this project. “We didn’t need a lot of capacity.” Mounted on a Sterling truck body LT9513 from Stevenson Equipment in New York, it is used for demo and repair work, removing old ties and all the steel work prior to setting deck slabs. DiStefano believes the smaller truck crane will have a lot of uses later. Two hundred feet behind it, a 110-ton (99.7 t) crawler crane on a Link-Belt 218 HSL puts on 25-ft. bearing beams and the 12- and 14-ton (10.9 and 12.7 t) concrete slabs that make up the deck. This crane, already in Harrison & Burrowes’ fleet, was acquired in 2007 on a job in Orange County, N.Y., when they needed a crane to match the 500-ton (454 t) crane used by the competition. “It does an awesome job,” DiStefano raved, adding that it has been a “huge savings.” A 120-ton (108.8 t) Grove stays on shore to load the heavy pre-cast concrete deck panels weighing 15 tons (13.6 t) two to a truck to be delivered down the bridge for placement. And, as Hutter admits, “there have been a few incidents, so it picks up things on shore. It’s our all-purpose on-shore crane.” All equipment and deliveries go in over the west abutment on completed deck. “There’s no other way to get to the site,” said Hutter. He estimated that 1,000 ft. (304.8 m) is completed, or about 12 sets of panels. “We run it like a production line,” he elaborated. There are 101 sets of panels to place, and they hope to do four a day. “There are a lot of days of setting panels. We have 4,000 feet of approaches – that’s 6 panels a day at 40 feet. We’re laying four panels a day on the main span.” The see WALKWAY page 10 8
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WALKWAY from page 8 when 15 inches of snow shut down everything, some work will continconcrete panels are 6.75 ft, (2 m) long by 25 in. (64 cm) wide and 10 to ue through the winter. “The east end is close to the ground, so we’ll work 11 in. (28 cm) thick. After laying 3 to 6, they are grouted. When set, the on a manlift to get the steel replacement done by January 15. We won’t crane moves on top to continue working forward. set panels until April so steel work stays ahead.” Hutter pointed out that the old railroad bridge carried heavier loads The scheduling allows Fort Miller Group time to catch up. DiStefano than the repaired bridge will have to handle. As-built loading capacities said they ran out of panels in November. Crews set 25 to 30 panels a are: 11,350 lb./ft. for train engines and 6,000 lb./ft. for train cars. The week, working east toward Poughkeepsie. Hutter hopes they will set 20 proposed loading capacity is 2,200 lb./ft. for pedestrians and bikes. a week on the main span and 25-30 on the east approach when work Currently, Hutter said the bridge is designed for 85 lb./sq.ft. “The crane resumes. “Eventually, we’ll mobilize to work from the other side. Most doesn’t control the loading. There’s almost 200 pound foot times 500 of the repairs on the east side have been done on the ground, but we’ll get the crane to work on the east shore setting panels.” Fort Miller Group feet.” The crane extends over several panels so there’s not much pressure has completed the 151 panels required for the west approach. DiStefano confirmed that the plan is to continue working west to east, on any one panel – a planned 30 percent overload factor. “We have to but also to start setting panels from east to west, supplementing the addihave 50 percent extra capacity because we’re lifting over a CSX railroad line,” Hutter explained. “When we’re at max load, it’s too heavy for the deck panels. It’s like trying to reach in mud; it would break the deck.” That’s why they put stiff structural donnage across the deck to distribute the load to all eight legs of the panels. However, because the crane extends to work, there is concern about maxing out its tipping load. DiStefano explained that when the boom is straight up and swings 180 degrees, there is concern about no boom weight/too much counter weight. On the bridge approaches, crews avoid swinging the crane in a half-circle; instead, they back the trailer to the crane to pick up and set down materials without swinging it. An empty crane is the worst load, Hutter continued. With the 100-ft. Photo courtesy of Walkway Over the Hudson. (30.5 m) boom straight up, it exerts The original railroad bridge opened in 1888, 20 years after it was first proposed in the the highest ground pressure and its Poughkeepsie Journal. Shown here in mid-construction, the bridge had to surmount a lot of counterweight almost tips it over. obstacles before it was completed. DiStefano said they are “very careful of the boom angle when empty” on its way to get the next piece. They tional work with another crane purchased specifically for the