August 2021 Issue Dry Cargo International

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IS S U E NO. 249 AU GU ST 2 0 2 1

FEATURES Iron Ore Trades

Petcoke Special Report

Ship-Unloaders

Shipboard Grabs

Highway H2O

North American East Coast

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

CONTENTS

Shiploader QM SL3000 with a loading capacity of 3,000tph suitable for Panamax and Capesize Vessels, being engineered & designed by Quarry Mining LLC and is right now under production in QM factory, Ras Al Khaimah. The shiploader is capable of linear travel at 25m/min, luffing with max. speed of 10m/min and a 150° slewing arc. It will be installed and commissioned within few months at SAQR Port, Ras AL Khaimah, U.A.E. and is one-of-a kind project that will be developed and executed in-house by a German–Emirati company.

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Quarry Mining LLC PO Box 9593, Ras Al Khaimah, UAE W: https://quarrymining.net/ E : info@quarrymining.net T: +971 (0) 7 2689799 F: +971 (0) 7 2689499

PUBLISHERS Jason Chinnock jason@dc-int.com

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AUGUST 2021 issue

Andrew Hucker-Brown

EDITORIAL Louise Dodds-Ely louise@dc-int.com

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Samantha Smith directories@dc-int.com

Bernice van Wyk

Editor Deputy Editor Directories Office Manager

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CORRESPONDENTS

Brazil India Asia Europe Malaysia Philippines South Africa UK UK UK USA USA

Patrick Knight Kunal Bose David Hayes Barry Cross Wira Sulaiman Fred Pundol Iain McIntosh Maria Cappuccio Michael King Richard Scott Colby Haines Walter Mitchell

ADMINISTRATIVE OFFICE

HEAD OFFICE

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

© Trade Publishing Int’l Ltd 2021

Strengthening commodity trends India still reliant on imported bauxite GLOBAL IRON ORE TRADES: CHINA SEEKS TO REDUCE DEPENDENCE ON EXPORTS FROM AUSTRALIA PETCOKE MARKET: ROILED BY CHANGE IN 2020: NOW WAITING FOR THE NEW NORMAL

SHIPPING & TRANSPORT

Woodchip carrier ‘VANGUARDIA’ delivered — will serve Daio Paper Corporation Shipping recovery benefits professionals LOKO CREEK LOGISTICS: ELEGANT SOLUTIONS TO COMPLEX CHALLENGES

PORTS, TERMINALS & LOGISTICS

Port’s largest-ever cargo helps secure Northumberland roads ABP King’s Lynn successfully handles its first shipment of granite Gangavaram sets possible world record in bauxite handling REPRESENT! SAMPLING, INSPECTION & ANALYSIS

ENGINEERING & EQUIPMENT

Cleveland Cascades to supply shiploading system to Cuba FLSmidth to acquire thyssenkrupp’s Mining business IT’S GOOD TO UNLOAD: UNLOADING TECHNOLOGIES IN FOCUS READY FOR ACTION: CRANES AND GRABS — ONBOARD AND IN PORT

BREAKBULK & BAGGING

PULP INDUSTRY: LATIN AMERICA REMAINS DOMINANT, WITH PLANS FOR FOUR NEW MILLS

REGIONAL REPORT

HIGHWAY H2O: THE BEATING HEART OF NORTH AMERICAN TRADE GETTING THE LOWDOWN ON THE NORTH AMERICAN EAST COAST

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19 21 23

26 27 28 34

39 45 47 61

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DRY CARGO

international

AUGUST 2021

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BULK CARRIER TRADE & FLEET OUTLOOK

Strengthening commodity trends lthough the broad outlook for commodity imports into a wide range of countries looks favourable, some differences among elements are prominent. During 2021 as a whole, global seaborne dry bulk trade is expected to achieve a solid recovery after last year’s pandemic-affected weakening, followed by further growth.

The latest (end July) International Monetary Fund forecast of global economic activity reinforces optimism.

Despite added doubts about progress in emerging market and developing economies, world gross domestic product growth is still estimated at 6% in 2021, with potential for almost 5% further expansion in 2022. However downside risks, including vaccine access, remain a threat, according to this new analysis.

A

COAL

News items about coal consumption around the world often have a negative tone. There is a heavy focus on the climate-change contribution of this energy source and the need for a diminishing role over the years ahead.

Yet, while this overshadows the longerterm outlook for seaborne trade, signs continue to point to a moderate trade revival in 2021, partly reversing last year’s decline with an increase of perhaps 4–6%.

A component which may not share in the strengthening trend is coking coal imports into Asia, the main parts of which are shown in table 1. But the small 2%

reduction envisaged within this group reflects a possible decline in China, prospects for which are hazy because import demand is not entirely reflecting commercial influences.

In other countries including major importers India and Japan, upturns are foreseeable.

IRON

ORE

Steel output in the first half of 2021 provided firm support for iron ore use and trade. World Steel Association figures show crude steel production in raw materials importing countries recovering rapidly from the low volumes seen in the same period of last year.

India achieved a 31% increase to 57.9mt (million tonnes), while the European Union saw a 18% rise to 77.8mt.

Japan’s 14% rise to 48.1mt was accompanied by 12% growth in China to 563.3mt.

While positive trends seem likely to persist in many countries over the months ahead, there is some uncertainty about China. In the first half of this year, China’s iron ore imports growth was much lower than seen in steel production, at under 3%, raising the volume to 560.7mt. Tentative signs have emerged pointing to slackening support for steel demand during the second half, restraining output and ore requirements.

GRAIN &

SOYA

Over the past twelve months a large global trade expansion has been unfolding in the wheat and coarse grains segment of grain and soya trade. In the

soyabeans and meal component growth has been comparatively modest and could remain slow.

According to US Department of Agriculture calculations, world trade in soyabeans and meal may see only marginal 1% growth in the 2020/21 marketing year ending September, raising the total to 229.1mt. While imports into many countries are rising, China’s volume is expected to be about 1% lower at 98.1mt. Elsewhere limited increases are envisaged in other Asian importers and the European Union, and also among other importers around the world.

MINOR

BULKS

Growth in seaborne aluminium raw materials trade — bauxite and the processed alumina — was rapid last year, contrasting with declines in many other minor bulks. The world total reached about 165mt, mainly reflecting strong expansion of China’s imports.

Another sizeable increase in global trade could unfold this year, amid recovery in aluminium using industries benefiting primary aluminium production.

BULK

CARRIER FLEET

Newbuilding deliveries augmenting the world bulk carrier fleet’s capacity in 2021 are set to fall compared with last year, as shown in table 2. A total in the 36–38 million deadweight tonnes range seems likely, a reduction of about a quarter.

This decline is expected to contribute to fleet growth deceleration.

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TABLE 1: KEY ASIAN SEABORNE COKING COAL IMPORTERS (MILLION TONNES) Japan South Korea Taiwan China India Total of above

2016 74.0 32.0 10.5 59.3 51.4 227.2

source: various & BSA 2021 estimates

* estimate

2017 71.9 32.2 11.1 69.9 50.3 235.4

2018 69.5 31.2 11.2 64.0 56.9 232.8

2019 69.4 31.5 10.9 74.7 56.5 243.0

2020 63.3 30.5 10.1 72.6 55.2 231.7

2021* 67.0 32.0 10.5 57.0 61.0 227.5

2020 2.4 9.4 12.1 25.0 48.9 17.5

2021* 2.5 7.5 9.5 17.5 37.0 –24.3

AUGUST 2021

TABLE 2: BULK CARRIER NEWBUILDING DELIVERIES (MILLION DEADWEIGHT TONNES)

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Handysize (10–39,999dwt) Handymax (40–64,999dwt) Panamax (65–99,999dwt) Capesize (100,000dwt and over) Total % change from previous year

2016 4.6 13.2 9.4 20.0 47.2

source: Clarksons Research & BSA estimates for 2021

2017 3.4 10.8 8.9 15.3 38.4 –18.6

2018 3.0 5.6 5.6 14.3 28.5 –25.8

2019 3.0 8.2 11.4 19.0 41.6 46.0

* estimate

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

India still reliant on imported bauxite Despite the fact that India has the fifth largest deposits of bauxite in the world, it remains a major importer of this commodity.

In the first quarter of the 2021-22 financial year, which ended June 10, it imported bauxite worth $51.97 million, of which companies involved in bauxite mining, transport and processing were the main purchasers.

Fifty per cent of India’s bauxite deposits are located in Odisha.

However, the reliance on imported bauxite, most of which has been used in the domestic aluminium industry, has resulted in a foreign exchange loss over the last six years totalling $571 million.

Indeed, imports have gone up 300% over the past six years, according to statistics released by India’s Ministry of Commerce.

Barry Cross

President Biden moves to protect water resources from coal-related pollution Former President Trump’s decision to weaken regulations on coal ash has been rolled back by President Biden, in a clear move to put the environment back on the country’s agenda.

In late July, the Environmental Protection Agency (EPA) announced that it would strengthen certain limits for coal plants that use steam to generate electricity.

During his administration, President

Obama had introduced regulations to limit contamination of water sources like streams, lakes and underground aquifers, a move then overturned by Trump.

On his first day in office, Biden signed an executive order directing the EPA to review all regulations and policies undertaken by the previous administration and rescind or revise any that do not protect public health and the environment; this recent decision is a

part of that larger decision.

EPA Administrator Michael S. Regan says the agency “determined that moving forward with implementing the existing regulations would ensure that water resources are protected now, while we quickly move to strengthen water quality protections and further reduce power plant pollution that can contain toxic metals such as mercury, arsenic, and selenium”.

AUGUST 2021

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Photo: Arnold Paul.

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Global iron ore trades China seeks to reduce dependence on exports from Australia

An unresolved riddle for commodity analysts is whether prices of raw materials used in steelmaking, iron ore, metallurgical coal and ferro-alloys are moved by how steel behaves in the market — or it is the other way round? writes Kunal Bose. Going back into recent times, it will be found that prices of iron ore, constituting the largest raw materials cost element in steelmaking and of steel have moved in the same direction since 2010. However, prices of iron ore and steel were disjointed in 2018.

But why did this happen? According to S&P Platts Analytics, in fairly long-time ore prices, then moderately range bound were not moved by rising steel prices.

Considering that China moves its mammoth steelmaking machine by using imported iron ore — mainly from Australia and Brazil and to a lesser extent from producers such as India, Russia and African countries — the volume of its buying should automatically have an important bearing on the mineral price.

Political frictions between Beijing and Canberra are rising, more recently because of Australia deepening its involvement with the Quad grouping with the US, Japan and India forming an anti-China tag team in the Indo-Pacific. But even then China will find it difficult to wrestle itself away from over 62% dependence on supplies of iron ore from Australia. The very distant Brazil has

a share of more than 21% of Chinese ore imports. China gets supplies of close to 17% of the steelmaking ingredient from other sources. Considering that China raised ore imports from Australia by 7% to 713mt (million tonnes) in 2020 (source: China’s General Administration of Customs), it will not be easy for Beijing to reduce its dependence on the world’s by far the biggest supplier of ore, whatever it may say about diversifying its import sources. Brazilian supplies last year was up 3.5% at 235.7mt. Imports from India rose sharply to 44mt from 23.8mt in 2019 and these constituted the most in nine years.

Almost two-thirds of Indian exports to China had less than 58% iron content.

Interestingly, Indian steelmakers have no appetite for ore with less than 62% iron (Fe) content and their marked preference is to use lump ore. According to Indian Bureau of Mines, the country is endowed with iron ore resources of 31.32bn tonnes, including 20.576bn tonnes of haematite and magnetite at 10.747bn tonnes, that should be good to fulfil requirements of the domestic steel industry. It should also leave enough surplus for exports. Despite this, though, Indian iron ore export policy has been marked by uncertainty and globally unpopular export duty, which also was subject to changes from time to time much to the dislike of importers. Now

secondary steelmakers with a share of 40% of India’s steel production have launched a major campaign based on what they claim the prevailing “abnormal prices of iron ore and pellets” for “restrictions” on export of raw materials. The easy supply of both iron ore and pellets, however, puts paid to their demand. Moreover, Indian miners have traditionally taken price cues from their global peers.

China will be putting a few bets on India because of its export policy zigzags. Then where does Beijing look to wherefrom it could secure large volumes of ores on a long-term basis for reducing its dependence on Australia and also imparting price discipline on big miners?

West Africa’s Guinea where at Simandou lie the world’s largest reserves of unexplored high quality iron ore. At the 110km range of Simandou hills, blocks No1 and No2 are holding approximately 3.6bn tonnes of high quality ore with ferrous content of 65.5% and above. But the principal challenge of opening mines at Simandou will be to build an approximately 650km railroad and also a modern deep sea port for ore shipments in bulk carriers.

The project has been in discussion since 2010 but the enormity of the task of developing time-consuming infrastructure of the kind that Simandou demands and raising funds proved to be too much for

TRADE & COMMODITIES www.drycargomag.com AUGUST 2021

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Rio Tinto, the original promoter.

Through all the ups and downs that the ambitious Simandou project had gone through, the Chinese interest has remained intact.

Lauren Johnston, a research associate at SOAS China Institute of the University of London told Nikkei that “extraction of Simandou’s iron ore reserves would transform the global market and catapult Guinea into an iron ore export powerhouse alongside Australia and Brazil.”

He further said in case China unlocks the prized resources at Simandou hills and drives a fall in international iron ore prices then “it could see selective commodity markets increasingly driven by intradeveloping country dynamics.”

The Simandou project as it is now is split into four blocks with China holding either a direct or indirect stake in each. The experience that China has gained in building infrastructure in a cost-effective way in different countries under the Belt and Road initiative will come to its advantage while executing the railway and the port in Guinea.

Being such a big buyer of iron ore in the world market — China’s imports of 1.17bn tonnes in 2020 were ahead of the earlier record of 1.075bn tonnes in 2017 — the country serious about acquiring mining assets in Africa and Latin America and seeking to secure increasingly bigger supply from a host of countries other than Australia would naturally want to keep the ore prices low to protect margins of steelmakers. Beijing knows it too very well

that the country’s steel production rise of 30% in the last five years to 1.170bn tonnes in 2020 in an environment when iron ore supplies remained virtually stagnant is bringing rich rewards to miners. According to US Geological Survey, the world iron ore production at 2.4bn tonnes in 2020 showed a small decline over 2019. The five leading producers of the mineral during 2020 were Australia (900mt), Brazil (400mt), China (340mt), India (230mt) and Russia (95mt).

Unquestionably, in the fertile environment of high iron ore prices capacity expansion by big and small miners should be a given. But global commodity specialist Argus says: “The larger Western Australian iron ore mining firms — BHP, Rio Tinto and Fortescue — are more reluctant to invest in major growth projects for their key direct shipping of ores, as they eye short-term competition from increased Brazilian production and longer-term competition from the development of large African deposits. But the smaller firms are prepared to fill the gap, particularly for lower-grade iron ores, whose stocks were sold in early 2019 when prices were strong and have not been rebuilt.” Argus further says while the big miners stay cautious in opening new mines, smaller producers will commission around 10mt new capacity by 2021 end with another 110mt capacity waiting to be developed.

China, in order to become a sobering influence on iron ore prices and cut its dependence on its biggest supplier of the mineral for growing political tensions, is planning big ticket investments in Guinea

and other places. However, the question being asked is why, apart from China, are big miners including BHP Billiton, Rio Tinto, Brazilian Vale — which encountered a major accident at Brumadinho when a dam collapsed in February 2019, releasing torrents of dark orange mine-waste sludge and killing as many as 270 people — and Fortescue are mostly engaged in creating new capacity compensating for production shutdowns in some ageing mines. No doubt the new mantra for the industry is to exercise capital discipline after the bitter experience of a good portion of investment of $1 trillion in new mines projects over a 15-year period since 2010 coinciding with China’s insatiable hunger for all kinds of minerals turned sour inviting wrath of shareholders. The Economist says: “After a round of firings, a new generation of mining bosses promised to do better. In the past few years, value not volume became the industry’s watchword.

“So far the miners have kept their promise. Although capital spending in the industry has grown since 2015, it is still 50% below its peak in 2012. Most of that has gone on sustaining current output, not adding new capacity.” High metal prices that have elevated prices of iron ore and many other minerals in their wake have not in any way changed the capital discipline now rigorously practised by mining bosses.

For a long time to come, industry leaders will not forget the consequences of torching shareholder value, including sacking of CEOs. As The Economist points out: “In the past 18 months three of the big

TRADE & COMMODITIES

BHP Billiton’s giant South Flank Mine. enough to meet the demand of steel industry for a good number of years. China perhaps will maintain its steel capacity more or less at the current level. After shedding ageing capacity, the country did add 40mt new steelmaking capacity in 2019. Much of that is in effect net capacity as the newly commissioned facilities replaced the ones that had been offline for a good number of years, says Platts Analytics.

While not much happened last year on Chinese steel capacity front, the world’s largest steelmaker with share of 57% of global output in 2020 will be commissioning around 28mt in 2021. Under India’s 2017 steel policy, the country is chasing a target of 300mt to fulfil a finished steel demand for 230mt by 2030. To support production of that order, India’s iron ore requirements by 2030 is estimated at 437mt.

Meeting that kind of target domestically in the presently available policies relating to mines auctions and then many successful bidders having paid high premiums abandoning projects looks highly challenging, says RK Sharma, secretary general of Federation of Indian Mineral Industries (FIMI). This is not to be contested since in the last three years India’s iron ore production was 206.44mt in 2018/19, 246.08mt in 2019/20 and 203.92mt in 2020/21, says BK Bhatia, joint secretary general of FIMI. Sharma is distraught that India has remained a sloth in exploration, with foreign groups hardly showing any interest in it because of policy drawbacks and unsure of rewards, to convert resource into proven reserve.

Unless there is strong revival in exploration and New Delhi makes an analysis of if auctions of mines has given any results and then goes back to the old system of first come first serve, the 437mt supply in 2030 from local sources will remain impossible to achieve.

AUGUST 2021

The successful execution of South Flank project will not, however, increase Australian iron ore exports as it is to replace BHP old mines earmarked for closure. The more a mine becomes old, the lower the quality of the extracted ore, especially the share of lump in total production, raising cost and seriously affecting operational margins. South Flank commissioning and progressive step-up in production will, therefore, be protective of BHP high profit margins. Luck plays an important role in the form of how ore prices behave when go-ahead is given for undertaking a highly capital intensive new mine project and at the time it starts actual production. Three years ago when work at site started on South Flank, iron ore was selling at less than $70 a tonne. When production started recently, the price was around $220 a tonne. No wonder BHP is expecting payback of capital cost of the mine in less than 12 months, which is rarely the case.

BHP depends on iron ore for most of its profits. Experts estimate that industry leaders benefiting from sizes of their operation and levels of mechanization have been able to keep their cash cost at approximately $20 a tonne. They also say even after allowing for all costs, miners such as BHP, Rio and Fortescue have all made enormous profits during the current boom. On 12 May, iron ore cargoes with ferrous content of 63.5%, delivery at Tianjin commanded a very high price of $237.57 a tonne, on declining stockpiles in China and concerns over supply. This ore variety, however, fell to $220 a tonne at July beginning. Since iron ore prices continued to rise from July 2020 with occasional blips, Macquarie Bank has forecast a 74% increase in BHP’s profits during the year ended June 2021.

One thing is there, the capacity available with the world iron ore miners should be

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five (mining groups) got new bosses. In January 2020, Mike Henry took the reins at BHP. A year later, Jakob Stausholm became boss of Rio Tinto.”

More recently, at the beginning of July, Gar Nagle took the reins at Glencore.

Incidentally, iron ore and fossil fuels account for over half the revenues from mining for the big five and three-quarters of their gross operating profits. An interesting point that The Economist makes is that “much of the cash flowing in thanks to surging commodity prices is going back to shareholders in record dividends and buybacks.” No wonder then shareholders benefiting from generous dividends and share buyback at highly attractive prices have become averse to companies risking capital in long gestation projects, which invariably encounters local protests and come under intense scrutiny for impact on environment and communities living in areas surrounding project areas.

What about BHP Billiton opening a new giant South Flank mine in Central Pilbara in Western Australia at an investment of $3.6bn? The ore extraction at South Flank that began on 20 May 2021 will in the beginning produce at an annual rate of 40mt. But in three years, supply from the mine will rise to 80mt. Edgar Basto, BHP president of Minerals Australia says: “South Flank is Australia’s largest new iron ore mine in over 50 years and has been delivered safely on time and on budget.

South Flank’s high quality ore will increase Western Australia’s average iron ore grade from 61% to 62%, and the overall proportion of lump from 25 to 30–33 per cent. South Flank’s ore will supply global steel markets for the next 25 years, helping to build electricity, transport and urban infrastructure across the globe. And its high-quality ore will have an important role in helping BHP customers lower greenhouse gas emissions.”

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Record prices boost Brazil’s export success, but will they last?

Record ore prices this year, are bringing high profits to mining companies. But will such prices persist, or are they an anomaly?

Mining companies the world over are celebrating the record prices of iron ore.

This is allowing companies such as Vale, Anglo American and Rio Tinto to reduce debt levels and increase investments and profits. The price of Brazil’s high quality ore, which contains about 65% of mineral per tonne of rock, which makes it extremely popular, passed the $225 per tonne mark in April. Two important questions now arise, however. What caused the ore price to surge and what happens next?

The reason for the record price rise, is by far the easier question to answer. On the one hand, supply has fallen — partly due to production restrictions in many countries, caused by the Covid pandemic — while unusually wet weather in Brazil delayed shipments to ports. The sharp increase in demand has been largely caused by the unexpectedly fast recovery of China’s economy, one of the countries in the world least-affected by the pandemic.

This has seen demand for Chinese made goods, both on the domestic market and for export, recover much faster than anticipated. The amount of steel produced in China this year is on course to be at least 15% higher as in 2,020. Some analysts suggest that the current strong demand for ore in China is a repeat of what happened in the early 2000s, indicating that a ‘super cycle’ in demand for all commodities is under way once more, as China embarks on a new round of infrastructure investments. But Vale’s chief executive, Eduardo Bartolomeo, does not agree.

Bartolomeo sees the present surge in demand as being because of the faster than expected recovery of the economies of most of the other industrial countries, not least the United States. US president Joe Biden seems to have decided that the best way to prevent a Republican victory at the next election, something which could involve the return to power of Donald Trump, is to make massive investments in infrastructure renewal, and by this means to attract support for his government.

This policy for growth is likely to be copied by several other Western nations.

Many of these have also decided that a return to traditional fiscal policy, involving balancing the books, is not the answer when the economies of so many countries have had to be bailed out by a increase in government borrowing. So for many

reasons, ore prices can be expected to fall only slowly, at least in the short term. Will both exporters and importers be affected to the same extent? Or will other factors, notably the growing concern about the impact of climate change also play a part.

Evidence for this is now growing fast, and could impact the production and export of ore, fundamentally changing the market in the future.

One important sign of the times is the growth in the use of electric arc furnaces, which use scrap metal as their raw material, rather than ore and coal.

Although scrap is now only responsible for an average of about 30% of the steel made worldwide, the percentage of scrap used varies greatly. It ranges from a low of only 12% in the case of China, to a massive 85% in countries in the Middle East, where electricity can be produced cheaply. Italy too is fairly near the top of the scale, with 82% of the steel produced there made from scrap. In the USA, 68% of all the steel made there also uses scrap.

Cheap electricity is not the only reason for the increased use of scrap in steel

making. The other is the greater availability of scrap itself. So it is not surprising that in mature economies such as that of the United States, as well as most countries in Western Europe, a significant proportion of their massive fleets of automobiles and trucks, as well as domestic appliances, are being scrapped each year. Even many elderly buildings are now being demolished, to be replaced by more modern ones, all of which is guaranteeing a steadily increasing supply of scrap.

Although China is now the world’s largest market for motor vehicles, the fleet there is still relatively young. So it will be many years before the scrap supply in China is abundant, and much of what is used, now has to be imported. But as consumer durables in China begin to age, more scrap will eventually be available there as well, and less ore will soon be needed.

China is also one of the countries most severely affected by pollution and the government there is worried about it.

Officials have been pressing for many of the elderly mills, where blast furnaces are DCi

continued demand from China, at least for a few more years.

Whether the company will expand production at its new Carajas mine to the planned 450mt, remains to be seen. It seems inevitable that total demand for iron ore will start falling soon, as the impact of global warming intensifies, and more mills switch to using scrap. The supply situation is further complicated by the fact that mining companies themselves are coming under increasing pressure regarding their contribution to global warming and climate change. While a decade ago, companies such as Vale faced muted criticism for allowing dams such as that at its Sobradinho mine to deteriorate, and collapse, these days such failures, which cost more than 100 lives, are attracting much more attention. Vale is also lagging behind the Australian mining companies such as Rio Tinto, Anglo-American and Fortescue, on Dow Jones’s ‘Sustainability Index’. The Brumadinho incident has already cost Vale several billion US dollars in compensation.

Another growing problem is the increased amount of criticism of mining by indigenous people. Several places where Vale operates in Amazonia, are in areas where Indians have prior claims. These

includes stretches of the railway which takes ore from the Carajas mines to the port of Itaqui. In the past, protests by Indians have halted trains, and this can be expected to increase, as worldwide concern about the rights of indigenous people rises, so Vale can be expected to likely to attract further unwelcome attention from this source.

Whatever the long-term prospects for iron ore are, for the time being Vale is not the only company in Brazil planning to push up its production. Anglo American, whose 157km-long slurry pipeline was damaged by an explosion a couple of years ago, now has plans to increase exports it its mine from the present 24mt a year, to 30mt in a couple of years’ time.

Brazil’s leading steel maker, the CSN company, also plans to increase the amount of ore it exports each year, to 40mt, at a time when it is selling various assets to pay off debts. The production and export of Brazil’s pig iron, most of which comes from Minas Gerais state, continues to do well.

Mills there have been working at 85% of capacity, while 67% of the production of its 46 smelters is now being exported to China. Pig iron prices rose to $500 per tonne in 2020, compared with $300 a tonne a year earlier.

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TRADE & COMMODITIES

now used, to replace these by less polluting ones using scrap. At the same time as the demand for scrap is rising, many the remaining older generation of mills, seeking to pollute less, are switching to using higher-quality ores, such as those produced in Brazil and Australia. The best of these ores can demand premiums of up to 35% higher than the average price.

High-quality ores are easier to process, and are less polluting than lower-grade ores. As pressures increase for all countries to take climate change issues more seriously, so does demand for higher quality ores. This should ensure that countries such as Brazil, as well as Australia, will see demand for their ore remaining at current levels for much longer than producers and exporters of low quality ores such as India will do.

Countries whose reserves of higherquality ores are shrinking fast, notably in China itself, which now imports more than 60% of all the iron ore traded each year world wide. Although Vale’s ore exports have fallen well behind expectations in the past couple of years, and an output hoped to reach 400mt (million tonnes) by now, has not happened, it seems likely that demand for Brazil’s ore will remain strong for some time, notably because of

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now waiting for the new normal to introduce itself

COKING BACKGROUND Petroleum coke is produced as a by-product in many oil refineries. Crude oil is first processed in an atmospheric distillation unit, followed by a vacuum distillation unit.

The heavy residuum exiting the bottom of the vacuum tower (i.e., vacuum tower bottoms, or VTB) can be used to make asphalt, residual fuel oil (RFO)3, or used as feedstock for a coker (see Figure 1— Simplified Coking Refinery Flow Diagram on p14) or other bottoms upgrading technology.

For decades, the refining industry has faced the problem that demand growth for transportation fuels (i.e., gasoline, diesel, jet

fuel) has been, and continues to be, much greater than for RFO. To put it another way, people are buying cars and trucks and flying on airplanes, but no one is building RFO fuelled power plants or industrial facilities. In response to this problem, the 1.“The ISA Global Economic and Risk Outlook”, Michael Weidokal, Advisian webinar “5 Things to Watch for in 2021”, June 15, 2021 2. OPEC+ is a combination of the 13 members of OPEC (Organization of Petroleum Exporting Countries) and a Russian led coalition of 10 additional petroleum exporting countries.

3. Typically, about 30% high value diluent such as light cycle oil needs to be added to meet RFO viscosity and density specifications.

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The petroleum coke market has been roiled by unprecedented production decreases and soaring prices.

Governments imposed lockdowns in response to the Covid-19 pandemic, resulting in huge economic disruptions; global GDP shrank by 3.3%, by far the largest decrease in global GDP since the Second World War1.

Almost simultaneously, there was a historic crash of oil prices followed by unprecedented oil production cuts by OPEC+2. These events impacted petroleum coke production and trade flows. However, before delving into these issues, let us give a brief background on petroleum coke.

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Ben Ziesmer, Pedro Mackay & Rituraj Jha, Advisian

TRADES & COMMODITIES

Petcoke market: roiled by change in 2020

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refining industry developed various technologies to upgrade VTBs to produce more valuable light products and eliminate the need to produce RFO. Cokers have been, and continue to be, the dominant bottoms upgrading technology. They allow refiners to reduce production of RFO per barrel of crude oil processed and bridge the gap between the growth in demand for light products and RFO demand growth. To summarize, the primary purpose of a coker is to reduce the production of residual fuel oil by converting heavy VTBs into high value transportation fuels (gasoline, diesel, jet fuel, etc.) with petroleum coke produced as a by-product of the coking process.

It is also important to recognize that the

series of factors including the capacities and capabilities of the various processing units within the refinery, the expected operating state of various processing units, crude oil pricing and availability of different qualities of crude oil, and demand for refined product production.

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PETROLEUM COKE MARKETS

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percentage of VTBs produced as a result of refining crude oil increases dramatically as the crude oil gets heavier (i.e. lower specific gravity). For example, about 10% (by weight) of light Arabian crude oil becomes vacuum tower bottoms, whereas, almost 40% of very heavy Mexican Maya or Alberta crude oils become vacuum tower bottoms.

Consequently, the percentage of crude oil that becomes petroleum coke increases dramatically (see Figure 2 – Impact of Crude Oil Type/Weight on Petroleum Coke Production), and refineries that are designed to process heavy crude oils are much more likely to have coking capacity (or other VTB upgrading technology) than refineries designed to refine lighter crude oil.

Traditionally, cokers are installed in oil refineries to convert VTB and other heavy residual oils into higher-value light transportation products (e.g. gasoline, jet fuel, diesel fuel). Until recently, a coker almost invariably increased refinery

profitability because the yield of high-value transportation fuels is maximized and the production of low-value RFO is minimized4.

While the coking process has been in use since the 1930s, petroleum coke (petcoke) production has seen its largest growth since 1995 (production: 1995= ~30 million WMT, 2018 = ~140 million WMT) principally because light transportation petroleum product demand grew faster than RFO demand worldwide and the overall global crude slate got heavier.

Consequently, petroleum coke production grew much faster than crude oil demand (1995-2018 CAGR = 6.6% for petcoke vs.

1.6% for crude oil).

Refineries run a blend of different crude oils (known as the crude slate), and choices of crude oils which are in the crude slate very significantly impact the quantity of petroleum coke that is produced per barrel of crude oil that is processed (see Figure 2).

It should be pointed out that the selection of the crude slate is driven by a complex

Petroleum coke (petcoke) is unusual because it is used not only as a heat source (i.e. fuel) but also as a carbon source in metal production and chemical processes.

Petroleum coke that is used as a carbon source requires better quality (e.g. low sulphur and metals content) and commands higher prices, driven by different factors than fuel-grade petcoke prices.

