April 2022 Issue

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IS S U E N O. 256 A PR I L 2 0 2 2

FEATURES Asian Coal & Agribulk Trades

Grab Manufacturers

Stockyard Systems

Great Lakes & St. Lawrence Seaway

Spain & Portugal

The world’s leading and only monthly magazine for the dry bulk industry

CONTENTS

Since 1988 EMS-Tech Inc. has been providing worldclass bulk material handling solutions onshore and off.

EMS-Tech Inc. is comprised of specialists in engineering, design, manufacturing, and management of customdesigned bulk material handling systems.

EMS-Tech’s portfolio includes stackers, stackerreclaimers, reclaimers, shiploaders, receiving systems, vessel self-unloading and transshipment systems — Transforming Engineering into Productivity.

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CORRESPONDENTS

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Grain and soya trade outlook weakens Brazil set to benefit — and suffer — as a result of the war on Ukraine MIXED SIGNS FOR COAL IMPORTS INTO ASIA

SHIPPING & TRANSPORT

Scrapping levels likely to remain high in line with prices paid, says CSM Energy In challenging times crew comms are critical for all ships, large or small CSM and MHSS unite to support seafarers impacted by war in Ukraine ClassNK issues AiP for ammonia-ready LNG-fuelled Panamax bulk carrier NORDEN EXPANDS INTO PORT LOGISTICS

PORTS, TERMINALS & LOGISTICS

New grain terminal at Ust-Luga Coal traffic in Russia by rail not seriously impacted by sanctions so far Major investment in port equipment in the Humber ports

REGIONAL REPORT

THE GREAT LAKES: LIVING UP TO THE NAME

2 4 6

21 22 24 25 26

29 29 31

34

ENGINEERING & EQUIPMENT

Kocks Ardelt Kranbau: engineering art from Eberswalde back to Brunsbüttel 59 Cleveland Cascades to supply three vehicle loader cascades to Tabasco, Mexico 64 AUMUND India rebuilds the world’s tallest belt bucket elevator of 175.3m 66 HOLD ON TIGHT: GRAB MANUFACTURERS IN THE SPOTLIGHT 69 MAKING THE RIGHT MOVES WITH MOBILE BULK EQUIPMENT 84 GOING THE WHOLE NINE YARDS... WITH MODERN STOCKYARD AND STORAGE EQUIPMENT 103

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APRIL 2022

Trade Publishing International Ltd does not guarantee the information contained in Dry Cargo International, nor does it accept responsibility for errors or omissions or their consequences. Opinions expressed herein are not necessarily those of Trade Publishing International Ltd

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BULK CARRIER TRADE & FLEET OUTLOOK

Grain and soya trade outlook weakens rospects for commodity import demand in numerous countries have deteriorated in recent weeks. Previously a solid increase in global seaborne dry bulk trade volume during 2022 looked likely, but events now suggest that further growth after last year’s upturn may be much more difficult to achieve.

Before the war in Ukraine started, forecasts for world economic activity had indicated slowing momentum following the initial robust recovery from the effects of the pandemic. But the impact of hostilities is widely expected to cause the world economy to decelerate more sharply, with negative implications for trade in a number of dry bulks. A tentative estimate by the OECD suggests that world GDP growth could be at least one percentage point lower over twelve months, as a result of the conflict.

P

GRAIN &

SOYA

As a direct consequence of the war between two countries which are both large grain exporters, the outlook for grain trade is weaker, reflecting supply shortfalls foreseen. Calculations by the International Grains Council published in mid-March pointed to a 12mt (million tonnes) or 3% reduction in global wheat and coarse grains trade during crop year 2021/22. The total could fall to 415mt, from 427mt in the preceding year.

Soyabeans and meal trade also seems likely to see a substantial decline, with lower expectations for China’s

imports contributing a large part of the revision. According to last month’s US Department of Agriculture figures, world soya trade could be reduced by 9mt or 4%, to 220mt, in trade year 2021/22 ending September, as shown in table 1.

China’s imports may be down by 6mt (6%), to 94.1mt.

COAL Support for imports of coal in many countries is being derived from the underlying trend of an energy demand recovery continuing after the pandemicrelated downturn. But this energy recovery is now more exposed to slackening influences, amid the adverse effects of economic activity losing momentum more than predicted earlier.

Nevertheless, high prices for natural gas seem to be aiding coal’s competitiveness, bolstering consumption.

One specific uncertainty is the future role of Russia as a major supplier of coal to international markets. Last year seaborne exports from Baltic, Black Sea and Pacific coast Russian ports apparently totalled almost 170mt, comprising about a seventh of the global volume. Prospects for the large quantity exported to Europe are especially unclear and, if these are curtailed, how other changes in trade patterns may evolve.

IRON

ORE

Expectations for global iron ore trade during 2022 still suggest that growth potential is limited, and the outcome

could be a flat volume, continuing broadly the trend seen last year when there was a marginal one percent increase. The principal dampener is what appears to be ongoing constraints on China’s imports, comprising over 70% of the world’s import requirements.

Some forecasters are predicting another decline in China’s iron ore imports this year following the 44mt (3%) reduction to 1,126mt seen in 2021 (a volume which includes land movements). A trend of lower steel production has become clearer (down by 3% last year) amid weaker demand which has been notable in the property sector.

MINOR

BULKS

Increased trade within the extensive minor bulk cargoes category evidently remains achievable in 2022. However, the impact of slowing economies on manufacturing and construction activity, consuming industrial minor bulks, is likely to be a constraint on commodities such as steel products.

BULK

CARRIER FLEET

About a quarter of the world fleet of bulk carriers is comprised of Panamax ships in the 65–99,999 deadweight tonnes size group, carrying a wide range of cargoes. As shown in table 2, fleet growth decelerated last year and continued slowing in 2022 to around 2.5% could result from lower newbuilding deliveries and higher scrapping.

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TABLE 1: WORLD SOYABEANS AND SOYAMEAL IMPORTS (MILLION TONNES) European Union China Other Asia Others World total % change from previous year

2016/17 30.1 93.6 35.0 47.8 206.5 +5.6

source: US Dept of Agriculture, 09 March 2022

2017/18 30.9 94.1 35.7 56.7 217.4 +5.4

2018/19 31.6 82.6 35.9 59.1 209.2 –3.8

October/September marketing years

2019/20 31.4 98.6 38.0 59.1 227.1 +8.6

2020/21 31.3 99.8 37.4 60.5 229.0 +0.9

2021/22* 31.1 94.1 37.7 56.8 219.7 –4.1

* forecast

APRIL 2022

TABLE 2: PANAMAX (65-99,999 DWT) BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)

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Newbuilding deliveries Scrapping Losses Plus/minus adjustments World fleet at end of year % change from previous year-end

2016 9.4 8.4 0.0 –0.1 196.1 +0.5

2017 8.9 3.6 0.0 0.0 201.4 +2.7

2018 5.6 0.1 0.1 –0.1 206.7 +2.7

2019 11.4 0.4 0.1 0.0 217.6 +5.3

2020 12.1 1.1 0.0 0.1 228.7 +5.1

2021 8.6 0.7 0.0 0.0 236.6 +3.5

source: Clarksons (historical data) & BSA

by Richard Scott, Bulk Shipping Analysis, Tel: +44 (0)12 7722 5784; Fax: +44 (0)12 7722 5784; e-mail: bulkshipan@aol.com

NEWS TRADES & COMMODITIES www.drycargomag.com APRIL 2022

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Brazil set to benefit — and suffer — as a result of the war on Ukraine Like all the world’s other trading nations, Brazil has been affected seriously by the war in Ukraine. The majority of this impact is positive, but there will also be major negative effects.

One of those sectors to be damaged most seriously, is agribusiness. Brazil’s exports of agribusiness goods, such as soya beans and meal, maize, coffee, sugar and the three meats, (beef, pork & chicken), are expected to earn Brazil $265 billion this year, 65% more than in 2021. Soya exports are expected to earn $6.098 billion this year, compared with $2.073 last year. Meat earnings are expected to earn $3.404 billion this year, compared with $2.428 last year. The export of forest products, coffee and cereals, are all expected to be double this year compared to last year’s figures.

The export of all Brazil’s farm goods are expected to earn $1.936 billion this year, compared with $938 billion in 2021 year.

Russia is the world’s largest exporter of wheat, of which Ukraine is also a major exporter, as it is of maize and oilseeds.

Because of sanctions, which mean that Russia and Ukraine will have great difficulty in exporting their farm produce, prices of all these goods have risen sharply. This will allow Brazil to be one of the countries most able to export more. Russian ships are also being seriously affected by sanctions, and many are unable to leave port. Some alternatives have been found, but these are six times more expensive than the usual routes. Major world shipping lines, such as Maersk and M.S.C. have suspended services to and from Russia, and the measures have together caused the number of ships serving Russia to be halved.

Metals, both ferrous and non-ferrous, have been greatly affected by the conflict.

The price of nickel, a metal used in making car batteries, and of which Russia is a major producer and exporter, has shot to an all time record of $100 million per tonne in recent weeks. The price of iron ore, of which Russia is also a major producer and exporter, rose to a record $160 a tonne in recent weeks. Russia and Ukraine are also major producers of high value iron ore pellets. The prices of steel, of which Russia is also a major producer, making 75mt (million tonnes), have also risen greatly.

Ukraine also exports 21mt of steel. Russia is now the US’s leading supplier of steel, while Brazil is in second place. With spare capacity of 35–40% at its mills, Brazil is in a very good position to replace Russia as a supplier of steel to countries cut off from

supplies of Russian steel. The price of aluminium has also risen sharply, and many halted smelters are expected to re-open.

Brazil is also a leading importer of fertilizer, which will cost the country $100 millions to buy this year, double last year’s cost. Brazil imported 41mt of fertilizer this year, much of it from Eastern Europe.

Russia exports 23% of the fertilizer the world imports.

As a leading exporter of crude oil, Brazil will be able to increase its exports. The US government has already asked Brazil to do so. This will be difficult to achieve in the short term. But Brazil’s state-owned ‘Petrobras’ oil company, has agreed to postpone maintenance of rigs. Brazil was able to increase its production of crude oil by 17% last year, as well as adding 22% more gas to output. Because of refinery restrictions,Brazil has to import 30% of the diesel and LPG it uses. In recent days, the price of diesel and gasoline have been raised by 19%. Because diesel is a major component in the cost of trucking, this has led to the prices of all goods increasing — to such an extent that there have been protests by consumers. Eight per cent of the refined products Brazil imports come from Russia. As far as the EU is concerned, 90% of the gas and 25% of the crude is imported. Most refineries in Russia have been forced to cease activities.

IMPACT ON COUNTRIES’ ECONOMIES The war is having a big impact on consumers. With the oil price touching $150 a barrel in late March, and with gas prices up 51% in the past year, the average US family is having to spend $800 more in fuel bills this year. Similar figures apply to

families in the EU. The impact of these record high prices, has caused inflation to soar. It is likely to reach 7% this year in the US. Despite the high cost of crude, 80% of all Americans approve of the ban on oil imports from Russia. Unemployment is expected to reach 12% in the US, causing interest rates to rise to 12.5%.

As world leaders apply a series of sanctions on Russians, the impact within the country has been substantial. The Ruble has lost 70% of its value since the start of the invasion of Ukraine. Russia’s GDP is expected to fall by 25% this year, while inflation has reached 66% so far this year as well. Some 200 international companies have halted activities in Russia in recent months. Consultancy firms such as Deloitte, KPMG, Price Waterhouse and EY, which between them look after the business of leading Russian state owned companies, such as Gazprom, Luckoil, Rosneft, Russia’s Central Bank, the VTB bank, Pwaz, Polyus and Phosbank, have halted their activities in the country.

Between them the consultancies earned $216 million for their operations in Russia last year. Other leading brands to leave include American Express, Visa, Disney, Netflix, Exxon Mobil & Shell. Rolls Royce, Airbus and Boeing have also shut up shop.

McDonalds has shut its network of 847 outlets. Starbucks, Pepsi Cola, Unilever and Ford, have all departed. These measures mean rich Russians cant get cash from machines, travel abroad (Aeroflot can’t operate) so can’t maintain their aircraft.

Rich owners of yachts can’t use them. The measures are designed to weaken the oligarchs’ support for Vladimir Putin and his war.

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TRADE & COMMODITIES

Mixed signs for coal imports into Asia

Transshipment plays an important role in Asia’s coal market (photo: Shi.E.L.D. Services).

APRIL 2022

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Richard Scott, Bulk Shipping Analysis

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Imports into countries in Asia comprise the biggest part of world seaborne coal trade, over four-fifths of the total. Consequently the Asian trend is closely watched and, as expected, a partial recovery was seen last year, after the previous year’s large reduction when the coronavirus pandemic severely weakened energy consumption.

Amid reviving energy use in 2021 coal demand strengthened, but prospects for further growth during 2022 seem unclear.

Asia’s role as an importer is often the main focus of attention, although the regional contribution as an export supplier is also a prominent feature of the global coal market. Import demand reflects economic and commercial influences, but political pressures in many countries have become increasingly visible. Typically these are less predictable, in both timing and magnitude, resulting in forecasts with a greater speculative element.

Nevertheless, underlying determinants

of coal movements into Asia are broadly clear.

Among energy sources, coal consumption — frequently dependent wholly or partly on imports — remains a preferred option, assisting economic progress and enabling rising energy use.

This emphasis supports purchases of coal, especially when competitiveness is improved by high prices for alternatives such as natural gas. Conversely in several larger economies, reducing coal consumption is a government environmental policy aim. Such policies impose a shift towards cleaner energy supplies, restraining coal imports.

Over three-quarters of Asia’s import volume consists of steam coal, with the remainder comprising coking coal. The largest individual importing countries are China, India and Japan, while South Korea and Taiwan are also major buyers. In recent years a group of smaller importers has become more prominent, including

Vietnam’s notable robust trend.

SUPPORTING ENERGY USE Energy consumption in Asia revived last year after the downturn caused by the pandemic’s adverse impact on economic activity. Changes in the trend were reflected in coal usage, which fell and then recovered. Previously there had been solid support for energy and coal demand, accompanying increased volumes needed by power stations, steel mills and other industries amid economic progress in many countries.

Some positive signs for the remainder of 2022 and beyond are still evident. The damaging effects of the pandemic are receding in many economies although, as events in China have emphasized in recent weeks, there remains potential for further setbacks. But prospects for the world and individual countries in Asia have been overshadowed since the end of February

TRADE & COMMODITIES

ASIA COAL TRADE — MAIN IMPORTERS (MILLION TONNES)

China Japan India South Korea Taiwan Other importers Total % change

2016 200 184 199 125 65 110 883 3.2

www.drycargomag.com APRIL 2022

8

2018 237 183 231 141 69 149 1,010 7.2

2019 258 180 250 135 71 170 1,064 5.3

2020 238 168 222 117 67 184 996 -6.4

2021* 281 177 209 119 73 181 1,040 4.4

% change** +18 +5 -6 +2 +9 -2

* estimate ** 2021 compared with previous year source: Clarksons Research, Bulk Shipping Analysis

by the war in Ukraine. In an update on the world economy published last month the OECD organization commented that “beyond the ongoing humanitarian disaster, the economic damage is already being felt worldwide and risks becoming increasingly severe”.

The OECD further suggested that the conflict in Ukraine is “throwing the strong global economic recovery from the Covid-19 pandemic into doubt”. Before the war began growth in global economic activity and in some individual Asian countries was widely expected to decelerate during 2022 after the initial rebound from the pandemic.

This expectation implied continued, but probably slower, increases in energy use with coal demand and imports potentially reflecting the general trend

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2017 217 186 203 141 69 126 942 6.7

Jungliangcheng Power Plant in China

In 2021 gross domestic product in Asia rebounded. Within the emerging and developing Asia group — which includes China and India — GDP growth surged to an estimated 7.2% (after a –0.9% decrease in the previous twelve months), and was estimated to grow at 5.9% by the IMF in its January report this year. Among advanced Asian economies, Japan achieved a 1.6% GDP increase last year after a –4.5% reduction previously, and was predicted to see a 3.3% rise in 2022. Progress at such forecast rates now looks more difficult to attain as the effects of the Ukraine war spread around the world.

Assuming that many Asian countries will achieve a sustained, albeit slower than earlier forecast continuation of recovery from the pandemic, energy demand could strengthen this year, with some advantages

for coal. Another more specific influence is energy supply shortages directly resulting from the war in Ukraine. The conflict and its consequences has led to much greater uncertainty about Russian oil and gas supplies. An already tight global market for natural gas and the higher international prices resulting was tightened further by these events. Coal’s competitiveness could be enhanced.

COAL IMPORTS TRENDS Last year’s upturn in Asia’s seaborne coal imports reversed almost two-thirds of the preceding year’s fall. As shown in the table, the period of four years from 2016 to 2019 saw the regional volume increasing by an average 5.6% annually to reach 1,064mt (million tonnes). This robust trend was followed by a 68mt or 6% reduction in

TRADE & COMMODITIES

2020, to 996mt and, based on Clarksons Research calculations, a 44mt (4%) increase to 1,040mt in 2021.

Changes seen last year, compared with the previous twelve months, varied among individual importing countries. India was the only country among the five largest importers to see a continued decline, of 6%. China recorded strong 18% expansion, while Japan, South Korea and Taiwan saw growth within a 2–9% range. The other importers group comprising about onesixth of the Asian total experienced a further slight 2% weakening.

Trends and patterns revealed in the table show that imports into Japan and Taiwan have been relatively stable over recent years. In China an upwards trend has evolved, while in India and South Korea annual volumes have decreased in the past two years after previously expanding. The smaller importers category — including Malaysia, Pakistan, Philippines, Thailand and Vietnam — grew strongly up to 2020 before slackening last year.

Asia’s imports are predominantly, approximately 80%, steam (also known as thermal) coal grades used mainly for electricity generation.

Other significant consumers are cement producers and various manufacturing industries. The balance of 20% is coking (or metallurgical) coal, used in the steel industry by mills employing blast furnace technology to make pig iron as the intermediate product for conversion into steel.

Both coal types are needed by many Asian buyers, in varying proportions reflecting features of individual domestic markets.

Foreign purchases result from a lack of domestic supplies, or domestic mines’ inability to supply sufficient quantities of the required grades.

Changes in import volumes may reflect changing prices for domestic supplies. In India and China domestic coal production is extensive, satisfying a large part of the national market, while Japan, Korea and Taiwan rely solely or mostly on imported supplies.

Changing coal imports flows into Asia are affected by variations in electricity generation and steel production in particular, as well as the fluctuating output of other energy consuming industries.

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Port of Visakhapatnam in India.

Large increases or decreases in domestic coal production and supplies, and domestic coal price fluctuations, are sometimes prominent influences. Another variable increasingly visible is alternative energy supplies — hydro-power, natural gas, renewable energy from wind or solar sources, and nuclear — affecting power generation markets in many countries.

APRIL 2022

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IMPORTS CHANGES IN 2021

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A closer look at last year’s changes in Asia highlights China’s import demand rebounding, amid coal shortages accompanying the country’s economic recovery. Seaborne imports (the total excludes overland movements, mostly from Mongolia) are estimated at 281mt, a 43mt or 18% increase compared with the previous year, as shown by the table. The elevated total exceeded the previous peak, attained after an upwards trend over a period of four years.

Overall energy consumption in China reportedly rose by 5.2% in 2021, assisted by a rapidly improving economy, and power generation increased by 8.1%. Coal consumption for all purposes was 4.6% higher, the strongest rate of growth in a decade. Another major influence, coal production from domestic mines, saw a 5% rise to reach 4.070mt. Despite enlarged domestic output, shortages were apparent and, consequently, despite government policy measures designed to limit foreign

purchases, a resurgence in coal imports occurred.

By contrast in India a 13mt (6%) coal imports decline to 209mt was seen last year according to the Clarksons Research estimates shown in the table. However, alternative estimates suggest that there may have been an increase, which would be more consistent with robust economic recovery and an 18% rise in steel production, heavily dependent on imported coking coal. Major coal users are the electricity generation, steel and cement industries. The government’s policy aims to increase reliance on domestic coal mines, the dominant steam coal supplier.

The third largest Asian coal buyer, Japan, registered a 9mt (5%) rise in imports to 177mt last year after the previous year’s reduction.

Energy consumption was boosted by the country’s economic recovery. Since the Fukushima nuclear power station disaster more than a decade ago, which resulted in most plants of this type being closed, reliance on coal as well as other power station fuels has continued.

Nuclear plant reopenings have been limited, because of safety checks and political opposition.

South Korea’s coal imports were 2mt (2%) higher in 2021 at 119mt. Volumes in the past two years have been lower than in the preceding period. The government is continuing to prioritize environmental improvements, especially air pollution

reduction, and is aiming to cut the country’s dependence on coal, shifting towards the cleaner alternatives of natural gas and nuclear power generation. In Taiwan coal imports recovered last year by 6mt (9%) to 73mt, despite a policy of moving towards using more gas and renewables for power generation.

In the group of countries shown in the table as ‘other importers’ a limited 3mt (2%) decrease to 181mt is estimated to have occurred last year. This reduction followed a strong upwards trend in recent years reflecting several smaller importing countries, which became a rapidly expanding part of the Asian region’s coal trade. Rising imports were seen in the subcategory comprised of Malaysia, Pakistan, Philippines, Thailand and Vietnam. But in 2021 Vietnam’s volume abruptly diminished, falling by 13mt (24%) to 39mt.

PROSPECTS FOR IMPORTS Intensified uncertainty about how geopolitical events will unfold over the next twelve months has arisen. The economic impact of the war in Ukraine and sanctions on Russia’s economy and trade is hard to evaluate. But it seems likely that the global economy’s recovery, including progress in many Asian countries after the coronavirus pandemic will decelerate more than expected earlier.

Although some indications still point to further growth in Asia’s coal imports during

TRADE & COMMODITIES www.drycargomag.com APRIL 2022

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2022, after last year’s upturn, confidence in predictions has receded.

Economic recovery and accompanying stronger energy use may be greatly restrained by recent events. Higher prices for, and possibly shortages of, energy supplies including coal are actual or potential outcomes which could have adverse effects on coal trade over the year ahead.

Despite a possibility that imports into Asia could continue to rise this year, albeit slowly, an upwards longer-term trend extending into later years seems much less likely, because of the restrictive pressures clearly visible. Many governments across Asia are prioritizing steps to tackle environmental problems and are shaping energy policies accordingly, which typically results in an emphasis on cutting coal consumption.

Consequently purely commercial influences determining coal use and imports are not always at the forefront.

Reducing air pollution to acceptable levels and cutting greenhouse gas emissions in the longer term, are central issues considered by policymakers. This aspect complicates analysis of the outlook for Asia’s coal markets. While changes in policy affecting coal consumption and imports are foreseeable as broad possibilities, the extent and timing of changes and what effects these may have on volumes are not so easily predictable. Moreover, some energy policy modifications may be unforeseen.

In recent years both China and India have been a particular focus of attention amid political decisions with a major actual or potential impact on coal. These two buyers imported 490mt last year, almost half of the Asia total. Growth prospects are uncertain and restraining influences have become prominent.

A target of greatly reducing or eliminating coal imports into India, announced several years ago, has been confirmed as a medium-term aim. Although apparently difficult to achieve, gradual progress could substantially weaken seaborne coal movements. In China an unofficial ceiling on annual coal imports appears to exist, but whether it is applicable under all circumstances is not clear. Many government policy measures affect Chinese coal consumption, domestic production and market performance, complicating predictions.

AN UNCLEAR FORECAST Moderately positive views of Asia’s coal imports in 2022 are adopted by some forecasters. Amid reviving energy demand as the pandemic’s effects recede, this outlook seems plausible although the future pace is unclear. While economic influences indicate the direction of the trade trend, the impact of political decisions in several countries is hazy. As a result, forecasts are speculative.

A flat (approximately unchanged)

regional volume of imports or a marginal increase this year, compared with the previous twelve months, can be envisaged.

Additional imports into India, Japan and the ‘other importers’ group could contribute to maintaining or raising the Asian total. In South Korea and Taiwan potential for higher volumes seems limited, and in China a reduction after last year’s large expansion is seen as more likely.

Several smaller importers may see growing volumes in the current year.

Higher steam coal purchases by Malaysia, Pakistan, Philippines, Thailand and Vietnam are foreseen. Some of these countries may be sustaining a longer-term upwards trend.

In several, coal is still the most economical and convenient source of energy used in power generation, an essential element of aiming to achieve economic progress.

Activity at numerous ports in Asia where coal is discharged could experience firm support in the year ahead, reflecting maintained or perhaps increased throughput volumes. Ports in exporting countries within the Asian region — mainly in Indonesia and Russia (Pacific coast) — could benefit.

However, as a consequence of international reaction to the war in Ukraine, there is greater uncertainty about Russia’s large exports. If these are substantially restricted, more Asian supplies may be sourced elsewhere around the world.

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Eastern European crisis increases demand for Indian surplus agribulk

TRADES & COMMODITIES

Russian war on Ukraine fuels food price surge

The port of Mykolaiv is one of several closed in Ukraine while the war with Russia rages.

Kunal Bose in records going back more than six decades. The United Nations has told the world that food prices of wheat and the rest are already at their all-time peak. But as the war situation on the ground worsens and passage from crop growing fields to food processing plants and onto ports is destroyed, food prices are destined to rise further stoking inflation. Go to any store, you will find everything made from wheat be it bread or biscuit or pasta or noodles, prices are going up and up. This cannot be otherwise since wheat is a hugely globally traded commodity. Between Ukraine and Russia, the world’s two breadbaskets, they have a share of over 25% of the global trade in wheat. If barley along with wheat

APRIL 2022

come in the way of wheat shipments to foreign destinations. Moreover, intense shelling by Russian army and air force has destroyed transport logistics of the aggressed. Not only this. The increasingly comprehensive sanctions by the Western powers and Japan, including disbanding of SWIFT facility to Russian banks have made it too very challenging to conduct trade, including agricultural produce with Putin’s country.

War is spine chilling. This is specially so when this is sponsored by a country with the largest nuclear arsenal. And the world is getting a very bitter taste of it. For days on end, rates at Chicago Futures Exchange were found hitting the daily limit, the most

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No sooner had the world started recovering from the profound negative impact of Covid-19 pandemic than the Russian president Vladimir Putin decided to send his army across the border to Ukraine to install a government in Kyiv of his choosing and also to make sure that the country does not join NATO. As Russia steps up its assault of Ukraine, which was once part of the Soviet Union, in the face of brave resistance by the Ukrainians, the world is paying for the sins of Putin by buying wheat at prices that are already at their highest since the 2008 global food crisis. This is because the war leading to closure of Ukrainian seaports such as Odesa, Pivdennyi and Mykolaiv has

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is considered, then the two warring nations account for over one-third of global trade.

Ukraine and Russia also have a major profile in corn and sunflower oil, both as producers and suppliers to the world market.

Since the breakout of the war coincided with plantation of new spring crops in Ukraine, supplies from the traditionally major point will remain choked for quite some time. Moreover, many Ukrainians have abandoned working in farms to join the battle voluntarily. Because of what is happening in Eastern Europe, the world is witnessing a domino effect in prices of agricultural commodities. From edible oils to soybean to corn, prices are sizzling to the discomfort of consumers. In an OECD-FAO report on global agricultural outlook published well ahead of the RussiaUkraine war concern was expressed that the available “agri-food systems fail to keep about 10% of the world population free from hunger.” This is said in the context that in the visualized ideal world, agri-food systems will be “resilient, inclusive and sustainable, producing safe and nutritious food for all” and at the same time generating “livelihoods that guarantee people’s economic access to that food.”

Not only has the war made refugees of hundreds of thousands of Ukrainians who tragically are greatly short of food in a country that has always boasted of surpluses, but it has caused many food surplus countries to become careful in exporting farm products. As governments of a growing number of countries are increasing their oversight on their extent of participation in global trade in cereals in particular to provide relief to their own citizens, China, which is the world’s largest importer of corn and soybean and also a significant user of foreign-origin wheat, is sparing no efforts to secure supplies from all possible sources, including the US. Export restrictions and soaring demand, particularly from China are sending food prices up and up.

When supplies from Russia and Ukraine dry up, importers turn to India, the world’s second-largest producer of wheat, which always has considerable surplus for export unlike China. According to India’s food secretary Sudhansu Pandey, “our wheat exports have picked up in the wake of spike in global prices caused by the war. Even ahead of the conflict, Indian wheat met with good export sales. Wheat exports in the first 11 months till February of 2021/22 financial year were a record 6.6mt (million tonnes) bettering 6.5mt for the whole of 2012/13. As a war fallout, wheat prices are

up in a range of Rs24,000 ($316) to Rs25,000 tonne and that’s an incentive to send out as much as possible. I think our March exports will be good. You can expect our wheat exports for 2021/22 will be 7mt plus.”

What will sustain Indian exports at high levels for the coming months is Indian wheat supply will remain comfortable with harvest to start in March and going up to June. In contrast, the wheat crop of Russia and Ukraine will mature in August and September. Moreover, the two countries may not have overcome their logistical disruptions by then. This will work to the advantage of Indian exporters.

India heading for its largest wheat production of 111.32mt on record in the current 2021/22 agricultural year (July to June) will allow it to make the best of brightened export prospects. The record wheat production is fuelled by farmers bringing in an additional 1m hectares making a total of 34.5m hectares under the crop, says the agriculture ministry. What also has aided the bumper harvest is the

plentiful availability of irrigation water helped by an excellent monsoon, improved soil moisture and occasional showers and low temperatures coinciding with crop growth. To incentivize farmers, New Delhi announces minimum support price (MSP), based on cost analysis and adequacy of return to growers, for as many as 25 major agricultural commodities, including wheat every year and ahead of start of plantation.

Many agencies, including the US Department of Agriculture say New Delhi’s timely announcement of MSP “encouraged farmers to increase wheat planting.”

Like China, India pays top priority to food security. The resilience of the world’s two most populous countries to reach free food to vulnerable sections of society was put to test during the Covid-19 pandemic.

Both could come out trumps because over the years they have gone on replenishing buffer stocks of wheat and rice, mainly.

According to Food Corporation of India, the country had stocks of 30mt of rice plus unmilled paddy of 44.1mt and 23.4mt of wheat at March beginning. A food ministry

TRADE & COMMODITIES

official says: “We generally have stocks in silos that are much higher than the prescribed buffer minimum. The challenge is to rotate the stocks in a way as not to let grains become unfit for human consumption. Now this year we are having record foodgrain production. Therefore, the country is well placed to step up exports of wheat and rice and also sugar without in any way compromising national food security.”

Indian agricultural expert Om Prakash Dhanuka says: “The curse of acute food shortages causing mass malnutrition will accompany any war and internal conflict as we are seeing in many places in the Middle East and Latin America, besides more recently in Ukraine. Wars come to an end when reason prevails. But what is of great concern is the harm the weather change is causing to the farm sector across the world. Thanks to the unacceptable level of greenhouse gas (GHG) emissions leading to rise in temperature, the warming atmosphere will hold bigger volumes of moisture. That will be the reason for the world to experience storms and floods more often. The inter-governmental panel on climate change has given the warning that things could become worse as the earth warms. This is really bad for agriculture.” Inflation in food prices, says Dhanuka, began ahead of outbreak of Ukrainian war when every country started

stockpiling on essential food items panicked by Covid-19 pandemic. But what must also be considered is the fact that before all the pandemic and war related developments, agricultural prices had been relatively weak. Isn’t there also a link between easy monetary policy and food inflation?

The two-year long Covid that claimed thousands of human lives and left millions sick without sparing any country also hurt the agricultural sector alongside industry and trade. Dhanuka says: “The farm sector came under unprecedented stress. Strictly enforced lockdown caused disruptions in movement of farm labour. Supply of inputs such as seeds, fertilizers and pesticides became irregular upsetting plantation of crops and their tending. At the same time, the authorities in major producing regions from China to India to the European Union to the US took steps to ensure quick return to normalcy of the sector. The global challenge is to make sure that the farm sector remains resilient and its growth sustainable in all circumstances.” Many emerging nations including China and India not to speak of underdeveloped countries such as Bangladesh and Vietnam have to take note of farmers flagging concerns about rising production and transportation costs and also decline in input quality. They are also becoming increasingly vocal about the returns they get for their efforts.

Indian agricultural expert Om Prakash Dhanuka.

FARMER PROTEST Hadn’t the world witnessed the year-long mass farmer sit-in protest in various parts of India but particularly around Delhi to express strong reservations about three laws that “loosened rules around sale, pricing and storage of farm produce. These rules gave farmers protection from the free market for decades”? The protests on occasions turned violent and nothing that the government did — persuasion and strong arm tactics — would make farmers to abandon the agitation. For the first time the Modi government, which always looked

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The year-long farmer protests around India meant that the Modi government had to roll back controversial farm laws.

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TRADE & COMMODITIES

invincible had to back down and roll back the vexed farm laws. There is a lesson here for all democratically elected governments.

They must not enact any farm related laws with bearing on crop prices without deep consultation with growers. Indian farmers have served notice that they may be on the road again unless the MSP is made mandatory by law. As the practice now, New Delhi buys different crops but mainly wheat and rice at MSP. But this is done voluntarily and private traders are under no obligation to do transaction on MSP basis. Farmers want sanction of law for MSP, which the government dithers to do.

The world had earlier seen how the forced collectivization of farming under Mao Zedong proved disastrous both in terms of impoverishment of growers and crop productivity. Under pressure, Beijing went for gradual de-collectivization through progressive disbanding of communes. As the system in China now obtains, households are required to sell a fixed percentage of farm output to the state procurement agency at predetermined fixed prices and also pay a tax, often in kind to the state. In return, however, the farmers get a fixed quantity of inputs, principally chemical fertilizers, from

state agencies at predetermined prices.

This dual-track approach has been found good in bringing about substantial improvement in land productivity and making Chinese farm products globally competitive.

