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IS S U E NO. 254 FEBRUA R Y 2 0 2 2
FEATURES Global Coal Trades
Coal Terminals & Equipment
Covered Storage
Self-Unloading Vessels & Transshipment Systems
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CONTENTS
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Dry bulk trade holding up BRAZIL ANTICIPATES A BUMPER YEAR COAL TRADE LOOKING MORE LIVELY
SHIPPING & TRANSPORT
Ukraine: “Seafarers, cannot be collateral victims – they must be safe and secure” Soo Locks project wins funding approval Experiencing stronger shipping markets TAKING SELF-SERVICE TO A WHOLE NEW LEVEL: SELF-UNLOADING VESSELS & TRANSSHIPMENT SYSTEMS DILIGENT DELEGATES: SHIPS’ AGENTS
PORTS, TERMINALS & LOGISTICS
RAK Ports ideally positioned as UAE breakbulk gateway Giant Mantsinen 300 from Finland heads west to ABP Port of Immingham Port of Marseille Fos bounces back in 2021 Three dry bulk terminals to be put out to concession in Brazil COAL TERMINALS: LATEST DEVELOPMENTS WORLDWIDE
ENGINEERING & EQUIPMENT
Multi-commodity portal scraper reclaimers successfully commissioned in Japan Mexican terminal operator orders Konecranes Gottwald Generation 6 MHC Conveying advice: Conveyor belt pricing – are you paying for the name? Bedeschi takeover of Berga Golfetto Sangati bulk handling activities Latvians can! Innovative bulk solution for handling services developed ALL SYSTEMS GO: COAL HANDLING EQUIPMENT AND TECHNOLOGY IN THE SPOTLIGHT A SHELTERED LIFE: COVERED STORAGE’S ROLE IN PROTECTING COMMODITIES
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12 14 15 16 37
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FEBRUARY 2022
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BULK CARRIER TRADE & FLEET OUTLOOK
Dry bulk trade holding up everal positive influences could benefit commodity import demand in numerous countries during the next twelve months. Although prospects for some elements are not entirely clear, another annual increase in global seaborne dry bulk trade seems quite likely in 2022. The global economic growth background for dry bulk trade may not be as brisk as last year’s initial recovery from the worst effects of the pandemic, however. An updated International Monetary Fund analysis published a few weeks ago suggested that in 2022 “growth slows as economies grapple with supply disruptions, higher inflation, record debt and persistent uncertainty”. World GDP expansion is predicted to slacken by 1.5 percentage points from 5.9% last year, to 4.4% this year.
S
IRON
ORE
Steel production and raw materials consumption and import demand recovered in many countries last year. World crude steel production increased by 4% in 2021 after declining by 1% in the previous year, according to World Steel Association figures. But outcomes varied widely among the principal iron ore importers. European Union members together achieved the strongest upturn, with a rise of just over 15% to 152.5mt (million tonnes), closely followed by Japan with almost 15% growth to 96.3mt. South Korea’s advance was much slower at
5%, to 70.6mt. A prominent exception to the upwards pattern was China, which saw a -3% fall to 1032.8mt. As a result China’s iron ore imports, comprising three quarters of the world total, were nearly 4% lower at 1.13 billion tonnes. An upturn during 2022 is not yet foreseeable.
COAL Assuming that the global economy’s trend over the next twelve months is vigorous enough to firmly support energy use, seaborne coal trade could derive some advantages in a number of countries. Further growth in steel production may provide additional impetus for coking coal movements. Prospects for steam coal trade are more finely balanced. Among the biggest importers is Japan. Some analysts expect a limited coal imports increase this year, after 3% estimated growth to 173mt in 2021. Higher steel production may increase coking coal purchases. But prospects for an increase in steam coal purchases are more difficult to assess. One complication in the immediate future and longer term is the unclear schedule for reactivating currently closed nuclear power stations, potentially displacing output in coal-fired plants.
GRAIN &
SOYA
During the past decade world trade in wheat plus corn and other coarse grains has risen in every year except two, one
of which was flat and the second was down by just one percent. Based on recent signs the current 2021/22 crop year ending June is likely to see another reduction. Consistent with the preceding pattern, however, only a 1% decrease to 423mt is estimated by the International Grains Council in its midJanuary update. The main changes envisaged among importers are expected to be almost offsetting. Asia’s imports could decline by 11.1mt or 6% to 161.0mt as a result of a 17% fall in China’s volume to 50.2mt. But in the Middle East region a 9.5mt (16%) increase to 67.3mt could be seen, reflecting higher purchase by Iran, Turkey and other buyers.
MINOR
BULKS
International seaborne movements of steel products (coil, plate, sheet and similar items) form one of the largest minor bulks trades. Last year a recovery occurred after the preceding reduction, raising the total by about 30mt to over 380mt according to tentative calculations. Further growth in 2022 may be seen.
BULK
CARRIER FLEET
In 2021 new capacity introduced into the world bulk carrier fleet fell by over a quarter to 38 million deadweight tonnes, as shown in table 2. Half of the total consisted of large vessels. Another big reduction is expected in 2022 based on the schedule of newbuilding deliveries.
FEBRUARY 2022
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TABLE 1: KEY ASIAN SEABORNE COKING COAL IMPORTERS (MILLION TONNES)
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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 55.8 232.3
2021* 67.0 31.0 10.5 60.0 62.0 230.5
TABLE 2: BULK CARRIER NEWBUILDING DELIVERIES (MILLION DEADWEIGHT TONNES) 2016 4.6 13.2 9.4 20.0 47.2
Handysize (10-39,999dwt) Handymax (40-64,999dwt) Panamax (65-99,999dwt) Capesize (100,000dwt and over) Total % change from previous year
source: Clarksons Research
2017 3.4 10.8 8.9 15.3 38.4 –18.6
2018 3.1 5.6 5.6 14.3 28.6 –25.5
2019 3.1 8.2 11.4 19.0 41.7 45.8
2020 2.7 9.2 12.1 25.0 49.0 17.5
2021* 3.3 6.9 8.6 19.0 37.8 –22.9
* estimate
by Richard Scott, Bulk Shipping Analysis, Tel: +44 (0)12 7722 5784; Fax: +44 (0)12 7722 5784; e-mail: bulkshipan@aol.com
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TRADE & COMMODITIES
Alcoa plans to re-open its smelter in Sao Luis, to help with the increased demand.
Brazil anticipates a bumper year
Patrick Knight
FEBRUARY 2022
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Developments worldwide favour Brazilian commodities
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With concern about the impact global warming will have on the health of the planet rising sharply in the wake of the climate conference in Glasgow, the majority of the commodities Brazil exports to the world, are likely to be affected, most of them positively, writes Patrick Knight. Brazil anticipates a 2021/22 grains crop of 289mt (million tonnes), which would be 14% more than in 2020/21. This is mainly explained by an area increase of 3.6%, taking the total area planted to grains to 71.5 million hectares. Yields should also be up by 10% in 2022, to average four tonnes per hectare. This increase is mainly due to the weather during the 2021/22 planting season being more favourable this season than last, which was extremely dry. This year’s soya crop is expected to come in at about 141mt. The price received by Brazilian farmers for their beans has increased by up to 47% in recent months. This has been partly because of the substantial rise in the price of fertilizer, the great majority of which is imported. The sharp fall in the value of the Brazilian currency, the Real, against the US dollar, means farmers have had to pay much more for their fertilizer. The price of urea has increased by 70% in the past year, that of phosphates is up by 75%, while that of potassium is up by 150%. The price of farm chemicals, notably pesticides and
herbicides, is up by 120%. The high price of fertilizer will prejudice the profitability of the soya sector this year. A total of 21 million hectares are due to be planted to maize 2021/22 and a crop of 116mt is expected this year, 33% more than in 2021. Eighty-six per cent of the maize will come from the second crop. This is the grain planted after the early soya crop has been harvested. Again, the high cost of fertilizer is expected to prejudice the profitability of maize.
THE ALUMINIUM COMPLEX Alcoa’s smelter in Sao Luis, Maranhao state, which was shut down in 2015, is scheduled to re-open early this year. Refurbishment there will cost Alcoa US$75 million. In an initial phase, 268,000 tonnes will be made this year by Alcoa. This compares with the 450,000 tonnes which was made at the Sao Luis plant before much of it was shut down six years ago. Since 2015, 788,000 tonnes of Brazil’s primary aluminium capacity has been mothballed. The Industry’s trade association, Abal, expects that 450,000 tonnes of this capacity will eventually come back on stream, spurred by soaring metal prices. The industry is now making about 910,000 tonnes of primary each year. In 2020, 2.42mt of primary aluminium was used in Brazil. When the Sao Luis mill starts up again, Alcoa’s share of the primary
made in Brazil will have increased to 60%. The fate of the remaining mothballed capacity will depend on market forces, as well as on the condition of the mothballed equipment. Alcoa suggests that its remaining capacity could come back on stream by 2024. If this does happen, Brazil could soon have returned to self-sufficiency in primary aluminium. As Abal points out, Brazil has major reserves of high quality bauxite and adequate supplies of alumina. The Brazilian Aluminium Company, CBA, Brazil’s leading integrated aluminium producer, aims to soon be producing 100% green energy at its mills. CBA says it is now investing in wind and solar energy, while at the same time selling much of its hydro capacity. CBA also plans to greatly increase the amount of re-cycled aluminium it uses. To this end CBA has spent $20 million buying the facilities of the Alux company. CBA now incorporates 30% of re-cycled aluminium into the total of primary it makes. The company plans for the amount of re-cycled aluminium it uses to have risen to 40% of the total in the near future. If re-cycled aluminium is used to make the primary product, only 5% as much energy is needed as when alumina is used. The CBA company plans to spend $400 millions on modernizing all its facilities by 2025. This will result in its
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output of primary, which now totals 350,000 tonnes, being increased by 80,000 tonnes. The company also plans to reduce the total amount of energy it uses by 40% by 2025. CBA now produces 2.66 tonnes of carbon for each tonne of metal it makes. The company plans to reduce this amount to 2.18 tonnes, again by 2025. The current high world price of aluminium, which at the end of 2021, touched $3,000 a tonne, is greatly encouraging the industry in Brazil, says ABAL. Many new uses for aluminium are appearing, as many countries seek to greatly increase the use of electricity. The extra electricity will be for industrial uses, such as for building new pylons for transmission purposes. It will also be needed for new wind turbines, and solar panels. Much more aluminium will be needed for making the batteries which will be needed in the fast-growing fleet of electric cars. While only about 500 battery-powered cars had been sold in the US in 2010, more than three million such vehicles were sold in the US in 2020. In addition to cars, more than 11 million electrically powered light trucks were sold in the US in 2020. The fact that the UK is to ban sales of all cars powered by gasolene and diesel by 2030, will create a huge new market for aluminium in that country. About 1.5 million cars are made each year in the UK, while several other countries in Europe also plan to ban the sale of fossil fuel burning engines in the near future. The US is lagging behind, as fossil fuel burning engines are only to be banned there after 2040, a decade after Britain. Motor industry sources also point out that because batteries are so heavy, car manufacturers are planning to use much more aluminum in bodywork, rather than steel. The fact that China has now become a net-importer of primary aluminium, rather than being a major exporter of the metal, is also helping prices of aluminium to rise.
AGRIBUSINESS ADDRESSES EMISSIONS Much of Brazil’s agriculture, notably forestry and cattle raising, are major producers both of CO2 and methane. At last November’s COP-26 meetings at Glasgow, to which Brazil sent one of the largest delegations of officials, the Brazilian government committed itself to reducing emissions of all types of carbon by 30% by 2030. Brazil’s current government is led by climate change sceptic Jair Bolsonaro, who has encouraged the clearance of the Amazon rainforest. Bolsonaro claims that such clearances are necessary, if Brazil’s
economy is to continue to grow. This attitude has led many in the country and elsewhere to worry that the COP-26 targets undertaken by Brazil in Glasgow will prove unattainable. On the other hand, leaders of three of the country’s leading agribusiness sectors, cattle raising, grains planting and forestry, have been steadily taking steps to ensure that Brazil’s carbon footprint is in fact limited. All these industries rely to a considerable extent on exports, each being the world’s leading exporter in its sectors. Because of the importance of exports, leaders of the three industries are very aware that customers in many countries are concerned about the impact both producing beef, as well as pulp and paper are having on global warming.
PRESERVING THE RAINFOREST Over the years, laws and regulations which limit the proportion of any land holding in the Amazon region which can be cleared of its forest cover have been introduced. At the same time, members of the soya exporting industry, led by its trade association, ABIOVE, the Association of Grain Exporting Companies, has undertaken not to purchase grains grown on any land which has been cleared illegally. It is reported that about 10.5 million square kilometres of forest in Brazilian Amazonia were illegally cleared in 2020, the largest amount for a decade. Any hope that progress is being made in reducing illegal clearances, were frustrated by the fact that 877km2 of virgin forest were cleared in October last year. This was the largest amount ever recorded in a single month. Efforts by companies in Brazil to ensure that forest clearances are reduced, are also being reflected in actions taken by some of the European companies which import soya. Three of Britain’s largest supermarkets: Tesco, Sainsbury and Morrisons, have undertaken not to import
any soya grown on land in Brazil where forests have been cleared illegally. Between them, these companies import about 2mt of soya from Brazil each year.
INCREASED DEMAND FOR BEEF Similar restrictions are to be imposed by several French wholesalers. Largely because of technological advances, notably genetic improvements, the number of cattle grazing on each hectare of land in Brazil has increased steadily over the years. An increasing proportion of Brazil’s 200 million-strong herd of cattle are now sent for slaughter at 24 months, rather than the previous average of 36 months. The amount of beef being exported from Brazil has also been increasing steadily. This is largely because of changes in consumption patterns in China, where many more people now live in cities and are eating more protein. The production of beef in Brazil has been able to keep pace with the increased demand for meat exports, without the need to clear more forest. As the density of animals per hectare rises, the requirement for new land falls. With fewer animals per hectare, more land has become available for planting grains, notably soya and maize. The World Wildlife Fund, the WWF, has found that the clearance of 100 million hectares of land in Amazonia, would cost about US $50 billion to achieve. The WWF study concludes that the cost of improving the land would be significantly less than the value of the extra cattle, or crops, which would be produced. The WWF study also suggests that such a formula would allow 14% more cattle to be grazed on land in Amazonia than is now the case. The cattle herd in Amazonia, which now totals about 160 million head, could rise to 180–250 million head in the next few years, with no need for extra land. The Brazilian beef industry now plans to increase its exports
PULP & PAPER TO REDUCE EMISSIONS Overwhelmingly concentrated in the south of the country, Brazil’s vibrant forestry industry does not have to concern itself with problems associated with the Amazon. But in the same way as the cattle and soya industries have done, Brazil’s pulp and paper producers have also committed to reducing their carbon emissions by 30% by 2030. With demand from China for Brazil’s mainly short-fibred pulp growing strongly, the giant Suzano company, which now makes about 11mt a year, has started work on what will be one of the world’s largest mills. This is the 2.55mt-capacity Ribas do Rio Pardo mill, located in the state of Mato Grosso do Sul. The new mill, which is due to start production in 2024, will be entirely self-sufficient in energy. It will also produce a surplus of about 180MWs of electricity, sufficient to power 2.3 million homes. The Rio Pardo mill will also be entirely selfsufficient in wood, all of which will be grown within a radius of 65km of the plant. The new mill will cost about US$ 4.1 billions to complete, and the pulp will cost an average of $550 per tonne to make, one of the lowest costs in the world. Pulp for export will be taken to Suzano facilities at the port of Santos, the first stage by road, the rest by rail. The mill will be staffed by 3,000 full time workers, while about 10,000 workers will be employed during the construction phase.
HIGH CRUDE PRICES GOOD NEWS FOR BRAZILIAN SUGAR CANE With the world price of crude oil touching US$80 per barrel in the last months of 2021, and feared to reach up to US$100 in the near future, Brazil’s sugar industry is expected to maximize the amount of cane which is distilled into ethanol in the coming year. It is anticipated that about 1.5% less gasoline will be sold in Brazil in 2020 as was in 2021. This because many motorists are switching from gasoline to ethanol, which they do when ethanol costs about 70% of the gasoline price. In addition to the 26 billion litres of ethanol which will be made from the 550mt of sugar cane expected to be harvested in Brazil this year, between five and eight billion litres of ethanol is expected to be distilled from maize this year. This follows the start up of nine brand new distilleries specializing in processing maize in the past few months. About 50mt less sugar cane is expected to be harvested this year than was in 2021. This reduction was mainly the result of the extremely dry weather which affected cane fields last year. But there were about 12,000 fires in cane fields last year, also caused by the dry conditions. Another problem for the sugar industry this year, has been the soaring price of fertilizer. This has been compounded by the weakness of the Brazilian currency, the Real. The benefit side of the sharp depreciation of the Real, means that the relative shortage of cane on the world market will result in the world sugar price remaining high for the next three to four years, according the trading company Czarnikow. Brazil is expected to make about 32mt of sugar this year, the majority for export. Dry weather resulted in Brazil’s 2020 cane
crop being the smallest for ten years. But because both India and the United Kingdom have sharply increased the amount of ethanol being blended with gasolene, the price of Brazilian ethanol increased by 68% during 2020. The fact that the Indian government plans to phase out subsidies for cane farmers, is expected to result in many small farmers in India abandoning the crop.
IRON ORE PRICES UNLIKELY TO REACH MID-2020 PEAK
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Nobody expects the extremely high iron ore prices of mid 2020, which peaked at well over $200 per tonne in mid-year, to be repeated for some time. Last year’s high prices were largely explained by the recovery of demand for manufactured goods, many of them made in China. This recovery in demand was encouraged by the easing of the Covid-19 pandemic in many countries. Brazil’s miners should continue to fare rather better than the average oreproducing country. Increasing concern about global warming, is causing many steel makers to prefer the top quality ore produced in Brazil. With an ore content of 65% per tonne of rock, Brazilian ore is considerably less polluting than the average type. Vale reports that ore from its Carajas mines can command a premium of about $36 per tonne. This should go some way towards compensating for the fact that the cost of transporting a tonne of ore between Brazil and China rose from US $17.5 per tonne in September 2021, to $36 per tonne in September this year. About 300mt of ore were exported from Brazil January to September 2021, 35mt more than in the same period of 2020. There has been a sharp fall in the amount of pellets shipped in the past 12 months. While 11.8mt of pellets was shipped in January to September 2020, the amount fell to 8.5mt in the same period this year. The Vale company exported 204mt of ore between January and September this year, while Anglo American shipped 17.5mt in the same period. A total of 131mt of the ore shipped by Vale left from the port of Ponta DCi da Madeira, in Maranhao state.
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from the current 8.6mt a year, to 9.7mt by 2020. The WWF study has found that at least 700 large institutional investors are interested in investing in the Amazon region. Between them, these investors have several trillion US dollars available, the WWF has found.
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FEBRUARY 2022
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TRADE & COMMODITIES
Coal trade looking more lively
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Richard Scott, Bulk Shipping Analysis Global coal trade has revived in the past twelve months. After a severe setback in the previous year, over half of the decline was reversed in 2021. Amid an upturn in world economic activity and energy consumption as the coronavirus pandemic’s adverse effects receded, coal demand and imports in many countries strengthened last year. Another increase seems possible in 2022, but longer-term prospects remain negative because of the general shift towards cleaner energy. Based on provisional estimates, a vigorous recovery in world seaborne coal trade last year probably exceeded 70mt (million tonnes), following the previous downturn of about 120mt when imports
into all the main importing countries weakened. The 2021 expansion was broadly spread among importers, assisted by tight supplies of alternative energy (especially natural gas and renewables) in several countries, benefiting numerous coal export suppliers. While the recovery in energy consumption around the world looks set to continue this year, there is less certainty about coal’s participation. Some signs suggest that any further growth in coal trade will be limited in extent and duration. A possibility of a flattening or even a reduction in 2022 is evident. The recent international climate change conference intensified attention on the priority of
reducing greenhouse gas emissions and cutting coal use. Nevertheless, coal is likely to remain a vital energy mix component in many countries, supporting coal import demand.
SUPPORTIVE ECONOMIC ACTIVITY Activity in the world economy generally, and in many energy-consuming industries, regained momentum in the past twelve months when the worst effects of the pandemic receded. Energy demand revived and coal usage participated in the revival. Based on the broad indicator of gross domestic product (GDP), the world economy’s growth in 2021 was 5.9% according to the International Monetary
China Japan India South Korea EU+UK other importers total
2017
2018
2019
2020
2021
2022*
217 186 203 141 145 311 1,203
237 183 231 141 138 334 1,264
258 180 250 135 109 352 1,284
238 168 222 117 67 353 1,165
277 173 217 123 86 363 1,239
260 175 230 120 90 375 1,250
2022 % change** –6 +1 +6 –2 –5 +3 +1
* Bulk Shipping Analysis 2022 forecast ** 2022 forecast compared with previous year source: Clarksons Research and Bulk Shipping Analysis, January 2022
countries, especially among the largest coal importers, government measures to limit and eventually eliminate carbon emissions and also cut air pollution are having increasingly large effects on international coal movements.