project: a Link-Belt 8065 rough terrain crane. “The last place will be a challenge,” maintain it at 45-50 degrees. he chuckled. The accelerated schedule is necessary because of the hard deadline. Challenging Work Crane access is difficult, Hutter said, because it sits in the center of the “The bridge is the focal point of the Henry Hudson celebration next fall,” narrow three-truss bridge. “We have to refuel and change oil on the Hutter pointed out, adding that they have to get the crane off the bridge bridge.” Access isn’t the only challenge faced by the 100-ton (90.7 t) a month early so they can set the railings. “The deck is 25 feet wide, but crane. Working in 45 mph winds has been difficult, and weather shut you lose 5 feet to the railing. There’s not a lot of clearance.” down work in mid-December when the cranes were caked with 1,500 Although work is currently on schedule, DiStefano noted that the lbs. (680 kg) of ice. only way to make up time, if necessary, “is to put more iron workers on Weather has been a factor for several aspects of the job. Crews weld to set panels.” There are plenty of obstacles that could delay progress, sheer studs to the top of the steel before they lay the panels, but they can’t even if only briefly. The CSX railroad running under the main span on weld if it’s wet because that produces a poor quality weld. Because of the west shore, an Amtrak commuter railroad from New York on east the tight deadline, Hutter said they try to overcome conditions whenev- side and a nearby major highway made coordinating traffic “a sizable er possible. “We use a special quick-set grout that dries in two hours up task,” DiStefano said. A flagman was hired to watch for a train below to 3,000 psi at 40 degrees.” They also use a salamander to blow hot air and work is temporarily shut down while it passes. to warm it up enough to pour grout, although he added that they can’t “The number of vested entities [in the project] is unusual,” Hutter warm it too much or they’ll have other problems. elaborated. “It took a lot of coordination and there were some design Hutter estimated that before winter shut things down, the total job was requirements on the funding.” Nevertheless, spirits remain high. “It’s a 20 percent done. When work resumes in March, he said crews “will cool project, everyone is working together well. There’s a ‘once in a lifehave 6,000 feet to do.” DiStefano clarified that, except for two weeks time feeling’ about it; it’s a unique job.” CQ 10
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Shuttlelift’s SL 75II I Selected By NREL to Lift Wind Turbine Blades When the U.S. Department of Energy’s National Renewable Energy Laboratory (NREL), in Golden, Colo., needed a solution for handling wind turbine blades, its engineering team chose the Shuttlelift SL 75II to meet this challenge. Shuttlelift’s gantry crane was purpose-built and included many unique design features, specifically requested by researchers at NREL’s National Wind Technology Center, where structural evaluations on turbine blades are carried out. Jason Cotrell, senior engineer at NREL explained: “At NREL we conduct a full range of tests on turbine blades. Blade testing is required to meet wind turbine design standards, reduce machine cost and reduce the technical and financial risk of deploying mass-produced wind tur-
bine machines. These blades can measure up to [230 feet] in length, so it was essential that we had the means to safely and effectively transport these components. “ Many options were incorporated on the SL 75II including 4-wheel steer with 4-corner ground drive; wireless load indicators; and wireless remote control. An 11-ft. (3.3 m) “spool piece” in the top beam allows the machine to be narrowed. Normally, the addition of this feature would create a change in the machine’s geometry necessitating the steering linkage to be reconfigured but, because the 4-wheel steering is electronically controlled, this has been corrected by simple reprogramming. Another benefit is that the “spool piece” can be removed so the SL 75II can be used for other applications. Paul Lundahl, Shuttlelift’s government contract administrator, added: “When NREL’s test facility was in the early concept stage, its engineers visited our factory to discuss the feasibility of an SL gantry crane as part of its program. We not only satisfied all NREL’s operational requirements but we then submitted a design proposal for the fabrication of a custom spreader frame, which has greatly enhanced the versatility of the crane, particularly for handling other equipment at NREL.” The Shuttlelift SL 75II helped the National Renewable Energy Lab with its wind turbine blades. For more information, visit www.shuttlelift.com.