Unlike in a democracy, Beijing on all issues, farming or otherwise remains the

final arbitrator. So starting 2007, on realization that farmers with average land holdings of 0.5 hectares stand to be more productive, allocate resources optimally and gain greater access to the market if they work together under co-operatives, Beijing is providing sops to the sector by way of preferential taxation and finance. In

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fact, some such co-operatives have received technical and financial support from the World Bank. The result: improvement in income of farmer members and jobs for women, returned migrant workers and older people.

The point of concern of Indian agriculture is that average land holding is now down to 1.08 hectares and small landholders cultivate 42% of operated land of 155m hectares. Indian small land owners stand to gain if they have the benefit of mechanization. But that is possible if they voluntarily form co-operatives to be able to use tractors, harvesters and other machinery. Here the government unlike in China could only be a facilitator by educating farmers about the good that cooperativeness will bring about and extend financial and marketing incentives.

But being a democracy, state diktat is not an option. Despite all inadequacies in their agriculture system, both China and India have raised foodgrain production in 2021.

FOOD SECURITY CONCERN

domestic requirement. But in its search for food security, the country imported 2.94mt of rice and 8.38mt of wheat last year.

China’s People’s Daily, which defers to the Communist party line recently wrote: “Safeguarding grain security is an eternal task that can’t be relaxed at any time... We must ensure domestic supplies to counter external uncertainties.”

In the meantime, India with a modest improvement of 1.71% in harvesting attained a record foodgrains production of 316.06mt in 2021/22, including 127.93mt of rice and 111.32mt of wheat. All these are according to second advance estimates by agriculture ministry to come for review twice in the next few months. India, which continues to be very largely dependent on imports of edible oils and oilseeds, could lift production of nine major oilseeds, including groundnut, sunflower, soybeans and rapeseed by 3.34% to 359.46mt. This comes as some relief for the government in the face of recent sharp inflation in prices of edible oils.

In its aggressive pursuit of self-reliance in pulses, a common man’s staple, New Delhi has a programme to bring more land under the crop, make available quality seeds to farmers and ensure farm gate procurement by processors to eliminate wastage. The country is at least 10% import dependent on pulses import, which would be around 2mt during 2021/22.

Pulses production this season is likely to be up 5.87% to 26.96mt from 25.46mt a year earlier.

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China’s National Bureau of Statistics informs that overcoming natural disasters wreaking havoc on farm operations, particularly during plantation, the country’s grain production was up 2% to 682.9mt from 650mt a year earlier. There was some improvement in productivity in not so favourable weather since land under cultivation was marginally up close to 170m hectares. Commercial savvy of Chinese farmers was much in evidence as they

assigned more land under corn and wheat, which were fetching higher prices. In parallel, seeing prices of soybean and rice falling, land under these crops shrank. Both China and India have started benefiting from their investment in developing better seeds varieties and at the same time bring about continuous improvement in agricultural practices through farmer education.

Even while China continues to achieve new milestones in agriculture development, the concern for food security is pushing Beijing to seek greater global cooperation to facilitate import of some critical items such as corn, soybean, sugar and cotton.

Play of geopolitics at times makes Beijing wary of procuring enough supplies of critical items from countries such as the US, Canada and Australia. In soybeans in particular, China remains heavily import dependent. In 2021, its soybeans imports were once again a massive 96.52mt, though down from 100.33mt in 2020 on falling hog margins and higher wheat feeding curbed the oilseed demand.

Brazil and the US make up almost total supplies of soybeans to China. Not comfortable with this high level of import dependence, the country has a threefold strategy to progressively raise domestic production of this oilseed: Bring more land under the crop; expand the operating soybean-corn rotation programme; and bring about improvement in crop yield. At 147mt for rice and 134.3mt for wheat, China is well placed to take care of

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SHIPPING & TRANSPORT

Vessel scrapping activity this year is likely to mirror the continuing rise in scrap prices, but a lot will depend on movements in the freight markets, order book levels, as well as new vessel deliveries and the anticipated return on investment on existing engine modifications, according to Johann Meyer, Managing Director of CSM Energy.

The shipping industry continues to remain unaligned on the best solution going forward, environmentally and commercially, with some owners likely to favour engine modifications of existing tonnage, instead of recycling, as they seek to follow industry developments before committing to any new building contracts. They may want to keep up the minimum emissions requirements while also taking advantage of market rises, he said.

“It is impossible to predict long-term market developments of future fuels given the various influencing factors. The actual uncertainty of the industry started up a kind of vigilant phase where the majority of new orders or modifications are heading towards alternatives but still using carbon fuels — where the ultimate goal should be usage of zero carbon fuels in future.

“Development of the recycling industry in this respect, will depend on the potential middle phase of carbon neutral fuels which would mean a slight increase in activity. The ultimate change to zero carbon tonnage will force a major increase in recycling activity and this will, most probably, be close to the lifecycle end of the newbuilding orders using carbon fuels,” he said.

Scrap prices will continue to rise this year but become stable at a higher level throughout the year, he added. “This all depends on the market, negative or positive as well as the political situation. Container rates are still flying high and owners are better off selling their tonnage or riding the wave of daily time charter rates. Whereas the tanker market is likely to pick up more as expected, so owners will try to keep their tonnage or buy in cheaper units on a speculative basis,” he said.

Meyer said the current regulations and conventions are building the foundation for the necessary changes in the ship-breaking market. “While environment, social and governance are the right additional tools to introduce, evaluate and thrust the important mind set change of the industry – it can only happen if companies are taking it with the required seriousness and not as a marketing campaign.”

NEWS

Scrapping levels likely to remain high in line with prices paid, says CSM Energy

NEWS SHIPPING & TRANSPORT www.drycargomag.com APRIL 2022

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In challenging times crew comms are critical for all ships, large or small Crew communications are widely accepted as an important element of seafarer welfare provision and vessel operators are now prioritizing onboard systems to enable crew to keep in touch with home. The crisis in Ukraine and the Covid-19 pandemic have highlighted the vital need for internet access and contact with home, while seafarer surveys regularly identify connectivity as a key factor in onboard happiness, recruitment and retention.

The vital role played by crew connectivity in seafarer wellbeing was underscored recently when the International Maritime Organization (IMO) approved measures aimed at enhancing crew communications for seafarers impacted by the conflict in Ukraine.

These measures were put forward by a number of maritime industry groups and Non-Governmental Organizations (NGOs) — demonstrating the strength of feeling within the whole maritime industry that crew should be able to communicate with home and loved ones and have access to information sources while at sea.

The IMO Council welcomed the proposal that a number of steps should be taken to reduce the suffering of seafarers and their families, including that: “seafarers affected by the conflict should be allowed free access to communications with their families”.

The Covid-19 pandemic, and more recently the crisis in Ukraine, have underscored the vital importance of crew

MarineStar E-lite delivers voice and data connectivity in a package that is specially optimized for use on smaller vessels.

communications on seafarer mental health.

And crew health and well-being is an important factor in maritime business operations. Crew represent the largest ship operating costs and the International Maritime Health Association (IMHA) has found that one in five ships has to divert due to crew illness every year, at an average cost per ship of $180,000.

The need for crew communications is strongly evident. At the peak of the pandemic, maritime charity ISWAN, which provides 24-hour multilingual helplines for seafarers and their families, reported it handled more than 2,000 calls in just one month – triple the number for the same period before the Covid-19 outbreak.

ISWAN’s project manager Caitlin Vaughan

noted that crew communications are particularly important at times of significant family events that the seafarer is unable to be present for, during times of cultural celebration, or to alleviate homesickness.

Connectivity is vitally important to seafarers and it is good to note that greater availability is improving health and wellbeing. The latest Seafarer Happiness report from Mission to Seafarers found that the current happiness level in relation to connectivity at sea is 6.92 out of 10, up from 6.6. The report states: “Today internet on board is vital. Nobody will stay onboard with poor, expensive, or ineffective network systems.”

Having crew comms at sea is now recognized as a key factor in recruitment and retention and crew surveys have revealed that some crew would change jobs for better internet access even if there was no extra salary on offer. Other industry surveys have identified a clear divide between vessels that provide free or costeffective access, versus those that do not, with increasing numbers of seafarers stating that they check what access they will have before accepting new contracts — a trend widely predicted to grow.

For example, the Futurenautics 2017 survey reported 92% of seafarers said connectivity strongly or very strongly influenced their choice of employer.

But what happens when your vessel is smaller, has little space for communications systems, or budgets are limited?

That’s where compact and versatile systems come into their own. MarineStar E-lite is one such solution, delivering voice and data connectivity in a package that is specially optimized for smaller vessels. Voice services are delivered over Thuraya’s MarineStar terminal while encrypted email provision comes via IEC Telecom’s OneMailLite application.

Quick and easy to install, MarineStar E-Lite enables crew welfare communication as well as reliable access to navigation updates, port notifications, operational instructions, and continuous tracking and monitoring.

With fleetwide management control, separate lines for corporate and crew communications, and flexible crew-calling plans, MarineStar ELite is a cost-effective alternative to radio and GSM. Nabil Ben Soussia, Group CCO, President Asia, Middle East and CIS for IEC Telecom, observed: “No-one wants to be away from home at a time of crisis but for many seafarers that is an every day fact of life. Being able to keep in touch with family, friends and world news is essential to them and we are pleased to be able to play a part in delivering that communication, especially in these uncertain times.”

In support of impacted seafarers and their families, IEC Telecom, which has a long history of helping humanitarian efforts, has also significantly reduced its call charges to Ukraine making it easier for vessel operators to provide crucial crew communications.

Ben Soussia commented: “In today’s competitive marketplace it is important to keep pace with workplace developments.

Crew connectivity is now a must and something crew, especially younger members, expect. Technology has moved on and now that it is possible to meet those needs even on smaller vessels with limited space or budgets, why wouldn’t you? After all, a happy crew is important to your vessel’s operations.”

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ABOUT IEC TELECOM IEC Telecom Group is one of the leading international providers of satellite communications services. Renowned for supplying high quality satcom solutions for more than 25 years, IEC Telecom delivers efficient end-to-end voice and data services when and where it matters most.

The company enables digitalization for the maritime industry as well as remote units on land, where GSM coverage is not available.

For urban networks, IEC Telecom provides a powerful satellite back up to ensure the business continuity of customer enterprises.

IEC Telecom has long-standing business relationships with all the key satellite operators. As a strategic partner for Inmarsat, Iridium, Thuraya, and Yahsat, it is in the unique position to support organizations with global operations as well as offer a wide variety of plans for area-by-area use to regional customers.

IEC Telecom’s integrated approach of in-house design and engineering expertise means it can develop truly unique solutions that enable full control over customer satellite assets.

The company’s portfolio includes a wide range of satellite products (from handset to VSAT services), solutions, and valueadded services. In addition, it offers 24/7 support for satellitebased solutions during their full lifecycle.

IEC Telecom Group has offices across eight countries: Denmark, France, Kazakhstan, Norway, Singapore, Sweden, Turkey, and UAE.

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NEWS SHIPPING & TRANSPORT www.drycargomag.com APRIL 2022

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CSM and MHSS unite to support seafarers impacted by war in Ukraine Columbia Shipmanagement, together with its owning company and its clients, have raised an unprecedented €1.4 million and assembled a team of 320 psychologists, mostly from Ukraine, to aid traumatised families of seafarers who have been impacted by the war in Ukraine.

The package of measures, financed by the newly set-up Columbia and Clients Charitable Fund, will help to provide accommodation as well as professional psychological support, to traumatized seafarers and their families at designated ‘Columbia Sanctuaries’ in Poland and Romania.

Mental Health Support Solutions (MHSS), providers of professional mental health support to the maritime sector, has drawn together the team of 320 psychologists which will be on hand to assist seafarer families suffering from the effects of the war in Ukraine.

CSM has taken over a hotel in Romania and two villas in Poland which will act as safe harbours for families waiting to go through the Visa and immigration process.

The families are welcome to stay for up to six months while their applications are processed.

“My only requisite was that the accommodation had security guards on the doors to protect the women and children coming in. We have set up these sanctuaries for six months, all fully paid for, and the families will receive food, accommodation and clothing. Then, via the work of MHSS, we are also able to provide the necessary psychological support,” said Mark O’Neil, President and CEO of Columbia Shipmanagement.

He added: “The war in Ukraine has

impacted many members of our maritime community.

I’m so proud of what the industry has been able to achieve through this joint action to raise funds so we can support seafarers and their families during this incredibly difficult and challenging time.

“The situation in Ukraine is deeply distressing, far more so for those directly impacted, and providing accommodation and psychological help is the least we can do. We all stand united in our support for all seafarers and families impacted by this terrible conflict.

“I have said from the start, it is all about the victims of the conflict, whether they are Ukrainian, Russian, Georgian or Filipino, it doesn’t matter. They are the victims. And when we set up the Columbia and Clients Charitable Fund, Schoeller Holding, our shareholder, and CSM each put in $500K. Some of our clients and staff contributed to the extent that we now have upwards of $1.3–1.4m in the fund. The guiding principle was that the fund should not be bureaucratic as we wanted to put cash in the hands of those who needed cash without having to constantly reconcile the money,” O’Neil stressed.

As part of its initiative, CSM has also set up four rendezvous points, one in Russia, one in Ukraine, one in Poland and one in Romania for any families that may need food, clothing or accommodation. “These rendezvous points are there to thrust cash into the hands of those who need it and assistance is there to help get them through the asylum system.

This rendezvous programme has been extended, via InterManager, to any seafarer families employed by other ship

management companies on a reciprocal basis,” O’Neil added.

He added: “Raising the money is not the issue here, it is what you do with the money. You need viable projects, and this is a good way of delivering help where help is needed. We are also looking at setting up a charity that can work on a wider scale, after the flow of refugees has abated, to offer the long-term psychological help the victims of the conflict will need.”

Charles Watkins, Clinical Psychologist and CEO of Mental Health Support Solutions, added: “I’m pleased that the industry is recognizing the importance of mental health. War-torn families not only need financial aid but also psychological support because these normal and abnormal psychological reactions to traumatic events can impact for many years.

The quicker people receive professional support the better.”

According to Watkins, the Ukrainian psychologists were very eager to get back to work and to help people in need.

“Yesterday we had two people arrive here in Romania from Mariupol who were traumatized and we were able to offer the right support in their own language.

“The earlier you treat the mental issues, the higher the chances that they will be okay. Thanks to the fund, we can offer post-traumatic stress psycho-education as well as regular counselling; it is all coming together. Every sanctuary will have its own specific needs but there will also be general needs. [It is] fantastic that CSM has made this possible because this type of crisis counselling is new,” he said.

KR launches SeaTrust-Frame3D ship structure evaluation software Korean Register (KR) has launched ‘SeaTrust-Frame3D’, a grillage structure evaluation software for ships. SeaTrustFrame3D enables a complicated ship structure to be simply modelled by representing it as a grillage structure.

The software allows the designer to conduct and analyse structural strength and rule-based buckling strength evaluations, the results of which are displayed as 3D images, tables and graphs. It can automatically generate reports based on the analysis results and

offer support for CAD interfaces.

SeaTrust-Frame3D can evaluate the strength of a ship’s structure much more quickly than existing Finite Element Method (FEM) structural analysis, which will be welcomed by those looking to urgently review a ship’s structural strength.

KR expects the software to be used extensively in shipyards as it is applicable to various structural member strength evaluations throughout the ship construction process.

KIM Dae-heon, Executive VicePresident of KR’s R&D Division, said, “With the launch of SeaTrust-Frame3D, we are able to provide customeroriented technical services directly to those working in the field.

“Looking ahead, KR will continuously upgrade the programme to meet customers’ needs and enhance its usability and we are working to make it a much better solution to apply the classification rules even more efficiently than is possible today.”

www.drycargomag.com APRIL 2022

Major classification society ClassNK has issued an Approval in Principle (AiP) for the design of an ammonia-ready LNG-fuelled Panamax bulk carrier developed by Planning and Design Center for Greener Ships (GSC).

Ammonia is expected to be used as ship fuel for decarbonization since it does not emit CO2 when burned. Meanwhile, taking adequate safety measures is essential due to its characteristics of being toxic to humans and corrosive against materials, and ClassNK has worked on development of standards and certification.

In 2021, ClassNK published its “Guidelines for Ships Using Alternative Fuels” to minimize the risks related to AiP Handover Ceremony (at ClassNK booth, Sea Japan 2022). R: Shinjiro Mishima, ammonia-fuelled ships for the ships, crew, Representative Director, GSC; L:Hiroaki Sakashita, President & CEO, ClassNK. and environment by stipulating requirements for requirements as an LNGImages of ammonia-ready installation, controls, and fuelled ship and a future LNG-fuelled Panamax bulk safety devices.

ClassNK ammonia-fuelled ship, carrier (courtesy of GSC). subsequently issued an ClassNK has issued an Approval in Principle (AiP) Approval in Principle (AiP) for the design of an as an ammonia-ready LNGammonia-fuelled Panamax fuelled ship. bulk carrier developed by ClassNK will continue to GSC in January 2022. participate in innovative GSC describes the newly initiatives related to decarbdeveloped design as LNGonization. By incorporating fuelled but ready for the expertise obtained from ammonia-fuelled. For the the collaborative work with short-term aiming lower frontrunners into its rules CO2 emissions, it will be and guidelines, ClassNK will operated by using LNG fuel. support the decarbonization For the long-term aiming of the entire industry. toward zero CO2 emissions, it has two scenarios; in the APPROVAL IN PRINCIPLE first scenario, it is converted (AIP) to ammonia fuelled At the initial stage of propulsion systems, in the designing or before the second scenario, it will keep specific target ship to be the systems but will switch implemented is decided, the its fuel from LNG to liquified design is examined based on carbon-neutral methane. The the existing regulations such ship is developed as a flexible as international treaties and and efficient solution to ship classification rules, and enduring the unpredictable an Approval in Principle period of fuel transition.

(AiP) is issued as proof of ClassNK reviewed the conformity with requiredesign as an LNG-fuelled ship ments. It also prevents based on its Rule Part GF rework of regulatory incorporating IGF Code, and aspects in the post-process, as an ammonia-ready ship shortens the examination based on Concept Design time at the time of class category of its ‘Guidelines for registration, and can be used Ships Using Alternative Fuels’ as a technical basis for Annex 1 verifying the external appeal of the conformity to their design status.

SHIPPING & TRANSPORT

ClassNK issues Approval in Principle (AiP) for ammoniaready LNG-fuelled Panamax bulk carrier developed by GSC

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SHIPPING & TRANSPORT www.drycargomag.com

Norden expands into port logistics

NORDEN has entered into a new business area of port logistics, signing a major contract with manganese mining company Comilog — a subsidiary of French metallurgical group Eramet — extending the relationship with a key customer.

Over the ten-year agreement, NORDEN is responsible for setting up and operating a transshipment solution in Gabon, Central Africa with an investment of around US$40 million.

“Port logistics is an exciting new growth opportunity for us as we look to take our business beyond a standard freight service to an innovative supply chain partner,” says NORDEN CEO Jan Rindbo of the first logistics offering, where the first operation took place earlier this year.

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A NEW GROWTH AREA

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Development of the port logistics business is managed by NORDEN’s Logistics & Climate Solutions team, which works to deliver efficient and sustainable supply chain solutions to customers by investing in selected port logistics, headed by Adam Nielsen: “This type of logistics solution is a

natural extension of our customer service offering and we see a large potential to grow our business globally by engaging in such infrastructure development in partnership with customers.”

The Gabon project has seen NORDEN establishing a floating transfer station 40km away from the existing port, to allow for the use of Capesize vessels. Cargo is transported on barges from the port to the floating transfer station, where it is loaded onto the vessels and shipped to Asia.

The agreement with Comilog sees NORDEN handling the ocean freight for a portion of the transshipped cargo. Utilizing larger vessels solves a major bottleneck for Comilog, making the operation more efficient while at the same time reducing carbon emissions of the transport.

“We are pleased to further our collaboration with Comilog, making this project a success for Gabon and for the company,” adds Nielsen.

OFFLOADING 30,000 TONNES OF SALT Port logistics and cargo handling services represent a critical new business area for NORDEN.

“Our ambition is to be much more than just a standard freight service to our customers,” says Nielsen. “We are looking at new ways to optimize and decarbonize our customers’ supply chains; and we are actively looking for business where integrated solutions are required.”

In 2021, NORDEN entered into a project with current customer Empremar for offloading bulk salt. The complex operation optimizes the supply chain for Empremar and is yet another example of NORDEN’s move into port logistics.

While NORDEN has been shipping salt to the US for Empremar for 20 years, NORDEN now also manages the entire logistics operation of moving the salt from ship to shore. This involves an intricate barging, heavy equipment, and labour operation, and timing it all to consistently meet the arrival of the ship coming from Chile, building on NORDEN’s specialist knowledge.

The operation takes place at a chemical plant in California, where 30,000 tonnes of salt is offloaded from a bulk carrier onto a private terminal, for then to be taken directly to the plant and used to

SHIPPING & TRANSPORT

make chlorine. NORDEN handles eight operations annually for the Chilean salt miner.

As there is no space at the terminal to bring in heavy equipment, NORDEN has in California partnered with a local barge company to carry bulldozers, clamshell buckets, re-fuel tanks and gangways alongside the vessel to offload the salt. A team of private heavy equipment operators have also been contracted to complete the offloading operation in about four or five days, working 12- hour shifts night and day.

A NATURAL EXTENSION OF THE BUSINESS The move into port logistics is a natural extension of NORDEN’s business, done in partnership with customers, and building on the strong relations NORDEN has across the industry.

The specialist knowledge needed to go beyond ‘free in/free out’ — which means responsibilities end when the ship arrives at the berth for discharge — is in many cases

already in NORDEN, and the move to becoming an innovative supply chain partner is an exciting new chapter for the company.

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NEWS PORTS & TERMINALS www.drycargomag.com APRIL 2022

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Port of Tilbury’s Grain Terminal team receives partnership award from Essex County Fire and Rescue The Port of Tilbury in the UK has received an award from the Essex County Fire and Rescue Service (ECFRS) for the collaborative role the port team played in supporting the Fire teams during a large and challenging fire at the grain terminal in July 2020.

The large fire had to be managed over a number of days and required firefighters to work collaboratively with port engineers and other advisors to monitor the scene and to minimize the impact the incident had on the grain site.

Commenting at the award presentation ECFRS Deputy Chief Fire Officer, Moira Bruin said: “This was one of the most challenging incidents our Service had faced in recent years. Resolving this incident successfully only happened because of the great partnership work, and despite being under pressure, we worked together to find innovative solutions. We wanted to recognize the support, ingenuity, bravery and open engagement of the grain terminal management and staff and were delighted to present them with this award and invite them to part of our own celebration event.”

The fire damaged the silo tower and some other equipment but no one was injured.

Major building works are well under way with construction of ten new giant metal grain silos now complete. The ten 30metre-tall silos have a total combined capacity of 20,000 metric tonnes. Work is now underway to replace the concrete silos for a return to full operations in 2023, restoring the original storage capacity.

Peter Ward, Commercial Director at The Port of Tilbury said: “We are honoured to receive this award which recognizes the collaborative role the team at the port

L-R Moira Bruin, Deputy Chief Fire officer EFRS; Craig McLelland, EFRS; Andy Barness, Port of Tilbury; Warren Betts, Port of Tilbury; Gary Vincent, Port of Tilbury; Marc Diggory, EFRS; Rick Hilton, Chief Fire Officer EFRS. played during this major incident at the grain terminal.

“I am proud of how the team handled this situation as they worked closely with the Fire and Rescue Service during this difficult and challenging period. I want to take this opportunity to sincerely thank not only the grain terminal team, but Essex County Fire and Rescue Service for its professional response and commitment both during and after the fire.

“The terminal is a vital facility in the South-East of England and an essential part of the UK agricultural supply chain for imports and exports and we made sure that there was no interruption to our service throughout.”

The Tilbury Grain terminal has been in operation for over 50 years and is a key strategic facility in the South-East of the UK for the grain import and export markets handling over two million tonnes of product from around the world. Grain is a key commodity in the UK food supply chain for a number of uses, most notably within the flour milling and bakery industries.

Once fully rebuilt, the terminal will be

The construction of the ten new giant metal silos is now complete.

restored to its full storage capacity of 135,000 metric tonnes and continue to benefit from the full multimodal services at the port including river barge transportation into central London. The terminal also operates a monthly coastal shipping service from Tilbury to its sister port in Kirkcaldy, Scotland for Carr’s Milling.

ABOUT FORTH PORTS/PORT OF TILBURY Forth Ports Limited owns and operates Tilbury, alongside seven other commercial ports on the Firth of Forth and the Firth of Tay: Grangemouth, Dundee, Leith, Rosyth, Methil, Burntisland and Kirkcaldy.

The Port of Tilbury is the number one UK port for forestry products, construction materials, paper, grain, recyclables and warehousing space. The port has a strong market presence in bulk commodities, ro-ro, cars and cruise vessels.

The port’s London Container Terminal handles a mix of short and deep-sea services, is the UK's number four port for containers and has the greatest reefer (refrigerated container) point connectivity in Europe.Tilbury's strategic location makes it a natural point for distribution, with nearly 20 million people living within 75 miles. Serving the UK's market, the port offers customers excellent transport links to and from the UK’s capital and across the South East where over 50% of the population live and work. The port is a diverse multi-modal hub, covering around 1,100 acres (850 acres and the London Distribution Park, in addition to the Tilbury2 site) and is well positioned to access the M25 orbital motorway and the rest of the UK's national motorway network. In addition, there are direct rail connections within the port and dedicated barge facilities.

Sodrugestvo LLC (Baltic Grain Terminal LLC) has been given permission to build a production and logistics complex at the Russian Baltic Sea Port of Ust-Luga. The

project will involve the construction of an import-export facility for grain, agribulk and other dry bulk cargo. It is expected to attract mostly grain traffic from other

regional ports and will have an annual capacity of ten million tonnes. Investment required will be in the region of $463 million.

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At a recent conference in Russia, it was claimed that there has been no major impact of sanctions on export consignments of Russian energy resources. However, some charter business has been lost, with some 12 vessels declining to call at Russian ports.

However, in each case, the consignment was picked up by a different vessel and eventually reached the end customer.

According to Sergey Biryukov, Head of the Customs Control Service at Central Energy Customs there are problems with the shipment of coal by those companies that are currently under sanctions, although no issues at all with coal in general, with the exception of SUEK, which deals with the North and Norway.

Rail deliveries of coal shipments are being held up by neighbouring states, leaving cargo accumulating in border areas. The solution to this is to seek other outlets or domestic users, said the official. Export energy consignments in the first quarter still reached ten million tonnes, broadly similarly to the previous year’s figure. Russia claims that Lithuania made it difficult for the isolated region of Kaliningrad to receive rail shipments. To get round this, an additional ro-ro vessels was added to the Ust-Luga – Baltiysk line.

PORTS & TERMINALS

Coal traffic in Russia by rail not seriously impacted by sanctions so far

NEWS

New grain terminal at Ust-Luga

Freight throughput in the Port of Rotterdam falls by 1.5% in the first quarter

APRIL 2022

disruptions in logistics chains, causing production levels of steel processing companies to drop.

Coal throughput slightly rose (+3.5% to 3.9mt), as demand for energy coal (for power plants) increased more sharply than demand for cokes (for blast furnaces).

For electricity production coal is cheaper than gas at this moment. For other dry photo: Danny Cornelissen. bulk there is a massive increase in comparison with last year (33.5% to 3.9mt). Despite the high prices, and coal came from Russia. Russia exports demand for raw materials has soared. steel, copper, aluminium and nickel through Rotterdam. In 2021, 8% of container RORO AND OTHER BREAKBULK handling was Russia-oriented. As the war in The total throughput in the breakbulk Ukraine only began in late February, the segment (Roll-on/Roll-off and other impact on throughput volumes in the first breakbulk) increased by 19% to 8.4mt. The quarter was still limited. Meanwhile, the RoRo throughput (+20.4% to 6.7mt) went impact of the sanctions and of the decisions up in comparison with the first quarter of of individual companies not to do any last year, as the Brexit transition period had business with Russia any longer, has just ended and due to high demand from become noticeable in almost all sectors. the United Kingdom.

In the segment of other breakbulk, an DRY BULK increase (+13.7% to 1.7mt) resulted from a In the dry bulk segment, iron ore & scrap higher non-ferrous throughput and a shift fell (–19.5% to 5.6mt). High energy costs from container cargo to breakbulk, brought and diminishing demand for steel caused on by the rates in container shipping. Much German steel production to slump. Russian cargo currently remains at the Reduced demand was especially due to breakbulk terminals.

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In the first quarter of 2022, 1.5% less freight passed through the Port of Rotterdam than in the same period last year: 113.6mt (million tonnes) compared to 115.2mt in the first quarter of 2021. In particular, the throughput of mineral oil products and iron ore fell. The throughput of LNG and other liquid and dry bulk (raw materials in particular) increased. The container volume was slightly below the 2021 level.

Allard Castelein, CEO Port of Rotterdam Authority: “Although we started the year exceptionally well, the world was hit by the war in Ukraine in late February. Besides the fact that this conflict is a terrible humanitarian disaster, it led to serious uncertainty in world trade and changes in logistical parameters. Although no one can predict how this will unfold, we expect that the developments in Ukraine and the seriously deteriorated relationship between Russia and many other countries will impact throughput volumes for the rest of the year as well.’

In the port of Rotterdam last year, 62mt of almost 470mt of throughput was Russiaoriented (13%). Many energy carriers from Russia are imported via the port of Rotterdam. In 2021, roughly 30% of crude oil, 25% of LNG, and 20% of oil products

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and new facilities tailored to suit their business needs.

Port Operations are complemented by the Pilotage Service and Vessel Traffic Service which ensure vessels are safely navigated through the Humber Estuary.

ABP Humber offers 364 hectares of development land across its port locations capable of attracting investment and delivering transformational benefits for the economy both locally and nationally.

The ports are all part of the new Humber Freeport, which offers three tax sites with an exceptionally business-friendly tax and regulatory environment for potential manufacturing investors.

ABP Humber supports its local communities. The ABP Humber Coastal Half Marathon and 5k is now in its sixth year and complements ABP’s race sponsorship across the country.

The five-year crane strategy will involve purchasing new cranes and refurbishing existing ones.

include the Butterley cranes built in the1990s for the width of the locks in the ports of Immingham and Hull.

It has not yet been decided what some of the future cranage and attachments will be, giving ABP time to engage with the port community and ensure cranes are fit for purpose. It will include mobile harbour cranes and material handlers, with some more reachstackers and forklifts being ordered.

Bulks, breakbulks and project cargo are all being catered for, to ensure offloading and delivery are covered. This includes a spend of £16m on maintenance Capex on cargo handling landslide within Immingham Container Terminal (ICT) and Hull Container Terminal (HCT), and the stocking of spare parts as part of the port’s resilience.

What can be assured by ABP is that efficiency is a deciding factor, to ensure efficient cargo handling, and loading and unloading times are kept to a minimum.

ABP, the UK’s leading ports group is Keeping Britain Trading with 21 ports and other transport related businesses, creating a unique national network capable of handling a vast array of cargo.

It is driving growth, contributing £7.5 billion to the UK economy every year and supporting over 200,000 jobs. The current investment programme promises to further increase its contribution to regional economies around the UK. ABP is also an essential partner for the offshore wind industry, providing Operations and Maintenance (O&M) for over 50% of the sector’s activity, as well as investing in infrastructure to realize future renewable energy generation.

ABP IN NUMBERS: v ~ 90 million tonnes of cargo handled each year; v 5,000 hectares of port estate owned; v 1,000 hectares of open storage; v 1.4 million square metres of covered storage; v 87km of quay; v > 1.5 million vehicles every year; v ¼ of the UK’s rail freight generated; and v > £55 million investment made in low emission and renewable energy generation technologies.

APRIL 2022

ABP Humber Ports complex form the UK’s busiest trading gateway. The four ports of Immingham, Grimsby, Goole, and Hull handle more than 58 million tonnes of cargo between them each year worth approximately £75 billion. Across the Humber, the ports support 34,900 jobs and contribute £2.5 billion to the UK economy.

ABP Humber’s major investment programme ensures the ports offer state-of the-art cargo handling infrastructure and equipment, alongside a highly skilled team who can handle a vast array of cargo safely, efficiently and sustainably.

ABP Humber works collaboratively to build long-term partnerships and deliver the right supply chain solutions for customers, including value-added services

INTRODUCTION TO ABP HUMBER

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ABOUT ABP HUMBER

PORTS & TERMINALS

Associated British Ports (ABP) is investing £32 million in port equipment in the Humber to maintain customer demand as part of a wider Group investment.

A five-year strategy is being rolled out which involves purchasing new cranes, the full refurbishment of existing cranes and investing in landside equipment. The plan has involved looking at the eco-friendliness of new plant and equipment ensuring that ABP continue to invest in environmentally friendly and sustainable equipment.

The ongoing strategy in the Humber has been split between investment in mobile harbour cranes and hydraulic cranes — the first of which the Mantsinen 300M, the world’s largest hydraulic crane, will arrive at the port of Immingham late April.

Simon Bird, Regional Director for the Humber ports said: “This significant investment shows the confidence we have to continue to grow and invest to ensure the Humber ports are future-proofed when it comes to the latest technology in cranes and cargo handling equipment.

“Our strategy is about ensuring we have a versatile mix of cranes to cargo mix and that we can provide additional capacity to meet growing volumes of cargo. As a port operator we remain resilient and give our customers what they need, and they want to know what we have is reliable and efficient.”

The Covid-19 pandemic delayed the rollout of the strategy, but now orders are being placed and equipment is arriving. The first delivery in December 2021 were four Konecranes reachstackers which run on hydrogenated vegetable oil (HVO) costing £1.6 million. This will be followed by the Mantsinen 300M Hybrilift hydraulic crane plus various attachments costing nearly £3 million in spring.

A team from the Port of Immingham consisting of operations and engineers visited the Mantsinen factory in Finland last month to check on its build progress. It also gave them an opportunity to test the new crane simulator and see how it handles.