Green5 petcoke is usually upgraded by calcination when it is used as a carbon source. Calcination is a process that uses heat to remove moisture and volatile matter from petcoke, improves critical physical properties, and converts green petcoke into an electrically conductive form of carbon. Green petcoke that has been calcined is referred to as calcined petroleum coke (CPC). The largest market for CPC is in the production of carbon anodes for aluminium smelting. Other uses 4. Since the early 1990’s cokers have also been used in upgraders that produce various grades of synthetic crude oil (SCO) from bitumen or ultraheavy crude oils. This type of upgrader exists in Venezuela where ultra-heavy Orinoco Belt crude oil is upgraded and is exported as lighter crude oils, and in Canada where upgraders are used to produce SCO from the bitumen derived from Alberta oil sands. Upgrading economics are driven by crude oil economics, not refining and coking economics.

5.Technically, all petcoke that has not been calcined is green petcoke (GPC). However, within the petcoke industry, the term GPC is usually only used for petcoke that is used as calciner feedstock.

2020 – A YEAR OF UNUSUAL CHALLENGES Going into 2020, the refining industry was expecting that bunker demand for the

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for CPC are in the production of carbon electrodes for electric arc furnaces, titanium dioxide ( TiO2) production, and as a recarburizer (i.e., carbon raiser) in the steel industry. Almost 30% of the petcoke produced is sold into these higher valueadded markets for higher quality petcoke; the remaining production is used as a fuel source.

Fuel-grade petroleum coke is used in a variety of industries (see Figure 3 – Global Petcoke Demand Segments), primarily as a substitute for coal, but sometimes for fuel oil. Petroleum coke has higher calorific value (i.e., kcal/kg) and much lower ash content than coal. However, it is more difficult to burn, has higher sulphur content, and is more difficult to pulverize6 so it typically sells at a discount to coal.

The cement industry is the largest consumer of petroleum coke because cement kilns are particularly well suited to burn petroleum coke, and cement kilns inherently capture approximately 90% of the sulphur oxides (SOX) emissions resulting from burning petroleum coke.

The ‘other industry’ category includes lime7, brick, calcium carbide, and glass production plus gasification of petroleum coke. The ‘long-term storage’ category refers to petroleum coke produced as a by-product of upgrading bitumen (primarily Western Canadian oil sands) where the petcoke is placed underground as part of the reclamation process associated with the open cast (open pit) mining of bitumen.

consumption of high-sulphur residual fuel oil (HS RFO) would plummet to comply with MARPOL 20208. The maritime industry consumed around 3.2–4.0 million barrels per day (180–230 million tonnes/year) of high-sulphur residual fuel oil (HS RFO) in 2018 and 2019 — this market is important to many refineries as an outlet for their HS RFO. It was expected this reduced HS RFO demand would cause a glut of HS RFO, and the price discount of HS RFO as compared to crude oil would increase significantly. Since coking economics tends to improve when the discount of HS RFO to crude oil increases, it was expected that coking economics would be very favourable and petroleum coke production would be robust. This turned out to be the case as US Gulf Coast (USGC) petroleum coke

8. MARPOL 2020 refers to the International Maritime Organizations’ MARPOL (International Convention for the Prevention of Pollution from Ships) Annex VI, Regulation 14 rule limiting sulfur oxide (SOX) emissions globally from seaborne vessels that went into effect 1 January 2020.

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7. Lime kilns are very similar to cement kilns and have the same inherent capabilities to successfully burn petcoke like cement kilns

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production rose significantly during the fourth quarter of 2019 and in January and February of 2020 (see Figure 4 – USGC Refinery Utilization Rates & Petcoke Production).

However, then governments around the world began implementing lockdowns to control the Covid-19 pandemic. This caused refined product demand to decrease significantly, though, at first it was not entirely clear just how much demand was going to drop overall. As commercial passenger air travel plummeted, automobile use fell (especially for commuting), freight slowed, and export markets for US refined products decreased, the demand for US refined products rapidly fell. Consequently, US refinery utilization rates plunged in April and May 2020, and USGC refinery utilization rates followed the same trend (see Figure 4 – USGC Refinery Utilization Rates & Petcoke Production).

USGC refining utilization rates began to recover during the summer of 2020 until Hurricane Laura hit east Texas and western Louisiana in late August. Recovery from Laura was delayed when Hurricane Delta hit nearly the same area six weeks later.

Weather events affecting the USGC are particularly important because more than 50% of US refining capacity is located within the USGC region and approximately 75% of US petroleum coke exports depart

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from the USGC. Just as utilization rates were recovering from hurricanes, Arctic Storm Uri hit Texas in February 2021 causing refineries to shut down due to lack of power and/or natural gas. Utilization rates for the week ending February 26 plunged to the lowest levels since the US EIA began tracking refinery utilization rates in 1990. Some refineries experienced extensive damage due to frozen pipes and other equipment, delaying restarts. The last time a similar arctic storm hit Texas was in 1899.

OPEC+ PRODUCTION CUTS —

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SURPRISINGLY IMPORTANT TO PETCOKE

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In April of 2020, OPEC+ members, consisting of 13 OPEC (Organization of Petroleum Exporting Countries) members and 10 non-OPEC oil exporting countries led by Russia, decided to curtail 9.7 million bbl/day of combined crude oil production during May and June of 2020, then from July to December OPEC+ agreed to reduce its combined crude oil production by 7.7 million bbl/day, followed by 5.8 million bbl/day of combined crude oil production cut from January 2021 until April 2022. This historic production cut followed the agreement between Saudi Arabia and Russia to increase international crude oil prices, which had cratered by the combined effects of the Covid-19 pandemic and the short-term price war between Saudi Arabia and Russia. In addition to the agreed production cuts, Saudi Arabia and few other OPEC members voluntarily contributed additional production cuts. The production cut agreement was successful, as the monthly average price of Brent and WTI roughly quadrupled from April 2020 until June 2021.

Recently OPEC+ members decided to slow their planned phase out of production cuts, delaying the end of the agreement to September 2022. After a brief stand-off between Saudi Arabia and UAE, the production cut amendment was approved, and OPEC+ will raise overall crude oil production by 400,000 bbl/day from August 2021 until April 2022. Thus, 3.6 million bbl/day of crude oil production is expected to be added back to the market between August 2021 and April 2022. From May to September 2022, the remaining 2.2 million bbl/day of crude oil production is expected to be restored. The members, however, kept a three-month buffer (i.e., OctoberDecember 2022) to further adjust production, if needed, because of the possible rise of Iranian supplies and/or a further Covid-19 wave of infections.

These oil production cuts are especially

important to the petcoke market because OPEC producers tend to preferentially cut heavy oil (which trades at a discount to lighter crude oils) production to maximize revenue from reduced oil production. As we noted previously (see Figure 3 – Impact of Crude Oil Type/Weight on Petcoke Production) migration to lighter crude oil also means less petroleum coke will be produced from each barrel of crude oil. It took some time for this impact to work its way through the crude oil market as huge inventories were built in March before the OPEC+ production cuts impacted refinery crude slates. However, in time, USGC crude slates became lighter and less petroleum coke was produced. For example, USGC refinery utilization in March 2020 was 90.2%. Following Arctic Storm Uri, USGC refinery utilization had recovered to 87.5% by April 2021 but petcoke production was 10% less than in March 2020 (see Figure 4- USGC Refinery Utilization Rates & Petcoke Production).

TRADE FLOW CHANGES Petroleum coke trade patterns changed markedly during 2020. Initially, exports from the USGC to Asia (excluding China) were significantly higher during the first four months of 2020 on a month over month basis (e.g., January 2020 vs. January 2019). Then export volumes (month over month basis) were similar from May through August, followed by sharply lower export volumes in 2020 vs. 2019 during September through December (see Figure 5 – USGC Petcoke Exports to Asia [excluding China]).

The reason these trade flows changed is that, unlike previous economic retractions,

petroleum coke production decreased much more than did petroleum coke demand. European and Latin American cement producers were surprised at the strength of demand for cement. With reduced supply and resilient demand, petroleum coke prices rose. Eventually petroleum coke prices, FOB vessel USGC, rose to the level where USGC petcoke was no longer competitive versus coal ($/MMBtu CFR basis) in India, Pakistan, and many other Asian countries due to the much higher freight costs associated with the long voyage distances from the USGC to Asia as compared to coal exported from Australia, South Africa, or Indonesia.

However, USGC petroleum coke was still competitive versus coal into Europe, Middle East/North Africa (MENA), and Latin America because the voyage distances are much shorter.

One could say that in the later part of 2020, the USGC petcoke market went ‘Back to the Future’ in the sense that it reverted to pre-2008 petcoke market conditions. Prior to 2008, the clearing market for USGC petroleum coke was the Mediterranean market. However, when the great recession of 2008 hit, there was insufficient demand in traditional European, MENA, and Latin American markets, and petroleum coke prices crashed. In early 2009, Chinese and Indian buyers entered the market, halting the downward slide of prices. Even after the recession ended, the clearing market for USGC >6.0% sulphur petroleum coke remained Asia as USGC petcoke production grew faster than demand in traditional European, MENA, and Latin America markets.

However, 2021 has been more

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complicated in that USGC petroleum coke exports to China have been sharply higher than in much of 2020 while the trend of sharply lower exports to the rest of Asia continued (see India discussion below for more details). Year-to-date through May 2021, USGC petroleum coke exports to China are up 73% versus the first five months of 2020. The increased volume to China is partially explained by the purchase of some quantities of higher quality USGC petroleum coke that can be used for its calcining industry. However, most of the increased exports was fuel-grade petcoke purchased by Chinese buyers willing to pay higher prices than other Asian buyers, possibly because of China’s serious coal shortage.

PETROBRAS PETCOKE MARKETING CHANGES AFFECT TRADE FLOWS

SOUTH AMERICAN PETCOKE – BECOMING MORE IMPORTANT

WHEN WILL INDIA RETURN TO PURCHASING USGC PETCOKE? India holds the world’s second largest cement production capacity after China, and, until very recently, was one of the biggest importers of USGC petroleum coke. With the devastating effect of Covid-19 pandemic on the Indian economy, especially in the construction sector, cement production in India during the financial year 2020-2021 (April 2020–March 2021) is expected to have dropped by 16% year over year. Before that, during the financial year 2019–2020 and 2018–2019, cement production in India

was higher by 2% year over year and 13% year over year, respectively.

For years India has been a major export destination for USGC petroleum coke. For example, 21% of USGC petroleum coke exports went to India in 2019. This trend continued during the first four months of 2020 with 21% of USGC petcoke exports destined for India. However, India’s share of USGC exports dropped as 2020 proceeded with 14% of USGC exports going to India during May through August, and then further dropped to 9% for the last four months of 2020.

This downward trend continued with only 5% of USGC exports doing to India during the first five months of 2021. Indian cement producers cut their USGC petcoke imports due to its relatively higher cost ($/MMBtu CFR basis) as compared to seaborne thermal coal (South African, Australian, and Indonesian) and domestic petroleum coke. India has the world’s second highest number of Covid-19 cases and recently saw a severe second Covid-19 wave, with the rolling seven-day average peaking at approximately 400,000 new cases per day in early May. The number of cases subsequently subsided, averaging about 40,000 new cases per day in late July. However, as of July 22, only approximately 24% of the Indian population had received their first dose of a Covid-19 vaccine, while about 6% of the total population is fully vaccinated, and 3.8 million doses of vaccines are being administered per day.

Indian cement producers are facing a demand crisis due to Covid-19 lockdowns severely affecting utilization rates. Once Covid-19 related restrictions are lifted in certain parts of the country, especially on

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A combination of factors could elevate the role that South America plays in the petroleum coke market and potentially transform the region into a petcoke hub.

Higher volumes of inbound and outbound petcoke of different qualities flowing

through port terminals create opportunities in blending, screening, and sale to domestic retail customers.

Furthermore, reliable sources of low sulphur GPC are becoming increasingly more important with growth in primary aluminum production and the resulting demand for carbon anodes.

South America has a relatively high concentration of low sulphur GPC supply which has been underutilized for many years as fuel-grade petcoke in Brazil and Argentina. Even though Argentina has a lower refining and coking capacity than Brazil, the potential also exists to unlock GPC supply from the domestic market for export. This would also result in larger quantities of imported fuel-grade petcoke or coal into Argentina. Finally, another possible development could be petcoke calcining capacity additions in South America. Petcoke calcining capacity close to coking refineries makes sense from both a strategic raw material perspective and efficient transportation as CPC has virtually no moisture content.

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Changes in the marketing of petcoke by Brazil’s state-owned oil company Petrobras have altered trade flow dynamics in different ways. In February 2021, Petrobras elected to not renew a long-standing marketing agreement with BR Distribuidora, the retail and distribution arm of Petrobras. Instead, Petrobras conducted a tender process and awarded petcoke marketing rights to two firms for the export business. As a result, there are now three companies marketing Petrobras petcoke, including Petrobras itself.

The move essentially unlocked Brazil’s a supply of low sulphur petcoke (calcinable grade GPC) that was previously virtually inaccessible to the outside world. Under the new marketing format, GPC exports are expected to surge, as overseas demand for premium GPC continues to grow in higher value industrial applications. In fact, 2021 GPC exports are set to more than double last year’s volume even though petcoke production at Petrobras refineries is expected to be lower as compared to 2020. On the other hand, Brazilian petcoke consumers will need to increase imports of fuel-grade petcoke or coal to compensate for the loss of Petrobras supply. The new dynamic will dramatically increase volumes of inbound and outbound seaborne petcoke into and out of Brazil for the foreseeable future.

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the western side, demand will start to recover. If USGC petcoke prices fall sufficiently and cement demand in India recovers, cement producers probably will revert to importing USGC petroleum coke.

SHORT-TERM OUTLOOK Focusing on the rest of 2021 and into 2022, recovery of petroleum coke production depends on the pace of economic recovery.

More specifically, how fast refined product (e.g., gasoline, diesel, jet fuel) demand will recover depends on how quickly the world can transition from Covid-19 being a pandemic to it being an epidemic (i.e., a manageable public health issue that does not result in restricted economic activity).

However, increased petroleum coke production is not solely dependent on increased refinery throughputs; it also depends on the type of crude oil that coking refineries process. The crude oil available to the market depends on OPEC+ policy. Presently, current OPEC+ policy calls for a gradual phasing out of production cuts by September 2022, but the viability of this policy depends on crude oil demand, which is ultimately linked to economic growth.

LONGER-TERM OUTLOOK – PETCOKE

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MEGATRENDS

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Developments in specific industries as well as the evolution of the energy transition are expected to significantly shape the petroleum coke industry going forward.

We refer to these developments as petcoke megatrends and are summarized as follows: v Repurposing of petroleum refining assets to renewable fuels. v Amount of permanent refined product demand destruction due to the accelerated transition to work-fromhome and virtual business conferencing as a result of COVID-19 restrictions. v MARPOL 2020-related changes in bunker fuel demand. v Electric vehicle adoption v Growth in aluminium production (primary and recycled). v Inert anode (also known as ‘carbon free’) aluminium smelting technology (eliminates current need for calcined petroleum coke in consumable anodes) Each of these trends will have a different impact on petcoke production or consumption and the net effect will determine the future course of petroleum coke. These megatrends will be discussed in more detail at our upcoming 20th Annual Petcoke Conference.

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About the authors Ben Ziesmer (Senior Adviser) Ben is a widely recognized authority in global petroleum coke consulting. He successfully led Advisian’s Fuel Grade Petcoke practice for many years and now acts as a senior advisor to the team. Ben continues to be a key contributor to Advisian's Pace Petroleum Coke Quarterly, as well as providing support to single client consulting projects, the annual Advisian Petcoke Conference and other Advisian petcoke related publications.

Pedro Mackay (Principal Consultant) Pedro has 28 years of experience working in various energy-related fields such as oil exploration, solid fuel purchasing and trading including petroleum coke and coal, ocean freight chartering, consulting in the petroleum coke industry, and raw materials purchasing in the coke calcining industry.

Through his career, Pedro has held responsibilities focused on purchasing and supply chain aspects related to solid fuels for cement plants and raw materials for calciners, solid fuel trading, ocean shipping, and consulting. He holds a bachelor’s degree in Mechanical Engineering from the University of Texas at Austin and a Master’s in International Management from Thunderbird.

Rituraj Jha (Consultant) Rituraj is Mumbai-based consultant for Houston Market Services team (Advisian) and is a contributing author for Advisian’s Pace Petroleum Coke Quarterly© (PCQ) and Calcined Petroleum Coke Report© (CPC). He is also involved in numerous petroleum coke market studies and is team’s regional expert on Indian petroleum coke market.

Background-wise, Rituraj is a chemical engineer from one of India’s top engineering colleges, with a specialization in petroleum refining and natural gas processing.

Advisian (formerly Jacobs Consultancy, Inc. and previously The Pace Consultants, Inc) has published the Pace Petroleum Coke Quarterly© since 1983. The report has been published monthly since January 1985 and is considered the global authoritative source of petcoke market information.

(NOTE 1): Emissions regulations: Regulations to prevent air pollution generated by merchant vessels were established in Annex VI issued in 2005 of the MARPOL Treaty adopted by the IMO. Since then, emissions regulations have been strengthened on a global scale. The allowable sulphur content in ship fuel oil in general sea areas has been reduced to 0.5% or less, requiring regulationcompliant bunker oil or installation and use of SOx scrubbers on vessels.

The Ballast Water Management Convention: a September 2017 treaty requires the control and management of ballast water and sediment discharges.

Ballast water, which is taken onboard to stabilize vessel, can move aquatic organisms to non-native habitats, where they might threaten biodiversity and harm

local ecosystems. Vessels from countries ratifying the treaty are required to install an IMO-certified BWMS (Ballast Water Management System) to ensure that the number of marine organisms contained in ballast water is below the regulated level.

Energy Efficiency Design Index: Carbon dioxide (CO2) emissions when transporting one tonne of cargo in one mile. In EEDI Phase3 (applicable to woodchip carriers contracted after 2025), the vessels will be required to achieve a 30% reduction in CO2 emissions from the EEDI baseline in their design phase.

(NOTE 2) MOL Group Environmental Vision 2.1 | Environment | Sustainability | Mitsui O.S.K. Lines (disclosure.site). MOL Group will continue to promote “Enhancement of

Energy-Saving Technologies”, including Propeller Boss Cap Fins (PBCF), and will continue to move forward toward the achievement of Environmental Vision 2.1.

(NOTE 3) Advanced Control for Ecology estimates disturbance effects such as wind and tide by setting the vessel's course direction, and optimally controls the helm to minimize route deviation and reduce the number of course changes required during a voyage, achieving reductions in fuel consumption.

(NOTE 4) Propeller Boss Cap Fins (PBCF) is an energy-saving system to improve propeller efficiency and reduce vessel fuel consumption, and was developed by a group of companies including MOL.

SHIPPING & TRANSPORT

Mitsui O.S.K. Lines, Ltd. (MOL; President & CEO: Takeshi Hashimoto) has announced that on 10 August 2021, the wood chip carrier VANGUARDIA with a cargo capacity of 4.3 million cubic feet, was delivered to Oshima Shipbuilding Co., Ltd. (Oshima Shipbuilding; President: Eiichi Hiraga; Headquarters: Saikai-shi, Nagasaki Prefecture). MOL will operate the vessel, which transport wood chips for Daio Paper Corporation (President & CEO: Yorifusa Wakabayashi; Headquarters: Chiyoda-ku, Tokyo).

The vessel is equipped with a SOx scrubber and Ballast Water Management System (BWMS) and in pre-compliance with the Energy Efficiency Design Index (EEDI) phase 3 to be in conformity with stricter environmental regulations (Note 1). It also has environmentally friendly specifications in line with ‘MOL Group Environmental Vision 2.1’ (Note 2) such as Seaworthy Bow (a bow shape that reduces the decline in vessel speed during adverse weather) and Advanced Flipper Fins (energy-saving equipment to improve propulsion efficiency)which are Oshima Shipbuilding's technologies, Advanced Control for Ecology (ACE) (Note 3), a cutting-edge hull shape with an improved stern shape, and Propeller Boss Cap Fins (PBCF) (Note 4) in addition to adopting an electronically controlled engine and lowfriction ship bottom paint.

MOL continually strives to offer safe and stable wood chip transport service for customers including paper manufacturers around the world while caring for the environment, and contribute to a stable supply of resources.

NEWS

Woodchip carrier ‘VANGUARDIA’ delivered — will serve Daio Paper Corporation

NEWS SHIPPING & TRANSPORT

ClassNK grants its first DSS(Hull Monitoring) notation for 211,000dwt bulk carrier ‘DREAM CLOVER’ Major classification Society ClassNK has granted its notation indicating that the vessel is provided with the cutting-edge hull monitoring system, for DREAM CLOVER, 211,000dwt bulk carrier which was built by Japan Marine United Corporation for Daiwa Kisen Co., Ltd., and to be chartered by NYK Line (delivery 28 July 2021). The vessel is marked with the first DSS(Hull Monitoring) on its notation in ClassNK’s registry.

In the light of the rapid technological evolutions of hull monitoring systems and the industry’s growing needs, ClassNK released Guidelines for Hull Monitoring in June 2021, utilizing the outcome of R&D(*1) performed by stakeholders. The guidelines include the comprehensive requirements to be met to achieve functions contributing to improving the

safety of the hull structure and the class notation indicating that the ship is provided with specific functions.

The cutting-edge hull monitoring system equipped to DREAM CLOVER has functions such as assistance for maintaining and managing the ship based on the fatigue strength evaluation and assistance for the captain’s operation in the rough condition.

ClassNK has verified the vessel according to the related guidelines and issued the class certificate with DSS(HM(F+LS,O)) notation for hull monitoring, the first in ClassNK’s registry, and DSS(EE) for energy efficiency analysis function.

As a part of Japan Ship Technology Research Association’s “R&D of the highly accurate digital twin models for ship hull structures (Supported by The Nippon

Foundation),” additional sensors and measurement devices are going to be installed to the monitoring system of the vessel, and the verification of the digital twin for hull structures on the actual ship is expected to be conducted. (*1) The outcome of “Study on Monitoring the Structural Health of Vessel Hulls for Very Large Containerships” jointly conducted by NYK Line, MTI Co., Ltd. and Japan Marine United Corporation from 2016 to 2020 as a support project of “i-Shipping” promoted by the Ministry of Land, Infrastructure, Transport and Tourism of Japan. (*2) The R&D conducted by Japan Ship Technology Research Association supported by The Nippon Foundation since 2018. Three shipping companies, including NYK Line, six shipyards, including Japan Marine United Corporation, National Maritime Research Institute and ClassNK has participated in the project.

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Boers offering free Covid-19 jabs to seafarers

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Crew services specialist Boers has launched seafarer vaccination programmes at German and Belgian ports, as shipping executives warn of onboard Covid-19 outbreaks because mariners are not getting vaccines quick enough.

Seafarers arriving at ports in Antwerp, Ghent and Zeebrugge can get one-shot Covid-19 jabs through Boers’ scheme, which is being launched to protect key workers in the shipping industry.

The Janssen (Johnson & Johnson) vaccine will be available free of charge until further notice to all mariners of any nationality arriving in Belgium for crew changes. There is a fee for the medical services provided by the port authorities.

“Getting as many seafarers as possible vaccinated is absolutely vital to supply chains and global markets,” said Hans Boers, Co-CEO of Boers, the Netherlands-based shipping crew transport services operator for Northern Europe.

“We’ve seen with the crew change crisis the challenges shipping companies face in hiring seafarers for their vessels, creating a shortage of available mariners which in turn has led to rising prices for goods, food and petrol as demand outstrips supply.

“For us, the most important thing is

making sure crew members entering Belgian ports have access to free Covid-19 jabs. Protecting seafarers from the virus is paramount — and we have the means to help do that. The more mariners who have the vaccine, the quicker shipping and life in general can return to normal.”

Boers recently began offering free jabs to mariners at German ports in Hamburg and Bremerhaven.

The company also provides vaccinations at ports in the Netherlands, albeit for just Dutch flagged or owned vessels but it plans to extend this service to all seafarers.

While Boers is supporting efforts to vaccinate all seafarers, maritime executives such as Esben Poulsson, Chairman of the International Chamber of Shipping, say the new delta strain of Covid-19 has hampered the shipping industry.

Poulsson added that crew changes were not happening quickly enough to satisfy increased demand for products, especially from the US and Europe in the lead up to Christmas, putting more pressure on already strained global supply chains.

He also criticized government figures for continuing to stick their heads in the sand.

Stephen Cotton, general secretary, International Transport Workers’

Federation, expressed similar concerns about the crew change crisis. “The situation is going from bad to worse,” he said, “We need more than lip service from governments; we need concrete action that allows crew changes to be carried out in a safe manner.”

Meanwhile, IMO Secretary-General Kitack Lim has urged IMO member states to support a fair global distribution of Covid-19 vaccines, to ensure seafarers have access to jabs.

“No seafarers should be left behind or forced to forgo their careers because of limited resources in their home country,” Lim said. He added that shipping companies needed to provide testing, appropriate PPE and access to medical and sanitation facilities, to protect crew members and prevent the virus spreading.

ABOUT BOER CREW SERVICES: Established in 1946, Boers Crew Services is a crew change specialist, unburdening its clients through local knowledge of immigration rules and maritime infrastructure. The company handles all travel and logistical requirements for seafarers, such as providing taxi services to and from ports, arranging letters of indemnity, visas on arrival, hotel bookings, pandemic services and Dutch documents.

capacity of the world merchant ship fleet may not exceed 3% this year.

Improvements in trends and expectations have been notably reflected in the sale and purchase market. Provisional figures indicate that the tonnage of second hand ships changing hands in the first half of 2021 may have been an all-time record high, while vessel values rose. Rising container ship and bulk carrier prices were especially prominent.

ADVANTAGES FOR INSTITUTE MEMBERS the recent pattern of events to continue into next year and perhaps beyond.

World seaborne trade volume could grow by 3–5% in 2021 according to predictions by a number of analysts, after the severe downturn seen last year when the economic recession caused by the pandemic reduced import demand for cargoes. Moreover disruptive influences in some trades, such as greater port congestion, have a positive effect on the market balance. Meanwhile, estimates suggest that growth in the deadweight

Many professionals employed in shipping can expect to benefit from a buoyant market. Members of the Institute of Chartered Shipbrokers will be in a strong position to take advantage of career opportunities becoming available.

The Institute of Chartered Shipbrokers is the professional body for all those involved in commercial shipping worldwide.

Its qualification has a well-deserved reputation, confirming a high standard of maritime knowledge, competence and integrity. This combination of qualities proves valuable to employers at any stage of the shipping market cycle.

SHIPPING & TRANSPORT

In the global shipping market the first half of 2021 has seen a remarkable revival although one of the main sectors remained subdued, writes the London and South East Branch Committee, Institute of Chartered Shipbrokers.

A weak tanker sector contrasted with strong rebounds in the container and bulk carrier markets, which resulted in a pattern of improved freight rates and profitability.

This change in the shipping industry’s fortunes, welcomed by many professionals, reflected several influences. Probably the most visible contribution was seaborne trade’s revival from the worst effects of the coronavirus pandemic.

Global cargo movements picked up more rapidly than many expectations. Higher movements were particularly notable in container services.

Another factor also contributed: moderating growth in the world fleet of merchant ships. Combined with the trade expansion, this enable the basic balance between demand for, and supply of shipping capacity to become tighter. Several other changes assisted, boosting market rates.

Many observers see prospects for some of

NEWS

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SHIPPING & TRANSPORT

Transhipment Services Australia orders Damen Transshipment crane barge for Capesize vessels

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Damen has received an order for a Transshipment Crane Barge from the Australian company Transhipment Services Australia (TSA). As it is able to supply the new Crane Barge 6324 directly from stock, Damen will fulfil the order in a period of only four weeks.

TSA has been contracted by Metro Mining to provide transshipment services for its Bauxite Hills Project located along the Skardon River on Cape York Peninsula, north of Weipa in Far North Queensland.

With a presence in three sites across Australia, TSA will operate the Damen Floating Crane Barge and has a fleet of five tugs and six dumb barges that have been successfully transshipping for Metro for four years.

The company has also operated Damen tugs and Shoalbusters in the past.

Sjoerd de Bruin, Damen Sales Manager Asia Pacific, responsible for Australia, New Zealand and the South Pacific, comments: “We are delighted that we could make this happen and very quickly, in just four weeks from the initial client enquiry to delivery into Australia. Not only are we partly customizing the barge during this time, we have also arranged the finance through our Customer Finance Department.”

CUSTOMER FINANCE De Bruin explains: “Damen was keen to make every effort to support TSA. If we had gone to the external financing options the lead time could take up to sixteen weeks

given the summer holiday period, therefore our Customer Finance Department stepped in.

“All the different Damen departments worked together to support our client – Design & Proposal, Finance, Legal and all of our colleagues in Yichang, China. And given the financial arrangements, our Board also had to approve the deal. It is an impressive team effort.”

Joint owner of TSA, Darren Hedley stated that Damen is renowned worldwide for its quality marine fleet, reliable floating cranes and professional service. “Our previous experience with Damen vessels has always been rewarding and we are all very excited to welcome this new vessel into the fleet and to commence loading Capesize ships in October of this year.”

At 63 x 24 metres, the Damen Crane Barge is equipped with a grab with a 15 cubic metre capacity and TSA is expecting to load at an impressive rate of 16,000 to 20,000 tonnes per day.

BRISBANE SERVICES HUB Once the client- and class requirements are completed, the new Crane Barge will be transported from Shanghai to Australia by an oceangoing tug by one of TSA’s contractors. Damen is also offering an extended warranty to TSA and support from the Damen Brisbane Service Hub. On the day of the vessel’s arrival, a Service Engineer will be present and support TSA with all the documentation and paperwork,

carry out the technical handover and provide maintenance training.

TSA’s new Damen Crane Barge 6324 is expected to be operational in Q4 2021.

Metro Mining Limited has earmarked an expansion strategy to ultimately achieve an annual production of six million tonnes. A key element of this was for Metro to have the capability to load Capesize vessels. Converting to larger Capesize vessels will reduce the unit freight rates.

DAMEN SHIPYARDS GROUP – OCEANS OF POSSIBILITIES Damen Shipyards Group has been in operation for over 90 years and offers maritime solutions worldwide, through design, construction, conversion and repair of ships and ship components.

By integrating systems, Damen creates innovative, high-quality platforms, which provide its customers with maximum added value.

The company’s core values are fellowship, craftsmanship, entrepreneurship and stewardship. Its goal is to become the world’s most sustainable shipbuilder, via digitalization, standardization and serial construction of its vessels.

Damen operates 35 shipyards and 20 other companies in 20 countries, supported by a worldwide sales and service network. Damen Shipyards Group offers direct employment to more than 12,000 people.

SHIPPING & TRANSPORT

Loko Creek Logistics

elegant solutions to complex challenges river coasters may seem more expensive but after adjusting for improved export capacity, reduced OGV demurrage costs and laytime, river coasters are actually significantly cheaper on dollar per tonne, when compared to a traditional towedbarge.

Such tradeoff analysis is unfortunately an afterthought by the miners, which Loko Creek intends to change by getting involved with its clients at the early stages of their development.

Another area which can be further optimized is in the chartering of OGVs — by far the largest cost component in bulk commodities. Most mining companies do not have an inhouse freight or trading desk, and are typically reliant on offtakers/ traders to arrange and provide OGV services. In the absence of a COA, most miners are held captive to the spot OGV freight market and not monetizing the inherent volatility in the freight market.