Safety Professionals Receive ASSE’s New Crane Safety Standards Package The American Society of Safety Engineers (ASSE) now has available the ASSE/ANSI A10 Crane Safety Standards Package to help safety professionals conduct safe crane operations in construction and demolition operations. The package includes the A10.8 “Safety Requirements for Scaffolding”; A10.28 “Safety Requirements for Work Platforms Suspended from Cranes or Derricks”; A10.31 “Safety Requirements, Definitions & Specifications for Digger Derricks”; A10.33 “Safety & Health Program Requirements for Multi-Employer Projects” and A10.42 “Safety Requirements for Rigging Qualifications & Responsibilities’ standards. The scope of the A10.8 standard, which aims to help workers who use scaffolding to stay safe on the job, deals with the establishment of safety requirements for the construction, operation, maintenance and use of scaffolds used in the construction, alteration, demolition and maintenance of buildings and structures. Scaffolding refers to a system of scaffolds, which are a temporary arrangement erected around a building for workers. The standard does not cover permanently installed suspended scaffold systems or aerial platforms. The A10.28 standard covers platforms suspended from the load lines of cranes/derricks to perform work at elevations that cannot normally be reached by other kinds of scaffolds or transport personnel to heights where other means of transport are unsafe or impractical because of work conditions or design.
Digger derricks are special multipurpose vehicle-mounted machines. These machines are primarily designed to accommodate components that dig holes, set poles and position materials and apparatus. The A10.31 standard applies to digger derricks but excludes general-purpose cranes designed only for lifting service and machines primarily designed for digging holes. This standard establishes requirements for specifications and dimensions and defines the individual responsibilities of the manufacturer, distributor, installer, owner, user and operator of the digger-derrick. The A10.33 standard refers to the protection of employees and the public from hazards arising out of, or associated with, construction and demolition operations and addresses project safety and health requirements; disciplinary procedures; senior project supervisor responsibilities; construction processes, pre-work and emergency plans; permit systems; notifications; and training. The final standard included in the package, A10.42, also refers to the protection of employees and the public from hazards arising out of, or associated with, construction and demolition operations. It establishes minimum criteria of knowledge and performance requirements for a qualified rigger in the construction industry. It is designed to assist in achieving reasonable safety for all persons and materials during and after rigging, lifting or movement of loads. For more information, call 847/699-2929 or visit www.asse.org. 14
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Baxter Crane’s LTD4000 Platform Raises Materials in a Simpler Way Kern Baxter has been a crane operator for 42 years. All those years in the construction industry gave Baxter plenty of opportunity to study various projects and figure out what could be done better. What stood out the most in Baxter’s mind was the need to move materials in a safer, more cost-efficient way. What could be done better has turned into what is being done better in the form of the LTD4000 Eagle hoisting platform. After eight years of development, Baxter Crane, Fort Myers, Fla., unveiled the device at ConExpo 2008, where it was hailed as one of five new products in the Innovation Zone. With the advent of the LTD4000, the crane on a job site is freed from its platform to build the top of the building while the hoisting platform lifts materials into the interior of the building, eliminating the need to have a
skilled tower crane operator working on simple lifts. The LTD4000 also can potentially eliminate the need for a second tower crane or reduce the amount of time an existing tower crane remains on a job. It also greatly reduces mobilization costs, according to the manufacturer. Features of the LT D 4 0 0 0
After eight years of development, Baxter Crane, Fort Myers, Fla., unveiled the device at ConExpo 2008, where it was hailed as one of five new products in the Innovation Zone.