The incoming plant and machinery will replace older infrastructure, while existing cranes will undergo a million-pound major refurbishment. Those being refurbished

NEWS

Major investment in port equipment in the Humber ports

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NEWS APRIL 2022

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PORTS & TERMINALS

Port of Blyth announces record financial results

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The Port of Blyth in the UK has announced record financial and operational performance figures for 2021 at its recent Annual Public Meeting.

Overall group turnover grew to £25.5million, the highest total in the port’s 140-year history and up 15% on the previous year, whilst group operating profit grew by 64% to £2.1million.

The major driver for these results was the main port operating business, which landed two major offshore windrelated contracts in 2021 and continued to be regarded as one of the UK’s foremost offshore energy support bases.

Wholly owned forwarding and logistics subsidiary, Transped, also contributed a record £0.5m profit to the year.

While overall volume of cargo handled in the year increased to 0.7 million tonnes, given the port’s increasing focus on servicing offshore energy vessels rather than handling more traditional cargo, port chiefs have highlighted the 32% increase of berth utilization during the year as a more useful performance statistic and another sign of significant growth.

Operational performance has also been a keen focus as container handling at the port’s South Harbour terminal grew to the highest figure since Transped was established in 1997, while the commitment of the port’s ‘key workers’

ensured that millions of key consumer goods made it quickly from the container service to the supermarket shelf.

The port maintained an outstanding safety record in 2021, with not a single lost time incident occurring throughout the year as it continues to lead the port sector nationally in relation to Health & Safety.

Martin Lawlor, Chief Executive of Port of Blyth, said: “To achieve record turnover in a year that contained both Covid and numerous Brexit-related challenges is a huge accomplishment. Our offshore energy/renewables clients consistently reference our wealth of experience, high service levels and a service safety-first culture as reasons for selecting Blyth and long may that continue.”

Chair of the Board of Commissioners, Geoff Hodgson, added: “Such positive financial results are testament to both the scale of the projects that the port is attracting to Blyth and the commitment of a superb team. With its key role in the renewables sector only set to grow, the future of the Port of Blyth is looking hugely positive.”

Port of Blyth is home to some of the world’s leading offshore energy companies and regularly hosts high profile projects connected to North Sea

oil, gas and renewables operations.

The port’s performance was reported at its Annual Public Meeting Held recently, which was held in a hybrid format for the first time — both inperson for the first time in two years due to Covid-19 restrictions and online.

This important event forms a key part of the Port of Blyth’s commitment to its stakeholders as a leading UK statutory Trust Port.

ABOUT PORT OF BLYTH Port of Blyth is the port operating division of Blyth Harbour Commission, an independent statutory trust established in 1882. It is one of the largest Trust Port’s in the UK handling cargo across four terminals based around the River Blyth.

Together with major logistics and training divisions, the port group has a growing turnover exceeding £25 million, driven by growth across a variety of sectors but particularly offshore energy, with the port now recognized as a major strategic east coast base supporting the sector. Other trade handled includes containers, dry bulks (coal, aggregates, cement etc) and marine fuels.

As a Trust Port, all profits are reinvested back into the port to improve facilities and to provide benefits for its wider stakeholders.

NEWS

New concessionaire at Suape dry bulk terminal Abreu e Lima refinery.

PORTS & TERMINALS

The SUA Granéis consortium, which encompasses Agemar, Loxus and Marlog, is the new concessionaire of the Suape Dry Bulk Terminal (TGSS). The concessionaire, whose members are heavily involved in petcoke handling, will run the facility for a period of 25 years. TGSS, which is situated at the rear of Quay 5, covers an area of 72,000 square metres, in which SUA Granéis proposes to invest $13 million.

The investment is required to allow the facility to handle 12,000 tonnes at any one given moment, with a forecast first year throughput of 570,000 tonnes.

The revamped terminal will handle and warehouse both vegetable and mineral bulk, as well as general cargo, with operations to start in 2024. It will have a modern gate system and the necessary equipment in place to offer productivity rates of 549tph (tonnes per hour) when handling petcoke and 128tph for bagged sugar.

According to the Port of Suape’s CEO, Roberto Gusmão, the port should now be in a position to triple throughout of dry bulk within five years, thereby becoming one of the most important ports in the north and northeast of the country. Not

only will there be organic growth of existing dry bulk commodities but new ones should also be attracted, according to Francisco Martins, the port’s Planning Director. Petcoke volumes are expected to double, with a second train added to the Abreu e Lima refinery.

Previously, the area covered by the new concession has been operated under a

transitional agreement by M&G São Caetano. It began in June last year and which will end operations at the terminal in December.

Dry bulk traffic at Suape increased from 588,202 tonnes in 2020 to 719,174 tonnes in 2021, an increase of 22.3%, with wheat and petcoke the two main products.

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REGIONAL REPORT

The Great Lakes: living up to the name essential transportation corridor to move cargo — and grow the economy

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Louise Dodds-Ely The Great Lakes–St. Lawrence Seaway System is a deep draught waterway extending 3,700km (2,340 miles) from the Atlantic Ocean to the head of the Great Lakes, in the heart of North America. The St. Lawrence Seaway portion of the System extends from Montreal to mid-Lake Erie.

Ranked as one of the outstanding engineering feats of the twentieth century, the St. Lawrence Seaway includes 13 Canadian and two US locks.

The Great Lakes and St. Lawrence River have been major North American trade arteries since long before the US or Canada achieved nationhood. Today, this integrated navigation system serves miners, farmers, factory workers and commercial interests from the western prairies to the eastern seaboard.

With economic output estimated at $6

trillion, the provinces and states bordering the Great Lakes–St. Lawrence Seaway System account for 30% of combined Canadian and US economic activity and employment.

The region would rank as the third largest economy in the world if it were a country. Positioned at the core of this economic powerhouse, the Great Lakes–St. Lawrence Seaway System serves as a vital supply chain.

The Great Lakes/St. Lawrence Seaway was built as a binational partnership between the US and Canada, and continues to operate as such. Administration of the system is shared by two entities, the Great Lakes St. Lawrence Seaway Development Corporation (GLS) in the US, a federal agency within the US Department of Transportation, and The St. Lawrence

Seaway Management Corporation in Canada, a not-for-profit corporation (ownership of the Canadian portion of the Seaway remains with the Canadian federal government.)

QUICK FACTS v Cargo shipments on the Great LakesSeaway system generate $45 billion of economic activity and 238,000 jobs in Canada and the US. v The binational St. Lawrence Seaway serves as the linchpin within the broader waterway, connecting the lower St. Lawrence River to the Great Lakes.

Beginning in Montreal and extending to points west, the Seaway’s 15 locks (13 Canadian and 2 U.S.) enable ships to climb a total of 168 metres from sea level up to Lake Erie.

APRIL 2022

SLSMC: ready to help reinvigorate trade and ensure a stable supply chain

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ABOUT THE ST. LAWRENCE SEAWAY MANAGEMENT CORPORATION The St. Lawrence Seaway Management Corporation (SLSMC), the successor to the St. Lawrence Seaway Authority, was

established in 1998 as a not-for-profit corporation by the Government of Canada, Seaway users and other key stakeholders.

In accordance with provisions of the Canada Marine Act, the

Corporation manages and operates the Canadian assets of the St. Lawrence Seaway, which remain the property of the Government of Canada, under an agreement with Transport Canada.

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REGIONAL REPORT

The Canada Steamship Lines’ Trillium Class bulk carrier CSL Welland was the first ship to transit through the Welland Canal in the 64th navigation system.

APRIL 2022

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SEASON OPENING

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On 24 March this year, the SLSMC marked the opening of the Seaway’s 64th navigation season. The Canada Steamship Lines’ Trillium Class bulk carrier CSL Welland was the first ship to transit through the Welland Canal.

Over the past decade, with investments to modernize and optimize operations, the Seaway has firmed up its position as an essential transportation corridor, helping move products to markets and grow the economy. Its vital contribution was highlighted by dignitaries participating in the opening ceremony, including The Honourable Omar Alghabra, Canada’s Minister of Transport, Jim Bradley, Niagara Regional Chair and Louis Martel, President and CEO, CSL Group.

“Our government’s top priority is keeping our supply chains moving. The St. Lawrence Seaway is critical to Canada’s economy, supporting over 92,000 jobs and moving $17 billion in trade activity each year,” said The Honourable Omar Alghabra, Canada’s Minister of Transport. “With the end of the winter season, we look forward to once again welcoming ships from around the world back to Canadian waters” he added. As we enter a phase of

recovery following the Covid-19 pandemic, we are committed to keeping our economy strong and will continue investing in projects along this essential transportation corridor. To everyone working on the Seaway, we wish you a successful season” he concluded.

“As the world navigates towards a postpandemic reality, the SLSMC is ready to do its part to help reinvigorate trade, rebuild Canadian and American industries and create a resilient and more stable supply chain,” said Terence Bowles, President and CEO of the SLSMC. In 2021, some 38mt (million tonnes) of cargo transited the St. Lawrence Seaway.

The SLSMC and the U.S. Great Lakes St. Lawrence Seaway Development Corporation (GLS) are optimistic that the economy will continue to improve.

However, the Seaway is ready to adapt to fluctuations in cargo movements which could results from the uncertainty created by how the pandemic, consumer habits and the conflict in Ukraine will evolve in the coming months.

“Our performance continues to highlight the resiliency of the Great Lakes Seaway maritime supply chain,” said GLS Deputy Administrator Craig H.

Middlebrook. “We look forward to building on last year’s accomplishments.”

STRONG ENVIRONMENTAL CHOICE The SLSMC contributes to ‘green transportation’ by fostering an increased use of vessels versus other less environmentally efficient modes of transport. “We are also actively working to help further drive sustainability through such activities as producing hydroelectric power and modernizing Seaway equipment,” said Bowles. “As a result of these efforts, the SLSMC has reduced its Green House Gas Emission levels, well ahead of the targets set by the Federal Government for the year 2030. We will continue to support investments and collaborate with the maritime industry to help further reduce Green House Gas emissions,” he added.

INNOVATION Moving forward, a more efficient, sustainable, and resilient maritime industry will emerge as stakeholders, within the maritime industry and from other sectors, work together to further: v Connect marine infrastructures, cargo shippers, and vessels, making maritime

Cargo of Every Flavor.

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shipping even more integrated in the global supply chain. v Increase throughput and shipping of goods via waterways by promoting green marine shipping corridors. v Engage with communities and local governments, including with regard to adapting to water levels and flows affected by climate change, along with supporting industrial development and job-creation along our waterway.

As part of continuous improvement process, the SLSMC will remain aligned with Transport Canada’s 2030 strategic Transportation Plan to support economic growth and environmental resiliency.

THE SEAWAY CONFIRMS ITS POSITION AS A RELIABLE TRANSPORTATION CORRIDOR

In mid-January this year, the SLSMC announced today that more than 38mt tonnes of cargo transited the system during the 2021 navigation season which, despite another challenging year, is above last year’s results.

Iron ore, steel slabs and other steel products posted strong performances, contributing to over 10.5mt the total. This was driven by demand from both the automotive and construction industries. These results, and the fact that cargo was traded with over 50 countries, confirm the Seaway’s role as an important transportation corridor connecting North America’s largest industrial hubs to markets around the world, as well as in identifying export opportunities and contributing to the economic recovery. Petroleum products and other essential chemical products were up some 5%, and are starting to return to more normal levels.

Such varied cargoes as stone, cement, potash and aluminium were also up. Grain, at 10.6mt, is below last year’s exceptional results due to a smaller crop and drought conditions in both western Canada and the US mid-west. Canadian grain, however, was still tracking at a five5-year average.

“At the Seaway, we continue to demonstrate our resiliency and operational sustainability,” said Bowles. “In spite of the many challenges experienced by the transportation industry this past year, the Seaway was able to maintain its operations and its position as a reliable commercial transportation corridor, ensuring consistent and predictable service for its customers and supporting the Canadian and US economies during this difficult period.”

Reliability of the system is attributable in part to a robust maintenance program. Over the past navigation season and through the upcoming winter months, close to $70 million is being invested in SLSMC maintenance and repair work. Over the past decade, the SLSMC and GLS have invested CAN$925 million in modernizing the binational Seaway infrastructure assets. This economic activity supports many local jobs and enterprises in the communities adjacent to the Seaway.

Craig H. Middlebrook, Deputy Administrator of the U.S. Great Lakes St. Lawrence Seaway Development Corporation (GLS) said, “Throughout another year of challenges to the transportation industry, the Seaway’s performance highlighted its continued resiliency as a maritime supply chain. The Seaway handled an increase in cargo tonnage over the navigation season, and did so safely, reliably, sustainably, and in an environmentally sensitive manner. Seaway users know they can rely on the waterway to meet their domestic and international cargo needs.”

For over 60 years, the Canadian and U.S. Seaway Corporations have worked closely with stakeholders to

REGIONAL REPORT

strengthen partnerships, enhance efficiencies and drive sustainable growth.

Today, the Seaway is a world-class energy-efficient waterway, an essential transportation corridor for North American goods and services, as well as a strong environmental alternative to other modes of transportation.

The last commercial transit of the 2021 navigation season through the MontrealLake Ontario section occurred on 31 December 31. The Welland Canal had a later closing date, with the final vessel transiting on 7 January. The Seaway canals and locks traditionally re-open for shipping in mid-March, with major maintenance programs occurring during the nonnavigation season.

TOLLS SCHEDULE The SLSMC announced a toll rate increase of 2.0% for the 2022 navigation season. In addition, the New Business, Volume, Gateway and Service incentives will continue to remain in effect.

INCENTIVE INITIATIVES The SLSMC provides a number of cargo toll incentives: v Gateway Incentive Program: offers to

shippers a percentage reduction negotiated and offered on applicable cargo tolls for shipments of a specific commodity diverted to the Seaway from a competing gateway. v Service Incentive Program: offers a rebate of 20% on applicable cargo tolls for carriers that implement a new service. The objective is to provide incentive for carriers and assist them in developing and implementing a liner or semi-liner service from the Great Lakes

ports to other global markets. This incentive is available to all carriers presently calling the Great Lakes Region and potential service providers who are looking to expand their scheduled services. v New Business Incentive Program: offers a 20% discount on cargo tolls over the course of three years for commodity/origin/destination combinations approved as ‘new business’.

HARNESS THE GLOBAL POWER OF A GREAT LAKES PORT. Regional, national and international logisticians count on Port Milwaukee for a turnkey approach to solve their transportation and supply chain needs. Strategically located in the industrial center of the U.S., Port Milwaukee provides premier access to domestic and world markets.

VISIT PORTMILWAUKEE.COM PORT@MILWAUKEE.GOV

REGIONAL REPORT www.drycargomag.com APRIL 2022

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Strong start to 2022 shipping season for Ports of Hamilton and Oshawa

As the 2022 Great Lakes shipping season gets underway, Hamilton and Oshawa’s ports are primed for another strong year.

HOPA Ports saw a total of 11.2mt (million metric tonnes) of cargo during the 2021 shipping season, up 9% from the same time period the previous year.

Hamilton Port recorded 10.8mt this past season; surpassing 2020’s total by almost 1mt of cargo, and climbing 6% ahead of its five-year average. Though its dry bulk levels remained steady, Hamilton continues to see a steady rise in the growth of agriculture-related commodities; driven by increases in wheat, corn, crop inputs, and a

whopping 91% increase in raw sugar for SucroCan sugar refinery at the port.

Hamilton’s total grain cargo in 2021 once again exceeded 2.5mt, and agricultural cargoes make up one third of its total tonnages. Hamilton also saw significant gains in sand and quartz for the construction sector.

In 2021 HOPA and Hamilton Container Terminal launched a dedicated container feeder service with sailings between Hamilton and Montreal. HOPA also announced its expansion into Niagara Region with a growing Niagara Ports portfolio, centred on the Thorold

Multimodal Hub located along the Welland Canal.

HOPA Ports will have $30 million in capital projects under way in 2022, spread across its Southern Ontario port network.

In Oshawa, HOPA will be upgrading the port’s facilities and infrastructure to increase capacity for agricultural cargoes and the port’s allowable draught. Oshawa’s port is a key gateway to the most densely populated area of Southern Ontario and international markets through the St Lawrence Seaway.”

In Hamilton, HOPA’s engineering and design team will have many projects on the go; however, one key area of focus will be to create a dedicated agri-food cluster at Pier 10. By adding new storage space for sugar and grain and marine infrastructure, HOPA will provide 225,000 metric tonnes of additional capacity per year, while also taking thousands of trucks off the road.

“The demand for Canadian-grown grain, corn, wheat and soybeans continues, both domestically and around the world.

By raising the bar and continuing to invest in critical and sustainable infrastructure, we are enabling growth in Canada’s capacity and trade potential,” said Ian Hamilton, President & CEO of HOPA Ports. “We look forward to even better outcomes in 2022.”

Burns Harbor is one of the six winners of the Robert J. Lewis Pacesetter Award for 2021 (photo: Josh Smith).

ABOUT THE GLS The Great Lakes St. Lawrence Seaway

Development Corporation (GLS) is a wholly owned government corporation created by statute 13 May 1954, to construct, operate, and maintain that part of the St. Lawrence Seaway between the Port of Montreal and Lake Erie, within the territorial limits of the United States. Trade development functions aim to enhance Great Lakes/St. Lawrence Seaway System utilization without respect to territorial or geographic limits.

The mission of the Corporation is to serve the US intermodal and international transportation system by improving the operation and maintenance of a safe, reliable, efficient, and environmentally responsible deep-draught waterway, in co-operation with its Canadian counterpart, the St. Lawrence Seaway Management Corporation. The GLS also encourages the development of trade through the Great Lakes Seaway System, which contributes to the comprehensive economic and environmental development of the entire Great Lakes region.

The GLS headquarters staff offices are located in Washington, D.C. Operations are located at the two U.S. Seaway locks (Eisenhower and Snell) in Massena, N.Y.

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“Congratulations to the six Great Lakes ports being recognized as GLS Pacesetter Award recipients for their achievements during the 2021 Seaway navigation season,” said GLS Deputy Administrator Craig H. Middlebrook. “The sustained level of high performance is a testament not only to the Seaway System’s importance as a maritime supply chain but also to the hard work and resiliency of the dedicated men and women throughout our Great Lakes port community.”

This year marks the 30th anniversary of the Robert J. Lewis Pacesetter Award, which was established in 1992 to recognize the achievements of US ports whose activities result in increasing international tonnage shipped through the St. Lawrence Seaway, excluding Canada, in comparison with the previous year. The Pacesetter Award name was officially changed in 2001 to posthumously honour the noteworthy career of former GLS Logistics Director Robert J. Lewis, who was instrumental in developing and implementing the GLS’s trade development programme.

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On 21 April, the US Great Lakes St. Lawrence Seaway Development Corporation (GLS) announced that six US ports in the Great Lakes St. Lawrence Seaway System received the Robert J. Lewis Pacesetter Award from GLS for registering increases in international cargo tonnage shipped through their ports during the 2021 navigation season.

“The winners honored today showcase the critical role of Great Lakes ports in moving goods through our supply chain — and reflect the skill and dedication of the port workers who literally keep our economy afloat,” said U.S. Transportation Secretary Pete Buttigieg.

The six ports earning the Robert J. Lewis Pacesetter Award for 2021 are: Ports of Indiana – Burns Harbor (Ind.); Port of Chicago (Ill.); Port of Cleveland (Ohio); Detroit/Wayne County Port Authority (Mich.); Erie-Western Pennsylvania Port Authority (Pa.); and Port of Oswego Authority (N.Y.).

More than 237,000 jobs and $35 billion in economic activity are supported annually by movement of various cargoes on the Great Lakes St. Lawrence Seaway System.

REGIONAL REPORT

GLS announces port winners of 2021 Season ‘Pacesetter Award’

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Fastest route to the Heartland of North America The Great Lakes St. Lawrence Seaway System Sailing from Europe, Africa or South America, the Great Lakes St. Lawrence Seaway System enables carriers to bring cargo deep into the Heartland of North America.

The 3,700 kilometer waterway consists of the St. Lawrence River, St. Lawrence Seaway, five Great Lakes and connecting deep-draft channels. Ports as far inland as Chicago, Illinois and Duluth, Minnesota are easily accessible.

Why stop at the East Coast when you can sail this close to your last mile?

The binational System consists of 110 ports in the United States and Canada. Skilled stevedores, freight forwarders, dock and crane workers, vessel agents and more are on hand to unload and load dry bulk cargo and swiftly connect ships with trains and trucks for last mile delivery.

With a consistent reliability rate exceeding 99%, the Great Lakes St. Lawrence Seaway System provides global shippers with a simple, direct route to your destination.

FOR DETAILED INFORMATION CONTACT:

PETER HIRTHE International Trade Specialist Great Lakes St. Lawrence Seaway Development Corporation Peter.Hirthe@dot.gov

+1-414-551-3161

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Dry Bulk Cargo our specialty The ports and cargohandlers throughout the Seaway System specialize in moving dry bulk cargoes. Moving with efficiency and reliability, bulk cargo is a mainstay of the System.

New terminals with advanced and enclosed conveyor systems serve as key connectors to the last mile destination.

Bulk cargo handled in the Seaway System includes products that are loose and unpackaged, such as grain, sand and coal, which are typically loaded and unloaded via conveyor systems, as well as break bulk cargoes in bags, drums or bales.

Great Lakes region Economic Impact

$6 trillion ANNUAL ECONOMIC OUTPUT

51 million

30%

30%

3rd largest

JOBS

U.S./CANADIAN WORKFORCE

COMBINED CANADIAN-U.S. ECONOMIC ACTIVITY

ECONOMY IN THE WORLD, IF IT WERE A COUNTRY

REGIONAL REPORT www.drycargomag.com APRIL 2022

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First ocean vessel of 2022 arrives at Ports of Indiana-Burns Harbor The Ports of IndianaBurns Harbor opened the 2022 international shipping season on Wednesday 6 April with the arrival of the RESKO, a 623-foot bulk carrier coming from Europe through the St. Lawrence Seaway. To commemorate the first ocean vessel of the year, the captain was presented with the Ports of Indiana ‘Steel Stein.’

“Our port handles Lakers and river barges year-round, but the first ocean vessel is always exciting for businesses and our workforce at the The RESKO is the first ocean vessel of 2022 to arrive at Burns Harbor. port,” said port director Ryan McCoy. “We truly value the St. Lawrence Seaway’s direct Laker picked up its steel coils in the to discharge the ship’s remaining cargo. connection to global markets and new Netherlands, heading to the Ports of Port director McCoy presented business opportunities. We’re looking Indiana-Burns Harbor. The trip took about Captain Pionke with the ‘Steel Stein,’ which forward to growing the US and Indiana two weeks. Dock workers unloaded more commemorates Northwest Indiana’s economies again in 2022.” than 6,450 metric tonnes of steel coils at identity as “The Steel capital of North Owned and operated by Polska Zegluga the port before Capt. Łukasz Pionke and America.”

The Ports of Indiana is Morska P.P. Polsteam, the Bahamas-flagged his crew members continued to Milwaukee recognized as one of the top steel ports in the country for inbound and outbound shipments of steel and metal-related Port director Ryan McCoy presented products.

Captain Pionke with the ‘Steel Stein,’ The steel coils are being unloaded by port stevedore Federal Marine Terminals (FMT) with local workers from the International Longshoremen’s Association and the International Union of Operating Engineers.

The St. Lawrence Seaway opened its locks to ocean vessels for the 64th international shipping season on 24 March after closing in late December. The Seaway closes for maintenance in the winter, but the Ports of Indiana is open year-round handling cargoes by river barges, lake vessels, trains and trucks. The port handled 3.39 million tonnes of cargo in 2021, its highest annual shipment total since it began operation in 1970.

ABOUT THE PORTS OF INDIANA-BURNS HARBOR The Ports of Indiana-Burns Harbor opened in 1970 and is operated by Ports of Indiana, a statewide port authority managing three ports on the Ohio River and Lake Michigan. Established in 1961, the Ports of Indiana is a self-funded enterprise dedicated to growing Indiana’s economy by developing and maintaining a world-class port system.

Commercial navigation on Lake Superior began on 25 March with the Soo Locks’ opening in Sault Ste. Marie, Michigan. Three days earlier, a bevy of United States and Canadian Coast Guard vessels locked through to open shipping lanes in the ice, which peaked at an above-normal 80% concentration on 15 March before diminishing rapidly.

A pair of U.S. Coast Guard (USCG) icebreaking assets — the cutters Hollyhock and Neah Bay — traversed the entirety of Lake Superior to its westernmost point, the Port of Duluth-Superior, arriving 23 March at North America’s furthest-inland

seaport. They immediately commenced spring breakout operations in the port’s inner harbour, helping initiate the season’s first vessel movements. The thousand-foot lake freighters Burns Harbor and American Century made headlines as the port’s first outbound ships of the season, each departing Duluth-Superior on 27 March loaded with iron ore from Minnesota’s Iron Range. The season’s first inbound ships also came for iron ore, with the Arthur M. Anderson and American Mariner arriving 30 March in Duluth-Superior after a tussle with 10-to-12-foot-thick formations of wind-blown pack ice.

REGIONAL REPORT

Port of Duluth-Superior: season opens with help from USCG icebreakers

“The ice conditions on Lake Superior were a challenge to start the season, but the Coast Guard helped ships power through it and complete their initial sailings, and that’s all in the rear-view now, with springtime hopefully taking hold,” said Deb DeLuca, executive director of the Duluth Seaway Port Authority. “So far, demand for iron ore appears to be strong, which is always a good sign for our port, and we’re also watching coal and grain with interest to see how those commodities move in response to the current global geopolitical situation.

Overall, we’re forecasting another solid season in our port.”

Season’s first saltie arrives in Duluth-Superior

Resko sailing under the iconic bridge at the Port of Duluth-Superior (photo: courtesy of the Duluth Seaway Port Authority).

executive director of the Duluth Seaway Port Authority. “We’re excited to see it and excited also to share its Midwestern wheat cargo with the world. It’s another example of how Great Lakes-St. Lawrence Seaway shipping delivers the critical goods and raw materials of everyday life.”

The Port Authority’s annual First Ship

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Burns Harbor, Indiana (see ‘First ocean vessel of 2022 arrives at Ports of IndianaBurns Harbor,’ on p42).

“Despite winter’s lingering chill this year, arrival of the season’s first full Seaway transit is a true sign of spring and always of the prosperity these great ships help deliver to our region,” said Deb DeLuca,

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The first oceangoing vessel of the 2022 maritime shipping season arrived at 6.32pm local time on Wednesday 13 April in the Port of Duluth-Superior.

Resko, a 624-foot bulk carrier from the Polsteam fleet, earned 2022 First Ship honours, completing the season’s first full transit of the St. Lawrence Seaway en route to the Great Lakes’ westernmost port. By tradition, this first full transit marks the annual opening of the Duluth-Superior Harbor, although the interlake navigation season began with the Soo Locks’ opening on 25 March.

Upon arrival through the Duluth Ship Canal and under the Aerial Lift Bridge, Resko visited Superior’s Gavilon Grain Connors Point Terminal to load approximately 16,200 short tonnes of spring wheat and 5,400 short tonnes of durum wheat destined for Italy.

The ship arrived in ballast after unloading more than 5,500 short tonnes of steel skidded coils in Milwaukee, Wisconsin, where it was feted as that port’s first international vessel of the season. Resko’s journey originated in Ijmuiden, Netherlands, and also included a stop in

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welcoming event took place on Friday 15 April. A fixture of the celebration — the First Ship contest, co-sponsored by Visit Duluth and the Duluth Seaway Port Authority — crowned a winner from more than 3,600 entries based on the official arrival time of Resko.

The first saltie’s arrival each season is a reminder that the Port of Duluth-Superior is truly Mid-America’s gateway to the world. Located 2,342 miles inland from the Atlantic Ocean, Duluth-Superior is the Great Lakes’ top tonnage port and one of the nation’s top 20. It links North America’s heartland to regional and overseas markets, enabling manufacturers and cargo owners to compete in the global marketplace.

ABOUT GAVILON GRAIN CONNORS POINT TERMINAL Formerly known as Peavey CompanyConnors Point, the Gavilon facility can hold more than eight million bushels of grain.

Most typically, that allotment includes spring wheat, winter wheat, durum wheat and sugar beet pulp pellets. The Gavilon terminal moves approximately 15–20 million bushels of grain annually.

Resko at the Port of Duluth-Superior (photo: Tim Mlodozyniec).

ABOUT POLSTEAM AND ITS VESSEL ‘RESKO’

HISTORICAL NOTE

Founded in 1951 and based in the Polish city of Szczecin, Polsteam is among Europe’s most prominent shipping companies, with 56 bulk carriers and four ferries sporting its colours.

The company’s main focus is transporting bulk cargoes on the global shipping market. Resko is sailing under the Bahamas flag and is captained by Lukasz Pionke of Poland. The ship was built in 2010. Its carrying capacity is approximately 33,000 short tonnes.

The latest arrival of the port’s first saltie was 7 May 2014 (Diana). The earliest was 30 March 2013 (Federal Hunter).

ABOUT THE PORT OF DULUTH-SUPERIOR About 800 vessels and 35 million short tonnes of cargo move through the Port of Duluth-Superior each year, making it the Great Lakes’ largest tonnage port and one of the nation’s top 20. The port supports nearly 8,000 jobs and contributes $1.4 billion in business revenue to the regional economy.

‘Nukumi’ is in Canada!

APRIL 2022

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CSL’s new diesel-electric self-unloading ship arrived in Halifax, Nova Scotia, on 27 March 2022, fresh from her maiden voyage.

Purpose-built for Windsor Salt, Nukumi will begin servicing the Mines Seleine salt mine in late April. The ship is the first dieselelectric Laker and the first single point loader to operate in Canada.

For more details on this innovative project, please see ‘’Maiden voyage for Nukumi, first diesel-electric Laker’ on p16 of the February 2022 issue of Dry Cargo International.

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DELIVERING

ADVANCED SHIPPING AND HANDLING SOLUTIONS

WORLDWIDE

By combining state-of-the-art cargo-handling technology with over 100 years of operating experience, CSL offers customised solutions that feature the highest standards in operational and energy efficiency, reliability, safety and environmental protection.

www.cslships.com

REGIONAL REPORT

Majestic mural unveiled on ‘CSL Welland’ during St. Lawrence Seaway opening ceremony captures Spirit of Canada Games

he unveiling of ‘The Runners’ created by four Canadian artists marks a new milestone for CSL’s biofuel programme and launches the countdown to the Niagara 2022 Canada Summer Games.

On 24 March, Canada Steamship Lines (CSL) marked the official opening of the St. Lawrence Seaway navigation season at Lock 3 of the Welland Canal, by unveiling ‘The Runners’, a spectacular work of art painted on CSL Welland, a 36,364dwt Trillium Class bulk carrier.

Inspired by Greek artistic traditions depicting sport, the colossal 16x14m mural painted on the ship’s accommodation block depicts four runners in motion, striving together towards a common goal.

CSL commissioned the mural, created by renowned Canadian artists Bryan Beyung, Emmanuel Jarus, Andrea Wan and K.C. Hall, to celebrate the spirit of the 2022 Canada Summer Games taking place throughout the Niagara Region from August 6th to the 21st.

Each artist painted a runner according to their distinct style, vision and tradition.

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Together, the four runners create a collective and harmonious work that reflects the broad mix of people, cultures, backgrounds and abilities in amateur sport today.

“As the primary sponsor of the Canada Games torch relay, we were very excited to work with these young artists,” says Louis Martel, CSL President and CEO. “They were able to capture the spirit of athleticism, and the common values we share with the Games — collaboration, inclusion, diversity, integrity, responsibility and perseverance.”

“The original work of art will serve as a lasting legacy to the Niagara 2022 Canada Summer Games and the ideals they represent,” says Doug Hamilton, Board Chair of the Niagara 2022 Host Society.

"We can’t wait to watch CSL Welland and this wonderful mural build energy and excitement for the Games — and we look forward to seeing a CSL ship carry the Canada Games torch for the first time in the event’s history.”

CSL selected the aptly named CSL

Welland for this project to honour the communities of the Niagara Region with whom the company has close ties, and because of the vessel’s distinction as a pioneer in supporting sustainable shipping in the Great Lakes.

CSL is committed to striving for a zerocarbon future. As an active participant in CSL’s biofuel programme, CSL Welland has logged the most engine hours on B100 biodiesel of any vessel in the world. The success of using biofuel on CSL Welland and other CSL ships demonstrates the viability and practicality of this green alternative in supporting the decarbonization of marine transportation.

Since 2019, CSL ships have accumulated nearly 30,000 running hours on biodiesel, representing the world’s longest running biofuel trials. The result has seen lifecycle reductions of carbon dioxide (CO2) emissions of 80%, compared with using marine gas oil.

“We are excited to announce we will be pursuing our B100 biofuel programme on eight ships during the 2022/23 Great

REGIONAL REPORT

Lakes navigation season,” says Martel.

“Just like the runners depicted in the mural, CSL is committed to continuous improvement and to finding solutions to stay at the forefront of safer, greener and more responsible shipping,” he added.

“We do it for these young athletes and

artists, and we do it for the future of our customers, communities, environment and industry.”

ABOUT CANADA STEAMSHIP LINES Canada Steamship Lines is a division of The CSL Group, the largest owner and

operator of self-unloading ships in the world. Headquartered in Montreal with divisions operating throughout the Americas, Australia, Europe and Asia, CSL delivers millions of tonnes of cargo annually for customers in the construction, steel, energy and agri-food sectors.

Ramsey Greig & Co. Ltd. serves as Rio Tinto’s agent in Port Alfred in Quebec port agency services since 1934. It offers the advantage of fast and accurate response to inquiries, regular updates and superior tailored services for all marine operational requirements.

Ramsey Greig & Co. Ltd. offers complete marine agency services to bulk carriers, cargo ships, tanker ships as well as cruise ships and mega yachts calling at various ports along the St. Lawrence River,

Great Lakes and ports in Eastern Canada including Saint-Pierre & Miquelon (France).