FLUCTUATING TRADE TREND
FEBRUARY 2022
World seaborne coal trade slowed to 2% growth in 2019 before abruptly falling by 9% in 2020 when the pandemic unfolded. Subsequently, expectations of an upturn exceeding 5% in 2021 (see ‘Coal trade may regain some vigour’, Dry Cargo International, January 2021) proved realistic. Both steam coal and coking coal segments are estimated to have recorded similar percentage increases in the past twelve months. Trends among the largest importers and for world trade as a whole are shown in the table above, based on historical data compiled by Clarksons Research and calculations for 2022 by Bulk Shipping Analysis. These figures show 6.4% growth in 2021, raising the total to 1,239mt, an increase of 74mt from the previous year’s volume. For comparison, an estimate published in late December by the Australian Government’s Department of Industry, Science, Energy and Resources suggested a less vigorous 3.4% increase in 2021. This calculation is based on all international coal trade including movements on overland routes, and so is not directly comparable. Estimates calculated before or just after the end of an annual period are always provisional, awaiting more complete exporter or importer figures and therefore may be revised significantly. Last year coking coal, the smaller category comprising around one-fifth of all seaborne coal movements, was affected by higher steel production in many countries relying on imported fuel. Within the dominant steam coal category, comprising the remaining four-fifths of trade, import volumes were boosted by stronger demand
from power generation and other industries. In the two largest importing countries provisional calculations show contrasting changes in purchases last year. India’s coal imports apparently were about 2% lower at below 220mt, despite the country’s rebounding economic activity and stronger industrial output. In China a tight domestic coal market, reflecting greater power demand in a strengthening economy resulted in seaborne coal imports including low quality lignite supplies rising by about 15% to over 270mt. An element of global trade which has been a firm support with vigorous expansion in recent years turned negative in 2021. A group of smaller Asian importers — Malaysia, Pakistan, Philippines, Thailand and Vietnam — became a much more prominent trade segment amid rising power station capacity and continued electricity demand growth. But last year saw a lower overall group volume. Steam coal imports appear to have declined by about 4% to around 135mt because of a sharp reduction in Vietnam. By contrast imports into European countries last year expanded, with the incremental volume recovering about half of the previous year’s dramatic reduction. The annual European Union plus United Kingdom seaborne imports total in 2021 may have been more than a quarter higher than recorded in the preceding twelve months, at over 85mt. Shortages of other energy supplies, especially gas and renewables, and the pickup in steel production raised steam and coking coal demand respectively. Among coal suppliers numerous changes affected the geographical pattern of global coal trade. Final 2021 figures are awaited but some annual changes are already clearly visible. In the coking coal segment which is dominated by Australia’s exports, the main beneficiaries of extra trade were the USA and Russia. Changes among steam coal exporters saw rebounds
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Fund’s latest estimates, after a –3.1% contraction in 2020. Sustained albeit moderating growth is expected this year. An improving trend among coalimporting countries was widespread during 2021. Turnarounds from large contractions in economic activity to brisk expansions were seen in the European Union and India. In Japan, after a downturn, modest economic growth was seen. By contrast, in China the economy had slowed sharply but not contracted previously, followed by an acceleration from slow to much faster growth in 2021. Over the year ahead all these economies potentially could see sustained advances at varying rates, but great uncertainty is a prominent feature. In January this year the IMF published cautiously upbeat forecasts, albeit emphasizing downside risks. World GDP is predicted to extend the recovery process, growing by 4.4% in 2022, still well above trend expansion. However, IMF analysts commented that “the global economy enters 2022 in a weaker position than previously expected” due to ongoing pandemic problems, supply disruptions, and more entrenched inflation. Recovering economic activity is accompanied by rising energy demand, and the impact of this relationship has been clearly visible in the past twelve months. Another associated development is the positive effect on coal demand in particular, underlining how heavily dependent many large energy-consuming countries continue to be on this fuel source. Despite the downwards pressure from environmental policies, electricity generation, steel production and some other industries in numerous countries are likely to continue relying on coal. An influence which probably will remain at the forefront over the year ahead, as a determinant of coal trade, is political decisions mainly reflecting the decarbonization agenda and the move towards cleaner energy supplies. In some
TRADE & COMMODITIES
WORLD COAL TRADE - PRINCIPAL IMPORTERS (MILLION TONNES)
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TRADE & COMMODITIES www.drycargomag.com FEBRUARY 2022
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in volumes supplied by Indonesia (the top supplier), Russia, Colombia and the USA, while Australia’s shipments were flat.
CONSOLIDATING IMPORT DEMAND? Following last year’s upturn in global coal trade, how likely is an extended period of growth in 2022? Another strong annual expansion may seem an unlikely outcome given the headwinds faced by the coal market, but modest further growth could be seen. In several major importing countries, however, huge uncertainty surrounds prospects in the immediate future and the next annual change may be up or down, or perhaps volumes will remain flat. Prospects for some countries’ coal consumption and domestic production (where relevant) are unclear, while political influences which are often unpredictable are a puzzle. Moreover, longer-term negative impulses pervading the international coal market are maintaining ongoing downwards pressure. These influences hold back potential for the coal trade rebound to continue and probably will prevent more brisk growth this year. Changes in national policies on energy supplies — within which the broad strategy is visible, but the timing
and extent of specific measures is difficult to predict — are likely to adversely affect coal use and movements. The global impact of policy trends is set to drive a decline in coal trade over the decade ahead. An especially notable uncertainty about future global trade drivers is coal import demand in China. The 2021 strong expansion was widely unforeseen. This year a continued upwards trend may seem unlikely, and a flat or perhaps more predictable reduction is foreseeable. While buying activity reflects commercial factors, short-term government policy decisions and controls often emerge, complicating analysis and intensifying doubts. General indications about these policies are known, or may be envisaged, but the timing and magnitude of effects on coal imports are much less clear. Short-term trade flows may change greatly. The pattern of influences in recent years in many countries has been consequences, usually adverse, for coal trade resulting from national energy and sometimes specifically coal policy variations. This pattern seems set to persist in the future. Measures introduced, with the intention of benefiting the environment, have prioritized switching away from coal-fired power
generation towards cleaner natural gas or the often preferred choice of renewable energy supplies. In Europe in particular the emphasis has severely diminished coal-fired power plant capacity and electricity generation and decimated the coal market. Consequently predictions for world seaborne coal trade in 2022 are based partly on speculation and guesses, albeit informed by perceptions about underlying trends. Although current signs tend to point to stronger import demand in a number of countries during the next twelve months, it is not completely clear whether such rises will be sufficient to offset adverse pressures.
A POSITIVE FORECAST Among positive views of the coal trade outlook this year, an analysis was published several weeks ago by the Australian Government’s Industry Department. According to these calculations, world trade in steam and coking coal could total 1,418mt in 2022, a 38mt or 3% increase from last year’s estimated 1380mt volume. The figures include some land movements but are mostly seaborne. Steam coal trade this year is expected to increase by about 2%, while coking coal trade advances more
TRADE & COMMODITIES
of about 4% in 2022. The European Union is one of the components, and some independent estimates suggest further enlargement of import demand this year. Nevertheless a longer term negative trend in Europe is still expected to result from energy and environmental policies unfolding.
GROWTH IMPONDERABLES
FEBRUARY 2022
Several prominent influences together are likely to determine whether coal trade continues to recover this year and, if so, by how much. The pace and composition of the global economic rebound and its consequences for energy demand will be significant. Also, the relationship and competitiveness of coal with alternative energy supplies, and the extent of pressure from decarbonization policies will be instrumental. All these factors have unclear elements, possibly suggesting that the upwards trend in world seaborne coal trade resuming last year will be difficult to sustain. Yet there is clear potential for positive developments during 2022 which could be enough to raise the total by 1–2% at least. Based on present indications it still seems unlikely that the peak volume seen two years ago in 2019 will be regained either this year or later. Extending a positive outlook to envisage a continued upwards trend is not supported by much evidence. Potential for expansion is clearly limited. Even if growth persists into next year, the longer term prospects from 2023 and beyond are surrounded by negative pressures. A slackening rate of economic growth in a number of coal-importing countries
around the world, as envisaged by the IMF and other forecasters, may alleviate the upwards pressure on energy demand. But it seems possible that energy supplies will remain tight and, within this broad trend, coal demand could remain well supported. Nevertheless the impact of the normal economic and commercial drivers of coal use and imports will be modified by the effects of environmental policies and attitudes adopted by governments, businesses and consumers. The outcome of this pattern is visible as an influence restricting and probably ultimately reducing coal trade. Despite an intensified global emphasis on decarbonization, signs of an imminent collapse in coal demand are absent. A report published at the end of last year by the International Energy Agency suggested that “coal demand is anticipated to grow slower after the strong recovery of 2021”. Continued expansion indicated that “global coal demand may well hit a new all-time high in the next two years”. The global trend “will be shaped largely by China and India” according to IEA analysts. Although China’s demand expansion is expected to be minimal, India’s could advance more rapidly. After the 2021 rebound, world coal trade could remain on a plateau to 2024 based on the IEA’s view, with steam coal trade declining by an average 1.9% annually, contrasting with coking coal trade rising at a 2.8% annual rate. Looking at individual buyers, it is suggested that steam coal imports into China “are probably the most uncertain”. This outlook results in overall global coal trade remaining stable over the DCi next three years.
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briskly by over 4%. Expectations vary widely among the main importers. Optimism is greatest for India, which is expected to see a 5% increase, while China’s imports could rise by 2%. By contrast, Japan’s volume is not expected to change much, rising by under 1%, but in South Korea a sizeable 3% reduction is envisaged. These four countries together comprise over three fifths of the world total. The optimistic view of India’s purchases in the twelve months ahead is based on an expected increase in coal use which will exceed growth in domestic coal production and supplies. A policy of reducing dependence on foreign supplies by boosting output from domestic mines has been reconfirmed and some progress towards this target has been achieved. But potential for higher imports in the next twelve months is still evident. A reduction in South Korea’s total during 2022 reflects signs of a weakening trend in steam coal usage. The government is planning to reduce coal-fired power generation over an extended period while switching towards cleaner energy sources. In Japan also a policy of reducing coal consumption has been adopted, but new coal-fired power plants are under construction. During the short term last year’s higher coal imports volume may be maintained as a result of the slow pace of reconnecting nuclear plants which have been idle for some time. In this forecast of world trade many other coal importers are not specified individually. A large category of unspecified countries, comprising about two-fifths of the world total, may see an overall increase
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NEWS SHIPPING & TRANSPORT www.drycargomag.com FEBRUARY 2022
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Ukraine: “Shipping, particularly seafarers, cannot be collateral victims in a larger political and military crisis – they must be safe and secure” IMO Secretary-General Kitack Lim said: “As the humanitarian crisis continues to unfold in Ukraine, I fully support and stand with UN Secretary-General António Guterres’ call for hostilities to cease immediately. “I am gravely concerned about the spill over effects of the military action in Ukraine on global shipping, and logistics and supply chains, in particular the impacts on the delivery of commodities and food to developing nations and the impacts on energy supplies. “Along with the people of Ukraine, innocent ships, seafarers and port workers engaged in legitimate trade should not be adversely impacted by this growing crisis. “Shipping, particularly seafarers, cannot be collateral victims in a larger political and military crisis – they must be safe and secure.”
BHP and EPS welcome world’s first LNG-fuelled Newcastlemax bulk carrier for bunkering in Singapore by Shell On 7 February, BHP welcomed Mt. Tourmaline — the world’s first LNG-fuelled Newcastlemax bulk carrier – that will transport iron ore between Western Australia and Asia from 2022. BHP has chartered five LNG-fuelled Newcastlemax bulk carriers from Eastern Pacific Shipping (EPS) for five years and awarded the LNG fuel contract to Shell. On her maiden voyage, the vessel arrived at Jurong Port in Singapore for her first LNG bunkering operation (the process of fuelling ships with LNG) which will take place through the first LNG bunker vessel in Singapore, the FueLNG Bellina. FueLNG, a joint venture between Shell Eastern Petroleum and Keppel Offshore & Marine, operates the bunker vessel. After LNG bunkering, the 209,000dwt vessel left for Port Hedland in Western Australia for Iron Ore loading operations. BHP Chief Commercial Officer, Vandita Pant, said: “BHP works with our suppliers to embed innovative and sustainable solutions in our supply chain. This vessel delivers significant improvements to energy efficiency and emissions intensity, as well as reduced overall GHG emissions in our value chain. These achievements demonstrate BHP, EPS and Shell’s shared commitment to social value through innovative emissions reduction initiatives.” “These LNG-fuelled vessels are expected to reduce GHG emissions intensity by more than 30% on a per voyage basis compared to a conventional fuelled voyage and will contribute towards our 2030 goal to support 40% emissions
intensity reduction of BHP-chartered shipping of our products.” EPS CEO, Cyril Ducau, said: “Today’s historic LNG bunkering is further evidence that the industry’s energy transition is in full swing. These dual-fuel LNG Newcastlemax vessels are a world’s first, but more importantly, they represent a culture shift in shipping and mining. These ships tell both industries that significant carbon emission reduction is available today and necessary to implement, as we work towards net zero solutions. EPS would like to congratulate BHP, FueLNG,
MPA, and Shell for being leaders in the decarbonization movement.” Chris Ong, Chairman of FueLNG and CEO of Keppel O&M, said, “LNG plays an important part in the clean energy transition . As the leading provider of LNG bunkering in Singapore, FueLNG is well positioned to support the decarbonization efforts of industry leaders such as BHP and EPS. With the ability to bunker a wide range of vessels, FueLNG is pleased to service the world’s first LNG-fuelled Newcastlemax bulk carrier and looks forward to the arrival of the next four
Suez Canal blockage raises many questions about future claims modelling, says NI webinar The Ever Given case is another reminder of the fragility of global supply chains and the importance of shipping but it raises some important questions about the challenges facing insurers when modelling for such claims, delegates attending a Nautical Institute webinar were told. While the initial claim by the Suez Canal Authority was in the region of $900m, it could end up being substantially lower, and underwriters are now asking whether they need to change their modelling when calculating for such big claims in the future? Clyde & Co partners Simon Culhane and Jai Sharma, who legally represent over $170m of cargo aboard the vessel when the incident occurred, discussed the legal complexities of the case during the ‘Ever Given Cargo Webinar’ with members of The Nautical institute (NI). “The original claim from the SCA for over $900m have caused underwriters to question if they could be exposed to far greater limits than are currently anticipated,” said Culhane. “If you look at this voyage, the statistical risk on paper of such a casualty is modest,” said Jai Sharma, “but in practice it was a substantial exposure for insurers that is difficult to model.” What is your exposure? $150m or $900m, and will it cause people to re-assess expectations arising from casualties in Suez, he told delegates. An investigation into the cause of the blockage, which led to the death of a worker during the salvage operation, is still ongoing, making it difficult to establish liability and whether any damages must be paid. The ‘Ever Given Cargo webinar’ is one in a series of NI-hosted talks that explore the maritime industry’s biggest issues.
SOME THINK THAT RAW MATERIALS TRANSPORT REQUIRES TRUCKING. WE THINK DIFFERENT. beumer.com
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SHIPPING & TRANSPORT
Soo Locks project wins funding approval
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ABOUT THE SOO LOCKS
CONSTRUCTION PROJECT
The Soo Locks are critical infrastructure for Great Lakes-Seaway shipping and the North American Economy. As one of the largest and busiest waterways on earth, a combination of locks and canals swiftly lift and lower around 7,000 vessels annually. This network helps ships navigate the 21-foot drop in elevation between Lake Superior and Lakes Michigan and Huron. The Soo Locks serve as North America’s connection to the global economy, allowing vessels on the Great Lakes St. Lawrence Seaway system to freely move cargoes from the upper Great Lakes outward to the Atlantic Ocean—and back. Each year, vessels passing through the Soo Locks haul an estimated 70 million tonnes of cargo to critical industries in the U.S. and Canada. In total, the infrastructure supports more than 123,000 jobs and $22.6 billion in economic activity. The Locks operate nine months of the year to accommodate the largest thousand-foot vessels on the Great Lakes St. Lawrence Seaway system. Each vessel that passes through the Locks efficiently hauls its cargoes — like iron ore for steel and agricultural products for consumption — to support North American industries and citizen’s everyday life.
The new Soo Lock project will construct a second, 1,200ft-long lock, to handle thousand-foot vessels on the Great Lakes. The new lock will be situated on the site of the existing Davis and Sabin Locks. Over its ten-year construction period, the new Soo Lock project will support over 1,000 quality jobs and an estimated residual effect of $559 million in labour income impacting the Sault Ste. Marie local economy. The project has undergone many delays, but has now had full funding agreed. On January 19, 2022, the White House announced the U.S.Army Corps of Engineers will put $479 million over five years toward the construction of the new lock, providing the remaining funding needed to complete the project — above and beyond the $480 million provided in FY2022. The Army Corps is reconfiguring the inactive Davis and Sabin locks into a single large chamber similar to the existing Poe Lock, which is 1,200-foot long and 110-feet wide. It’s the only lock big enough to move the largest Great Lakes ships. A second super-sized lock will ensure that ore from the Minnesota iron range could still reach steel mills on the lower Great Lakes should the Poe Lock break down. The upgrade project was originally authorized by Congress in 1986. It was
reauthorized in 2018 after the Army Corps recalculated its economic feasibility. In 2016, a federal Homeland Security report suggested an unexpected six-month Poe Lock outage would wreak havoc on supply chains, plunge the country into a recession and cost 11 million jobs. ALLOCATION — FUNDS USED/PROJECTED TO BE SPENT
v Prior to FY2019: $64.2M v FY2020: $125.3M v FY2021: $169.7M v FY2022: $480M v FY2023-2030: $479M “After a hard-fought effort, we finally have full funding of the Corp’s budget to finish building the new lock at the Soo Locks,” U.S. Sen. Debbie Stabenow said on 19 January this year.
ECONOMIC IMPACT The project will have a positive economic impact on the region, with: v 1,240 jobs created on an annual basis v 600 direct jobs, 210 indirect jobs, 430 induced jobs; v 1,400,000 tonnes of limestone or granite; v 112,000 tonnes of American-made cement; and v 25,000 tonnes of American-made steel.
SHIPPING & TRANSPORT
Members of the Institute of Chartered Shipbrokers in branches around the world are seeing benefits from stronger shipping markets. Although market improvements over the past twelve months were uneven, and some parts of the global shipping industry were not boosted, the general progress of the industry was a positive influence. Looking at the main freight market sectors, the bulk carrier market retreated from high levels towards the end of last year and in early 2022, while the tanker market has remained subdued. In the container ship sector, box and charter rates have continued to perform strongly. The gas carrier market sometimes has seen more buoyant conditions. Increased global seaborne trade last year was a substantial contributor to the market improvements unfolding. This upturn followed weakness in the previous twelve months, when the three largest sectors — dry bulk, oil and container — saw reduced trade volumes amid the severe economic recession caused by the coronavirus pandemic. Gas trade grew by only a minimal volume. During 2021 world seaborne trade recovered. Dry bulk trade volume was 4% higher than seen in the previous year, oil trade (crude and products) was just under 1% higher, container trade increased by 6%, while gas trade (LNG and LPG) grew by well over 5%. The overall world seaborne
NEWS
Experiencing stronger shipping markets
volume, according to Clarksons Research provisional calculations, expanded by 3.6% in 2021, reaching 12 billion tonnes, fully reversing the previous year’s downturn. What will happen in 2022? Despite some headwinds the world economy is widely expected to continue recovering, albeit probably not as quickly as seen in the initial recovery phase last year. This trend could provide a positive background for further advances of varying strength in all the seaborne trade categories. But rises may be less rapid than seen last year, except perhaps for oil where an acceleration
seems more likely. The Institute of Chartered Shipbrokers is a global organization for all maritime professionals. The qualification, attained by examination, demonstrates extensive maritime knowledge at a high standard. Membership of the Institute also indicates competence and integrity. The London & South East Branch is the oldest and largest of the Institute's 26 branches worldwide and provides frequent activities for members and students, including seminars, exam revision sessions and networking/ social evenings.
It is high time to update MEPC’s bilge water separator regulation treatments and cleaning, there may also be residues from ballast water treatment systems or from scrubbers. It is impossible to expect a bilge water separator approved according to MEPC 107 (49) in 2005 or older, to work with the same efficiency today. The question that needs to be asked is; How could a new test be designed to ensure that certified separators on the market can in fact meet the requirements set by IMO for cleaning bilge water to a maximum of 15 ppm oil content before it is released overboard? The end goal after all is to achieve a clean environment, and that each industry ensures in practice, as well as in theory, that they avoid further polluting our already polluted world.
FEBRUARY 2022
for lubricating oils or hydraulic oils in the engine room. Furthermore, it was decided to test with a chemical and to allow for testing to be done land-based without the requirement for tests to be done on board. The reality today regarding chemicals and fuels differs dramatically from 15 years ago. Today we have fuels such as LNG or methanol. From 2020 onwards, to meet new requirements of maximum 0.5% sulphur content, we must also consider this new type of fuel that is often a mixture. Such blended fuels had not existed before and it is not known ‘if and how’ existing separators will be able to properly separate them. Additionally, the use of chemicals is completely different today; apart from chemicals used for different
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The purification equipment for separating oil and other pollutants from engine room bilge water has been updated several times over the years. From the 1970s with Regulation 393X through to MEPC 60 (33) in the 1990s and on, until the regulation we have today; MEPC 107 (49) which came into force in 2005. The regulations that have been in force to date have tested the equipment's ability to separate HFO and diesel fuel from water. In the regulation that now applies, a chemical has also been added to the water in a final step for 150 minutes as an emulsion maker along with equal parts (2.5%) of HFO and diesel oil. Even when the present MEPC 107 (49) regulation was passed, it did not reflect reality since it did not test
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SHIPPING & TRANSPORT
Taking self-service to a whole new level self-unloading vessels and transshipment systems continue to break barriers
FEBRUARY 2022
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Louise Dodds-Ely
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Maiden voyage for ‘Nukumi’, first diesel-electric Laker On 31 January, Nukumi, Canada Steamship Lines’ new purpose-designed self-unloading ship built to service Windsor Salt, departed on her maiden voyage. The cutting-edge vessel with a deadweight of 26,000 metric tonnes will be the first diesel-electric Laker and the first single point loader to operate in Canada. Featuring a unique hull design, quieter machinery, single point of loading system and a shuttle boom, the new ship will bring a long-term, safe, sustainable, efficient and reliable shipping solution to the Magdalen Islands region, where it will load deicing salt at Windsor Salt’s Mines Seleine mine and deliver it to stockpiles throughout Eastern
Canada to help keep roadways safe during the winter season. Sailing from Jiangyin, China to Halifax, Canada, Nukumi’s voyage is expected to take six weeks.
ABOUT THE PROJECT Windsor Salt and Canada Steamship Lines (CSL) partnered to build the new state-ofthe-art self-unloading ship that will chart new waters in safe, sustainable and efficient shipping in the Gulf of St. Lawrence and Great Lakes region. Leveraging their shared values of safety, sustainability and innovation, Windsor Salt and CSL began construction of the custom-
made vessel in August 2020 after several years of collaborative planning, which included an environmental impact analysis, ship and shore personnel safety reviews, an efficiency evaluation of cargo operations, and navigational optimization. The distinctive, purpose-designed vessel was created to service Windsor Salt’s need to deliver deicing salt from its Mines Seleine salt mine on the Magdalen Islands to stockpiles in Montreal, Quebec City, and other destinations within the provinces of Quebec and Newfoundland. Windsor Salt’s consistent and timely delivery of deicing salt helps keep roadways safe during the winter season across Eastern Canada.
DELIVERING
ADVANCED SHIPPING AND HANDLING SOLUTIONS
WORLDWIDE
By combining state-of-the-art cargo-handling technology with over 100 years of operating experience, CSL offers customised solutions that feature the highest standards in operational and energy efficiency, reliability, safety and environmental protection.
www.cslships.com
SHIPPING & TRANSPORT
The shipyard uses 3D designs to prepare the production plan.
VESSEL FEATURES MORE SUSTAINABLE MARINE TRANSPORTATION Windsor Salt and CSL worked together to bring several innovations to enhance sustainability and reduce the environmental footprint of the new ship including: v diesel-electric tier 3 engines and a unique hull design that will contribute to cutting CO2 emissions and improve energy efficiency; v a ballast water treatment system that is expected to reduce the transfer of invasive species; and v quieter machinery that will reduce Windsor Salt helps to keep winter safe for road users.
FEBRUARY 2022
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vessel noise to protect the area’s North Atlantic right whales and other marine mammals. Compared to the previous vessel servicing the same salt routes, the new ship is expected to emit approximately 25% less greenhouse gas emissions and 80% fewer harmful air pollutants.