include a load capacity of 4,000 lbs. (1,814 kg), 32 to 200 fpm (9.7 to 61 mpm) line speeds, a choice between propane and electric power, cable lengths up to 1,700 ft. (518 m) and short set-up time. Darin Prizzi, account manager, Baxter Crane, said, “It’s almost as simple as a slinky. We believe it saves lives, increases efficiency and is more logical than a crane in some applications, but it has the ability to hoist the majority of materials that a crane will lift.” “We limited the LTD4000 Eagle to the 4,000-lb. figure because it covers most of what goes into the sides of buildings — drywall, block etc,” Baxter added. Prizzi also commented that although the product is meant for high-rise construction at the moment, the company envisions future applications for the LTD4000 for working on bridges and in mine shafts. For more information call Baxter Cranes at 239/229-5273 or visit www.baxtercranes.com or visit distributors Snell Crane Service www.snellThe LTD4000 was invented by Kern Baxter, a tower crane operating engineer with 42 crane.com or Midwest Crane Service - Home www.midwestcraneservices.com. CQ years of experience after he saw a need for a safer way to move material. 16
230 ton (208.6 mt) Lattice Crawler Crane 365 hp Tier III Engine Main transport weight is 87,100 lbs (39 507.9 kg) 11-piece upper counterweight system designed with the HSL removal system Highly functional and comfortable cab Self assembles (no helper crane needed)
Kelly Tractor Co. is the authorized Florida dealer for Link-Belt Cranes (except the Panhandle) and carries the complete line of cranes as well as genuine Link-Belt parts and product support with factory-trained technicians.
561-683-2015 Ext. 179 www.kellytractor.com
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Zero the Polar Bear Gets a Lift From Dawes Rigging & Crane Rental Inc. Dawes Rigging & Crane Rental Inc. eventually had to lift the sedated 1,500-lb. bear out of the moat and back into his habitat.
It turns out that Zero the polar bear is not smarter than the average bear. After he fell from his habitat at the Milwaukee County Zoo and ended up in a moat on Oct. 13, it took a crane from Dawes Rigging & Crane Rental Inc., Milwaukee, to lift the 1,500-lb. male polar bear out of his predicament. He could have climbed out of the moat on his own by using the steps back up to the exhibit, but instead he decided to “cool it” in the moat until zoo officials finally had to call in the heavy equipment.
him to climb out. Two weeks later, one of Dawes’ Link-Belt 50-ton cranes lowered a “bear transport cage” filled with Zero’s favorite food, hoping to lure him into it so the crane could lift him back to his habitat. He showed some interest, but wouldn’t enter the cage. Dawes remained on standby to come and hoist the cage out of the moat once Zero was secured inside. Never happened.
Bear Resists Treats
Three days later, on Oct. 31, the crane from Dawes returned. Zoo veterinarians shot Zero with darts containing a combination of anesthesia and muscle relaxants. The head veterinarian took a closer look from the
A Crane Delivers a Polar Bear
Zero had been chasing a toy and fell, but was caught by a net suspended over the 17-ft.-deep moat. He was not injured, so a zoo crew cut the net so he could be lowered to the moat floor—and the wait began for
see BEAR page 22 18
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A new Terex Comedil CTT181/B-8 flat top tower crane is hard at work on the roof of an office building in Hamburg, Germany.
Terex Comedil Flat Top Sighted on Administrative Building in Germany High above Hamburg, Germany, on the roof of an administrative building, intense renovation work is being carried out. Built in 1978 by the Urbach company, the building is now being fully upgraded, in order to conform to the newest requirements of the German Heat Insulation Ordinance, while the building continues its day-to-day operations. Here, a new Terex Comedil CTT181/B-8 flat top tower crane is hard at work. Acquired by Hamburg-based construction firm Theo Urbach, the crane was delivered through Terex distribution partner Proschwitz GmbH, Trittau. Joachim Wulf, president of Theo Urbach GmbH, had the following comments regarding the new crane: “This crane size is always in high demand when it comes to our construction projects. Terex Comedil provides the quality and performance that we expect at an excellent price/performance ratio. The reliable, quick, and on-site service provided by our partner, Proschwitz, was obviously an important factor as well when it came to making the purchase.”