Loko Creek’s analysis shows a 2mtpa (million tonnes per annum) West African iron ore miner, exporting one Capesize vessel per month, would have saved ~$10m YTD if they had simply hedged their 2021 freight. Said differently, miners are leaving

AUGUST 2021

significant value to its clients, especially in bulk commodities where every dollar counts.

The challenge for iron ore miners, or bulk commodity miners in general, is the desire to over-spec its logistics assets from the start, understandably so, given benefit derived from the economies of scale. The common mistake is using desktop analysis and simulation analysis to arrive at a decision point. This is a fatal flaw, given the numerous variables (i.e. weather, environmental factors) which cannot be forecasted.

Using Marampa as an example, the former owners started exports using towed dumb barges with LOA greater than 200m, a traditional export solution used in bulk mining, which was certainly unsuitable given the draught constraint and narrow river bends of the Loko River.

Corrective actions were subsequently implemented to use smaller 2,500 DWCC river coasters. While smaller in carrying capacity, the improved navigability of the river coasters and improved cycle time resulted in greater export capacity compared to towed barges. From an economic standpoint, analysis shows, the

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Founded in 2019 by the former Partner of Marine Energie Louis Pensivy and the ex-VP of Principal Investments for the Gerald Group Herwin Yip, Loko Creek Logistics took its name from the very sinuous Port Loko Creek River located in the Western-African country of Sierra Leone. The company’s first major contract award was the management of barging and transshipment operations for the Marampa Iron Ore Mine in the Port Loko District, Sierra Leone, a project with over a billion tonnes of high-grade ore. Over the course of the contract, the principals exported over four million tonnes of iron ore concentrate via over 1,600 barge trips and loaded 56 OGVs (oceangoing vessels).

The genesis of the company came from the principals’ experience operating in Marampa and advising other bulk mining clients. Logistics was always held as an afterthought after operations for mining and processing have been put in place. A strange proposition considering logistics can easily be 50–70% of total operating costs, and for some commodities, the majority of CIF China sale price. There clearly lies an opportunity for Loko Creek to arbitrage this disconnect and add

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SHIPPING & TRANSPORT AUGUST 2021

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dollars on the table by treating ocean freight as unavoidable costs instead of a tradable commodity.

As a brand-new participant in the sector of dry-bulk shipping operating in Africa, Loko Creek overcame the odds of being a smaller player in the space by leading on its three strong pillars of core values: v Independence: unlike most dry-bulk shipping companies, Loko Creek Logistics promotes an asset-free business model which allows it to always look for the most suitable assets for its

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clients’ needs and not impose a portfolio of vessels, which might not be suitable for the client. v Think like a miner and act like a trader: with over four decades of combined experience in shipping, trading and mining, the principals utilize the mindset of a miner and thought process of a trader to introduce flexibility, and creative thinking to bring elegant solutions to complex logistical challenges. v High-touch service: Loko Creek

Logistics offers much more than the average shipping contractor.

The company prefers to partner with its clients early in the process at the development stages of a project to provide its full range of expertise. From river and tidal studies, to the technical review of shiploader designs at export facilities, to offtaker prospection, clients can rely on Loko Creek’s thorough knowledge of the dry-bulk commodities market to deliver value-added services and performance.

mining operations teams out of the country.

Today, the Covid-19 global pandemic has completely reshaped economic outlooks and the way businesses are run. Despite this uncertain environment, Loko Creek Logistics is showing its resiliency and keeps a very positive view on the West-African dry-bulk shipping market, more specifically on iron ore and bauxite.

With Chinese demand remaining strong and prices near record-highs, top-tier iron ore projects looking to invest into the world’s largest untapped iron ore reserves in Guinea are gaining critical mass and momentum.

Although the current bauxite market has seen better price points, global demand has been stable. With Guinea becoming the second worldwide producer of bauxite in 2020, investors in the commodity are now betting on this little African country to soon become a serious alternative to Australian bauxite. The Guinean government’s focus on providing cheaper energy, and improving the country’s transport infrastructure has convinced several investors to put their money on bauxite mining projects that are due to come online within the next two years.

For West Africa, whether clients are at the stage of prospection for a mining concession, of completion of their export infrastructure, or considering expanding their transshipment operations, Loko Creek Logistics is an ideal logistics partner to help towards a successful outcome. DCi

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SHIPPING & TRANSPORT

In August 2019, when all mining prospects were on the decline in Sierra Leone, Loko Creek Logistics opened a new office in the neighbouring Republic of Guinea.

Thanks to its core values, it managed within a few months to set itself apart from other marine logistics providers by bringing the ability to offer customized solutions on-demand without heavy contractual and financial requirements burdening its clients.

Loko Creek Logistics operated barging services for Emirates Global Aluminium’s Guinean bauxite mining company Global Alumina Corporation (GAC) in order to bump up its bauxite export volumes for the year. The addition of Loko Creek’s fleet and operations team allowed GAC to increase its export capacity as it continues to ramp up its operations.

In 2020, the company was also chosen by the Indian miner Ashapura Minechem Limited in order to restart iron ore export operations in Guinea. Iron ore export had been halted in Guinea since 2015 due to political instability and a very deadly Ebola outbreak which had sent most expatriate

NEWS

The Port of Blyth in the UK has handled the largest cargo in its history, an import of rock salt, which will help to treat Northumberland’s roads during the coming winter months.

Arriving from Barcelona following a tenday journey, the bulk carrier Pax discharged 27,869 tonnes of rock salt at the port’s Battleship Wharf terminal. The material is destined for Northumberland County Council’s Highways depots and will ensure a good level of stocks ahead of the annual gritting season.

Edwin Dick, Harbour Master at the Port of Blyth, said: “Welcoming the largest shipment in the port’s history is a significant milestone and demonstrates the size of cargo that we can accommodate.

“Knowing that this will help to keep the County’s roads safe in the winter is an added bonus and we are pleased to be serving our regional stakeholders in such a

positive way.”

Cllr John Riddle, cabinet member for local services at the council said: “We are extremely lucky to have the Port of Blyth in the county, and it is great to know that this huge carrier has brought in one of our key resources for treating roads and footpaths during the winter months.

“This bulk delivery into Blyth has also made for shorter road journeys to our depots in the North, West and South East Northumberland.”

Regarded as one of the UK’s leading Trust Ports, the Port of Blyth is a key gateway for trade across the North of England, as well as acting as a major hub for the offshore energy sector.

ABOUT PORT OF BLYTH Port of Blyth is the port operating division of Blyth Harbour Commission, an independent statutory trust established

in 1882 and is one of the largest Trust Port’s in the UK handling cargo across four terminals that are based around the River Blyth.

Together with major logistics and training divisions, the Port group turned over £21.9 million in 2020 and despite challenging global trading conditions has again set numerous records for performance for the year.

Such success has been driven by growth across a variety of sectors but particularly offshore energy, with the port is 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.

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DCi

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PORTS & TERMINALS

Port’s largest-ever cargo helps secure Northumberland roads

DRY CARGO

international

PORTS & TERMINALS

infrastructure construction.

ABOUT ABP EAST ANGLIA With the support of its customers, ABP’s Ports of East Anglia, King’s Lynn, Lowestoft and Ipswich contribute £360 million to the UK economy every year, supporting 3,700 jobs in the region and 5,300 jobs nationally. v ABP’s East Anglia ports handle more than 3mt (million tonnes) of cargo every year. v Ports in East Anglia handle over 2mt of agribulks and 170,000 tonnes of timber annually. v The Port of Ipswich is the UK’s foremost export port for agricultural products.

ABOUT WITHERLEY SERVICES

ABOUT ABP ABP is the UK’s leading ports operator with 21 ports and other transport related businesses creating a unique national network capable of handling a vast array of cargo.

The company contributes £7.5 billion to the UK economy every year and supports 119,000 jobs. Its current investment programme promises to further increase its contribution to regional economies around the UK. ABP: v handles over 1.5 million vehicles every year; v generates around one quarter of the UK’s rail freight; v has 1.4 million square metres of covered storage; v has 1,000 hectares of open storage; v handles around 90mt of cargo each year; v owns 5,000 hectares of port estate; and v has 87km of quay.

AUGUST 2021

Witherley Services is a part of Aggregate Industries and is a major supplier of quality materials and services to the construction industry including primary and recycled aggregates, topsoil and bulk earth moving.

Its vision is to become the supplier of choice in all areas in which it trades. It aims to do this by providing excellent service through highly motivated, professionally trained, knowledgeable and well resourced staff working collaboratively with its customers and suppliers to provide sustainable long-term benefit to all.

Witherley Services has never forgotten its roots as a personal service driven organization. It has successfully married this core ethos with the strength and

support that being part of one of the world’s largest construction groups to provide its customers with a helpful, competitive, efficient and committed supply partner.

Witherley Services has two regional sales offices, from which it is territorially able to service its customer base, including small private builds, national house builders, Civil Engineering Companies, Construction Companies and Utility Contractors.

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Associated British Ports’s Port of King’s Lynn welcomed its first ever shipment of granite in July.

The cargo, received on behalf of Witherley Services, was safely and swiftly discharged to quay, enabling the first deliveries to reach local customers on the same day.

Witherley Services, based in Kettering, is part of the construction company, Aggregate Industries, which chose ABP King’s Lynn to meet its existing local customer demand and expand future sales in the area. The 3,542 metric tonnes of granite came from Aggregate Industries’ flagship super quarry, Glensanda in Scotland, the largest granite quarry in Europe. Granite stone is often used in buildings, bridges, paving, monuments, countertops, tile floors, stair treads and many other design elements of construction.

Kim Kennedy, ABP’s Port Manager for King’s Lynn, Associated British Ports, said, “We’re proud of our team at our port of King’s Lynn for successfully handling this first shipment of granite. Aggregate Industries has been a customer for a long time, but this was the first contract with Witherley Services and with our highly skilled workforce and development land offering expansion, we hope that this will mean that more granite shipments will follow in the future.”

Chris Walton, Commercial Logistics Solutions Manager for Witherley Services said, “We are delighted to partner with the ABP King’s Lynn team, who have handled our first granite cargo capably and professionally, a product which has been welcomed into the local market. We look forward to continuing to work together as we establish and increase our materials offered in the area.”

ABP’s Port of King’s Lynn has benefited from £3.3 million investment, in storage and equipment, in the last couple of years.

Whilst agribulks and aggregates are handled both in-dock and on Riverside Quay, facilities at Bentinck Dock exist for the storage and distribution of recycled metal and other renewable energy products.

The port also provides the expertise and equipment to efficiently handle specialist industrial project cargo, supporting the development of major UK

NEWS

ABP King’s Lynn successfully handles its first shipment of granite

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NEWS PORTS & TERMINALS

Bamin iron ore exports cranking up In Brazil, the Bamin iron ore export operation from Mina Pedra de Ferro, in Caetité, Bahia, is cranking up its production.

Consignments bound for Europe and Asia commenced in January and the company estimates that it will manage at least 11 shipments by the end of the year, which should total in the region of 490,000 tonnes.

As for destinations, one recent consignment sent at the end of July went to Germany via Rotterdam and another is planned by the end of August.

From the Caetité mine, the iron ore is transported by road to Licínio de Almeida Terminal, where it switches to block trains operated by Centro-Atlântica Railway

(FCA), which run through to Terminal Petim, in the municipality of Castro Alves.

There, another intermodal transfer takes place, this time from rail to road, with HGVs continuing to Enseada Terminal, some 100km distant.

The whole logistics operation is undertaken by VLI, which also operates the rail link. Currently, transshipment takes place on FCA premises, but a new dedicated terminal is being built at Castro Alves, close to the station at Petim.

Bamin is shipping premium grade DSO 65 ore. Given its low level of contaminants, there are fewer CO2 emissions during steel making. Because of the high quality, no water is needed either, so energy burnt

during processing is sensibly reduced.

In the coming years, the whole logistics chain will be revamped, with BAMIN switching to the under construction EastWest Integrated Railway (FIOL). A 537km line will initially link Caetité and Ilhéus, with BAMIN acquiring the rights to this infrastructure via a stock exchange auction in April. Investment will be in the order of $627 million.

There will also eventually be a dedicated maritime outlet, the so-called Porto Sul (South Port), which is under construction in Ilhéus. Within five years, this is expected to have sufficient capacity to handle 42 million tonnes of export iron ore annually.

Barry Cross

Azov-Black Sea Basin dry bulk traffic on the increase Forecasts suggest rising volumes of dry bulk will be handled by ports in the Azov-Black Sea Basin at least until 2035.

Ores are expected to grow 2.2 times from 5.5mt (million tonnes) to 12mt, as Russia switches output away from Ukraine ports and producers benefit from rising steel production. However, 12mt is the most conservative forecast; others suggest it could reach 19mt.

Even at a time of when coal consumption is being cut in the west, the Basin is expected to see growth of 36% by 2035, with increased demand from India and Turkey. Nevertheless, as of 2025, coal production could be cut in line with policy changes away from coal in China.

In the same period, mineral and chemical fertilizer is predicted to grow 2.3 times, from 3.5mt to 8mt thanks to low cost of production and implementation of projects to expand handling facilities.

All might not go according to plan, however. Worries remain regarding the capacity of rail to move consignments to ports, while the number of ports being developed through public-private partnership is not of a level to give the market confidence at present.

BC

AUGUST 2021

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Gangavaram sets possible world record in bauxite handling

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India’s most recently constructed maritime outlet, Gangavaram Port, which also has the deepest draught, recently posted yet a further record. In a 24-hour period, it discharged 125,380 tonnes of bauxite from the Berge Apo using its mechanical unloading system. There are suggestions that this may even be a global record for discharging bauxite.

Vedanta Limited, which imported the consignment, said it was impressed by the levels of productivity achieved by port staff.

The port has also been breaking records in terms of loading other minerals. To do this, it changed its loading pattern, combining mobile harbour cranes with ship

loader operation when working the Night Sky. Commenting on the feat, Gangavaram Port management noted, “We are extremely delighted at this dual achievement by our team. The record discharge rate yet again reaffirms our

superior port infrastructure and operational efficiency.

Gangavaram Port offers substantial economic benefits to Indian importers in terms of reduced ocean freight, highly efficient operations, advanced material handling and evacuation system, vast storage areas for all types of cargo, extensive ancillary facilities, and faster turnaround time and delivery.”

In addition to being India’s leading port for Capesize vessels, Gangavaram Port has handled a broad spectrum of cargo including coking/non-coking coal, iron ore, fertilizer, agribulk, project cargo, and industrial raw materials such as alumina and bauxite.

BC

in the Mediterranean basin.

The port is now reacting to the turbulent situation in the container market.

Its facilities are ideal for handling general cargo, or general cargo combined with containers.

Tarragona Port’s strong points include: v Infrastructures: o A terminal specializing in paper pulp; o Specific equipment for paper pulp and reels (cranes and spreaders); o 16m draught; o 45,000m2 covered zone; and o dockside and rail-side facilities.

v Positioning and role with respect to the hinterland: o Gateway and transshipment activity to serve other Mediterranean countries via feeder services at highly competitive prices; o Extensive hinterland on the Iberian Peninsula and France thanks to the rail service option with regular block train services; and o Ease of having mixed gauge tracks to the dockside (no double cargo handling required). v New opportunities: o Mediterranean Corridor (European gauge) to facilitate connections with Europe, to be achieved from 2023 when the international connection reaches the Port of Tarragona. o The current situation of the container sector (market volatility and difficulty in finding equipment) makes the option of bulk ships (and bulk trains) through freight consolidation centres such as Euroports a perfectly valid option.

PORTS & TERMINALS

Container traffic is proving to be highly variable and costs are increasing considerably. It is time for the industry to consider the possibility of using maritime alternatives, such as general cargo vessels or general cargo combined with containers.

The Port of Tarragona in Spain is already a benchmark in agri-food traffic in the Spanish and Mediterranean port system.

The Catalan port handles an average of 5mt (million tonnes) of agri-food products a year. This volume places it among the most important Spanish and European ports in this sector and positions it as a benchmark

NEWS

Port of Tarragona — intermodal port in the Med

NEWS AUGUST 2021

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PORTS & TERMINALS

Port Corpus Christi: quick access to the Gulf of Mexico and the entire US

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Port Corpus Christi is the fifth-largest port in the United States in total tonnage.

The port provides a straight, 45’ deep channel (approved and authorized for 52ft.) and quick access to the Gulf of Mexico and the entire United States inland waterway system. The port delivers outstanding access to overland transportation, with on-site and direct connections to three Class I railroads, BNSF, KCS, and UP, and direct, vessel-to-rail discharge capabilities.

The Nueces River Rail Yard provides eight tracks for storage of unit trains up to 8,500 feet long. Strategically located on 200 acres with highway connectivity and direct access to rail and deep water, the port’s bulk terminal is capable of handling all logistics for dry bulk cargoes throughout the South

West and Mexico.

The Bulk Terminal sits on the north side of the Inner Channel. The port has a new Liebherr LHM 550 rail-mounted crane with a maximum outreach of 48 metres, 144tonne maximum capacity, and maximum free digging unloading rate of 1,500tph (tonnes per hour) with continuous unloading. For loading and unloading dry bulk commodities directly to rail, truck or ground unloading rate may vary.

FEATURES AND BENEFITS INCLUDE: v BNSF, KSC and UP service; v 110 acres of open storage and 300,000ft2 covered storage; v bagging facility; v multiple general cargo docks with direct

to rail discharge; v Ro/Ro Ramp; v FTZ #122; v direct access to I-37 and I-69 highways; and v direct access to Intracoastal Waterway System.

BULK TERMINAL The Bulk Terminal, docks #1 and #2 are used to discharge and/or load petroleum coke, coal, bayrite and other dry bulk commodities directly to/from vessels (including Panamax class ships), railcars and trucks. The loading belt speed at the shiploader is 1,500tph and the unloading gantry crane can handle 600tph. The Bulk Terminal is serviced by the BNSF, KCS, and UP Class I railroads. Within 15 minutes and via the Joe Fulton International Trade Corridor trucks can access Interstate 37.

GRAIN ELEVATOR A Port Corpus Christi facility managed by ADM/Growmark River Systems Inc, the grain elevator is located on the Inner Harbor. The facility is used for shipments of grain, food, and farm products, and features a high storage capacity and excellent rail and highway connections.

PORTS & TERMINALS

First two mobile harbour cranes arrive at the TIPSP terminal rapid progress under way

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unloaded from the Combi Dock 1 vessel, directly at the new quay of the Terminal Industriel Polyvalent de San Pedro (TIPSP).

The brand new, state-of-the-art port

handling cranes were accompanied by other port equipment including the Verstegen grabs, some of them specially designed for handling nickel ore.

AUGUST 2021

Developments at the port of San Pedro in the Côte d’Ivoire (Ivory Coast) are moving apace. In early August, two Liebherr LHM-550 mobile harbour cranes were

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PORTS & TERMINALS AUGUST 2021

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The cranes with a reach of 54 metres and a lifting capacity of up to 154 tonnes are suitable for handling bulk products and will be used to load and unload NewPanamax vessels, which will benefit from a 15m draught at the quay.

TIPSP is the result of a public-private partnership that promotes the development of a logistics infrastructure essential to the economic growth of the Western Region. With the support of leading investors Arise Ports & Logistics and S. Energie, the Port of San Pedro will now have a new infrastructure to deliver service, quality and productivity at the highest international standards.

The commissioning of the first phase of TIPSP development, scheduled by the end of the year, will allow the handling of various solid and liquid bulk cargoes such as ores (manganese, nickel, lithium), cement products, products tankers, fertilizers, etc.

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The construction of TIPSP, started in June 2019, is one of the first projects implemented as part of the programme to extend and modernize the port of San

Pedro, itself in perfect coherence with the governmental vision of a prosperous nation based on a dynamic economy generating robust and inclusive growth.

DCi

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PORTS & TERMINALS

Represent!

Sampling, Inspection & Analysis Jay Venter

Dinnissen Process Technology unveils new series of Smart Sampling Systems From a range of plunger and screw samplers for different applications, to its latest Multisize Sample Carousel that fully automates sampling of different sample sizes, Dinnissen presents its latest range of sampling solutions.

AUGUST 2021

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WHY PRODUCERS SAMPLE

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Producers use sampling to test the quality of their product. This is because, in order to produce the best possible products, a producer needs to be 100% sure of the entire production process.

This is especially true as food safety and product quality requirements are increasing. To validate their product, producers analyse samples that have been taken after and during processing steps.

There are different types of samples with different purposes: v output samples; v chemical samples; v bacteriological samples; v hourly samples; v batch samples; and v continuous samples.

Sampling during the production process is an increasingly intensive task. Therefore, it is good to know that you can significantly simplify this task with sampling carousels.

Sampling with the new Multisize Sample Carousel significantly reduces the amount of labour required and minimizes the margin of error.

THE MULTISIZE SAMPLE CAROUSEL: THE LATEST INNOVATION IN AUTOMATED SAMPLE COLLECTION

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Carousel, producers can now take samples of different different sizes in an automated sampling process. With this innovation, producers can also determine the order and frequency per sample size.

The cleanability of the carousel is also an essential factor for the ability to take truly representative samples.

The Multisize Sample Carousel collects up to 20 samples in different shapes, without human intervention.

The innovation can be seamlessly integrated into new and existing lines and keeps downtime to a minimum.

With Dinnissen's Multisize Sample Carousel, producers can Dinnissen Process Technology now take samples of different different sizes in an automated works with the customer to sampling process. draw up a sampling plan to create the most efficient sampling process v also available in ATEX version; possible, tailored to each customer's v all product contact parts can be specific situation. removed without tools; and v designed, built and tested in-house.

FEATURES OF DINNISSEN SMART SAMPLING SYSTEMS

ABOUT DINNISSEN PROCESS TECHNOLOGY

v hygienic design; v wide range of samplers; v easy access for fast but thorough cleaning; v sample carousels that can be adapted to your specific objectives; v carousels with 8 to 20 positions, with sample sizes from 10 to 1,000 grams; v material certificates for these productcontact parts, such as 3.1, FDA requirements and EC1935 / 2010, are included as standard;

With more than 70 years of experience as a system integrator of production processes, Dinnissen Process Technology is a specialist in the process technology of powders, pellets and granulates. From innovative machines and systems to complete process lines.

Dinnissen innovates entire processes with customized solutions. Dinnissen is trusted by the world’s best producers in: food & pharma, dairy, petfood, feed & aquafeed, and chemicals & minerals.

PORTS & TERMINALS

Dry-bulk surveys by WMS Marine WMS Marine, based in Port of Brisbane, Australia, evidences an organized approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures. As a dedicated team comprised of people from a maritime background, the company offers uniform, interdisciplinary standards and a methodical approach by sharing core knowledge of maritime consultancy and marine surveys.

Dry-bulk surveys offered

by WMS Marine VESSEL LOADING/UNLOADING REGULATIONS

AUGUST 2021

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Vessels loading/unloading at Australian ports must comply with Australian Government Regulations in particular Marine Orders Part 32 (Cargo and Cargo Handling – Equipment and safety measures) and Part 23 (Equipment – Miscellaneous and Safety Measures), and Marine Orders Part 34 (Solid bulk cargoes).

These Regulations are rigidly enforced at all ports and costly delays can result if the vessel does not fully comply with those regulations and Guidelines of Department of Agriculture, Water and the Environment (DAWR) and the Fertilizer Industry Federation of Australia (FIFA).

Rules and guidelines are laid out in the International Maritime Solid Bulk Cargo (IMSBC) Code, for the loading of bulk cargoes. The 2009 Edition and supplement which includes the BLU Code, Code of Practice for the Safe Loading and Unloading of Bulk Carriers became mandatory worldwide on 1 January 2011.

Safety management of operation of bulk carriers is regulated by SOLAS Chapter IX and ISM Code.

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DRY-BULK SURVEYS HOLD PREPARATION Pre-load advisory: on sensitive cargoes (fertilizers, chemical, magnesia, alumina ) on

empty bulk carriers.

This survey will outline the procedures for inspection by DAWR officers (when required) to when inspecting dry bulk vessels for export, documentation and procedures of DAWR officers for passing and failing holds and other areas of the vessel. WMS Marine will provide a comprehensive report on areas in need of improvement and provide schedule on directions to be followed.

Pre-load advisory: on dry bulk vessel loading grain for export.

Pre-discharge advisory: This survey will outline the procedures and documentation required by port terminals stevedore and DAWR officers (if required) by dry bulk vessels discharging at Australian Ports.

CONDITION SURVEYS The survey is in the form of a risk assessment, to improve surveying techniques, to focus more on possible risks and to take a more objective view of the survey. Condition surveys of ships are conducted in order to limit the potential number and cost of claims and to validate

the suitability of the vessel to international standards of trade. This whole process is a loss prevention exercise. It incorporates consultation/search of maritime databases and main P&I guidelines providing a score, and bench-marking of each vessel against the company/fleet for the full view on global maritime safety.

HOLD CLEANLINESS SURVEY On vessel arrival WMS Marine will conduct a close-up survey to follow standard requirements of hold cleanliness upon the designated cargo and provide recommendations to the crew making the master and officers aware of procedures to follow as per pre-load advisory.

PROJECT CARGO/BREAKBULK WMS Marine attends vessels unloading operations at Australian Ports and SE Asia on behalf of cargo underwriters, inspecting cargo on board conducting pre-discharge survey looking for damages during the sea voyage or pre damages while loading, damage prevention during unloading by and, to assess damages if any and the causes of these damages during operations.

Bureau Veritas Peru expands metals & minerals facility On June 18 2021, Bureau Veritas Peru announced that it has expanded its mineral testing laboratory and sample preparation facility to become a leader in the Latin American market. The expansion allows for an increase in capacity for sample processing including metal concentrates and ore assay.

MINERALS ANALYSED INCLUDE: Copper, lead, zinc, gold & silver concentrates, oxides, sulphides, copper, lead, zinc ores.

Bureau Veritas’ unique footprint positions it at all of the major ports & mining locations allowing its highly skilled teams to quickly determine the physical properties of its customers’ materials with accuracy.

Bureau Veritas’ Peru facility is located in the coastal city of Callao, close to the ports enabling samples to be delivered quickly for processing.

ESTIMATION OF COAL REACTIVITY AT MSK LABS

RESULTS: From the curve of weight loss vs time, the conversion can be measured. For calculation of the reactivity, we followed the equation as described in method B, IS 12381: 1994, RA 2017.

The method suggests to calculate the reactivity on the basis of the following equation: Reactivity = [W x 44.8 x (t + 273)/ 12 x 273 x Z x (Cfix x Wo- W/2)] cc/ g sec The curve can be divided into three parts. The first part which shows a gradual decrease in weight over three hours is the char formation part. The second part which shows a sharp weight loss corresponds to the C-CO2 reaction and the third part where the curve runs parallel to the X axis denotes the ash formation. Although the C-CO2 reaction runs for a considerable time, we consider only the first 25 minutes of the reaction as suggested by IS. W = Weight loss during the experiment after 25 minutes of C-CO2 reaction which can easily be calculated from the weight vs time curve.

Cfix = Fraction of the fixed carbon in the char before reaction. It can be obtained from the starting point of the C-CO2 reaction with the necessary adjustment made with the help of the ash percentage that is obtained from the horizontal

corresponding reactivity value was found to be 0.057cc/g sec and 0.043cc/g sec respectively.

The same experiment was repeated and the result has shown considerable repeatability. The results are shown in the table below:

SAMPLE ID

REACTIVITY RUN1 RUN2

A B

0.057 0.053

0.043 0.047

Table 1.

CONCLUSIONS: Coal reactivity is an important parameter to judge the applicability of the coal for the injection process.

With increasing popularity of PCI, knowledge of reactivity is important to fix the blends. Usual approach of using fluidized bed reactor is often cumbersome and space consuming.

Use of TGA can effectively tidy up the process. Coal being a heterogeneous material reacts with CO2 in a complex pathway.

Therefore, for better understanding of the mechanism which involves simultaneous rupture of microporous structure and new surface generation particle size distribution, microscopy and petrography would have been handy to gain a deeper insight.

ABOUT MSK

Figure A: Two specimen TG curves of two coal samples.

AUGUST 2021

portion of the curve.

W0 = It is the amount of Char before the initiation of C-CO2 reaction.

Z = Time of the reaction, i.e, 25 minutes (1,500 seconds).

From the representative curves (Fig A) at these values were obtained and the

Since the inception in 1938, Mitra SK (MSK) has steadily gained worldwide recognition as an independent inspection and assaying company.

MSK services include inspection, sampling, quality determination, quantity survey, umpire analysis, and quality audit for all minerals, ores, alloys, coal, coke, cement clinker, non-ferrous ores/concentrates, precious metals, fertilizers, environmental parameters, food quality, and hygiene monitoring.

Its international network of laboratories and offices in five continents, knowledge pool of scientist and technicians, rigorous training and system calibration procedures, backed up by 80 years of inspection industry experience assures accurate and consistent performance on time across its operational domain in mineral producing as well as mineral-consuming countries.

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Direct injection of pulverized coal (PCI) into blast furnace has become a viable option for the iron industry in the recent times. The adoption of PCI technique reduces the costing associated with coke and also lowers the emissions to some extent. Life of coke oven also gets a boost due to PCI, write Dr. Arijit Goswami and Sabir Laskar, under the guidance of Prof. Barun Kumar Gupta, Mitra SK (MSK).

The injection of large amount of coal in the blast furnace has its own problems. A large amount of char formation takes place during the process which in turn may impact the gas/temperature distribution and permeability. As a result, the reactivity of the char, that is the reaction between C and CO2 is an important aspect to determine the applicability of a said coal in the PCI process. An optimum reactivity is important for a coal to be used in the PCI process.

Measurement of coal reactivity adopts the fluidized bed reactor approach that requires specific instrumentation and comparatively larger amount of sample. As an alternative we have tried to weigh the option of Therrnogravirnetric analyser which involves precise and efficient monitoring of the C-CO2 reaction. The method involves very small sample size (in milligram scale) and the graphical representation of the reaction provides all the necessary information to calculate the reactivity data.

The method involves use of a Perkin Elmer STA 6000 instrument with a working temperature range of ambient to 995°C. Approximately 30rng coal samples are placed inside a ceramic pan and the char formation step is mimicked by heating the coal at 995°C under N2 atmosphere.

Once the char formation is complete the sample is allowed to react with CO2 at the same temperature until all the C is consumed and a fixed weight is obtained.

The flow rates of N2 and CO2 plays a vital role and they have been optimized to the values of 20 ml/min and 50 ml/min respectively.

Two specimen curves (Fig A) can be considered for the various steps involved.

The first loss of weight can be ascribed to the phenomenon of char formation under nitrogen and the second weight loss which is much sharper is due to the consumption of char. The flat line indicates the complete

consumption of char and cease of the reaction.

PORTS & TERMINALS

New method development – An estimation of coal reactivity using TG analyser at MSK Central Lab

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PORTS & TERMINALS

RCI Analytical Services Ukraine achieves ISO/IEC17025:2017 ISO/IEC17025:2017 Recently, RCI’s office in Mariupol, Ukraine achieved the ISO/IEC17020:2012 accreditation, with GAS (Global Accreditation System) number GAS.IB.804.025. Now its laboratory has also successfully prolonged and extended its ISO/IEC17025:2017 accreditation. The audits of the management system and analytical procedures have been undertaken by GAS and registered with number GAS.L.804.027.

The scope includes a wide range of analytical procedures for a broad spectrum of: v solid fuels and solid biofuels; v press cake and oilseed meal; v cereals and cereal products; v pulses (or legumes); v oilseeds; and v ferro alloys.

