Introduction Barge and Ship Unloading Boom and Sheaves Bucket Dynamics Buckets and Attachments Center of Gravity Colour Scheme Components Contacts Control Systems Corrosion Protection Cost per Ton Crawler Hopper Cycle Calculator Directions to the Factory Disclaimer Dredging Alternatives Environmental Features Features Floating Cranes Fuel Consumption Gantry Base Cranes History Liftcrane Long Reach Alternatives Magnet Tables Maintenance and Overhauls Operator Comfort Optional Equipment Photographs PLM Lineup Prices and Lease Calculator Reeving Diagrams Scrap Handling Ship Conversions Stevedoring Rigs SU Dredges Swing Drive Transportation Arrangements Undercarriage Updates Used Equipment Video Clips Winch Construction Wire Ropes If the menu does not respond, right click the yellow bar directly below "Address" at the top of the screen and allow blocked content...click "yes" when prompted. Click the PLM logo for the home page. Please read our disclaimer. draglines, grab cranes, clamshell cranes, duty cycle cranes, dredging cranes, dredges, stevedoring cranes, stevedoring rigs, hydraulic cranes, marine cranes, ship conversions, 4 rope cranes, barge unloaders, dockside cranes, crawler cranes, harbor cranes, floating cranes, Self-Unloader Industry Status SMT Fleet Update Geared Bulkers   Brussel Antwerpen Warsaw Borc   Gdynia Gdansk Sopot Darya Noor y cycle cranes, bulk handling cranes PLM has a long history of ship conversions from 1200t coasters to 70,000 dwt panamx carriers. PLM will undertake the entire conversion including conveyors and re-classification of the vessel on a turn key basis or will provide the cranes only. PLM has in house Project Management capabilities to assist Owners wishing to undertake the deck works independently. PLM conversions are a low cost, fast method of turning a new or old vessel into a high powered, high value vessel. Permanent works such as steel and mechanical are minimal so you can convert an older vessel without taking a lot of risk. Within two or three years, the entire conversion cost can be recovered. In many cases, the increased earnings potential of the converted vessel makes the capital value of the converted ship much higher than the total investment including the ship itself.. PLM cranes are self-powered, eliminating the need to add generating capacity to the vessel. Deck conveyors do not require a lot of power and can commonly be powered from ship's service or a package generator on deck. In the case of converting an existing geared bulker, generally the feeder panel for the existing pedestal cranes is used to power deck conveyors after the existing cranes are removed. Many different configurations are possible to allow the vessel to: self-load self-unload to ships or barges self-unload to shore via conveyor trans-ship salvage A typical conversion consists of: deck rails and supports 2 x PLM jib cranes on gantries 2 x wheel loaders (4 cbm capacity) deck conveyors 65m telescopic conveyor boom along with deck strengthening, support tower, luffing and slewing Average through the ship unloading rates including hold cleaning from 1,500 tph to 3,000 tph are achievedable. Manpower required on a two crane vessel is about 29 persons. Conversion takes place in two basic steps. Firstly, the ship is taken alongside at a convenient location for steel works consisting of deck rails, boom support tower and deck conveyors. The vessel is alongside for approximately 3 weeks and does not need to be docked. Lead time is about 6 months. The vessel may then go back in regular service or may go to Rotterdam to be outfitted with cranes. This work can be done at any location in the world. Second stage is to take the vessel to Rotterdam for installation of the cranes and conveyor boom. Time in Rotterdam is about ten days. It is possible to ship the cranes and gantries anywhere in the world however, this takes time and money. It is generally beneficial to undertake this phase in Rotterdam to get the conversion completed as soon as the cranes are ready. The increased earnings and savings in shipping the cranes more than justifies positioning the vessel. In many cases, the deck works have been undertaken in Poland subsequently motoring directly to Rotterdam for installation of the cranes. Logistics of the project depend on the trading pattern of the vessel.