Terex Comedil CTT 181/B-8 The Terex Comedil CTT 181/B-8 is a 180 tm (load moment) flat top tower crane with a lifting capacity of 8.8 tons (8 t). Its maximum jib length is 213 ft. (65 m), and the machine can lift 21 tons (1.9 t) at the tip. The crane’s free-standing hook height is 220 ft. (67.2 m) while on undercarriage can be up to 186.3 ft. (56.8 m). The modular jib system, the tower element connections and the undercarriage composed of a crossshaped structure enable an easy and fast erection, as well as a cost-effective way to implement flexibility in the fleet. The light weight of the components makes it possible to erect the machine with only a small mobile crane. Together with a programmable logic controller, modern drive units with frequency converter motors for all drives allow energy optimization due to better power control during operation. The hoist units, featuring original Lebus drums, are configured for a long hoisting rope service life. The panoramic full-view cab, see GERMANY page 22 20
CRANES FOR SALE OR RENT We Buy – Sell – Rent – Trand and Service Cranes CK 2500 Kobelco Luffing Attachment - NEW, Only $185,000 1994 Link-Belt HSP 8060 1992 Link-Belt HSP 8060 1995 P&H CN 150 Terex 4792 Boom Truck Tadano TR400E Rough Terrain Cranes 22 - 90 Tons Truck Cranes 23-130 Tons 1995 Kobelco 7150
2000 Kobelco CK 1750
165 Ton Crawler, 180’ Main Boom, Luffer Available
175 Ton Crawler, 180’ Main Boom, Luffer Available
6740 Highway Avenue, Jacksonville, FL 32254
904-786-3181
www.jaxcrane.com
All makes. New, used, and refurbished.
One of the largest crane rental fleets in the country and the largest based in the southeast.
Inventory includes: undercarriage and upper works, propel and drive assemblies, turntable and slewing rings, engines, and booms.
Inventory of new 30-80 ton RT's coming in. Call for delivery dates.
M.D. Moody & Sons, Inc. 800-869-4401 Fax: 904-636-0532
www.mdmoody.com
Southeast Crane Parts Inc. 800-829-8667 Fax: 904-731-9494 www.secrane.com
JACKSONVILLE 904-737-4401
POMPANO BEACH 954-974-1101
FT. MYERS 239-819-1060
ATLANTA 770-964-4517
Founded in 1913 • "Ready to Serve you for the Next 90 Years" 21
Milwaukee Zoo Enlists Dawes Rigging Link-Belt Crane to Rescue Polar Bear BEAR from page 18
crane’s man-basket to ensure that Zero was really out cold. Then a crew of 10 zoo personnel pushed the sleeping bear onto a rigging net system that would move him into the crate. Then the crate was wrapped in a cargo net and lifted by the crane from the moat to a holding area, where Zero rested until he was able to return to his habitat.
About the Company Dawes Rigging & Crane Rental provides crane rental, sales and service throughout the Midwest from its four Wisconsin locations. The company offers manned and bare crane rental, C.C.O. certified operators, new and used equipment sales, lift planning, aerial and forklift rental, transport and heavy hauling, and 24/7 service … and that includes rescuing polar bears in trouble.
Despite all the efforts of the Milwaukee County Zoo staff, Zero would not be lured out of the moat into which he fell on October 13.
Theo Urbach GmbH Construction Firm Impressed with CTT 181/B-8 TECHNICIANS from page 4
featuring an ergonomically designed crane operator seat and an integrated control center, make easy and fatiguereducing crane operation a reality.
The Theo Urbach Construction Firm
(L-R) are Ralf Freialdenhoven, managing director of CKD GmbH; Detlev Proschwitz, Proschwitz GmbH; Joachim Wulf, president of the Urbach construction company; authorized signatory Werner Zahn; and Marco Zucchet, Terex Cranes Sales area manager for Tower Cranes. 22
Theo Urbach has a long tradition dating back to 1906, when Bernhard Urbach founded the company. Throughout its history of more than 100 years, this construction company has participated in numerous projects that have left an indelible mark on the cityscape of Hamburg. The company has built more than 18,000 apartments since 1948. Although the business concentrated mainly on building construction projects up to 1961, the family’s third generation began to expand its operations into the area of civil engineering. Today, Joachim Wulf, owner and technical director of the company, is leading the way into the future. The company builds administrative buildings, factory buildings, bridges, office buildings, schools, hospitals, etc. for industrial, private, and state building owners under the following motto: “Being better than the others doesn’t mean you have to be bigger.”