GAFTA-APPROVED ANALYST The Grain and Feed Trade Association (GAFTA), is an international trade association that protects’ the interest of its

possible to perform analysis on grain which is traded on GAFTA Contract terms.

ABOUT RC INSPECTION SAMPLING / INSPECTION RC Inspection provides services in the industry sections of coal, coke, ferro-alloys, minerals, inspection of storage facilities, transshipment equipment, measurements, calculation of weight determination of seagoing and inland vessels and inspection of the load compartment according to the international norm NEN-EN-ISO/IEC 17020:2012, type A under accreditation (for detailed information of the scope of the accredited services, please see: registration number RvA I 308, Type A).

members by providing support through contracts and arbitration, trade assurance, trade policy, professional trading and networking events.

Due to the rising export of grain products, the laboratory in Mariupol is an Approved Analyst by GAFTA. This makes it

ANALYTICAL SERVICES The RC Inspection Group ensures that all chemical analysis are performed according to ISO/IEC 17025 accreditation having its own state-of-the-art laboratories, operating as RCI Analytical Services and which are to-date strategically located in the Netherlands, Ukraine and Mongolia.

SGS opens Peru’s first port-based laboratory in Matarani In May 2021, SGS opened its brand new laboratory for mineral concentrates and diesel testing in Matarani, Arequipa in Peru. This is Peru’s first port-based laboratory for diesel testing, and the first port-based laboratory for the testing of mineral concentrates in all of Latin America.

www.drycargomag.com

THE LABORATORY’S CAPABILITIES SGS’ Matarani laboratory offers analyses of mineral concentrates and diesel product samples. The company’s experts can analyse samples of mineral concentrates for copper, silver, arsenic, iron, zinc, and moisture. They can also conduct detailed bacteria tests and particle counts for diesel samples.

The laboratory is 190m2 and employs five full time staff. Strategically located, it provides rapid turnaround times 24/7, in line with SGS’s customers’ expectations.

AUGUST 2021

DELIVERING VALUE AND QUALITY

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ASSURANCE

When trading, ensuring the quality of your commodities is key to maintaining a successful operation. The new laboratory allows SGS to continue to help customers ensure the quality of their commodities

while meeting local and international regulations and contractual obligations. Its location within the port itself allows samples to be drawn from bulk cargo and testing to be done then and there, helping to prevent transportation processes and time consuming delays. Detailed analyses are delivered quickly and efficiently, so SGS’ customers can make crucial business decisions prior to cargo loading, ensuring any quality issues are addressed before it is too late.

Ernesto Labarthe, Business Manager for SGS in Peru said, “The new laboratory allows us to conduct diesel and mineral concentrates testing right in the heart of Matarani's port. This cuts the time hugely, as we no longer need to transport samples

to our site in Callao, enabling us to provide customers with prompt expert analysis that informs key business decisions. We’re delighted the new laboratory is open!”

Thanks to its new Matarani laboratory, SGS in Peru will now be able to provide even greater value to all our global minerals and diesel customers who operate in the region.

ABOUT SGS As a glabal testing, inspection and certification company, SGS has 93,000 employees operating a network of 2,600 offices and laboratories, working together to enable a better, safer and more interconnected world.

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CC960 head chute.

ENGINEERING & EQUIPMENT

CC960 carrier and skirt outlet.

CC960 carrier and bellows hatch charger.

www.drycargomag.com AUGUST 2021

Cleveland Cascades is to supply its cascade loading system to Cuba where it will load cement and clinker. The project is focused on supporting the elimination of dust generation during loading operations for which the materials are known to be problematic.

The system is to be supplied with a fixed head chute and an independent upper deflector which has the capability to pivot –5°. This feature allows for greater optimization of material control before the product enters the head chute.

The 950 sized Cleveland Cascades cones are to be utilized on the project; these have the capability of loading up to 750m3 per hour.

The extended length of the system will be 22.0m measuring from the interface flange to the base of the skirted outlet with an operational retracted length of 6m.

Due to the abrasive nature of the materials being loaded, the head chute will feature chromium carbide liners as this is the initial point of impact following the deflector meaning improved abrasion resistance is required.

The cones will have ceramic tiling installed as opposed to chromium carbide liners, this reduces the static load of the system whilst still providing sufficient wear resistance.

A full suite of electrical components is to be included to allow for system automation and safety.

At the customer’s request this system will have the option to easily retrofit a hatch charger if deemed necessary for future loading operations.

This requires careful design consideration when producing the specification for the hoist unit to ensure there are no complications with regards to the additional weight which would be introduced to the system.

CC960 GA.

NEWS

Cleveland Cascades to supply shiploading system to Cuba

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NEWS ENGINEERING & EQUIPMENT

K-Rotabrush® conveyor belt cleaner resolves

AUGUST 2021

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Kinder Australia Pty Ltd’s solutions have eliminated problem with conveyor systems at a basalt quarry.

A long-standing quarry customer needed to find a solution that would: v eliminate belt cleaning and carryback issues; v address conveyor belt mistracking; v address the issue of increased maintenance and cleaning-up costs; and

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v minimize production downtime.

Located in North Western Victoria, the quarry customer has been a long time vocal advocate for Kinder Australia conveyor componentry solutions. Major productivity and operational improvements at the quarry have been realized in recent years with the installation of K-Commander® Self Centring Idler to address the on-site belt

tracking and excessive material spillage issues.

K-MotorShield Motor Covers were also recently installed to the site. Cost savings due to reduced maintenance and extension of motor life were achieved. K-Sure® Support Belt Support Systems installed also delivered on its promise of consistent and stable support at the quarry’s main transfer points.

multitude of improvements and plant efficiencies due to the K-Rotabrush® conveyor belt cleaner installation. Including the immediate elimination of carryback issues and the extension of belt wear life — all thanks to correct conveyor belt tracking.

Costly cleaning up expenses and the risk of injury has also been significantly reduced.

Quarry Maintenance Teams continue to report less production down-time with operators being more efficient, less time involved with manual shovelling of material fines has meant more time to focus on other daily duties.

Part of a National building and construction materials group, Kinder is

pleased that the Maintenance Team continues to spread its successes achieved to date with other members of the group at training sessions and operational improvement meetings.

RESULTS: v improved belt cleaning and carry back issues; v improved conveyor belt tracking; v reduction in maintenance cleaning up costs; v daily continuous productivity maintained; and v sharing of successes with group members.

LEADING THE WORLD IN BRAKING SYSTEM DESIGN & MANUFACTURING

SF SAFETY BRAKES WITH BUEL® G

SB SERVICE BRAKES WITH BUEL® H

BRBe ELECTRIC WHEEL BRAKES WITH BUEL® S

EQUIPMENT

The quarry was utilizing a primary belt cleaner and it was observed by Maintenance Teams particularly during the Winter months that material fines were travelling down the conveyor belt. This residual material or carryback had the tendency to cling onto the belt and accumulate on the return rollers. This common scenario was a leading contributor of potential belt mistracking issues and increased power usage on site.

In-depth consultations with quarry and Kinder Technical Applications Team were aimed at addressing the important belt cleaning challenges as this greatly impacts the site’s continuous productivity goal.

Reducing maintenance and cleaning costs associated with time and resources required to clear/shovel away the material fines on a regular basis was also targeted.

For many years, the quarry was operating an incline conveyor system. To implement a reliable and effective cleaning system and overcome the sites ongoing challenges, key factors needed to be taken into consideration, including the hard to reach tail pulley location and tilting nature of the incline conveyor.

Maintenance Team were unanimously in favour of installing K-Rotabrush® conveyor belt cleaner, that has the capacity to provide excellent cleaning performance primarily where space limitations apply.

K-Rotabrush® conveyor belt cleaners installed at the quarry, consisted of a rubber brush design and featured a high performance, uniform rotatory action successfully sweeping excessive fines off the belt. This greatly reduced the instances of carry back on the return rollers and helped to stabilize belt tracking, improved conveyor operation and plant efficiency. K-Rotabrush® effectively performed the cleaning action without compromising belt wear and extending its wear life. An external contractor was involved in this simple belt cleaner installation and to date minimal maintenance and virtually no adjustments have been necessary.

As well as resolving the ongoing belt cleaning challenges, the quarry was also successful in achieving a

NEWS

performance issues at basalt quarry in Australia

NEWS AUGUST 2021

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ENGINEERING & EQUIPMENT

Breston opts for wireless controls of Tele Radio

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Tele Radio BV in The Hague, subsidiary of Tele Radio in the Benelux, has been the proud supplier of radio controls to Breston in the Netherlands, which has been a manufacturer of mobile transport systems for almost 20 years. Breston mainly applies wireless remote controls to its shiploaders and store loaders.

Tele Radio, founded in 1955 in Lysekil, Sweden, specializes in the development and production of safe, radiographic remote controls for industrial use. “The robustly and durable built remote controls are characterized by a very high reliability and an ergonomic design,” says Jerry Bredewoud, salesman at Tele Radio BV and account manager for Breston.

“The transmitters and receivers meet the highest possible safety standards and have independent certification.”

INNOVATIVE SOLUTIONS The globally operating Tele Radio Group currently has set up more than 20 branches and dozens of dealers and agents spread across Europe, the United States, and Asia.

Tele Radio Group serves a range of industrial sectors with innovative solutions for the realization of wireless remote control of lifting equipment, cranes, heavy machinery, winches, hydraulic tail lifts, gates, and doors, to

name just a few. “Where necessary, we can adjust our remote controls for specific applications.”

STORE LOADERS An example of a demanding application is the wireless remote control used by the telescoping store loaders and shiploaders of Breston BV, a manufacturer of mobile transport systems. The top-notch Tiger series remote control is used for this. Jan Abresch, sales manager at Breston notes: “The Tiger remote control meets all our requirements; in terms of safety as well as functionality and reliability.”

FUNCTIONALITY The remote control’s functionality is highly programmable and customizable.

Proportional operating buttons or joysticks guarantee precise control. The connection between transmitter and receiver is checked every 40 milliseconds. The remote controls have standard relays, analogue, and digital inputs and outputs, and various fieldbus communication protocols.

These protocols include an emergency stop function and relays that meet SIL 3 and PLe classifications. The Tiger also shows machine feedback via LED lights. Says Bredewoud: “This way the operator can easily see whether a function is active,

without having to see the machine. The control has an adjustable range of up to 1,000 metres, depending on the environment.

PERSONALIZED The transmitter and receiver are protected against moisture and dust (IP65). Depending on the model, the control has a rechargeable, replaceable battery or a rechargeable internal battery.

The Tiger can be personalized with a front foil. Says Abresch: “We can therefore supply our machines utilizing a Tiger remote control that has the Breston look. The clear function indication of the buttons on the transmitter contributes to an efficient and safe operation of our store loaders and shiploaders.”

ABOUT BRESTON Breston BV in Nieuwe Tonge (the Netherlands) is dedicated to the design, manufacture, installation, and maintenance of fixed and mobile transport systems for the agriculture and bulk processing industry. In addition to warehouse loaders and shiploaders, the company also supplies verifiable weighing bunkers and loading systems for trucks, even far beyond national borders.

across the supply chain. Reducing vehicle emissions is key to our climate strategy, and we are thrilled to join with Komatsu and our peers in the global mining sector on real, tangible action to help accelerate our transition to a low carbon future.

Extending the FutureFit Academy partnership to equip our workforce to operate zero emissions technology is an exciting addition to our collaboration with Komatsu.”

BHP’s Group Procurement Officer, James Agar, said: “We are excited by the opportunity to work with the Komatsu

GHG Alliance to drive new technology and innovation that can benefit the mining industry globally. This collaboration is a great example of the partnership approach we are taking in our supply chain as we work towards BHP’s goal of net zero operational emissions by 2050.”

Komatsu Ltd.’s President Mining Business Division, Max Moriyama, said: “We are thrilled to welcome BHP to this exciting new customer alliance and ready to see how we can all work together towards a more sustainable future and rapid development of zero-emission equipment solutions.”

The Alliance framework will support BHP’s broader Zero Emissions Material Movement (ZEMM) programme, which also includes founding patron membership of the global Charge On Innovation Challenge announced in May 2021, which is seeking solutions from technology innovators for large-scale haul truck electrification and charging systems.

ENGINEERING & EQUIPMENT

To accelerate its push to become a net-zero operator by 2050, BHP will become a founding member of Komatsu’s GHG Alliance, which aims to develop commercially viable zerogreenhouse gas emissions haul trucks. As a founding partner of the Alliance, BHP plans to operate one of the first batches of zero-emission trucks upon commercial release.

BHP will provide engineering and technical resources to Komatsu to support the development phase as required. These activities will provide BHP with real-time access to technology in development, with Komatsu drawing upon BHP’s mining expertise to accelerate its path to market. Additionally, BHP and Komatsu will collaborate through the BHP FutureFit Academy to develop the future facing skills in our teams to operate and maintain this pioneering equipment.

BHP’s Chief Commercial Officer,Vandita Pant, said: “Tackling climate change requires strong collaboration and collective effort

NEWS

BHP revs into Komatsu’s GHG Alliance

NEWS

NORDAC FLEX frequency inverters from NORD DRIVESYSTEMS are true all-rounders: they not only offer a wide power range, but also work very economically. The NORDAC FLEX SK 205E series has been specially designed for conveyor systems that handle parcels, as well as baggage handling systems in airports.

The large power range, up to 22kW, is characteristic for the frequency inverter. In addition, the NORDAC FLEX SK 205E is compact and enables high precision in synchronous and positioning applications via the integrated POSICON control Another advantage is the precise and rapid current vector control: It ensures constant speeds in case of fluctuating loads. The NORDAC FLEX SK 205E also offers maximum flexibility and due to its high energy efficiency enables energy savings, especially during partial load operation.

This even applies to applications that technically do not require an inverter.

Users are provided with complete flexibility when it comes to installation: Inverters can be both installed close to the drive in the field and integrated into the motor. Power and data cable connections are available as plug-in versions. The decentralized system enables short motor

and encoder cables as well as short supply cables to sensors.

The inverters can be used to control standard asynchronous motors, highefficiency synchronous motors and brake motors. Encoder feedback can be realized, for example position-controlled transport systems. The large operational overload characteristics of the NORDAC FLEX SK 205E makes dynamic movements with short start and stop times or cyclic operation possible.

NORDAC FLEX SK 205E series frequency inverters feature four digital inputs and one digital output (e.g. for error messages). The inverter can be monitored via an optional Bluetooth interface using the NORDCON APP software. This way, possible errors can be quickly diagnosed and remedied. Drive parameterization is possible as standard via the integrated diagnostic interface with the free NORDCON software tool.

The inverter features a total of six digital and two analogue interfaces, two encoder interfaces and one integrated PLC for programming of functions close to the drive. A wide range of extensions through option modules are possible as accessories, for example a communication interface that supports commercially available

Ethernet dialects as well as extensions for functional safety such as PROFIsafe and STO.

ABOUT NORD DRIVESYSTEMS With more than 4,100 employees, NORD DRIVESYSTEMS has developed, produced and sold drive technology since 1965, and is a highly respected global full-service provider in the industry. In addition to standard drives, NORD delivers application-specific concepts and solutions for special requirements such as energysaving drives or explosion-protected systems. In the 2020 financial year, annual sales amounted to €735 million. NORD has 48 subsidiaries in 36 countries and further sales partners in more than 50 countries. These provide technical support, local stocks, assembly centres and customer service. NORD develops and produces a wide range of drive solutions for more than 100 industries, gear units for torques from 10Nm up to over 282kNm, supplies electric motors in the power range of 0.12kW to 1,000kW, and supplies the required power electronics with frequency inverters of up to 160kW. Inverter solutions are available for conventional control cabinet installations as well as for decentralized, fully integrated drive units.

AUGUST 2021

www.drycargomag.com

ENGINEERING & EQUIPMENT

Frequency inverter for high-efficiency conveyor technology applications

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NORDAC FLEX SK 200E series frequency inverters have been especially developed for use in extensive conveyor technology systems. The NORDAC FLEX SK 205E features extremely high positioning accuracy and enables exceptional energy-efficient system operation (images: NORD DRIVESYSTEMS).

business to our organization.”

Martina Merz, Group CEO of thyssenkrupp AG, said: “FLSmidth is an excellent owner and a very good new home for our mining activities. Both companies have a strong cultural fit and are a good match: the business models are comparable; the technologies complement each other well. The result is a worldleading technology provider from pit to plant. This is also a great opportunity for our employees. The merged new company will be able to drive innovation and digitalization even faster and will increasingly focus on sustainability and ways

to reduce environmental footprint.”

FLSmidth provides sustainable productivity to the global mining and cement industries. It delivers engineering, equipment and service solutions that enable its customers to improve performance, drive down costs and reduce environmental impact.

The company’s operations span the globe and it has close to 10,700 employees, present in more than 60 countries. In 2020, FLSmidth generated revenue of DKK 16.4 billion. MissionZero is its sustainability ambition towards zero emissions in mining and cement by 2030.

THINK DIFFERENT CONVEY QUALITY

100% MADE IN TAIWAN Conveyor Solutions Belt Conveyor Components

40+ Year experience 50+ Patent 60+ Exported Countries

© JIMWAY

EQUIPMENT

FLSmidth A/S and thyssenkrupp AG have reached an agreement whereby FLSmidth will acquire thyssenkrupp’s Mining business.

Completion of the transaction is expected in the second half of 2022 and is subject to merger control clearance and closing. thyssenkrupp is a major full-line supplier of solutions for mining systems, mineral processing, material handling and services, which is highly complementary to FLSmidth’s mining offering.

The combined full-line coverage of FLSmidth and thyssenkrupp’s Mining business will include complete pit-to-plant range of technology, equipment and service expertise, as well as best-in-class digital solutions, covering continuous mining, mineral processing, mining systems and material handling.

The acquisition will also expand the installed base and customer base, increasing our competencies to serve our customers across multiple technologies. This will allow for a more robust customer approach in service and aftermarket, as well as for the creation of strong strategic opportunities and the enhancing of resources and investment in R&D, digital and innovation. This will result in shorter time to market for new innovations and technologies, for instance.

Both companies also share a common belief in bringing sustainable technology to the market in order to increase customer productivity and profitability. thyssenkrupp’s mining offering is an ideal fit with FLSmidth’s MissionZero sustainability ambition and with its digitalization agenda. This acquisition will place FLSmidth in an even better position to meet customer needs in these key areas.

Thomas Schulz, Group CEO of FLSmidth, said: “The thyssenkrupp Mining business and FLSmidth are a perfect match, and I am proud to announce this agreement to join forces.

This is a truly transformational deal allowing us to accelerate our growth ambitions by creating one of the world’s largest and strongest suppliers to the mining industry. This acquisition will offer a strong value proposition for our customers, and there is a significant opportunity in transforming thyssenkrupp’s Mining business towards FLSmidth’s business mix and model with more than 50% service business. I look forward to welcoming the talented staff of thyssenkrupp’s Mining

NEWS

FLSmidth to acquire thyssenkrupp’s Mining business — creating a global industry powerhouse in mining

NEWS ENGINEERING & EQUIPMENT

GSI unveils refreshed brand identity and website GSI, a manufacturer of grain storage, monitoring, conditioning and material handling, today unveiled an updated brand identity and website. The changes reflect the brand’s commitment to helping make customers’ jobs easier and the work they do more profitable. The refreshed identity includes a modernized logo that evolved from the original to preserve the equity the brand has earned over nearly 50 years serving farmers and commercial grain operations all over the world.

GSI’s iconic letters, which have represented its equipment for a majority of its history, remain. They are uncontained to increase versatility and have been refined for greater symmetry and strength. The letters are bright and recognizable using GSI’s well-known ochre colour. A new tagline, ‘Take control’, accompanies the logo to communicate how the brand helps customers take charge of their success.

“GSI is known for proven and dependable grain systems. But, GSI is more

than reliable equipment,” said Stefan Caspari, Senior Vice President and General Manger for AGCO’s Grain and Protein brands.

“This is an exciting time in GSI’s history.

Together with our partners, we are growing even more focused on supporting our customers through quality and innovation to help put them in control of their success through smarter protection.

The refreshed brand identity articulates our customer-centred mindset and our commitment to helping them make the most from what they produce, which helps us deliver against our stated purpose of farmer-focused solutions to sustainably feed our world.”

The company’s website has also been redesigned for easier navigation and access to information. It highlights the brand’s broad range of solutions and prominently features several new innovations including the EVO-50 grain bin, Select and Select IS chain conveyors.

ABOUT AGCO AGCO is a global designer, manufacturer and distributor of agricultural machinery and precision ag technology. AGCO delivers customer value through its differentiated brand portfolio including core brands like Challenger®, Fendt®, GSI®, Massey Ferguson® and Valtra®. Powered by Fuse® smart farming solutions, AGCO’s full line of equipment and services help farmers sustainably feed the world. Founded in 1990 and headquartered in Duluth, Georgia, USA, AGCO had net sales of $9.1 billion in 2020.

ABOUT GSI GSI™ is a brand within AGCO’s Grain & Protein business unit, which also includes Cimbria™ Automated Production™ (AP), Cumberland™ and Tecno™. The brands drive productivity for customers globally through smart and reliable grain and protein solutions to ensure food security, sustainability and animal welfare.

AUGUST 2021

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Kalenborn enables maintenance-free loading of bauxite

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Bauxite is a sharp-edged aluminium ore that causes considerable wear to equipment during transportation and loading/unloading. That is why impact baffle plates are used to decelerate the flow of material to the next handover point and thus lessen the abrasive force of the ore. To make sure these last as long as possible, the steel components were fitted with additional lining consisting of oxide ceramic KALOCER moulded sections.

The project was implemented in co-operation with a major supplier of equipment and components to the bulk goods industry. Among these are shiploading and unloading systems, crushers, screening systems, filter systems and entire cement production plants.

The company commissioned Kalenborn to manufacture steel baffle plates with special wear protection for use with a shiploading system for bauxite in Guinea/West

Africa. The three-tonne structure was manufactured at Kalenborn Poland; the highly effective wear protection elements were fitted by hand at the plant at Kalenborn Germany. The KALOCER moulded parts with thicknesses of 25–50 mm now ensure that the baffle plates that were formerly made of steel alone last much longer. The oxide ceramic material KALOCER is capable of withstanding extreme abrasion and high temperatures (up to 1,000°C). Lining with KALOCER not only reduces the previously high cost associated with the frequent replacement of these components but also ensures long-lasting and trouble-free plant operation. Also supplied is a repair kit that can be used to rectify any minor damage to the lining components directly on site.

Kalenborn has thus managed to provide a sustainable and costeffective solution for loading and unloading bauxite.

Aerial view of Groveport.

unloading technologies in focus

ENGINEERING & EQUIPMENT

It’s good to unload

PD Ports invests £0.9 million in Liebherr crane to boost productivity and support strategic growth at Groveport “Our reputation and exceptional customer service sets us apart from our competition, but by continuing to also invest heavily in infrastructure and resources at Groveport we believe we can further strengthen our position as not only the UK’s premier hub for steel handling, but a market leader in handling a wide spectrum of bulk cargoes.”

The delivery of the crane builds on a long-standing partnership between PD Ports and Liebherr, which has also provided equipment — including electric powered RTG cranes — for PD Ports at Teesport, the port operator’s largest operation and the fifth-largest port in the UK. Mike Hanlon, Ports and Material Handler Product Specialist at Liebherr, said that the machine manufacturer was delighted to deliver the equipment and play its part in the continued growth of PD Ports’ operations at Groveport.

AUGUST 2021

across the port operator’s nationwide locations.

A number of staff at Groveport, the largest site in PD Ports’ Humber cluster which also includes Immingham, Keadby and Hull, will now receive specialized training on the equipment in order to ensure it is utilized as safely and effectively as possible.

Geoff Lippitt, Chief Commercial Officer at PD Ports, explained how this latest infrastructure investment marks a significant milestone for Groveport as it continues to position itself as a market leader in bulk cargo handling. “We’re delighted to have such an impressive and world-leading piece of equipment on site at Groveport,” said Lippitt. “The new crane will deliver significant benefits to our customers, drastically reducing the discharge times for vessels resulting in huge cost savings as customers can turn their vessels around much faster.

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PD Ports in the UK has taken delivery of a brand new, state-of-the-art, £0.9 million materials handling crane that will boost productivity and efficiencies for customers at its Groveport site.

The new equipment, manufactured and built by Liebherr, one of the world’s largest construction machine manufacturers, forms part of a long-term strategic plan for the port operator to support strategic business growth across its Humber-based operations.

The crane, which was built to a bespoke specification for PD Ports, will optimize the discharge time of vessels, reducing turnaround times by up to three times for certain cargoes, ensuring the port maintains its highest operating standards whilst continuing to provide customers with a high-quality and reliable service.

The equipment is also the latest in a number of infrastructure investments made

by PD Ports and delivered by Liebherr

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Bruks Siwertell has won a contract to deliver a second Siwertell screw-type ship unloader to major Indian fertilizer company, Paradeep Phosphates Ltd (PPL), operating at the port of Paradeep, in Odisha, India. The new Siwertell 640 Dtype ship-unloader joins a similar unit, which has been serving the company since 2006.

Part of the Adventz Group and the OCP Group of Morocco, PPL is a major manufacturer of phosphatic fertilizers and is Asia’s second-largest producer of diammonium phosphate (DAP), sourced from its plant close to the port.

“We are delighted that PPL has once again turned to our technology,” says Pierre Öhrwall, Sales Manager, South Asia, Bruks Siwertell. “In 2005, the operator was looking for a new ship-unloader. After a visit to Australia to appraise a Siwertell installation there, PPL was convinced that a continuous, screw-type Siwertell ship unloader was the answer to its needs as it gives faster turnaround time and is environmentally friendly.”

Similar to its predecessor, the new railmounted ST 640-D unit has the capacity to discharge sulphur from vessels up to 60,000dwt in size, at a rated capacity of 1,500tph (tonnes per hour). It will alternate handling this cargo with rock phosphate at a rate of 1,200tph and muriate of potash (MOP) at 1,050tph.

Both units, like all Siwertell shipunloaders that handle sulphur, are fitted with the Siwertell Sulfur Safety System (4S), which was first developed over 30 years ago to minimize the risk of explosions when handling this extremely volatile and corrosive dry bulk material.

“The flammable and explosive nature of sulfur, which is not so much of a problem in open systems using grab cranes, becomes an issue for enclosed systems,” Öhrwall explains. “But sulphur handling should be contained and dust-free as it is damaging to the environment.

Uniquely, Siwertell technology is able to offer totally enclosed screw-type unloading with systems equipped with the 4S. It allows enclosed sulfur handling with any risk to personnel,

equipment, vessel and port reduced to the minimum possible levels.

“The new unloader will work on the same jetty as Bruks Siwertell’s previous delivery for PPL, and double the operator’s material handling capacity,” he notes. “PPL needed to keep up with demand, but wanted to do this in the most sustainable and environment-friendly way possible. The operator’s good experience with its existing Siwertell ship-unloader meant that PPL didn’t hesitate to invest in the technology once again.”

The new unloader will be delivered to the port in component parts and assembled on site. It is scheduled for operation at the end of 2022.

Paradeep is also served by a highcapacity, rail-mounted Siwertell ST 790-D unloader, delivered in 2011 for another operator. Able to unload sulphur from vessels up to 75,000dwt at 1,800tph, the fully enclosed Siwertell unit replaced a grab crane and prevents any pollution from dust emissions, further improving the environmental conditions at the port.

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ENGINEERING & EQUIPMENT

Repeat Siwertell unloader order for safe sulphur and rock phosphate handling in Paradeep

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Efficient and reliable VIGAN unloaders — pneumatic and mechanical

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Belgium-based company VIGAN is a major manufacturer of unloading equipment, and it offers both pneumatic and mechanical unloaders.

PNEUMATIC UNLOADERS VIGAN’s pneumatic equipment works on

the principle of conveying by air, which handles the product inside the pipes and thus behaves as the transport medium.

This means that, at the suction nozzle and using the vacuum produced by the turbo blower(s), a certain amount of air is mixed with the free-flowing products.

Sufficient air speed in the pipes maintains the products in the air flow, and the cargo is therefore conveyed in the same way as the air.

At the centre of the equipment, when the product arrives inside the receiving cyclone or hopper, the air will be sucked

Minimise Capital Investment Radial and telescopic features allows operator to easily and safely work within the constraints of the jetty Trimming of the hold achieved from one fixed feed in point Mobile solution perfect for multi- cargo berth (Multiple Use) Customised shiploading system designed specifically for the application

www.telestack.com sales@telestack.com

#MOVINGTOMOBILE

ENGINEERING & EQUIPMENT

and filtered upwards into the turbine while the products settle down into the hopper bottom or cyclone.

After being conveyed down by an airlock (rotary valve), the products will be transported to their final destination such as into trucks, railway cars, silos and/or storage warehouses.

Due to the inherent flexibility of VIGAN’s equipment range, they can be used to unload pneumatically any size vessel, as mobile units can be put on the deck of large size vessels, and large size models can have a boom with a suction pipes of up to 30 metres to unload postPanamax size vessels.

VIGAN’s mechanical unloader, the SIMPORTER, has been designed to meet very high capacity needs. It is able to discharge up to 1,500mtph (metric tonnes per hour), and is particularly suitable for large bulk carriers up to post-Panamax, and when the annual intake usually exceeds three million tonnes.

The twin-belt SIMPORTER system offers major benefits to port authorities and other organizations concerned with the bulk transfer of granular materials.

When it comes to choosing the model that is best suited to the application is a complex matter, and is subject to several factors.

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CHOOSING THE BEST MODEL

Next, the target unloading rate should be considered. It should be remembered that maximum unloading capacity applies most when the product is at the top of the hold, and the intake nozzle is in the middle of the opening area of the hold. In this position, the equipment is at its most effective. Average capacity considers the whole-ship-unloading operation, and therefore also the cleaning period at the bottom of the almost-empty hold, when the unloading rate necessarily drops significantly.

Many factors affect the average capacity in practice such as for instance: v type and number of machine(s) in operation; v size and type of unloaded vessels; v manpower; v captain’s instructions; v weather conditions; v auxiliary equipment; and v others, including maintenance, type of product, and so forth.

For continuous ship-unloaders (CSU), the average ‘through the ship’ unloading efficiency, including hatch cleaning, varies usually between 50–60% (mechanical) and up to 80% (pneumatic unloaders).

When comparing the average unloading efficiency between equipment and/or experimented unloading operations, close attention should be paid to considering exactly the same parameters such as taking (or not taking) account of any stoppage due to silo or warehouse problems, the lack of

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MECHANICAL UNLOADER

First, it is important to consider which products are to be unloaded. Most free flowing products with a density between 0.5 and 1.5 and a natural angle of repose less than 40° can be handled by VIGAN equipment. Products such as all kinds of cereals (corn, wheat, barleys, etc.), oilseeds, nuts, animalfeed, certain chemicals such as soda ash, alumina etc., …. but also slightly compacted products such as soy bean meal (SBM) are also suitable.

The second consideration is how many tonnes will be unloaded each year.

It is important to get the right balance between unloading capacity and financial investment. It is most useful to compute the tonnage of each product and the forecasted figures for the coming years.

For up to 200,000 metric tonnes each year, VIGAN recommends the use of portable grain pumps. For up to 2–3mt (million metric tonnes), a pneumatic tower or NIV on gantry is advised. For over 3mt per year, an NIV on gantry and/or mechanical SIMPORTER is ideal.