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SAFER AND MORE EFFICIENT SHIPPING The new ship also features several innovations to enhance efficiency and safety including: v a fixed, single point of loading system with a single hopper into which the salt is loaded, combined with a cargo handling system that eliminates the need for the vessel to shift during loading, which will improve the efficiency of cargo operations and the safety of ship and shore personnel; and v a modern hull design and state-of-theart propulsion system to enhance the manoeuvrability of the vessel and increase the safety of navigation in the shallow Magdalen Island channel.
ABOUT BULK DEICING SALT Salt has been used in deicing since the 1940s, providing safety and mobility for motorists, as well as for commercial and
emergency vehicles. Without it, winter would be hazardous and chaotic. In Canada, the primary type used is rock salt, which is mined directly from the earth and requires no additional processing. In excess of 4.5 million tonnes of salt is used yearly to keep roads safe in Canada alone. Windsor Salt is proud to partner with CSL to deliver critical deicing salts Canadians know and trust more efficiently, safely and sustainably.
SHIPBUILDING PROCESS IN FOCUS
engineering phase begins at the onset of the newbuild project. The ship hull form undergoes a feasibility study to determine its resistance in water. Following a model tank testing session, the hull efficiency is confirmed so the vessel's basic design can get under way. The detailed engineering of the vessel is then defined and every aspects of the ship is meticulously optimized reviewing elements such as functional efficiency, propulsion, weight and fuel consumption. In parallel, the final design of the main systems and the choice of all equipment are made in accordance to the operational requirements defined in the technical specifications. Finally, 3D designs are then produced, which the shipyard uses to prepare the production plan. All drawings supporting the detailed design of the ship were approved by Class – Lloyds Register in the case of Nukumi. MODEL TANK TESTING During tank testing, which takes place in the early stages in the design and engineering phase, a scaled model of the vessel undergoes resistance and propulsion tests to determine fuel consumption and manoeuvring behaviour.
DESIGN AND ENGINEERING, AND EQUIPMENT SELECTION
Based on the operational profile and requirements of the vessel, the design and
STEEL CUTTING Steel plates are the starting blocks of the new ship. Cut into carefully dimensioned
Model tank testing.
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SHIPPING & TRANSPORT
STEEL BLOCK PRODUCTION The ship's structure begins to take shape as steel panels are welded together to form blocks. Constructed in the shipyard's hull workshops, each block — 223 construction blocks in all — are assembled into 42 larger units that will be erected on the slipway prior to launch.
Steel block production.
sections, they form the new vessel's hull and deck. The steel plates are lowered into a plasma cutting basin and then submerged in water to control overheating and excess
dust. Hundreds of subassembly panels, each cut to measure, will later be combined to form the basic building blocks of the new ship. When the first cut in the first plate of the new ship was made, the traditional steel cutting ceremony was held. During the ceremony the shipyard and owner's representative gather in the steel-cutting workshop to witness the event and ceremoniously press on the start to begin the process.
KEEL LAYING CEREMONY The keel laying ceremony is a milestone event in the construction of a vessel as it marks the moment when the first block of the newbuild ship is placed on the slipway. Throughout the rest of the construction process, the vessel will remain on the slipway until the next important milestone, the launch. As per shipping tradition, one or two coins are placed under the keel block of the new ship as it is lowered, as a symbol of good fortune. BLOCK ASSEMBLY The prefabricated blocks that will form the vessel are lifted into place by a crane and assembled on the slipway according to a welding sequence. After each block is lowered into position, joints are welded together. Quality control inspections are critical at this stage to ensure the proper alignment of the blocks. In total, 219 blocks formed the Nukumi, each weighing approximately 150 tonnes.
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As per shipping tradition, one or two coins are placed under the keel block of the new ship as it is lowered, as a symbol of good fortune.
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INNOVATIVE
• • • •
t n e m ip h s n a r T & g in d Self-Unloa
Innovative, proven technology High and efficient unloading rates Capable of handling various cargoes Environmentally friendly operation
SYS T E M S
• Tailor-made designs • Low energy consumption • Low maintenance costs
TRANSFORMING
Engineering INTO Productivity www.ems-tech.net
SHIPPING & TRANSPORT
NAMING AND LAUNCHING CEREMONY During a ceremony held on 20 May 2021 (see ‘‘’Nukumi’ — the new Windsor Salt-CSL ship to service Eastern Canada with bulk deicing salt’ on p26 of the October 2021 issue of Dry Cargo International), at Chengxi Shipyard in China, the vessel sponsor from Windsor Salt gave the virtual signal to name and launch Nukumi. The name Nukumi was submitted by a Windsor Salt employee as part of a company-wide naming contest. Pronounced ‘noo-goo-mee’, it refers to the legendary, wise figure of the Indigenous ``` people, a culture with deep roots in Canadian Maritime represents an important construction milestone for the newbuild. With the boom in place, related outfitting equipment was installed and the commissioning phases of the self-unloading system were completed.
Installing the boom.
INCLINING TEST On 29 November 2021, Nukumi underwent an inclining test at Chengxi shipyard. The objective of the inclining test is to determine the new vessel’s stability and lightship weight, and confirm the co-ordinates of its centre of gravity.
BOOM INSTALLATION On 28 October 2021, at Chengxi Shipyard, Nukumi’s discharge boom was lifted on board the vessel, in a delicate operation that
FEBRUARY 2022
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Provinces. The nearly 200 names submitted by Windsor Salt employees were narrowed down to three by a cross-functional committee and then put to a vote.
SHIP TRANSFER SIGNING CEREMONY On 19 January 2022, Chengxi Shipyard transferred ownership of Nukumi to CSL during the official signature ceremony. The changing of the vessel's flag was then completed and the crew embarked on the vessel to prepare for the maiden voyage.
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The objective of the inclining test is to determine the new vessel’s stability and lightship weight, and confirm the co-ordinates of its centre of gravity.
As part of the Cargotec Group, MacGregor has increasingly sought to factor in digital and connected technologies to enhance safe, smart and efficient ship, cargo- and load-handling — right across its portfolio of mooring, lifting and ships equipment solutions. Its leading role in autonomous unloading technology has been exemplary, with the Autonomous Discharging Crane it has developed and tested in collaboration with ESL Shipping Oy demonstrably increasing efficiency and safety in dry bulk cargo handling. Operated remotely, MacGregor’s innovative driverless system pre-calculates discharge paths — queuing and prioritizing crane movements — to minimize unloading times and optimize cargo distribution. It features a topographic software module that creates a map above each cargo hold to identify the best lifting points, with sensors determining the material distribution in the hold and compensating for changes in vessel list and trim to ensure a stable discharge point. In a further simplification of the unloading process, the crane automatically selects a shore-side hopper and adjusts discharge rates depending on the hopper’s capacity. Its grab function is controlled by a machine learning algorithm that ensures optimal fill, while the auto-grip module adjusts the lifting properties depending on the material being moved. As well as boosting efficiency, the system’s smooth operation reduces wear to extend component lifespan and minimize service costs. Arguably the most significant safety benefit of the Autonomous Discharging
Crane is its ability to improve working conditions for system operators. Unloading operations can be monitored and controlled from the ship’s bridge — or from any other safe location that gives the operator a clear view of the crane position and control screen — and only begin when all discharge points are defined and the working area is empty and sealed off. However, the deployment of autonomous technology brings its own areas for special focus where safety is concerned. For this reason, the Autonomous Discharging Crane is equipped to continuously monitor overall motion speeds and movement to minimize pendulation; and if pendulation occurs regardless, it is corrected by the built-in
SHIPPING & TRANSPORT
MacGregor autonomous crane delivers enhanced safety and efficiency
anti-pendulation system. Meanwhile, the communication module helps to prevent collisions by allowing the cranes to share information such as position, forthcoming positions and other important parameters. MacGregor is committed to designing autonomous systems and operations that reduce operational complexities and inefficiencies while minimizing safety risks — and the Autonomous Discharging Crane provides the latest example of this commitment in the bulk handling sector. Moving forward, MacGregor envisages additional applications for the system, including the loading of bulk material from a flat storage area, the automated loading and unloading of containers, and the remote operation of cranes from port.
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Shipping is on the eve of an energy transition. The goal is clear: to move from fossil fuels to zero carbon energy sources and technologies. The ways in which this goal can be achieved, vary. Royal Bodewes is proudly joining this transition by delivering the world’s first newly built hybrid selfdischarger: Aasfjell. And if it is up to the shipping company, that is just the beginning. On 15 December 2021 Aasfjell, a 9400dwt general cargo ship built for Norwegian Shipping Company Aasen Shipping, successfully completed her sea trials. The vessel was delivered on 22 December. Unique to Aasfjell is that it is a hybrid: next to the MGO main engine, she has an electric motor and tonnes of batteries, allowing her to sail emissionfree.
BATTERY PACK FOR PEAK SHAVING
FUEL-EFFICIENT SAILING
The battery pack has another advantage; it will be used for peak shaving during sea voyages. Whenever the engine needs more power in heavy seas, the batteries will boost the propeller and whenever an overload of energy on the main engine is measured, the batteries will absorb the energy. This way, the engine is more stable and more fuel efficient. It also has a positive impact on emissions.
Off course, electrification is one way to contribute to future-proof water transport. But Royal Bodewes looks beyond that. There are many ways to contribute to sustainable shipping and the shipyard is not putting all its eggs in one basket. Sailing on different types of fuel/sustainable energy sources, like methanol or hydrogen, reducing energy use overall... There is plenty to gain. For now, Bodewes is off to a good start.
EMISSION-FREE USE OF ELECTRIC EXCAVATOR
WHAT WILL THE FUTURE BRING?
But that’s not all that has been gained. The ship is equipped with a battery pack of 535kWh for emission-free use of the electric excavator for loading and unloading. Once in port, all engines can be turned off. Only batteries are used then, or the vessel’s excavator runs on her large shore-connection.
It won’t be too long before there will be a follow-up. At the moment, Royal Bodewes is building another hybrid selfdischarger: NB 769, a sister vessel of Aasfjell. Furthermore, another series of 5,000dwt vessels with excavator and a hybrid system is under construction, all to be delivered in 2022.
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Algoma Central Corporation continues to innovate in self-unloading Algoma Central Corporation is a major Canadian marine shipping company with headquarters in St. Catharines, Ontario. It owns and operates the largest fleet of selfunloading and gearless dry-bulk carriers and product tanker vessels operating in the Great Lakes – St. Lawrence Seaway. Algoma also owns and operates, through international subsidiaries, selfunloading ocean-going vessels operating in international markets and has a 50% interest in NovaAlgoma, a diversified fleet of dry-bulk, cement carrier and short-sea vessels serving customers around the world. The company’s vessels carry bulk cargoes of raw materials such as iron ore, grain, salt, cement, gypsum, aggregates and petroleum products — and it does this safely, reliably and efficiently. Marine
The Algoma Innovator under way.
transportation is recognized globally as the most environmentally efficient way of moving cargo.
DOMESTIC SELF-UNLOADER FLEET Algoma’s self-unloader fleet provides flexibility for shippers who require their cargo to be delivered to customers that do not have the capabilities to load/unload cargo at their facilities. Selfunloading bulk carriers discharge their cargo using onboard equipment. Cargo flows from the cargo hold through gates to conveyors located below the hold. The cargo is carried through the ship and then elevated to an unloading boom at deck level. These booms are 75–80 metres long and can rotate out to 90° from each side of the vessel. Selfunloaders discharge cargo to either stockpiles or directly into receiving storage facilities.
SEAWAY VESSELS Algoma’s self-unloader fleet includes traditional hopper-hold vessels that have full Seaway-size dimensions, as well as those that have a length of 650’ and a bow-boom configuration. The 650’ vessel class adds flexibility for shippers with operations to ports having vessel length restrictions. The Seaway fleet comprises: v Algoma Buffalo; v Algoma Compass; v Algoma Conveyor; v Algoma Innovator; v Algoma Intrepid; v Algoma Mariner; v Algoma Niagara;
makes sense,” Ruhl continued. The new vessel is scheduled to replace the Algoma Transport, one of the oldest vessels in the Algoma dry-bulk fleet. Triggering the option now enables Algoma to lock in a building slot with ideal delivery timing. Construction of the ship will begin in late 2022 and the vessel is expected to join the fleet at the beginning of the 2024 navigation season. Algoma also reports that the Captain Henry Jackman, the company’s new Equinox-class gearless bulk carrier, is making good progress on its homeward journey. Algoma took delivery of the vessel in early April and its voyage to Canada commenced on 29 April. The delivery voyage went remarkably well,
demonstrating that the effort Algoma has invested into incrementally improving the design of Equinox-class ships is already showing promising dividends. At similar power settings to those used on the previous delivery voyages, the Captain Henry Jackman has an overall slightly lower daily fuel consumption but achieved a much better speed.
CANADIANIZATION PROCEDURES. Both the Captain Henry Jackman and the new Equinox 2.0 ship feature important sustainability advantages that will help Algoma meet its greenhouse gas targets, reducing the amount of emissions per cargo tonne-kilometre.
FEBRUARY 2022
v Algoma Sault; v Algoma Transport (* due for replacement: see box ‘Algoma announces contract to build new Equinox-class self-unloader); v John D. Leitch; and v Radcliffe R. Latimer. These 11 vessels have a total deadweight of approximately 296,000dwt. The length of these vessels range from 630ft to Seaway maximum size of 740ft. Typical cargoes include salt for road safety, iron ore products, aggregates and construction materials. Four of the 11 self-unloaders are equipped with closed-loop exhaust gas scrubbers.
Captain Henry Jackman.
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In May 2021, Algoma entered into a contract with Yangzijiang Shipyard in Taicang City, China to build a new Seaway-Max self-unloading vessel for its domestic dry-bulk fleet. The as-yet unnamed vessel will be the first of the new Equinox 2.0 Class, a design that builds on the original Equinox-class standards to achieve better fuel efficiency, improved speed at lower engine power, and enhanced deadweight capacity. The new Equinox 2.0 incorporates a number of design changes, including various weight-saving innovations and a reconfigured stern that incorporates a dual-rudder design to increase cargo hold size, resulting in an increase in the capacity of the vessel by approximately 1,440 metric tonnes. Other design improvements include an efficiency upgrade to the propeller and changes in the shape of cargo holds to improve the handling of certain ‘sticky’ cargoes. “We are very excited to exercise one of our options at the YZJ shipyard for the first Equinox 2.0 vessel,” said Gregg Ruhl, President and Chief Executive Officer of Algoma. “Our in-house design team is relentless in their pursuit of improvements in our vessel designs. Each previous Equinox-class ship incorporated modest improvements over its predecessors, as we learned more about the vessels during construction and as they entered operations. The changes made for this vessel were such an improvement over the previous design that we feel adding a version number to the design name
SHIPPING & TRANSPORT
Algoma announces contract to build new Equinox-class self-unloader
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SHIPPING & TRANSPORT FEBRUARY 2022
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Closed-loop scrubbers remove sulphur emissions generated from fuel combustion. Emissions testing has confirmed a reduction in sulphur oxide emissions of over 98% and also demonstrated a reduction in particulate matter of approximately 43%. Algoma was the first on the Great Lakes, perhaps even globally, to make a long-term commitment to installing closed-loop scrubbers as part of its Equinox-class fleet renewal programme that began in 2010. The first scrubber was
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certified by Lloyds and installed on the Algoma Equinox, which began operations in 2013. To date, there is a total of nine vessels equipped with scrubbers within the Algoma fleet, and the decision has been made to retrofit scrubbers on the next two youngest vessels within the domestic dry bulk fleet. The Algoma Innovator, an Equinox-class 650ft river-class forward-mounted boom self-unloader began operations at the beginning of the 2018 navigation season.
The vessel is the first new forwardmounted boom ship to be built for the Great Lakes in 45 years. Its forwardmounted boom provides greater flexibility to customers who require access to ports with vessel length restrictions. The forward-mounted boom allows the vessel to unload cargo into niche spaces.
OCEAN SELF-UNLOADERS Algoma’s Ocean Self-Unloader segment consists of eight ocean-going self-unloading
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vessels, a 50% interest in a ninth selfunloader and a 25% interest in a specialized ocean vessel. Nine of the self-unloaders are part of the world’s largest pool of ocean-going self-unloaders. The major commodities carried by ocean-going self-unloaders include coal for power generation, crushed aggregates for construction, gypsum for wallboard manufacturing, iron ore for the steel industry and salt for winter road safety. Markets are centred in North and South America; however, activities can be worldwide. Service is provided under longterm contracts to leading companies in each sector. The ocean-going self-unloader fleet comprises: v Algoma Integrity; v Algoma Valour; v Algoma Value; v Algoma Verity; v Algoma Victory; v Algoma Vision; v Bahama Spirit; v Honourable Henry Jackman; v Ventura; and v Weser Stahl.
PNEUMATIC CEMENT CARRIERS: SELF-UNLOADING TECHNOLOGY
FEBRUARY 2022
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In 2016, NovaAlgoma Cement Carriers (NACC) was established and has since grown to be the largest pneumatic cement carrier fleet in the world. The NACC fleet comprises more than 25 pneumatic cement carriers that utilize a compressor and pump system to load and unload cement powder. This operation is very clean, with essentially no discharge to the atmosphere.
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Pneumatic cement carriers are a specialized from of self-unloader designed to carry cement powder and fly ash. Cement shipping is a regionalized market with generally smaller vessels servicing large global manufacturers that support infrastructure investment. v Pneumatic cement carriers have the capacity to both load and unload cargo using onboard equipment. A compressor and pump system loads and unloads cement powder via a largediameter hose. This operation is very clean, with essentially no discharge to the atmosphere. v NACC vessels are highly specialized and can load and unload cargo directly into on-shore facilities, including directly into cement trucks. With additional equipment, these vessels also have the capacity to bag cement should the need arise. NACC INCREASES INVESTMENT IN NORTHERN EUROPE In December last year, NACC announced that it has doubled its investment in JT Cement AS by acquiring an additional 25% of its share equity from KGJ Cement Holding AS. This brings NACC’s ownership in the specialized cement shipping company to 50%, with its partner Erik Thun AB of Sweden. JT Cement operates in Northern Europe with a fleet that comprises eight modern specialized pneumatic cement carriers of 8,000dwt or less, three of which are LNG dual fuel newbuild vessels. The JT Cement fleet is trading on long-term vessel employment contracts and provides
logistics solutions for major cement producers in Northern Europe in support of regional infrastructure projects. “We are pleased with this opportunity for NACC to double its investment in JT Cement and look forward to continuing to work with the team at Thun,” said Gregg Ruhl, President and CEO of Algoma Central Corporation. “Our goal when we first entered this joint venture in 2018 was to become a key player in the Northern European cement market and to leverage the combined experience and knowledge of our partners to better service our valued customers. Our vision is coming to fruition as we continue to grow from our position of strength in this niche shipping sector and provide reliable, flexible and sustainable logistics solutions to our customers in the region.” There will be no changes to the daily operations of JT Cement as a result of this share acquisition by NACC and the fleet will continue to be commercially managed by the same team of logistics professionals based in Bergen, Norway.
CONCLUSION The future is looking good for Algoma Central Corporation and it seems the company is continually looking for new opportunities on the horizon. With its range of vessels and service locations, it is able to satisfy the needs of its current and future customers. Self-unloading technology is not new technology but it is something that is improving, becoming more efficient and technically sophisticated and Algoma is a front-runner in driving this innovation.
LD Ports & Logistics (LDPL) is part of Louis Dreyfus Armateurs group, a French family business founded in 1851 which has continuously been at the forefront of maritime bulk transportation and logistics. LDPL is the specialized subsidiary focusing on mining sector and energy industry, proposing a wide range of integrated services in floating terminals and transportations, forging long-term partnerships with leading industrial groups around the world. LDPL has acquired also an extensive experience in development of shallow water solutions in order to ‘feed’ its floating terminals. LDPL is a Singapore based company, operating worldwide from South America to South East Asia, passing by Africa and India. With the development of the two new businesses in Dubai and Guinea, LDPL has successfully opened new offices in UAE and Guinea.
SHALLOW-WATER OPERATIONS
TRANSSHIPMENT AND CARGO HANDLING
TRANSSHIPMENT OPERATIONS FOR EMIRATES GLOBAL ALUMINIUM (EGA) BAUXITE MINE IN GUINEA (CONAKRY)
In April 2018, LD Ports & Logistics (LDPL and Abu Dhabi Ports [ADP]) was awarded a 15-year contract to provide barging and transshipment services for EGA’s operations in Guinea (Conakry). EGA is investing in the development of a bauxite mine, infrastructure and export facilities in the Boke region of north-west Guinea. The investment is one of the largest greenfield investment in Guinea for over 40 years. Guinea holds one of the world’s largest and highest-quality reserves of bauxite, the raw material used in the production of aluminium. The bauxite is transported by rail to Kamsar, using the existing 75km railway lines, where it is loaded in shuttle vessels through both the existing port and EGA’s private export pier and unloading yard. LDPL’s scope of work includes loading the bauxite in both facilities at Kamsar port, transporting the cargo a distance of approximately 20nm to anchorage, where it is transshipped into Capesize vessels. LDPL, according to its strategy, developed a tailored solution based on the specific requirements of the client, and in keeping with LDPL’s extensive experience in handling operations in challenging
In addition to its own transshipment fleet, LDPL is providing a Panamax vessel which will be dedicated to shuttling from Kamsar Port’s existing facility to anchorage. The existing berth, in Kamsar Port, is not fitted for small size vessels, so in order to optimize the loading cycle, LDPL made the decision to bring in an additional vessel. The combination of the fleet means it is possible to transship bauxite at daily rate exceeding 60,000 metric tonnes per day.
FEBRUARY 2022
LDPL has gained experience in transshipment and cargo handling acquired over many years in France and abroad. Its expertise lies in its ability to innovate in transshipment of dry or liquid bulk: v transshipment and coal handling: design and implementation of innovative
15-YEAR CONTRACT FOR BARGING AND
environments like Guinea, which can present numerous difficulties. In practical terms, this means that during the design, construction and operational phase, there was a careful selection of equipment and handling processes (grabs, conveyors, or a combination of both), critical to ensure a reliable supply, even in remote environments where maintenance of offshore transshipment vessels can be a challenge. The transshipment solution consists of: v four 13,000dwt Deck Cargo Ships (DCS) specifically designed to ensure high manoeuvrability as well as smooth mooring and unmooring operations at EGA river barge terminal. The DCS is equipped with two 1,600kW engines for propulsion, flap rudders and bow thruster; v one 57,000dwt Supramax vessel duly converted to a transshipment unit (TSV – Transshipment Storage Vessel). The TSV is equipped with four 50-tonne SWL (safe working load) heavy duty cranes, side-mounted, and a travelling conveyor system able to load Capesize vessels minimizing shifting. All equipment was provided by McGregor; v one transshipment unit (TU) with no storage, equipped with two 36-tonne SWL E-Crane and a conveyor system from McGregor able to load up to Capesize; v one 32-tonne SWL Floating Crane Transshipper Units (FCTUs), LDPL design; and v two tug boats for transshipment operation assistance.