Well anchored in agency services for over 75 years, Ramsey Greig has developed strong expertise in attendance and handling of bulk carriers, general cargo ships, tanker ships, roll-on/roll-off and other specialized vessels. It has wide experience attending to diverse cargo load and discharge requirements including liquid bulk,

www.drycargomag.com APRIL 2022

Ramsey Greig & Co. Ltd. has been at Port Alfred for almost 20 years as Rio Tinto Agency. The company has been appointed

by Rio Tinto to attend to all disbursement accounts and agency appointments, as of 1 March 2017. Port-Alfred is the largest port in the Saguenay-Lac-Saint-Jean region.

Ramsey Greig acts for and on behalf of RTA, Rio Tinto Marine Agencies. They are one and the same. Shipping companies served by Ramsey Greig include: v Angloeastern; v Westernbulk; v Cobelfret; v Fednav; v Canfornav; v Minship; v Golden Ocean; v Norden; v Wilhelmsen; v Gloryship; v Harren-bulker; v Gulfinland; and v UHL shipping.

Ramsey Greig has been a pioneer in

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explosives, general cargo, project cargo, concentrates, grains and others. With a team of experienced and professional agents within its network, Ramsey Greig provides quality services to ships calling at any port along the St. Lawrence River, Great Lakes as well as Eastern Canada, including Saint-Pierre & Miquelon (France).

Services offered by Ramsey Greig include: v estimated port expenses; v port/berth/channel restrictions v port/terminal vessel line-ups v stowage plan v cargo operations v protective/advisory/supervisory

v v v v v v v v v v v v

attendance; pre-arrival requirements; marine transportation projects; local laws & regulations; bunkers; vessel delivery/redelivery; cargo documentation; advice on St. Lawrence Seaway restrictions; winter navigation information; coordinate ship spares/services; crew member assistance; dry dock/repairs; and CBSA electronic reporting (ACI).

REGIONAL REPORT

Calhoun Super Structure: covering bulk cargoes for 30 years

APRIL 2022

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VP Series 150 x 310 fertilizer production facility.

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Calhoun Super Structure celebrates 30 years of service this year, offering a diverse portfolio of engineered fabric structures for various industries and applications anywhere in the world, including the dry cargo industry. The familyowned company is headquartered in Tara, Ontario, Canada, with US offices in Shakopee, MN and Terre Haute, IN. Calhoun takes pride in ownership of every building it manufactures and sells through its dealer network across North America. The company’s mission remains to diligently pursue excellence in all aspects of product design, manufacturing, and supply by focusing on the development of people, innovation, and sound engineering. The company’s vision as an industry leader is to be the safest, most reliable and durable fabric structure.

“Our family name is on every building that we produce, and you can be assured that if it isn’t strong enough to go in our

own yard, we will not allow it in your yard,” Jeremy Calhoun, President, says.

Specific to the dry cargo industry, larger loaders and tipping trucks have more manoeuvrability without interference, and

clear span widths up to 250 feet for maximum storage space and functionality for dry cargo operations. The naturally lit bright interiors from the high-density polyethylene fabric make handling dry

VP Series 120 x 288 fertilizer production facility.

VP Series 180 x 288, VP Series 180 x 324 salt storage facilities.

cargo easy and economical, and provides workers with comfortable working conditions and adequate lighting. The use of Calhoun’s engineered truss design allows customers to hang heavyweight conveyor systems for more functional use in the structure.

Catwalks and stairs can also be included in any Calhoun structure for workers to fix and maintain conveyor systems.

Calhoun’s Versatile Profile (VP) Series is best for dry cargo operations and comes standard with hot-dipped galvanized steel frames and hardware, individual keder panel fabric system and its proprietary J-purlin.

The J-purlin design provides

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unmatched stiffness and capacity that allows Calhoun to increase bay spacings while simultaneously reducing the quantity of purlin runs in the building — resulting in a more cost-efficient structure that reduces the movement and shifting of conveyor systems. The VP Series can be installed on a variety of foundations from concrete walls or piers to helical anchors or i-Beams.

All of Calhoun’s fabric structures can be completely customized to fit the needs of any requirement related to the dry cargo industry, making the structure part of a cohesive operation rather than a simple storage building.

VP Series 180 x 288 salt storage facility.

www.drycargomag.com APRIL 2022

VP Series 180 x 288 salt storage facility.

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REGIONAL REPORT

Breaking the ice: Canadian Coast Guard keeps the Great Lakes moving The Canadian Coast Guard provides icebreaking support, escort, and ice management services to support the safe and efficient movement of people, ships, and goods across Canadian waters.

Shipping on the Great Lakes remains active during the winter months, and the Canadian Coast Guard, in cooperation with the United States Coast Guard, supports the shipping industry to keep cargo moving.

The Canadian Coast Guard has two icebreakers assigned to the Great Lakes: Canadian Coast Guard Ship (CCGS) Samuel Risley and CCGS Griffon.

Canadian Coast Guard icebreakers and crews work in challenging conditions. Ice conditions are variable, and severe conditions can significantly impact navigation during winter. The Canadian Coast Guard prioritizes icebreaking service

CCGS Samuel Risley escorting commercial vessel Algoma Hansa on Lake St. Clair, February 2022 (photo taken from a Coast Guard helicopter). people living in and around the Great Lakes basin on both sides of the border. It is common for American vessels to break out Canadian ports, and vice versa.

2020-2021 WINTER SEASON

APRIL 2022

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CCGS Griffon providing icebreaking assistance to commercial vessel Whitefish Bay near Midland, Ontario. January 2022.

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requests in the Great Lakes as follows: 1) Distress and emergency situations, 2) Ships with vulnerable cargo (pollutants, dangerous goods and perishables), 3) Marine traffic, fishing vessels and commercial ports. When an icebreaker escort request is received, conditions are one factor that are carefully assessed.

Safety is the number one priority when deciding whether a vessel can be escorted by an icebreaker through extreme and/or heavy ice conditions.

Canadian Coast Guard icebreaking service is an economic enabler and an important government service that helps the Canadian and United States economies.

The Canadian Coast Guard also plays an important role in public safety, breaking ice to prevent the formation of ice jams, which can cause flooding. On the Great Lakes, icebreaking services are provided by the Canadian Coast Guard and the United

States Coast Guard working together as one team. The Canadian and United States Coast Guards share a long history of collaboration on the Great Lakes. These inland waters are vital to both countries’ economies, with approximately 34 million

During the 2020-2021 winter season in Central Region including the Great Lakes, the Canadian Coast Guard responded to 195 requests for icebreaking. Between 21 December 2020, and 4 April 2021 (last day of icebreaking), CCGS Griffon and CCGS Samuel Risley travelled 13,740 nautical miles escorting commercial vessels through the ice, opening shipping routes and breaking out ports across the Great Lakes. The Canadian Coast Guard’s icebreaking programme extends to the skies over the Great Lakes. Its helicopters allow crews to conduct ice reconnaissance missions, where information and imagery gathered from the flights assists both Coast Guards, and the shipping industry in planning their routes and schedules.

CCGS Samuel Risley downbound on the St. Mary’s River, January 2022 (photo: Capt. Graham Grattan).

Imports of cement, steel, sugar and salt moving through the Port of Toronto and directly into the heart of Canada’s largest city in 2021 surpassed 2.2 million metric tonnes for the fifth consecutive year.

Bypassing trade gateways disrupted by the pandemic, Great Lakes–St. Lawrence Seaway shipping routes remained reliable and congestion free, reinforcing the Port of Toronto’s important role in the national supply chain.

Overall, 190 cargo vessels visited the Port of Toronto in 2021, delivering a range of bulk, project and general cargo products totalling 2,295,815 metric tonnes — a 4% increase over 2020.

The port had another strong year moving construction materials including steel coils and rebar, cement and aggregate.

In 2021, the port recorded cement cargo and steel imports reaching 19- and 18-year highs respectively, with more than 734,000 metric tonnes of cement and 185,000 metric tonnes of steel transiting through the port to construction sites throughout the Greater Toronto Area. Aggregate tonnage more than doubled year-over-year, with 215,232 metric tonnes moving through the port to supply various land erosion projects led by the Toronto and Region Conservation Authority. In addition to importing 572,683 metric tonnes of sugar from Central and South America to support Toronto’s food and beverage industry, the port moved 583,425 metric tonnes of salt and saw 4,365 metric tonnes of container services tonnage — a 15% increase over 2020 for container services.

“Shipping has a major role to play in ensuring the sustained resiliency of our national supply chain. In 2021, the Port of

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Port of Toronto moves over 2.2 million metric tonnes of cargo in 2021

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Unloading sugar.

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Toronto continued to provide a reliable trade gateway for the transportation of goods to the Greater Toronto Area, connecting Toronto to marine ports around the world while much of our transportation sector experienced delays.

Further to the economic benefits to the region, shipping is a more efficient way to move goods and produces far less carbon emissions per tonne kilometre than other industries in Canada’s transportation system,” said Geoffrey Wilson, CEO of PortsToronto. “While the Port of Toronto will continue to play an essential role in our national supply chain in 2022, it will also play an important role supporting Toronto’s tourism sector as we anticipate hosting a record 40 cruise ships in 2022, including a number of new cruise ships designed for expedition cruising on the Great Lakes.”

Supporting Toronto’s tourism and hospitality sectors, the Port of Toronto expects to host a record 40 cruise ships between May and October 2022, including a number of new cruise ships designed for expedition cruising on the Great Lakes. A gateway to Canada’s largest city, the Port of Toronto is a turnaround port, allowing Toronto to host arriving and departing cruise ship passengers for several days as they enjoy the many accommodations, restaurants and attractions the city has to offer.

In 2021, the Port of Toronto saw the arrival of three bridge spans from Nova Scotia via tug/barge for Waterfront Toronto’s Villiers Island project, and was critical in providing berthing for marine equipment working on the City of Toronto Ashbridge’s Bay Sewer Treatment Plant new outfall project.

Through its mixed-use facilities, the port also plays a role in supporting Toronto’s $2 billion film industry by providing a production hub for industry players such as Cinespace and Netflix. This complementary use is facilitated in parallel with traditional port and cruise ship terminal operations, and has proven to be successful in ensuring the full utilization of

PortsToronto property.

In addition to its economic impact, increased imports through the Port of Toronto has a positive impact on the environment given the 2.2 million metric tonnes of cargo delivered by ship last year took approximately 57,000, 40-tonne trucks off Toronto’s congested roads and highways.

PortsToronto celebrates 161st annual Top Hat Ceremony with the arrival of the first ship of the season The Chestnut and Captain Dorde Perovic won the race to be the first ship to Port, bringing thousands of metric tonnes of sugar from Maceio, Brazil to Redpath Sugar.

In a sure sign that spring is here, on the morning of 28 March, PortsToronto ‘crowned’ Captain Dorde Perovic of the Chestnut with an antique top hat — first presented in the spring of 1861— at the annual Top Hat Ceremony. For the past 161 years, PortsToronto has celebrated the official opening of the commercial shipping season by crowning the captain of the first ocean-going vessel or ‘saltie’ to arrive at the port.

Appropriate precautions were taken to ensure that this longstanding tradition could safely take place given ongoing, albeit reduced,

REGIONAL REPORT

public health restrictions. Captain Dorde Perovic participated in the ceremony from the bridge of the Chestnut while PortsToronto Assistant Manager of Harbour Operations, Helen Oel, remained on the dock wall.

“The Top Hat Ceremony is a 161-year old tradition at the Port of Toronto, marking the annual opening of a vital marine gateway that provides Canadian and international businesses with a convenient, sustainable and cost-effective way to bring goods into the heart of the city,” said Geoffrey Wilson, Chief Executive Officer, PortsToronto. “Traditions such as these are a reminder of the longstanding resilience of our marine shipping industry, which has maintained the delivery of goods to many key sectors in the Greater Toronto Area and will continue to do so throughout the 2022 shipping season and beyond.”

Since 1793, the Port of Toronto has served as Toronto’s gateway to the St. Lawrence Seaway and to marine ports around the world. Serving primarily as a bulk cargo destination, the port boasts a unique location minutes from Toronto’s downtown and moves goods from countries as far away as Germany, South Korea, China, Brazil, Australia, South America and the United States. In addition to managing the movement of ships through the harbour, PortsToronto is the owner and operator of Marine Terminals 51, 52 and the Cruise Ship Terminal within the Port of Toronto.

The Port of Toronto is one of Canada’s inland ports and is situated on the northwest shore of Lake Ontario. Located minutes from Toronto’s downtown core, the port provides a seamless network of cost-effective intermodal links to road, rail and air transportation, serving as a unique and crucial piece of economic infrastructure. Marine cargo arriving and managed at the Port of Toronto generated $377.7 million in economic activity and 1,566 jobs in Ontario in 2017. Port also welcomes cruise ships and passengers

from around the globe through the Cruise Ship Terminal.

ABOUT PORTSTORONTO For more than 100 years PortsToronto has worked with its partners at the federal, provincial and municipal levels to enhance the economic growth of the City of Toronto and the Greater Toronto Area.

PortsToronto owns and operates Billy Bishop Toronto City Airport, which welcomed approximately 2.8 million passengers in 2019; the Outer Harbour Marina, one of Canada’s largest freshwater marinas; and, Marine Terminal 52, which provides transportation, distribution, storage and container services to businesses at the Port of Toronto.

PortsToronto is committed to fostering strong, healthy and sustainable communities and has invested more than $12 million since 2009 in charitable initiatives and environmental programs that benefit communities along Toronto’s waterfront and beyond. PortsToronto operates in accordance with the Canada Marine Act and is guided by a board with representation from all three levels of DCi government.

APRIL 2022

The Port of Toronto’s first harbourmaster, Hugh Richardson, initiated the idea to entice ships to bring building materials into the harbour as early as possible each year, allowing Toronto — then a burgeoning city — to start its building season. The first ship was given $100 in a briefcase, and the top hat, which served as the ‘key to the city’ for a 24-hour period enabling the captain and crew to eat and drink for free.

Originally begun as a celebration of the first ship to enter the harbour each year, the annual tradition now celebrates the arrival of the first ocean-going ship of the season, also known as a ‘saltie’. This year the first ship was the Chestnut, which arrived in the Port of Toronto from

ABOUT THE PORT OF TORONTO

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BACKGROUND

Maceio, Brazil with 19,000 metric tonnes of sugar for the Redpath Refinery.

The annual ceremony also celebrates the commencement of the 2022 shipping season.

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NEWS ENGINEERING & EQUIPMENT www.drycargomag.com APRIL 2022

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Online Learning Center offers free non-commercial conveyor operation and safety training A renowned global supplier of conveyor accessories and bulk material handling solutions has launched a comprehensive digital educational resource for conveyor operation and safety.

The online Foundations™ Learning Center draws from the collective knowledge and expertise gathered over nearly 80 years solving bulk handling challenges. Aimed at apprentice technicians and experienced engineers alike, the non-commercial information is offered at no charge and is accessible by computer, tablet, or smartphone.

An extension of the Foundations training curriculum, the Learning Center uses a mix of text, photos, videos, webinars, online events, and live experts available to answer questions. The result is a unique central hub for industry professionals of all knowledge levels to use as a resource for building a deep understanding of material flow and safe, efficient conveyor operation.

“Not everyone learns by reading a textbook or following a lecture, so we set up the Learning Center as the place to go for all things conveyor and bulk handling for all types of learners,” said Jerad Heitzler, Foundations Training Manager and curator of the Learning Center. “Technology allows us to accommodate different learning styles by offering several avenues to the same knowledge. The Center is designed in categories to provide easy access to the resources and organized so that people can find what they need quickly.”

The Learning Center is an online portal

Non-commercial information is offered at no charge and is accessible by computer, tablet, or smartphone. where plant operators, managers, and supervisors can send members of their teams to build their understanding of every aspect of conveyor operation and safety practices. The platform provides visitors with immediate solutions that are applicable and actionable, regardless of the equipment manufacturer. It is also a place to learn about the latest technologies, techniques, and compliance measures.

Building from its comprehensive training resources Foundations, The Practical Resource for Cleaner, Safer, More Productive Dust & Material Control and Foundations for Conveyor Safety, the Learning Center has been modelled on decades of knowledge from Martin’s highly

The Learning Center uses a mix of text, photos, videos, webinars, online events and live experts.

experienced team of engineers and field technicians in every corner of the bulk materials handling industry. To start with, the creators have focused on the basics of conveyor operation and safety, with more advanced subject matter being added regularly.

The Learning Center resources supplement and enhance Martin Engineering’s extensive Foundations training programme. The in-person training programme combines the hands-on instruction and personal attention found in a classroom setting with the Learning Center technology, the textbook, and comprehension testing.

The modules of the Learning Center are split into nine categories: 1. Material carryback & belt cleaning 2. Dust management 3. Material spillage 4. Belt conveyor safety 5. Conveyor belt & component damage 6. Conveyor belt mistracking 7. Material flow problems 8. Belt conveyor system maintenance 9. Basics of belt conveyor systems Once the category is chosen, the learner is greeted with the core issues related to the module and examples of best practices.

Video overviews are immediately available to introduce the subject. The navigation bar to the right of each module page provides a detailed walkthrough of the

NEWS ENGINEERING & EQUIPMENT

subject from beginning to end with text information, topical webinars, videos and related articles.

“Our goal is comprehension and retention,” Heitzler pointed out.

“Visitors might be pressed for time or may become distracted. While an experienced live instructor can see that and overcome it in a face-to-face training session, online learning is a different animal. So by providing visitors with options for learning and ways to break up the information rather than hours of reading or long videos, we’re able to better engage them, improving their experience and their learning.”

Once the Learning Center has been fully explored, users should have the foundation needed to operate belt conveyors safely and effectively. If managers choose, they can refer their employees to the Learning Center to Topic categories are easy to find and understand, and lead to an entire collection of learning resources. gain professional development credits toward their certification to become qualified as maintenance technicians, The feedback from people who have use, engaging, and an overall enjoyable operators, foremen, millwrights/fitters and already used the Learning Center has been experience. Managers and supervisors say so on. excellent. Users find it informative, easy to they like having a trustworthy and costeffective source for quick, unbiased information.

Resource volumes are “Of course, nothing replaces hands-on available as free downloads to training and on-the-job experience, so provide in-depth information that’s why the training system is called (all photos: © Foundations,” Heitzler said. “We provide 2022 Martin the basic knowledge needed to work safely Engineering). and efficiently in a platform that they can easily access when they need it.”

ABOUT MARTIN ENGINEERING

www.drycargomag.com APRIL 2022

Martin Engineering has been a global innovator in the bulk material handling industry for more than 75 years, developing new solutions to common problems and participating in industry organizations to improve safety and productivity. The company’s series of Foundations books is an internationally-recognized resource for safety, maintenance and operations training — with more than 22,000 print copies in circulation around the world. The 500+ page reference books are available in several languages and have been downloaded thousands of times as free PDFs from the Martin website. Martin Engineering products, sales, service and training are available from 17 factoryowned facilities worldwide, with wholly owned business units in Australia, Brazil, China, Colombia, France, Germany, India, Indonesia, Italy, Mexico, Peru, Russia, Spain, South Africa, Turkey, the USA and UK. The firm employs more than 1,000 people, approximately 400 of whom hold advanced degrees.

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NEWS ENGINEERING & EQUIPMENT

Alimak elevators on grab-type ship unloader crane Two Alimak rack and pinion elevators were installed on new ship unloader cranes at the port of Kaohsiung in Taiwan.

The grab-type ship unloader gantry cranes will serve China Steel Corporation with bulk materials delivered from vessels.

These types of cranes are often applied in bulk material discharging with high efficiency and wide usability.

The Alimak rack and pinion elevator gets the crane driver to the crane’s driver cabin at a height of 35 metres in less than a minute, improving the efficiency and productivity further.

Safety is also improved as hazards, such as slipping on the stairs or objects falling from height, are greatly reduced.

The Alimak elevators provide reliable and efficient access to three different levels of the cranes for men, tools and repair parts facilitating frequent preventive maintenance and minimizing costly downtime resulting from breakdowns. By allowing operators to access the crane’s cabin more quickly, an elevator also substantially increases the crane’s overall productivity per shift.

50 YEARS’ EXPERIENCE IN THE PORT INDUSTRY

APRIL 2022

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Alimak has provided industrial elevators based on the rack and pinion drive technology to the port industry for more than 50 years. Alimak delivered its first shipyard crane elevator in 1971 and since then, has emerged as the world’s leading supplier of elevators to this industry.

In fact, the company has an installed base of over 23,000 rack and pinion elevator

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solutions for different industries worldwide, including close to 3,000 in ports. Alimak has developed extensive engineering knowledge on a wide variety of industrial applications. Industrial elevators from Alimak are designed to withstand the harsh environments and abrasive conditions in ports, providing reliable vertical access, anytime and anywhere it is needed, from intermodal container terminals and storage yards to shipyards, and dry docks.

injured personnel from any height.

IDEAL FOR PORT CRANE ACCESS

RACK & PINION PIONEER

The rack and pinion elevator has proven to be easy to install and maintain and compared to accessing cranes via stair towers, rack and pinion elevators significantly increase efficiency, productivity, and safety.

Rack and pinion elevators are ideal for accessing port cranes for crane operators and maintenance personnel.

They effectively reduce the risk of falls from height, eliminate exertion from climbing, and provide the ability to quickly transport

In 1962 Alimak pioneered the rack and pinion drive system that, within a few years, established the company as a world specialist in this technology. The rack and pinion elevator proved to be simple, reliable and cost-effective compared to other revolutionized passenger and material transportation options on construction sites.

The rack and pinion concept has since been developed and refined, subsequently opening up new markets in the industrial

CRANE REFURBISHMENTS Rack and pinion elevators can easily be installed on any crane structure, and perfectly lends itself to retrofitting. Alimak has participated in a wide range of modernization projects. It offers a wide and versatile range of vertical access solutions also for temporary use whether for retrofitting, upgrades or larger refurbishment programs at the port.

ABOUT ALIMAK Alimak is a global market pioneer in the design and manufacture of vertical access solutions for industrial and construction

Kocks Ardelt Kranbau GmbH: engineering art from Eberswalde finds its way back to Brunsbüttel

tandem lift. The high lifting capacity and the crane’s long reach of maximum 63 metres will enable even heavier goods to be handled in future, including from shipto-ship in transshipment operations.

Brunsbüttel Ports GmbH has found a reliable partner in Kocks Ardelt Kranbau GmbH, because the name Kocks Ardelt stands for customer advice, design and manufacture, commissioning, assembly, the execution of tests and services from a single source, as well as modernizations on its own and thirdparty crane systems and, in particular, the supply of customized customer solutions in addition to the existing standard crane range.

APRIL 2022

builder, the crane’s parts were delivered by sea, and on-site assembly went smoothly.

This new crane handles both bulk and general cargo and makes the port even more efficient and flexible, which further increases the performance of this port which now has seven cranes, five of which are manufactured by the Eberswalde company.

This new Tukan crane is characterized by high energy efficiency and low noise emissions, making it particularly environmentally friendly.

The lifting capacity in the Elbehafen is doubled by the new crane from currently 120 tonnes to 240 tonnes in

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Brunsbüttel Ports GmbH, a loyal customer of Kocks Ardelt Kranbau for many years, has once again placed its trust in the proven German crane manufacturer based in Eberswalde/ Brandenburg. It has ordered a new Tukan-type crane with grab and hopper, measuring 35/50/120 t x 63/40/30m for the Elbehafen. This order was placed during the Covid-19 pandemic.

Kocks Ardelt Kranbau GmbH, the crane construction company from Eberswalde/ Brandenburg, provided the port with the equipment for cargo handling only a year after the contract was awarded. In close co-operation between the customer and the crane

ENGINEERING & EQUIPMENT

and pinion principle.

NEWS

elevator sector. Today Alimak’s activities are concentrated on the design, manufacture and distribution of permanent industrial elevators, construction hoists, mast climbing work platforms and transport platforms, all based on the rack

industries. The company provides high-quality rack and pinion and traction elevators, construction hoists and work platforms. Alimak has a well-established global sales, service and distribution platform across over 90 countries with a strong market presence. It has a large global installed base of over 23,000 units which provides unique knowhow of all industrial application areas.

Alimak was founded in 1948 and employs over 1,200 people across the world. Alimak is part of Alimak Group which is headquartered in Stockholm, Sweden.

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Just when we thought that we were beginning to see the light at the end of the tunnel as far as the Covid 19 crisis was concerned, the world around us has again changed dramatically because of the Russian–Ukrainian conflict. The post-pandemic surge in demand for virtually all kinds of products created severe inflationary pressures. As Covid restrictions lessened, raw material prices began to spiral rapidly. At the same time, huge supply chain problems were being experienced — caused by shortages in shipping containers and the sheer capacity available to move the huge volumes required.

Before those pressures had a chance to subside, an arguably even bigger second wave of pressures as a direct result of the terrible events in Ukraine has made matters a whole lot worse. As with almost every type of manufacturing industry, European conveyor belt manufacturers are being hit and, as a consequence, so are the multitude of conveyor belt users.

Because of its adaptability, most of the rubber used to make conveyor belts is synthetic.

Dozens of different chemical components and substances are used to create the numerous different synthetic rubber compounds needed to cope with the different demands that may be placed upon them.

These raw materials can constitute up to 75% of the total cost of producing a

conveyor belt. The conflict has caused shortages in the supply of many of these raw materials and, as a logical consequence, additional price increases on top of what were already record high levels. Alongside these issues are the huge increases in the price of oil, which is the basic ingredient of many of the raw materials used to manufacture conveyor belts plus the increased cost of gas and electricity, which in some cases is five times higher than last year. Added to that, the cost of both road and sea transport has seen further massive increases.

In terms of volume, low-grade conveyor belts imported into Europe from South East Asia were already

NEWS APRIL 2022

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CONVEYING ADVICE

dominating the market when these problems began.

Non-European manufacturers have a significant added advantage in that they are not subject to EU regulation concerning the use of hazardous chemicals or the use of Persistent Organic Pollutants (POPs).

This means that they are free to use unregulated raw materials that cost much less on the global market, even though those same materials may be entirely prohibited or at least have strict usage limitations within the European community. This helps them to keep their prices low at the expense of quality, safety and the impact on the environment.

Raw materials can constitute up to 75% of the cost of producing a conveyor belt.

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ENGINEERING & EQUIPMENT

How the Russia–Ukraine conflict is affecting the European conveyor belt market

Price is what you pay but cost is what you spend.

As belt manufacturers have been forced to increase their prices in order to survive the storm, it has created a natural but extremely risky temptation for end-users to seek lower-priced imported belt as an alternative. There are numerous well-proven technical reasons why imported belt can be priced lower than European made belts of apparently the same specification. All of these reasons relate to such huge differences in reliability, performance and operational longevity that good quality European-made belts can quite easily last as much as three or four times longer than their imported counterparts. The message is clear; price is what you pay but cost is what you spend.

Bob Nelson

Co. KG as of 1 April 2022, and is thus further expanding its service network in the field of materials processing technology in southern Germany.

ABOUT REMA TIP TOP REMA TIP TOP is a globally operating system provider of services and products in the field of conveying and treatment technology as well as tyre repair. The company has a global service network and offers a wide range of rubber products, linings and coatings for both the industrial and automotive sectors.

Over almost 100 years, the company has built up unique expertise in materials development and industrial services and is active in the belting, material processing, surface protection and automotive sectors. At the end of the 2020 financial year, REMA TIP TOP generated sales of about €1 billion.

Worldwide the company employs 8,000 employees and has more than 180 subsidiaries and associated companies — including well-known brands such as Dunlop Belting Products South Africa and Asplit.

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REMA TIP TOP AG has acquired HEMPEL Industrievulkanisation GmbH & Co. KG, a major conveyor technology company based in Neu-Ulm, thus further expanding its service network in southern Germany.

For 45 years, Hempel Industrievulkanisation has been a force to be reckoned with in the field of conveyor technology in southern Germany, focusing on the installation, repair and splicing of conveyor belts made of rubber and PVC. The company is also a service partner for the maintenance and renewal of conveyor systems, coating and repair of conveyor belt drums and idlers, and wear protection technology.

“Both companies are linked by a longstanding partnership, which will be taken to the next level with the acquisition,” says company owner Roy Hempel, who started his career at REMA TIP TOP. “Service and solution orientation will continue to be the unrestricted focus of our thinking and business in the future,” emphasizes Bodo Wein of REMA TIP TOP, who will support Roy Hempel on the management board.

The REMA TIP TOP Group has acquired HEMPEL Industrievulkanisation GmbH &

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REMA TIP TOP strengthens its market position in southern Germany

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Steel cable carriers — a long-running favourite Anyone who ever used a steel cable carrier will rarely change to a model made from other materials, writes Thomas Ameis, Senior Technical Expert,Tsubaki Kabelschlepp GmbH. And for a very good reason: despite plastic cable carriers becoming ever more advanced and robust, there is simply no alternative to steel in many applications.

Especially when ambient conditions are extreme, properties such as strength, temperature resistance, hardness, Charpy impact strength and corrosion characteristics are invaluable. STEEL-LINE cable carriers from KABELSCHLEPP Metool are designed for extreme applications. The company’s extensive experience of applications and design expertise guarantee success, especially for particularly ‘tough cases’.

Dr. Gilbert Waninger, Head of

STEEL-LINE cable carriers from Kabelschlepp Metool are designed for extreme applications.

Many customers choose steel cable carriers based on their high level of robustness to withstand the rough environmental conditions with a high degree of contamination under great mechanical load.

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In many applications, there is no alternative to steel. Kabelschlepp Metool ensures successful use of the these cable carriers, especially with complex application parameters.

Development at Waldrich Siegen GmbH, invented the steel cable carrier in 1953.

One year later, Dr.-Ing. E. H. Oskar Waldrich founded Kabelschlepp GmbH, laying the cornerstone for a new industry. Steel cable carriers became popular for use with longitudinal milling machines, crane systems and many other applications. Around 50 years later, steel cable carriers are still one of the mainstays of the company – KABELSCHLEPP Metool is leading in this field.

APRIL 2022

SOMETIMES IT JUST HAS TO BE STEEL

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Naturally, the cable carrier experts now also offer an extensive range of plastic and hybrid carriers. This allows customers to always find the right material for virtually any application. Cable carriers with steel

side bands are a practical choice for extremely rough environmental conditions, very high temperatures or high mechanical loads. They can ensure very extensive unsupported lengths with high additional loads from cables. Due to the higher weight, steel cable carriers can only be used up to approximately 2 m/s travel speed, but this aspect is almost always a minor factor for the ‘classic’ areas of application in heavy engineering, steelworks technology, mining or deep drilling. The focus is on the robustness and durability of the solution.

On request, however, KABELSCHLEPP Metool can even implement travel speeds up to 4m/s through additional measures.

MORE COMPACT AND MORE RESISTANT Steel cable carriers can be built with a

significantly more compact design compared to plastic cable carriers with the same load capacity. Conversely, this means that a steel cable carrier with the same size and same load has a significantly longer unsupported length than a plastic cable carrier. Steel as a material makes full use of all its strength benefits here. Additional loads up to several hundred kilograms per metre are possible if multiple side bands can be placed side by side.

Many customers choose steel cable carriers based on their high level of robustness to withstand the rough environmental conditions with a high degree of contamination under great mechanical load. In addition to the typical application, for example in steelworks on roll stands, continuous casting systems or flame descaling systems, these carriers have been operating reliably in the field of

With their high load capacity, steel cable carriers can handle extreme mechanical stress as well as operating conditions with hot swarf or sparks and very high permanent temperatures.

the reliability of the entire cable carrier system.

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MAINTENANCE FREE AND RECYCLABLE

Decades worth of product and application know-how have resulted in a highly differentiated range with design details that are adapted to the operating and ambient conditions at hand.

KABELSCHLEPP designs the side bands with link plates with

For a horizontal drilling system from Prime Drilling GmbH, Kabelschlepp Metool designed a customized steel cable carrier that is mounted on the side of the drilling system carriage mast.

ENGINEERING & EQUIPMENT

drilling systems for many years.

They can handle the mechanical impact forces from the stones, sand and soil in the extreme ambient conditions.

Even complicated motion sequences such as the power supply for a rotating coal digger or reclaimer can be covered with steel cable carriers.

The proven cable carriers are under constant Steel cable carriers are further development and ideal in extreme conditions continue to move into new areas and at high temperatures. of application: The TKSR is a brand new, highly compact model from KABELSCHLEPP Metool, designed for manipulators in chemical plants. use in aerial lifts.

KABELSCHLEPP Metool offers stainless steel cable carriers in three different quality SUITABLE EVEN FOR EXTREME HEAT AND levels, which can even be used in the OFFSHORE USE environment of acid baths in galvanizing Depending on the model, steel cable shops, in power plant applications or in carriers can resist short-term temperature other areas with radioactive radiation. loads or application-related maximum Offshore applications are another values of up to 400°C, and briefly even up classic area of application for stainless steel to 1,000°C for stainless steel versions. cable carriers, which have to meet strict Galvanized steel cable carriers are the first technical requirements in this field. This is choice in industrial furnaces, in foundries where KABELSCHLEPP Metool steel cable and in the steel processing industry. carriers excel thanks to their resistance to Relatively high operating temperatures seawater and UV radiation. They can occur in rolling mills, for example. Even permanently and reliably withstand the environments with hot swarf cannot affect rough climate. With their high load the functionality of steel cable carriers. In capacity due to the material properties and addition, the carriers are resistant to their robust design, they can handle even chemicals and radiation and are a sound extreme mechanical stress from choice for handling robots and particularly high additional loads, even with extensive unsupported lengths.

EXTENSIVE PORTFOLIO OF CABLE CARRIERS AND ACCESSORIES

APRIL 2022

different geometries, including an open stroke system with self-cleaning effect to minimize wear caused by dirt and to achieve the longest possible service life. To support this objective, the steel cable carriers require no maintenance or lubrication: all STEEL LINE products do not require lubrication and are therefore maintenance-free.

The steel cable carriers can simply run for many decades — KABELSCHLEPP Metool knows of cases where a cable carrier has been in use for over 50 years.