VIGAN’s expert team is always available to offer advice, and to direct customers to the best solution and cost: benefit ratio.

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ENGINEERING & EQUIPMENT www.drycargomag.com AUGUST 2021

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trucks for product loading, the time ‘lost’ for the displacement of the equipment along the ship and so on.

For example: v maximum capacity 300mtph: average efficiency 70%; v average unloading rate: 210mtph; v assuming a working day of 22 hours,

then a daily unloading rate of ±4,620 tonnes per day will be achieved.

The key figures to define are: v average unloading rate; and v number of working hours per day.

Users should also remember to ensure that the onward movement/storage of the product can handle the unloaded cargo. So

it is vital to ensure: v enough trucks to ensure the product transport at maximum unloading rate — this is the most common limiting factor when the maximum unloading capacity is above 300–400mtph; v sufficient capacity (maximum) of the conveying system to the silos and/or

Alumina handling operator set to benefit from Siwertell ship-unloader technology Bruks Siwertell has won an order for a Siwertell 10,000 S next-generation roadmobile unloader from new customer Trimet France. It is destined for unloading dry bulk cargoes of alumina in Marseille; the country’s largest port. The unloader offers extremely efficient, dustfree alumina handling with minimal material degradation and very low energy consumption. It also features advanced digital technology for remote monitoring and service support.

Trimet France placed the contract following a 20-month lease of an older Siwertell 10,000 S unloader from another Bruks Siwertell customer.

“Over this time, we supported Trimet France with any servicing needs, and had the rare opportunity to form a relationship with the customer before its purchase,” explains Jörgen Ojeda, Sales Director Mobile Unloaders, Bruks Siwertell.

“Trimet France wants to strengthen its present alumina unloading operation.

Its original decision to lease our hardware was an endorsement of Siwertell systems in itself, but evidently, wanting to order its own unloader, after experiencing what our equipment could offer, speaks volumes in terms of Trimet France’s trust in the equipment and in us as a company,” continues Ojeda.

“Siwertell unloaders have unbeatable environmental performance with zero spillage and virtually no dust creation.

They also offer minimal material degradation, which delivers a particular advantage to the alumina industry,” he adds.

“Our systems handle materials carefully, which minimizes the production of powdery fines,” Ojeda explains. “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 is ultimately good news for the planet and for profitability.”

Many port operators already benefit from the flexibility and efficiency of Siwertell road-mobile unloaders. “We have unloaded 1.25 million metric tonnes of alumina with a previous roadmobile installation in Croatia, which operated between 1997 and 2006 and ran up over 10,500 hours of service,” he notes. “This order strengthens our strategic aim for even more operators to benefit from our market-leading alumina handling capabilities.”

Scheduled for delivery later this year, the new road-mobile unloader will offer a rated capacity of 130 tonnes per hour, discharging vessels up to 10,000dwt, and can be folded down and relocated in

under an hour. It also features the Internet of things (IoT) device, Compulab, which enables extensive monitoring, follow-up, support and trouble-shooting through safe, remote access.

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.

ENGINEERING & EQUIPMENT

warehouse; and v other factors such as maximum berth occupancy time and so on.

Once all these factors have been closely examined, the type of equipment can be chosen. VIGAN’s main types of equipment and most common maximum capacities are: PNEUMATIC v mobile

or

portable

(also

called

vacuvators or grain pumps) — maximum capacity from 120 to 250mtph; v barge unloader, mostly for barges or vessel less than 15,000dwt — maximum capacity from 160 to 600mtph; and v NIV or gantry type, mostly for all types of vessels up to post-Panamax — maximum capacity from 200 to 800mtph.

MECHANICAL v SIMPORTER (twin belt technology) — maximum capacity from 800 to 1,500mtph.

Almost all equipment can be either mobile, either self-propelled or stationary. Most of VIGAN’s equipment is customized, with many options and accessories available.

Unloaders are all designed, manufactured and pre-assembled in VIGAN’s factory in Belgium.

ENGINEERING & EQUIPMENT

Siwertell unloader delivers dust-free cement handling in Houston construction, the old quay had to be repaired, and to keep renovation costs as low as possible, the unloading system had to be low in weight to minimize any reinforcement work from increased loads.

“The Siwertell unloader was an ideal choice for this terminal,” adds Wahlström. “It was light enough to minimize these costs, but yet deliver the through-ship capacity that it required.

Performance tests have gone to plan, and the operator is happy.”

The new rail-mounted Siwertell unloader offers continuous dust-free cement handling at a rated capacity of 1,500tph (tonnes per hour), with a peak capacity of 1,650tph, discharging vessels

up to 80,000dwt.

Furthermore, as it is totally enclosed, no dry bulk material is lost through spillage.

Bruks Siwertell also supplied 1.6m-wide jetty conveyors, with a belt length of 192m. These were delivered in 2019 and underwent final assembly in 2020.

The unloader was ordered in 2018 and delivered in component parts, where it was assembled within twelve weeks, according to schedule. Following the completion of the terminal’s construction, both the unloader and jetty conveyors were commissioned in September 2020 and operator training conducted.

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Bruks Siwertell has now completed the commissioning of a new Siwertell ST 640-M screw-type ship-unloader in Houston, Texas, USA; as far upstream the Buffalo Bayou as ocean-going vessels can go. Its undisclosed owners have switched from bagged to bulk deliveries of cement and building materials, and supporting this transition is a totally enclosed highcapacity ship unloader.

“The operator was looking to expand its US operations,” explains Per Wahlström, Contract Manager, Bruks Siwertell. “For some time, it has imported bagged deliveries of cement, but bulk imports hold the potential for greater market impact.”

As part of the terminal’s

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To benefit from advertising in the world’s only monthly dry bulk publication contact Andrew Hucker-Brown on T: +27 31 583 4360 E: info@dc-int.com

Two bulk handling specialists have joined forces to combine their 60 years of experience to offer the sector a total-solution combining industry design expertise and established manufacturing skills.

Specialist hydraulic manufacturer, Advanced Actuators and engineering designers, Ashton Bulk, have already fulfilled two multi-million pound contracts together for major clients in the bulk handling industry.

They are now specializing in wagon tippling technology offering a full consultation and design service, along with the manufacturing facilities, creating a turnkey service solution.

Mechanical, hydraulic and electrical design, intelligence and control systems can now be provided under one contract making customers’ projects much easier to manage.

Managing director of Advanced Actuators, Chris Woodhead, explains: “We have found from working together in the past that we offer complementary services and work really well together. We’re aware of a gap in the market for a one-stop-shop where consultants can find experts to deliver their entire bulk handling projects from consultation, delivery and installation through to testing and commissioning. In short, we’re offering the brains and the muscle under one roof.

“We’re seeing a growing trend towards the use of tipplers over bottom dumpers in

industries such as power, steel and ports, wherever unloading and stockyard equipment is used. It can be very costly to buy and maintain a fleet of bottom dumping wagons and tipplers tend to be more costeffective and able to handle trickier loads such as outsized, frozen or sticky materials.

We’re now able to service that market from end-to-end.”

The two companies first worked together in 2017 to deliver high-capacity train unloading systems for projects in South Africa and Guinea.

Joe Dudman, projects director at Ashton Bulk, adds: “Since teaming up with Advanced Actuators, we can provide all the expertise

www.drycargomag.com AUGUST 2021

that engineering consultants need in one place. By carefully selecting a supplier at specification stage, it’s possible to save significant amounts of money, simplify the process with less suppliers, and ensure longer lifespan of plant.

“Well-made and maintained equipment designed to recognized design standards should last for up to 40 years, but those who have chosen to buy cheaper products from China and India in recent years will find that they will be replacing them much sooner than they should and any downtime is going to be incredibly expensive.

Therefore, it’s recommended quality plant is specified from the very beginning of a project to avoid delays and expenses associated with repairs and replacements.

“We’re a smaller partnership than some of the big players, and that allows us greater flexibility and we’re much more willing to travel globally and to remote locations to provide a truly personal service and reaction times you are less likely to receive from larger organizations.”

Advanced Actuators has clients in the oil and gas, bulk handling, power, water and nuclear sectors such as Shell, Petronas, EDF Energy and BP, supplying standard and bespoke hydraulic engineering and servicing across the globe, including Europe, India the Middle and Far East.

Ashton Bulk provides engineering design and project management solutions to the bulk materials handling industries throughout the world and has engineers with experience dating back 50 years.

ENGINEERING & EQUIPMENT

Bulk handling forces combine to shake up unloading specification

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ENGINEERING & EQUIPMENT

LUGAPORT equipped with high-performance gantry cranes As part of the investment project for the construction of a universal terminal complex LUGAPORT in the port of Ust-Luga in the Leningrad Region (see LUGAPORT will strengthen ties between Russia and Europe’ on p18 of the June issue of Dry Cargo International), Novotrans Holding has started purchasing heavy lifting equipment.

CJSC ‘SMM’ (St. Petersburg) will supply the terminal with two portal cranes from the ‘Vityaz’ series, designed for operation in hook, grab, magnetic and spreader modes.

The cranes have been designed and manufactured as part of the comprehensive plan of the state programme for import substitution. They will be used for the transshipment of bulk and general cargo at the terminal in the wagon-ship-wagon and wagon-warehouse-ship modes.

“The planned volume of transshipment of bulk and general cargo at the LUGAPORT terminal is more than 16mt (million tonnes) per year. Vityaz cranes belong to the modern generation of port handling equipment and have operational characteristics that create great advantages

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Construction is well under way on the universal terminal complex LUGAPORT, and equipment purchases are taking place.

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in the speed of cargo transshipment and will allow us to achieve our performance targets.

Territorial proximity of the manufacturer to the terminal is also important, which will significantly speed up the delivery and installation of equipment,” said Alexei Zharkov, Deputy General Director for Development of Port Assets at Novotrans Aktiv LLC. “The cranes supplied by CJSC ‘SMM’ are high-performance and versatile lifting machines with low operating costs, surpassing the best foreign analogues in many respects. The cranes of this series fully comply with the specifics of the cargo traffic that will be handled at the LUGAPORT terminal. They will make it possible to carry out cargo operations at boom outreach from nine to 45m, and their maximum carrying capacity is 63 tonnes.

The metal structures and mechanisms of the cranes will have the highest indicators of durability and reliability,” said Sergei Pokrovsky, First Deputy General Director of CJSC SMM. Within the framework of the

LUGAPORT project, complexes for transshipment of general, bulk, grain and food cargo with a total capacity of 24.3mt per year will be created. The commissioning of the universal terminal will be carried out in stages.

The first stage of construction is planned to be completed in 2023, the second — at the beginning of 2024, the third — at the end of 2024. The terminal will be able to receive up to 1,100 wagons per day from the Luzhskaya General junction station. Eleven gantry cranes and three shiploaders will operate at five berths. The terminal will handle vessels of the Panamax, New-Panamax, BabyCapesize class.

LUGAPORT design documentation has successfully passed the state environmental expertise. The terminal will be equipped with closed-type conveyor and reloading equipment, which excludes dust removal into the external environment, modern dust suppression and aspiration systems.

Rigid dust screen technology and ‘dry fog’ pile irrigation system will be used for transshipment.

ENGINEERING & EQUIPMENT

NEUERO: loading and unloading specialist offers a flexible approach NEUERO has been a major manufacturer of mechanical and plant engineering since 1914. It stands for mechanical engineering, innovation and maximum customer benefit.

The company’s aim is to offer the best shiploading and unloading in the world to make it easier for its customers to work at ports and to ensure the supply of goods worldwide.

With over 5,000 built references in over 140 countries, NEUERO is a respected manufacturer of shiploading and unloading equipment. Several tonnes of grain are handled every hour worldwide using NEUERO machines.

NEUERO’s machines are characterized by advanced, efficient, reliable and userfriendly design. The systems have the lowest maintenance and operating costs and thus ensure a fast return on investment.

NEUERO’s shiploaders and unloaders set standards worldwide. They protect the environment as well as the health and safety of employees (EH & S) through their innovative technologies.

NEUERO is ISO certified and has guidelines on work safety, health and the

environment. More than 300 customers already rely on NEUERO’s expertise.

Continuous unloading performance, even during residual cleaning. Less dust during loading with our special engineered loading head and noise reduction through its insulated machine houses. NEUERO’s lightweight designs make its machines very safe and environmentally friendly for handling.

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NEUERO Multiport M400 being delivered to Saudi Arabia.

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SHIP-UNLOADERS NEUERO designs pneumatic shipunloaders for grain, feed, biomass, and many other dry bulk materials according to customer requirements. They can be used to unload many types of bulk goods, particularly from the food sector, as well as products from the power plant and aluminum industry NEUERO’s designs are unique and tailored to the customer’s requirements and local conditions.

NEUERO distinguishes between three types: MULTIPORT v unloading capacity up to 800tph (tonnes per hour), based on wheat; v supply via the low or medium voltage; v use of diesel generators possible; v stationary, rail or rubber-tyred steerable wheels; v broad coverage of the ship’s hold by horizontal and vertical telescopic tube; v auxiliary winch for residual cleaning on the boom for an excavator or front loader; and v if necessary, with explosion protection concept following ATEX guidelines.

FLEXIPORT v pneumatic ship-unloading for non-freeflowing materials; v the vertical tube can be equipped with a rotating feeder to loosen up the product; and v full coverage of the ship’s hold due to additional extending and kick-in-kickout movement of the vertical boom.

NEUERO developed the Flexiport many years ago, to achieve higher efficiency for non-free flowing materials. The Flexiport unloader combines both a mechanical feeder and pneumatic conveying. The advantage of pneumatic is the ability to

ENGINEERING & EQUIPMENT

unload to the ship hold’s bottom, vacuuming the material and avoiding the need for extra hoppers to lift the material during clean up as required by a mechanical unloader.

The unloading process is different from regular free-flowing materials, because it is carried out with layers instead of positioning in one point and going down (inverted cone).

Nowadays, NEUERO incorporates many features like blower redundancy for high capacity and measurement sensors for vibration and temperature for the bearings.

This is also available in the company’s Multiport pneumatic equipment. It is interesting that it is required in all bucket elevators but not in the main drive of a ship unloader.

Efficiency for small ships: for example, when unloading wood pellets from 2,000dwt vessels, an average of 70% was promised and delivered — including clean-up operation. This has already been proven in 2002 at the Essent plant in the Netherlands.

The Flexiport in action.

TOWER v unloading capacity of up to 1,600tph, based on wheat; v movable on rails; v optional with a loading boom; v integrated auxiliary winch per boom; v two separate suction lines (50% each); and v integration of various conveyor elements, such as container scales, magnetic separators, etc.

ENDLESS DEBATE

safety paramount, and the highest environmental standards applied.

NEUERO specializes in ship-unloaders primarily for grain, alumina, and non-freeflowing items such as meals, and wood pellet unloading for electric power plants.

While mechanical unloaders often require payloaders from the very beginning of the unloading process, the Neuero Flexiport only requires a payloader during the final hold cleaning process at the end of the unloading process.

DCi Unloading corn at the Port of Salalah.

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The debate over whether pneumatic or mechanical unloaders are the best choice continues to rage, but for NEUERO the primary concern is to provide the most efficient ship-unloader, with employee

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Building powerful grabs for 70 years!

Tailor-made solutions for cargo handling with shipboard cranes

www.peiner-smag.com

Cranes and grabs — onboard and in port

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Ready for action

The Calypso with two CBG 360 from Liebherr, which is in operation in North Vietnam to supply energy to the region.

Jay Venter

Liebherr floating cranes supply North Vietnam with energy LONG-TERM PARTNERSHIP Liebherr and Oldendorff Carriers can look back on decades of co-operation based on partnership and trust. Like Liebherr, Oldendorff Carriers is a family-owned company that has been operating successfully on the market for many years.

For the large-scale project to supply energy to North Vietnam, it was looking for a low-maintenance handling solution.

“Oldendorff Carriers values the reliability of Liebherr products and is therefore also counting on high-performance Liebherr four-rope grab cranes, type CBG 360, for this major project,” said Jan Breckling, Senior Sales Manager for transshipment and ship cranes at Liebherr Maritime Cranes.

“The CBG is a heavy-duty crane designed for continuous operation. The new equipment will therefore play a crucial and at the same time permanent role in our customer’s long-term transshipment project.”

EXTENDED ACTION RADIUS Each of the four CBG 360 floating cranes is installed on a 10-metre-long eccentric platform.

This allows an extended operating radius of 46 metres for a lifting capacity of 30 tonnes. The maximum lifting capacity of 36 tonnes can be utilized at up to 40 metres. The improved positioning and outreach creates more operational flexibility and makes the unloading of the cargo holds even more efficient.

Captain Johannes van Dijk, Technical Director Projects at Oldendorff Carriers, said: “We needed a robust, reliable cargo handling system for our project in North Vietnam. For that reason we chose Liebherr CBG 360 cranes which are highperformance cranes designed for continuous operation.”

The first transloader, Calypso, with two CBG 360 cranes went into service at the beginning of 2021 and start of work coincides with Oldendorff Carriers’ 100th company anniversary. Like its sister vessel, it has a length of 145 metres and a deadweight capacity of 18,000 tonnes. In

AUGUST 2021

Handling and transporting 100 million tonnes of cargo in 25 years: that is the goal of the NS2 project of Oldendorff Carriers, Germany’s largest bulk shipping company.

To achieve this, Oldendorff Carriers’ fleet will work with Liebherr floating cranes.

The core of the North Vietnamese project are the power plant’s 2 x 600 megawatt power generation units, which supply the region with energy.

The CBG-series ensures a continuous turnover of material for the power plant’s operation. The deployed cranes are characterized by their long service life and low maintenance requirements, which is a decisive advantage especially on the open

seas and in remote areas.

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Liebherr has delivered four transshipment cranes, type CBG 360, to its long-term customer Oldendorff Carriers for a major project in North Vietnam. In the coming years, the cranes, which excel through their reliability and high operating speeds, will be used for power generation in the region. A further three cranes of the same type will be commissioned in West Africa for handling bauxite.

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ABOUT OLDENDORFF CARRIERS Oldendorff Carriers is a 100-year-old family owned shipping company operating a fleet of about 700 bulk carriers and 50 transshipment vessels. The company is represented by 20 offices around the world with 10 bulk transshipment projects and has a workforce over 4,500 people from 60 countries.

ABOUT LIEBHERR-MCCTEC ROSTOCK GMBH Liebherr-MCCtec Rostock GmbH is one of the leading European manufacturers of maritime material handling solutions. The product range includes ship, mobile harbour and offshore cranes. Reachstackers and components for container cranes are also included in the product portfolio.

The Albert Oldendorff is equipped with three CBG 360s, which are currently handling bauxite.

OUR EXPERIENCE – YOUR ADVANTAGE Rope-, Motor-, Hydraulic-Grabs The perfect grabs with unbeatable reliability, leading in efficiency and quality, expedient and economical.

MRS GREIFER GmbH Talweg 15-17 • 74921 Helmstadt • Germany Tel: +49 7263 912 90 • Fax: +49 7263 912 912 export@mrs-greifer.de • www.mrs-greifer.de

ENGINEERING & EQUIPMENT

West Africa, the Albert Oldendorff with three CBG 360 is in operation for bauxite handling.

This transshipment vessel is equipped with hoppers and a conveyor system, which leads to a faster turnover of the material. The cranes are installed sidemounted and directly discharge into the hopper conveyer belt system.

ENGINEERING & EQUIPMENT www.drycargomag.com AUGUST 2021

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Bucket and grapple solutions from Atlas-SSI

Atlas-SSI is a major manufacturer in the bucker and grapple market. The company prides itself on product excellence. Its high-performance buckets and grapples are built for the toughest jobs, setting the standards for quality engineering and craftsmanship.

As a full-service manufacturer, Atlas-SSI offers comprehensive engineering, manufacturing and servicing capabilities for new and rebuilt equipment. Outstanding customer support results in a winning combination.

The company’s core values are simple — it emphasizes safety and superior customer service.

Atlas-SSI understands the importance of equipment quality and has the capabilities to rapidly respond to virtually any bucket or grapple challenge that may arise on site, no matter the manufacturer or type of equipment.

Atlas-SSI manufactures single-, two-, three- and four-rope cable-operated buckets and grapples as well as radio remote control, hydraulic and continuous unloader buckets used for all types of materials and applications. Using the latest manufacturing methods and highest quality materials, its buckets and grapples carry with them the quality and reliability that customers have come to know and expect from Atlas-SSI. Atlas-SSI also maintains an inventory of buckets and grapples that are available for short- or long-term rental. Whether it’s for project cost control or an unplanned equipment breakdown, the rental fleet is well maintained and is ready to ship from the company’s strategically located facility near the Mississippi River. To avoid downtime, many customers leverage this rental programme while their bucket or grapple is being rebuilt at our facility.

In addition to manufacturing new equipment, Atlas-SSI has also made its mark

on the industry with top-quality rebuilds. It has the expertise to rebuild all styles, makes and models of buckets and grapples from any manufacturer. The quality of the rebuilds often exceed their original manufacturers’ performance specifications.

This not only makes the equipment work like new, but saves the customer time and money, improving your bottom line.

With extensive engineering and manufacturing experience, Atlas-SSI has the specialized knowledge to service all makes and models of buckets and grapples and make best practice recommendations on equipment maintenance and operation to help maximize the life of the customer’s bucket or grapple. Because it manufactures the equipment, it also has an inventory of parts that can be quickly shipped to the jobsite.

Atlas-SSI is proud to be a trusted extension of its clients’ in-house engineering and maintenance teams. As the most experienced provider in North America, Atlas-SSI operates with an uncompromising commitment to health and safety at its facilities and on the jobsite.

Safety starts with the leadership team and touches every employee through daily hazard assessments, safety training and ensuring that all essential industry safety certifications are in place.

Atlas-SSI’s state-of-the-art manufacturing sites feature over 250,000ft2 of combined space and produce a wide range of buckets and grapples. Atlas-SSI engineers use the latest CAD software programs in combination with high-tech equipment and experienced welders and machinists to ensure that each bucket and grapple is produced to the highest standards. Its buckets and grapples are manufactured using a combination of A-514 (T-1) and AR-400 steel, heated treated pins, rollers and bushings to maximize structural strength and durability in the field. This helps to ensure long and trouble-free operation.

The quality of the buckets and grapples is a top priority and Atlas-SSI conducts detailed inspections in every step of the manufacturing process. When its engineers provide the final sign-off for equipment to leave our facility, customers can rest assured that Atlas-SSI buckets and grapples will exceed all expectations.

ENGINEERING & EQUIPMENT

How STEMM manufactures its clamshell grabs for grain handling STEMM GRABS OF 40M3 FOR GRAIN HANDLING

STEMM has reached an international agreement with shipowners and stevedores from the main European ports to manufacture clamshell grabs for cereal handling in the unloading of bulk carriers.

The manufacture of this type of grabs requires highly qualified personnel and technical equipment, especially boilermakers and welders duly approved, according to ASME and ISO standards.

PHYSICAL CHARACTERISTICS OF THE GRAIN HANDLING CLAMSHELL GRABS

Clamshell grabs are ideal for use with cranes from companies such as Italgru, Liebherr, Konecranes Gottwald. These STEMM models have a capacity of 55 tonnes at maximum boom outreach.

A clamshell grab of this type is an indispensable tool with an own weight of about 18 tonnes and an installed electric motor with a power of 55kW. It is driven by four robust, special high-pressure hydraulic cylinders with a diameter of 160mm, which are fitted with shock absorbers.

The mechanically welded construction uses high strength steels (TRENX 700) and anti-abrasive steels (HARDOX 500), both in the central body as well as in the shells and in the sealing and penetration lips.

AUGUST 2021

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METHOD OF OPERATION

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These grabs are operated by a powerful and well-designed electro-hydraulic unit with an internally installed manifold block.

This manifold block concentrates all the components and valves inserted in a single piece or steel block. It is quickly dismountable, allowing easy interchangeability for control and maintenance operations.

GRAB CONNECT REMOTE CONTROL SYSTEM The GRAB CONNECT system designed

by STEMM engineers is a highly developed and highly experienced system that allows remote control of a grab located at any port in the world.

The control of the grab is displayed either on a computer, a tablet or a Smartphone providing all kinds of parameters and technical data, such as pressures, temperatures, current consumption, number of manoeuvres carried out, etc.

In addition to its control, it allows diagnostics and preventive maintenance treatment by carrying out a check of the machine’s condition. Thus, before the

arrival of ships at the port, all corrective or updating operations can be established, so that when unloading operations begin everything is totally controlled and there is no possibility of unforeseen events,, ensuring that ships are unloaded without stoppages or incidents.

QUALITY SYSTEMS THAT ATTEST THE RESULT

The entire clamshell grab manufacturing

process at STEMM’s facilities is subject to continuous and intensive quality controls: v Laser, plasma or water jet cutting of laminated sheet metal. v Full surface treatment of all surfaces, with maximum shot blasting level SVENSK grade SA 2.5 v Primer treatment before 4 hours have elapsed. v Subsequent C5 marine treated paint finish in RAL 1007, with a minimum dry

ENGINEERING & EQUIPMENT

film thickness of 300 microns.

During the manufacturing process, in order to ensure the excellent quality required, continuous and constant technical controls are carried out, both

by STEMM’s internal personnel and by the duly approved technicians who are contracted by Bureau Veritas engineering.

All the final tests, control and supervision were carried out with the support and intervention of the technical specialists of the company Lloyds, which issued a Final Certificate of Tests and

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HOW STEMM WAS AWARDED THE CONTRACT

The buyer was a maritime consortium of international shipowners and stevedores, operating in various European and Indian Ocean ports.

The technical committee in charge of the selection of the most suitable option, 11 engineers and doctors of great prestige and experience, was appointed by the consortium’s top management.

This Committee appreciated almost unanimously the high technical performance of great value and design offered in the technical report presented

by STEMM engineers, who in addition to providing technical reports with designs and profile calculations by means of finite elements of the profile of the shells, enriched the presentation with 3D designs.

This optimum filling degree was fully corroborated and confirmed in the highly anticipated unloading operations of the first 300,000 tonne bulk carrier that arrived in port.

Ships cranes turn a quayside with no cranes into a bulk copper loading port North Parks mine in western NSW Australia loads its copper in bulk ships in Port Kembla on a quay side with no cranes or conveyor belts using the ISG containerized Bulk Handling System In 2014 the first ship was loaded in Port Kembla with copper concentrate using ships cranes and ISG Pit To Ship solutions™ containers.

At the mine site, the ISG containers have their lids removed by the ISG mine site lid lifter. The ISG containers are then loaded with copper at the mine site using a front-end loader, the lids are then replaced by the ISG lid lifter.

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Approval of the Provisional and Definitive Reception.

Each container is placed onto trucks and taken to the railhead where they are loaded onto the train. The copper is then delivered by rail from North Parkes mine.

The train arrives into the Patrick terminal in Wollongong where the loaded containers are swapped for the unloaded containers, the train then returns to Parkes.

The loaded containers are taken around to the quayside and using the ships crane and a tippler the containers are placed into the ship’s hull. Using the patented ISG lid lifter the containers are rotated 360° and the copper is placed into the ship’s hull

making this a dust-free solution.

The following photos show the loading process using ships crane, tippler and the ISG containers, note the ISG patented lid lifter in operation.

INTERMODAL SOLUTIONS GROUP PIT TO SHIP SOLUTIONS™ Intermodal Solutions Group (ISG) is a global company. Its container designs are all FEA tested and have gone through a rigorous testing programme. ISG designed the first ever bulk container certified BK2 compliant and these containers currently move copper concentrate in Australia.

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ENGINEERING & EQUIPMENT

Negrini’s electro hydraulic equipment now with Remote Control Industria 4.0 Negrini has introduced a new tool, Remote Control Industria 4.0, which further enhances the company’s electro hydraulic grabs.

The tool is ideal for routine maintenance and to improve the efficiency of customers’ production processes.

FEATURES OF REMOTE CONTROL INDUSTRIA 4.0: v monitoring and control of processes in electrohydraulic equipment; v real time scans and diagnostics; v system communication via Wi-Fi or data sim; v notifications via email, sms or smartphone, tablet and PC; v preliminary production analysis; v routine maintenance alert; v failure prediction; and v immediate alarm in case of failure or malfunction.

THE SMART GRAB

AUGUST 2021

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With Remote Control Industria 4.0

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installed, the grab parameters automatically adapt to the type of material being handled without the need for human intervention, thus maximizing production and reducing costs.

In the presence of high-density materials such as mineral, the grab speed is

reduced and the hydraulic pressure is increased, parameters otherwise not suited to lighter materials such as coal or cereals, where we see a change in speed and reduction in hydraulic pressure which would otherwise be unnecessarily high, causing energy wastage and wear.

ENGINEERING & EQUIPMENT

The most important advantage offered by the Remote Control Industria 4.0 device installed on Negrini’s equipment concerns the processing of data, thus allowing preliminary production analysis and failure prediction. Notifications are sent via email and sms and each time an event occurs,

either an incident, arrest or maintenance request is recorded.

Costly machine downtime is therefore avoided while maximizing production, reducing periods of non-activity and minimizing expenses normally incurred by corrective maintenance works.

The client and Negrini S.r.l. will have total control over the condition of the equipment via Wi-Fi or a data sim, using a smartphone, tablet or PC, and will receive all notifications sent by the system so as to always be informed on machine requests and events.

ENGINEERING & EQUIPMENT www.drycargomag.com AUGUST 2021

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Italgru has earned its place as a major provider of bulk handling cranes Italgru S.r.l. has proven experience in providing specific operational solutions in the cargo handling industry.

These solutions cater to the most important logistic segments such as harbour, offshore, shipyard, and steel mills businesses.

Competence and innovation are the pillars behind the Italgru brand, designs and developments.

The four IMHC 2120s that are already in operation with the client in India — these units form part of the sixcrane delivery package.

TK OFFSHORE CRANE SERIES With the recently introduced knuckle boom crane design, Italgru has once again revolutionized the standard in crane design solutions and concepts. The TK series caters to a growing market that requires more efficient technical handling solutions with a view of saving space on customers’ offshore projects.

The TK knuckle boom offshore pedestal cranes are the right choice for applications with limited space available. The modular design allows the cranes to be equipped with a machinery house on the rear side of it or alternatively a compact version is available where the crane’s prime mover is situated within the interior of the slewing column.

The TS offshore cranes are available with either electric or diesel prime movers that can be customized for operation in both safe and hazardous areas. The unique design of the TK crane allows for adequate access for maintenance and inspections.

The key characteristics of the TK type cranes are: v compact design based on modular systems with or without machinery house; v Italgru electronic-type crane management system; v power output regulator to avoid power pack overloading and to ensure excellent operating efficiency; v closed hydraulic system; v auxiliary winch; v all winches are mounted on the main frame for easy access and safe maintenance; v emergency load-lowering system; v three-ways roller slew bearing; v gross overload protection; v constant tension; and v man-riding application.

PORT CRANES With over 60 years of experience in the cargo handling industry, Italgru’s mobile harbour cranes are the result of careful studies of technological developments and the application of the necessary

technologies to modern harbour equipment in order to handle every type of goods.

Both diesel-hydraulic and electric drive system are available, controlled by Italgru’s state-of-the-art electronic crane management system, ensuring the crane’s performance is optimized. Safe, smooth and precise crane handling is a result of innovative engineering and constant customer feedback and implementation of the latest technologies available.

Efficient, mobile and versatile, Italgru’s mobile harbour cranes can be used in any port for the handling of: bulk materials, steel or scrap metal, general cargo and heavy loads, containers.