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LDPL has significant expertise in shallowwater solutions; more than 15 years of experience, combined with a fleet of modern dedicated units means that it is able to anticipate and meet the needs of its customers. Of particular note is: v experience of more than 15 years in coal transportation by barges adapted to shallow waters mainly in Indonesia: sea routes between the coal mines of Kalimantan and the power plants of Java, between the plantations of Kalimantan / Sumatra and refineries of Java, between nickel mines of Mollucas and Sulawesi smelters); v ability to find innovative solutions fully adapted to this type of contract with self-propelled barges for transportation of about four million tonnes/year; v ability to meet customer needs: the company charters and operates tug and barge units to provide short-term operational flexibility for dry or liquid bulk transportation; v fleet of state-of-the-art units dedicated to this type of navigation in shallow waters: 4th generation Deck Cargo Ship.
solutions for the mining industry and coal power plants (UAE, Indonesia, Colombia); v iron ore transshipment: development of innovative solutions tailored to serve the mining industry and the end-user (India, Sierra Leone); v bauxite transshipment: innovative solutions for the mining industry and alumina refineries (Guinea, Dominican Republic); v grain transshipment: design and implementation of innovative solutions with adapted infrastructures (France, India).
SHIPPING & TRANSPORT
LDPL offers expertise in transshipment and shallow-water transport
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SHIPPING & TRANSPORT
Taking transshipment to a higher level with Rocktree Logistics
FEBRUARY 2022
www.drycargomag.com
Rocktree’s Mara.
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Rocktree is a respected provider of marine dry bulk cargo handling and delivery solutions. Since incorporation in 2007, the company has established itself as a major force in the dry bulk transshipment industry, servicing international traders, miners and end users with a strong focus on providing innovative solutions. The evolving nature of both source and demand centres for dry bulk commodities has created opportunities throughout the global supply chain, but seizing these opportunities often depends on overcoming unique challenges and pushing boundaries to meet regulations, surpass infrastructure limitations and understand commercial drivers. That’s where Rocktree can assist — the company’s unique combination of market know-how, specialist equipment and industry-leading standards results in logical, reliable and cost-effective solutions, unlocking opportunities for customers. Rocktree owns and operates a highly diversified fleet of specialist offshore floating terminals (OFTs) and multipurpose vessels, as well as tugs and barges, that are used to facilitate the movement of bulk commodities from producers to consumers.
OFFSHORE FLOATING TERMINALS
coastal ecosystems.
Rocktree’s OFTs overcome the port infrastructure and capacity challenges that many ports are now increasingly facing on a global basis. OFTs are considerably less capital intensive and can be designed, constructed, and mobilized quicker than a land-based, fixed terminal. They provide a fast, cost-effective and efficient alternative to ports that are subject to draught restrictions, and they also have a reduced environmental impact on local marine and
‘RT LEO’ AND ‘RT GENOVA’ RT Leo and RT Genova, built in 2011 and 2012, respectively, are Rocktree’s flagship self-loading and self-unloading bulk carrier and floating terminals. With their LOA of 194m and a DWT of 53,690 metric tonnes, RT Leo and RT Genova mix the flexibility and sailing capabilities of standard Supramax vessels, with a powerful cargo handling system and superior manoeuvring
Rocktree’s Apollo in operation.
Zeus.
SHIPPING & TRANSPORT
performance. They are specifically designed for smooth and continuous handling of dry bulk cargo and are capable of loading or unloading vessels at an average rate of 2,700mt per hour, with a peak capacity of 4,000mt per hour, which is four times faster than conventional geared vessels. Both vessels were upgraded as recently as 2019 to maximise efficiencies and performance and are now equipped with four side-mounted heavy-duty cranes, with 40t SWL and 26m outreach. They have a 37m outreach travelling shiploader equipped with a discharge chute and can
providing transshipment services with an average net loading rate of ~40,000 tonnes per day. EMCO-1 is equipped with two cranes, a conveyor system, pedestal telescopic shiploader and it has buffer storage of up to 8,000 tonnes.
RT Leo.
QUALITY OF THE COMMODITY AND ENVIRONMENTAL PROTECTION
load vessels up to the largest Capesize vessels, safely, efficiently and with minimal shifting. For self-unloading, the boom can deliver cargo to a shore stockpile or hopper, or into barges.
RT Genova steaming ahead.
FEBRUARY 2022
‘ZEUS’ AND ‘APOLLO’ Zeus was Rocktree’s first OFT, ordered in 2008, when management recognized market demand for a highly specialized transshipment asset. Apollo joined in 2015, and was designed according to stringent environmental standards, becoming the first floating terminal to be awarded the Green Start 3 Design additional Class notation. Both vessels have an average loading rate of 2,300 tonnes per hour and are equipped with two cranes, with extension platform, permitting simultaneous
‘EMCO-1’ EMCO-1, upgraded in 2018, is capable of
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‘MARA’ Mara is a converted OBO Panamax vessel with an average net loading rate of ~60,000 tonnes per day. Mara is equipped with four cranes, permitting simultaneous offloading from two different barges and is capable of storing up to 60,000 tonnes of cargo in seven segregated cargo holds.
offloading from two different barges. A buffer storage smooths out discontinuities in the supply chain. A conveyor system, leading to a telescopic lowerable and slewable shiploader allows loading Capesize vessels efficiently.
Almost all the OFTs are equipped with an automatic sampler, metal detectors, metal catcher, a frequency adjustable conveyor belt system enabling homogenous blending. All this ensures the integrity and quality of the commodity for the end user throughout the transhipment and logistics process. With environmental responsibility at the top of the industry agenda, Rocktree’s floating terminals are designed and operated to minimize sea and air pollution. Within the cargo handling systems, the features include: hoppers designed to prevent spillage, spill plates and wind breakers, enclosed conveyor belts with fully sealed transfer points, oily water separators, bilge water separator and filtering tanks.
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SHIPPING & TRANSPORT
Keeping self-unloaders safe: Marioff HI-FOG high-pressure water mist increases firefighting capabilities
I
n marine applications, Marioff is widely recognized for its HI-FOG® high-pressure firefighting expertise. Many decades of field experience and full-scale fire testing have resulted in a long list of patented and approved firefighting components and solutions for many applications on board marine vessels. As high-pressure water mist is safe for humans and the environment, can be released instantly, and for its rapid-fire knock-down properties, HI-FOG highpressure water mist is seen as the preferred firefighting technology in marine segments such as cruise ships, ferries, naval ships, superyachts, offshore, LNG and cargo vessels.
SELF-UNLOADERS: IMPROVING STANDARDS AND SAFETY
FEBRUARY 2022
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In the bulk handling industry, Marioff is increasing the firefighting capabilities across the global self-unloading fleet. The Marioff scope includes fire detection and fixed HI-FOG fire protection of internal conveyor belt spaces (tunnels and c-loop), installation and integration with the shipboard power management system. Considering previous bulk carrier fires, including Halifax (1993), Ambassador (1994), Yeoman Bontrup (2010), Spencer Gulf (2017), Iron Chieftain (2018), Donnacona (2020), St Clair (2020) and Roger Blough (2021), Marioff is raising awareness and promoting increased safety standards and regulations for this vessel type. Typically, one failed bearing is enough to ignite a rubber conveyor belt in the internal cargo handling space, creating risk
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to human health, environment, reputation and business continuity. Reported property losses in the fires mentioned above vary between $20 million and more than $150 million. (Sources: National Transportation Safety Board Marine Accident Brief, No.: DCA19FM020 and Sturgeon Bay Fire Dept., FDID 15070.) The effectiveness of the shipboard fire response depends on early detection and instant extinguishing at the source. The current methods for detection and suppression on board most self-unloading vessels are insufficient. Full-scale conveyor belt fire testing revealed that because of the rapid fire knock down property of the very fine water mist produced by the HI-FOG
system, all temperatures registered below 100°C in under 15 minutes. Unlike gas solutions, water mist is safe to use when personnel are within the protected space. It is the ability to instantly release the HI-FOG system, that is crucial in case of fire. There are various ways to activate the system: automatically by the detection system, remotely from HMI screens at workstations or manually at the section valves. Additional user interface screens are installed in the cargo control room and the engine control room. Stainless steel type approved HI-FOG spray heads, tubes and section valves are strategically installed in tunnels and c-loop conveyor systems. The firefighting time is extended by using two water sources, fresh water as a primary source and sea/lake water as a secondary source. After the fire is under control or extinguished, the HI-FOG system can be reset, and is again ready to protect the vessel and crew. High-pressure water mist is deployed to all internal conveyor systems. The very small droplets yield a very large total water surface area. This provides efficient cooling of the fire and surrounding areas and gases. The efficiency of a HI-FOG system is based on three aspects: v cooling the fuel source; v displacing oxygen from the seat of the fire, thus suffocating the flames; and v blocking radiant heat to prevent the fire from spreading. DCi
Ships’ Agents
SHIPPING & TRANSPORT
Diligent delegates
Jay Venter
Inchcape’s information network fuels port efficiency for dry bulk owners amid pandemic challenges But Ong points out that such data transparency can sometimes be difficult due to local dynamics that affect dry bulkintensive ports in some parts of the world. “So this is where our local presence, expertize and standardized way of working are an advantage,” she says. Inchcape offices around the world are feeding constantly updated port data into its World of Ports software platform that is accessible for ship operators wherever their vessels are located. Ong explains the flow of accurate information is essential to voyage management as it enables Inchcape, for example, to advise operators on adjusting vessel speeds so they can make docking slots, based on its oversight of line-ups at ports where it is ‘first come, first served’. “We are monitoring the status of different ports and communicating with the customer to maximize berthing opportunities, which can translate into savings in fuel costs and port fees by optimizing port turnarounds and voyage times,” she says.
Furthermore, key documentation — such as the statement of facts and notice of readiness — also need to be provided with great accuracy.
Crew changes have been a particular challenge during the pandemic given lockdown restrictions in some countries and charter clauses that dictate a maximum duration for the same crew to
PORT OPTIMIZATION The World of Ports system also facilitates vessel compatibility checks to determine whether destination port terminals are suitable for a particular ship that is not plying a fixed route. “Traders and charterers have been getting more creative about where they can ship cargoes during the pandemic and our port agency network has played an important role in this by providing key data to help them think out of the box,” Ong says. For vessels traversing the same ports, Inchcape analyses key performance indicators to tackle efficiency gaps to achieve port optimization. It can also provide end-to-end voyage
FEBRUARY 2022
CREWING SOLUTIONS DATA TRANSPARENCY ISSUE
remain onboard a vessel, with the risk of financial penalties for shipowners. “Everyone has been looking at crew changes as operators, as well as traders and charterers, are affected if a vessel is delayed. Our web page with Covid-19 updates had 177,000 visits last year,” Ong says. “We have had frantic calls from ship operators asking us where they can drop off crews when time has been of the essence. This is both a financial and humanitarian issue where our network has been of great value.” www.drycargomag.com
The availability and accuracy of port data has been vital for voyage decision-making by dry cargo shipowners to help overcome port congestion, crew logistics and other challenges due to the pandemic that have hit the flow of maritime trade, according to Inchcape Shipping Services. The port agency specialist has been able to deliver critical data on port line-ups and berth availability to facilitate timely vessel arrivals and expedite port turnarounds by leveraging the resources of its extensive global network, says Inchcape’s Global Sector Head for Dry Bulk, Elyse Ong. This proved particularly important with the resurgence in the dry bulk market last year as countries rebooted industrial activity after lockdowns, which resulted in a dramatic increase in vessel traffic. “If a ship cannot berth on arrival, this can affect demurrage and the charter party. So knowledge of berth availability is paramount for the owner, as well as information on port line-ups and local weather conditions that can lead to delays,” Ong says.
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SHIPPING & TRANSPORT
management through its agents at the origin and destination ports for seamless handover of the ship. “Dedicated account managers disseminate working instructions across our offices so the client has consistent standards of service wherever the vessel is trading,” Ong says.
DRY BULK SERVICES Inchcape provides dry bulk services under three main umbrellas — cargo agency, protective agency and bunkers — and handles the full spectrum of cargoes from iron ore, coal and breakbulk to woodchips, ammonia nitrate and fertilizers. Its services include canal transits, such as for the Panama and Suez canals, and inhouse marine surveys covering hold inspection, bunker quantity, forensic bunker, on/off hire, condition, trimming, project cargo and draught, subject to location. The company has had specialist dry cargo teams based in China, Japan and South Korea for the past 15 years, along with specialists at key locations across the world as part of its expanding global port agency workforce that presently numbers around 2,700 personnel. Handling dry bulk requires labourintensive operations at ports, including the need to clean cargo holds, and the pandemic has “added another layer of complication” due to manpower issues to carry out such work, according to Ong. Inchcape has therefore adopted new technology to tackle such issues with the use of drones to carry out hold inspections and thereby mitigate safety risks for personnel. It has also developed a gadget to conduct remote draft surveys.
Dry bulk at San Antonio.
FEBRUARY 2022
www.drycargomag.com
RISK MITIGATION
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Ong says the company’s dry cargo work is guided by “a very holistic and customized approach” that includes strict vetting of vendors as part of port agency services in line with global QHSE regulations for risk mitigation in the areas of compliance and governance. Its procurement strategy is geared to achieving cost savings in areas such as stevedoring, towage and crane hire. “Keeping control of expenses in the PDA is important as port costs are a critical factor in finalizing a charter deal between the shipowner and trader or charterer,” she explains. This also extends to reliable fund management in Inchcape’s role as protective agent to remit funds for shipowners.
The dry bulk market is currently in a seasonal lull with charterers remaining cautious about fixing long term freight due to pandemic concerns, but Ong expects activity to pick up again later this year with the anticipated easing of restrictions. “Inchcape’s regional teams have had to
adapt to new ways of working during the pandemic by redeploying backroom resources to support our port agents, while staying ahead of restrictions and protocols through intra-office communication, and our network remains strong,” she says.
Since its inception the Pak Shaheen Group has attained a vanguard position as one of Pakistan’s leading integrated multi-service business conglomerates. Successors to H. Bird & Company, U.K., the Group can trace its origins as ship agent from Karachi a little after Pakistan’s independence (1947). The successive years saw the Group sail on a successful voyage through sheer dint of hard work and dedicated efforts. In a journey that has spanned over 70 years; the Group has represented major shipping lines like APL and CMA-CGM (France) Croatia Lines, Cronos and Gelco Cti/Genstar and is currently representing Samudera Shipping Lines (Singapore). Today it finds a nationwide presence in all major cities of Pakistan and is sole agent to world renowned companies like Kalmar (Sweden) and is also in Joint Venture partnership with Gulftainer (UAE) a worldwide port operator. Its eight Group Companies integrate to form a vehicle for economic growth, global integration, infrastructure development and promotion
of industrial and commercial activity. Due to his vital and meaningful contributions to the shipping industry and his ability to find solutions for multiple issues faced by ships agents, Abdullah Farrukh, who is leading the Pak Shaheen Group, was elected as Chairman of All Pakistan Shipping Association for the year 2021–2022. This Association, which ranks as one of the top associations in Pakistan, provides solutions to shipping fraternity and protects and promotes shipping and related trade in Karachi, Port Qasim and Gawadar, the three ports of Pakistan. The ship agents in Pakistan who mainly represent multinational and major shipping companies play a vital role in managing the dry bulk cargo imports which form the major components of imports in Pakistan. During FY 2021, out of a total import volume of 36,469 metric tonnes, the share of total dry cargo was 24,670 tonnes which is an increase of 36.53% as compared to FY2020. The major items of dry bulk cargo imported in Pakistan are crude oil, HSD, LNG, coal and edibles like wheat, sugar, and
fertilizers etc. With the advent of CPEC in Pakistan, this corridor would act as a bridge between South Asia, Central Asia, Europe, Middle East and Africa, hence, rendering Pakistan a strong player on the global trade scene. This corridor will emerge as a major transshipment hub for dry bulk cargo and its transportation to land locked countries of Central Asia and Afghanistan. Pak Shaheen Group has played an important role in handling bulk cargo imports. One of its Group Companies — namely Trans World Cargo Dispatch Company — is engaged in break bulk cargoes for lines and ship owners. The Company, in the past, held the distinction of handling one-third of the entire wheat imports into Pakistan which is indeed an impressive achievement. Besides wheat, bulk imports of sugar and black matpe have also been handled by this company of Pak Shaheen Group. The Ministry of Food and Agriculture, Government of Pakistan, has also remained one of its prime customers.
SHIPPING & TRANSPORT
Pak Shaheen Group: still going strong after 70+ years
www.iss-shipping.com
A SEAMLESSLY CONNECTED DRY BULK EXPERIENCE With extensive coverage from 240 local offices across the globe. Inchcape provides the highest level of dry bulk handling, and with years of experience, we can anticipate and negate risk while optimising port and voyage procedure. Our agents operate with the utmost consistency in safety and compliance, from pre-fixture port cost calculations to accurate daily cargo operations updates.
PDA & PORT REGULATION TEAMS IN ALL REGIONS • EXPERIENCED PORT AGENCY CO-ORDINATION • GENERAL SURVEY SERVICES DOCUMENTATION PROCESSING • DRY CARGO SURVEY & INSPECTION SERVICES • KPI TRACKING • SPECIALIST GUIDANCE • PROCUREMENT LOAD TO DISCHARGE VOYAGE MANAGEMENT • COST MANAGEMENT ANALYSIS • 24/7 CANAL TRANSIT AGENCY • & MORE
SHIPPING & TRANSPORT www.drycargomag.com FEBRUARY 2022
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Hudig & Veder, integrated logistics services
Hudig & Veder is a global logistic partner for smart transportation, warehousing and handling services. Its mission: moving its customer’s business forward. From minerals to plane engines, the company always finds the smartest way to get any cargo anywhere in the world, powered by more than 225 years of Dutch cleverness. Over the past centuries, Hudig & Veder has grown to a full-service logistics service provider. By combining different business departments and disciplines within the Hudig & Veder Group it is keen on creating an ultimate logistical plan for its customers. Between the company’s departments Agencies, Bulk, Chartering and Projects an optimal collaboration is created so it can offer full service at its highest quality which leads to a sustainable, cost-effective and uncluttered logistical process — a process that is created to unburden its client. This collaboration is Hudig & Veder’s ABC-concept, a one-stop-shop for its customers.
HUDIG & VEDER AGENCIES Thanks to its full range of expertises and services, Hudig & Veder Agencies covers and connects all chains of the customer’s supply. This way it navigates (project)cargo fluently all the way to its destination, taking care of all aspects of the expedition. Including insurance, customs clearance, and product control. As an international shipping agent, carrier and as a guide, Hudig & Veder Agencies keeps full view on every tonne, every mile and every dollar along the way.
HUDIG & VEDER BULK With its years and years of experience in the bulk sector, Hudig & Veder can offer competitive and high quality handling of all dry bulk and breakbulk materials within the ARAG-range, France and Germany. Its highly skilled and dedicated team is fully aware of all restrictions and limitations that apply to each individual terminal. Therefore, Hudig & Veder Bulk always find the best solution for handling any cargo. Whether it needs to be stored at a terminal, transshipped directly board to board or needs to find its way to an inland location, we will take good care of it.
HUDIG & VEDER CHARTERING Hudig & Veder went into business more than 225 years ago as a broker company, bringing ship and cargo together to ensure trustworthy transport by sea. Nowadays, it has expanded its activities with fast, flexible and reliable shipping solutions. Focusing on any type of bulk commodity, breakbulk and project cargo. Based on a foundation of knowledge, decades of experience and a dedicated staff, Hudig & Veder Chartering can offer complete and tailor-made logistic solutions.
HUDIG & VEDER PROJECTS Hudig & Veder Forwarding provides worldwide tailor made logistics services for project and break-bulk cargoes. With dedicated contact persons and a no nonsense policy, it ensures that logistical needs are met. It can serve globally with its international experts network. Hudig &
Veder Forwarding’s core competence is coordinating the complete international transport from production location up to the final inland location at destination. Multimodal transports are performed by road, air and sea. The company covers the total logistic supply chain with a complete package of services, such as customs services at origin and destination, storage, insurance and cargo survey’s.
ABOUT HUDIG & VEDER Hudig & Veder went into business more than 225 years ago as a broker company, bringing ship and cargo together to ensure trustworthy transport by sea. Nowadays, it has expanded its activities with fast, flexible and reliable shipping solutions. Focusing on any type of bulk commodity, breakbulk and project cargo. In 2020, Hudig & Veder joined forces with Hartel Shipping. Due the this merger, the Hudig & Veder/Hartel fleet now consists of modern general cargo vessels ranging in DWCC from 2,400–3,300 tonnes. These vessels are mainly active in the part cargo business and sail around the European continent from the Black Sea to the Baltic Sea. Besides its own ships, the company also has its own dry bulk storage in the port of Rotterdam and is active in bulk logistics from storage to transhipment, and barging to road or sea transport. Hudig & Veder is furthermore active as a broker for many well-known companies, is active as a forwarder and provides agencies in Dutch ports.
shipping lines and 48 foreign insurance clubs. 1991 Implementations of the first successful privatizations of a state-owned company in Poland. Morska Agencja in Gdynia becomes an employee-owned company and changes its name to Morska Agencja Gdynia. 1994 Inception of an office in London, handling the acquisition and recruitment of Polish crews on ships of foreign shipowners. 2000S Morska Agencja Gdynia besides traditional ship agency services, freight and brokerage services constantly expands the range of its activities by further transport and logistics, customs, warehousing and rail and road forwarding services. EARLY
With a history of over 70 years which began on 28 December 1950, MAG is one of the oldest enterprises in the transport and logistics sector operating in the Polish market. 1950, DECEMBER 28 A newly established state-owned ship’ agency company called Morska Agencja in Gdynia as a result of reorganization of a number of state-owned and private companies in Poland.
1951, JANUARY 1 Morska Agencja in Gdynia starts its activity. 1954–1963 MAG takes over the entire service of ships of domestic shipowners — Polish Ocean Lines and Polish Maritime Shipping, as well as units remaining in the chartered PolishChinese Ship Association – Chipolbrok. 1970 MAG represents 64 foreign regular
2005 The Management Board decides to purchase land in the Port of Darlowo, where the MAG Terminal is built. In the following years, MAG is constantly developing new branches of
SHIPPING & TRANSPORT
Discover Morska Agencja Gdynia/ Poland
SHIPPING & TRANSPORT
floor, silo), domestic and international tarpaulin transport, project cargo road transport (transport of large loads, such as structural elements, wind turbines or ship hull blocks), containers in Poland and Europe. Its own transport fleet travels hundreds of thousands of kilometres annually. Customs agency: custom clearance services. Crewing. Consultancy on maritime, rail and land transport. activity and building a network of offices in Poland in Gdansk, Gdynia, Szczecin, Swinoujscie, Darlowo and in Leba, Ustka, Elblag, Wladysławowo, Kolobrzeg.