2006 National 690E, 90'+45', 20' SD 2006 Case CX130, 36" Dig Bucket, A/C, New National 8100H, 100’+44’, SFO, Wood Bed, Sterling LT8513, Mercedes Aux Hyd, 60" Ditch Bucket, Stk# 5232....... Air Shift PTO, 22’ SD Wood Bed, 330HP, Internal A2B, Stk# 3604 .....$$POR .........................................................$$85,000 Removable Rear Boom Rack, Sterling LT8513, Stk# 4807 ..........................$$POR
2008 Grove TMS9000E, 1243 Hrs, Crane in Gorham, NH, 142’ Boom, 56’ Offset Luffing Jib, A/C Up & Down, 40T Blk, Cummins Call ISM-450 Diesel .......................................C
Compaction Equipment - Smooth Drum
C r a n e s - C a r r y Deck
Excavator - Mini (up to 12,000 lbs)
Raygo 304, s/n 35A202JN, Stk# 4724, 2293 Hrs................................................................CC a l l
2006 Shuttlelift 3330FL, s/n 196807-06, Stk# 4047, 200 Hrs, 4-Sect Long Boom, Dual Fuel Cab w/Htr & Defrost, Lift & Tie Down Lugs ..................................................................$$95,000 2008 Shuttlelift 5540F, s/n 320969, Stk# 4813, Cummins B3.3L Dsl, Eng Blk Htr, Manual 4Sect Bm 52’3”, Catalytic Convrtr, Enclosed Cab...................................................................CC a l l
2006 Volvo EC55B, s/n 35240, Stk# 5199, 1225 Hrs ...................................................$$59,500
Cranes - All Terrain / Hydraulic 2008 Grove TMS9000E, 1243 Hrs, Crane in Gorham, NH, 142’ Boom, 56’ Offset Luffing Jib, A/C Up & Down, 40T Blk, Cummins ISM-450 Diesel ...........................................................CC a l l 1990 Krupp KMK4060, s/n 4060-4402, Stk# TBD, 72 Tons, 10,200 Hrs, 55,000 KM, 34,000 Miles, 16.00R25, 445/95x25, New Steering Rods on 3 Axles, Very Good Condition ..$$189,500 1990 Krupp KMK5110, s/n 5090-1004, 110 Tons, 42’-135’ Boom, 33’-52’ Offsettable Jib, 2 Winches, Mercedes OM366A Dsl Eng Upper...............................................................$$279,000 2008 Link-Belt HTC-8660 II, s/n L8J8-0471, Stk# 4931, 60 Tons, 28.5-51’ Offset Fly, 8.5T Swvl Hkball, Aux Lifting Sheave, 15100 Lb Ctwt Removal, A/C & Heat Lower ....................CC a l l 2008 Link Belt HTT8675 II, s/n P9J8-0546, Stk# 4964, 75 Tons, Heat & A/C Lwr, 18400 CTWT, 2 Winches w/2-Spd, Aux Lift Sheave, 40T 4-Shv Q/R Hkblk ....................................CC a l l
Cranes - Boom Truck 1988 JLG 1250, Stk# 5161, 12.50 Tons, 3567 Hrs, 240 hp, 66.75’ Boom, Sgl Stage Jib, A2B, Steel Bed, Tool Boxes, Int’l 2574, Cummins, TM8LL Trans...........................................$$38,500 2005 Manitex 26101C, Stk# 5353, 26 Tons, 3362 Hrs, 101’+29’, Oil Cooler, Roofer’s Pkg, Front Stabilizer, 2005 Sterling LT7501, CAT 300HP Diesel, 9-Spd Trans.....................$$129,000 1985 National 556A, Stk# 5041, 12 Tons, 56’ Boom, 21’ Jib, Downhaul Ball, Aux Outriggers, New Cable, 1985 Ford F800 ..........................................................................................$$32,000 2006 National 690E, s/n 292280, Stk# 3604, 20 Tons, 432 Hrs, 90’+45’, Internal A2B, 20’ SuperDuty Wood Deck, Sterling LT8513, 330HP.........................................................$$145,000 2000 National 1395, Stk# 5104, 4628 Hrs, 95’+48’, Glide Swing, 18’ Steel Bed, Deluxe Oper Cab w/Heater, Mack RD690S Chassis .........................................................................$$159,000 2008 National 8100D, s/n 295172, Stk# 4805, 330 hp, Rear Mount, 29’6”-100’ 4-Sect Boom, 16” SD Wood Bed, Air Shift PTO, Sterling LT8513......................................................