Italgru’s crane designs, in compliance with F.E.M. 1.001 Design Rules, allow for classifications from A3 to A8 based on client’s requirements.

Recent orders for Italgru’s mobile harbour cranes include two IMHC 2120s for India. These units have a maximum

capacity of 100 tonnes under hook; double winch; diesel-hydraulic and electric motor and cable reel to plug-in from berth. This delivery forms part of a project related to the manufacture and delivery of six cranes in total, two with a maximum capacity of 100 tonnes, with four cranes already delivered.

The IMHC 2120 is a true all-rounder, the flagship within Italgru’s range. It offers great flexibility and fast handling of all sorts of cargoes on vessels up to Post-Panamax size. For bulk cargoes, it is suitable for use with mechanical or four-rope grabs, or with attachments to handle coils and containers (telescopic 20ft and 40ft spreader).

The crane is built in two variants: a single winch with two ropes; and a double winch with four ropes (four-rope grab crane).

Italgru has also manufactured one IMHC 2120 E, diesel-electric crane, for delivery to Volos Port in Greece. This unit has a maximum capacity of 125 tonnes, a single

AUGUST 2021

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ENGINEERING & EQUIPMENT

In February 2020, Italgru delivered two IMHC 2120E cranes to Dar Es Salaam Port, in Tanzania.

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winch, and a cable reel to plug-in from the berth.

Italgru has also received an order from Russia (Azov Port), for one diesel-hydraulic IMHC 1580 crane, with a maximum capacity of 80 tonnes under hook. The IMHC 1580 is ideally suitable for feeder and medium-sized vessels. It is built for fast and efficient handling of bulk, coils and containers (telescopic 20' or 40' spreader).

The crane is built in two variants: a single winch with two ropes; and a double winch with four ropes (four-rope grab crane).

Orders in Italy include: one IMHC 2120, with a maximum capacity of 125 tonnes, for Barletta Port; two diesel-hydraulic IMHC 1580s, with maximum capacities of 80 tonnes, for the ports of Ravenna and Oristano — deliveries are scheduled to take place by the end of this year.

GREEN SOLUTIONS Italgru is working ever harder to develop solutions that are environmentally friendly.

As part of the company’s ‘green drive’, it has now designed all its IMHC models so that they are all available with electric drives.

This option is now offered in addition to the traditional Italgru hydraulic drive configuration, and is already very popular with those customers which are focused on environmentally friendly solutions.

COVID-19 AND DELIVERIES IN 2020 The Covid-19 outbreak has dramatically impacted the global environment. Due to

travel restrictions, after-sales and maintenance was a major issue that Italgru has been able to solve through telemaintenance, an effective tool that allowed it to oversee operations from its HQ. All of Italgru’s cranes can be monitored through telemaintenance: the crane is connected, through the internet, to the Italgru HQ or the local maintenance station, for realtime monitoring and troubleshooting.

Remote support has always been a tool used by Italgru to help its customers. The global pandemic and the restrictions imposed on travelling have certainly increased the number of requests to operate directly from Italgru headquarters.

These tools allowed the company to keep in contact with its customers and with potential ones, providing the opportunity to connect from employees’ homes and avoiding a slowdown in negotiations or project management.

A direct approach to the customers to carry out training and commissioning is the way to operate for equipment of high complexity and technological content like Italgru cranes. Italgru is aware that, during these times, it is important to exploit all the tools available in order to support customers in the most optimal way.

Despite the pandemic — which, from March to May 2020, shut down all Italian companies for over two months, causing delays in delivery of cranes and materials procurement — during 2020, Italgru was

able to supply 11 cranes. Between September 2019 and June 2020, Italgru delivered three cranes to Stukwerkers Havenbedrijf, a private customer located in Gent Port. In September, the client received model IMHC 2120, with a maximum capacity of 125 tonnes, powered by a diesel engine; in June, two IMHC 3160 cranes, with a maximum capacity of 140 tonnes were delivered.

As for cranes with electric drives, in February 2020, Italgru delivered two IMHC 2120E cranes to Dar Es Salaam Port, in Tanzania, and two IMHC 2120Es were delivered to Gangavaram Port in India.

These units are entirely powered by a cable reel in order to operate the crane using power supply from the quay.

ITALGRU CRANE SERVICE Italgru has built a network of sales & service partners present in all continents with a proven track records in providing our clients with qualified expertise and know how.

OPEN ARCHITECTURE The open architecture of Italgru’s IMHC foresees a wide use of components from primary brands in the world market, for which it releases all information (OEM part numbers, model, data sheet, etc). This provides easy availability of spare parts on the market; over 80 % of Italgru’s suppliers have their own branch office located in the major areas of the world.

ENGINEERING & EQUIPMENT

Yachts, cranes, transformers, dredgers, and giant baskets ‘AAL KEMBLA’ CARRIES THEM ALL AND MORE, ON LINER SERVICE VOYAGE FROM EUROPE TO ASIA Baskets discharge in Taichung.

Dredger being loaded onto AAL Kembla.

voyages on schedule and our customer cargoes moving.”

AAL’s owned fleet of heavy lift multipurpose vessels has grown by 117,600dwt in three months. This brings the carrier’s operating fleet to a total of 711,200dwt and comprises multiple vessel sizes, with 14 of these featuring a maximum lifting capacity of 700 tonnes and many of the larger ‘mega-size’ vessels offering up to 40,000m3 cargo intake volumes. The fleet serves AAL’s growing portfolio of multipurpose cargo services, which includes monthly sailings on the ‘Asia – Americas’, ‘Asia – Europe’ and ‘Atlantic’ trade routes, scheduled liner services ‘Asia – Australia’, and ‘Europe – Middle East / India – Asia’ and additional tramp solutions around the world.

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ABOUT AAL SHIPPING

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On Valentine’s Day 2021, the AAL Kembla set sail from Rotterdam on a voyage from Europe, through the Persian Gulf and onto Shanghai — as one of six 31,000dwt A-Class heavy lift multipurpose vessels employed on AAL Shipping’s (AAL) ‘Europe, Middle East / India – Asia Monthly Liner Service’. On the journey eastwards, she loaded close to 37,000m3/15,000 metric tonnes of project heavy lift, breakbulk and steel commodity cargoes.

These included multiple private yachts, the longest of which was 23m; a 33m tall mobile harbour crane weighting 370 tonnes; 16 power transformers with a total weight of 1,583 tonnes; a 41m-long dredger and components weighing 584 tonnes; and four giant circular baskets with an average circumference of just under 52m. The smallest parcel she carried was 1.8 tonnes and 2.5m3.

Eike Muentz, General Manager Europe, commented; “The cargo carried on this

particular voyage serviced over 30 shippers and upwards of 10 multiple industry projects along the route, including wind energy, infrastructure, oil and gas and mining. The volume and wide range of cargo types featured on this voyage illustrates the supreme flexibility of the A-Class and the growing dependency upon a breakbulk-style of shipping from global shippers. These customers would normally put their smaller breakbulk and steel commodity cargoes into containers, but cannot due to the current climate of increased costs and limited capacity.

He added; “Even with significant Covid restrictions, unparalleled port delays and cargo readiness issues, AAL’s monthly liner service between Europe and Asia has thrown a lifeline to all types of shippers and all sizes of parcel. It is credit to our crews, engineers and operations teams who worked tirelessly on the front line throughout the pandemic and keep these

AAL Shipping (AAL) is a highly awarded breakbulk and project heavy lift carrier with over 25 years’ experience creating and delivering competitive solutions for the world’s most dynamic industry sectors including oil & gas, mining, energy, construction, and agriculture. It is one of the multipurpose shipping sector’s top carriers by total fleet DWT and has a sterling reputation for safety, trust, and customer service.

AAL operates regular sailings on key trade lanes, comprising scheduled monthly liner services connecting Europe, Middle East, Asia and Oceania, frequent sailings through the Americas and tramp chartering solutions to any compass point.

It carries all cargo types including project heavy lift, breakbulk, steel, containers and dry bulk commodities – large and small.

AAL operates one of the sector’s youngest and largest fleets of modern MPP heavy lift vessels. These are designed to load and carry any cargo and at the same time. The fleet comprises a variety of size classes that combine strong heavy-lift capability (700 tonnes maximum and significant cargo intake volumes (40,000m3 maximum). AAL spearheads the ‘megasize’ MPV segment, with a range of 30,000dwt + tonnage that offer its shippers highly competitive economies of scale on each sailing.

With 11 representative offices on four continents, AAL’s team comprises over 25 different nationalities and 35 spoken languages, ensuring a local 24/7 service in key trading hubs and in support of major trade lanes globally.

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Explore the new DNA of Konecranes Gottwald Mobile Harbor Cranes

ELECTRIC SMART POWERFUL

konecranes.com/generation6

SMART The new Generation 6 of Konecranes Gottwald Mobile Harbor Cranes is here, making port processes safer and more efficient. This new generation paves the way to fully-automated operation with state-of-the-art digital technology and improved ergonomics and safety. It's the new standard for mobile harbor cranes in ports.

Check it out!

NEWS BREAKBULK & BAGGING

Jumbo delivers three fully assembled shipyard cranes to Italian ports One of the Jumbo Kinetic’s latest voyages demonstrates more than Jumbo’s height of engineering, it also shows its highly flexible shipping solutions for complex projects that require the best engineered heavy transport solutions worldwide. v The cargo challenge: three fully erected single boom shipyard cranes, manufactured by Haixi Heavy Machinery Company in China for the Italian shipbuilding group Fincantieri. v The client: charterer LiHua Logistics Company. v The voyage: from Qingdao, China to three different Fincantieri shipyards in Italy.

THE HEIGHT OF ENGINEERING EXCELLENCE

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The most notable aspect of this voyage becomes clear as soon as you look at the accompanying photo below: these shipyards cranes were fully erected. The alternative was to transport them in pieces (pedestal, crane house and boom) and then erect them at their destinations. However, considering the overall project costs, the client preferred the cost-effective, specialized and safe Jumbo-SAL-Alliance transport solution.

The challenge of transporting shipyard cranes like this is that they are not only tall; they are also extremely narrow and have a small footprint. This means that, compared to other types of cranes, their centre of gravity is relatively high. The highest two cranes, for instance, were 137 metres high during loading (with boom raised fully) and 81 metres high during transport.

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INCREASING STABILITY The team engineered this shipping solution in less than three months. “These cranes were particularly narrow; one of them was only nine metres wide at its base.

Therefore, stability of the cranes was critical during the lift. We added 100 tonnes of ballast to the base of one of the cranes to increase stability during the lift and the voyage,” says Jumbo Senior Project Engineer Otto Savenije, whose job focuses on the lifting and stability calculations, seafastening and engineering of the project.

The Jumbo Kinetic, only one of three vessels in the world capable of this project, loaded the cargo with its own deck cranes — each lift as a dual-lift — into its cargo hold. “We lifted the first and second cranes one by one to the middle of the ship, driving them aft and forward on temporary rails that we built at two different heights.

The third crane stayed in the middle of the ship,” explains Savenije.

A CLOSE EYE ON THE WEATHER With its cargo safely loaded, the Jumbo Kinetic departed Qingdao, China on 10 February. The dimensions of the cargo impacted the route options for Jumbo’s Vessel Manager Jeroen Herders. “The cranes were too high to pass under the Mubarak Bridge in the Suez Canal. So, we had to go round the Cape [of Good Hope], have a bunker stop in Durban, and then going up the west coast of Africa to the Mediterranean.”

To guarantee that the maximum allowed acceleration forces on the cargo where not exceeded throughout the entire voyage,

the Jumbo Kinetic sailed with a maximum wave height restriction of 5.4 metres.

Anything higher than that, the vessel had to slow down. “But as it happened, the ship had favourable weather en route, resulting in a smooth passage around the Cape and no delays during the transit.

SPIDER IN THE WEB Herders’ role continued on arrival at the three ports of call in Italy: Trieste on 1 April, Sestri on 18 April, and La Spezia on 26 April. He describes his function as being the “spider in the web”. This means that in addition to making sure that everything on the ship is working well, monitoring the voyage and organizing bunker stops, he also coordinates contact with the offloading ports.

“This includes communicating with the agencies, the stevedores, the terminals and the client. At the end of the day, though, this is a team effort on the part of the Jumbo Kinetic’s crew, our engineers, and the Port Captains — Mike Ma in Qingdao and Andrea Chitto in the Italian ports — they did the real work!”

No project is completed successfully without great communication and a cooperative spirit from all involved, and these factors were key to engineering the lifts and designing the seafastening approach for this project.

With the completion of this complex highly-engineered shipping solution, another heavy transport challenge awaits the dependable Jumbo-SAL-Alliance team.

It’s time to engineer the next shipping solution.

One bucket, one barge, one ship at a time.

Our strengths are our people and our innovative technologies, allowing us to move cargos safer and more efficiently than ever before. Our team strives every day to meet our customers’ waterborne transportation needs while also being leaders in safety and environmental stewardship.

Waterborne commerce never stops, and neither do we.

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Latin America remains dominant, with plans for four new mills

BREAKBULK & BAGGING

Pulp industry

Patrick Knight than the eucalyptus varieties used to make the short fibred variety. This price difference has encouraged many end users to switch from using long fibre, to shortfibred pulp, giving a further boost to demand.

As numerous elderly, high-cost mills in Europe and North America close down each year, about 2mt of new pulp-making capacity is needed worldwide each year. A large proportion of this will come from Brazil, as well as neighbouring countries, such as Paraguay and Uruguay. Although an international court has decided that Paper Excellence, owned by the Indonesian Asian Pulp and Paper Company, should take over the Eldorado mill, where an expansion of 2.3mt is planned, the previous leading shareholder, the JBS meat company, is still

AUGUST 2021

leader Suzano, having now digested its merger with Votorantim’s Fibria, a move which has already brought annual savings of about $1.3 billion, is going ahead with building its latest mill in Mato Grosso state.

When complete, in about 30 months time, the new mill will add 2.3mt (million tonnes) to the output of a company which made almost 13mt of pulp last year.

Suzano’s new mill is expected to cost about $2.3 billion to complete. The export of about 11mt of market pulp, together with various other forest products, notably plywood, earned Brazil about $12 billion in 2020.

Brazil’s short-fibred pulp can be made more cheaply than the long-fibred variety, which is made from types of pine. Pine trees take significantly longer to mature

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Encouraged by high pulp prices, and strong demand from China, four large new pulp mills are planned for the Southern Cone of Latin America, while strong demand for packaging is also boosting Brazil’s forest products industry.

With four brand new mills to make market pulp from eucalyptus planned for Brazil and neighbouring Paraguay in the next few years, it seems as if nothing can stop the advance of this industry in this part of the world. The relative advantages of making market pulp in the Southern Cone of Latin America, coupled with the apparently insatiable demand from China, and other countries in Asia — at a time when numerous elderly mills in Europe and North America are shutting down — seems likely to persist as well. Market

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appealing against the result. So the eventual fate of this mill remains in doubt.

In recent years, most of Brazil’s new mills have been built in the far west of the country, where land costs much less than close to the Atlantic coast, where the first generation of mills was built. New rail links to ports, as well the increased use of waterways, has meant logistics costs have been falling steadily.

Therefore, the announcement that a company is to build a 1.5mt-capacity mill close to the River Paraguay, just across Paraguay’s border with Mato Grosso, and far from the coast, is no surprise. The chief executive of this new mill previously worked for Stora Enso, the company responsible for projects such as the Veracell mill, in Bahia and the Monte de Plata mill in neighbouring Uruguay.

The new mill in Paraguay, financed partly by the owner of Paraguay’s leading fuel

distribution company, has already acquired 200,000 hectares of land, of which half has already been planted. Demonstrating that international borders are of little importance for the pulp industry, much of the timber for the new mill will initially come from forests in neighbouring Mato Grosso state.

Brazil’s pulp industry is not only benefiting from the renewed strength of the Chinese economy, it has also been aided by the weakening of the Brazilian currency, the Real, which fell by almost 40% against the US dollar last year. Higher profits have enabled the pulp industry to raise the majority of the capital needed to build its new mills from local sources, rather than by borrowing from abroad.

The market pulp side of Brazil’s pulp and paper industry has not been the only one to profit, in what has been a very unusual year. Brazil’s largest maker of

packaging papers, Klabin, has benefited greatly from the increase in the use of packaging for home deliveries of a wide range of goods.

The increased demand for packaging has encouraged Klabin to add a large new paper machine to make more product at its new Puma mill. Klabin is one of those companies experimenting with blending a proportion of the cheaper short-fibred pulp with the more normally used longfibred products, in some of its packaging.

This is proving popular, at a time when demand for plastic packaging is under pressure for cost and environmental reasons. Last year, Klabin took control of the packaging interests of the International Paper company in Brazil.

One surprise is that neighbouring Argentina has not followed the example of pulp and paper giants Brazil and Chile, countries whose governments have encouraged, and helped finance most of the new generation of mills. Argentina took a hostile stance when neighbouring Uruguay built its first mill, suggesting that by locating on the banks of the river Uruguay, which forms the border between the two countries, serious pollution would be caused.

Argentina went so far as to close a bridge across the river, which interrupted international traffic.

No doubt an Argentine government will eventually decide to start encouraging international companies to invest there, which will ensure that this region continues to DCi dominate world pulp making.

STRENGTH TO HAUL IT ALL Bringing together rail service logistics and the strength of a Liebherr LPS 550 crane—so you get dry cargo capabilities to move mountains.

Our Liebherr LPS 550 crane has you covered for all your loading and unloading needs. When it’s time to move your cargo, you have direct access to UP, BNSF and KCS Class 1 railroads along with a deepwater port to access international markets.

Learn more about our capabilities at portofcc.com

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Highway H2O: the beating heart of North American trade The Great Lakes – St. Lawrence Seaway System

AUGUST 2021

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On June 2, the Federal Champlain docked at the Midwest Energy terminal in Superior, Wisconsin. While there, the vessel took on a load of petcoke, a commodity that transited the Port of Duluth-Superior with atypical frequency in the summer months of 2021 (photo: Gus Schauer).

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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.

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.)

Strong season for the Great Lakes/St Lawrence Seaway System On 22 March, the Great Lakes St. Lawrence Seaway welcomed the first vessels of the 2021 navigation season through its locks,

opening the bi-national maritime supply chain from the Atlantic Ocean into the heartland of North America.

Through June of this year, the Seaway has seen an overall year over year growth in tonnage of 8.37% moving through the

GREAT LAKES PORT HIGHLIGHTS The Port of Duluth has seen regular export shipments of coke this season with multiple vessels loading for transit through the Seaway to ports in France and Portugal.

In addition to this new commodity, traditional cargo shipments of coal, sugar beet pellets to Ireland, iron ore, and wheat to Italy have been loaded at port terminals so far in 2021.

The nearby Lake Superior Ports of Two Harbors and Silver Bay have also been busy this year, loading iron ore from the Minnesota Iron Range for transit out the Seaway steadily since the opening of the season in March.

The Port of Toledo’s activity through June has seen dry bulk cargo handled increase by 23.89% overall. With respect to specific sectors, iron ore tonnage has increased by 44.97%, coal tonnage by 17.94%, and grain tonnage is up year over year by 13.37%. Coke shipments out the Seaway have transited to ports in Belgium, Spain, Gibraltar, Norway, and Finland. Corn to Morocco and soybeans to Ireland have also shipped out of the port this season.

The Port of Green Bay has received multiple shipments of wood pulp from Brazil for the Wisconsin paper industry to

be used in hard-to-find products like toilet paper and sanitary wipes.

The Port of Buffalo has handled sugar from Uruguay along with wind cargo.

The Port of Thunder Bay has had a strong season loading grain from its eight elevators to meet demand from Europe, the Middle East, and Africa with vessels heading to countries including Algeria, Spain, the Netherlands, Gibraltar, Mexico, the UK, Belgium , Puerto Rico, France, Italy, Morocco, and Portugal.

Hamilton Oshawa Port Authority (HOPA) has had a very strong season handling inbound steel, fertilizer, and sugar shipments while the Port of Oshawa has seen steady steel and cement cargoes arrive.

The Port of Toronto’s 2021 season has seen multiple shipments of sugar from Brazil and steel from Sweden continue to arrive via the Seaway.

All in all, it has been a strong 2021 Great Lakes St. Lawrence Seaway System navigation season both inbound and outbound for dry bulk movements whether measured in terms of cargo tonnage or diversification. *Percentages rounded to nearest tenth.

REGIONAL REPORT

system while maintaining its traditionally high standards for safety and reliability. In total YTD, 12,923,000 metric tonnes of commodities have moved through the Seaway.

Analysing the dry bulk cargo numbers, this sector has seen 3,800,000 metric tonnes transit the Seaway this season, an increase of 16.29% year-on-year. There are several categories that were impacted during the 2020 Navigation Season that have rebounded strongly this season with others maintaining a similar pace to last year.

The top-performing dry bulk cargos during the 2021 Seaway Navigation Season include: v grain: 3,456,000 metric tonnes; –5.18%* decrease (from a near record volume in 2020); v iron ore: 2,462,000 metric tonnes; 14.16%* increase; v cement & clinkers: 780,000 metric tonnes; 36.55%* increase; v gypsum: 392,000 metric tonnes; 79.37%* increase; v coal: 666,000 metric tonnes; –0.43%* decrease; and v coke: 529,000 metric tonnes; 126.63%* increase.

REGIONAL REPORT www.drycargomag.com AUGUST 2021

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Shipping season in full swing at the Port of Toronto The Port of Toronto, one of Canada’s largest major inland ports, is situated on the northwest shore of Lake Ontario.

Located minutes from Toronto’s downtown core, the Port of Toronto has served as Toronto’s gateway to the St. Lawrence Seaway and to marine ports around the world since 1793.

Serving primarily as a bulk cargo destination, the port boasts a seamless network of cost-effective intermodal links to road, rail and air transportation, serving as a unique and crucial piece of the city’s economic infrastructure. In addition to moving cargo, the port also welcomes cruise ships and passengers from around the globe through the Cruise Ship Terminal.

In addition to its economic impact, imports through the port have a positive impact on the environment and traffic congestion. In 2020 approximately 54,000 40-tonne trucks were taken off Toronto’s already congested roads and highways through cargo being moved by ship. The Port of Toronto is a vital connection to the world, not only boosting tourism and trade, but also helping to lower Toronto’s carbon footprint.

Geoffrey Wilson, CEO, PortsToronto, has taken the time to speak to Dry Cargo International: “The 2021 shipping season is now in full swing, with bulk imports of cement, sugar and salt arriving at the Port of Toronto once again demonstrating the important role it plays in supporting Canada’s largest economy.

“In addition to these essential materials, the port received special cargo earlier this year with the May arrival of the 650-tonne, 83-metre long western half of the new Commissioners Street Bridge. In addition to the Cherry Street North Bridge,

delivered in November 2020, this is the second bridge span to travel through the St. Lawrence Seaway from Dartmouth, Nova Scotia to the Port of Toronto as part of Waterfront Toronto’s Port Lands 2024 project. The eastern half of this bridge is expected to arrive in late summer 2021. At

152-metres long, the full Commissioners Street Bridge will be longest of four new bridges being installed as part of the project.

“The Port of Toronto provides a crucial piece of the city’s economic infrastructure for the transportation of goods to support construction projects in the port lands, downtown core and Greater Toronto Area.

While the Port of Toronto saw 11 deliveries of steel cargo in 2020, in the first four months of the 2021 shipping season alone, the port received eight such deliveries and anticipates the arrival of a number of ships carrying a variety of steel products throughout the remainder of the season.

“Whether providing the sugar for our coffee, the salt for our roads or the raw materials needed for Toronto’s booming construction industry, including cement and steel, the Port of Toronto will continue to play an essential role in our national transportation chain throughout 2021.”

can be accessed by ship requiring 35 feet (10.67 metres) of water depth. In addition to its jetty, divided into five berths for a total of 1,130m including a Ro-Ro ramp, port facilities provide 175,000m² of available storage space.

Many other maritime services are available like unloading, towing, customs, marine agency, potable water, electricity and communications.

The SPIPB is also serviced by the Canadian National (CN) railway network which allows the merchandises to cross the continent from east to west, and from north to south. It gives access to the ports on the Atlantic Coast as well as the Pacific Coast. It is also linked to the Kansas City Southern (KCS) railway network which provides access to Mexico.

The photograph above shows the CSL Laurentien discharging canola from the Port of Thunder Bay at Bécancour. This is a regular occurrence for the Viterra Canola and soybean processing and refining plant, located a stone’s throw away from the Port. The Viterra plant can also be seen in the picture (to the right of the two ponds). The Pacific Activity bulker can also be seen in the background of the image discharging alumina.

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related to business assistance programs, work force, transportation and demography.

It also provides services related to the implementation of the business, maintenance and operation of the port facilities, buildings and industrial park infrastructure (road, aqueduct, sewer and industrial water networks).

The Port of Bécancour has recently refined its strategic planning, thus to strengthen its position of world class logistic hub. Currently working on expansion projects, artificial intelligence implantation for port entry logistic and on the efficiency of all its intermodal services, the SPIPB has developed ways to response to the growing demand for the use of its port infrastructures with a concern for sustainable development.

As a major industrial park, the SPIPB builds and maintains its own road network meeting the special heavy transportation standards. Moreover, highway 30 passes through the Industrial Park and junctions with highways 20, 40 and 55 thus linking Montreal and Quebec City. These multi-lane highways provide access to the whole North American road network. From a marine perspective, the Port of Bécancour is accessible and functional year round. It

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The Société du parc industriel et portuaire de Bécancour — SPIPB — is known for its strategic location on the south shore of the St. Lawrence River in Bécancour, midway between Québec and Montréal. Aiming to be a worldrenowned leader in the accommodation of investments and the development of responsible industrial and port activities, the SPIPB promotes the economic development of the province of Quebec by developing and operating an autofinanced industrial park and port facilities.

The SPIPB is mandated by the Quebec government and the Ministère de l’Économie et de l’Innovation to be in charge of the enforcement of its incorporating Act. It has the objective to promote the establishment of new companies and to provide the infrastructure needed to the implementation of significant scope companies.

Emphasizing its values to offer high grade customer services, sustainable development and environmental protection, partnerships and commitment to excellent, the SPIPB articulates to support to the implementation of new companies and existing ones regarding construction, environmental standards and rules, site selection, technical data and information

REGIONAL REPORT

The Port of Bécancour enjoys strategic location on the St. Lawrence River

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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

Sept-Îles Port-Cartier Baie-Comeau Thunder Bay

Saguenay Lake Superior

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Québec Trois-Rivières Sault Ste. Marie Bécancour Duluth/Superior Marquette Montréal Sorel Cheboygan Escanaba Valleyfield Rogers City Johnstown Ogdensburg Green Bay Goderich Oshawa Picton Manitowoc Toronto rio Saginaw ean Lake Onta Oc Oswego Hamilton ic nt Muskegon la Port Milwaukee At Sarnia Colborne Buffalo Detroit Windsor Erie Waukegon e Erie Monroe Lak Conneaut Toledo Chicago Ashtabula Burns Lorain Cleveland Harbor

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

JOBS

30%

U.S./CANADIAN WORKFORCE

30%

COMBINED CANADIAN-U.S. ECONOMIC ACTIVITY

3rd largest ECONOMY IN THE WORLD, IF IT WERE A COUNTRY

REGIONAL REPORT

Construction boom drives cargo increase at Hamilton-Oshawa

AUGUST 2021

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Halfway into the 2021 shipping season, HOPA Ports has seen notable increase in dry bulk cargoes coming through the ports of Hamilton and Oshawa, especially aggregates feeding construction projects around the Greater Toronto and Hamilton Area (GTHA).

Construction-related materials such as cement, gypsum, quartz,

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sand and stone are surging through both ports, and HOPA’s total tonnages are up by over 1mt (million metric tonnes) from the same time last year, suggesting stronger results by the year’s end.

“The construction sector is heating up across the Greater Toronto-Hamilton Area, and we’re seeing that demand for construction

materials reflected in our very healthy cargo results,” said Ian Hamilton, President & CEO of HOPA Ports.

The global demand for Ontario-grown grain continues as well, with more than 700,000 metric tonnes exported already by the end of June.

HOPA Ports continues to expand

REGIONAL REPORT

storage, berthing space and export capacity for terminal operators, manufacturers and logistics companies that carry dry bulk in both locations. In Hamilton, a new agri-food cluster in progress at Pier 10 will provide additional space and infrastructure for sugar and grain. As part of its Westport Modernization, new food-grade warehousing at Pier 15 will now allow for more efficient storage and handling of bulk cargo and food products, in close proximity to the US/Canada border.

In June, Hamilton Container Terminal, in partnership with HOPA and Desgagnés, launched a container feeder service between Hamilton and Montreal, that will accommodate specialty agricultural products and edible oils. Upon arrival at the Port of Montreal, most of the containers are transloaded onto oceangoing vessels, destined for overseas

markets in Europe, India and the Middle East.

On the other side of Lake Ontario, HOPA is in the progress of dredging Oshawa harbour to enable its tenants to

take full advantage of the berthing space available. HOPA is in the midst of finishing up a Land Use Plan, in consultation with the community, that will guide the Port of Oshawa’s future growth.

REGIONAL REPORT www.drycargomag.com AUGUST 2021

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Cleanliness is next to godliness: Urgence Portuaire makes its mark

Urgence Portuaire (UP) is a company that was founded in Trois-Rivières in 2013.

During the early years of the company, the services offered were mainly oriented towards port operators. From the loan of personnel to heavy machinery with operators, UP’s work was mainly done at the ports of Bécancour and Trois-Rivières.

It was not until 2015, with the help of Fednav, that UP’s services shifted towards providing assistance to ships. These services include washing of cargo holds and tanks, de-icing ballast or sounding pipe and pumping of sludges, are several of the services offered between the port of SeptÎles and Valleyfield for all ships transiting on the St. Lawrence river.

Each year brings its share of challenges.

Cold and long winters are difficult for UP’s workforce, but warmer winters means that its washing services are less in demand because antifreeze is less needed.

This Covid year has been a challenging one. UP has had to test all its employees, in order to protect the crews of the vessels being washed. Urgence Portuaire’s sister company, Montreal Boatmen, saw 60% of its business revenue collapse when the Seaway inspections for foreign flags were put on hold.

If a ship does not stop, it therefore does not take the time to stock up on food

and/or to dispose of its garbage.

Companies have to think quickly outside the box and offer something else, something new to customers.

UP now washes most of the ships bringing cement powder to Quebec city.

Cement is a hard and complex commodity when it comes to cleaning — especially when combined with the need to keep the ship docked for as short a time as possible.

This year, UP has also dealt with vessels unloaded in Sept-Îles, Baie Comeau or PortAlfred — cleaning them in transit while going to their next port of loading. Having weekly Covid testing made it possible for the cleaners to spend time on the vessel without putting the crew mates at risk.

ABOUT URGENCE PORTUAIRE Urgence Portuaire was born out of a desire to meet all the needs of an industry that previously required the help of several suppliers. Its range of services meets most of the needs of stevedores or shipowners.

Its biggest strengths are: v fast responses to requests from its customers; v its ability to innovate and develop work techniques adapted to the port reality; and v always being one step ahead on the industry needs.

Services offered by UP include: heavy equipment rental; staffing solutions; terminal maintenance; specialized hold cleaning; oily residue pumping services; galley and operational waste collection; fresh water delivery; and de-icing and winter specialized services.

UP has a strong focus on environmental protection. It has a vision of sustainable development, the logical consequence of its desire to always do better. Its vision of the world of tomorrow is a perfect balance between corporate profitability and socioenvironmental respect.