However, the benefits of a steel cable carrier do not stop at the end of its service life. Up to 100% of the components of the steel cable carriers can be recycled at the end of their service life, conserving resources and protecting the environment.

Using one tonne of steel in recycling saves one tonne of CO2 emissions and avoids mining of 1.5 tonnes of iron ore. All’s well that ends well — and one more reason to stay true to steel.

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For a gantry developed for the ion beam therapy centre in Heidelberg (Germany), large steel cable carriers in different sizes were installed in a multi-band design in combination with plastic cable carriers, in order to carry a number of different lines in a circular motion.

The STEEL-LINE range from KABELSCHLEPP Metool includes a number of steel cable carriers in various sizes and configurations, with a comprehensive range of accessories available to match. All cable carriers are made of galvanized steel or — for even higher requirements — stainless steel. Different types of stainless steel can be used based on the application.

Depending on the local conditions at the place of use, KABELSCHLEPP Metool offers different stay variants made of an aluminum alloy. The cable carriers are usually equipped with aluminum stays that can be precisely adapted to the respective application in a 1mm grid in both cases.

The stays have two central purposes: they form the mechanical connection between the side bands and are also the contact and friction points with the cables and hoses that are guided in the cable carriers. Their coefficient of friction therefore has a crucial influence on the service life of the cables and hoses and on

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ENGINEERING & EQUIPMENT

Cleveland Cascades to supply three vehicle loader cascades to Tabasco, Mexico

APRIL 2022

Suspended system for testing.

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Cleveland Cascades’ production of three vehicle loading cascade systems to be used for loading petcoke is coming to a close following FAT inspection by the client.

These consist of a 900-sized system for

loading at rates up to 450tph (tonnes per hour), with two further identical 1100 systems for higher rates reaching up to 880tph throughput.

Each design is similar with respect to

the setup of the system. A fixed head chute is utilized featuring cascading cones for material control to protect from degradation and dust generation, the cones are enclosed by a shroud encapsulating

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PFS4-0D-CSRR High Precision Fully Suspended Belt Weigher

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dust laden air preventing Carrier its escape to the with cones surrounding environand skirt. ment. Finally, a skirt is installed at the chute outlet point creating a seal with the material pile during loading operations.

The 900-sized system has a fully extended length of 5.61m and achieves a retracted nonCarrier with shroud. operational height of 2.5m For the 1100-sized system, the fully extended length is 6.05m and allows full retraction to 3.0m.

Ceramic tiling is the wear liner of choice within the head chute Head chute. and cones. This provides sufficient abrasion resistance without impeding material flow and gives increased longevity to the wear surfaces.

With the material to be loaded being pet coke, a complex wiring and electrical specification had to be adhered to. The hazardous area classification for the chutes was specified as NEC Class II Div 1, Group F. With this in mind, all electrical components had to be sourced such that they are suitable for operation within the potentially explosive environment.

The pictures show the systems in Cleveland Cascades’ workshops. This is where all pre-installation and any pre-commissioning checks such as trial fits of components take place.

NEWS ENGINEERING & EQUIPMENT www.drycargomag.com APRIL 2022

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AUMUND India rebuilds the world’s tallest belt bucket elevator of 175.3m ACC Cement Ltd (Holcim Group) has commissioned AUMUND Engineering Pvt Ltd, Chennai/India, with the refurbishment of the tallest belt bucket elevator in the world, which is 175.3m high.

The elevator is installed at Wadi Cement, one of the largest and most modern cement plants in India, for raw meal preheater transport at a continuous rate of 600tph (tonnes per hour). The project is an excellent example of the AUMUND Group rebuild and refurbishment service.

Whilst the machine at Wadi Cement in the Indian state of Karnataka remained in service, a detailed inspection revealed that complete overhauling would soon be required and the company decided to invite bids for the supply and supervision of installation of the necessary components on a time bound schedule preventative maintenance. After due deliberation and looking at performance of various elevators operating at their plant, Holcim decided to award the contract to AUMUND. Originally, the machine was fitted with a steel cord belt of width 1,320mm and tension rating of 3,150N/mm. After passing the application data through sophisticated computerized selection programme, AUMUND decided to offer an alternative based on its own design concept resulting in a belt width of 1,300mm but with higher tension rating of 4,000N/mm with a bucket size of 1,250mm at bucket spacing of 450mm.

IMPROVED DIRECTIONAL STABILITY AND BETTER TRACKING OF BELT

The AUMUND belt concept envisage continuous close pitch longitudinal ropes without rope free bucket mounting spaces but with additional wire ropes running laterally across the width of the belt adding considerable lateral stiffness without significantly changing the belt longitudinal flexibility. This cross-stabilized construction gives improved stability to the belt with improved bucket fixing. This help to avoid the most common cause of elevator failure,

years. AUMUND offers the service across the equipment range including belt and chain elevators, pan and bucket conveyors plus plate feeders. A refurbished machine can be supplied with all new moving parts by AUMUND retaining often only the structural elements resulting in a new machine with typically a substantial cost reduction compared to Torque tightening of clamping connection nuts outright replacement. and belt clamping finished (photos AUMUND).

With minimum changes to the structural parts and chute works installation time is significantly reduced and machines may generally be upgraded to the AUMUND standard during a scheduled stoppage. Of course once upgraded in this way the client can expect the usual AUMUND dependability and access to service support and genuine AUMUND spare parts. At which happens at the area of bucket fixing. the same time AUMUND can offer the AUMUND design impart improved possibility of plant capacity improvement directional stability and better tracking of with minimum investment. belt.

To make the necessary belt punching, ABOUT THE AUMUND GROUP AUMUND has developed a special The AUMUND Group is active worldwide. punching machine design which gives clean The conveying and storage specialists have fixing holes accurately aligned relative to special expertise at their disposal when the belt edge and at precisely the correct dealing with bulk materials. With their high pitch. The belt is held in a cassette and degree of individuality, both its technically advanced automatically under the punching sophisticated as well as innovative products frame using a precision encoder to have contributed to the AUMUND Group measure the pitch. The belts are prepared today being a market leader in many areas at the AUMUND production in Rheinberg, of conveying and storage technology. The Germany, and shipped to site at the exact manufacturing companies AUMUND required dimensions including a prepared Fördertechnik GmbH (Rheinberg, joint and the required clamping connection. Germany), SCHADE Lagertechnik GmbH In addition to the new belt the elevator (Gelsenkirchen, Germany), SAMSON will be fitted with new drive pulley including Materials Handling Ltd (Ely, Great Britain), friction linings and rubber bucket mounting TILEMANN GmbH Chains & Components strips. The casings, inlet and outlet plus the (Essen, Germany) as well as AUMUND complete drive unit remain unchanged.

Group Field Service GmbH and AUMUND Logistic GmbH (Rheinberg, Germany) are AUMUND CONVERSION AND consolidated under the umbrella of the REPLACEMENT SERVICE AUMUND Group. The global conveying The conversion or replacement of existing and storage technology business is AUMUND conveying equipment, as well as spearheaded through a total of 19 locations non-AUMUND equipment has been an in Asia, Europe, North and South America integral part of the technological expertise and a total of five warehouses in Germany, of the AUMUND Group for more than 30 USA, Brazil, Hong Kong and Saudi Arabia.

could be installed.”

Environmental protection is also a major priority for Quezon, and any coal spillage is not permitted. Siwertell screwtype ship-unloaders are one of most efficient and environment-friendly types of unloaders on the market. They deliver totally enclosed dry bulk material handling, eliminating spillage and dust emissions, and also ensure long-term value from high jetty utilization rates, reliability and the long service life of wear parts.

“Quezon knows that our machines deliver excellent operational and environmental credentials,” notes Wahlström. “The company’s satisfaction

with its existing unloader certainly played a part in it ordering a second one.

“Delivery and commissioning went well and the unloader was successfully put into operation, along with operator training,” he adds. “The capacity requirements have also been met.”

Both Siwertell screw-type ship unloaders have a continuous rated capacity of 1,400tph (tonnes per hour) and are able to discharge vessels up to Panamax size. The latest unit was delivered, fully assembled via heavy-lift ship, to the site in early 2022.

ABOUT BRUKS SIWERTELL Bruks Siwertell is a major supplier of dry bulk handling and wood processing systems. The company designs, produces and delivers systems for loading, unloading, conveying, storing, and stacking and reclaiming dry bulk materials, alongside equipment for chipping, screening, milling and processing wood for the biofuel, board, saw mill, pulp and paper industries. All equipment is designed to ensure environmentally friendly and efficient operations.

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ENGINEERING & EQUIPMENT

Bruks Siwertell has commissioned a new Siwertell ST 790 D-type ship-unloader to serve Quezon Power Ltd Co’s San Buenaventura power plant in Mauban, the Philippines. The newly built 500MW coal-fired facility is the country’s first supercritical power station and is located next to an existing Quezon power plant. The operator’s energy output has now doubled, requiring an equivalent doubling of coal intake to around three million metric tonnes a year.

The new and the old power plants use the same import jetty. It is now home to two rail-travelling Siwertell ST 790 D-type unloaders, which share the existing rails and jetty belt conveyors. The first Siwertell ship unloader was delivered in 1998 and has been in operation for almost 25 years.

“The jetty has significant weight restrictions, making the Siwertell unloader a stand-out choice for this installation,” says Per Wahlström, Project Manager, Bruks Siwertell. “Its high capacity to weight ratio was likely to have made it the only equipment with sufficient capabilities that

NEWS

Siwertell ship-unloader commissioned to meet Quezon’s doubled power demands

PEINER SMAG’s giant motor timber grab MHG 12500-4 impresses with over 4m height, 1.8m width and 9m length.

ENGINEERING & EQUIPMENT

Hold on tight

Grab manufacturers in the spotlight Jay Venter

PEINER SMAG sends largest log grabs ever built to New Zealand LOG HANDLING IN NEW DIMENSIONS

The world’s largest motor timber grab MHG 12500-4 loaded at PEINER SMAG’s factory for the long journey to New Zealand.

PEINER motor timber grabs underway on the ship to their destination port in New Zealand.

PEINER motor timber grab during port operation, mainly used for the loading of logs for export.

www.drycargomag.com APRIL 2022

The world’s largest timber grabs have recently made their way to New Zealand.

Three motor timber grabs of type MHG 12500-4 left PEINER SMAG Lifting Technologies GmbH in Salzgitter, Germany, for a long voyage to the destination port.

These are the largest log grabs ever built and are unique in the world. They will be used in the ISO port operations in New Zealand.

Each grab is nine metres long, by 1.8 metres wide with a height of over four metres. Weighing 11,000kg each, they have a lifting capacity of 51,000kg, a tongs cross section area of 12.5m2 and a safe working load of 40,000kg.

“Building these world-first, marketleading grabs demonstrates our ongoing commitment to guarantee a safe and efficient operation in timber handling in ports and other environments”, comments Domenic Martinez, Sales Manager of PEINER SMAG. The giant motor timber grabs (MHG 12500-4) were developed for Liebherr’s mobile harbour crane type LHM 550, a world-first in terms of size and capacity, and are predominantly used for the loading of logs for export. The technology allows to load without the use of ships’ cranes and this enables the operator to handle cargo for a wider range of vessels.

Back in 2021, PEINER SMAG had delivered a number of slightly smaller, but still huge timber grabs with a tong section of up to 8.5m2 to the port of Mount Maunganui in New Zealand. These powerful grabs were so convincing that Liebherr ordered even larger PEINER

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ENGINEERING & EQUIPMENT

motorized timber grabs for its customer ISO Ltd. in New Zealand.

NEW ANALYSIS TOOL FOR MOTOR GRABS The latest development from PEINER SMAG is a data remote system with analogue sensor technology for reading out operating data such as angle, acceleration, oil and motor temperature, as well as oil pressure of the grab. The advantage of this system is that the existing crane system hardly needs to be changed, as the data from the radio system receiver is read out and processed in the existing crane control. No special crane cable is required for data transmission, as the system works by radio. The unit is located in the terminal box of the grab and can

The operating data of PEINER motor grabs can now be retrieved via data remote system.

Basic unit of a motor orange peel grab with terminal box for remote data transmission.

generally be used for all motor grab types.

Anyone who wants to take a closer look at the PEINER motor waste grab and its accessories can do so at this year’s IFAT

trade fair in Munich. PEINER SMAG will be exhibiting at the world’s largest platform for water, sewage, waste and raw materials management in hall C5.228.

Janus Grab ships three remote control grabs to Indonesia Southeast Asian countries such as Indonesia, Thailand, Singapore, the Philippines, Vietnam, Malaysia and so on have always been important export countries for Shanghai Janus Grab Co., Ltd (Janus Grab).

According to Janus Grab, customers in these countries are very satisfied with its grabs and the company has been strict in quality, technology and service control and management for many years.

The grabs were loaded for transportation on the 10 March 2022.

After two close inspections, nearly four hours later, the grabs were successfully shipped to Indonesia.

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REMOTE CONTROL CLAMSHELL GRABS

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Janus Grab’s remote control clamshell grab is an efficient tool for loading and unloading bulk cargo. The grab can close by lifting up the hook of the crane and open by remote control in the air without any additional power. The hydraulic and electric parts use the plug-in modular design, are easily maintained and repaired and are suitable for ship ocean voyages.

The electric system and hydraulic system are designed to be water-proof. Each bulk grab is thoroughly tested by immersing it under water for 24hours. Multi-step buffering reduces the impact to the grab from the crane and ensure rapid unloading.

These grabs can work continuously for 24 hours without experiencing trouble.

With more than 30 years’ experience in grabs design, R&D, and manufacturing. and with a group of highly-educated and skilled professionals in steel structure, hydraulic and electric system, Janus Grab has become competitive in worldwide markets.

After the grabs were loaded, the fixed point on the grab is tightly connected to the lifting point of the frame box with galvanized steel wire rope and basket bolts to prevent friction between the contact surface and the frame box, caused by the shaking of the grabs during transportation.

PEINER Grabs

Customized Bulk Handling Solutions

Take advantage of our expertise and longterm market experience for your next project.

We help you reduce your handling costs.

Our services include  Wide range of bulk handling equipment  Industry specific solutions  Client support – from consulting through to delivery and commissioning  Worldwide service network  Global After Sales Support  24/7 h service and spare parts hotline

T: +49 5341 302-647 E: sales-grabs@peiner-smag.com www.peiner-smag.com Visit us on LinkedIn and join our community!

ENGINEERING & EQUIPMENT

Fully operational for Swiss natural product: Liebherr LH 60 M Port Litronic material handler with GMZ 80 clamshell bucket An LH 60 M Port Litronic was last year handed over to Aarekies Brienz AG in Brienz, Switzerland. The Liebherr material handler is specially designed for the economical handling of bulk goods and general cargo. The machine will be in operation extracting and quarrying natural sand and gravel in the harbour of the gravel and concrete plant at Lake Brienz. A special Liebherr clamshell with water slots will be used to extract the harbour’s naturally occurring sand and gravel and feed it into the plant.

The Liebherr LH 60 M Port material handling machine will have a very special assignment. It will be assuming a key role in the quarrying and production of the unique Brienzer Sand®, a Swiss natural product. The powerful machine will be handling natural sand and gravel directly at the harbour basin at Lake Brienz, and will also be responsible for the subsequent feeding of the gravel plant.

The machine has just been handed over at the harbour of the gravel and concrete plant. Hans Ulrich Kern and Reto Studer of Liebherr-Baumaschinen AG in Reiden presented a symbolic key for the new Liebherr material handling machine to managing director Dominik Ghelma and the general manager of the gravel plant, Kaspar Thöni.

Fully operational for a Swiss natural product: the Liebherr LH 60 M Port Litronic material handler will assist in the quarrying and production of the trademark product Brienzer Sand®.

The low dead weight of the GMZ 80 increases productivity and the turnover of material.

Furthermore, the optimal shape of the tines allow good penetration and fast emptying.

The GMZ 80 is extremely well suited for excavators of the 30- to 110-tonne class and it available with a clamshell bucket.

High clamping forces ensure excellent excavation properties.

APRIL 2022

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COHERENT OVERALL PACKAGE

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Dominik Ghelma is enthusiastic about the new Liebherr material handling machine: “We used to operate a rail-mounted 1970s-vintage cable excavator in the harbour. When we were looking for a replacement, we decided to purchase a Liebherr material handling machine. Quite simply, the overall package is optimally configured for us. We have found an extremely versatile machine with the right attachments for everyday operations in our harbour.”

This overall package is rounded off by a Liebherr service agreement. “Regular maintenance will ensure a long service life and high level of availability of the machine,” stresses Reto Studer. “The service agreement means that Liebherr will perform the maintenance work on the LH 60 M Port, allowing the customer to focus all his energy on his core operations,” he adds.

FOCUS ON HANDLING PERFORMANCE For Kaspar Thöni, handling performance

was especially important in the choice of machine which is expected to remove up to 80,000 tonnes of natural sand and gravel from the harbour basin on an annual basis.

The harbour has a depth of up to nine metres therefore it was a requirement that the operator be guaranteed a perfect view of his work area at each of the many different stages of the handling process.

The Liebherr LH 60 M in the customer’s configuration meets this essential criteria without problems.

LIEBHERR GMZ 80 CLAMSHELL The LH 60 M Port is equipped with a GMZ 80 clamshell specially configured to meet customer requirements. The GMZ 80 impresses with its optimum design and good penetration, guaranteeing excellent handling performance. The 1,650mm-wide, 2.00m³ clamshell buckets are equipped with teeth on the cutting edge, allowing natural sand and gravel on the bed of the

lake to be easily detached and loosened.

The water slots on the clamshell buckets allow the water to drain off efficiently during the extraction and handling process.

A reinforcement set on the inside of the wear-resistant clamshell buckets enhances durability and at the same time extends the service life of the clamshell.

This type of grab is primarily used with machines of the 60- to 80-tonne class.

During the design phase, care was taken when calculating the forces acting on the components to ensure that the flow of forces was optimized and weight was minimized, enhancing the overall performance. This has a positive effect on the machine’s fuel consumption. The two-motor Liebherr slewing drive is equipped with a large-dimension antifriction bearing and impresses with its high torque and lifting force of up to 50t. This allows the grapple to work effortlessly, even under full load.

ENGINEERING & EQUIPMENT www.drycargomag.com APRIL 2022

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Multi-purpose Kardesler Grab & Machine grabs

Since 1985, Kardesler Grab & Machine LTD, has been producing a complete range of bulk handling grabs for shipping companies, ports, steel plants and Stevedore companies using radio remote control grabs, mechanical grabs and electro hydraulic grabs, in either clamshell or orange peel designs.

When you have to combine high productivity, flexibility and reliability in handling all kinds of dry bulk cargoes, Kardesler’s independent radio remote control grabs are a great match.

Kardesler grabs are suitable for all types of dry bulk cargo. Usually, different materials need specific kinds of grabs for their operations. “However, in most cases, shipping and stevedoring companies need one unique grab in operations while handling different types of cargo to provide efficiency. Therefore, a radio remote

control grab from Kardesler is a great match to meet those demands,” explains, Kardesler’s Mr. Huseyin, adding that scrap, pig-iron, HBI and large stones are also handled with these equipment.

In terms of firmness, Kardesler emphasizes that this is dependent on three key factors; low dead weight, kinematics and closing force of the knives.

The reliability of the grab is also extremely important while discussing firmness. As the saying goes: “I am not rich enough to buy cheap things,” it is pointless to buy a cheap grab which may cost you a lot later. For instance, when an emergency situation or break occurs during vessel handling operation, customers need to have 24/7 service. Kardesler maintains 24/7 service during even during holiday periods for their customers to prevent them losing time and money at the same

time. The products could be purchased at any place; however, Kardesler is always ready to serve 24/7 with its qualified engineers worldwide.

Recent contracts have been made with customers in Turkey, Greece, Portugal, Indonesia, Philippines, China and Canada.

The unique independent radio remote control grabs have proved themselves a lot as ‘troubleshooters’. “For instance,” says Huseyin, “so many times, the company’s unique radio remote control grabs have been sent to help unload vessels in need, as the grabs on board and the harbour equipment have failed.”

Kardesler’s grabs are only manufactured in its factories in Turkey; however, Kardesler has many agencies in most parts of the world. Kardesler is proud to manufacture all parts in its own factories and stamp them ‘Made in Turkey’.

ENGINEERING & EQUIPMENT

Grabbing attention with the Nemag clamshell grab At Nemag, the company believes in the power of innovation to help its customers increase their bulk handling efficiency and decrease their operational costs. In close co-operation with leading bulk terminal operators, crane manufacturers, technical universities and other stakeholders in the industry, Nemag continues to develop new products for the dry bulk industry.

Improving unloading efficiency and striving for the lowest handling costs per tonne material transferred are key objectives.

Nemag’s Clamshell GrabM.

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MAKING THE RIGHT CHOICE

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There are several grab types available, each with specific characteristics and benefits. When choosing a grab, it is important to be aware of the fact that a grab is of fundamental importance on overall performance.

The key challenge is to find the best grab solution and unloading procedure that leads to the highest average unloading performance. In addition, the impact of the grab type on auxiliary equipment costs such as trimming equipment and staff must be considered, as well as maintenance costs.

When it comes to the type of materials it will handle, the choice of grab is more than looking at the bulk material, payload and deadweight. The combination of appearance, density and moisture content of bulk material make it extremely important for terminal operators to choose the right grab. This will avoid overloading the installation, prevent leakages and optimize the overall terminal performance. Choosing the ideal grab also The nemaX is about 15% lighter than any comparable clamshell grab on the market with a deadweight efficiency of only 25–28%.

requires a good understanding of prevailing conditions: v Will unloading be with shore-based cranes or floating transshipment? v What is the size of the ship, barge or a bigger vessel? v What type of crane is being used?

THE CLAMSHELL GRABM Nemag’s goal is clear: to create the most productive grabs on the market. One recent addition is its nemaX®, the most productive iron ore grab in the world.

Now Nemag is introducing its next innovation — the Clamshell GrabM, the lightest and most productive clamshell grab on the market.

This achievement is the result of combining input from customers from all over the world and the company’s 95 years of experience, supported by state-of-theart design tools such as Solid Works,

FEM analysis and TACTON product configurators.

LOW MAINTENANCE COSTS Market research shows that the highest cost of any grab will always be the operating expenditure, OPEX. Nemag wants to keep this as low as possible for its customers, which is why it uses the most durable materials and have also reduced the number of parts that are susceptible to wear and tear. In addition, the company has made it easier to reach and maintain the different parts of the Clamshell GrabM. This is how Nemag can promise a safer work environment and the lowest maintenance costs per tonne transferred.

COMPETITIVE PRICING By using the latest innovations in engineering, Nemag has further streamlined its manufacturing process and enhanced its latest clamshell grab with modular parts, which all adds up to an extremely competitive price.

SHORT LEAD TIMES & REDUCED LOGISTICS COSTS

Nemag’s high-performance Clamshell GrabM has been standardized for production, enabling a shorter lead time from your order to the moment you can start experiencing the increase in productivity that the Clamshell GrabM brings.

After buying a grab, the last thing you want is high transportation costs to bring the grab to your terminal. That is why Nemag’s reinvented clamshell grab has been designed with container shipping in

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A new Verstegen grab leads to higher production rates and lower maintenance costs through extreme reliability and long lifetimes. Tell us how you want to improve your operation and together we will find the best solution.

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mind. This drastically reduces the costs of transportation.

The design of the Clamshell GrabM also makes it very easy to assemble and

disassemble when needed.

FULLY CUSTOMIZABLE

customizable modular grab for lifting capacities starting at 20 tonnes up to an 85tonne safe working load.

The Clamshell GrabM is available as a highly

Building long-term partnerships on trust with the innovative nemaX CASE STUDY Headquartered in Convent, Louisiana, Associated Terminals (AT) is the foremost stevedore and terminal operator on the Lower Mississippi River and beyond. It operates fourteen midstream river anchorage facilities in the region as well as additional dockside and on-site facilities.

“When we first visited AT in 2018, we presented them with a 3D-printed model of our innovative, award-winning nemaX dry bulk grab and they were immediately interested,” explains Rudy Bovée, account manager at Nemag. “They next decided to trial the grab in practice for a month as part of the nemaX world tour. Shortly thereafter, they placed an order. The nemaX simply sells itself!”

Of course, Associated Terminals is not the only terminal to have adopted the nemaX; the dry bulk grab among other things offers versatility, cost-effectiveness, efficiency and ease of maintenance.

However, Rudy and his team are particularly proud of the fact that Associated Terminals decided to opt for a Nemag product. Bovée: “AT’s mission, core values and vision perfectly align with our passion for performance. Like Nemag, it highly values customer relations and is always looking for ways to innovate and improve operations. After years of development and cooperation between engineers, customers and users, it is really great that the nemaX exceeds everyone’s expectations. To have a customer actually confirm this is a great source of pride for us at Nemag. Especially such a unique customer as Associated Terminals, with its strong emphasis on midstream transloading activities and the use of floating cranes.”

HIGH PRODUCTIVITY, LOW MAINTENANCE Shortly after commissioning the nemaX in 2019, AT was already achieving the promised productivity increase of 13% and sometimes more. It has also experienced many of the other benefits of the grab. For example, the fact that the nemaX has far fewer moving parts substantially reduces the need for maintenance. Furthermore, it is able to handle 20% more cargo with the same closing cables, further boosting the cost-efficiency of the grab. “Even if the

nemaX would have the same productivity as the clamshell, we would still opt for the nemaX, purely based on the operational advantages it offers,” says Zeljko S. Franks II, Senior Vice President of Associated Terminals.

CAPEX AND OPEX When assessing the financial aspects of a grab, two elements are key: the asset investment costs (CAPEX) and the operating expenditure (OPEX). Bulk terminals with clear insight into maintenance costs have concluded that the total maintenance costs of a grab constitute a more significant factor than its asset investment costs. Calculated over the grab’s lifespan, the average asset investment costs of a four-rope grab amount to around one eurocent per tonne of cargo transferred. In terms of grab maintenance costs, this can however be as much as two or three eurocents per tonne of cargo handled.

MINIMUM DOWNTIME “The nemaX will immediately bring down costs, but other advantages such as maintenance do not become apparent until after a couple of years,” explains Bovée.

“Especially when transloading on the water, it is important that the cranes can continuously operate and that downtime is kept to a minimum. For customers such as AT, ease of maintenance is therefore crucial. Since operations take place from a floating pontoon on the Mississippi, any maintenance work will have to be performed right there. So, the less maintenance, the better.”

LONG-TERM PARTNERSHIPS Associated Terminals handles a highly diverse range of cargoes, ranging from dry bulk such as grains, minerals and coal to windmills and project cargo. The nemaX is currently only used for iron ore pellets.

Close co-operation with AT and a continuous focus on improvement and innovation will however make it possible to deploy the grab for other types of bulk as well. “We are proud that our grab helps AT to boost productivity and lower the costs,” explains Bovée. “Together with them, we are currently assessing which

other commodities might benefit from the nemaX. We do this in close cooperation and based on trust. After-sales is just as important as sales. This is how we build long-term partnerships. In that respect, we are proud to say that AT has placed an order for a second nemaX grab, which will be delivered in January 2022.”

INNOVATIVE DESIGN FEATURES Regular wear and tear can never be fully prevented, but the nemaX allows you to achieve substantial savings in terms of maintenance. This significantly helps to reduce operational expenditure and downtime, crucial in view of the pressure on handling rates that terminals are experiencing due to overcapacity in the dry bulk sector. Through exhaustive computer simulations, the nemaX offers numerous key innovative design features.

The most important ones are: MINIMAL NUMBER OF MOVING PARTS The nemaX design features a minimal number of moving parts: only two sheaves and 70% fewer moving parts than in a comparable clamshell grab.

ONLY TWO MAIN PIVOT POINTS The nemaX has only two main pivot points with high quality spherical roller bearings.

In comparison, a comparable clamshell grab with slide bearings features 12 main pivot points.

DURABLE CLOSING CABLES The way in which the hoisting wires have been reeved reduces flexing along the sheave blocks by 75% compared to a 2 x 5-part clamshell grab. Metal fatigue in the closing cables is reduced proportionately, resulting in a longer operational lifespan for these cables. And nemaX’s unique operational design minimizes the clogging and wear of sheave blocks and closing cables and significantly extends the lifespan of the closing cables.

CLOSING CABLES ARE EASY AND SAFE TO SWITCH The anchor points of the closing cables are located at an accessible working height, making it easy and safe to reeve in new closing cables without needing to set up an elevated work platform of scaffolding.

ENGINEERING & EQUIPMENT

Güven Grab’s trinity for success: technology, creativity and human skill with Industry 4.0.

INTEGRATED PRODUCTION WITH CNC AND AUTOMATION

Güven Grab’s electro hydraulic clamshell motor grab.

All products are designed, developed and improved in a 3D computer environment and put into production after performing the necessary tests and computer simulations.

Being furnished with contemporary and modern automation systems, Güven’s factory is equipped with high-level machines that include data exchange and production technologies.

Necessary analysis are conducted on the designed products and transferred to the production line with necessary approvals based on the production of the prototype.

Once the data is obtained it is analysed and the necessary interventions are made on time for efficient production.

SERVICES

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Turkish company, Güven Grab and Machine Inc., manufactures bulk cargo handling grabs for the loading and unloading of various types of commodities.

Ninety-five per cent of its products are exported, China accounting for 65% of its exports. In this context, the import of loading and unloading grabs has been prevented and Güven contributes to its country with a considerable amount of foreign currency input through its exports.

The company has designed four types of grabs and registered them with the ‘Industrial Design Registration Certificate’ under the Turkish Patent Institute. There are 12 patent certificates in various fields registered in the name of the company.

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GUVEN GRAB’S GRAB PORTFOLIO INCLUDES: v radio remote control; v electro hydraulic clamshell motor; v electro hydraulic orange-peel motor; v mechanical clamshell — two-rope and four-rope; v mechanical orange-peel two-rope and four-rope; v hydraulic clamshell excavator; v hydraulic orange-peel excavator; v radio remote control orange-peel; v mechanical clamshell touch down; v mechanical orange-peel touch down; v timber & log; and v dredging facility.

The company also manufactures: v big bag spreaders; and v hoppers.

Güven brings technology together with

creativity and unique human skills. The fact that these grabs, produced completely in Turkey, have a worldwide user base, has to be some indication of the trust in the company’s products.

THE GÜVEN GRAB FACTORY Production takes place at Güven Grab’s factory, established on an area of 10,000m2 located at Çayırova/Kocaeli.

Manufacturing operates with the most advanced IT, automation, simulation, process control and control systems as well as modelling systems in accordance

Güven professional engineering teams provides worldwide services.

Güven representative can offer customers solutions that will enable them to work faster and more efficiently on any subject.

Güven offers service and spare parts supply to grab users and owners all over the world. Its online support network ensures the necessary determinations are made before the service commences.

Spare parts supply as well as service organizations are carried out within 24 hours.

DCi Güven Grab’s radio remote control grab unloading material.

ENGINEERING & EQUIPMENT

Making the right moves with mobile bulk equipment

Louise Dodds-Ely

APRIL 2022

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Mobile port equipment can rival efficiency of fixed installations

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Agile assets in the port give dry bulk handlers some unique advantages over their fixed counterparts, some systems are even road-mobile, adding to their flexibility; Jörgen Ojeda, Sales Director Mobile Unloaders, Bruks Siwertell, explains.

“When it comes to very large-scale importers, operating out of dedicated dry bulk terminals, fixed, continuous shipunloading systems offer extremely efficient unloading rates and through-ship capacities, reliable cargo flows, fewer delays, less demurrage and therefore cost savings, maximizing profitability.

“But what about smaller-scale operations or those ports where large, fixed installations are not suitable or permitted, or where there are significant distances between working quays? In these cases, smaller mobile ship-unloading equipment is often considered. In-port, or on the road mobility can be significantly advantageous, offering some good cost arguments.

Mobile unloaders should also not just

be considered suitable for smaller-scale, niche operations. With multiple mobile unloading units in operation working alongside each other, directly unloading into trucks, dry bulk material can be moved very quickly to shore, dramatically reducing the time a ship stays in port and freeing up capacity for other activities on the berth.

Multiple mobile unloaders can offer even higher capacities than a single fixed installation for lower levels of investment.

CHALLENGE TRADITION Today, operators have a wealth of technology to choose from, including some that substantially challenge traditional systems, delivering true, fit-for purpose possibilities that can optimize a port terminal.

Bruks Siwertell has two main screwtype conveyor options when it comes to mobile unloading systems. Its most recent introduction is the Siwertell port-mobile unloader, which was originally developed to offer a more economical solution for grain

handling compared with traditional pneumatic unloaders.

The second mobile option is the Siwertell road-mobile unloader, which is effectively a terminal on a trailer and is able to not only move around a port, but relocate to another location entirely. It has a global presence, serving hundreds of installations with extremely flexible, reliable and efficient dry bulk handling.

Both systems offer port mobility, excellent efficiency and rated capacities, very low material degradation rates, smooth cargo discharges, cost-efficient operations and reduced investment costs.

They have a totally enclosed conveying line, ensuring environmental protection through no spillage or dust emissions.

DESIGNED FOR PURPOSE Based on a standardized design to keep investment, maintenance and wear parts costs low, the port-mobile unloader is available as a 400tph (tonnes per hour) or a 600tph unit and is able to discharge

PROFITS UNDER THE HATCH Total unloading times dictate a terminal’s profitability. All Siwertell ship-unloading units, including the port-mobile and roadmobile unloaders, can reach practically all areas of the cargo hold, including underneath the hatch opening and corners.

This is made possible with the ±30° movement in the port-mobile unloader’s

vertical arm combined with a ±20° luffing motion in the horizontal arm; manoeuvrability which directly translates into unloading efficiency advances and leaves less material for the payloader to move at final clean-up.

Road-mobile unloaders offer even higher in-hold access with their vertical arms articulated in two parts, delivering ±30° movement in their upper sections, with an additional ±40° movement in their lower sections. These capabilities deliver impressive continuous, through-ship capacities and comfortably challenge the rates of equivalent pneumatic unloaders.