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www.drycargomag.com
WIDE RANGE OF ACTIVITIES AT A GLANCE
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Ship agency and freight — MAG provides comprehensive ship agency and freight services, technical and commercial brokerage and advice on fleet operations, maritime transport and cargo carriage. Beyond traditional ship agency services detailed below, MAG is also engaged in other different logistics port services such as: supervising port operations, transshipment, storing and reporting on cargo handled at the port. MAG already owns and leases warehouses (25,000m²) of storage space. MAG provides port services in the area of dry bulk loads, liquid loads, ro-ro, oversize freights (project cargo ), offers heavy loads service (handling of heavy loads with the use of specialized handling equipment) and the packing of goods for export including wild range of complex services for Wind & Offshore industry. Sea towing: handling global full-sea tows for oil rigs, ship hulls, steel structures, tanks, cranes and other heavy and bulky objects. River navigation: in Poland and Europe, apart from logistic services, MAG also offers the organization of inland transport on the Vistula and the Odra river and arrangements of reloading in river ports. Logistics maritime services: sea freight forwarding, container forwarding, packaged fright services container forwarding, intraport transport, storage of goods and their expedition/transport to and from the customer, forwarding services documentation. MAG provides tailor-made logistics services to meet market needs, a requirement of the changing economic environment. Railway freight forwarding: rail transport of bulk, conventional and oversized cargo in Europe and Asia. Road transport: transport of bulk cargo with self-unloading vehicles (tipper, moving
2020 MAG celebrates its 70th anniversary. Being an experienced and mature over 70-yearold, it is now a 31-year-old dynamically operating employee-owned company that has retained its leading position in the agency market, servicing the largest number of ships in all Polish seaports. TASKS OF A SHIP AGENT/SHIP AGENCY The basic tasks of a ship agent have not changed, do not differ much and are basically universal around the world. MAG goes beyond the typical universal tasks of a ship agency and expand its activities to include a very wide range of logistics of the port operations, as noted above. MAG BASIC SHIPS AGENCY SCOPE OF ACTIVITIES. It is worth noting that the wide range of duties presented below is not exhaustive, and is subject to constant change. The work of a ship agent is ever-changing, requiring flexibility and the ability to adapt to the times. This work does not take breaks and takes place continuously 7 days a week, 24 hours a day. 1. Ship handling organization in port with stevedoring companies/ port terminals. 2. Agent co-operation with various parties operating in the port-maritime trade: v towing companies, v pilot companies, v shippers, v freight forwarders, v supplier of the cargo. 3. Co-operation with Maritime Administration: v Maritime Offices, Harbour Master v Offices – Harbour / Port Captains, v Customs Office – part of the tax v administration, v border services – coasts gourds, v sanitary and other services. 4. Co-operation with The Port, i.e. Maritime Port Administration: v Chief Dispatcher, v port terminals. 5. Co-operation with ship-handling companies during a stay in port:
v appraisers, assessment and control v companies, v ship service providers, v services to vessels at dry docking, v repairs and suppliers of spare parts, v certification companies v cargo documentation (bill of lading, v statement of facts, etc.). 6. Crew service /crew changes: v liability from ship-check-in documents, v reporting dossier, v billing documentation, v insurance records, v crew and passenger list: visas, v transport, other airports, medical v service (visits to doctors, v hospital stay). MAG represents foreign shipping lines, shipowners and insurance clubs (P&I) in Poland and is a member of The Baltic International Maritime Council ( BIMCO) and The Ship Agent and Brokers Association at Gdynia. For years MAG has been a correspondent of protection and indemnity clubs. MAG works as an emergency agent for benefit of foreign insurance associations, supporting them during settlement of claims in sea transport. Gdynia Maritime Agency has a number of certificates confirming the highest quality of services and many awards and recognition of its contractors. The dry bulk ship agency sector is a very important part of MAG activity, both in terms of the number of vessels handled and volume of tonnage. Quantity served in 2021 in all Polish seaports amounted almost 1,200 vessels and MAG remains a leading shipping agent on the Polish market. The size of bulk carriers handled varies widely, from coasters to Panamax and baby Capesize. Almost 30% relates to a wide range of bulk goods i.e. agri products, aggregates, fertilizers, logs, woodchips, grain, cement, limestone, biomass, coke, coal, chemical products, wheat pellets, iron ore pellets and others. MAG is performing better than ever despite the pandemic. Data from the market and customers indicates that turnover in this area will grow. “We do our best to ensure the highest possible quality of services to meet client needs and to build long-term business relationships. This enables our company to be the leading ship agency among companies from the maritime services industry in Poland over the years,” emphasize representatives of the Management Board: Michal Smigielski, President and Krzysztof Laskowski,Vice- President.
“In last year’s article (see p. 39 of DCi’s February 2021 issue) we talked about challenges and opportunities that Covid-19 brought with it,” writes agent Tove Saanilehto, from Inkoo Shipping Oy Ab’s Parainen office. “During the past year, we have had about the same amount of agency appointments as year 2020. “To our Parainen office we hired a new co-worker in April 2021 after an approximately 40-year long career came to an end and the pension called. Now we are two women in our Parainen office, and we are continuing to develop and work to a high standard. “During the past year we have concentrated on doing our clearances as distance work and it has proven that it is usually possible, but some situations still need to be done physically. For example, cash to Master, package/post deliveries need us to visit the vessel. When you do the clearance on distance it also means that you can provide service for existing and new customers in ports all over Finland. Nothing is difficult for us, you just must adapt and find solutions that work for you and the customer. As in all branches, Inkoo Shipping has had to work hard and tackle the amount of work that had to be done and we have succeeded due to our strong work ethics. By doing the clearance on distance we also think about how we can help our environment by driving less. If the assignment requires us to visit a vessel,
SHIPPING & TRANSPORT
An update from Inkoo Shipping – Parainen office
Port of Parainen in 2021, photo by Tove Saanilehto. we try to gather everything so that we only drive to the vessel once. “We have been given new assignments from new customers which has been a lot of fun, rewarding and challenging. If it were all easy, we wouldn’t be doing it. When you build up an assignment with a
customer and at the end everything goes as planned you have a very happy customer that will come back again. “Our goal is to aim forward and to come up with new solutions and new ways to work so that it benefits us, our customers and our environment.”
MARDOM, 50 years in the Dominican Republic’s dry bulk segment www.drycargomag.com FEBRUARY 2022
With a solid trajectory of 50 years, Maritima Dominicana MARDOM, has become prominent in the integrated logistics services in the Dominican Republic. Specifically, in the dry bulk segment that includes coal, corn, soy, wheat, fertilizers, aggregates, clinker, salt, petcoke and sugar among others, currently with a 93% share on the dry bulk market covering the ports of Manzanillo, Puerto Plata, La Romana, San Pedro de Macoris, Rio Haina and Barahona.
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Biehl & Co: Four generations of ships’ agency experience Founded more than a century ago, Biehl stands poised to lead the way among ship agencies. Biehl maintains its position by retaining highly qualified personnel and utilizing the latest technology available to assist each principal to the highest levels. With 16 offices located in the US Gulf and US East Coast, Biehl sails into its fourth generation of continuous family ownership, proving the company’s ability to adapt and innovate to meet the everchanging needs of the shipping landscape.
TRADITION, PERFORMANCE, EXPERIENCE Biehl is one of the largest agencies in the US with expertise in handling dry bulk commodities from petcoke and coal to grains and fertilizer. Its customers rely on value-added services to not only handle their vessels but also provide them with relevant market data and just-in-time information which is critical to business operations. When requested, Biehl can evaluate project viability, verify design economics, and review contractual language to identify potential issues.
LOCAL OFFICES, LOCAL KNOWLEDGE Serving the needs of its customers throughout the US Gulf and US East Coast, Biehl agents and offices are prepared to address specific customer needs. 16 local offices eliminate the need to travel great distances. The company’s offices are plugged into the local community, from the port authorities to terminal operators — it acts as its customers’ eyes and ears.
PROACTIVE, TAILORED SERVICE
FEBRUARY 2022
www.drycargomag.com
Biehl employees are trained to anticipate and proactively address challenges. In most
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The Port of Brownsville is just one of many where Biehl offers its services.
cases, agents resolve operational issues so swiftly, its customers are never aware of them. For example, draft bills of lading are prepared well in advance of the vessel’s arrival, so that, upon completion of loading, only the cargo figures need to be included. Biehl further demonstrates its commitment to advance preparation by providing customers with timely port information, weather updates and most significantly, by offering customers the benefit of years of experience with a particular port, ensuring seamless vessel operation. Biehl can tailor any service or request specifically to the customer’s requests. Detailed work instructions (which the customer can revise at any time) are developed and discussed to clearly outline customer expectations. Once completed, these instructions are shared between offices to ensure continuity of service. These work instructions are also regularly reviewed to evaluate customer satisfaction.
AGENCY PLATFORM Biehl well understands that it must continually adapt to the ever-changing marketplace. In response, Biehl worked closely with bluVerve to incorporate software which fits both our needs and that of our customers. The core goal was to develop a reliable, simple, and flexible system that helped our team to be more effective and efficient in day-to-day tasks. Juggling multiple tasks at the same time, agents need to ensure the job is going smoothly, efficiently and on time, as well as keeping the charterer and/or owner of the vessel up to date, all the while making sure to follow internal processes. bluVerve provides a system to standardize
documentation and invoicing (DAs), keep track of all jobs in all ports of operation, and ensure timely and efficient management of jobs and communication with the customer. At the core, the system has an intuitive whiteboard and filtering features providing the status of each vessel in each port, as well as the financial and operational information.
PORT COST MANAGEMENT Vessel operators often state that proper port cost management is key. Using the port cost system, port, terminal, and vendor tariffs are input into the system and automatically calculated. Tariff terms are transparently shown to the customer including the PDA assumptions such as days in port. Changes during a port call are easily updated and communicated with the customer. Final vendor invoices are compared with the PDA values and any discrepancy validated with an explanation provided with the FDA. This data is also very useful to create cost comparisons with previous DAs from similar vessels and can be integrated with third party voyage management and voyage reporting systems
ADMINISTRATION, IT SECURITY Many people have concerns regarding IT security and data theft. Biehl has instituted Microsoft Authenticator to verify employee access to internal systems. In addition, bluVerve is a web-based software utilizing the latest security settings. Within bluVerve, users are assigned roles controlling access groups, view or edit credentials and department access. Most importantly everything is logged, and user activity can be monitored throughout the system.
Maritime agency, GERLEINCO S.A.S., has been providing effective and responsible logistics services in Colombia since 1916. The company delivers reliable and dynamic integrated services, supported by a committed professional team and an infrastructure of innovative technological developments. It has a presence in the major ports and commercial cities throughout the country, furthermore, it has built strategic alliances and strong relationships in all segments of the supply chain. GERLEINCO is a solid family owned maritime agency with a defined long term strategic plan.
thanks to the groundwork of a responsible and efficient human team, “inspired by the highly ethical and professional values of our organizational culture, which has transcended over time.” In this celebration of its first 105th years of history, the company is aware of the many opportunities that lie ahead of it to be improved on. “With this drive, we will continue to build lasting relationships based on the respect of our commitments, and on generating added value for our customers, suppliers and human talent,” explains Ulloa.
HISTORY
BULK CARGO SERVICES
“One of the highest achievements in GERLEINCO’s 105th anniversary,” says Carlos A. Ulloa, GERLEINCO’s President, “is to have a team that represents its greatest strength, supported by the development and constant updating of our IT as a strategic tool to leverage our activity.” Ulloa adds that GERLEINCO’s goals and accomplishments have been possible
With extensive knowledge of the procedures in each Colombian port, GERLEINCO guarantees that ships make their port-calls and operate in the most efficient way, coordinating services on time and without incurring in additional costs or delays. GERLEINCO’s services include: handling of all relevant documentation and timely announcements towards the port
and authorities; supervision of loading and unloading of cargo; fulfillment of required customs actions; husbandry; crew assistance and immigration handling; medical and dental care; ship chandler; water and fuel supplies; draught survey, bunker survey, onhire/offhire survey; and provision of groceries. All GERLEINCO’s services are coordinated with high quality and trustworthy suppliers.
SHIPPING & TRANSPORT
GERLEINCO – trusted maritime agents in Colombia since 1916
TOWARDS THE FUTURE In a globalized world, new challenges will arise and GERLEINCO realizes that it must renew its commitment to continue working with dedication and effort, thus contributing to the promotion of foreign trade and to the economic and social development of Colombia. The vision the company has for the next century is focused on the incessant search of excellence in its services, through technological innovation and the reinforcement of the GERLEINCO family.
A.R. Savage & Son joins Multiport Ship Agencies Network Son. “When shippers need an agent on the US East Coast, they know who to call!” Multiport agents represent 10% of the worldwide agency business by port calls. The network handles more than 1.5 billion cargoes worldwide, representing more than three thousand principals. The announcement comes as Tampabased A.R. Savage & Son enters its 77th year as a full-service ship charterer and agent.
ABOUT A.R. SAVAGE & SON
ABOUT MULTIPORT Since 1978, Multiport has existed to offer the best in agency service and management systems, without losing sight of its traditional strengths, local expertise, strong personal relationships, flexibility of approach and the peace of mind which owners and operators have from knowing that their interests are being fully cared for, in every way, everywhere and anytime. Being a Member of Multiport is a calling card, a guaranteed stamp of professionalism. Multiport is a global group representing only independent business partners who can demonstrate their integrity, quality and professionalism. Multiport is a not-for-profit organization, that exists to raise the standards in the shipping agency world and to promote cooperation between Members providing a worldwide network of top quality agents.
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As the oldest ship agency, ocean freight forwarding, and maritime advisory services company on Florida’s west coast, A.R. Savage & Son provides superior services, quality, and value to ships that call on Port Tampa Bay, Port Manatee, the Port of St. Petersburg and Port Canaveral. Based in Tampa, the family-owned-and-operated business has provided professional services to the domestic and international maritime trade community for four generations. Its experienced team provides ship agency,
cargo, advisory, and consular services to ship owners and charterers, as well as the cargo interests themselves.
www.drycargomag.com
A.R. Savage & Son proudly announced in January 2022 that it has joined Multiport, the world’s largest global ship agency network, as the representative of the American East Coast, Gulf Coast, and US. Virgin Islands. Membership carries with it Multiport's guarantee of compliance with strict standards of Professionalism, Quality and Integrity, and will provide an additional avenue to add value to its customers locally, nationally and globally. Multiport’s Country Exclusivity policy means only one agency per country may become a member; the United States has two, one per coast. Members are scrutinized on a yearly basis by an independent organization that evaluates both business performance and financial stability, ensuring that only the highestquality ship agency represents each country. “We’re honoured to represent the United States for Multiport, and appreciate the recognition of our high standards,” said Arthur Savage, President of A.R. Savage &
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Agents you can trust – a tool for growth in a volatile market
The GAC Group looks back on the past year’s highs and lows for the dry bulk freight sector and outlines how reliable ship agents can help ship owners and operators seize new opportunities.
FEBRUARY 2022
www.drycargomag.com
MIX OF HIGHS AND LOWS
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2021 was an eventful year for the dry bulk freight sector. According to Simpson Spence Young’s 2022 Outlook Report, vessel earnings across all main bulker sizes last year buoyed to 13-year highs as global economies recovered from the pandemicreduced slump, leading to strong demand growth. In many places the outlook is bullish, like in Sohar where dry bulk shipments heading for the Omani port are expected to see significant growth as the new local sugar refinery and flour mill silos start operating in 2022. Unprecedented port congestion and delays caused by Covid-related protocols elevated freight demand and prices. Severe weather events in Asia and North America exacerbated the situation. The ‘containerization effect’ has led to loading of conventional containerized cargoes onto bulk carriers to avoid bottlenecks, further pushing up rates. Then there was the impact of the energy crisis and power shortages in China
and India, the world’s top thermal coal consumers, triggering greater demand for coal imports. But beneath the highs chiming good news for the bottom lines of ship owners and operators, there was turmoil caused by events and trends that made for a volatile market subject to sudden changes and wild fluctuations. Hong Kong bucked the trend set by India and China as its imports of coal reduced rapidly from February 2021 in response to inflated prices. Indonesia’s sudden imposition and subsequent lifting of a ban on coal exports in January 2022 temporarily disrupted the movement of bulk carriers. Nonetheless, analysts are expecting another profitable year for shippers.
OVERCOMING OBSTACLES, SEIZING OPPORTUNITIES
Throughout more than 60 years of its history, the GAC Group has seen many crises and weathered many storms. In doing so it has garnered a wealth of experience and expertise and invested in resources that it draws to support its customers faced with a volatile market. There was a clear example of this in Fujairah, UAE, where GAC devised and executed a detailed plan to ensure the
seamless discharge of a complex heavy lift shipment containing a 528 metric tonne gas turbine, a 394 metric tonne stator, a 270 metric tonne transformer and a 100 metre rotor for a prominent heavy lift operator. Beyond meeting the needs of its existing customers, GAC also expanded its client base, seeking and seizing new opportunities. It was nominated by traders and charterers in Hong Kong, Greece and Singapore as the vessel agent for loading and discharging of cargoes from Oman, and a new dry bulk business was secured in Bahrain for the loading of finished aluminium products such as ingots and billets. In Dubai, GAC won ten new businesses, recorded a 75% growth in port calls and saw an increase of 121% in cargo volume, compared to 2020. In Sri Lanka, it diversified its portfolio by partnering with a renowned bagging operator to offer bagging services for free-falling bulk cargo at the Colombo, Galle, Hambantota and Trincomalee. As the preferred ship agent, GAC has handled dry bulk port calls for a range of clients including international and local commodity traders, national and international utility companies, owners and operators across sectors that include coal,
WORKING WITH THE RIGHT AGENT GAC operations around the world are optimistic about the outlook for dry bulk and expect tight vessel supply and strong demand to persist as enduring market features. The right agent is key in enabling a business to capitalize on opportunities for growth. Ship owners and operators benefit from the operational experience, global resources, service excellence and valueadded portfolio when they work with a tried and tested reliable ship agent who provides solutions to meet their needs and help them thrive during the pandemic.
PARTNER YOU CAN TRUST To maximize profit margins, some ship owners and operators seek to reduce operating expenses including repairs and maintenance, crew costs, insurance and ship agency. That may generate short-term savings, but in the long-term it can be a
costly tactic. Working with a reliable ship agent means services you can rely on that comply with health, safety and environmental rules to avoid potential legal and financial penalties. In dry bulk shipping, ship agency success is determined by the agent’s ability to get a vessel into port, loaded, discharged, serviced and on its way in the quickest, safest and most economically efficient manner possible. It is a major operation which relies on a trusted and experienced agent with local presence, trained staff, financial stability, international resources and a robust safety and compliance culture. GAC has been handling dry bulk commodities and vessels since the 1950s. It applies the highest standards of quality, safety, compliance and sustainability in all its operations. Leveraging the Group’s global network and in-depth market knowledge, GAC offers shippers a customized, reliable, and compliant service – delivering both cost efficiencies and operational requirements.
As a leading global provider of shipping services, GAC has broad experience in handling a wide range of tasks, including husbandry, liaison with cargo suppliers, receivers and surveyors, ship spares delivery, bunker fuel supplies and more. Such duties vary considerably from one commodity to another, so it is essential that the ship agent has in-depth specialist knowledge of each sector to avoid costly and even dangerous mistakes. To further aid in the efficient planning of dry bulk operations, GAC monitors port conditions for potential problems such as disruption to loading or discharging, restrictions, new requirements, and port authority updates. Through rain or shine, booms and busts, GAC remains committed to supporting its customers and driving their business success.
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ores, fertilizers, grains, flour and sugar.
References Simpson Spence Young’s 2022 Outlook Report: https://www.ssyonline.com/media/2016/ssy-2022outlook-final.pdf
Attention: ship owners and ship operators Need the latest port information? Go direct! associations have recognized the vital role of the ship agent in facilitating trade and the need to ‘raise the bar’ for ship agency providers. In the USA, the Association of Ship Brokers and Agents (ASBA) worked with their ship agency company members to establish minimum standards for members in 2005. All ASBA ship agency company members must annually submit a Procedural Review performed by an outside Certified Public Accountant that focusses on their handling of the funds advanced by their principal, proof of insurance (general liability, workmen’s compensation to include USL&H, automobile and errors & omissions) and that their boarding agents are trained and professional. The ASBA Certified Ship Agency Member Companies can rely on their association to assist in problemsolving and enjoy a support group through their Agency Affairs Committee. Following ASBA’s lead, the Federation of National Associations of Ship Brokers & Agents (FONASBA) released the FONASBA Quality Standard in 2008 that is now issued in over 43 countries and awarded to more than 600 companies. Your local ship agents are your partners — providing accurate advance port call information then demonstrate their value to the owner/operator before, during and after the port call.
FEBRUARY 2022
labour (longshoreman), wharfage situation, current equipment (cranes, lines for petroleum products) that affect the vessel’s time spent in loading or discharging. If the vessel is running late, your local agent provides his principal with the availability and cost of overtime services both from the port-based providers as well as government authorities. Fluctuating fuel surcharges on tug, pilotage and transportation services, assessed more often than not, can amount to as much as 40-–5% of their tariff. Wouldn’t you want these costs included in your Proforma DA? Most ship agency companies are active participants in their local and national maritime associations. They attend events to connect with their port-based providers and government officials that include terminal and port operators, Coast Guard and Customs. The ship agent’s involvement with their port community means that they are informed as to upcoming port projects and government rulemaking. This was never more evident than during Covid, when ports around the world established their own protocols and procedures that the local agent navigated on behalf of their principals to facilitate crew changes, Covid tests and vaccinations to keep commerce moving. Several national and international
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As we all know, in shipping, time is money. The ship owner/operator makes decisions each day that can have a significant impact on the profitability of their voyage. The cost of the vessel’s port call represents one of the most significant factors in profitability. Port information is now available from many sources, other than the ship agent. These other sources provide the ship owner/operator historical port information, not what is happening NOW in the port. Consider the variables of a port call that can represent a significant change in the overall cost: tide, draught, weather, construction in or around the port, labour, government regulations. Only the local ship agent provides real time port information taking into account wind, rain, or other unforeseen weather conditions that significantly affect drafts and other restrictions. Unforeseen changes in draught may require additional tugs and/or pilots amounting to a significant cost increase of port call. The ship agent is also aware of port projects that include dredging or construction work that may affect vessel navigation to/from the port. Once the vessel is arrived, your local ship agent will manage the vessel call as only he can provide the status of available
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SHIPPING & TRANSPORT www.drycargomag.com FEBRUARY 2022
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In plain sight hip owners and agents have everything to gain from accurate and transparent port costs, says Harbor Lab CEO and founder, Antonis Malaxianakis. The past six months have been a bumpy ride for bulker operators. The Baltic Dry Index peaked at 5,650 in October, dropping to a more normal 2,217 by the end of the year, and then to 1,296 in early 2022. The multi-year highs saw freight rates for capesizes exceed US$80,000 per day. When freight rates are high, cost savings are less of a priority to principals. But when rates are low, principals will look to make savings wherever possible. Costs accrued in port represent some of the biggest outgoings for the principal — the party who appointed the agent and pays the agent’s fees, such as the ship owner or charterer. Fuel accounts for around 50% of voyage costs, with little respite seen since January 2020 when the IMO low sulphur regulation entered into force. Port expenses, agency fees, taxes and husbandry services combined represent a further 30%, and are the second biggest outgoing. With such significant overheads it’s important to have complete visibility on costs to protect the bottom line. Accurate port tariff data can, however, be difficult for principals to obtain, translate and then calculate. My company, Harbor Lab, was set up to address this situation and do away with opaque pricing and fees. It gives both agents and their principals access to validated port tariff information and brings transparency to the disbursement process. Our analysts obtain verified, real-time data directly from the ports and unravel the matrices that determine port fees for individual vessels. From there, they create complex algorithms that drive our online Disbursement Accounting (DA) Tool. Port tariffs are one of several variable expenses required for accurate voyage calculations. Harbor Lab provides the most accurate data available and does not rely on making checks against historical data that may not be wholly accurate. Others include bunker costs, agents’ fees, canal transit fees, and towage and pilotage costs, the prices of which are all included in the DA Tool. Now more than ever, more and more companies are turning to our software as a transparent and fast way of working instead of relying on traditional, paper-based disbursement processes which are paperheavy, error-prone and time-consuming.