UP is committed to using all possible means to develop working, washing, and unloading techniques that reduce the environmental footprint.

Several innovations have been developed to fulfil this aim. In 2020, UP acquired Montreal Boatmen Ltd, a service company specializing in ship assistance, to strengthen its services in the port of Montreal and StLawrence Seaway corridor. v v v v v v v v

ABOUT MONTREAL BOATMEN Montreal Boatmen is a one-stop-shop service provider. One call to its team and a vessel can get its galley waste disposed of, while getting groceries transferred on deck

REGIONAL REPORT

— all of which can be carried out at the same time as inspectors or technicians go aboard.

SPECIALIZED HOLD & TANK CLEANING Montreal Boatmen provides cargo hold and tank cleaning assistance anywhere between the Port of Sept-Îles and the Port of Johnstown using portable pressure washing machine or ship’s fire line. It handles and cleans various commodities in the ship’s holds and tanks before they can be approved for their next cargo (grain, paper rolls, craft). This service is offered for holds that contained commodities, including: bauxite; bunker; cement; coal; diesel; gypsum; iron ore; lubes; petcoke; and sugar. It offers a 24/7 service. The company’s decision-making speed and crew working around the clock ensure a quick turnaround to the next port of loading.

GARBAGE DISPOSAL AND COLLECTION OF HAZARDOUS MATERIALS

v collection of international waste (CFIA permit); v turnkey disposal of operational waste, including hazardous and oily material; v scrap metal recycling; v transport and disposal of wooden dunnage; v collection alongside between Sept-Îles and Johnstown; and v collection at Sorel, Lanoraie, P.A.T, and Vickers anchorage locations.

COLLECTION OF SLUDGE AND BILGE AND SLOPE WASTES

Montreal Boatmen offers, through its sister company, the collection of sludge, slopes, bilge waste and washing water in all ports in Quebec as well as anchorages locations in Montreal, Lanoraie and Sorel.

Its Bécancour site offers more than 100,000 litres of storage capacity and quality control measures to meet the highest environmental standards.

FRESH WATER DELIVERY Montreal Boatmen offers fresh water delivery service to all ports in Quebec by tanker truck, or to Sorel, Lanoraie, PAT, and Vickers anchorages using the Aldo-H tug.

This boat is equipped with reservoirs which can carry 25 tonnes at a time.

DEICING & CARGO HOLD HEATER RENTAL Montreal Boatmen offers de-icing services using portable boilers, allowing quick access to steam or hot water that can reach temperatures beyond 170° Fahrenheit. Its team is trained and specialized with: ballast tanks; sounding pipes; ship deck; and ship hatches.

It also offers the rental of portable heaters, a turnkey service that includes delivery anywhere in the ports of eastern Quebec. The variety of equipment includes units ranging from 300,000 to 3,000,000btu. User friendly, the heater can be operated by any ship’s crew.

SHUTTLE SERVICES: PERSONNEL SHUTTLES Montreal Boatmen has been part of the maritime Montreal scene for decades. It all started with transport shuttles. Montreal Boatmen — also known as the Chaloupiers — offers ship owners and agents the opportunity make crew changes only few kilometres away from the Trudeau International airport while waiting for pilotage. It also provides shuttle services for the maintenance and mechanical technicians. Its strategic positioning in the Port of Montreal and the Port of Sorel gives it a fast connection to the anchorage station of Lanoraie, Montreal-Est, PAT, Sorel and Vickers.

All Boatmen tugs and pilot boat are certified and inspected on a regular basis

by Transport Canada and comply with all the industry regulations.

Shuttle to the Lanoraie anchorage is offered via Montreal Boatmen’s Pointeaux-Trembles location.

REGIONAL REPORT

The Port of Montréal: continuous investment in infrastructure Aerial view of the CanEst facilities at the Port of Montréal.

AUGUST 2021

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The Port of Montréal is a diversified hub handling all types of cargo: dry bulk, liquid bulk, containerized, breakbulk and oversized cargo. Located 1,600 kilometres inland from the Atlantic coast and at the centre of a fully integrated rail, road and pipeline network, the Port of Montréal is an essential link in the supply chain of the major consumer markets in Eastern Canada, the US Midwest and Northeast.

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DRY CARGO & BREAKBULK FACILITIES A hub for dry bulk cargo handling, the Port of Montréal is a vital gateway for raw materials such as iron ore and salt minerals for roads, as well as gypsum, gravel, raw sugar and other products. The 12 dry bulk berths in Montréal and Contrecoeur as well as direct access to the CN and CP rail networks give the port a competitive advantage for shipping goods. Logistec Stevedoring is the operator for general bulk.

The Port of Montréal is also a hub for grain exports, with companies Viterra Inc and CanEst Transit Inc operating at the port. Its large cargo capacity makes the Port of Montréal grain elevator one of the fastest and most efficient on the Saint

Lawrence River. Its year-round operations and ability to accommodate unit trains allow the facility to maintain links with international markets at all times.

The Port of Montréal also has a facility dedicated to the containerization, storage, cleaning, sifting and packaging of agricultural products. This facility is strategically located near the container terminals.

More than 4mt (million tonnes) of grains in bulk transit every year through the Port of Montréal’s elevator.

Containerized grains account also for more than 1mt every year. This segment of bulk containerized cargo has been growing in the past few years thanks to the port’s rail connections and to partnership with local partners that are able to transload bulk grain from railcars to containers.

Montréal is becoming more and more a hub for exports of agricultural products from the Canadian and American farmers.

In terms of non-containerized cargo, Port of Montréal partners have experienced teams that can securely handle all types of breakbulk, general and oversized cargo. Breakbulk, general and oversized cargoes are handled efficiently at

the port, with both Logistec Stevedoring and Stevedoring Empire as experienced and expert operators to handle these cargoes.

The Port of Montréal operates its own network of direct access on-dock rail, with close to 100km (60mi.) of track. Trains are worked directly alongside bulk berths and storage areas. This on-dock rail system is connected to major North American markets through both Canadian National (CN) and Canadian Pacific (CP) networks.

INFRASTRUCTURE PROJECTS INCLUDE: v construction of two new rollercompacted concrete (RCC) pads increasing open storage capacity (2019); and v increasing rail capacity by 20% (construction will take place from 2022 to 2024).

PORT IN NUMBERS: v 60–80 trains a week; v Post Panamax ready: since 2013, the Port of Montréal has been able to accommodate vessels of 300m x 44m; v on average, the port handles 9mt of dry bulk per year.

REGIONAL REPORT

Logistec handling project cargo.

TEN REASONS TO CHOOSE THE PORT OF MONTRÉAL v Strategic location: closest international container port to Eastern Canada and the US Midwest major distribution centres and consumer markets; v Distance: shortest direct route between Europe and the Mediterranean to North America's industrial heartland; v Connectivity: the port is connected to all continents and to over 140 countries through direct services to transshipment ports in Europe, the Mediterranean and the Caribbean; v Load centreing: one-stop port, with no intermediate calls. Balanced trade, through full vessel discharge and load, favours cost effectiveness; v Reliability: dedicated weekly services from leading global carriers; v Fluidity: the Port of Montréal works closely with maritime, rail and trucking partners to ensure maximum fluidity of

its port operations. v Market within reach: fast access to 110 million consumers — 40 million within one rail or trucking day, an additional 70 million within two rail days v Intermodal platform: the port’s rail network has direct on-dock access. It is connected to the Canadian National (CN) and Canadian Pacific (CP) networks, which provide daily services to major domestic markets in Canada

as well as the U.S. Midwest and Northeast. The port is also at the centre of a national network of highways. v SmartPort: the port’s many innovative initiatives allow it to position itself advantageously in the new technological era of logistics; and v Expansion projects: the Port of Montréal continues to invest in its infrastructures to increase capacity and support future growth.

The Port of Monroe’s unique contribution to the Great Lakes region The Port of Monroe, located on the western end of Lake Erie in the Great Lakes/St. Lawrence Seaway System, has developed very unique bulk cargo operations in the past few seasons.

At the mouth of the River Raisin is the DTE Monroe Power plant. This power plant receives cargoes of coal every week typically aboard the Paul R. Tregurtha, the largest freighter on the Great Lakes. The

plant also receives cargoes of limestone that is used for flue gas desulphurization. It is through this flue gas desulphurization process that the plant generates synthetic gypsum, as well as bottom ash. The Port The laker Herbert C. Jackson loading at the Port of Monroe (photo: Samuel Hankinson).

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Sail to the

LAST MILE

Reach the heart of North America with Duluth Cargo Connect.

• Congestion-free multimodal cargo hub • Best connections to America’s Heartland • Bulk, breakbulk, heavy-lift, ro-ro, intermodal

The Port of Duluth-Superior North America’s furthest-inland seaport

of Monroe is not involved with the cargo unloading operations at DTE, but has a long-standing relationship with the plant.

Since 2014, the port has handled cargoes of synthetic gypsum from the power plant. This material had been previously trucked to a landfill, and is now shipped by barge to destinations like Sandusky, Ohio and Port Colborne, Ontario for use in wallboard markets. It is also trucked to local farmers for agricultural use.

Another byproduct the port handles from the power plant is bottom ash. This is a supplementary cementitious material, and the Port of Monroe has shipped it to the St. Marys Cement plant in Charlevoix, Michigan and more frequently the LaFarge Cement plant in Alpena, Michigan.

Cement leaves these plants on specialized cement carrying freighters for distribution to regional terminals in the Great Lakes.

DRM Terminal Services loads vessels when they are in port. The operation consists of two reach stackers and two to four front-end loaders. The reach stackers can be repositioned as needed to ensure the vessel is loaded safely. DRM (Diversified Residual Management) is the port’s terminal operator. The port’s team does an exceptional job of moving bulk cargo across its docks.

The Port of Monroe’s bulk handling operations are a great story of beneficial re-use not only for the local community but for the Great Lakes region as a whole.

What is also unique about these bulk cargoes are the vessels that haul them. The articulated tug/barge Undaunted/Pere Marquette 41 have been a frequent caller to Monroe in recent years, handling the ‘bulk’ of the port’s bulk. The Pere Marquette 41 was built in 1941 as the car ferry City of Midland 41 and sailed between Michigan and Wisconsin with passengers and freight cars for the Pere Marquette and C&O railroads. It was converted to a notched bulk freight barge in 1998. The barge is an unusual form of self-unloader. The equipment on the barge includes a crane with a clamshell bucket, a bucket loader, as well as a material conveyor with a receiving hopper.

This equipment makes the PM41 incredibly versatile in the cargoes it is able to handle, making it the perfect vessel to carry the synthetic gypsum and bottom ash cargoes from the Port of Monroe. The barge also carries boulders, scrap metal, and other various aggregate cargoes during a typical shipping season. The tug Undaunted is a former maritime academy training vessel.

Recently, this pair of vessels was acquired by the Interlake Holding Company. The Interlake Steamship Company is the largest privately held shipping company on the Great Lakes, and is presently building a new The Undaunted tug and the Pere Marquette 41 — formerly a car ferry — are a winning combination at the Port of Monroe (photo: Samuel Hankinson).

Tele: (218) 727-6646 DuluthCargo.com

REGIONAL REPORT

The Paul R. Tregurtha is the largest freighter on the Great Lakes (photo: Samuel Hankinson). self-unloading bulk carrier at Sturgeon Bay, Wisconsin. This vessel, to be named Mark W. Barker, is the first self-powered USflagged vessel to be built on the Great Lakes for Great Lakes service in over 30 years. The Port of Monroe looks forward to welcoming this new vessel once it enters service next summer.

During the 2021 shipping season, the port has seen the Undaunted/PM41 six times, and the Herbert C. Jackson (another Interlake vessel) twice. The PM41 has loaded gypsum cargoes for Port Colborne while the Jackson has been hauling bottom ash up to Alpena. There is a great relationship between the port and Interlake, as Interlake’s vessels deliver coal to the power plant, and transport materials to beneficial re-use markets around the Great Lakes.

Stockpiling gypsum at the Port of Monroe (photo: Samuel Hankinson).

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In the 2021 shipping season, the Herbert C. Jackson has so far called twice at the Port of Monroe (photo: Samuel Hankinson).

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REGIONAL REPORT www.drycargomag.com AUGUST 2021

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The Honourable Mélanie Joly announces $3.8m in Government of Canada support for Trois-Rivières Port Authority.

On 13 August, the Honourable Mélanie Joly, Minister of Economic Development and Official Languages and Minister responsible for Canada Economic Development for Quebec Regions (CED), announced $3,772,998 in financial support for the Trois-Rivières Port Authority.

This organization, which ensures the sound management of the public infrastructure under its responsibility, fosters commercial activity and regional and national development. The project proposed by the Authority in collaboration with the Ville de Trois-Rivières will ensure a fluid connection for non-standard traffic between the industrial port area and the Port of Trois-Rivières.

The non-repayable contribution will enable it to reconfigure the intersection where two roads cross, close off the junction of two other roads, bury or raise electric and communication wires, and strengthen the roadway, as well as cover the costs related to the completion of preliminary studies, plans and estimates.

The Trois-Rivières organization will thus complete its project to develop a permanent road corridor to bring nonstandard equipment into the city’s industrial port area.

The Government of Canada recognizes and supports businesses and organizations that are a source of pride in their communities.

Quebec’s economic recovery relies on these organizations that

are well grounded in the regional economy.

They are major contributors to growth, as well as key assets in rebuilding a stronger, more resilient, and more just economy for all.

The Mauricie region counts several dynamic businesses and organizations helping to create a strong local economic fabric. Some organizations have succeeded in adapting to the pandemic and are prospering, while others have had to reduce their operations. Today, as we plan for the economic recovery, they need support now more than ever to ensure their communities remain robust. The Government of Canada has committed to assisting them as they pursue their activities and to fostering their growth and success.

Says Jolie, “It is a priority of the Government of Canada to ensure communities prosper. That is why CED supports projects such as the one by the Trois-Rivières Port Authority, an organization that is actively involved in the economic development of the entire region.

Developing a transportation corridor between the port and its industrial area is key to enhance the efficiency of Trois-Rivières’ port activities.

The success of this project, which is in line with our economic recovery plan, will reverberate across the entire country.”

Gaétan Boivin, President and Chief Executive Officer, Trois-Rivières Port Authority, says: “Thanks to Canada

Economic Development’s assistance, the Trois-Rivières Port Authority and the Ville de Trois-Rivières will put infrastructure into place to support the city’s manufacturing industry. This will help it develop its international markets while also reducing the environmental impact of transporting exported products. This project is perfectly aligned with what the city and the port have proposed to develop the Trois-Rivières industrial port area.”

QUICK FACTS v The funds have been granted under the Initiative for Infrastructure Development, part of CED’s Quebec Economic Development Program.

This programme aims to help communities seize economic development and diversification opportunities that are promising for the future. v A successful economic recovery will depend, among other things, on the vaccination of as many Canadians as possible. v CED is a key federal partner in Quebec’s regional economic development. With its 12 regional business offices, CED accompanies businesses, supporting organizations and all regions across Quebec into tomorrow’s economy. v The funding granted to the TroisRivières Port Authority is conditional to the signing of a contribution agreement between the organization and CED.

REGIONAL REPORT

Latest developments at the Port of Duluth-Superior Stevedores from Duluth Cargo Connect unload mining machinery from the Federal Yukina in the Port of Duluth-Superior (photo: Bob Welton).

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PORT OF DULUTH ENJOYS ‘VIGOROUS REBOUND’ FROM COVID-19

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Nearly 4.2mt (million short tons) of maritime cargo transited the Port of Duluth-Superior in July 2021, pushing the port’s season-to-date tonnage total over 15.2mt through 31 July. It marked DuluthSuperior’s largest July float since 2015, helping nudge total tonnage 6% above the five-season average and 40.5% ahead of last season’s pace.

Iron ore tonnage continued its climb, topping 9.5mt to finish July 12.6% above the five-season average and 31% ahead of the 2020 pace. Coal and petcoke also moved briskly, topping 1mt in July and 3.6mt for the season. This total represents a threefold increase over the 2020 pace. Other notable bulk cargo highlights included cement and salt deliveries outpacing the five-season average by 59% and 9.5%, respectively. July heavy-lift breakbulk cargo deliveries included a shipment of heavyduty mining equipment for iron-mining operations in northeastern Minnesota.

Through July, vessel arrivals in the Port of Duluth-Superior totalled 334, which outpaced the 2020 count by 28.5%.

“It’s been a good first half of the shipping season so far and a vigorous rebound from the Covid challenges of 2020,” said Deb DeLuca, executive director of the Duluth Seaway Port Authority. “It’s been especially

photo: Tim Mlodozyniec good to see iron ore tonnage jumping back above the five-season average, because it’s a bellwether of positivity for our port and our region as a whole. Each ore ship carries between $7 million and $8 million in ore value, so while they’re moving a key raw material of everyday life, they’re also moving a sizable amount of commerce for our communities and the North American economy.”

DULUTH SEAWAY PORT AUTHORITY CLIMBS IN GREEN MARINE ENVIRONMENTAL RATING

The Duluth Seaway Port Authority and its terminal operations on Rice’s Point earned high marks in the recently released Green Marine 2020 environmental performance report, improving from a 3.8 rating in 2019 to a 4.0 score on Green Marine’s five-point scale. The overall average for reporting participants was 2.9.

The annual report rates port authority participants in seven categories: air

emissions, community impacts, dry bulk handling and storage, environmental leadership, spill prevention, underwater noise, and waste management.

A record 49 North American port authorities participated in the 2020 evaluation process, with the Duluth Seaway Port Authority ranking No. 4 in the United States and No. 1 among U.S. Great Lakes ports.

“We’re mindful of minimizing environmental impacts and the Green Marine programme helps guide those efforts,” said Jeff Stollenwerk, Duluth Seaway Port Authority director of government and environmental affairs. “It provides a tangible scoreboard for environmental stewardship, with benchmarks that become increasingly stringent from year to year. That approach helps inspire participants to exceed regulatory requirements.”

The voluntary Green Marine certification programme began in 2007 and now includes nearly 170 participating ship owners, port authorities, seaway corporations, terminal operators and shipyard managers.

Programme participants must adopt practices and technologies that continually reduce their environmental footprint on the land, air and sea. The Duluth Seaway Port Authority has participated since the program’s inception.

REGIONAL REPORT

DELUCA HONOURED BY UNIVERSITY OF MINNESOTA CENTER FOR TRANSPORTATION STUDIES In mid-May this year, the University of Minnesota’s Center for Transportation Studies presented Duluth Seaway Port Authority Executive Director Deb DeLuca with its 2021 Distinguished Service Award at a virtual ceremony led by CTS Interim Director Dawn Hood.

The William K. Smith Distinguished Service Award is presented annually to a private sector professional in the freight transportation and supply chain industry for leadership in the field and contributions to mentorship and education of future leaders.

Since becoming the Port Authority’s executive director in 2018, DeLuca has marshalled resources to initiate more than $26 million in port-related capital projects, greatly increasing freight transport capacity and efficiency in the Port of DuluthSuperior. She also helped facilitate a college internship programme at the Port Authority in 2020.

DeLuca is the third recipient of the award with connections to the Port of Duluth-Superior. Previous port honorees included former Duluth Seaway Port Authority Executive Director Vanta Coda II (2017) and current Lake Superior

University of Minnesota’s CTS presented Duluth Seaway Port Authority Executive Director Deb DeLuca with its 2021 Distinguished Service Award.

Warehousing Marketing Director Ronald Dvorak (2015). The CTS began presenting its William K. Smith Distinguished Service Award in 2002.

“I’m grateful for the recognition, but it’s truly an award that belongs to our entire team,” said DeLuca. “Together, we’ve improved the freight transportation landscape not only in this port, but for the region as a whole, and we’ve done it thanks to strategic planning, hard work and collaboration. It’s a great team effort of

longtime industry experts and a new generation of contributors who will be the industry’s future.”

ABOUT THE PORT OF DULUTH-SUPERIOR Approximately 800 vessels and 35mt of cargo move through the Port of DuluthSuperior 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.

In early August, the Port of Duluth-Superior welcomed a tug/barge combination from Ontario, Canada, delivering this 91mt cold box bound for southern Minnesota. Duluth Cargo Connect stevedores handled the unloading process using the Clure Terminal’s new ro-ro dock (photo: Pete Kramer).

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REGIONAL REPORT

The Port of Montréal: continuous investment in infrastructure Aerial view of the CanEst facilities at the Port of Montréal.

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The Port of Montréal is a diversified hub handling all types of cargo: dry bulk, liquid bulk, containerized, breakbulk and oversized cargo. Located 1,600 kilometres inland from the Atlantic coast and at the centre of a fully integrated rail, road and pipeline network, the Port of Montréal is an essential link in the supply chain of the major consumer markets in Eastern Canada, the US Midwest and Northeast.

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DRY CARGO & BREAKBULK FACILITIES A hub for dry bulk cargo handling, the Port of Montréal is a vital gateway for raw materials such as iron ore and salt minerals for roads, as well as gypsum, gravel, raw sugar and other products. The 12 dry bulk berths in Montréal and Contrecoeur as well as direct access to the CN and CP rail networks give the port a competitive advantage for shipping goods. Logistec Stevedoring is the operator for general bulk.

The Port of Montréal is also a hub for grain exports, with companies Viterra Inc and CanEst Transit Inc operating at the port. Its large cargo capacity makes the Port of Montréal grain elevator one of the fastest and most efficient on the Saint

Lawrence River. Its year-round operations and ability to accommodate unit trains allow the facility to maintain links with international markets at all times.

The Port of Montréal also has a facility dedicated to the containerization, storage, cleaning, sifting and packaging of agricultural products. This facility is strategically located near the container terminals.

More than 4mt (million tonnes) of grains in bulk transit every year through the Port of Montréal’s elevator.

Containerized grains account also for more than 1mt every year. This segment of bulk containerized cargo has been growing in the past few years thanks to the port’s rail connections and to partnership with local partners that are able to transload bulk grain from railcars to containers.

Montréal is becoming more and more a hub for exports of agricultural products from the Canadian and American farmers.

In terms of non-containerized cargo, Port of Montréal partners have experienced teams that can securely handle all types of breakbulk, general and oversized cargo. Breakbulk, general and oversized cargoes are handled efficiently at

the port, with both Logistec Stevedoring and Stevedoring Empire as experienced and expert operators to handle these cargoes.

The Port of Montréal operates its own network of direct access on-dock rail, with close to 100km (60mi.) of track. Trains are worked directly alongside bulk berths and storage areas. This on-dock rail system is connected to major North American markets through both Canadian National (CN) and Canadian Pacific (CP) networks.

INFRASTRUCTURE PROJECTS INCLUDE: v construction of two new rollercompacted concrete (RCC) pads increasing open storage capacity (2019); and v increasing rail capacity by 20% (construction will take place from 2022 to 2024).

PORT IN NUMBERS: v 60–80 trains a week; v Post Panamax ready: since 2013, the Port of Montréal has been able to accommodate vessels of 300m x 44m; v on average, the port handles 9mt of dry bulk per year.

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Logistec handling project cargo.

TEN REASONS TO CHOOSE THE PORT OF MONTRÉAL v Strategic location: closest international container port to Eastern Canada and the US Midwest major distribution centres and consumer markets; v Distance: shortest direct route between Europe and the Mediterranean to North America's industrial heartland; v Connectivity: the port is connected to all continents and to over 140 countries through direct services to transshipment ports in Europe, the Mediterranean and the Caribbean; v Load centreing: one-stop port, with no intermediate calls. Balanced trade, through full vessel discharge and load, favours cost effectiveness; v Reliability: dedicated weekly services from leading global carriers; v Fluidity: the Port of Montréal works closely with maritime, rail and trucking partners to ensure maximum fluidity of

its port operations. v Market within reach: fast access to 110 million consumers — 40 million within one rail or trucking day, an additional 70 million within two rail days v Intermodal platform: the port’s rail network has direct on-dock access. It is connected to the Canadian National (CN) and Canadian Pacific (CP) networks, which provide daily services to major domestic markets in Canada

as well as the U.S. Midwest and Northeast. The port is also at the centre of a national network of highways. v SmartPort: the port’s many innovative initiatives allow it to position itself advantageously in the new technological era of logistics; and v Expansion projects: the Port of Montréal continues to invest in its infrastructures to increase capacity and support future growth.

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

LOGISTEC Stevedoring orders Konecranes Gottwald mobile harbour crane

Konecranes Gottwald mobile harbour cranes already in operation at LOGISTEC’s terminal in Manatee, FL, USA

capacity of 150 tonnes make it versatile enough to handle almost any kind of dry bulk cargo. The crane is equipped with external power supply to use power from the harbor main for an eco-efficient operation. For working independently from this power source, the Model 7 uses its on-board diesel engine which fulfills the latest emission standard EPA Tier 4f.

A strong focus on customers and commitment to business growth, and continuous improvement make Konecranes a respected provider of lifting services within the industry. This is underpinned by investments in digitalization and technology, plus its work to make material flows more efficient with solutions that decarbonize the economy and advance circularity and safety.

ABOUT KONECRANES Konecranes is a world-renowned group of Lifting Businesses™, serving a broad range of customers, including manufacturing and process industries, shipyards, ports and terminals.

Konecranes provides productivity enhancing lifting solutions as well as services for lifting equipment of all makes. In 2020, Group sales totalled €3.2 billion. The Group has around 16,500 employees in 50 countries.

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President of LOGISTEC Stevedoring Inc. “Our mission is to enable reliable and sustainable supply chains that’s why we chose an electric drive solution for its combination of flexibility and ecoefficiency. Konecranes gives us high performance, strength and durability, while offering opportunities for future growth and development.”

“Konecranes Gottwald mobile harbour cranes are familiar to LOGISTEC. They have already been operating a Model 5 at the Port of Corner Brook in Newfoundland and two Model 6 units at Port Manatee in Florida,” says Alan Garcia, Sales Manager, Port Solutions, Region Americas for Konecranes. “The fact that LOGISTEC chose us again for their Montreal operations, demonstrates the confidence they have in our equipment and that our cranes are ideal for a range of applications and future growth needs. Our partnership is built on long-term co-operation, common values and mutual goals.”

The new crane is a Konecranes Gottwald Model 7 mobile harbour crane in the G HMK 7608 B variant. With a maximum radius of 54m, it can service bulk vessels up to Capesize class. Smart crane features combined with a maximum lifting

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LOGISTEC Stevedoring Inc (LOGISTEC), a dry bulk terminal operator at the Port of Montréal, Canada, has ordered an ecoefficient Konecranes Gottwald Model 7 mobile harbour crane to improve its technology and eco-efficiency in material handling. The order was booked in June 2021. The crane will be delivered in October and used to handle dry bulk cargo such as scrap metal.

A major port on the eastern seaboard of the North American continent, the Port of Montréal services Toronto and central Canada, as well as the Midwest and Northeast of the United States, with almost half of its import traffic coming from Europe. Such a port needs highperformance cranes to ensure it can always manage a 24/7 continuous flow of freight.

The time had come to add new equipment to the existing fleet of mobile harbour cranes at the LOGISTEC terminal.

LOGISTEC ordered a Konecranes Gottwald Model 7 crane, which will bring a new level of eco-efficiency to its dry bulk handling equipment. Commissioning and handover are scheduled for October 2021.

“We’re always ready to go beyond and looking ahead, so we want quality equipment that’s going to support our continuous growth,” said Rodney Corrigan,

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Ports of Indiana-Burns Harbor awarded Industrial Award from Partners for Clean Air 2020 CLEAN AIR PROJECTS INCLUDE ALL-ELECTRIC SECURITY VEHICLE & CHARGING STATION

orthwest Indiana Partners for Clean Air has honoured the region’s top air quality leaders, including the Ports of Indiana. Four awards were presented for voluntary actions taken to improve air quality during 2021. The winners were selected from among nominations submitted to the Partners for Clean Air Steering Committee earlier this year.

The Ports of Indiana-Burns Harbor received the Industrial Award, for multiple clean air projects undertaken by the port and its tenants in 2020. POI secured funding through the Indiana Office of Energy Development’s grant programme to add an all-electric security vehicle to its operations in Burns Harbor. The port also received grant funding in 2020 through the Indiana Volkswagen Environmental Mitigation Trust Fund grant programme for the installation of an electric vehicle charging station.

“Partners for Clean Air congratulates the Ports of Indiana-Burns Harbor and encourages others to follow their example by taking voluntary action to support clean air,” said Charles Breitenfeldt, Northwest Indiana Partners for Clean Air coordinator for the Indiana Department of Environmental Management. Breitenfeldt presented the award to Ryan McCoy, port director, and Nick Harper, operations manager.

“We appreciate South Shore Clean Cities for nominating us and are grateful for the recognition of our concerted efforts to

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support clean air at our Ports,” said Vanta E. Coda II, chief executive officer of Ports of Indiana. “We will continue to advance environmental values and reduce our carbon footprint whenever possible to maintain our world-class port system.”

All three of its port locations once again received the coveted Green Marine certification in 2020, the first state-wide port authority to achieve such distinction.

Green Marine is the leading environmental certification programme for North America’s maritime transportation industry.

The voluntary initiative strives to surpass regulatory requirements in measurable ways in key areas such as greenhouse gases and air pollutants, spill prevention, dry bulk handling and storage, community impact, storm water and waste management and underwater noise.

Additionally, many port tenants have converted equipment from diesel to electric hybrid vehicles. The port officials and volunteers planted hundreds of deciduous and coniferous trees at the port to help reduce stormwater runoff, prevent fugitive dust and increase biodiversity. In 2022, the port will open a six-acre truck marshalling yard where drivers can turn off the trucks and rest in an enclosed reception area while waiting to unload/load freight.

“The Ports of Indiana-Burns Harbor enjoys collaborating with and encouraging our tenants to continue the implementation of sustainable practices,” said McCoy. “It’s a win-win for all involved.”

Charles Breitenfeldt, Partners for Clean Air and Scott Nelson, board member for Partners for Clean Air present Ports of Indiana Ryan McCoy, Burns Harbor port director and Nick Harper, operations manager, with the Industrial Award.

ABOUT THE PORT OF INDIANA-BURNS HARBOR The Port of Indiana-Burns Harbor celebrated its 50th year of operation in 2020. The facility 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.

The Port of Belledune in Canada is a year round, ice free, deep sea port strategically located close to the entrance of the St Lawrence River; the gateway to central Canada and North America’s vast interior market. The port’s proximity to Europe provides shippers easy access to global markets.

BIG IN BIOMASS The port is a major handler of wood pellets, and is holding strong as the top biomass exporter in Atlantic Canada. It has four clients who are currently shipping through the port — Shaw Resources, Groupe Savoie, JDI Ltd and GDS. In May 2021, wood pellets represented 42.6% of total exports in May 2021 and this has continued to grow. In terms of overall exports in 2020, wood pellets represented 26%. The port is working with the above-mentioned four clients through its partnership with QSL Canada Ltd. (which operates Terminals 3 & 4).

Recent developments include the construction of multi-million dollar storage facilities for wood pellets, which took place in 2019 and 2020 in collaboration with QSL Canada Ltd., thus capitalizing on the wood pellet boom and increase in volume. The port currently has 73,000 metric tonnes storage capacity right on the terminal, a total which was increased by 20,000 tonnes in 2021 alone Wood pellets are mainly shipped to the UK as a cleaner fuel option for industrial energy production, helping the UK to meet its carbon emission reduction goals.