With so much on offer, operators should be considering new technology for their quays and not sleep into selecting more traditional choices. This is a particularly powerful argument with terminals facing the need to be more efficient and sustainable in light of rising populations and climate change.

INDUSTRY UPTAKE Many operators are already making the switch to Siwertell technology and the uptake of mobile unloaders is notable. At the end of 2021, Bruks Siwertell received an order from Swecem AB for a nextgeneration Siwertell road-mobile shipunloader. It will secure dust-free handling of cement in the port of Helsingborg, Sweden.

The Siwertell 10 000 S next-generation road-mobile unit will unload cement at 300tph, discharging vessels up to around 10,000dwt. It will be delivered later this year.

Cement unloader orders continued at a

pace during 2021, with two new 5000 S Siwertell road-mobile ship-unloaders contracted to a cement handler in North America. These will also be delivered this year. Also in the US, Cemex US ordered and received a 10 000 S next-generation unit. Another Siwertell 10 000 S nextgeneration unloader, ordered for a Kuwaiti cement operator in 2021 and was delivered in the same year, along with a Siwertell 10 000 S next-generation unloader for an undisclosed cement handler in Israel. It will be taken into operation during the second quarter of 2022.

Furthermore, in 2021, Trimet France ordered a Siwertell 10,000 S nextgeneration road-mobile unloader for unloading dry bulk cargoes of alumina in Marseille, following the lease of an older Siwertell 10 000 S unloader from another Bruks Siwertell customer.

The operator is taking advantage of one particular Siwertell technology attribute, minimal material degradation, reducing the production of powdery fines. Aluminium smelting is energy intensive and is very sensitive to the amount of fines in the alumina; the lower the percentage of fines, the lower the temperature required in the process, which therefore reduces energy consumption.

This system was delivered at the beginning of 2022 and now secures alumina handling at a rated capacity of 130tph, discharging vessels up to 10,000dwt. It also features digital advances that enable extensive monitoring, follow-up, support and troubleshooting through safe, remote access.

ENGINEERING & EQUIPMENT

vessels up to 60,000dwt.

Siwertell road-mobile unloaders handle a wide range of free-flowing dry bulk materials, and are available in three different sizes: the Siwertell 5 000 S, 10 000 S and 15 000 S; the largest offering an unloading capacity of up to 500tph for discharging ships up to 15,000dwt.

The folding structure on road-mobile systems is mounted on a semi-trailer and the entire unit can be folded down and relocated in under an hour by a single operative, keeping personnel costs low.

Siwertell road-mobile unloader systems can be designed to suit any downstream conveying requirements, and as standard, feature a dual truck-loading system, which delivers continuous, uninterrupted discharge operations as long as there are trucks available.

The port-mobile unloader is equipped with a dual truck-loading system with the option for a third on the 600tph version, all outlets can be used simultaneously.

Furthermore, to minimize the impact of truck changeovers and to allow enough time to position the truck correctly, the unloader is equipped with a large-volume intermediate surge hopper.

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ENGINEERING & EQUIPMENT

Small is beautiful: NEUERO’s portable pneumatic conveyors offer a flexible alternative when larger machines are unsuitable Today most articles and advertising are dedicated to discussing large capacity shipunloaders and shiploaders. However, smaller portable equipment still serves as a valuable tool for many in the material handling industry. NEUERO has been at the forefront of field for producing efficient, and long lasting portable machines.

HISTORY The use of portable pneumatic conveyors started a long time ago helping in farms and inland commercial grain storage facilities to store and retrieve grain from every dry space available.

These machines gained worldwide use in the marine shipping industry many years ago. Oil tankers would bring oil to the USA, but in most cases they would need to sail back to the Middle East empty. This was very costly for the shipping companies. It was then decided that grain could be transported back to the Middle East and Africa if there was a way to unload it. This was the birth of using portable pneumatic conveyors in the marine industry. The suction line size was a small enough diameter to fit in the openings on the ship’s deck. Depending on the port, the grain was being shipped to, the grain was either unloaded directly at the port or, in most cases, to a smaller vessel positioned alongside the oil tanker and then the

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Figure 2.

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smaller vessel would take the grain to the various ports. The bulk shipping companies took note, and also started using larger vessels to ship the grain knowing that even if the large vessel could not dock at the receiving port they could use the portable machines to offload the larger vessel into smaller vessels for final delivery at the smaller port facilities.

This equipment was useful in the 1970s/80s to help Russia to import grain from neighbouring countries. The rail gauge

was different on Russian train tracks than the neighbouring countries. NEUERO designed portable machines with suction booms to transfer the grain from the supplying countries railcars, to Russian railcars for further transit into Russia.

The NEUERO portable machines are still a very valuable tool for salvage operators. If there is a elevator explosion, grain silo fire, grain silo collapse, the wrong grain type put in a specific silo (soybeans on top of corn), removing hot spots, train derailment, or flooding the leading salvage operators all own a fleet of portable machines to solve these disasters.

The portable equipment is still a valuable tool today because it is a flexible alternative to move grain and meals in new regions where infrastructure does not exist, or is needed as backup in case of emergency, and even to help grain clean up from ships that have problem with mechanical unloaders..

One example is the SmartPort mobile barge unloaders. These can work in suction – pressure mode as shown in Figure 1; the grain is sucked and blown to a pressure cyclone that discharges to a truck or railcar. In suction only (Figure 2), the loading part is done via separate conveyor. This machine can be equipped with a filter to capture the dust.

Both machines have a maximum capacity of 200tph. Transport to the client is done in 40ft containers. Once at the client’s site the assembly process, testing, and training is accomplished in just one week.

The demand for mobile and portable bulk handling equipment for port or harbour operations has increased significantly in recent times as operators look to increase utilization of berths, minimize capital outlays and cater to a wider variety of vessels. To this end, portable bulk handling equipment often provides more flexible and cost-effective loading and unloading solutions for bulk products.

Kilic Engineering (KE) has been producing portable bulk handling equipment for the agribulk commodity and mining industries for over four decades, and it is this experience that has enabled KE to expand its customer offering to now include port and wharf side bulk materials handling equipment.

Since 2018, KE has been manufacturing standalone portable shiploaders for both grain and biomass (wood pellet) loading operations into vessels. As always, KE designs and manufactures equipment which meets each customer’s specific requirements, and this also relates to those customers who require a different solution to the standard shiploaders on the market.

ENGINEERING & EQUIPMENT

Kilic Engineering’s unique designs behind a range of mobile systems

SHIP/BARGELOADING SOLUTION FOR VIETNAMESE CUSTOMER

KE SUPPLIES PELLET LOADING SYSTEM TO JAPANESE PORT OPERATOR In Japan, a KE hopper/conveyor stacker combination is delivering a wood pellet loading operation for port operator Tokuyama at its port facility of the same name. Here, the customer was keen to find a solution which allowed it to transfer product from trucks and containers into vessels once again utilizing the flexibility of moving the loading equipment along the berth when required to fully load vessels.

With berths at the port having multiple users and general cargo services, the ability to remove the bulk handling equipment from the wharf when not in operation, was one of the key benefits of deploying the KE portable machinery.

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CARGILL AUSTRALIA BENEFITS FROM KE’S HOPPER

Many ports require the flexibility of portable equipment for bulk handling operations where fixed equipment is too restrictive for other port business needs.

This was certainly the case when Cargill Australia, part of the food and agri giant’s global operations, identified a need for a

portable shiploader that would suit its newly established grain export operations in the South Australian Port of Adelaide.

The proposed shiploader needed to be

APRIL 2022

The solution for Vietnamese port operator, Baria Serece at Phu My port, involved the provision of a portable ship/bargeloading machine and utilized KE’s unique design of conveyors, hoppers and elevators to manage the restricted wharf area where the equipment was to be utilized.

KE’s drive-over hopper design which has traditionally been used as part of its patented BunkerSweeper and BunkerStacker range of grain handling equipment, was supplied to the customer to enable direct deliveries for road trucks to the wharf to load corn, wheat and/or soybeans to their seafaring vessels, including barges, primarily for river trade.

The receival hopper was equipped with an underbelly conveyor feeding the product into a small bucket elevator onto a swing boom conveyor and through a dust suppression chute into the vessel. Although this was the prime operation requested by the customer, the portable loader was also capable of being fed by ship’s grabs from a transferring vessel or via shipboard grab cranes or jetty based front-end loaders.

The flexibility of the portable shiploader design for its Vietnamese customer was a critical plank in further projects which KE has since undertaken for both Australian and overseas customers.

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ENGINEERING & EQUIPMENT APRIL 2022

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portable as the berth being used for their operations was also required to facilitate other general cargo operations for the Port owner, Flinders Port.

Given that the berth, which would be utilized for Cargill’s grain loading operations, had no access to fixed storage or conveying infrastructure, the company identified a unique design by Italian

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manufacturer Bedeschi S.p.A. that would meet the loading requirement of 1,000tph (wheat tonnes per hour), but then needed a means of delivering product to the shiploader. It was determined that the loader would be fed from a constant stream of road trucks and this was when Cargill and Bedeschi approached KE to become involved.

Having worked closely with Cargill over many years in supplying portable equipment for its up-country grain receival operations, KE proposed to design and fabricate a large twin/dual above ground hopper that would feed the shiploader to the required 1,000tph specification.

The KE twin hopper is an adaptation of its popular drive over hoppers which form

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part of the KE BunkerStacker range of portable grain receival equipment widely used across the Australian Grain Industry to fill above ground bunker type grain storages, and utilized in both the Vietnamese and Japanese solutions mentioned earlier in this story.

KE’s concept of a twolane dual drive over hopper to simultaneously receive product from two separate feeds was a simple solution to achieve Cargill’s desired loading rate of 1,000tph utilizing KE’s existing technology and expertise.

However, KE had to ensure its solution needed to be not only strong enough to support two multi-trailer grain trucks unloading but it also necessitated the unit to be light enough to be carried around the port by the Bedeschi shiploader, features that had immediate appeal to both Cargill and Bedeschi.

The Bedeschi shiploader design, which moves on a multitude of rubber tyres incorporating 14 twin wheel bogie sets rather than along fixed rail tracks on the berth, was further adapted to accommodate a dedicated steel rope lifting system attached to KE’s twin hopper set-up to enable efficient and rapid movement of the unit along the berth during shiploading operations.

The portability of the shiploader also allows it to be moved away from the berth when not being used for loading operations to a dedicated parking area.

The dual hopper structure sits just 800mm (31 inches) above ground level with each hopper having a 6m (19.6ft) long dump area to receive the product as it is being tipped from the road transport trucks. Trucks access and exit the hoppers via 9.3m (30ft) long ramps at each end.

Four sets of dual augers feed the grain into the centre of each hopper where it then transfers to an 1,200mm ‘underbelly’ conveyor belt which takes the product to the Bedeschi elevator legs feeding the shiploader.

The Bedeschi machine with its KE twin hopper is now a permanent part of Cargill’s operations at the port with the technology continuing to be supported by KE.

KE: CONSTANTLY IMPROVING AND UPDATING

With competition in grain handling and export operations increasing across Australian ports, KE continues to design alternative portable shiploading options for a number of its customers which require

cost-effective and efficient solutions that meets their specific needs, particularly where port and wharf access is limited.

Outside of agri and mineral product loading, KE has also designed and preparing to construct a novel hopper and feeder unit that will be used in the unloading of vessels delivering bulk scrap steel products to an Australian port. This machine will deliver significant benefits to an operation that currently clears cargo holds using a combination of ships’ cranes, fixed hoppers, front end loaders and trucks. The hopper/conveyor design will eliminate product double handling and significantly speed up vessel discharge.

KE is a diverse mechanical engineering company based in Adelaide, South Australia, owned and operated by the Kilic family since 1973. The company has a long and proud history of excellence in designing, manufacturing and installing a wide range of material handling systems, the majority of which include its various conveying equipment options.

When it comes to handling dry bulk, cargo ports and freight yards are in constant motion moving bulk material between ships, railcars, and trucks. Cambelt designs fixed and portable unloaders and transloaders to maximize efficiency and minimize product loss and degradation along the way.

According to Jeremy Hengst, Vice President, Sales, Cambelt International LLC, what sets the company’s products apart from competitors, like traditional trough-, screw-, and bucket elevators, is that Cambelt is vertically integrated — engineering and manufacturing its own proprietary conveyor belts and conveyors.

“By being a vertically integrated conveyor solutions company, we are able to develop unique solutions to resolve our clients’ material transport challenges. Engineering conveyor systems with our proprietary belts allows us to transport materials horizontally, vertically and back horizontally without any transfer points. Designing a system in this manner reduces the number of conveyors in operation while eliminating difficult transfer points, which can be dusty environmental concern areas,” he explains.

CAMBELT TRANSLOADERS: SMALL FOOTPRINT

RANGE OF PRODUCTS OFFERED Besides its Scorpion™ transloaders line, other products offered by Cambelt are: sidewall conveyor belts, high incline & closed conveyor systems, dome reclaimer systems and its CamSpan Gallery enclosed overhead troughing belt conveyors.

INDUSTRIES SERVED “We are a material handling company,” says Hengst, “We specialize in transporting dry bulk materials. Our core business is built around our expertise in conveying dry aggregate materials.

“We work with some of the largest international companies as well as small regional clients throughout the USA, serving industries like agriculture, cement processing, chemical processing, construction and dry bulk cargo handling among others,” he adds. “We are working diligently to develop solutions that address and resolve customer pain points to improve their plants efficiency and operation. “

ABOUT CAMBELT INTERNATIONAL LLC

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Situated in Salt Lake City, Utah, USA, Cambelt has been in business for over 60 years and at the core of its technology is its unique and patented one-piece flexible sidewall conveyor belting. Its proprietary belt design provides a structurally stronger material that can be transported up steep angles including vertical inclines.

In Cambelt’s custom engineered press, CamBelt, CamWall, and CamFlex conveyor belts are produced with the base belt, the sidewall, and the cleat or nubs moulded together to form a homogenous belt with unsurpassed durability and achieving ultimate adhesion strength Furthermore, the company guarantees that its rugged, one-piece, homogeneously cured products will not delaminate.

Cambelt proudly designs, engineers, manufactures and assembles all of its products in the USA. On a micro-scale. Hengst believes Cambelt’s core strength is in the team approach to solving customer challenges.

The team approach in the workplace as provided the added benefit of “leveraging experience from engineering, manufacturing, field service and operations to developed customized conveyor systems, to solve our clients’ unique material handling challenges.”

Speaking about the current Covid-19 pandemic, Hengst says the company took early steps and gave non-manufacturing employees the option to work remotely, while they reinforced social distancing with its manufacturing team members. He adds “We are fortunate to have a diverse client base, where some are experiencing tremendous growth throughout the crisis.”

The company has been maintaining constant communication with its clients and is working with each to accelerate some projects, while putting others on hold until their operations return to a more normal operation. And this has clearly been the right move, as Hengst explains, “The response has been fantastic and our customers are happy to have an alternative to the traditional screw or bucket elevator technologies while having a partner working together to solve their day-to-day material handling challenges.

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Cambelt’s Scorpion™ line of portable and self-powered transloading conveyors are designed for situations where it is impractical to have a fixed conveying system.

“Due to our propriety belt technology we are able to design conveyor systems with significantly smaller footprints,” says Hengst. “For example, our Scorpion® transloaders loading to discharge point range between 20–27ft, which is less than half of our competitors’ footprint. As transload sites become more compressed, Cambelt’s Scorpion® transloaders can help clients effectively unload in tight transload facilities where a longer conveyor can interfere with traffic patterns reducing overall facility productivity.”

Another benefit of Cambelt’s mobile conveyor systems is their low profile inlet, which requires only five inches (127mm) of clearance, providing unparalleled access underneath railcars or any low clearance loading situation.

These versatile units can be easily moved between various operating lines and are designed to centre load railcars enabling them to have the reach to load whatever is required of them.

They are also environmentally friendly,

as Hengst explains, “Cambelt systems have been engineered with dust tight enclosures, minimizing environmental concerns. This design has been at the core of Cambelt’s history, as our conveyor housing is an integral part of our structure design of our conveyor systems. We have engineered our systems to minimize their exposure to the outside environment.”

ENGINEERING & EQUIPMENT

Transporting dry bulk from rail, truck or other low clearance discharge points

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ENGINEERING & EQUIPMENT

Next generation: SENNEBOGEN 3.40 G 4 t telehandler unique in its class t is much more than its little brother: with the latest addition to the Multi Line, the 3.40 G-series, SENNEBOGEN is offering a new telescopic handler with a load capacity of 4t, a stacking height of 7.70m and, as a unique selling point, the most state-of-the-art cab of its kind — infinitely elevating to an eye level of 4.10m for 360° all-round visibility. The new generation of the G series once again sets standards in terms of user-friendliness and efficiency — made in Bavaria.

I

A Bavarian innovation is entering the telescopic handler market, as SENNEBOGEN is expanding its own Multi Line product line with its second model, the 3.40 G. The completely new development is already visually impressive and unique. In addition to the performance data, the machine also attracts attention in this market segment above all through its comfortable overview. Because, while many claim to offer the best all-round visibility, only one really lives up to this promise.

How? It is all thanks to the modern Multicab, which can be infinitely elevated to an eye level of 4.10m, thus guaranteeing real visibility and safety in everyday work.

LITTLE BROTHER WITH STRONG GENES: 4T TELESCOPIC HANDLER WITH SML POWER COMPACT MACHINE WITH MAXIMUM STABILITY The little brother of the established 355 E has now been developed as an addition to the Multi Line portfolio for use as a telescopic handler and as a multifunctional machine.

The four-tonne machine impresses with its compact dimensions of 5.50m length and just under 2.50m width.

The stacking height of the telescopic boom is 7.70m. The new SENNEBOGEN 3.40 G offers unique stability with a long wheelbase of 3.10 m and the low centre of gravity of the entire machine at an operating weight of 9.3t.

Throughout the design and construction of all components, special attention was paid to the requirements of multi-shift operation in tough material handling. A

THE BEST BULK TRUCK LOADER IN THE WO RLD Deployed as the most effective way to load a truck with bulk goods.

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ENGINEERING & EQUIPMENT

high-strength, solid steel frame and sophisticated design of the telescopic boom ensure that the forces occurring in loading operation are optimally absorbed by the body. This ensures the reliability and durability of the machine, even in demanding continuous operation.

The new 4t telescopic handler from Straubing is equipped with a state-of-theart 100kW diesel engine in emissions category V and can reach speeds of up to 40km/h with its stepless traction drive. The operator can choose from two further modes in addition to road mode. In stacker mode, the machine is even more energyefficient and sensitive, while loading mode mobilizes all power reserves for optimal loading and transport of bulk goods.

With the new 4 t 3.40 G model, SENNEBOGEN is expanding its own product portfolio of telescopic handlers with a machine that impresses above all in terms of visibility and operator comfort.

SML POWER AND Z-KINEMATICS — AN IMPRESSIVE OVERALL CONCEPT

The design of the SENNEBOGEN 3.40 G combines the advantages of telescopic handler and wheel loader technology in one unique machine. The term SML Power stands for optimal power transmission thanks to the Z-kinematics familiar from the wheel loader and multi-functionality in use thanks to numerous equipment options and the manoeuvrability and compactness of the telescopic handler concept. These features are complemented by optimal visibility thanks to the elevating cab, which outshines any traditional wheel loader in terms of overview and safety when loading onto trucks or in logistics.

FLEXIBLE AND MULTIFUNCTIONAL In the new four-tonne

class,

the

SENNEBOGEN 3.40 G is not only aimed at customers from industry, demanding material handling or recycling, but also at sectors such as biogas plants or contractors in agriculture and municipal services. The various equipment can be operated flexibly at the push of a button, from bucket to sweeping brush and snow blade.

The new SENNEBOGEN 3.40 G also shows its strengths when used with trailers.

The infinitely variable travel drive with Compact Drive transmission ensures fast

driving or high torque with up to 65kN traction and thrust, depending on requirements.

Like all SENNEBOGEN machines, the 3.40 G can be configured to suit almost any requirement. There is a wide variety of optional equipment available, ranging from the automatic central lubrication system for optimal serviceability to the compressed-air brake system for trailer operation or tyre variants depending on the area of application.

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ENGINEERING & EQUIPMENT

Steel logistics with SENNEBOGEN 865 E Hybrid at Italian logistics and transport service provider Trailer S.p.A. The steel handling at the railroad terminal of Trailer S.p.A. should be simpler and more effective in the future: during the renewal of the logistics processes on site, now that the new 865 E Hybrid from SENNEBOGEN has come into play. With support from the sales and service partner Cesaro Mac Import, the Italian company now relies on a As of now, the SENNEBOGEN 865 E Hybrid reliably and safely handles steel products with a magnetic lifting beam at Trailer S.p.A., an Italian transport and logistics service provider.

material handler with a magnetic lifting beam that can easily handle steel items weighing around seven tonnes.

As early as 1953, the success story of the traditional company Trailer S.p.A. began in the city of Brescia in northern Italy: what once started with freight transports and a single, retired US military transport truck

has today grown into a modern logistics service provider with a large fleet of vehicles, specializing in the intermodal transport of steel products.

About a year ago, Trailer S.p.A. started operations in a railroad terminal with five tracks. The machines still in place, some aging crawler cranes and heavy-duty forklifts, urgently needed to be replaced as the processes on site could no longer be performed quickly and safely enough.

Together with SENNEBOGEN sales and service partner Cesaro Mac Import, the company found the perfect solution for even more effective and safe handling of semi-finished steel products.

865 E HYBRID SAVES A LOT OF TIME IN STEEL HANDLING AND IN THE LOGISTICS PROCESS

This is why the company has chosen SENNEBOGEN’s new 90-tonne model, the 865 E Hybrid. Created for heavy duty port applications as well as for steel handling, the 865 E at Trailer S.p.A. operates with an 18m equipment in combination with a magnetic lifting beam. With the powerful lifting

device, the 865 E moves steel products, such as steel beams or wire rods, weighing around seven tonnes. In the past, the steel products needed to be secured in a complicated procedure by chains and belts when being lifted by a crane, but from now on the magnet completely eliminates the need to secure the load during the handling process. This saves a massive amount of manpower and time, and also makes the daily work routine substantially safer for the operators.

Another highlight is the integrated scale, which allows the operator to check the weight of the handled goods. Directly in

the cab, the operator receives instructions from the control centre on how the freight should be arranged to be loaded onto trucks or wagons. And thanks to the integration of the scale into Trailer S.p.A.’s in-house computer systems, the operator receives direct feedback on the correct charging of the transport vehicle. In order to save time, the required transport documents are already prepared in the background and generated in real time.

THE 865 E HYBRID NOT ONLY SAVES TIME, BUT ALSO UP TO 50% ENERGY As the name indicates, SENNEBOGEN

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About seven tonnes of load can be lifted with the magnetic lifting beam: trucks and wagons are prepared for onward transport in a timesaving manner and with less manpower required.

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installs the proven Green Hybrid recuperation technology in the 865 E Hybrid, which can save up to 50% energy and thus a lot of fuel when used correctly. Hybrid means that in addition to a fuel-saving 261kW Stage V diesel engine, a second component is installed that significantly supports the engine’s performance.

Here, a separate hydraulic circuit is used, consisting of a third hydraulic cylinder between the two lift cylinders and piston accumulators in the protected rear area of the machine. When the boom is lowered, the repelled oil compresses gas in the accumulators to store this energy until the next working stroke. Just like a spring that relaxes, the boom moves upward without requiring any further energy, and the engine is completely relieved by the temporarily stored energy during the lifting process.

As simple as the system’s operating principle is, the more effective it is in daily operations. Gabriel Hutu, Operations Manager of Trailer S.p.A.’s rail terminal, is also convinced of this and sums up: “For us, this machine is a symbol of the company’s modernization. It changes the way we think and work, increases operational safety and reduces the environmental impact of our processes. Thanks to its large lifting capacity, even at maximum reach, we can transfer loads of seven tons on average from a truck to a rail wagon or vice versa enormously fast and fuel-efficient, too.”

ENGINEERING & EQUIPMENT

The protective grating as special equipment of the Maxcab Industry cab provides even more safety.

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RCT tech secures port operations

Smart technology specialist RCT and equipment manufacturer Komatsu have delivered a bespoke technology project to safeguard bulk handling operations at a major port in New Caledonia.

The technology transforms the efficiency of operations by allowing local companies to quickly and effectively clear storage areas in bulk carrier ships while protecting port crews from hazardous working conditions within the ship’s hold.

RCT, in partnership with Komatsu, integrated the proven and interoperable ControlMaster® Portable Teleremote solution with a Komatsu PC228 Excavator.

RCT’s customer service team provided comprehensive remote support to Komatsu staff based in New Caledonia to efficiently commission the machine.

The technology package enables the excavator operator to stand at a safe vantage point while accessing the full range of machine functions, as if they were in the excavator’s cab.

The solution includes a pitch and roll indicator which provides the operator with

real-time information on the excavator’s status and position within the ship hold.

The pitch and roll indicator will enable the operator to make more informed decisions about the status of the machine within the hold and prevent unnecessary machine damage.

“We really appreciate RCT’s support for this pilot project which is a very good step forward in terms of innovation and safety improvements onsite,” said Komatsu Technical Manager Jean Damour.

“This kind of professional relationship helps us improve our technical skills and ability to adapt to changing site requirements, while focusing on customer needs and supporting their activities.”

RCT Account Manager Wayne Carrington said the project demonstrates how ControlMaster® can be applied to any machine for use in a broad range of industries.

“We empowered Komatsu with the knowledge necessary to commission the equipment and deploy it to site with support from our international Customer

Service team,” he said.

“Port staff are pleased with the easy-touse interface and signal strength which enables them to work quickly and effectively.

“We are very pleased to work with Komatsu to deliver this project and we regard them as a competent and highly professional company.

“While ControlMaster® has a proven history in mining, this project demonstrates the technology can meet the demands for bulk handling operations at ports around the world.”

ABOUT RCT RCT is an innovative Smart Technology company with the expertise to evolve entire industries. It designs, manufactures and delivers technology and service solutions to support clients around the world in multiple sectors including mining, industrial, agricultural and civil. With more than 49 years of success, RCT leverages knowledge and insight to provide clients the advantage of measurable

ENGINEERING & EQUIPMENT

value —increased profitability, productivity, efficiency and safety.

Since the 1970s, RCT has traversed all corners of the globe. Its team has grown to 215+ committed people working with clients in more than 71 countries worldwide, from Australia to Africa, Asia, Russia, North America and Latin America.

With its unique way of viewing the world, intelligent solutions and backed by exceptional support, service and training, RCT is globally renowned in smart guidance, teleremote and remote control automation solutions for the mining industry. It continues to listen, see, think, create and evolve solutions that lead to better profitability, productivity and safety for its clients.

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CONVEYOR & ELEVATOR BELTS STEEL CORD & TEXTILE

Via A. Colombo, 144 21055 Gorla Minore (VA) - Italy Phone +39 0331 36.51.35 Fax +39 0331 36.52.15 www.sig.it E-mail: sig@sig.it

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with modern stockyard and storage equipment

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Going the whole nine yards...

Stacking of tailings from VALE – Itabira Complex (Mina de Conceição).

Louise Dodds-Ely

Dry tailings stacking: alternative to disposal in dams in the state of Minas Gerais in Brazil, the so-called piles remain a cause of concern in the operational routine of a mineral processing plant, due to the risk of landslides. Projects need to be developed following strict technical criteria, together with operating protocols and efficient inspections by customers.

In this context, TMSA stands out as one of the pioneer companies in Brazil in the application of this type of technology, assisting its customers in the constant evolution of their production processes, through a technical, sustainable and socially responsible approach.

Currently, four mining tailings filtering plants are in operation, which have modern TMSA equipment, intended for handling

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monitoring, a highly specialized technical team, the preparation of recurring stability reports and an environmental liability that cannot be disregarded. These factors, together with the growing difficulties in obtaining permits for the raising of existing structures and the construction of new dams, have prompted the mineral sector to innovate.

The main driver of the industry has been the development of safer techniques, together with the use of new technologies in the disposal of tailings. Among the various options, dry stacking has proven to be a viable and safer alternative, mainly in the treatment of iron ore tailings. Despite the mining sector investing more and more in the dry stacking of mining tailings, mainly

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In the constant search for the best alternatives for the final destination of iron ore tailings — aiming at improving the operational safety of the facilities and all stakeholders involved, in addition to better harmonizing with the environment — solutions for the disposal of tailings in mining are now undergoing a broad conceptual readjustment.

The conventional method of tailings disposal is based on the use of dykes or containment dams. Using this method, the tailings are discarded in the form of pulp.

This presents other inconveniences as well as the possible geomechanical risks inherent to the design of this solution.

Operating costs associated with dams are representative, as they need for constant

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and stacking tailings. All plants are located in the state of Minas Gerais, with three units owned by VALE and one unit belonging to Mineração Usiminas (MUSA).

The first filtering plant, located at the VALE mining complex in Vargem Grande, started operations in the first half of 2021.

The equipment supplied by TMSA allows iron ore tailings to be piled up in a solid state at a rate of 1,200tph (tonnes per hour).

The other two dedicated plants, developed jointly with VALE, are located in the Itabira complex (Minas de Cauê and Conceição). They allow tailings stacking capacities at rates of 3,400tph and 4,800tph, respectively. The Conceição plant started testing with load at the end of last year, while the Cauê plant started at the beginning of 2022. Added to the two projects in the Itabira complex, TMSA

Stacking of tailings VALE — Vargem Grande Complex.

supplied a total of 14 belt conveyors and several other auxiliary systems.

Also at the end of last year, the tailings filtering plant at Mineração Usiminas

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(MUSA), located in the municipality of Itatiaiuçu, started operating. In this project, TMSA was responsible for supplying a belt conveyor, equipped with a mobile tripper, intended for the disposal of filtered tailings at a rate of 1,200tph.

In addition to supplying the equipment in these projects, TMSA also developed the basic and detailed engineering of the belt conveyors and their respective structures, as well as providing supervision of assembly, commissioning and startup services.

The projects will enable TMSA’s customers to increase production capacity, raise ore quality and reduce reliance on dams. On the eve of completing 56 years of market performance, TMSA reaffirms itself as an important strategic partner for its customers, applying the best practices of sustainability, technology and innovation in the proposed solutions.

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Stacking of tailings MUSA — Itatiaiuçu Complex.

ENGINEERING & EQUIPMENT

Stacking of tailings VALE - Itabira Complex (Mina de Cauê).

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ENGINEERING & EQUIPMENT

Enhancing dry bulk storage with built-to-last fabric structures When it comes to effectively storing dry bulk — specifically fertilizer, grain, sand or salt — rust, mould, poor ventilation and limited loading space are common obstacles, writes Jason St. George, Business Development Manager, Calhoun Super Structure. Being highly corrosive, dry bulk warrants a reliable enclosed storage solution, crafted to protect against deterioration.

Traditional dry bulk storage structures are typically composed of wood or metal.

However, these buildings often pose higher material costs, increased risk of deterioration and a longer installation timeframe.

Fortunately, there is an alternative solution — fabric structures offer a higher return on investment than conventional storage buildings, with reduced material and energy costs and a shorter installation timeframe.

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CURBING BACTERIAL CONTAMINATION

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With storage solutions, preserving and protecting dry cargo is of the utmost importance. Storage buildings require quality ventilation systems to help keep materials — like fertilizer or grain — dry to mitigate mould and bacterial growth, leaching or potential denitrification.

Innovative fabric storage structures offer different tiers of ventilation for optimal odour control, moisture resistance and airflow.

One viable option is end-wall vents.

With this method, aluminium or mesh panels are installed at different ends of the fabric building to promote crossventilation. This is a simple, maintenancefree solution, as the end-wall vents operate passively in the building. Another, more advanced option is fan or exhaust vents, which initiate and maintain airflow in the building. Exhaust vents are helpful for not only providing circulation but can also help prevent weather elements from entering the dry bulk storage structure.

Another innovative way to combat bacterial contamination is by adding heated concrete floors. The heat helps keep the concrete from sweating, so the dry bulk materials are less susceptible to mold or bacterial growth. Additionally, these heated floors further promote a safer, less slippery environment for front-end loaders and workers on site.

buildings’ steel elements. The most durable fabric structures include hot-dipped galvanized (HDG) steel frameworks and stainless-steel cables to avoid the rust, pitting and damage traditional storage buildings often endure. For HDG, the fabricated steel trusses are fully submerged in a bath of molten zinc. The dipping process covers the steel down to the smallest crevice, inside and out, to maximize structural integrity and defend against deterioration.

FUNCTIONAL FABRIC To withstand intense weather and corrosive materials, fabric storage structures must have quality, durable fabric.

High-density polyethylene (HDPE) fabric is developed with an effective film for enhanced UV resistance, seam strength, corrosion resistance, flexibility and longevity.

Another fabric to consider is polyvinyl chloride (PVC). PVC’s amorphous material includes halogens, such as chlorine and fluorine, for optimal chemical stability and corrosion defence. HDPE and PVC offer numerous benefits — notably, the inherent translucency of both fabrics allows for a brighter interior than traditional wood or metal buildings. Natural light helps to alleviate energy costs and reduce the need for artificial lighting, further amplifying fabric structures’ high return on investment and sustainability.

OPTIMUM CORROSION RESISTANCE Dry cargo, particularly salt and fertilizer, can have increasingly corrosive properties, which present a great threat to storage

OPTIMIZED & CUSTOMIZED STORAGE Enclosed dry cargo storage buildings require enough open space to allow for

large vehicles, conveyors, on-site personnel and more to keep operations running safely and smoothly. Calhoun Super Structure’s fabric storage facilities are engineered with customized frameworks, tailored heights and a free span interior — an open floor plan without any center poles, posts or beams inhibiting productivity onsite — to increase usable space. Additionally, HDG trusses may be crafted to hang conveyors and equipment from above, offering further flexibility to fully utilize the open floor plan.