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Harbor CEO and founder, Antonis Malaxianakis.
The accurate data that drives our software has enabled our clients to realize considerable savings. Last year we were able to secure savings of more than US$1,000 per port call for those clients who switched to Harbor Lab from more traditional disbursement accounting companies. Importantly, principals use the tool to cross reference the actual fees with charges put on their account. This opens up opportunities to re-negotiate terms with third parties and puts the principals back in control of their outgoings. The beneficiaries of this transparent way of working are not limited to principals as ship agents have much to gain from the level playing field created by the DA Tool. Agents and vendors at ports across the globe can register their details in the platform free of charge, exposing them to shipowners, managers and charterers looking for husbandry services. Principals can see their fees and expertise, and reach out to their chosen agent or agents through the system to make enquiries and request quotations. Appointments based on these quotations can also be submitted through the system. In this way, larger or more established companies are considered equally alongside newer companies or solo agents, creating a level playing field that exposes agents to new potential clients. Good relationships with trusted agents appointed to handle disbursements, whilst a vessel is in port, are invaluable to principals and essential for smooth port calls. A charterer will always need a representative in the port, and although a software system cannot replace these relationships it can enhance them. Traditional administrative processes will continue to be challenged as technology makes further inroads into our industry.
The next frontier is the integration of data sets to enhance efficiency, profitability and predict future trends. All players should be ready for commercial shipping decisions to be entirely data-driven within the next decade. It’s one reason why Harbor Lab recently announced a partnership with maritime software company Veson Nautical, with mutual customers now able to access Harbor Lab’s data via the Veson IMOS (integrated maritime operations system) Platform. To date more than 4,000 port calls have been processed using Harbor Lab’s online tool, across the 300 vessels whose DA processes have been brought in house with their costs now managed through the system. The platform has already attracted 1,200 agents and vendors since it went live in March 2020. Our tools are designed to save principals, vendors and port agents time, money and reduce their back-office paperwork as all correspondence and quotes are held in the system. Accessing the tool is easy either by desktop or smartphone and all quotation requests from operators can be viewed in historical order on a personal dashboard. Disbursements may seem like a drop in the ocean, but the finer details matter when protecting a company’s bottom line. And while dry bulk freight rates may have hit multi-year peaks in 2021, industry commentators are not predicting a repeat performance this year. Limited growth opportunities for key bulk cargoes such as iron ore and coal, alongside leveling tonnage supply and demand, have been amongst the reasons cited for a more sedate 2022. It’s a good time for bulker operators and owners to reconsider their outgoings, review their processes and prepare for a transparent, data-driven future. DCi
A QUAY FOR DIFFERENT VESSEL TYPES AND BUSINESSES
Various types of seagoing vessels will be able to moor at the new quay, for example project cargo vessels, heavy-lift vessels, bulk carriers, fruit carriers and tankers with a draught of up to 12.5m, as well as inland vessels. There is potential to increase the water depth by two metres at a later date. The quay will be reinforced and made suitable for loads of up to five tonnes per square metre. “Part of the quay will be made accessible for potential customers who want to establish operations at Quarleskade,” says Daan Schalck, CEO of North Sea Port. “This represents an efficient use of our port infrastructure.” The new quay will also connect to Shipyard Reimerswaal’s terminal, which will acquire an additional 40m of quayside once it is complete; the ship maintenance and repair company will have a total of 425m of quayside. Hein van Laar, commercial director of Hakkers BV notes: “Following on from previous successful projects in Vlissingen, Hakkers and De Klerk are very proud to deliver this new project for North Sea Port. It demonstrates our strengths as a construction and hydraulic engineering partnership with all the necessary disciplines in-house.”
PORTS & TERMINALS
North Sea Port is building a new 800m-long quay at Quarleshaven in East Vlissingen. This will enable the firm Bulk Terminal Zeeland to expand its operations. Shipyard Reimerswaal’s quay will also be extended as a result. The new quay at Bulk Terminal Zeeland in the Sloe area will replace the old quay that is being demolished. A consortium made up of Werkendam hydraulic engineers Hakkers and De Klerk will start construction of the new quay in late March 2022. The new 800-metre quay will be completed by the end of 2024. As a result, the quay on the south side of Quarleshaven will be a total of 1,200 metres long. North Sea Port is investing a full €40 million in new port infrastructure here. The transshipment company Bulk Terminal Zeeland will see its quay extended from 250 metres to 440 metres. This will provide more space for the transhipment of dry bulk such as wood pellets, gypsum, raw materials for the steel industry, organic agricultural products and boulders for reinforcing offshore wind turbines. The construction of the new quay will also free up an additional ten hectares of land for allocation to Bulk Terminal Zeeland. And there is still enough space between the terminal and Shipyard Reimerswaal for a new company to use.
NEWS
North Sea Port to build new quay at Quarleshaven in Vlissingen
NEWS FEBRUARY 2022
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PORTS & TERMINALS
RAK Ports ideally positioned as UAE breakbulk gateway
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v RAK Ports operates four integrated maritime hubs close to the entrance to the Gulf v Ideal infrastructure for efficient handling of oversized, breakbulk and project cargoes v Saqr Port/Freezone is today one of the world’s largest and most efficient bulk ports v New land reclamation area will create additional breakbulk and general cargo facilities RAK Ports was on show again at Breakbulk Middle East recently. With over 4,000 professional delegates from 70 countries, the exhibition and conference in Dubai World Trade Centre has become an important annual meeting point for this growing sector of the region’s maritime industry. Saqr/Port and Freezone is today one of the world’s largest and most advanced bulk ports and can handle a phenomenal 11,000 tonnes of dry bulk an hour across deep-water berths capable of handling the world’s largest vessels. Recent infrastructure investments of US$250 million and the latest German heavy-lift technology, including 22 mobile harbour cranes each with a capacity of up
to 200 tonnes, has created an optimal environment at Saqr Port/Freezone for the efficient handling of oversized, breakbulk and project cargoes. Add to this ample laydown space, a skilled workforce, and excellent landside connectivity with modern highways connecting Ras Al Khaimah with the rest of the Emirates, Saudi Arabia, and Oman, and it is no wonder that RAK Ports is being hailed as the new breakbulk gateway to the Gulf. Roger Clasquin, RAK Ports Chief Executive Officer, said: “At RAK Ports we continue to diversify our capabilities beyond our traditional role as the gateway source of much of the construction material fuelling the economic diversification of the Middle East. Our focus today at the exhibition on breakbulk, simply underscores the critical role that RAK Ports plays in the region’s industrial supply chains and as a key driver in the economic growth of the emirate.” Located close to on one of the world’s most frequented shipping routes and with drafts alongside of up to 18 metres, Saqr Port/Freezone is no stranger to size when it comes to breakbulk. Recent load-out projects have demonstrated the phenomenal capacity and professional
capabilities available at the Port. To accommodate continued growth, a new land reclamation area is currently under construction to extend the current Freezone, and three million tonnes of recycled material from local quarries have already been used in the project. Phase one of the project will include a dedicated general cargo and breakbulk terminal, catering to the region’s needs as the transition from oil and gas to more sustainable and diversified economies continues to gather speed.
ABOUT RAK PORTS With recent infrastructure investments totalling more than $250 million, RAK Ports is a first-class business partner for local, regional, and international companies operating in the construction, manufacturing, and industrial sectors. The ports group provides essential services including cargo handling, free zone land lease, ship repair, warehousing, marine and anchorage, cruise tourism and industrial training. Furthermore, it is the gateway source for many of the construction materials which are building the Middle East region into a model of economic prosperity.
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TGM to build new grain terminal in Montevideo In Uruguay, Montevideo Bulk Terminal (TGM) is to build a brand new private grain handling terminal at a cost of $15 million. This will involve dredging the existing water depth from 12 metres to 15 metres and expanding into three hectares of the 7.5hectare site that the company currently holds as a concession. The single berth facility, which will have a 250-metre long quay, will be used by both UPM and various other grain companies when it open in the fourth quarter of this year. It will be able to accommodate both Panamax and post-Panamax vessels. According to TGM general manager Agustín Idoyaga, the new quay will be automated and equipped with state-of-the-
art handling equipment, and may also involve providing added value services that reduce the overall cost of logistics for clients. For example, if the company can reduce unloading times and minimize delays then handling costs will be significantly cheaper. One of the main selling points of the new terminal is that by dredging the berths to 13 metres all vessels will be able to sail with a full cargo complement on board, making it the only port on the Río de la Plata that can offer such a service. The original 7.5-hectare 40-year concession was awarded to TGM in 2010. It currently has 12 silos, each of which can store up to 10,000 tonnes of grain. Indeed,
all Uruguayan grown grain is nowadays exported through these. TGM is a collaboration between the Christophersen Group and the Hidrovías de Brasil consortium, which provided the full $105 million to build the Montevideo complex, encompassing the existing grain conveyor belt system and 12 silos as well as the new terminal. Operations first began in 2016. In terms of traffic, last year, TGM handled 700,000 tonnes of soybeans, rice, wheat, carinata (an oilseed crop that UPM uses to make biofuels), canola and barley. This compares to 690,000 tonnes of grain in 2020 and 752,000 tonnes in 2019. Barry Cross
São Francisco do Sul considers concession of dry bulk terminal In Brazil, the Port of São Francisco do Sul has been given permission to commence studies aimed at eventually offering the existing dry bulk terminal as a lease to the private sector. The go-ahead was granted by the Council of the Investment Partnership Program (PPI), which was set up by the federal government. The port management company will therefore issue a tender in respect of a contract for the hiring of a company to undertake a standard Technical, Economic and Environmental Feasibility
Study (Evtea). The bidding process is expected to be completed during the current year and a lease to be made in April 2023. However, the concession process will require several public consultations and any agreement will then have to be reviewed by the National Audit Office. According to port president Cleverton Vieira, private sector investment linked to modernization of the port will make it possible to increase grain storage capacity, whilst offering greater flexibility
and speed in cargo handling. The grain terminal, which is in the region of 25,000m2, contains two large warehouses, to and from which grain is moved by a conveyor systems to vessels docked alongside. Up until 2019, the terminal was managed by Companhia Integrada de Desenvolvimento Agrícola de Santa Catarina (Cidasc), after which management was transferred back to the port authority. BC
FEBRUARY 2022
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Timber Terminal at Port of King’s Lynn hits growth targets
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Just two months after Associated British Ports (ABP) officially opened its £1.4m Vancouver Timber Terminal at the Port of Kings Lynn, and the purpose-built storage facility is hitting growth targets. Last year saw a record number of vessels arrive at the Norfolk port and the volume of cargo handled was also up by 5% on 2020 volumes. Whilst King’s Lynn is known for handling agribulks and aggregates, forest products at the port have been on the rise since 2020. The increased trade supports local jobs: ABP already directly employs 30 people from the market town, and it also supports local businesses, restaurants and shops. King’s Lynn Port Manager Kim Kennedy said: “We knew customer would flock to the facility and they have. It is great to see that ABP’s investments are drawing in more business which benefit the town and wider region.” The Port of King’s Lynn is one of ABP’s three East Anglican Ports. Collectively, the Ports of King’s Lynn, Lowestoft and Ipswich and their customers support 3,700 jobs. As well as investing in infrastructure, ABP is also investing in its people with both graduate opportunities and apprenticeships available across the region.
contract, ABP has invested more than £400,000 in a new Hitachi shovel and Edge conveyor shiploading equipment, and recruited two new members of staff. The new contract with Tarmac will see more efficient shipments for the loading of 300,000 tonnes of GGBS annually, with this cargo typically going to UK facilities, located across ABP ports, for use in concrete production. Since 2019, ABP has invested c.£50m in its infrastructure, digitalization and sustainability measures in Wales, as it optimizes its operations and services for the increased demand from its customers.
ABOUT ABP ABP is the UK’s foremost 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 our 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.
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ABP’s five Ports in South Wales, Barry, Cardiff, Port Talbot, Newport and Swansea contribute £1.5 billion to the UK economy every year, supporting 21,800 jobs across the UK. v ABP’s Port of Cardiff handles around 1.8mt (million tonnes) of cargo each year. v The Port of Newport’s steel terminal provides over 30,000m2 of modern, covered storage dedicated to steel import and export operations. v Port Talbot supports steel production in South Wales and handles project and heavy lift cargoes, steels and other metals, building aggregates and cargoes to support the offshore
energy sector. v Swansea is the most westerly of ABP’s South Wales ports, with the capacity to handle vessels of up to 30,000dwt and offers berths and facilities for most types of cargo. v More than 14,000m2 of warehousing and extensive open storage facilities are available at the Port of Barry.
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ABP SOUTH WALES
PORTS & TERMINALS
Associated British Ports (‘ABP’), the UK’s leading and best-connected port operator, and Tarmac, a major UK sustainable building materials and construction solutions business, have entered into a long-term stevedoring agreement at Port Talbot. ABP has worked successfully with Tarmac in its ports of Cardiff, Swansea, Newport, Garston (Liverpool), Southampton, Ipswich, and the Hams Hall Rail Terminal in the West Midlands. This new deal in Port Talbot will see ABP loading a cement replacement material which is known as ground granulated blast furnace slag (GGBS). Andrew Harston, ABP Wales and Short Sea Ports director, said: “ABP continues to invest in its ports’ infrastructure and services, as well as sustainability measures, and we are delighted to win this new contract with Tarmac, which shares our commitments to the highest standards of health and safety, and sustainability.” GGBS is the by-product of the rapid cooling of molten slag and is a sand-like granular aggregate that is primarily used in ready-mixed and precast concrete and masonry, floor levelling compounds and high temperature resistant building products. All Tarmac’s slag aggregates are certified to BES 6001, which gives its customers the confidence that the materials are sourced and manufactured in a responsible way. This further enables construction companies to achieve extra points under BREEAM, Code for Sustainable Homes and CEEQUAL schemes. Simon Grey, Tarmac's managing director, South West & Wales, said: “Our marine operations, in UK coastal and inshore waters, allow us to deliver our sustainable building products to a variety of ports, harbours and rivers. This offers our customers the convenience of shipping large volumes of aggregate in a way that is environmentally friendly and cost effective. Partnering with ABP means we can help more customers build more sustainable infrastructure.” As a result of securing this long-term
NEWS
ABP and Tarmac sign new long-term agreement in Port Talbot
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NEWS PORTS & TERMINALS www.drycargomag.com FEBRUARY 2022
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Giant Mantsinen 300 from Finland heads west to ABP Port of Immingham The world’s largest hydraulic crane is heading to the port of Immingham in a £3 million investment by Associated British Ports (ABP). Supplied by Cooper Specialised Handling Ltd, a respected UK independent port equipment supplier, the crane, model Mantsinen 300M Hybrilift is currently being built by Mantsinen in Finland. In their early years, the forerunners of today’s 300M were material handlers and have become popular with UK ports for their speed of operation. They have historically however been ‘small cranes for small vessels,’ an ideology that Mantsinen blew away with its 200 series machines in 2008 and the launch of the 300 in 2018. These supersized machines now have the reach and capacity to serve Panamax-size vessels and can handle as much as 1,500 tonnes per hour — far greater than the rope crane equivalents. Simon Bird, Regional Director for ABP Humber said: “Our investment in buying the world’s largest hydraulic crane shows our commitment to ensuring we have the best plant and equipment on the ports to service our customer’ needs. We’re also thrilled to be the first company in Great Britain to have this giant on our port.” ABP already operates a fleet of smaller Mantsinen machines across its network of 21 ports, but this will be the first 300 in the fleet and the first delivery into England — Cooper’s first being delivered to Belfast Harbour in 2019. The machine weighs in at 365 tonnes (without attachment) and is diesel powered by an EU stage 5 Volvo 16-litre diesel engine. ABP has opted for an 18.5m curved boom and 14m stick and the machine has a wheeled undercarriage of six axles with four wheels per axle. The machine will also come supplied with Mantsinen’s cab riser to enable the operator to position the cab in the optimum position over the hold to gain a direct line of sight. The machine also is supplied with a range of automatic and semi-automatic attachments that also reduce the need for direct labour in the holds thus enhancing safety further than if stevedores were slinging. David Cooper, Executive Director of Cooper Specialised Handling said: “ABP have enjoyed high uptime and operational performance with their Mantsinen fleet since 2016, and we are thrilled that ABP
have opted for the biggest of them all. It seems quite appropriate that the UK’s largest port by tonnage should invest in a machine that can handle the most tonnage per hour.” The new machine is anticipated to arrive as a complete unit in Immingham in April on a direct shipment from Finland together with two 95ER machines destined for Ipswich.
Humber Freeport, which offers three tax sites with an exceptionally business-friendly tax and regulatory environment for potential manufacturing investors. ABP Humber supports its local communities. The ABP Humber Coastal Half Marathon and 5k is now in its sixth year and complements ABP’s race sponsorship across the country.
ABOUT ABP ABOUT ABP HUMBER ABP Humber Ports complex form the UK’s busiest trading gateway. The four ports of Immingham, Grimsby, Goole, and Hull handle more than 58mt (million tonnes) of cargo between them each year worth approximately £75 billion. Across the Humber, the ports support 34,900 jobs and contribute £2.5 billion to the UK economy. ABP Humber’s major investment programme ensures the ports offer state-of the-art cargo handling infrastructure and equipment, alongside a highly skilled team who can handle a vast array of cargo safely, efficiently and sustainably. ABP Humber works collaboratively to build long-term partnerships and deliver the right supply chain solutions for customers, including value-added services and new facilities tailored to suit their business needs. Its Port Operations are complemented by their Pilotage Service and Vessel Traffic Service which ensure vessels are safely navigated through the Humber Estuary. ABP Humber offers 364 hectares of development land across its port locations capable of attracting investment and delivering transformational benefits for the economy both locally and nationally. The ports are all part of the new
ABP, the UK’s leading ports group is Keeping Britain Trading with 21 ports and other transport related businesses, creating a unique national network capable of handling a vast array of cargo. It are driving growth, contributing £7.5 billion to the UK economy every year and supporting over 200,000 jobs. Its current investment programme promises to further increase ABP’s contribution to regional economies around the UK. ABP is also an essential partner for the Offshore Wind industry, providing Operations and Maintenance (O&M) for over 50% of the sector’s activity, as well as investing in infrastructure to realize future renewable energy generation.
ABP IN NUMBERS: v ~90 million tonnes of cargo handled each year; v 5,000 hectares of port estate owned; v 1,000 hectares of open storage; v 1.4 million square metres of covered storage; v 87km of quay; v > 1.5 million vehicles every year; v ¼ of the UK’s rail freight generated; and v > £55 million investment made in low emission and renewable energy generation technologies.
PORTS & TERMINALS
In 2021, the Port of Marseille Fos has bounced back, and even broken records in the container and railway sectors. Overall, growth in maritime traffic increased by 9%. While the health crisis continues to test world trade, the Port of Marseille Fos has maintained all of its activities by adapting to each new restriction measure. The port managed some 9,000 calls (all calls combined) in 2021, i.e. an average of approximately 25 calls per day, as in 2019 but in a constrained health context. The Harbourmaster's Office and port services once again demonstrated their ability to adapt in order to receive all ships calling. Containers (a record 1.5 million TEU) and rail (220,000 TEU moved by rail,
THROUGHPUT PORT OF MARSEILLE FOS
General cargo
Liquid bulk cargo Dry bulk cargo Total traffic
2021 20mt (or which 1.5 million TEU) 43mt 12mt 75mt
NEWS
Port of Marseille Fos bounces back in 2021
Variation vs 2020 +10%
Variation vs 2019 = +13% TEU
+5% +180% +9%
–6% –8% –5%
energy, and digital transitions, the port and all the stakeholders that make up the port community, innovate and invest to develop port, industrial and logistics activities and reduce their carbon intensity. In 2021, the Port of Marseille Fos invested €54 million in the development and maintenance of its port area and plans to invest €60 million in 2022.
ABOUT THE PORT OF MARSEILLE FOS DEVELOPMENT: AN EXCEPTIONAL PORT AREA TO DEVELOP
The continued diversification of the Port of Marseille Fos’s income is based on the development of growth drivers. For this, the Port of Marseille Fos is setting out to reconquer its area. The Port of Marseille Fos owns a port area of over 10,000 hectares, spread over two harbours: 400 hectares in the city of Marseille and 10,000 hectares in the Gulf of Fos. As such, the Port of Marseille Fos develops industrial, logistics, and urban spaces. Its primary objective is to enhance the port area’s land for a sustainable and responsible development of economic activities. To succeed in the economic,
A major stakeholder in international trade, located on two European transport corridors, the Port of Marseille Fos is the gateway to southern Europe. The synergy of its two harbours reinforces Marseille’s position as a local Mediterranean port for goods and passengers, while Fos is notable for its dynamism as a global port for industry and logistics, dedicated to major intercontinental flows. Today, as a global data hub with an ever-smarter approach to the region, as well as being the European leader in shore-to-ship power and LNG ship refuelling, the Port of Marseilles Fos is committed to sustainable economic growth through responsible and innovative industrial development fostering a circular economy.