REGIONAL REPORT

The Port of Belledune maintains market edge as top exporter of biomass

REGIONAL REPORT TERMINAL 3 & 4 EXPANSION PROJECT CURRENTLY UNDER WAY

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Phase 1 of the expansion was completed in 2020, and included: v dredge containment cell was constructed in August 2020; v dredging in the harbour took place in November and December of 2020 in order to prepare for the Expansion Project; v the harbour basin was also dredged while the work was under way to ensure safe navigation and improved depths for vessels calling at the port; v a total of ~15,600m3 of material was dredged;

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v the Expansion project will create additional space dockside while improving overall operations, resulting in a direct positive impact to customers and terminal operators shipping through the port’s marine terminals.

Phase 2 of the expansion is now taking place with tenders being published over the last few months.

ENVIRONMENTAL INITIATIVES The Port of Belledune has been working hard with partners NB Power, and is striving to understand the federal government’s requirements to reduce carbon emissions. With NB Power, efforts

are under way to create a greener port and longevity for power production in northern New Brunswick.

It is also working closely with partners at Glencore, with which: v it is playing a part in the world-class clean up of the Brunswick Smelter property and equipment; v in 2020, a Tripartite Committee comprised of Glencore, the Belledune Port Authority, and the port’s First Nation neighbours was created; v a committee came together to discuss the decommissioning project and environmental impact assessment — creating a place for troubleshooting and engagement. v the Port of Belledune believes open, transparent, and honest communication is the foundation of strong relationships, and that is what it has with its First Nation neighbours and Glencore.

OTHER DEVELOPMENTS In 2020, the Port of Belledune welcomed new tug operators in 2020: McKeil Marine, which quickly became an essential partner and plays a critical role in cargo development at the port.

December 2020 became a recordbreaking month: the highest traffic was recorded at the port, with 21 vessels in that month alone, resulting in the most ship calls in a month.

Doornekamp Lines is Eastern Ontario’s newest mode of transportation.

Doornekamp Lines Halifax–Picton (and stops in between) service moves product by marine shipping and serves importers and exporters in Ontario.

It moves all types and sizes of containers, heavy lift, breakbulk, project

cargo, and so forth. Doornekamp Lines can provide first and last mile trucking options through local transportation provider Cooney Transport.

Future plans for Phase 2 of the company’s development include a service between Picton, Ontario and Cleveland, Ohio.

REGIONAL REPORT

Doornekamp Lines makes a great start with its Great Lakes services

Doornekamp Lines is dedicated to creating new opportunities for regional consumers and ultimately supporting Canadian consumers by increasing transport efficiencies, improving road safety and offering a more environmentally responsible option for both domestic and international trade. Doornekamp Lines

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REGIONAL REPORT

The Federal Danube offloading steel at Picton Terminals (photo: Paul Wash).

offers an alternative transportation mode that facilitates diversification in the logistics chain from the East Coast to the Ontario Market.

Doornekamp Lines is a subsidiary of H.R. Doornekamp Construction, a familyowned business with its head office located in Odessa, Ontario. It also owns and operates Picton Terminals Hendriks Aggregates and ABNA Investments.

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ABOUT PICTON TERMINALS

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With its Liebherr LH 420 crane’s capacity of 125 metric tonnes, fleet of two 250ft flat deck barges, three hopper barges and tugs Amy Lynn D (46-tonne bollard pull [BP]) and Sheri Lynn S (16-tonne BP), the port is well equipped and positioned to support heavy lift, project cargoes and marine construction.

In 2020 the developing port handled 150,000 metric tonnes of aggregate products, ranging from 53mm to six tonnes armour stone for multiple infrastructure projects and three shipments of steel beams. With expansion of 220,000ft2 at dock level to be complete by 2021, the future is to create a sustainable feeder service from Halifax to Picton.

Facilities and services offered at Picton Terminals include: v 869 TEU/week capacity and expanding; v 4 day travel; v breakbulk cargo; v predictable rates v 30 acres of available container storage; v truck gate to gate, 30 minutes or less; v 200 reefer plugins;

REGIONAL REPORT

Toledo-Lucas acquires new mobile harbour crane from Liebherr

In 2021, the Toledo-Lucas County Port Authority purchased a new Liebherr 550 mobile harbour crane with funds awarded through the Ohio Maritime Assistance Grant Program (MAP). The new crane will complement the Port of Toledo’s two existing Liebherr 280 mobile harbour cranes, which were acquired in 2010. The Liebherr 550 will increase efficiency at the port and further modernize its handling capabilities with its capacity to facilitate heavy lifts as well as handle bulk, project cargo, scrap, and containers. The crane has a maximum capacity of 154 tonnes per swing, and has a lift height maximum of 148 feet.

ABOUT THE PORT OF TOLEDO The Great Lakes St. Lawrence Seaway System marine shipping industry supports nearly 238,000 jobs in the US and Canada and generates $35 billion in economic activity. The System moves 143.5 million in metric tonnes of cargo annually. The Port of Toledo supports $669 million in economic activity and more than 7,000 jobs in the region.

The mission of the Toledo-Lucas County Port Authority is to develop expertise and assets that drive and grow the region’s transportation and logistics infrastructure and its economic prosperity for all.

currently preparing to stevedore at its premises: v road salt; v aggregates; v farming products; v heavy lift cargo; v containers; v dry bulk; v new steel products; and v recycled scrap steel.

CARGO HANDLING STATISTICS To date, Doornekamp Lines has handled a variety of bulk cargoes, including: v sand: 35,000 metric tonnes; v gypsum: 24,500 metric tonnes; v steel: 3,000 metric tonnes; v and it has shipped 7,200 metric tonnes of steel.

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to provide better import and export services to the regional economy. There are plans to expand the existing facilities to allow better, more efficient shipping and to be equipped to receive a variety of products.

In recent years, the original 1954 Bethlehem Steel shiploader has been rebuilt and upgraded, and it is now used to load barges which Doornekamp Lines sends to Toronto and eastern Ontario for use in projects including the Amherst Island wind project, the Amherst Island ferry dock, Wolfe Island ferry dock, Kingston airport runway extension, Toronto Ashbridges Bay breakwater project, and more.

The following is a list of bulk and breakbulk products that Picton Terminals is

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v integrated truck gate appointment (TGA) booking system to guarantee gate to gate in 25 minutes or less; v container repair; v diverse breakbulk lifting options via mobile harbour cranes; v various in-house last mile trucking options (pricing available on request); v container stripping and stuffing facilities on site; v container commodity loading facilities v 24 hours, seven days a week port truck loading services; v dry bulk container loading facilities (soy beans, aggregate, etc.).

Picton Terminals is constantly improving, and its current goals at Picton Terminals are to resurrect and update the existing infrastructure and add new infrastructure

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Safety first: Canadian Coast Guard’s Aids to Navigation programme The Canadian Coast Guard’s Aids to Navigation programme is an essential part of maintaining maritime safety and commerce, and helps ensure the safe and efficient transit of people and goods across the Great Lakes. The Canadian Coast Guard maintains a network of over 17,000 aids to navigation across Canada, which includes lighthouses, beacons, range lights, and several types of floating buoys.

These aids help identify hazards and preferred routes, and help mariners confirm their position — they are used by recreational and commercial boaters alike.

As commercial shipping picks up in the spring, the Canadian Coast Guard is busy with the commissioning of aids to navigation buoys across the Great Lakes. Depending on the type and location of the aids, this can include: v placing buoys in the correct location; v installing lanterns and/or new reflective markings on buoys; v carrying out any cleaning and maintenance of any buoys, markers, or lighthouses.

In the autumn, the Coast Guard decommissions these same aids.

To support its Aids to Navigation programme,

AUGUST 2021

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CCGS Samuel Risley carrying out fall buoy tending work on Lake Superior, in autumn 2020 (photo: Captain Graham Grattan).

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Coast Guard range lights in the Wilson Channel, St. Mary’s River (connecting waterway between Lake Superior and Lake Huron), autumn 2020 (photo: Captain Graham Grattan).

A Coast Guard Bell 429 helicopter landed by a fixed aid to navigation on Georgian Bay, Summer 2019.

Several Coast Guard aids to navigation are in isolated locations, and only accessible by helicopter.

Cargo of Every Flavor.

the Canadian Coast Guard relies on several multi-purpose assets.

It has several small specialized buoy tending vessels, as well as larger vessels with powerful cranes to lift and place heavier buoys.

These same large vessels are also equipped with smaller work barges, to access shallow water areas. Coast Guard helicopters often transport crews to isolated sites across the Great Lakes, where they carry out maintenance and repairs to fixed aids, including lighthouses and range lights.

The Canadian Coast Guard also carries out aids to navigation work on smaller inland waters across Canada, to support the busy summer recreational boating season.

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Reliable and secure handling solutions for dry bulk

When it comes to shipping dry bulk, we are equipped and experienced.

At the Port of Montreal, we innovate to provide the most reliable and optimized dry bulk shipping experience for our clients. Our 12 dedicated berths, all directly connected to the Canadian National (CN) and Canadian Paci昀c (CP) rail networks, ensure the handling with ease of all types of cargo. No matter your product type, we can handle it.

Learn more about our dry bulk expertise at www.port-montreal.com/en/dry-bulk

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Getting the lowdown on the North American East Coast

Courtesy of the Panama Canal Authority.

The Panama Canal Authority (ACP) is an autonomous legal entity of the Republic of Panama, with exclusive charge of the operation, administration, management, preservation, maintenance, and modernization of the Canal, as well as its activities and related services. This means the Canal can operate in a safe, continuous, efficient, and profitable manner. It remains hugely influential over dry bulk operations on the East Coast of North America.

The dry bulk continues to be cargo tonnage Panama Canal.

market has been and important in terms of the transported through the The main commodities

and the rest of East Asia.

The Panama Canal can offer transit services to both Panamax and Neopanamax vessels. In the Panamax locks, the maximum dimensions for transit are 294.43 metres (966 feet) in length overall, beam 32.36 metres (106.2 feet) and draught of 12.04 metres (39.5 feet). In terms of international transportation of grains, ships up to the Panamax size are the workhorses of this trade. There are few cases where grains are transported on larger than Panamax-size ships. A Panamax vessel has a capacity of up to 82,000dwt.

These ships can load/unload cargoes at most grain terminals worldwide. These terminals, port operations and

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BULK THROUGH THE CANAL

moved in bulk cargo vessels consist of soybeans, corn and miscellaneous grains.

The grain flows originate in US ports located on the Gulf of Mexico region destined for China, the West Coast of South America, Japan, and the West Coast of Central America. Soybean is the most prominent commodity crop that navigates the Mississippi river to be shipped through US ports bound for China.

Corn shipments from the same ports are often bound for Japan and Peru.

During the peak season months, traditionally November to March, grain exports through the Canal increase, as US exporters meet soybean and corn demand to feed pig livestock and poultry in China

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Panama Canal: linking North and South America

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SELECTED BULK CARGOES THROUGHPUT THROUGH THE PANAMA CANAL (THOUSANDS OF LONG TONNES)

Coal and coke (excluding petcoke) Grains Other agricultural commodities Forest products Iron & steel products Nitrates, phosphates and potash Ores & metals

infrastructures are best adapted to provide services up to this vessel size. In 2020, the number of dry bulk ships to transit through the Canal totalled 2,759, an increase over 2019’s figure of 2,657.

IMPRESSIVE LOCK SYSTEM The Panama Canal has the Panamax Locks and the Neopanamax Locks . The Panamax Locks are the original locks of the Canal and consist of two lanes of traffic with three sets of locks: Miraflores and Pedro Miguel Locks in the Pacific and Gatun Locks in the Atlantic. The Neopanamax Locks are the expanded Canal, and it consists of one lane with two locks: Agua Clara (in the Atlantic) and Cocoli (in the Pacific).

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ORGANIZATIONAL STRUCTURE

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Since the transfer of the Panama Canal to Panama on 31 December 1999, the waterway has been administered by the Panama Canal Authority, an autonomous legal entity of the Republic of Panama in charge of the operation, administration, management, preservation, maintenance, and modernization of the Panama Canal, as well as its activities and related services.

As such, the Canal operates in a safe, continuous, efficient manner.

Since its opening over 100 years ago, the Panama Canal has adapted its operations to ensure it continuously captures, creates and renders value for its customers amid an ever-changing world.

The competitiveness of the Canal has been tested by various events over the years, such as fleet overcapacity, decreases in the demand of commodities and low fuel prices, trade conflicts, and more. Despite facing several cycles and crises, the Canal has overcome these challenges by constantly monitoring trends in global trade and investing in infrastructure, services and people.

CRISIS MANAGEMENT Unforeseen crises can happen at any moment in the shipping industry, which is

ATLANTIC TO PACIFIC 2018 2019 14,594 14,535 24,449 24,038 955 695 686 663 1,067 939 6,420 5,203 2,689 2,237

2020 9,617 27,109 651 922 1,826 5,990 2,300

why the Panama Canal has always put safety as a priority in everything it does, building what UNCTAD has described as a ‘culture of safety first’. It is impossible to predict or control what happens in the world, but the Panama Canal Authority has procedures put in place to deter any accidents from occurring in the future.

For example, the Canal is unique in that the Authority takes control of each vessel during in every transit. Its pilots and their tugboat escorts have years of experience and deep knowledge of the currents and the locks, which helps ensure each vessel passes through the waterway safely.

Additionally, every year, the Panama Canal spends more than $250 million in its maintenance programme and invests roughly $200 million in projects that range from replacing floating equipment to modernizing critical infrastructure and beyond. Dredging is one example of a particularly important, ongoing maintenance effort, as there is bank erosion and constant sedimentation coming from the natural fresh water sources that feed its lakes. To make sure vessels always have adequate draught and channel width, the in-house team dredges the waterway almost daily, maintaining narrow operational areas such as the Culebra Cut and clearing the bottom of all navigation channels.

THE TEAM BEHIND A CANAL TRANSIT Approximately 150 people in different posts are involved in every transit through the Panama Canal. An average journey through the Canal requires input from expert staff at every level: v Marine Traffic Assistant: receives the first message from the shipping company/agent interested in transiting the Canal. v Billing Officer: generates the invoice for each transit. v Customer Deposit Team: issues the invoice to the bank from Canal offices. v Naval Architect: reviews and approves ships' plans before arrival.

PACIFIC TO ATLANTIC 2018 2019 3,650 3,259 3,353 3,037 1,261 1,396 1,732 1,571 5,137 5,820 4,276 4,165 8,832 8,403

2020 2,281 3,485 1,110 1,819 3,291 3,486 7,055

v Booking Assistant: responsible for processing vessel booking requests up to a year in advance. v Scheduler: schedules transits to optimize Canal resources and capacity. v Marine Traffic Control: follows the vessel all throughout its transit. v Transiting Vessel Inspector and Admeasurer: board the vessel to inspect and confirm that all information sent in advance is valid. They also make sure that the vessel meets all boarding requirements. v Panama Canal Port Captain: verifies the information provided by the Inspection Officer and Admeasurer to approve the vessels' transit. They are located in two stations (Atlantic and Pacific). v Port Entry Coordinator: sees the vessels as they approach Canal waters.

This team receives the vessel and tells it where to anchor. They co-ordinate location for waiting vessels. v Land Transportation Unit: responsible for the transportation by land of Canal workers that embark or disembark from vessels in transit both in the Pacific and Atlantic. v Launch Operations and Deck Assistant Unit: co-ordinates and transfer all Canal workers that need to embark or disembark from a vessel in transit. v Panama Canal Pilot: boards the vessel and takes over the navigational control during transit in the locks. They must guarantee the safe transit in accordance with local and international navigation norms. v Tug Captains: pilot the tugboats that assist vessels in transit through the Canal. They communicate with the Canal Pilot to help vessels enter the locks. v Deckhands: board the vessels and throw the lines used to moor the vessel in the lock chambers. v Linehandlers and Boat Operator: receive the lines from the vessels in

Operators wishing to find out how to book a transit through the Panama Canal, should refer to the Notice to Shipping and the Panama's Maritime Single Window (VUMPA).

PILOTS ENSURE A SAFE PASSAGE

SUSTAINABILITY IS KEY

ADJUSTING TO THE COVID CRISIS The impact of the Covid-19 pandemic was felt by the entire world, including the Panama Canal. However, the Canal was nimble and quickly adjusted its operations to keep the waterway safe and open. As a result, it has avoided any closures or interruption to traffic throughout the pandemic, enabling customers to continue delivering essential goods around the world. The Panama Canal ultimately closed its 2020 Fiscal Year with 475 million Panama Canal (PC/UMS) tonnes, on par with results from the previous year. During this time, the bulk segment recorded 21% more PC/UMS tonnage through the waterway than expected due to heightened need for grains and raw materials. This great success was due to the world-class team and the continued support of committed customers.

Due to the ongoing Covid-19 pandemic and the adverse effects on the maritime industry, the Panama Canal temporarily suspended the advance payment of reservation (booking) fees and extended the measure in June 2020 until further notice, to offer customers support and added flexibility. These measures also included the forfeiting of reservation fees for passenger ship vessels, the most affected segment during the pandemic.

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Sustainability is ingrained in the Panama Canal’s operations. While the waterway opened over 100 years ago as a shortcut for maritime trade, the team continues to build off its core benefits to offer greater value as a Green Route for shipping. This July, the Panama Canal celebrated the fifth anniversary of Green Connection Environmental Recognition Program and

separation schemes (TSS) which decreases the overlap between vessels entering or exiting the Canal and migrating whales.

Vessels traversing through these areas on the Pacific side of the Canal are also required to proceed at a speed of no more than 10 knots, a practice known as Vessel Speed Reduction (VSR). This measure, first implemented in 2014, has significantly reduced the likelihood of serious incidents and accidents involving humpback whales and other cetaceans in the years since.

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The Panama Canal is unique in that it takes control of each vessel during its transit.

This is because transiting through the waterway involves a series of complex navigational manoeuvres, including passage through the locks. To ensure the safety of each transit, the Authority requires its pilots to board and steer all vessels from start to finish. Their years of experience and deep knowledge of the currents and the locks ensure each vessel passes through the waterway safely. Given pilots, among other personnel, are required to board each vessel and interact with the crew, the Panama Canal Authority has heightened its health protocols amid the pandemic. These protocols will remain in place to ensure the continued safety of customers and workforce.

To supplement the pilot’s experienced guidance, tugboats are required to accompany vessels through their transits for any eventuality. This includes their passage through the Culebra Cut, the narrowest section of the waterway. This protocol is critical, particularly for Neopanamax vessels, the largest of which can carry around 15,000 TEUs.

the sixth month of data published in the CO2 Emissions Dashboard which is informed by the Canal’s CO2 Emissions Calculator. These initiatives strongly incentivize customers to create sustainable itineraries and practise environmental stewardship.

The Panama Canal team has long advocated for and contributed to ongoing efforts to decarbonize shipping. Before the end of this decade, the Canal will build off these efforts to become a carbon neutral entity. It is currently in the planning phase and has identified measures that will be implemented, such as the use of alternative fuels, substituting electricity production processes in favour of solar power plants, using hydropower, and ensuring all facilities and infrastructure projects are environmentally responsible and sustainable. This will help transform the Canal into a much greener organization, a process that also already involves adopting electric cars, and adapting the design of facilities, among other actions.

In regard to the surrounding area of the watershed, the Canal carries out programmes, such as agroforestry (integrating tree planting) and conservation efforts that have contributed to the reforestation of over 19,700 acres.

By partnering with the local community in the watershed through land titling and environmental education programmes in forest conservation, the Canal has contributed to the protection of additional 7,783 acres of rainforests. The team also works with local stakeholders to design new strategies that will help enhance the forest cover and encourage the creating of sustainable business initiatives linked to environmental protection, ecotourism, and agritourism.

August also marks the beginning of the implementation of maritime traffic

REGIONAL REPORT

Courtesy of the Panama Canal Authority.

transit and tie them to the locomotives or directly along the lock chamber walls. v Locomotive Operator: guides the locomotives (mules) that assist vessels in their transit through the Panamax Locks, in order to keep the vessel in the centre of each chamber. v Lock Master: gives the order to open or close the lock gates, as well as filling and emptying the lock chambers. v Control Tower Operator: co-ordinates and supervises all lock operations before, during, and after each transit.

They observe lake and lock chamber levels before opening the gates.

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ASGCO® solves critical damage at East Coast bulk coal shipping terminal

BEFORE: showing serious damage to the system.

AUGUST 2021

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Conveyor systems are the lifeblood to the operation of bulk shipping terminals.

Without these important systems, shipping terminals would be stopped dead in their tracks, and losses would mount. A large bulk shipping terminal called ASGCO® on New Year’s Day with an emergency after major damage happened to the shiploading conveyor belt system.

The spoon that loads the ship dropped on the critical conveyor belt below. With the ship docked and already loading, they would incur demerge fees if the timeline were not met.

An ASGCO® territory manager was on site later that day on to assess damages and the service department deployed a team by 7am the following morning to tackle the

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AFTER: The ASGCO® repairs got the system back up and running in just four days.

project. The customer needed to get the conveyor back up and running in a safe and efficient manner, within five days in order to remain on schedule.

SOLUTION After analysis, ASGCO® determined that 60ft of the system would need to be demolished and rebuilt with steel frame and idlers, then lastly, hot vulcanizing an 84” wide 5-ply 1000 PIW saddle.

RESULTS The ASGCO® service team worked around the clock to complete this project in four days. It turned the system back to the terminal, and the quick turnaround allowed it to continue filling the ship and put it back

on schedule.

ABOUT ASGCO® ASGCO® “Complete Conveyor Solutions” is focused on developing cost-effective and technologically advanced products, specifically designed for optimum conveyor performance. The company is a major manufacturer of proprietary bulk conveyor components and accessories that enhance material flow performance. Founded in 1971 by Alfred S. Gibbs and his son Todd Gibbs, ASGCO® believes in taking care of the customer with great quality products and exceptional service. This has been a successful and standard policy at ASGCO® for many years and will continue in the future.

REGIONAL REPORT

Enviva: focusing on green solutions for a cleaner and safer world

The Bruks Siwertell shiploader arriving at the Port of Pascagoula; this was positioned at the Enviva Terminal on 24 May this year.

Below, Enviva reports on some of its recent activities.

PORT OF PASCAGOULA/ENVIVA TERMINAL NEARING COMPLETION Construction of the $90m Marine Export Terminal is progressing on schedule. The two 170-foot-tall storage domes are on site in the Bayou Casotte Harbor. Each dome can accommodate 45,000 metric tonnes of wood pellets for a total capacity of 90,000 metric tonnes. The Bruks Siwertell shiploader recently arrived in Pascagoula and was positioned on the dock on 24 May this year.

A conveyer will transfer pellets from the domes to the shiploader for discharge into vessels bound to markets in Europe and Asia. Wood pellets produced at the Enviva Manufacturing Plant in George County, Mississippi, and other Enviva plants in its strategic asset cluster in the Gulf region, will be exported through the Pascagoula Terminal.

The terminal will be capable of receiving product by rail, barge, and truck and will directly employ approximately 30 full-time workers.

It is on schedule to be operational by the end of 2021.

ENVIVA JOINS THE SEA CARGO CHARTER Enviva has joined the Sea Cargo Charter, a cross-industry partnership of over 20 ship charterers that aims to establish a consistent global framework for transparently assessing and disclosing the

AUGUST 2021

FOR RESPONSIBLE SHIPPING

climate impact of ship chartering operations.

Earlier this year, Enviva announced its goal to become net zero in its operations by 2030. As part of this commitment, Enviva will track and transparently report its progress in reducing its emissions, including its Scope 3 emissions, those generated as part of its upstream and downstream supply chain, annually. The company also vowed to work with partners to improve the environmental emissions intensity of its shipping and other transportation logistics. Enviva plans on advocating for the development of new solutions and accelerating its work with stakeholders to bring those solutions to market. One such solution is the Sea Cargo Charter, which offers a standard greenhouse gas (GHG) emissions reporting process that significantly simplifies some of the complexities often associated with reporting.

By joining the Sea Cargo Charter, Enviva will benefit from an industry-established, global baseline that quantitatively assesses and discloses shipping activities in line with the climate goals set by the International Maritime Organization (IMO), the United Nations’ agency responsible for regulating shipping. These goals include the IMO’s ambition for GHG emissions from international shipping to be cut by at least 50 percent by 2050 compared to 2008 levels.

“We are delighted to join the Sea Cargo Charter. The commitment to monitor and

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Enviva Holdings is the world’s largest producer of sustainable wood pellets, a renewable alternative to coal. Wood-based bioenergy is part of an all-in renewables strategy to reduce carbon emissions and limit dependence on fossil fuels.

The world’s leading authority on climate science, the Intergovernmental Panel on Climate Change (IPCC), explicitly recognizes bioenergy as a renewable energy source that is critical to a lowcarbon future. The IPCC also concludes that sustainable forest management is critical to prevent forest conversion to non-forest uses.

There is a need for bioenergy both to replace fossil fuels and to keep forests as forests.

The company is headquartered in Bethesda on the US East Coast. Through its subsidiaries, Enviva Holdings, LP owns and operates wood pellet processing plants and deep-water export terminals in the US Southeast. It exports its pellets to power plants in the UK, Europe, and Japan that previously were fuelled by coal, enabling them to reduce their lifecycle carbon footprint by more than 85%. Enviva makes its pellets using sustainable practices that protect Southern forests. The company employs about 1,200 employees across ten wood pellet production plants, in six deep-water export terminals in the US Southeast and in offices in the US, Japan, Germany and the UK. It supports many other businesses in the US Southeast.

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REGIONAL REPORT

report our emissions from our vessel chartering activities, and thereby to track our own carbon intensity, is closely aligned with our wider goal to reach net zero and to be transparent in emissions reporting,” said Gordon Lugsdin, Head of Chartering at Enviva. “A standardized reporting framework is vital for the shipping industry to demonstrate its commitment to reducing GHG emissions, becoming more sustainable, and fighting climate change — core values we share at Enviva.”

The Sea Cargo Charter continues to grow since its inception in October of 2020, when some of the world’s largest vessel charterers launched the initiative to demonstrate their role in promoting responsible environmental behaviour and incentivize the decarbonization of international shipping. Enviva is the latest signatory to the charter, which includes major players in the energy, agriculture, and mining industries.

“I am delighted to welcome Enviva to the Sea Cargo Charter. Together, we commit to transparent and consistent reporting of greenhouse gas emissions to promote shipping’s green transition,” said Jan Dieleman, President, Cargill Ocean Transportation and Chair of the Sea Cargo Charter Association.

The Charter is intended to evolve over time as the IMO adjusts its policies and regulations to address new and emerging environmental and social concerns.

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www.drycargomag.com

Wood pellet die.

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Enviva has joined the Sea Cargo Charter for responsible shipping, as part of its goal to become net zero in its operations by 2030.

ENVIVA JOINS WBCSD Enviva has joined nearly 200 forwardthinking companies as the newest member of the World Business Council for Sustainable Development (WBCSD).

For power generation, Enviva’s sustainable wood pellets provide reliable and dispatchable energy that complements the intermittency of wind and solar energy, ensuring a stable grid while helping global energy producers substantially reduce their carbon emissions by more than 85% on a lifecycle basis compared to coal.

Enviva focuses on the three core values to guide its work — people, forests, and climate change, and how they drive its approach to sustainability in all aspects of the business. The company manufactures its wood pellets using responsible and transparent sourcing practices that keep southern US forests thriving, healthy, and growing.

“Enviva is proud to join such a powerful network of leaders to advocate for the important role which forests play in the transition to a resilient circular economy,” said John Keppler, Enviva Chairman and Chief Executive Officer. “By joining WBCSD’s Forest Solutions Group, Enviva looks forward to collaborating with WBCSD’s cross-sector network of forward-thinking businesses who share its commitment to solving the climate crisis with real, tangible solutions.”

WBCSD President and CEO Peter Bakker said, “WBCSD is dedicated to working towards a transformation in sustainable systems. This will only be achieved in collaboration with global industry leaders such as Enviva and we look forward to working with them and benefit from their leadership and experience across our programmes and projects.”

On 10 June this year, the Port of New Orleans (Port NOLA) discharged 300 steel coils to barge at Coastal Cargo breakbulk and heavy-lift terminal at the Louisiana Ave. Complex that were transported to barge from the SK Shipping Star Challenger and made their way up river to be off-loaded at the Port of Caddo-Bossier in Shreveport.

“This is a great example of two Louisiana ports coming together to facilitate commerce in the State and moving cargo on the Mississippi River,” said Brandy D. Christian President and CEO of the Port of New Orleans and CEO of the New Orleans Public Belt Railroad. “This significant shipment of steel coils is a prime example of how Port NOLA is not only a rail and waterway gateway for the Midwest region but also for the State of Louisiana.”

The four barges arrived in Shreveport on 24 June 2021. The barges contain 300 cold rolled coils from Kaohsiung, Taiwan and are destined for Ternium Corporation in Shreveport, a steelwork manufacturer.

“Last year we handled a record-setting

number of steel coils and are glad to be partnered with the Port of NOLA, in barging steel coils to one of our customers,” said Eric England, Executive Port Director of the Port of Caddo-Bossier. “This is a great example of us both utilizing

Louisiana’s amazing maritime assets.”

Port NOLA and the Port of CaddoBossier are both located in Louisiana and have worked together to ensure movement of cargo and flow between the entities.

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REGIONAL REPORT

Port of New Orleans and Port of Caddo-Bossier work together to move cargo on the Mississippi River

INDEX OF ADVERTISERS Company

Page

Company

Page

Advisian

12

Morska Agencja Gdynia Sp. z o.o.

29

Alex Stewart International Corporation Ltd

35

MRS Greifer GmbH

63

Associated Terminals LLC

85

Negrini Srl

73

ATLAS-SSI Co. Inc

62

Neuero Industrietechnik GmbH

Becancour Waterfront Industrial Park

91

ORTS GmbH Maschinenfabrik

BEUMER Group GmbH & Co KG

21

PEINER SMAG Lifting Technologies GmbH

60

Port Corpus Christi

89

Bruks Siwertell AB

5

Buttimer Engineering

Inside Back Cover 76, 77

43

Port Milwaukee

110

CANFORNAV Inc

105

Port of Montreal

120

Centric Gulf Coast

127

QSL

113

Cleveland Cascades Ltd

Back Cover

CRS - Container Rotation Systems Pty Ltd

3

Quarry Mining LLC Rocktree Logistics Pte. Ltd.

Front Cover Inside Front Cover

Cygnus Instruments Limited

25

Sept-Îles Port Authority

97

DELLNER BUBENZER Germany GmbH

41

Shi.E.L.D. Services srl

19

E-Crane World Wide

57

St Lawrence Seaway Management Corp

109

Great Lakes St. Lawrence Seaway Development Corp’n 94, 95

Starlinger & Co. Gesellschaft m.b.H.

Guven Grab Machine Inc.

67

STM Industriale srl

HES Gdynia Bulk Terminal Sp. z o. o.

11

Sumitomo Heavy Industries Material Handling Systems

53

IHI Transport Machinery Co., Ltd. (IUK)

81

Telestack Limited

49

Intermodal Solutions Pty Ltd

69 70, 71

86 7

The Port of Duluth-Superior

102 119

79

Toledo-Lucas County Port Authority

J & B Grijpers b.v.

65

Urgence Portuaire

99

Jimway Enterprise Co., Ltd

45

Verstegen Grijpers BV

33

Konecranes Port Solutions - Konecranes GmbH

83

Vigan

50

Mack Manufacturing Inc

75

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Italgru S.r.l.

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