To protect valuable dry cargo, fabric structures are the preferred choice, as they offer customizability, advanced corrosion protection and a higher return on investment overall.

It is critical to collaborate with experienced engineers who specialize in fabric facilities for a quality, durable storage solution that will last for decades.

ABOUT CALHOUN SUPER STRUCTURE For 30 years, Calhoun Super Structure has been a major presence in the North American fabric structure market. Each Calhoun structure is engineered to meet the highest quality standards and is fully customizable to meet the needs for a variety of industries and uses. With building profiles ranging in size from 16’ wide to 250’ wide, and supported by a local authorized dealer network, Calhoun’s highly trained engineers and designers produce the safest, most reliable series of structures on the market.

Calhoun values the strength of its customers’ structures and longevity of their investment.

iSAM built the first fully autonomous stacker/reclaimer in the Port of Hamburg in 2000. The fundamental technology behind the system (3D LiDAR and RTK GPS) remains as relevant and important as ever.

While the original technology focused primarily on the autonomous operation of manually controlled equipment, the current generation of systems also features significant performance improvements for conventionally automated machines.

ENGINEERING & EQUIPMENT

Performance enhancements for stockyard equipment with conventional automation by using advanced 3D vision systems

CONVENTIONAL AUTOMATION

CONVENTIONAL AUTOMATION

So, how can conventionally automated machines benefit from 3D vision

technology without further complicating the existing control systems? Well, the latest generation of advanced 3D vision systems cannot only be used to autonomously operate machines at optimum performance which were previously operated manually, but they can also just interface the pre-processed vision data to the PLC, enabling the existing control algorithms to max out the equipment performance.

But how does this work? The system integrates 3D vision and GPS technology which both have cm-level accuracy. The GPS data is converted into local stockyard co-ordinates and also into long travel, slew and luff positions/angles and interfaced to the machine PLC for accurate position control. At the same time, the 3D vision data is processed, and optimized data such as: v optimum positions for long travel, slew and luff for initial face-up without airdigging; v optimum slew turnaround points for current slew; v optimized slew speed control setpoints

even considering material slumps in proximity of the machine; and v optimized bench height calculation is interfaced to the PLC. All this data is usually already used in the existing algorithms; i.e., the implementation is more or less an exchange of conservative, simulation-based values for measured, realtime values.

TERRAIN MODEL AND USER INTERFACE A new user interface is also not required as the flexible interfaces of the 3D vision system blend seamlessly into the existing PLC and SCADA solutions. For the Central Control Room (CCR) operator, the main noticeable difference is the better equipment performance.

However, the internal 3D terrain model can also be visualized in the CCR, be it in a 2D colour-coded bird’s eye view or a full 3D rendering.

The system can also process product quality data and provide e.g., cross section views of a pile to show the different product quality distribution after stacking.

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BENEFITS OF 3D VISION TECHNOLOGY FOR

3D vision system, real-time processing of terrain data for optimized stacking and reclaiming.

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During the worldwide roll out of the technology, iSAM came across many sites which already operated their stockyard equipment in an automated fashion.

However, ‘automated’ means for these machines that, during automated stacking, a terrain model is built via a stacking simulation using the machine position and the flow rate from belt weighing system.

During reclaiming, this model is used for calculating the face-up to the pile as well as the slew turnaround points and bench changes. These solutions generally work, but, when it comes to performance, the usually implemented, conservative stacking and reclaiming strategies are not fully utilizing the nameplate performance of the equipment.

The main reasons that the piles are not 100% as simulated are often inaccurate encoder systems and belt weighers as well as slumps of material or dozers pushing and compacting the product between stacking and reclaiming. This leads to stacking algorithms which can only deal with empty stockyard terrains and with reclaiming algorithms that include unnecessary safety margins. The latter often cause a couple of ‘air-digging’ slews before hitting the pile for the first time during face-ups as well as slew turnaround points which are often outside of the pile, causing further air-digging at each turn around. The result is usually visible on the yard conveyor as the product stream is not homogenous, showing frequent interruptions which can be traced back to each slew turn-around. At the same time, these systems cannot deal with sudden product slumps which often cause overload on the bucket wheel.

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ENGINEERING & EQUIPMENT

HIGHLIGHTS v optimized autonomous 24/7 operation under virtually any weather conditions; v no loss of time due to additional scanning runs; permanent update of the terrain model; v short ROI due to: o optimized stockyard utilization as a result of flat-surfaced, trapezoidal stockpiles with an almost perfect layout ensuring optimum reclaiming performances o less ‘air-digging’ and bucketwheel overloads resulting in homogenous material flow during reclaiming; v automated stacking and reclaiming even by difficult stockpile geometries — also after landslides during rainfall or manual processing by e.g., dozers; and v reduced environmental impact (e.g., dust emissions and energy consumption) by automatically minimizing the distance between boom and stockpile.

3D vision system, 2D height colour-coded bird’s eye view and a full 3D real-time rendering of a terminal.

ABOUT THE COMPANY iSAM AG, a company of HHLA, located in Muelheim an der Ruhr, Germany, develops and implements automation solutions that enable industry, commerce and service suppliers to increase their performance. iSAM’s team includes specialists from the

engineering, computer science and physics sectors as well as business economics, focusing on increasing customer value. The company’s customers can be found all over the world and in almost every industry,

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such as mining, bulk handling, transport and logistics, steel and metal manufacturing and processing, tube welding and pipeline construction, mechanical engineering and plant building, electronics and aerospace.

Steel is a conventional and dependable material for equipment such as silos, chutes, bins and hoppers, as well as piping and elbow fittings — all of which can be found in abundance in today’s bulk handling stockyards. However as robust as steel may be, steel can also be subjected to abrasion, allowing holes to form over time.

Operators can find that valuable product may be lost in spillage, and this is especially concerning if the material is hazardous to persons or the environment. Repair must be performed quickly and effectively to plug leaks.

The industry proven K-Magnaplug® is a reusable and compact solution that can repair holes instantly in steel equipment — and it is safe for emergency response.

Using a rubber pad on the inside against the area to be sealed, K-Magnaplug® provides a quick and efficient solution to leaks, allowing the user to replace as required to keep production going until a scheduled permanent repair date. Wear pads are available to resist any medium requiring sealing, including FRAS (Fire Resistant Anti-Static) applications if needed. No tools or specialized training is required for K-Magnaplug® as it simply ‘snaps’ on and off.

Any site with steel fittings and equipment will have peace of mind with K-Magnaplug® ready at hand. Users can be assured that clean up and down time could be drastically reduced whilst also keeping operators safe.

ENGINEERING & EQUIPMENT

Plugging worn steel quickly and effectively with K-Magnaplug® from Kinder Australia

ENGINEERING & EQUIPMENT

Using IoT to prevent commodities degradation in long-term storage Moisture, heat, insects and unwanted biological activities all threaten agricultural products during storage, writes Laurent Paragot, SGS Global Business Manager – Stock Management. This can have a particularly devastating impact on sensitive cargoes, including malting barley, soybeans, sunflower seeds, rapeseeds, corn, wheat, rice, etc.

Using IoT (Internet of Things) technology, SGS’s Smart Warehouse solution helps organizations mitigate these risks. It delivers timely and accurate data that helps its users take targeted steps to safeguard their grain stock. Let’s examine how Smart Warehouse works in closer detail.

HOW DOES SMART WAREHOUSE WORK?

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SGS Smart Warehouse is a unique SGS solution that combines hardware equipment and access to the online platform to visualize and monitor the data from the sensors. Smart Warehouse cables reveal hidden problems in stored commodities.

These cables are installed up to six metresdeep using pneumatic deep probe equipment, providing an innovative solution to identify and prevent degradation.

The Smart Warehouse device consists of the following elements: v A cable to connect the remote transmitter units (RTUs) to the master transmitter unit (MTU) v Three sensors: RTU 1, RTU 2 and RTU 3. These units collect temperature and moisture samples from the stored grain at three different heights before sending this data to the MTU

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v Radio frequency boxes with the MTU: The MTU measures the air’s humidity, temperature and quality.

It also wirelessly sends all the data provided by the RTUs to the IoT cloud platform When it comes to the installation itself, SGS recommends installing one Smart Warehouse device per 350 metric tonnes and three per 1,000 metric tonnes.

Sensors are placed at different levels within a stockpile to monitor the goods’ relative humidity, temperature and carbon dioxide (CO2) levels. Assessing all three parameters makes the monitoring and risk assessment process extremely effective.

SGS’s CO2 sensor system detects potential spoilage in stored commodities at a very early stage. It’s superior to relying on just temperature and moisture monitoring, as it allows for faster identification of developing hotspots.

All results are reported on SGS’s online dashboard as shown below. This is a onestop shop for all key insights, providing customers with ongoing updates regarding the condition of their commodities.

THE BENEFITS OF INSTALLING SGS SMART WAREHOUSE SGS Smart Warehouse employs a robust set of equipment that continuously provides accurate insights into grain quality, revealing when to fumigate, ventilate, move, release or process the cargo. Key grain quality data is delivered in an intuitive dashboard with customized alarm detection.

Clients can decide on the maximum H2O, CO2 and temperature thresholds. If these thresholds are ever exceeded, they will be notified immediately.

Organizations will gain a precise understanding of their goods’ condition based on indisputable, up-to-date data. This information is collected in a predictive manner, allowing clients to take proactive steps to prevent potential degradation.

SGS Smart Warehouse can monitor several stocks in the same pile — meaning clients can differentiate each stock, and treat them independently, based on the latest data. SGS provides full support all the way from the initial implementation stage right up until the end of storage.

ENGINEERING & EQUIPMENT

SAFEGUARD GRAIN QUALITY TODAY SGS is a grain storage expert, with over 140 years’ worth of experience and a global

network of specialists located in more than 130 countries. Implementing SGS’s innovative, IoT-based Smart Warehouse solution

mitigates risk, ensure the quality and longterm value of products, reduces costs and maintains a competitive advantage.

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High-quality braking systems from DELLNER BUBENZER make stockyards safer and more efficient DELLNER BUBENZER (DB) is globally renowned for the design and manufacture of braking systems. The exceptional braking equipment offers customized stopaction solutions for a wide variety of industries from sea to sky, and everything in between. For decades DB products have been recognized worldwide as innovative braking solutions that are precision engineered to meet the highest quality standards.

DB manufactures a range of industrial brakes and brake-related products like disc brakes, storm brakes (rail clamps and rail brakes, wheel brakes), monitoring systems, couplings, brake discs, hydraulic power units and safety systems to protect the steel structure of the machine against overload and snags.

These items of equipment can be used in: v rail car tippers/unloaders; v belt & conveyor type; and v bulk unloaders.

Commodities handled by DB equipment include: copper, coal, grain, woodyard and other dry cargoes.

The company’s equipment is used by all well-known OEMs for huge equipment — like conveyors, shiploaders and unloaders, stackers, stacker/reclaimers, bucketwheel excavators, ball-, SAG and AG mills, process equipment etc. It is also in use with endusers like huge mines and bulk terminals world-wide.

In order to stay competitive in a tight market, DB provides products that have commonality and shared spare parts from its previous models, which saves customer/OEM mounting time, cost of ownership and provides the best return on investment.

Recent contracts include: v Lake Charles projects with new units: DB’s SF type emergency brake with motor mounted brakes for units and shuttle boom conveyor brakes; v Alabama projects: SB17mx motor mounted brakes with custom outdoor covers. v Gulf USA – Louisiana/rebuilding area devastated by past hurricane: SB brakes, snag prevention systems for unloading dry cargo and SF emergency brakes.

DB continues to develop all of its equipment, to keep up with new

technologies and to offer the best possible to the market. In January DB launched its new disc brake SB28.5. This brake is one of the company’s first brakes, which it has been building since 1980, constantly technically developed and with which it has also set new market standards in combination with its own thruster, the BUEL. Sustainability is a driving force in development for DB, with the combination of the SB 28.5 with the BUEL® thruster.

This is an important development for braking systems that consumes less energy with a fast-closing time.

Beyond sustainability and energy saving, the SB 28.5 brake presents the significant advantage of less maintenance.

This new braking system underscores DB’s commitment to uphold its pioneering

reputation and deploy the latest in technology to mirror what the market needs, and what its clients deserve. And the company’s customers can look forward to great new developments this year.

ABOUT DELLNER BUBENZER As a multinational global company, DELLNER BUBENZER is also a local partner with manufacturing facilities located in Sweden, Germany, Poland, Italy, Denmark, Czech Republic, India, USA and China, as well as sales and service divisions in the Netherlands, Singapore, Malaysia, Dubai, Brazil and Argentina.

DB’s multinational manufacturing capabilities across the world, paired with local impact under one united front, strengthens DB’s loyal customer base.

QUALITY AND SERVICE MAKES THE DIFFERENCE

Most of the parts are made in-house on new CNC machines, with production in DB’s different facilities.

Furthermore DB operates one of the biggest dyno stands for industrial brakes in Europe. All brakes are put through their paces before they are released to the market. When it comes to quality standards DB runs a final check with every brake leaving the factory. In addition it works with its quality assurance and development team to constantly optimize its products. In DB’s own development centre, it has one of the largest test benches in Europe, where it puts the existing product range and all new developments through their paces. Compliance with DB’s own quality requirements is a top priority for the company, which is reflected in the longevity of the products.

DB’s Torque scales are exactly calibrated. DB is one of the very few

companies that is able to provide both brakes and thrusters. This means that the set-up of the brake matches the thruster’s

EVOLUTION STARTS WITH A PIONEER INTRODUCING THE SB 28.5 DISC BRAKE As a result of decades of engineering, evolution, and innovation, the world’s leading supplier of brakes and related power transmission debuts the SB 28.5. Distinguishing features include: Increased Sustainability Enhanced Design Automated Wear Compensation Improved Self-Centering System

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capabilities exactly and vice versa.

Since DB has the ‘strongest thruster’ in the market, brake performance is far better than with conventional technology.

DB is not only a brake manufacturer, but also a system supplier, for example safety systems to protect huge steel structures against overload, monitoring systems and more.

The company’s internal global service team also receives regular training. In addition, DB also offers external training at its customers’ sites, so that employees learn how to use its products in the best possible way. Throughout the new DB has continued to maintain sales and service in the challenging environment of the Covid-19 pandemic. To help support customers remotely DB has been making use of VR glasses. These are connected glasses that link personnel to DELLNER BUBENZER experts over the internet. The DB service team can look at the application, its monitoring system and the brakes directly and guide staff through the necessary maintenance and repair steps.

ENGINEERING & EQUIPMENT

Furthermore, due to the continuous development of the product line and the service network, the customer base is continuously growing.

ENGINEERING & EQUIPMENT

RopeCon® Booysendal North enters into operation: feeding the stockyard direct from the mine A RopeCon® system has been transporting platinum ore in Booysendal since the end of 2018. In December 2021, the second installation, Booysendal North, was handed over to the customer. For this extension project at its Booysendal site, the South African mining company Booysendal Platinum (Pty) Limited, a subsidiary of

The RopeCon® easily crosses this topographically challenging terrain.

Northam Platinum Limited, once again relied on technology from Doppelmayr.

This second RopeCon® serves another mining area situated in the northern part of the site. It transports approximately 400tph (tonnes per hour) of ore over a distance of 2.8km and a difference in elevation of –160m.

TECHNICAL DETAILS Booysendal North Length Difference in elevation Conveying capacity Speed Number of towers Motor rating, continuous

2,752m –160m 400tph 3.6m/s 7 ~0kW

Booysendal South Length Difference in elevation Conveying capacity Speed Number of towers Motor rating, continuous

4,767m 530m 909tph 4.2m/s 12 2,400kW

Booysendal South stockpile feeder Length 185m Difference in elevation 25m Conveying capacity 909tph Speed 3.0m/s Number of towers 1 Motor rating, continuous 100kW

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Booysendal North and South make a perfect link in a continuous conveying line.

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tockyard systems.

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The Booysendal North RopeCon® discharges the material into the same silo from which the material is loaded onto the Booysendal South system, which makes it a perfect link in a continuous conveying line. Since early 2022, the second loading point along the line has been in use, too. The option of an alternative loading point was provided at tower 2.

A conventional feeder conveyor transports the material to the RopeCon® line where it is loaded directly onto the belt via a chute.

RopeCon® is a technology developed by the ropeway manufacturer Doppelmayr. The system offers the advantages of a ropeway and combines them with the properties of a conventional belt conveyor. It essentially consists of a flat belt with corrugated side walls: just as on conventional belt conveyors, the belt performs the haulage function. It is driven and deflected by a drum in the head or tail station and fixed to axles arranged at regular intervals to carry it. The axles are fitted with plastic running wheels which run on fixed anchored track ropes and guide the belt. The track ropes are elevated off the ground on tower structures.

By using the RopeCon® system, the customer did not have to rely on trucks to

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A conventional feeder conveyor transports the material to the RopeCon® line where it is loaded directly onto the belt via a chute.

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Humans and wildlife can pass underneath the line.

transport the material, a definite advantage in this topographically challenging terrain with its sometimes very steep roads.

Furthermore, using the roads only for the transport of people and supplies will have a positive effect on road maintenance costs.

Booysendal was also particularly careful to choose a transport system that would minimize the environmental footprint of the mine. By guiding the RopeCon® over towers, the space required on the ground is reduced to a minimum, or more precisely to the tower locations. At the same time, the system does not represent an insurmountable obstacle for wildlife or humans. The track crosses a number of roads, and even wildlife can roam freely underneath the RopeCon®.

Doppelmayr Transport Technology GmbH is a 100% subsidiary of the international Doppelmayr Group with headquarters in Wolfurt, Austria. Within the group, Doppelmayr Transport Technology is the point of contact for the transport of goods and materials.

Doppelmayr is the technology leader and pioneer in ropeway engineering and is also present in other lines of business. Apart from material transport systems the group also designs, plans, and manufactures passenger ropeways for winter and summer tourism as well as for the urban transit sector, rope propelled APMs (e.g., the systems currently operating at the airports of Toronto and Mexico City) or fully automatic high rise warehouses.

Rugged Energy & Data Transmission Systems Motor Driven Reels • Monospiral and Level-Wind configurations • Rugged and dependable magnetic coupler for dusty environments

Cable Festoon • Corrosion-resistant, long-life rollers; precision sealed bearings • Systems customized for the application • Preassembled option, for easy installation

Conductix-Wampfler has one critical mission: To keep your bulk material handling operations running 24 / 7 / 365. You need proven, worryfree energy solutions - and Conductix-Wampfler has them. Our systems provide reliable electric power and water to stacker/reclaimers, barge and ship loaders/unloaders, bulk conveyors, tripper systems, and gantry cranes. Conductix-Wampfler systems are rugged, low maintenance, and timetested in tough, dusty environments. All products are backed by the largest sales and service network worldwide! www.conductix.com

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EMG BRAKEMATIC® advance for conveyor belts at K+S Minerals and Agriculture GmbH EMG ELDRO® lifting device in combination with an EMG BRAKEMATIC® control system in use at K+S.

K+S Minerals and Agriculture GmbH, based in Kassel, is a German mining company with a focus on potash and salt extraction. K+S is one of the largest salt producers in the world and belongs to the top group of international suppliers of potash and magnesium-containing products for agricultural and industrial applications.

K+S is mainly active in Europe and North America and employs more than 14,800 people worldwide. K+S Minerals and Agriculture GmbH has been a loyal EMG customer for many years. That’s why K+S turned directly to EMG Automation GmbH with a new major challenge. K+S needs a system that can ensure controlled braking on all conveyor belts. The customer’s wish is controlled braking processes within ten seconds, regardless of the load and inclination of the individual conveyor belts.

Only EMG’s BRAKEMATIC® advance system was suitable for such a requirement. In order to be able to better assess the conditions and requirements on site, EMG has therefore installed a prototype of its EMG BRAKEMATIC® advance solution at K+S on

the ‘east axis’ 500m underground. The conveyor belt there is 956m long and has an inclination or height difference of 65m.

It has a flow rate of 1,800 tonnes per hour and a conveying speed of 3.5m/s, powered by 6kV drive. This system represents an enormous challenge for the controlled brake. EMG also has to take into account supply voltage instability of +15% (500 VAC 50Hz). In addition, the belts run differently under incline or inclination, which results in different braking times (without control).

EMG BRAKEMATIC® ADVANCE EMG BRAKEMATIC® advance is an electronic control system with variable parameters for generating controlled braking torque curves. The actual speed of the conveyor belt is recorded with a speed sensor and compared with the specification, e.g. ten seconds. An EMG controller then calculates the difference between ACTUAL and TARGET in real time, corrects the braking force by means of a frequency converter and the EMG ELDRO® thruster and thus regulates the braking process.

CONSTANT BRAKING TIMES FOR CONVEYOR SYSTEMS

Reliable compliance with braking time specifications is the first prerequisite for implementing a departure regime for complex conveyor belt systems. This is the only way to ensure protection against spills by asynchronously switching off the belts.

The EMG BRAKEMATIC® advance application is ideally suited for this application. It realizes predetermined braking times regardless of the conveying direction (ascending or descending) and load condition.

The project at K+S was initiated by the EMG Safety Components for Heavy-duty Logistic business unit and actively supported by the EMG Metals and Service business units during implementation: project planning, control cabinet construction, programming, parameterization and subsequent commissioning were solved jointly in co-operation between the two EMG business units.

EMG looks forward to continuing to solve conveyor problems in a trusting co-operation with its customer K+S Minerals and Agriculture GmbH.

The towering 210ft TeleStacker Conveyor is shown next to a 136ft model.

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Superior Industries, Inc., a US-based manufacturer and global supplier of bulk material processing and handling systems, recently completed design and manufacturing work on what they’re considering to be the world’s largest telescopic radial stacking conveyor.

The brand-new TeleStacker® Conveyor model is a 48-inch-wide by 210-feet-long telescoping conveyor (1,220mm x 64m). It’s capable of building 425,000-tonne stockpiles (315,000 cubic yards). Superior says the record-breaking stacker will be used to unload dry bulk ships along the Atlantic Coast in Florida.

Operators at the port will take advantage of the TeleStacker Conveyor’s PilePro™ Automation. This user-friendly, Superiordesigned and -supported system automatically controls the stacker’s actions while building partially or fully desegregated stockpiles. Some popular features include pile volume reporting, maintenance triggers and diagnostics screens.

In 2022, Superior is celebrating 25 years of manufacturing its famous TeleStacker® Conveyor. During that time, the conveyor has earned a reputation as an ideal tool for defeating costly material segregation while bulk stockpiling.

Superior says it manufactures about a dozen standard sizes and is always willing to customize every inch of the conveyor for premiere performance in any application.

ENGINEERING & EQUIPMENT

Superior builds world’s largest telescopic stacking conveyor…again!

ABOUT SUPERIOR INDUSTRIES, INC. APRIL 2022

From Rock Face to Load Out®, Superior Industries engineers and manufactures groundbreaking bulk material processing and handling equipment and cutting-edge components.

From its headquarters in Morris, Minnesota, USA, the manufacturer supplies bulk crushing, screening, washing and conveying systems plus all related parts and services for industries like aggregates and mining. In addition to its home plant, Superior operates from three additional US facilities, plus international factories in Canada, Brazil and China.

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ENGINEERING & EQUIPMENT

Keeping coal on the move — in the stockyard and elsewhere

onveyor belt specialist Leslie David explains how belts that last up to three or four times the norm can dramatically reduce the cost of conveying coal.

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Coal may not be ‘de rigueur’ environmentally but the reality is that it remains a very important source of business within the dry cargo industry. As with the majority of dry cargo products, the most efficient method of transhipping coal is the use of conveyors. However, as any operator who uses conveyors will testify, the conveyor belt itself is invariably the Achilles heel because when a belt fails the costs start mounting, in terms of both belt repairs and replacements as well as the cost of lost throughput. Their durability and the length of their working lifetime has a huge influence on throughput and, ultimately, on profitability.

Apart from very long-distance applications where steelcord belts are used, the most common type of conveyor belts used to carry coal above ground are rubber multi-ply belts.

The basic construction has barely changed since 1905 when mining engineer Richard Sutcliffe invented the first rubber conveyor belts for

use in underground coalmines.

However, the demand to cut costs has created a downward pressure on the prices and consequently the quality of the conveyor belts themselves. Particularly in recent years, the Covid pandemic and now the Russia–Ukraine conflict have caused the unprecedented inflation of the cost of raw materials used to manufacture conveyor belts, a great many of which are derived from oil. This shift in the market has widened the already open door to manufacturers located outside of Europe who were already supplying very substantial volumes within the European market. As the prices of European-made conveyor belts have been forced to increase, it has created a natural but extremely risky temptation to seek lowerpriced alternatives.

SHORTER WORKING LIVES The ensuing downward trend in prices has been mirrored by a marked downward trend in the average working life of the conveyor belts themselves. Conveyor belts that carry coal should reasonably be expected to run for many years because coal is not particularly abrasive or

destructive. Sadly, such longevity is now a very rare occurrence. Nowadays, it seems that the majority of coal-carrying belts often only last for a couple of years before they have to be replaced. In some cases it can be only a matter of months. There are two basic reasons why conveyor belts have to be replaced prematurely. The most common is when the covers of the belt are simply worn down, cut and gouged by the materials they are conveying.

WEAR AND TEAR Wear and tear takes place over time but the actual length of time mostly depends on the durability of the belt covers. The biggest cause of rapid belt cover wear is simply because the manufacturer has used low-grade rubber that has an inadequate resistance to wear. Put another way, the rubber compound has been produced with ‘economy’ (low selling price) as the first priority rather than using a formula engineered to provide a high level of wear resistance and longer operational lifetime.

In a typical belt, rubber constitutes at least 70% of the material mass so it is the prime target for cost cutting.

Manufacturers may claim that their

The biggest single cause of rapid cover wear is poor quality rubber that has insufficient wear resistance.

rubber meets the required standards for abrasion resistance (maximum volume loss in cubic millimeters under ISO 4649/DIN 53516 test conditions). However, in reality, the wear resistance may only be borderline or, as is regularly found during laboratory testing, totally inadequate. One example I came across recently was a belt with an abrasion resistance of 264mm³. The manufacturer had actually sold the belt on the basis that it was a DIN W specification, which is the highest abrasion standard and demands a maximum loss of surface rubber of no more than 90mm³. This meant that the belt had a level of wear resistance* that was more than three times less than it should have been.

NOT JUST ABRASION It is important to bear in mind that the ability of a belt cover to withstand wear is not due to its ‘abrasion resistance’ alone because much also depends on the cover rubber’s overall strength and its resistance to cut and tear propagation. If that is low then a small, seemingly insignificant area of damage in the cover can easily increase in size due to the continuous material loading and the relentless flexing around the drums and pulleys. In time, this damage will spread and link up with another area of damage.

Consequently, small pieces of damaged rubber are effectively cut out from the surface rather than being simply worn thinner.

Unfortunately, apart from Dunlop in the Netherlands, which is the only exception that I am aware of, the technical datasheets provided by manufacturers and traders that contain data relating to such things as abrasion resistance almost invariably only show generic information such as the minimum standard demanded by a specific test. The data therefore does NOT reflect the actual performance achieved during the test or even a level of performance that the buyer might reasonably expect.

* When comparing abrasion resistance data it is important to remember that higher figures represent a greater loss of surface rubber under testing. This means that there is a lower resistance to abrasion. Conversely, the lower the figure the better the wear resistance.

ENGINEERING & EQUIPMENT

ABRASIVE WEAR TESTING The test method for abrasion (ISO 4649/DIN 53516) is actually quite simple.

Abrasion resistance is measured by moving a test piece of rubber across the surface of an abrasive sheet mounted on a revolving drum. It is expressed as volume loss in cubic millimeters, for instance 150mm³.

Wear on the top cover is primarily caused by the abrasive action of the materials being carried, especially at the loading point or ‘station’ where the belt is exposed to impact by the bulk material and at the discharge point where the material is effectively ‘accelerated’ by the belt surface.

However, there are other factors that add to the abrasive wear inflicted on belt surfaces. These include belt cleaning systems with scrapers that are poorly set up and also poor quality idlers, again that may be poorly aligned and/or poorly maintained. Short belts (below 50 metres) usually wear at a faster rate because they pass the loading and discharge points more frequently compared to longer belts. For this reason, the quality of abrasion resistance needed for belts fitted to short conveyors is even more crucial than normal.

Although the thickness of the cover is an important consideration, the actual wear-resistant properties of the rubber are much more important. If increasing the cover thickness in order to compensate for premature wear is being considered then that is a sure sign that the quality of abrasion resistance is inadequate. Good

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ISO 4649/ DIN 53516 abrasion resistance testing.

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The wear resistance of rubber is a combination of overall strength, resistance to abrasion and resistance to cut and tear propagation. quality rubber will also have superior tear strength (measured as either N/mm2 or MPa) or, in other words, have the physical ability to resist tear propagation.

THE INVISIBLE ENEMY - HOW OZONE & ULTRA VIOLET LIGHT CONTRIBUTE TO RAPID WEAR

The surface wear caused by the abrasive action of coal sliding on and off the conveyor belt is significantly accelerated if the rubber is not fully resistant to the damaging effects of ozone and ultra violet light. This is because ozone becomes a pollutant at ground level.

Ozone concentrations are notably higher in coastal areas so ports and terminals are especially vulnerable.

Exposure to ozone, which is of course unavoidable, increases the acidity of carbon black surfaces and causes reactions to take place within the molecular structure of the rubber. This is known as oxidative ageing

and has several consequences such as surface cracking and a marked decrease in the tensile strength of the rubber. The dynamic stress caused by the belt travelling around pulleys and drums under tension greatly accelerates the formation of the cracks. The cracks also create a pollution hazard because coal dust enters the cracks and is then shaken out of the underside of the belt on the return run.

Likewise, ultraviolet light from sunlight and artificial (fluorescent) lighting also accelerates deterioration. This is because it produces photochemical reactions that promote the oxidation of the surface of the rubber resulting in a loss in mechanical strength. In both cases, this kind of degradation causes the covers of belts to wear out even faster than they should.

There is absolutely no question that ALL rubber conveyor belts should be fully resistant to the effects of ozone and ultra violet light. The reality is that to have any realistic chance of providing a cost-effective operational life, every rubber conveyor belt needs to be fully resistant.

This resistance can only be achieved by the use of UV stabilizers, anti-ozonates, and anti-oxidants within the rubber compound.

Sadly, laboratory testing consistently confirms that the use of these essential ingredients is an exception rather than the rule, almost certainly due to the cost. My advice is to always make ozone & UV resistance a required part of the specification when selecting any rubber conveyor belt.

ENGINEERING & EQUIPMENT

RIP AND TEAR Moving coal is not always as straightforward as it may first appear because coal can contain some very nasty surprises. This is because a tremendous amount of pollution in the form of foreign objects can occur during transportation from the coalface to the conveyor. Lengths of rail track, pieces of mechanical equipment of every description, pickaxes — the list is almost endless.

As a result, a significant proportion of conveyor belts in ports and terminals have to be replaced prematurely due to accidental damage rather than wear and tear. Even the thickest conveyor belts can easily be ripped apart over their entire length in a matter of minutes under the right kind of circumstances. Consequently, instead of looking for higher quality belts that are more capable of handing the demands, many operators choose what they see as the cheaper option, which is to fit low grade, ‘sacrificial’ imported belts and accept the fact that they will have to be repaired and replaced at much more frequent intervals.

However, when you add together the cost of repeated repairs, the fitting costs and the lost production to the cost of replacement belt after replacement belt, sacrificial belts simply do not make economic sense.

Ozone & ultra violet light causes rubber to literally disintegrate.

PROBLEM SOLVING BELTS There can be no doubt that price will always be a consideration when buying conveyor belts. However, I would argue that cost is far more important than price.

As the old adage goes, “price is what you pay but cost is what you spend”. As with all products, when price competition intensifies, the first thing to suffer is the quality and cost effectiveness of the product. Conveyor belts, especially those being used to convey coal, can and should be lasting substantially longer than they are but levels of expectation seem to have dropped in recent years. As I mentioned earlier, coal is not a particularly aggressive material to transport. Ironically, this may be a cause of complacency when buying belts to carry it. Even more ironically in my opinion, especially when it comes to conveyor belts, price levels are usually an excellent indicator of the levels of performance and operational lifetime that the buyer can reasonably expect. Playing the long game by using the ‘lowest lifetime cost’ approach is undoubtedly the best way to dramatically reduce the cost of

conveying coal.

ABOUT THE AUTHOR After spending 23 years in logistics management, Leslie David has specialized in conveyor belting for over 15 years. During that time, he has become one of the most published authors on conveyor belt technology in the world.

APRIL 2022

Sacrificial belts rarely make economic sense.

PLAYING THE LONG GAME

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On conveyors where accidental damage seems to be a regular occurrence the answer may well lie in the use of a specialist ‘problem solver’ belt. Such belts have highly durable rubber covers and damage resistant carcasses and will run and run, even under the most demanding conditions. One example is the Dunlop Ultra X, which has three or four times the rip resistance compared to conventional multi-ply belts. Usually such belts come with a high price tag but the Ultra X belt seems to be surprisingly price competitive.

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ENGINEERING & EQUIPMENT

Keep your essential stockyard equipment moving

APRIL 2022

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An example of a circular stacker reclaimer from Cilas using Conductix-Wampfler slip ring assemblies.

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A properly managed stockyard with efficient and modern equipment can make all the difference and successfully establish a bulk handling facility in the market.

Millions of tonnes of different dry bulk materials are moved along stockyards every day and equipment needs to be reliably available all the time. ConductixWampfler, globally renowned manufacturer of energy supply and data transmission systems for moving machinery and equipment, is an ideal selection for engineering, designing and manufacturing as well as supervising installation and commissioning of customized solutions for numerous applications of dry bulk handling operations.

The group’s widest range of products include motor driven or hydraulic cable & hose reel, cable and hose festoon systems, conductor rails, slip ring and slip ring assemblies, energy storage solutions as well as data transmission systems and safety radio remote controls even for explosionhazard areas These robust and field-tested solutions have convinced commodity handling machine OEMs all over the world and are backed by a global sales and service

network with experienced and well-trained personnel.