Three dry bulk terminals to be put out to concession in Brazil
FEBRUARY 2022
The Brazilian president, Jair Bolsonaro, has officially declared that three port terminals in the country are eligible for the concession as part of the country’s Presidential Investment Programme for companies. Terminal PAR03, which is in the Port of Paranaguá, covers 38,000m2, and specializes in the handling and storage of solid mineral bulk. Terminal RIG71, which is in the Port of Rio Grande, covers 11,440m2 and is a specialist facility in the handling and storage of agribulk. The 41,171m2 TGSFS Terminal in the Port of São Francisco do Sul is also an agribulk terminal. Barry Cross
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another record) were a particular success, while bulk cargo as a sector is undergoing profound change at the port. The various shortages are impacting dry bulk cargo, particularly semiconductors which have caused a slowdown in the automotive industry, impacting steel activity, with 8mt (million tonnes) processed in 2021, up 26% compared to 2020, but down 6% compared to 2019. Cumulatively, other bulk traffic (mineral terminals, Caronte, East harbour) is up 11% compared to 2020 and down 10% compared to 2019. This is due to the end of bauxite traffic, which supplied the Alteo factory in Gardanne, replaced by alumina hydrate processed in Marseille.
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PORTS & TERMINALS
Coal terminals Latest developments worldwide
Jay Venter
FEBRUARY 2022
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ThPA S.A.: evolving, efficient, and reliable conventional cargo solutions
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“Undoubtedly, supply chain and logistics activities are key to the development of a wide range of sectors, as well as to broader economic and social growth,” writes Athanasios Liagkos, Executive Chairman of the BoD of ThPA S.A. “At ThPA S.A. – Port of Thessaloniki, our vision is to be more than a port. We aspire to be the multi-gateway intermodal network and logistics solutions provider for the Balkans and the broader Southeast, Central and Eastern European region. “In this framework, our mission is to provide an evolving, efficient and reliable intermodal network, which safeguards and upgrades the supply chain of our broader region, actively contributing to the growth of our business partners, delivering value to all stakeholders and society, while promoting sustainability. To this end, we implement a comprehensive business strategy and forward-looking investments in several areas, including the field of conventional cargo.
THE LARGEST GREEK PORT IN CONVENTIONAL CARGO
“Strategically located in Northern Greece, the Port of Thessaloniki provides direct access to the Balkans and the broader Southeast European region, given its proximity with the major Trans-European motorway and railway networks. In addition to being designated as a port of international interest, the Port of Thessaloniki is the largest Conventional Cargo Transit Port of Greece and one of the leading in the Eastern Mediterranean
region. “ThPA S.A. handles containers and conventional cargo and operates the Free Zone of the Port, in accordance with the effective tax and customs legislation currently in force authorized with AEO license and offers reliable and cost-efficient logistics solutions, as well as intermodal rail services, with direct rail connectivity between the Port of Thessaloniki and the company’s Dry Port in Sofia (Bulgaria) with temporary customs storage service. “Conventional cargo is accommodated in the Land Zone of Thessaloniki’s port, an area extending on a total surface of approximately one million square metres, with total quay length of 4,000 metres and depth of up to 12 metres, within the port’s Free Zone. Our conventional cargo
activities cover the handling of general cargo (steelwork products, metal sheets, timber, marble, pallet cargo, project cargo, perishable goods, etc.,), solid bulk cargo (minerals, ores, coal, solid fuel, cereals etc.,), liquid bulk cargo with pipelines (asphalt, chemicals, mineral oils) and vehicles via RO/RO. “ThPA S.A.’s activities are driven by strong investments in top-notch equipment, which allows us to provide comprehensive conventional cargo large scale and quality services. Our conventional cargo handling equipment includes 24 rail-mounted power-driven cranes, with a lifting up to 112 tonnes, two Gottwald HMK 260 EG mobile harbour cranes, with a lifting capacity of 100 tonnes, and two mobile cranes, with a lifting
PORTS & TERMINALS
capacity of 120 and 150 tonnes respectively and a new Liebherr mobile harbor crane of 150 tonnes lifting capacity.
ThPA S.A.’s conventional cargo terminal.
PIONEERING IN COAL CARGO OPERATIONS “ThPA S.A. has a high level of expertise in the field of coal cargo operations. This commodity is been handled at Port of Thessaloniki for many years, giving us the advantage of accumulated operational experience. In fact, our expertise and the relationships of trust we have developed with international business partners are reflected in the fact that the main origins of the coal cargo handled include the USA, Indonesia, Russia, Slovenia, and Turkey, among other countries. “ThPA S.A. coal cargo operations continue to experience growth, as indicated in our published financial results for conventional cargo terminal coal throughput. Specifically in 2019, 352,494 tonnes were handled, while the relevant throughput in 2020 reached 360,697 tonnes (+2% on a year-on-year basis). As ThPA S.A. is a listed company on the Athens Exchange (since 2001) results for 2021 will be published within the first quarter of 2022. “The main type of ThPA S.A.’s operations in the coal cargo segment is
discharge, with the use of quay cranes, while the typical type of vessel size arriving is Handymax vessels. Our company’s arrival draft can reach up to 12 metres for certain dry bulk dedicated quays. The discharge/loading operations are executed with the use of electrical quay cranes with lifting capacity up to 112 tonnes and mobile harbour cranes with lifting capacity up to 150 tonnes. “Productivity rates can reach the level of 300 tonnes per hour per crane, meeting the needs for efficient and fast operations. To secure this competitive advantage, ThPA S.A. actively invests in the modernization of the crane equipment we utilize, with the most recent purchase of a mobile harbour crane in 2020. “Overall, when it comes to any type of conventional cargo, ThPA S.A. is committed
Athanasios Liagkos, Executive Chairman of the BoD of ThPA S.A.
to being a trusted partner for business partners looking for experience, reliability and professionalism. We provide our partners with added value and are always by their side to pursue new opportunities and grow their business activities.”
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
PORTS & TERMINALS www.drycargomag.com FEBRUARY 2022
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Port of Belledune’s Green Energy Hub leads the way to sustainable growth The Port of Belledune has been bringing in coal to support the coal generating station next door for over 25 years, with the commodity bringing the most traffic to the Port’s marine Terminal 2. At one time, the imports of coal made up almost half of the port’s overall tonnage. However, a shift has taken place and the port that was once reliant on the emissions-producing product has now diversified its import/export mix and embarked on creating and leading an innovative clean energy solution for the northern Canadian region to move away from traditional fossil fuels, called the ‘Green Energy Hub’. Since 2015, the port has worked tirelessly with strategic partners to diversify the commodities that come in and leave the country’s entry point. One such partner is the port’s stevedoring company and industry leader, QSL Canada Ltd., which has actively supported that growth and helped the Port to thrive, reaching record-breaking numbers in 2018 for tonnage and revenue received that year. The port has also developed a strategic and meaningful partnership with the First Nation communities in their region. A historic agreement that was the first of its kind for a Canadian Port Authority was signed back in 2018 titled the “Relationship, Engagement & Consultation Protocol.” The Protocol ensures the entities partner in sustainable and respectful development projects at the Port of Belledune, and it has laid down the path to a shared commitment to a process that enables better communication and stronger relationships between the port, the Mi’gmaq First Nations in the area, and any prospective project proponents. This partnership is one that has aided the development of the Green Energy Hub concept. In 2016, the Government of Canada took a hard stance on cutting out emissions-producing fossil fuels by 2030, and in 2018 launched the Canada Coal Transition Initiative to help those reliant on coal in the transition to the upcoming elimination. As one such entity, the port was able to be supported by the Canadian government in launching what has been called the ‘Master Development Plan’ or the ‘MDP’. This work has helped the team at the Port understand what is feasible and where they should be devoting their energy for growth. Identified by the experts in the MDP were two ‘gateways’ outlining possible sectors to focus on for future business
The Port of Belledune’s Terminal 2. Aerial View of Terminal 3.
generation. One of those gateways identified was ‘Transition & Renewable Energy’. Although not an energy company themselves, the port recognized the opportunity to make impactful and meaningful change, and took on the challenge, thus creating the Green Energy Hub or GEH for short. Having been shared and validated by leading industry experts, the GEH represents a circular economy that will not only increase environmentally conscious exports at the port, but it will also generate self-sufficient clean energy to power clean industry. What had once started as a concept model has grown to include leading business entities who want a stake in this project with the Port of Belledune. The Green Energy Hub is the leading solution to show how economic prosperity and environmental sustainability can be compatible, and how a region dependant on traditional energy production can pivot and embrace a new way forward, investing in long-term sustainable opportunities and growth.
The key pieces of the Green Energy Hub include a mix of using already existing biomass, renewables such as solar and wind (and the storage of energy produced by these renewables), small modular reactor fabrication, a hydrogen electrolysis project, and a carbon capture project. Each of these pieces fit into the circular model to support green industries, export more green products, and eventually provide cleaner fuel for transportation. With the creation of the Green Energy Hub, the team at the Port of Belledune has taken what could have been a huge hit to their business and turned it into an opportunity for not only themselves, but their partners and those around their region. They have positioned themselves to be the vehicle of change and are leading the way to economically sustainable environmental stewardship. The work continues to grow and those who are interested in learning more and staying up to date on the progress of this project should keep an eye on the Port of Belledune’s website and social media feeds.
Rebounding from pandemic-induced lows in 2020, total maritime tonnage through the Port of Duluth-Superior climbed to 32.9 million short tons in 2021. This total represented a 27% season-over-season increase and a 2.3% improvement over the five-season average. Iron ore, the port’s leading cargo by tonnage, led the upswing. The total taconite float topped 20mst (million short tons) for the second time in four seasons, a feat unmatched since the early 1990s. In all, 20.4msts of iron ore transited DuluthSuperior during the 2021 season, a 32.6% season-over-season spike and 11.9% gain on the five-season average. Driven primarily by Duluth-Superior’s first petcoke exports since the 1990s, the coal and petcoke category posted the biggest percentage increase compared to 2020, jumping 47% to 7.9mst.
Inbound cement tonnage also surged, more than doubling the 2020 total and exceeding the five-season average by 71.3%. General cargo at the Clure Public Marine Terminal closed out the major gainers, with Duluth Cargo Connect handling nearly 50,000 Deb DeLuca. short tons. This total exceeded the 2020 count by 4.6% and more than doubled the five-season average. Grain, the port’s number one export, suffered a steep drop to 808,498 short tons for the season. This marked an 85year low for Duluth-Superior grain tonnage and was the second lowest
seasonal grain total for the port since 1890. “We hoped for a return to normalcy in 2021 and a tonnage rebound from the pandemic-plagued 2020 season,” said Deb DeLuca, executive director of the Duluth Seaway Port Authority. “We’re still waiting on the return to normalcy, but the tonnage bounce back was pronounced, driven especially by strong demand for domestic steel. Our port continues to be a key link in North America’s supply chain, and we look forward to playing an increasingly prominent role in 2022 as we hopefully build on the bulk cargo tonnage and expand our containerized cargo services.”
PORTS & TERMINALS
Port of Duluth-Superior 2021 season summary: iron ore leads tonnage upsurge, coal and petcoke exports jump 47%
The year of 2021: coal at the Freeport of Ventspils The last year at the Freeport of Ventspils was saturated with responsible challenges and ordeals, but also with unforgettably positive moments. 2022 promises to bring no lower responsibilities.
MORE LOCAL CARGOES, COAL RETURNS The year of 2021 was full of challenges for the terminals operating at the Freeport of Ventspils. Competition for cargoes is very fierce among the stevedores at the Baltic ports, furthermore, volumes of transit cargoes
are heavily affected by geopolitical conditions. However, this year has shown several interesting tendencies. First – while the volume of transit cargoes transported via Latvia decreases, importance of local cargoes grows, and both the freeport authority and terminals are ready for a flexible adjustment to the market requirements for better competitiveness. For example, following significant investments in its infrastructure, “Kalija parks”, which was built for handling
fertilizer back in the day, now also accepts grain cargoes. Those cargo groups, that are not directly dependent on the geopolitical conditions indicate a continuous steady growth – Ro-Ro cargoes, timber products, agricultural products, liquid chemicals, metals, etc. Furthermore, the second half of the year, showed positive trends in coal handling. During the period, when Russia has directed its coal cargoes to its own ports, the Freeport of Ventspils has managed to interest coal carriers from Kazakhstan.
Maputo and Matola Drybulk Terminal plan to increase capacity operational excellence and never compromise on safety. Our operations team works closely with the customer, MPDC marine services, and the vessel agent to ensure that every operation runs smoothly and efficiently. This has led to breaking new cargo handling records – one million tonnes in September 2021. The investment in channel dredging, paired with the rehabilitation and deepening of TCM's berth to –15,4 metres, has equipped the port to accommodate bigger vessels and become more competitive in the region", explained Mbambo. The expansion plans are included in the Port of Maputo's new masterplan, which will be presented to the public in early May 2022 during the Maputo Port's DCi Conference.
FEBRUARY 2022
to 20mt per annum in the long run. This enhances South Africa's miner exports on a year-on-year performance basis, increase volume exports by existing port users and promote port access to new users. In anticipation of growing demand for exports, TCM commenced with infrastructure, plant and equipment rehabilitation and replacement in 2009 which included deepening of the berth and quay offset. An amount of US$128.7 million has been invested to date. The expansion of GML’s capacity is underway and the feasibility study for the planned expansion project at TCM has already been completed. Critical to both projects is unlocking road and rail bottlenecks along the corridor. “As a team, we are focused on
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The global coal demand, which peaked in mid-2021, is still reaching price record highs due to the major surge in coal prices worldwide. In response to the increasing demand for export capacity, the Maputo and Matola Drybulk Terminals (GML and TCM), the sub-concessions of the Maputo Port Development Company (MPDC), are considering the expansion of their footprint. “We are pleased GML’s throughput will be increased from the current capacity of 1.5mt [million tonnes] per annum to 4.5mt per annum in the first half of this year,” said Xolani Mbambo, CEO of Grindrod Freight Services, “an increase of 200%.” TCM’s current capacity of 7.3mt per annum will be increased to 12mt per annum in the short to medium term, and
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NEWS ENGINEERING & EQUIPMENT www.drycargomag.com FEBRUARY 2022
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Two Konecranes Gottwald Generation 6 mobile harbour cranes ordered by Port of Bandirma in Turkey Turkish terminal operator Çelebi Bandirma Uluslararasi Limani Isletmeciligi A.S. (Çelebi Port of Bandırma) has ordered two eco-efficient Generation 6 Konecranes Gottwald mobile harbour cranes for their terminal on the coast of the Sea of Marmara, Turkey. The order was booked in November 2021. The cranes will be handed over in July 2022. Based in Istanbul, Celebi Holding’s seaport management division operates the terminal at the Port of Bandirma, offering a wide range of port services. The two new Generation 6 MHC will serve the port’s upcoming expansion plans, helping the port to increase its bulk handling and improve its management of general cargo and containers. “These two new cranes will increase our productivity, lower our total operating costs and take us to a higher level of eco-efficiency at Çelebi Port of Bandırma. Moving forward, we’re convinced that the new Generation 6 cranes will deliver the performance we need to best serve our customers across the region,” says Can Çelebioglu, Chairman of Çelebi Holding. The two Generation 6 cranes delivered to Çelebi Port of Bandırma will be Konecranes Gottwald ESP.7 mobile harbour cranes, with a working radius of up to 51m and a lifting capacity of 125 tonnes. They feature a high tower cab for an excellent view over the working environment and strong lifting capacity curves for high handling performance. Both cranes are equipped with a fuel-optimized diesel engine and an external power supply. When the cranes are connected to the harbour mains, their overall efficiency will be very high, with no local exhaust emissions and less noise. “This order demonstrates the confidence Çelebi Port of Bandırma has in our brand and the value of our products as we continue to build a solid presence in Turkey,” says Hans-Juergen Schneider, Regional Sales Manager for Konecranes
Port Solutions. “Our new Generation 6 cranes offer the flexibility and reliability customers demand combined with the latest in eco-efficiency.” This contract is part of Ecolifting™, Konecranes’ vision to increase its handprint — meaning the beneficial environmental impact that can be achieved with the product and service portfolio — while reducing customers’ carbon footprints. From eco-optimizing diesel drives, to hybridization and fully-electrified fleets, Konecranes continues to do more with less. A strong focus on customers and commitment to business growth and continuous improvement put Konecranes at the forefront of the lifting industry. This
is underpinned by investments in digitalization and technology, plus the company’s work to make material flows more efficient with solutions that decarbonize the economy and advance circularity and safety.
ABOUT KONECRANES Konecranes is a respected 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 2021, group sales totalled €3.2 billion. The group has around 16,600 employees in 50 countries.
NEWS
Multi-commodity portal scraper reclaimers successfully commissioned in Japan
ENGINEERING & EQUIPMENT
TAKRAF portal scraper reclaimer, multi-commodity, 1,100tph, Japan.
A
same warehouse — a dedicated safety and anti-collision system was implemented and extensively tested. Each reclaimer is designed to scrape up to 1,100tph (tonnes per hour). With a rail gauge of 52m and a double-boom system (main and auxiliary boom in line),TAKRAF’s reclaimers are state-of-the-art machines and some of the largest built. An interesting feature of each reclaimer is that each machine has a dedicated platform to carry a small bulldozer, which it can drop off at any location along the stockpile for cleaning purposes. During the complex commissioning process, the TAKRAF team had to overcome multiple challenges and obstacles including travel and entry conditions into Japan as a result of the
pandemic. Wolfgang Schilling, Senior Project Manager – TAKRAF Germany, had this to say from site upon successful commissioning, “During commissioning, the close co-operation between all parties involved was essential to ensure success. These commissioning circumstances and conditions were indeed extraordinary and very challenging. The efficiency and teamwork shown by all stakeholders under these arduous conditions was something to behold and I would like to personally thank the entire project team, particularly the site team, for their continuous contribution, patience and support. Successful commissioning of this project only serves to entrench TAKRAF scraper reclaimer solutions as the best in the business!”
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t the end of 2021, TAKRAF completed the hot commissioning of four portal reclaimers in Japan. The reclaimers form an integral part of the materials handling feeding system for a new multi-commodity power plant. This advanced new plant will be fired by a combination of thermal coal and woodchips/biomass with TAKRAF scraper reclaimers located within the multicommodity warehouse, which is divided into two sites (North and South). The reclaiming system is able to convey material from one warehouse to the other, which means that with this flexibility, the system can be used to restore or, if required, mix material. Due to the redundancy required — two reclaimers are required to work on the same rail in the
Maritime electrification plant Echandia opens branch in Norway Storeng has an extensive background from the maritime and transport industry in Norway and abroad. Norway is a front-runner in maritime electrification. Of the total number of fully electrified vessels globally, as much as 36% operate in Norwegian waterways
with no other countries coming close. As such, Norway is an important market and will continue to lead the way on the path to a zero-emission global fleet. Echandia is a respected developer of zero-emission energy solutions for heavy-duty maritime electrification.
FEBRUARY 2022
Swedish company Echandia, a major developer of battery systems for maritime electrification, expands in the Norwegian market through the appointment of industry veteran Roy Storeng to lead the business development for Echandia in Norway.
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NEWS ENGINEERING & EQUIPMENT www.drycargomag.com FEBRUARY 2022
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Clean and green: electrically driven cranes from Seram Crane manufacturer Seram has been in business for over 40 years, during which time its customers have benefited from the profitability and efficiency of its machines. The company is now responding to today’s environmental concerns by offering an electrically driven crane. The benefits of a Seram solution include:
energy to lift the load, not the boom/load combination; v up to 50% of a conventional electric crane; v up to 80% of a diesel conventional crane; and v hydraulic cylinders are identical and interchangeable with rod design cast of one piece.
ANSWERING ENVIRONMENTAL CONCERNS WITH AN ELECTRIC DRIVEN CRANE: v no exhaust released into the atmosphere; v no internal combustion engine oils, lubricants or coolants to manage; v lower energy consumption through the equilibrium design (balanced boom); and v noise reduction.
INCREASING LIFE CYCLE WITH EXCEPTIONAL LIFETIME AND RELIABILITY OF COMPONENTS: v balanced booms result in a major portion of the weight being directly over the centre of the crane, reducing structural stress; v high-pressure hydraulic system operates at a reduced operational pressure (420 bar design operating at an average of 180 bar); v hydraulic unit equipped with load sensing distributor & variable flow pumps; v increased service life of hydraulic system components; v low noise level; and v reduction in hydraulic oil temperature rise.
LOWERING COST OF OWNERSHIP WITH ELECTRIC DRIVEN & BALANCED BOOM OPERATION: v electric vs. diesel results in a lower cost of energy; v balanced boom leads to reduction in structural stress; v balanced boom requires only enough
INCREASED PRODUCTIVITY: v electric-driven prime motor; v reduced downtime due to no internal combustion engine maintenance; and v balanced boom reduces structural stress and fatigue, greatly increasing the life cycle while reducing operational downtime. WIDE SELECTION OF SUPPORTS FOR THE CRANE: v fixed pedestal — where the base is anchored to a concrete foundation; v free standing — which has no anchoring at the base, facilitating relocation; v trolley — which is rail-mounted for lateral movement; v gantry — which is rail-mounted for lateral movement while allowing transportation equipment to pass under the crane; v crawler — providing total autonomy of the crane through diesel power while operating under electric power; and v barge — offering marine mobility and an economical alternative to construction of a dock.
Rugged Energy & Data Transmission Systems Motor Driven Reels • Monospiral and Level-Wind configurations • Rugged and dependable magnetic coupler for dusty environments
Cable Festoon • Corrosion-resistant, long-life rollers; precision sealed bearings • Systems customized for the application • Preassembled option, for easy installation
Conductix-Wampfler has one critical mission: To keep your bulk material handling operations running 24 / 7 / 365. You need proven, worryfree energy solutions - and Conductix-Wampfler has them. Our systems provide reliable electric power and water to stacker/reclaimers, barge and ship loaders/unloaders, bulk conveyors, tripper systems, and gantry cranes. Conductix-Wampfler systems are rugged, low maintenance, and timetested in tough, dusty environments. All products are backed by the largest sales and service network worldwide! www.conductix.com
Slip Rings • Allow infinite rotation • Combined power, control and media (water, air, oil, vacuum, other) • Available with ATEX and SIL 3 certification
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Mexican terminal operator orders Konecranes Gottwald Generation 6 mobile harbour crane As well as containers, the new Generation 6 Konecranes Gottwald mobile harbour cranes at the Port of Veracruz will also handle general and project cargo.