$$209,500 2008 National 8100H, s/n 294856, Stk# 4807, 100’ 4-Sect Boom, 44’ Jib, SFO, Air Shift PTO, Remov Rear Boom Rack, 22’ Torsion Box ...........................................................................CC a l l 2007 National 13110A, s/n 293670, Stk# 4275, 30 Tons, 110’ Boom, SFO, Internal A2B, 2007 Sterling LT9513, Mercedes MBE4000 .........................................................................$$259,500 2007 National 14127A, s/n 294219, Stk# 4289, 386 Hrs, 127’ Boom, Air Shift PTO, Hour Meter, O/R Controls Box, Sterling LT9513...................................................................$$289,500 2007 Tadano TM1052, s/n 655845, Stk# 4306, 10 Tons, 215 hp, 60’ Tip Height, Non-CDL, GMC TopKick, Duramax Diesel, Out & Down Outriggers.............................................$$109,500 2007 Tadano TM1052, Stk# 4249, 10 Tons, Non-CDL Chassis, 52’ Boom, Radio Remote, New 2004 Sterling Acterra.....................................................................................................$$99,500 2006 Tadano TM1882, s/n EX0096, Stk# 3794, Operator Lever Protection Rail, 2006 Sterling LT9513 .................................................................................................................................CC a l l 2007 Tadano TMZR500XL, s/n EW2721, Stk# 4537, 5 Tons, Crane Only - 43.7’ Boom, 2Sheave Block, 5/16” Wire Rope, 3-Position O/R Span, A2B..........................................$$29,900 2007 Tadano TMZR504XL, s/n EW0071, Stk# 4536, 5 Tons, Crane Only, 35’4” 4-Section Boom, 2-Sheave Block, 5/16” Wire Rope, 3-Position O/R Span ...................................$$19,900 2000 Terex BT4792, Stk# 4800, 23.50 Tons, 9163 Hrs, 92’ Boom, Ball, MG585 LMI, Freightliner FL80, Tandem Axles, CAT Engine, 111,000 Miles .......................................$$89,500
Cranes - Crawler/Dragline 2008 Link Belt 108H-5, s/n N8J8-0739, Stk# 4989, 10’+20’+30’ Angle Boom Exts, 8.5T Swvl Hkball, 40t 4-Shv Hkblk, 1 Upr & 2 Lwr Ctwts, 36” Track Shoes.........................................CC a l l 2008 Link Belt 138HSL, s/n P8J8-0592, Stk# 4977, 700 Hrs, 50T 4-Shv Hkblk, (1) 10’ + (2) 20’ + (2) 30’ Tube Boom Exts, Base Lft Q/D Tube .......................................................$$699,000 1999 Link Belt LS-248H II, s/n H319-2579, Stk# 381, 8241 Hrs, 50’ Tube Boom, 10’/20’/30’/40’ Tube Boom Exts, 30’ 2-Pc Tube Jib, 10’/20’ Jib Exts ...................................CC a l l
Cranes - Rough Terrain 2008 Link Belt RTC-8030 II, s/n E8J8-0164, Stk# 4778, Rear Steer Indicator, 8.5T Swivel Hkball, 25’ Fixed Jib, 30T 3-Shv Q/R Hkblk, Pump Disconnect...................................$$289,500 2009 Link Belt RTC-8050 II, s/n J6J9-0996, Stk# 5188, 50 Tons, 1 Winch, A/C & Heat Upper, Rear Steer Indicator, 8.5T Hkball w/Swivel, 40T 4-Shv Q/R Hkblk .......................................CC a l l 2007 Link Belt RTC-8050 II, s/n J6J7-9342, Stk# 4340, 50 Tons, 842 Hrs, 28.5 - 51’ Offset 2 Stage Jib, 8.5T Hkball w/Swvl, 40T 4-Shv Q/R Hkblk, 2 Winches........................................CC a l l 2008 Link Belt RTC-8090 II, 2 Winches w/2-Spd, 35-58’ Offset Fly, 8.5T Hkball w/Swvl, 60T 4Shv Q/R Hkblk ....................................................................................................................CC a l l 2008 Terex RT230-1, s/n 15200, Stk# 4581, 26-43’ Offset Jib, 7T Overhaul Ball, 30T 4-Shv Hkblk, Subheater Assy Kit, 5/8 x 450 Cable Assy........................................................$$279,500