Not only OEMs but also end-users benefit from advanced services or refurbishment of existing equipment to maximize production and increase efficiency in products transportation.

Jason Fang, Local Market Manager at Conductix-Wampfler China, is proud to be part of the company and highlights the major achievements reached, not only in regards of providing motor driven cable reel systems for stackers, reclaimers,

scrapers and similar machines, but also in regards to product neutral consulting capabilities which leads to an optimal product selection from the company’s comprehensive portfolio for different customer applications.

One example is a CGR slipring assembly for circular stacker reclaimer for HHI for the Panji Power Plant which is currently in production at Conductix-Wampfler’s Center of Excellence located in Italy (Agrate B.Za). This is a typical example of efficient teamwork of different experts at

Motor driven cable reels for flat power cables in action.

ENGINEERING & EQUIPMENT

More motor driven cable reels for flat power cables in action (and below).

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existing installations, where replacement of parts or complete modernizations are needed.

New product development is moving in parallel to service delivery to grant customers a unique experience tailored to the most demanding requests and performances.

Stuart Wheatley, Local Market Manager at ConductixWampfler Australia points out how essential supervision during installation and commissioning is as well as continuous innovation of product solutions to be adaptable to existing machines and improve their performance. “Take a look at our refurbishment project at the German Creek mine in Queensland where we installed a motor driven cable reel with magnetic coupler in combination with technically advanced cable guiding on the existing coal stacker and reclaimer,” he says, continuing, “Our skilled people can customize every solution according to different needs with unique design and a genuine manufacturing product at our global facilities. It is always a pleasure for our team to talk with customers to support working out the right configuration and give appropriate the upgrade to their application.

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different locations with dedication and commitment to customers’ needs.

Fang states: “We constantly follow the requirements of major customers such as Thyssenkrupp and Schade (among many others) in China and adapt our solutions to facilitate, for example, maintenance and installation of cable reel systems on site.

We are not afraid of ‘special applications’ and are ready to meet a wide variety of customer needs.

“Thanks to our expert team we are ready to satisfy different customer specifications. No matter if coal, ore or sawdust, our customized solutions are adequate to all materials and to any ambient condition. Long life durability and high-performance over the entire servicelife are the key factors of our success,” Fang continued.

“Today Conductix-Wampfler in China is facing tough competition of local companies and known global players. Thanks to our experienced field sales and moreover our Center of Excellence in Wuhan we can localize production and provide customers with fast service and undoubted advantages with shorter lead times, while maintaining the expected high quality standards,” Fang explained Conductix-Wampfler technical sales support engineers study the applications and materials handled to be able to propose the most appropriate and efficient solution to keep customers facilities on top of the bulk handling market.

“We are proud of the recent achievements in coal power plant installation as well as on open mining applications.

Important machine manufacturers like DHHI, ZPMC, NHI (North Heavy Industry) or HHI (Huadian Heavy Industry) have given us their trust to equip their machines with our MAG Drive cable reel solution as well as to choose the more sophisticated SMART Drive (Variable Frequency Drive) control. This is evidencing close partnership with respected companies,” Fang concludes.

In addition to providing new equipment for new machines, Conductix-Wampfler is actively providing services for maintenance, refurbishment and revamping of

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Circular giants meet booming industrial demands for stacking and reclaiming

Amid a year-on-year growing market upturn for containerboard and renewable energy, managing the huge volumes of organic material required for these booming industries requires an expert touch, not only to ensure the quality of the material, but also the safety of the pile and its efficient management.

All these elements are tied up in each other, and automation is proving to be the solution. This is a Bruks Siwertell speciality.

With an install base that totals into the hundreds, a very popular choice is the fully automated Bruks circular blending bed stacker reclaimer (CBBSR).

Almost hypnotic to watch in action, they are in increasingly high demand. A recent order

from an undisclosed packaging solutions giant, comprising a new CBBSR and truck dumper with receiving system, further swells the company’s reference list.

Woodyards supplied by Bruks Siwertell are seen as the industry model for highvolume wood processing, expertly managing vast, neat swathes of wood chips and various other materials.

INTELLIGENT TECHNOLOGY Essentially, the Bruks CBBSR lays down successive layers of material in a continuous 360° rotational pattern using a stacking conveyor that pivots through a complete circle. At ground level, a reclaim bridge moves into the pile with a harrow simultaneously agitating and fluidizing the material on its reclaiming face. A large diameter screw catches all the falling material and transfers it to the center where it drops onto the reclaim belt. This passes under the pile and emerges beyond its edge, leaving the base undisturbed.

They are a lifeline in the pulp and paper and bioenergy industries, which benefit fully from their true first-in first-out (FIFO)

mechanism, with the oldest material in the pile always being reclaimed first and blending reducing any variation to a minimum.

This is particularly key because of their organic feedstock; a residual side-stream from wood processing, namely, wood chips and sawdust, making it essential to protect them from degradation and the risk of ‘hot spots’ from microbial action.

Automation has brought considerable benefits to woodyards. Fully automated stacker reclaimers minimize the number of personnel-hours required for daily operations, delivering significant cost savings. They have a unique design that improves inventory control, as well as maintaining consistent quality.

Automated systems also have a fraction of the carbon footprint of a manually managed pile and offer much improved emissions control. These environmental gains stem from eliminating the continuous use of diesel-powered machines used to manage the piles. Fugitive dust emissions are also reduced in comparison to them, as the gentle nature of CBBSRs mean that

and the Bruks Siwertell service team has already spent time with PCA at the Wallula mill to ensure ongoing support and the necessary spare parts are to hand.

BOXING CLEVER

BIOENERGY GROWTH

COMMITTED TO GOOD SERVICE Like all of Bruks Siwertell’s machines, the CBBSR is designed for maximum wear life.

The harrow and carriage are mounted on a robust rail system located on top of the bridge, allowing the unit to reliably travel alongside the pile. The bridge is fitted with a dedicated control room that houses critical electrical engineering components.

All stacker reclaimers are fitted with similar insulated motor control units that have an isolated cabinet complete with

SUSTAINABLE STEPS Mills, pellet plants and power-generation facilities all operate on tightly controlled schedules with very little downtime. Bruks Siwertell’s woodyards, and all their constitute components, such as fully automated CBBSRs are heavily relied upon to deliver their contents day-in, day-out with the same levels of efficiency, reliability and material consistency; and they do. They also deliver environmentally, adding sustainability to industry processes.

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industrial environmental controls. Control rooms are shipped to customers’ sites pretested and fully assembled.

In line with Bruks Siwertell’s commitment to service from order to through life care, its teams are on hand when they are needed. Bruks Siwertell Americas offers customers strategic stocking programmes, which ensure that any necessary spare parts are rapidly available; an agreed quantity can be preordered, consolidated, tagged, packed and shipped at any time.

All customers are assigned a key account manager following commissioning

Packaging is not the only industry where demand is increasing. The energy sector has been increasingly offsetting the use of coal in power plants by substituting it with biomass pellets. To get the highest possible energy content for the end user, every stage of the biomass production process needs to be handled with care.

At the US Greenwood Colombo Energy plant, in South Carolina, which is owned and operated by the world’s largest producer of industrial wood pellets, Enviva, several Bruks systems are in operation. The site has undergone a number of modernizations since opening in 2016, including the adoption of a fully automated woodyard from Bruks Siwertell, which now realizes its owners’ ambitious plans for growing sustainable bioenergy production.

The plant either takes delivery of pre-processed wood chips via its two Bruks back-on truck dumpers, or takes delivery of full logs which are then processed in a Bruks drum chipper to turn them into chips. All wood chips are stacked and stored using a Bruks CBBSR. The entire woodprocessing and handling operation delivers a very efficient system that benefits from all the advantages of automation, ensuring the plant’s highest yields.

Enviva Biomass also operates a Bruks CBBSR at its Green Circle Bio Energy Inc plant in Cottondale, Florida. It began operations in 2008 and, with the help of its fully automated woodyard, has gone from an annual green wood chip processing capacity of 500,000 metric tonnes to three million.

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One of the largest manufacturers of containerboard and corrugated packaging in the United States, Packaging Corporation of America (PCA) — operating a network of six containerboard mills — has repeatedly turned to Bruks Siwertell for its wood-processing and handling expertise.

In 2019, Bruks Siwertell’s air-cushioned conveyor technology, The Belt ConveyorTM, made its debut at PCA’s highest-volume mill, Counce, in Tennessee, and in 2020, the company also required something special for its Wallula mill, in Washington.

The Wallula mill has two containerboard machines producing semi-chemical corrugating medium and kraft linerboard.

To improve operating efficiencies and reduce environmental impact and material degradation, PCA approached Bruks Siwertell looking to automate its woodyard.

Bruks Siwertell’s comprehensive solution includes two Bruks back-on truck dumpers, with covered receiving hoppers, which can each process up to six bulk trucks an hour; two circular blending bed stacker reclaimers (CBBSRs), one for handling wood chips, with a storage capacity of 35,000 tonnes and the other for sawdust, with a storage capacity of 20,000 tonnes; a sawdust metering tower; and a complete conveyor system featuring Bruks air-cushion conveying technology, The Belt Conveyor.

The entire package of equipment is designed to reduce dust emissions and control them.

This is particularly important as the mill is located in an extremely arid environment, with an average rainfall of less than 20cm a year. For example, the truck receiving systems are covered and equipped with dust collection systems, the conveyors are fully enclosed, and the overall system is design to operate at speeds that mitigate dust creation.

Phase one of this installation, which includes the two fully enclosed truck dumpers, the conveying system featuring The Belt Conveyor, and one CBBSR, is now commissioned and in operation. Closely following is phase two, which will include the installation of additional The Belt Conveyors and the second Bruks CBBSR. This will be completed towards the end of 2022.

ENGINEERING & EQUIPMENT

they do not ‘stir up’ fines and dust.

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Rossi gearboxes and gearmotors: high efficiency and modularity for mining industry

The mining industry is constantly evolving and facing countless challenges: process efficiency, productivity — combined with efficient use of soil, water, and energy — in harsh conditions where environmental impact plays an increasingly important role.

The mining sector requires particularly demanding applications, maximum performance, and reliability, so it is essential to optimize machinery and improve performance and operational efficiency to keep competitive.

Rossi solutions for mining and BMH applications, in the standard version or fully customized according to customer requirements, can ensure efficiency, modularity, reliability, and easy maintenance, even in the harshest and dustiest environments, typical of the mining sector.

Rossi, a consolidated partner for the mining industry, offers a wide range of products for the most different applications: overland or plant conveyor, stacker reclaimer, roller presses, apron and belt feeder, rail car dumper, thickener, clarifier, etc.

The EP series of planetary gearboxes are available in 24 sizes, ‘ready to use’ and

extremely compact, to the modular EP slewing drives with a torque up to 3,000kNm. G series, helical and bevel helical gear reducers and gearmotors, equipped with cast iron single-piece housings with high structural rigidity granting high performance, smooth running, and maximum precision thanks to ground helical and bevel gears of the highest quality class and optimized geometries.

H series, helical and bevel helical gearboxes, available in ten sizes and with nominal torque from 109 to 1,000kNm. Modularity can be considered one of the main features of Rossi production.

Product flexibility and modular architecture allow, starting from standard products, to assemble customized products and to design modular solutions that can be integrated, such as combined units and drive units on swing base, including the most varied and demanding application requirements.

Rossi is the technological partner of the main OEMs in the mining sector, for the supply of the technology necessary for extraction and handling, thus identifying the

best solutions for each specific application.

High-quality standards, three years warranty, customization, and a wide range of executions and accessories are just some of the elements that have always distinguished Rossi gear reducers and gearmotors.

Rossi S.p.A. is present in several countries of the world through an extensive sales and service network organized through branches and distributors, always close to the customer, from pre-sales consulting to installation and after-sales service.

ABOUT ROSSI ROSSI S.p.A. designs, manufactures and distributes a comprehensive range of gear reducers, gearmotors and electric motors, for several applications and industry segments, worldwide. Founded in 1953, Rossi has over 900 employees (250 abroad) and is active all over the world thanks to 15 international subsidiaries and three production facilities in Italy. Since 2004, Rossi has been a Habasit Holding Member company, a major global entity with its headquarters in Switzerland.

the environment matters

ENGINEERING & EQUIPMENT

ISG fertilizer solution

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around the world using bulk containers and its patented tippler to the fertilizer industry.

THE SYSTEM ISG is benchmarking its successful minerals system which has been implemented

The bulk containers are loaded at the production facility either by front-end

loaders or conveyor belts into roof hatches using chutes.

Once loaded, the containers are sealed and the lid is not removed again until the bulk product is ready to be emptied.

The containers are transported by road or rail to the loading port.

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ntermodal Solutions Group (ISG) has supplied a logistical, storage and shiploading system to the fertilizer bulk industry.

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CASE STUDIES v Container ports are employed for international export. v River ports are utilized for river distribution.

STORAGE The containers are used as storage sheds eliminating the usage of conventional dust and labour-intensive sheds.

At the river ports some customers have bagging facilities so the bulk product is unloaded using the container tippler into the bagging shed through a chute arrangement which then delivers the product into bags for river distribution.

At the ocean ports some customers use the current port facilities with the addition of the container tippler. When the

ship arrives, the containers are moved around to the quay side and lifted into the ship’s hold. The lid is automatically lifted off the container and then the tippler rotates the container 360° emptying the fertilizer into the ship’s hold.

The lid is then replaced and the containers are taken back to the processing plant to start the loop again.

TECHNOLOGY The patented bulk containers hold 26,580kg or 35m3 of product.

The lid can be removed for loading or hatches can be placed on the lid for chute loading.

The corner casting design stops any product being poured into the corner

YPFB in Bolivia required a system to move its bulk urea from Bulo Bulo in the Bolivian jungle 900km to Quijarro area at Gravetal port on the Tamengo channel close to the Brazil and Bolivian border.

The containers are loaded in Bulo Bulo and railed to the river port and unloaded using the tippler and a reach stacker into a chute for the product to be bagged.

Once the product is bagged, the fertilizer is distributed through the river port system.

The urea is moved by barges down as far as Argentina going through Paraguay and Uruguay unloading as they go.

Once the containers are unloaded the containers are returned to start the loop again.

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ENGINEERING & EQUIPMENT

casting saving on any clean up requirements and crane down time.

The internals of each container are painted with a special paint to stop corrosion.

The tippler is the only item required at an unloading facility and can be attached to any crane or reach stacker.

Lid lifter: using the ISG patented lid lifter, the system is automatic and eliminates labour and product loss.

TM

DRY CARGO

international

To find out how you can benefit from advertising in the world’s only monthly dry bulk publication contact Jason Chinnock or Andrew Hucker-Brown on: Tel: +27 31 583 4360; Fax: +44 1206 700840; Email: info@dc-int.com

Bulk handling in and around the Iberian Peninsula

Port of Málaga sees upward trend in bulk handling Málaga was the Spanish port that grew the most in percentage terms in 2021, with bulk movement being one of the most featured traffics.

This activity increased in 2021, even compared to pre-pandemic levels.

SOLID BULK

Sustainable Development Goals proposed by the Malaga Port Authority.

EXAMPLES OF INVESTMENTS Noatum Container Terminal Málaga, which manages its activity at Dock 9, has acquired a new hopper with a capacity of 180 tonnes, adding to the existing one, for loading and unloading solid bulk. In addition, it is expanding the storage area, adding four individual warehouses of 1,562m2 each, separated by 7-metre-high concrete walls and a maximum height of 13

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Solid bulks increased slightly by 5% compared to the previous year, maintaining the same activity as in the two previous years, with a movement of 1.5 million tonnes. The most outstanding operations

continued to focus on agri-food, which accounts for 41% of the total, to which must be added the movement of clinker, which accounts for 30% of the total solid bulk moved in the Port of Malaga during 2021.

The upward trend in solid bulk traffic in the Port of Malaga entails a commitment from the operators belonging to the Port Community, who have opted for investment in new infrastructures to carry out operations in a sustainable manner, thus adapting to the measures to meet the

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Jay Venter

REGIONAL REPORT

Spain and Portugal

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REGIONAL REPORT

metres, in addition to the other four that are operational.

These actions are part of the Terminal Remodeling Plan to adapt the current facilities and make them compatible with the movement of agri-food bulk, applying the appropriate sustainability tools to minimize particle emissions.

The logistics operator Servimad Global, which manages the movement of clinker in docks 6 and 7 of the Port of Malaga, is also focused on this point. The company, with extensive experience in the sector, was a

pioneer in 2019 by putting into operation a conveyor belt powered by FYMHeidelbergCement to apply environmental sustainability to the movement of clinker in the facility.

The belt is completely closed and has a suction system that eliminates the generation of dust in the environment, it transports the clinker from the dock to the ship’s hold itself thanks to a telescopic sleeve. The loading capacity of the belt is 650 tonnes per hour.

In addition, the comprehensive

management system of Servimad Global includes, for the coming months, the proposal to adapt the existing double hopper, through the installation of systems that reduce the emission of particles.

LIQUID BULK The port area also moved 237,270 tonnes of liquid bulk, revealing an increase of 14.8% compared to the previous year. The movement of oils was especially increased and already represents 75% of the total of this activity.

APRIL 2022

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Port of Tarragona returns to pre-pandemic handling figures

DCi 134

The coastal city of Tarragona and its port lie on the North-eastern Mediterranean coast of the Iberian Peninsula. Located just 50 minutes from Barcelona, the sea, rail and air communications make this territory a privileged region on the Mediterranean corridor, and also a strategic enclave in the north-western European arc.

The Port of Tarragona ended 2021 having handled 31.1mt (million tonnes) of goods, an increase of 19.5% and a return to pre-pandemic levels.

Solid bulks accounted for 24.6% of the total amount of cargo handled in the port, with a volume of 7.74mt, 19.5% higher than the previous year.

The most prominent bulk products in 2021 were agri-foods and coal. Agri-foods rose to 4.7mt, almost 3% more than the previous year. Coal exceeded 2.2mt, with a significant increase of 172%.

The port of Tarragona is an eminently industrial port, in which a large volume of the raw materials needed for the industry of the nearby hinterland is handled. It is clearly an importing port.

The purpose of agri-food products is the manufacture of animal feed. Spain is the leading feed manufacturer in the EU and is among the top ten manufacturing countries in the world. Most of the industry that manufactures these products is located within an approximate radius of 250km from the port of Tarragona. It should be noted that Spain is also one of the world’s main meat producers.

Tarragona is the most important port in

the Mediterranean for unloading these products, ahead of other Spanish and Italian ports.

Agri-food products come from different countries, including those on the shores of the Black Sea, the United States, Brazil and Argentina.

In 2020 the amount of coal moved through the port fell significantly due to the application of a restrictive policy on electricity production by coal-fired power plants with a view to closing all such plants in Spain.

However, the excellent infrastructure of the coal terminal has been taken advantage of to handle a considerable volume of coal in transit to other countries in the Mediterranean basin.

The facilities allocated to the storage of

agri-food products, with a capacity of more than 1.2mt, the specialization of the port and the dock infrastructure allow the high yield, highly productive unloading of these products. This makes Tarragona one of the most competitive ports in the Mediterranean for this type of cargo.

The facilities for unloading minerals, among which coal stands out, offer excellent infrastructures, depths of up to 20m, large-capacity gantry cranes and storage areas that cover an area of more than 114,000m2 just for coal.

In addition to coal, other bulk goods handled in the port of Tarragona include salt, clinker, cement, phosphate and other minerals, as well as scrap metal, sand and other products for recycling, such as glass or shredded tyres.

TMGA’s new facilities at the Punta Langosteira outer port are now operational. The company has increased its covered storage capacity to 42,000m2 with the construction of two new warehouses.

Investment in the Langosteira project now stands at €25 million.

The new automated agri-food terminal will make TMGA more competitive in the agri-food traffic of north-west Spain. It bolsters the Outer Port of La Coruña as a necessary link in the agri-food supply chain of the city’s hinterland.

The second phase of the project is scheduled to start in early 2023. TMGA will then install a closed cereal transport circuit from the wharf edge to the recently completed warehouses.

The terminal has been designed to efficiently manage the following operations with a high degree of automation: unloading, horizontal transport through a closed conveyor belt system, covered storage, acceptance and re-shipping of agrifood solid bulk.

REGIONAL REPORT

TMGA brings new agri-food facilities into service at the outer Port of La Coruña

GREATER DISTRIBUTION FLEXIBILITY

The new facilities are fundamental for managing the supply chain in north-west Spain. Customers have greater flexibility when it comes to making decisions and they now have more time at the destination to market and distribute their product.

As part of an important logistic ecosystem, TMGA is able to provide endto-end logistic solutions, such as chartering, customs formalities, unloading, insuring freight, storage, and delivering the product to the premises of the end customer.

The new agri-food terminal boasts innovative equipment and systems to automate the processes. They are also environmentally friendly to reduce CO2 emissions in port.

The construction of a closed circuit will eliminate approximately 32,000 lorry journeys a year from the port traffic, with the ensuing drop in CO2 emissions.

The facility also has ecological hoppers that eliminate the airborne dust emissions when unloading bulk carriers.

TMGA has been operating as a cargo handling-port terminal in the Port of La Coruña since 1995. In 2013, when the new

Along with its facilities at the inner and outer ports of La Coruña, the company operates at the Port of Ferrol and at the ports run by the Galician regional port authority.

Rodolfo Baroja, the company’s Business Development Director, explained that “the new facilities are increasing our distribution capacity in the agri-food supply chain, at a time when customers need solutions to address the growing demand of consumers. We are doing so more sustainably and minimizing carbon emissions to the atmosphere.”

APRIL 2022

ONE OF THE MOST ACTIVE COMPANIES IN THE PORT OF LA CORUÑA

Punta Langosteira outer port came into service, the company was the first to set up in the new terminal, while still keeping its facilities in the Inner Port.

TMGA is one of the most active companies in attracting new traffic to the Port of La Coruña, both bulk (agri-food, coke, fertilizers, stone, etc) and general cargo (iron & steel, timber boards, glass etc.), along with project cargo.

TMGA’s commitment to the outer port of La Coruña is linked to the development of the agri-food sector, a strategic and stable sector in Europe and Spain.

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ENVIRONMENTAL SUSTAINABILITY

DCi 135

REGIONAL REPORT

An overview of GRUPO ETE’s global operations

ETE Port Operations - Bulk and BreakBulk Terminal - Sugar.

APRIL 2022

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INTRODUCTION

DCi 136

GRUPO ETE is a well-known Portuguese group of companies within logistics, shipping, port operations, inland waterways, and the shipyards industry.

Today, the group employs more than 1,200 people worldwide throughout its 50 affiliated companies.

Operating in all Portuguese ports and in other countries, means being present where its clients need the group’s skills, namely Belgium, Cape Verde, Mozambique, Colombia and Uruguay.

GRUPO ETE provides a global and integrated service with the effectiveness and the availability to deliver without depending on third parties the right connections between shipping, port operations, forwarders and shippers.

PORT CONCESSIONS AND OPERATIONS Port operations have been a key sector that built GRUPO ETE’s prestigious reputation as the main port operator in Portugal.

Group companies currently operate in all Portuguese ports, managing nine port operations (five concessions and four operations in free pier), handling annually 16.5mt (million tonnes).

Co-operation between the Group companies in managing ports and terminal concessions allows a profitable usage of structures, experiences, and know-how as well as the capability to offer customers a broader service with competitive prices.

Operating 365 days a year under all types of adverse conditions, without compromising neither safety nor the environment, maintaining high levels of productivity, meeting deadlines, and guaranteeing less berthing time for ships, are only some of the reasons for the success achieved in this business sector. v Leixões (TCGL — Terminal de Carga Geral e de Granéis de Leixões), the port terminal for bulk and breakbulk cargo, under a public service concession. It moves over 3,8 mt per year. v Aveiro is a public port where operations are handled by private stevedoring companies. Aveiport is the GRUPO ETE company for operations in this port handling 1.3mt of dry cargo per year. v Lisbon — GRUPO ETE manages and operates 2 terminals under concession in this port.

o TMPB – Terminal Multiusos do Poço do Bispo handles 700,000 tonnes of bulk, general cargo and containers.

Its operation is connected to a midstream operation using floating cranes and barges. o TSA Terminal de Santa Apolónia – a multipurpose terminal operated by the group since 1995, this concession started operations in 2015 handling over 130,000 TEUs per year. v Setúbal — Tersado, is the managing company of the Group concession, the Multipurpose Terminal 1, handling 1,300,000 tonnes of dry cargo. Its stevedoring company Setefrete operates an extra volume output of 500,000 tonnes of dry bulk. v Sines (TMS – Terminal Multipurpose of Sines) a former coal and multipurpose terminal operated by GRUPO ETE since 1992 and under a new 20-year

GRUPO ETE 2021 TONNAGES TEU Bulk and breakbulk handled on terminals TEU handled on terminals TEU moved in shipping Bulk handling in shipping TEU handled in warehouses Containers moved by logistic operations Container’s gate in depots Inland waterways transport Total

150,000 170,000 12,000 72,000 46,000 450,000

Tonnes 9,500,000 1,300,000 1,500,000 75,000 225,000 1,300,000 2,600,000 16,500,000

ETE INLAND WATERWAYS Equipment Barges Capacity (tonnes) Pontoons Floating cranes Tugboats/pushers Multicraft Pax – RoRo Pax Vessel Total fleet

Portugal 14 40,000 3 3 3 1 1 25

Colombia

1 1 1

3

Uruguay 4 22,000

2 1

7

Total 18 62,000 4 4 6 1 1 1 35

REGIONAL REPORT

concession moved over 5mt of dry cargo, coal in bulk, breakbulk, project cargo and livestock. With an area of 40 hectares and equipped with cranes, stacker-reclaimers, conveyor belts, and a rail packing station this deep-water terminal is located on the southern coast of Portugal and presents a big development potential enlarging its hinterland to the south of Portugal and Spain.

INLAND WATERWAYS Inland navigation has been used as a complement to load and unload vessels, particularly dry bulk cargo, at anchor

midstream in the port of Lisbon. The group experience of more than 70 years on this kind of operation gives added value

to different clients and needs.

The know-how and equipment allow the group to provide different solutions to

Port Operations - Bulk and BreakBulk Terminal - Sugar and Cement.

ETE Port Operations - Bulk and BreakBulk Terminal - Cement.

www.drycargomag.com APRIL 2022

DCi 137

PORTUGAL Midstream dry bulk handling operations: mainly focused on the transportation of clinker and grain (600,000 tonnes per year).

Passengers and vehicles public transportation: Aveiro Ferry — operating two vessels in Aveiro river, the company transports annually 150,000 passengers and 40,000 vehicles.

COLOMBIA ETE Colombia started operations in 2012 loading coal at Santa Marta. The equipment flexibility and the acquired experience have been paramount to answer to different requests on the Magdalena River Navigation and to keep advanced local contacts for the development of river navigation.

URUGUAY Transfluvial, shared by GRUPO ETE and other local companies, assures the river transportation of 2mt of wooden logs to Montes del Plata pulp mill.

SHIPPING AND MARITIME TRANSPORTATION

Equipment Portugal Cape Verde Total Container 7 1 8 vessels Tanker vessels 1 1 RoRo vessels 4 4 Pax-cargo vessels 2 2 Total fleet 8 7 15

46,500 vehicles.

SHIPPING AGENTS NAVEX: Providing customers with the capability to move cargo from all ports on the Portuguese mainland and its island regions, representing shipping lines and providing services to vessels, allows the ETE network to negotiate and organize multimodal transportation providing flexible and versatile logistical solutions.

Beside its 20 offices Navex connections with other countries within the GRUPO ETE network, Belgium, Mozambique, Cape Verde, Guinea-Bissau, Uruguay or Colombia, as well as other destinations, are an added value to clients and stakeholders.

ATLANTYS: the brand of GRUPO ETE dedicated to the superyacht’s agency in Portugal, Azores, Madeira and Cape Verde, offering customized services, and leading the way on the growing demand in the Mid-Atlantic. In the last two years, Atlantys attended more than 150 superyachts in these destinations.

Navex Energy Logistics: focused on offshore, oil & gas and renewables, the brand is canvasing operations on the Portuguese coast, Cape Verde and West Africa.

LOGISTICS AND FORWARDING SERVICES Introducing a new forwarding agent concept with fast, reliable, and efficient service suited to each customer, allows a continuous flow of goods on water, land and air, and worldwide coverage through different partnerships.

GRUPO ETE owns its infrastructures at the main logistical destinations in Portugal, Azores, Madeira, Cape Verde and Belgium.

These are instrumental in stuffing, warehousing, handling, packing and distributing cargo, providing a different range of services related to the shipment and reception of goods for customers.

Shipbuilding and maintenance: in line with its diversification and innovation strategy, GRUPO ETE’s shipbuilding and

A WIDE VISION Internationalization: GRUPO ETE has expanded its operations to countries in Africa and South America, based on its experience and business know-how, and enlarged its scope of activities, namely to Belgium, Cape Verde, Mozambique, Colombia and Uruguay.

On an international partnership a new network has been developed — focused on logistic operations — enlarging its operations to Ghana and Japan through a company named NANAMI. Certification: GRUPO ETE companies, terminals and fleets are certified on IS0 9001, GTP, HACCP, ISO 27001, ISO 14001, OHSAS 18001, EMAS, ISM and ISPS. Vision and development: providing the supply-chain through its network of related companies, working on ports, shipping and logistics, the Portuguese GRUPO ETE offers its clients and stakeholders a complete and integrated set of added-value services, in different parts of the world. DCi

APRIL 2022

ENGINEERING

repair sector operates two shipyards in the Port of Lisbon, providing specialized workforce and equipment for maintenance and refit of container ships, bulk carriers, tugboats, oceanographic and naval vessels.

The Group’s shipyards offer services to a specialized market and innovative solutions for the construction of pilot boats, tugs, multicats, recreational launches and other small crafts.

Maintenance and repair of port and river equipment is also part of the shipyard activities.

Project development: a deep knowledge of the maritime industry based on its experience within port operations, shipping, and maintenance, provides a strong basis for successful project development and consultancy, offering services of building and design, inland navigation and ports.

In 2020, Navaltagus designed and started the construction of a 100% electric ferry, to operate in Aveiro, Portugal, an opportunity to acquire innovative knowledge, market projection and worldwide visibility.

Fleet and crew management: S&C specialized in fleet, crew and technical management, to domestic and foreign shipowners and participating in all sorts of technical and maritime actions.

GRUPO ETE guarantees a qualified service in supporting vessels, recruiting and managing crews — 350 crew members under management — supplying fuel, provisions and spare parts while in drydocking operations and tank cleaning.

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One of GRUPO ETE’s main priorities has been to reinforce the scope of its activities in all areas of maritime transportation, operating its 15 vessels fleet, owned or chartered.

Currently Transinsular is the most important line connecting mainland with Madeira, Azores, and Cape Verde combining services to Northern Europe, the Mediterranean and Far East offering the market a wide range of integrated and intermodal services and connections.

Transinsular is the main shipowner of the group together with V&S (Vieira&Silveira), Mareaçor (cabotage), Transinsular Cabo Verde (cabotage) and CV Interilhas (Passenger and roll-on public service).

CV Interilhas: Cape Verdean company, concessionaire of the public service of passenger and cargo transport, operates six vessels on a regular schedule serving all the nine islands. This concession has a yearly volume of 600,000 passengers and 165,000 tonnes of cargo including

SHIPPING & MARITIME TRANSPORT

REGIONAL REPORT

clients in other ports and countries, contributing to the expansion and internationalization of the business.

Inland and river navigation expertise has been recognized as an important asset of GRUPO ETE, as a partner and as an operator participating in different projects in various parts of the world.

DCi 139

INDEX OF ADVERTISERS Company

Page

Company

Becancour Waterfront Industrial Park

50

Mack Manufacturing Inc

BEUMER Group GmbH & Co KG

23

Mideco Jia Pty Ltd

Cambelt International LLC

94, 95

CANFORNAV Inc

51

Cleveland Cascades Ltd

5

Conductix-Wampfler

119

Control Systems Technology Pty Ltd

67

CRS — Container Rotation Systems Pty Ltd

3

Page 85 110

Morska Agencja Gdynia Sp. z o.o.

33

MRS Greifer GmbH

85

N.M. Heilig B.V. Negrini Srl Neuero Industrietechnik GmbH

107 Inside Front Cover, 77 Inside Back Cover

ORTS GmbH Maschinenfabrik

72, 73

Cygnus Instruments Limited

63

PEINER SMAG Lifting Technologies GmbH

75

Dampskibsselskabet NORDEN A/S

19

Port Milwaukee

39

RAK Ports (Saqr Port)

30

DELLNER BUBENZER

115

E-Crane Worldwide

11

EMS-Tech Inc

Front Cover

Great Lakes St. Lawrence Seaway Development Corp’n

RAM SMAG Lifting Technologies (UK) Ltd

123

RULMECA HOLDING S.P.A.

108

42, 43

Scantech International

69

Hägglunds

104

Sept-Îles Port Authority

37

Heyl & Patterson Equipment Division of The HALL Group

111

Shi.E.L.D. Services srl

21

Imeca/NKM Noell Special Cranes GmbH

7

SIBRE — Siegerland Bremsen GmbH

9

14

SIG Società Italiana Gomma Spa

Italgru S.r.l.

70

St Lawrence Seaway Management Corp

J & B Grijpers b.v.

83

Telestack Limited

JEM International

98

The CSL Group Inc.

Kardesler Grab & Machine Co.

79

thyssenkrupp Industrial Solutions AG

Konecranes Port Solutions - Konecranes GmbH

91

Toledo-Lucas County Port Authority

38

LD Ports & Logistics

17

Van Beek

96

Liebherr-Hydraulikbagger GmbH

13

Verstegen Grijpers BV

81

DCi

Intermodal Solutions Pty Ltd

101 35 Back Cover 47 117

DRY CARGO

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