Excavators - Crawler 2005 Case CX80, s/n DAC881115, Stk# 5316, 2705 Hrs, 24” Dig Bkt, 48” Hyd Tilt Bkt & Hydraulic Thumb ...........................................................................................................$$64,900 2006 Case CX130, s/n DAC31870, Stk# 5232, 972 Hrs, 36” Dig Bkt, 60” Ditch Bkt, A/C, Aux Hydraulics......................................................................................................................$$85,000 2000 Cat 320B, s/n 6CR5170, Stk# 5045, 8880 Hrs, Wrist-O-Twist, Dig Bkt...............$$55,000 2002 Deere 270C LC, s/n FF270CX071018, Stk# 5319, 7842 Hrs, Quick Coupler & Bkt ............ ......................................................................................................................................$$69,500 1993 Samsung SE130 LC, s/n DAY429, Stk# 5301, 1856 Hrs .....................................$$32,900 2003 Volvo EC140B LC, s/n 10136, Stk# 4620, 4220 Hrs, Dig Bkt ..............................$$58,000 2006 Volvo EC160B LC, s/n 11263, Stk# 5032, 1110 Hrs, Dig Bkt ..............................$$99,500 2005 Volvo ECR88, s/n 10832, Stk# 3172, 860 Hrs, 23” Wide Steel Tracks, Work Light-Boom, Dbl Act Hyd, Travel Alarm..............................................................................................$$77,000
23
Excavators - Wheel 1985 Case 1085C, s/n 950107, Stk# 5201, 5284 Hrs, 3 Bkts ......................................$$19,500 1988 Deere 595D, s/n 000494, Stk# 5135, 2 Bkts, Thumb..........................................$$19,500 1997 Komatsu PW170, s/n 20428, Stk# 4558, 7525 Hrs, Dig Bkt, Tilt Ditch Bkt, QC..$$49,500 2000 Volvo EW170, s/n 03029, Stk# 5305, 10,048 Hrs, 60” Tilt Bkt ...........................$$44,900
Forklifts - Telescopic 2007 Genie GTH5519, s/n 16815, Stk# 4517, 372 Hrs, 63 hp, Stk Joystick, Hyd Quick Attach, 48” Fork Carriage w/48” Forks, Heater, Closed Canopy, 66” Basket.....................................CC a l l 2007 Genie GTH5519, s/n 16814, Stk# 4518, 132 Hrs, 63 hp, Stk Joystick, Hyd Quick Attach, 48” Fork Carriage w/48” Forks, Heater, Closed Canopy, 66” Basket.....................................CC a l l
Lift - Boom 2001 Terex TB60, s/n 01630125, Stk# 4983, 3324 Hrs................................................$$29,500
Lift - Bucket 1994 Altec AN755, Stk# 5341, 55’ Height, 600lb Platform Capacity, Hyd Pressure System, 2750 PSI, No Material Handling, Diesel Eng .................................................................$$19,900
Loader Backhoes 1994 Case 580K, s/n JJG0185815, Stk# 5239, 5540 Hrs ............................................$$19,900 1996 Case 580L, s/n JJG0193195, Stk# 4901, 3934 Hrs, 4x4, Extendahoe, Cab, Wain-Roy Swinger .........................................................................................................................$$29,000
Off-Highway Truck 2006 Volvo A25D, s/n A25D6x6V72182, Stk# 3984, 4639 Hrs, Auto Traction Ctrl, Exhaust Body Heating, 5/16” Rock Liner, Rear Tow Hitch .................................................................CC a l l
Skid Steers 2006 ASV Posi-Track SR80, s/n SEA00488, Stk# 5279, 749 Hrs, Bkt .........................$$32,900 2005 ASV RC100, s/n RSD01091, Stk# 5315, 1540 Hrs ..............................................$$35,900 2002 Case 75 XT, JAF0365621, Stk# 5253, 2211 Hrs, 4 New, Enclosed Cab...............$$19,900
Wheel Loaders 2006 Volvo L20B, s/n 1701475, Stk# 5207, 480 Hrs, Bkt, Forks .................................$$55,000
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