Mexican terminal operator Grupo CICE (Corporación Integral de Comercio Exterior S.A. de C.V.) has ordered an ecoefficient Generation 6 Konecranes Gottwald mobile harbour cranes for its terminal in the Port of Veracruz on the shore of the Gulf of Mexico. This is a first order for this type of crane for CICE, but it will be its tenth Konecranes Gottwald mobile harbour crane delivered during its 30 years of operations. The order was booked in December 2021 and the crane will be delivered in April 2022. CICE provides port and logistics services since 1991 at several locations in Mexico from its head office in Veracruz. The Port of Veracruz is the oldest and largest port in the country and includes CICE’s largest facility. With a continuing expansion of terminal capacity, CICE is looking to upgrade its equipment with a high-capacity crane that can handle both containers and general and project cargo. “We are expecting larger vessels to call at our terminal in the Port of Veracruz, so we need to invest in a larger crane. We have operated nine Konecranes Gottwald mobile harbour cranes over the last 20 years, and have been very satisfied with
their performance and reliability. So Konecranes Gottwald has been the first choice in this crane acquisition process. This new Generation 6 crane, which will be crane number ten, promises even more handling capacity and service life,” says Leoncio Perez, CEO at Grupo CICE. The new Generation 6 crane will be a Konecranes Gottwald ESP.9 mobile harbour crane, with a working radius of up to 61m and a lifting capacity of 125 tonnes. It features a tower extension for reaching higher container stacks on deck and a better view of the vessels and working environment. It provides a strong lifting capacity curve for high handling performance and an A7 classification in container handling for a long service life. “CICE’s reaching of this milestone with us demonstrates the confidence they have in our brand and the new Generation 6 cranes as we move forward in a solid business partnership that has been going strong for over two decades,” says Andreas Moeller, Senior Sales Manager Mobile Harbor Cranes, for Konecranes Port Solutions. “This new crane also underlines how we adapt to changing customer needs,
particularly with regard to crane size and handling performance,” adds Marc Wellenberg, Regional Sales Manager for Konecranes Port Solutions. “It opens another chapter in the success story of Konecranes in the Americas, as the eyes of customers in the region are opening to see the benefits of our new Generation 6 mobile harbour crane.”
ABOUT KONECRANES A strong focus on customers and commitment to business growth and continuous improvement put Konecranes at the forefront of the lifting 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. Konecranes is a respected 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.
mhl 390 F-SERIES
Discover More Fuchs World-Class Material Handlers
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MHL390 F · Technical Data Engine Power: 300 kW · Operating Weight w/o Attachments: 110 t · Reach: max. 24.5 m
STRONG. RELIABLE. EFFICIENT.
ADVICE
When it comes to finding an explanation for a big difference in price for apparently identical products other than one carries a big brand name and one does not, a common assumption is that you are ‘paying for the name’. Another common misconception is that big brand name manufacturers apply much bigger profit margins. Yet another is that products imported from Asia are of a similar quality but cost less because labour costs in Asia are much lower. In reality, none of these theories stand up to scrutiny. Certainly in the case of conveyor belts, the very high level of automation nowadays means that labour costs do not make a significant difference to the ultimate selling price. In terms of excessive profit margins, the fact is the extreme levels of competition in the market mean that a big brand conveyor belt manufacturer simply would not survive if they tried to apply high margins. In fact, they could only dream of having a profit margin that even comes close to double figures! Especially when it comes to brand names, the conveyor belt market should never be compared with the fashion industry. Buying power is also not a reason because unbranded manufacturers who compete on price rely on mass production on a huge scale. They also have an additional advantage because manufacturers located outside of EU member states and the UK are not subject to EU regulation concerning the use of hazardous chemicals during the manufacturing process or the use of Persistent Organic Pollutants (POPs). This provides them with an open door because they are free to use unregulated raw materials that cost much less on the global market than their regulated counterparts, even though those same materials may be entirely prohibited or at least have strict usage limitations within the European community. Strong brand images are built up over many years based on producing belts with much higher quality standards and lowest ‘whole life cost’ compared to those at the middle and bottom end of the market. That quality has also had to stand the test of time, 100 years in Dunlop’s case. A big brand name is only as strong as the quality and value for money consistently provided by its products. When you think about it, big brand companies should actually be applauded for being prepared to be held accountable for their products. They are brave enough to have their names on them whereas cheap import goods with no name have little or no accountability at all. When unbranded products fail or simply disappoint, there is nowhere to seek recompense. Where there is no name there is no shame.
Bedeschi takeover of Berga Golfetto Sangati bulk handling activities from Golfetto Sangati srl
FEBRUARY 2022
ENGINEERING & EQUIPMENT
NEWS
CONVEYING
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Conveyor belt pricing – are you paying for the name?
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Bedeschi S.p.A. has announced the takeover of Berga Golfetto Sangati bulk handling activities from Golfetto Sangati srl. This deal fits perfectly in the Bedeschi strategic expansion plan aimed to cover the widest possible range of industries with its bulk handling solutions and products. Golfetto, Sangati and Berga represent Italian excellence in the grain material handling with a long successful history
and strong presence in the market. This, combined with Bedeschi’s own capabilities, will offer customers new and enhanced possibilities to grow their business effectively, with the highest consideration being paid to environmental protection and new standards in automation. From 1 January Bedeschi, is in charge of all activities related to engineering, production and after-sales support for
bulk handling equipment previously sold and operated under the brand names of Berga, Sangati, Golfetto and will acquire the brand Berga. With this acquisition, Bedeschi will round out its ability to provide turnkey systems for grains & oilseeds high capacity handling. Over 30 years of experience and references worldwide will be integrated in Bedeschi structure to provide wider expertise and an extensive solutions range.
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Latvians can! An innovative bulk solution for handling services has been developed Developing Latvia’s export capacity requires local companies that are able to offer innovative goods and services to international customers with high added value. One such company is GRAVITI, a company that was established only two years ago, but already provides reliable, innovative products for more efficient, faster and more cost-effective handling of bulk cargo not only in major Latvian terminals and ports, but also in the international market, such as Georgia and In Russia.
PRODUCT — FROM LOCAL INNOVATION TO A GLOBAL OPPORTUNITY
The company offers self-discharging containers for handling bulk cargo such as minerals, grain or pellets. The main innovation of this product is the remotely opening bottom of the container, making it easy and quick to unload the cargo to its intended place. This saves a lot of time. For example, loading grain into the ship’s hold with the GRAVITI solution will be up to 70% faster. This type of transhipment also reduces CO2 pollution and saves up to 35% on unloading costs, which is especially important during a pandemic, as all companies are looking for ways to optimize OPEX and CAPEX. “Graviti discharging containers are suitable for most bulk cargoes, and they do not require special, additional equipment — a crane, a container grab can be enough. The opening of the container bottom doors is controlled remotely and closing is secured with the help of hydraulic cylinders,” says Dinis Khrushchev, one of the co-owners of GRAVITI. The system also allows two or more cranes to be used simultaneously during handling. A 30m2 container with common design and a transfer rate of 450tph (tonnes per hour) is available, saving 25% on loading costs, and a 40m2 container with a common design and a transfer rate of 650tphr, saving 35% on loading costs. Overall containers can secure 1.5 times more productivity than standard handling methods and are emptied in 30 seconds.
INNOVATIVE PRODUCT AUTHORS AND FEBRUARY 2022
THEIR CUSTOMERS
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Of course, such an innovative product would not have been possible without bright minds and great entrepreneurial spirit. The company was created just two years ago, combining advanced technical knowledge with a business vision. One of the founders of GRAVITI is a second-
GRAVITI self-discharging containers at "Riga Central Terminal" (RCT). generation metallurgist with an education in engineering, and the other is an entrepreneur-visionary. Combining existing knowledge, experience and creativity, they have created a solution that significantly (up to 1.7 times) speeds up bulk loading by optimizing routine operations in ports, terminals and international cargo handling markets. When the product was developed, the company started delivering the first containers to Latvian buyers. The first customer to believe in the GRAVITI project was the experienced stevedoring and cargo handling provider GS Stividoring Ltd., which purchased six 40m3 containers and quickly became convinced that they provided a significant advantage over competitors. In total, more than 30
containers were delivered to Latvian buyers and the company carefully monitoring their operations, during that time have not received any complaints about the performance of containers! Olegs Vonogs, Technical Director of GS Stividoring, said the company needed to come up with new solutions to optimize processes and reduce costs, and GRAVITI offered solution that increased handling speeds by 10-15% and reduced the cost of the entire process. “Transport costs also decreased, as we were able to reduce the number of trucks for cargo transportation, instead of moving containers with one port tractor. In general, the funds invested in the purchase of containers paid off within a year and a half.” The company’s representative also emphasizes the high
GRAVITI containers are being delivered to “AP Terminals Poti” in Georgia.
GRAVITI has developed a complex solution for the Georgian company AP Terminals Poti to ensure stable and fast bulk handling. By delivering a total of 8 containers, GRAVITI has enabled the terminal to reduce its handling costs by approximately three times compared to conventional bulk handling solutions.
PROGRESS AND VISION FOR THE FUTURE In 2021, GRAVITI containers were used for loading more than 100 ships. The volume of transshipped cargo is 1.5mt per year. In addition, during these two years of operation, no complaints have been received about the performance of containers, no repairs required and no containers have been returned by customers. In addition to cost-effectiveness and benefits for customers, the GRAVITI solution has the advantage of being environmentally friendly, which is increasingly valued by both local and international customers, and will keep growing, considering importance of climate change, making GRAVITI stand out from other handling solutions. The company is currently continuing to explore new export markets, claiming GRAVITI containers as a new export product worth of being located in the world’s largest ports around the world.
ENGINEERING & EQUIPMENT
emphasizes Ildars Mannanovs, Head of Container and Bulk Cargo Handling at Riga Central Terminal (RCT). Riga Universal Terminal (RUT), which handles more than 3mt (million tonnes) of cargo per year, including bulk cargo handling, has already used GRAVITI containers multiple times. RUT also handles food bulk cargo, so less pollution of cargo, which is ensured by selfdischarging trucks, is a particularly important aspect for the company. On the other hand, Viesturs Ošenieks, Head of the Technical Department of Riga Universal Terminal (RUT), points out, “the containers offered by Graviti have proven to be a good and efficient technology, and I would like to compliment the company for such an innovative solution.” Following GRAVITI’s contribution to more optimal port and terminal operations at home market, the company’s potential was also recognized by international customers, from Georgia and Russia.
NEWS
unloading speed, an average of 350tph, the ease of use of containers, attractive design, as well as relatively low maintenance costs. The first customer was joined by several others, including the largest multifunctional stevedoring company in Latvia, Riga Central Terminal (RCT), which has now become a regular customer of GRAVITI and has been using the company’s services for a year and a half. In addition, RCT carried out prototype tests on the first GRAVITI container at its terminal. RCT handles various types of transit cargo on a daily basis, and a significant part of this cargo is bulk. In order for the terminal to operate more efficiently, GRAVITI provides equipment rental, allowing RCT to carry out fast and optimized transshipment of bulk cargo without additional financial investment. “Co-operation with GRAVITI is very beneficial for our company, and it allows us to significantly increase our competitiveness in the market,”
Bulk cargo loading at the terminal in Vecmilgravis.
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coal handling equipment and technology in the spotlight
ENGINEERING & EQUIPMENT
All systems go
High-performance thyssenkrupp rotary car tippler.
thyssenkrupp: efficient equipment for entire coal handling process plastics and dyes. Both ammonia and methanol can be synthesized from brown or hard coal, while fuels are produced with coal-to-liquid processes. These industrial processes rely on a reliable logistics network that links the mine with the plant. The need for long-distance transport has led to the development of specialized rail and port infrastructure for import/export terminals. Coal deposits are often located in more remote areas and transport by train or ship becomes necessary to feed the plants and power
stations. Countries which do not have their own coal deposits, or where the coal demand exceeds national supply, need to import the coal they require by sea. The vessels bringing the coal are loaded at export terminals which are equipped to receive the bulk material from open pit mines and transfer it onto ships. Import terminals have to be developed to unload the coal and direct it onwards to the industrial user. thyssenkrupp Mining Technologies is one of only a few companies in the world
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Coal represents a major portion of dry bulk which is transported around the globe today. Alongside other fossil fuels such as natural gas and oil, it remains an important source of energy in many parts of the world. The production of steel still depends on coke, which is one of the most important products derived from hard coal. Coal tar, a by-product of the coking process, is an important raw material for the chemical industry. The aromatics and carbolic acid which are derived from it, are used for the manufacture of a variety of
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Louise Dodds-Ely
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ENGINEERING & EQUIPMENT
Bucketwheel stacker/reclaimer at an import terminal.
able to supply the plant and handling equipment covering the entire logistical network from mining, to the transportation and handling of coal. In the mine this encompasses bucketwheel excavator systems, in-pit crushing systems and belt conveyors. Further down the line there are train loading and unloading stations, stockyard equipment, blending beds, shiploaders and ship-unloaders as well as conveyor systems within power plants, steel mills and other industrial plants. At various nodes, stockyards function as a temporary storage facility for the material and also act as a buffer between different modes of transport and plant processes. Specialized machines perform the task of stacking the material onto stockpiles, and
MY
Shiploader at an export terminal.
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ENGINEERING & EQUIPMENT
Grab ship-unloader at import terminal. mode of operation yields the best results. In each case, the stockpile design and stacking method must be selected to suit
the particular application. The rail network functions as an efficient link between mine, harbour and
Steel bridge of pipe conveyor for inplant transport with, inset, pipe conveyor system inside the steel bridge.
www.drycargomag.com FEBRUARY 2022
reclaiming it again when required. The design of the stockyard and the machine types which are selected depend upon the process and function of each particular facility and its unique local requirements, climatic conditions and restrictions. Stockyard layouts at harbours, for example, are generally subject to tight spatial constraints and are required, from an operational perspective, to minimize the time required for loading a ship. For this reason, they tend to use high-capacity bucketwheel stacker-reclaimer combination machines. By contrast, a power station requiring lower throughputs and subject to strict environmental constraints due to its proximity to urban areas, may opt for a circular stockyard which is completely covered with a roof to minimize noise and dust emissions. Strict regulations may also motivate the selection of pipe-conveyors inside such a power plant because the material is not exposed to the environment. At mines or chemical plants, where the composition of the material must be controlled according to the requirements of the end user, stockyards are used for homogenization or blending different grades of material. In such cases machines such as bridge or drum reclaimers are employed because their
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ENGINEERING & EQUIPMENT
Stacker and full portal scraper at a stockyard of a steel plant. plant. Rail loading stations transfer the material onto trains for outward transport, while ensuring the optimal filling of individual wagons. At the destination, the unloading of the train is done by tippler systems which tip and discharge the material from the wagons. The design of the installation and choice of a suitable tippler depends on the specifics of the
FEBRUARY 2022
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Stockyard machines at a power station.
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application. Tipplers are constructed in a number of different geometries, with implications in terms of cycle time, plant infrastructure and compatibility with rolling stock. Side-tipplers are generally less costly to install, while rotary tipplers are selected for high-performance applications requiring higher throughputs. At terminals for transshipment, the latest rotary tippler
installations can unload four wagons simultaneously without the units being uncoupled from the train. With such machines, the whole unloading process can be automated to a high degree if the appropriate logistical arrangements are made. At the export terminal, the material supplied by the mine is temporarily stored
Challenge your material limits Nothing should stand in the way of your productivity – least of all the materials you move. With our compact Hägglunds direct drive systems, you can adapt easily to the job at hand, taking advantage of full torque at an in昀nite range of speeds. And should an overload try to stop you, the drives’ low moment of inertia and quick response will keep your machines protected. We’ll support you too, with an agile global network and smart connectivity to bring you peace of mind. Driven to the core.
Hägglunds is a brand of Rexroth. www.hagglunds.com
ENGINEERING & EQUIPMENT
Train loading station.
destination, whether by road, rail or ship. Various types of specialized machines can be used for the unloading of ships, with the choice of suitable equipment depending on factors such as material properties, product variety and throughput that must be handled. Continuous unloaders, equipped with bucket elevators, are excellent for handling coal and operate at a high level of efficiency. The time lost in the manual cleaning of the hold is kept to a minimum through careful optimization of the unloading procedure. Where a greater variety of materials must be handled, grab unloaders offer greater flexibility; in some cases, the machines may even be used for
loading vessels. The unloading process of grab unloaders is more time consuming, however, due to its cyclical nature. In conclusion, it must be restated that coal remains an important raw material for a large number of industries globally. This generates a continued demand for logistical infrastructure to transport coal from the mine and deliver it to the end user. thyssenkrupp offers its customers a complete service, relying both on its vast experience in this field whilst also remaining committed to innovation and the optimization of its products; a partner that forms a vital link in the path from pit to plant. Two continuous ship-unloaders at an import terminal.
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in the stockyard. The stockpiles are generally segregated on the basis of origin and grade of material, a procedure which allows the product of a particular supplier to be dispatched to the correct customer, or for the mixing and homogenization of different qualities according to customer requirements. When a ship arrives at the harbour, the material earmarked for that shipment is transferred from the stockyard and loaded onto the waiting vessel by means of a shiploader. thyssenkrupp offers the full range of shiploader configurations to cater for most customer requirements; this includes radial, slewing, co-ordinate, linear and stationary type machines. Port handling equipment must be designed to perform a range of motions and adjustable reach to ensure sufficient flexibility for each particular application. This is important because the machine must cope with the full range of shipping that can be expected, both in terms of size and configuration. For coal, the ship size tends to vary from 35,000dwt to 250,000dwt. High capacity machines are required for coal export to minimize the time vessels spend in the harbour and the resulting costs. The function of the import terminal is to unload the incoming cargo vessels and dispatch the product to the next
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ENGINEERING & EQUIPMENT www.drycargomag.com FEBRUARY 2022
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One-stop-shop for energy and data management systems for coal handling equipment along the process and transport chain
Today, coal still represents a major proportion of all dry bulk. It is extracted from either an open surface cutting or through underground mining and is typically processed prior to be stockpiled. Millions of tonnes of coal are handled yearby-year and Conductix-Wampfler, with its prominent position into the world market for energy supply and data transmission systems to mobile machinery and equipment, is the ideal choice for engineering, design, manufacturing and installation of customized solutions to suit a wide range of applications. Conductix-Wampfler’s extensive range of solutions, including motor-driven cable and hose reels, cable festoon systems, conductor rail systems, slip ring assemblies and rotary joints or energy storage systems, data transmission solutions and radio remote controls is present at all stages of bulk materials handling and storage processes contributing to safe, efficient and trouble-free operations. Machinery and equipment in longwall mining, open pit mining or drill & blast applications reliably perform their service due to proven and robust power supply
Jay Radio Remote Controls enable a safe work environment for operators of a coal shearer at Tiandi Shanghai Mining. and data transmission systems.
COAL IS TRANSPORTED BY TRAIN FOR PROCESSING AND TRANSFER TO STOCKYARDS IN BULK PORT TERMINALS.
Coal is transported in rail wagons that are moved by ‘wagon pushers’ moving the
wagons under hoppers to load material or to wagon dumpers for unloading. So far, those pushers were diesel powered, but in this area, too, a reconsideration of solution approaches is taking place. Conductix-Wampfler is strengthening partnership with OEMs and end-users
ENGINEERING & EQUIPMENT
supporting a conversion to electrically driven machines by means of cable reeling systems, conductor rails or energy storage devices like batteries including efficient charging solutions.
Fastening device EPIROC VIPER series 270 used on drill and blast applications to mount trailing cable reeling system
ENGINEERING & EQUIPMENT FEBRUARY 2022
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Brand new solution to electrify shovels that is already successfully tested at various shovel types and deployed into the market.
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Customer trustworthiness and preference for Conductix-Wampfler products is proven along the years. Recently, the company received an order for the complete refurbishment (new equipment and services) of two existing Level Wind Reeling Systems in Australia on Anglo Coal’s Stacker Reclaimers at Lake Lindsay, replacing them with the new ARGO solution developed at ConductixWampfler’s Center of Excellence in Italy.
WITH THE USE OF SHIPLOADERS TO BULK PORTS AROUND THE WORLD
On belt conveyor systems coal moves from stockyards and reaches shiploaders that load it onto vessels for shipment to various port locations all around the globe. In bulk port terminals reached, coal will be unloaded and will be transferred to various plants for transformation. Coke oven plants are one of the important segments in coal transformation and Conductix-Wampfler has built strong partnerships with big OEMs like Paul
ENGINEERING & EQUIPMENT
Material processing through coal crushers ‘crushing’ material in rail wagons. wagon pusher reliably supplied with energy via motor-driven cable reel.
Conductor rail systems for power supply of wagon pushers
FEBRUARY 2022
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Wurth, Thyssen Krupp Industrial Solutions, SMS Group (just to name a few) with regular supply and continuous service of cable reeling systems among other solutions. Experienced people can customize solutions according to individual requirements and adapt standard
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Martin Engineering, the bulk handling industry’s leading authority on conveyor efficiency and productivity, offers you and your team a wide variety of virtual or in-person training and education alternatives conveniently accessible via our online Foundations™Learning Center. The many training options within the Learning Center bridge the theoretical and the practical — providing the information necessary for the proficient operation and maintenance of your conveyor system. This expertise gives you the essential, real-world knowledge needed to identify, understand, anticipate and resolve your specific conveying issues. Training is fundamental to reducing losses related to injuries, fugitive material, component failures, and so much more. When unplanned downtime is minimized, productivity and profitability are maximized.
Live and On-Demand Webinars Self-Paced Online Training Customized Zoom Sessions In-Person Classroom Sessions On-Site Training Seminars Download Text Books and eBooks PDH and CEU Qualifications
Martin Engineering. Learn why. Know how.
For direct access to our variety of expert training programs and professional development options, visit martin-eng.com and click Learning Center.
ENGINEERING & EQUIPMENT
Conductix-Wampfler’s new ARGO level wind reeling system with rigid chassis and drum, guiding devices, anchoring devices, HV+LV+FO connection boxes and a wide choice of drives.
solutions to any further needs with advanced designs and efficient, highquality manufacturing at ConductixWampfler’s specialized facilities. Thanks to a global presence and experienced sales and service network the company is the partner of choice for OEMs as well as endusers to support their production maximization and improve material transportation’s efficiency.
FEBRUARY 2022
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Motor-driven cable reeling systems ensure a reliable operation of shiploaders at Ha Tinh plant in Vietnam.
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ENGINEERING & EQUIPMENT
Blug grabs for coal handling — and so much more
FEBRUARY 2022
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Since it started operating in 1965, BLUG has been a world-renowned for the design and manufacture of industrial handling equipment — such as orange peel grabs, clamshell grabs and tongs with their different working mechanisms, hydraulics, electro-hydraulics and mechanics. BLUG machines are designed to guarantee a long useful life and low maintenance costs, being able to work in the most adverse and repetitive conditions. The company offers an excellent aftersales service of repair and maintenance of the machines both nationally and internationally. In addition, it offers spare parts in a very short period of time.
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MARKET CONSOLIDATION As mentioned above, BLUG is known not only for its longevity in the industry, it is also renowned for the quality of its R&D activity, which has been a key part of its work. Its focus on R&D has enabled it to remain up-to-date with all the latest developments relating to new technologies, new designs, improvements in manufacturing materials, etc. All this and the experience gained by the company itself over the years has made the end-user bet on BLUG products during all these years.
WHO ARE BLUG’S PRODUCTS FOR? BLUG’s products are focused on sectors such as coal handling, agriculture,
construction, recycling, iron and steel, cement and port, with customers ranging from a small engineering company to a manufacturer of overhead cranes, logistics services, end customers, etc...
RECENT TECHNOLOGICAL DEVELOPMENTS: GIITS SYSTEM The wireless GIITS system (Grab Intelligent Interface and Transmission System) enables secure, real-time communication between the orange peel grab/clamshell grab and the crane’s PLC. It consists of a transmitter/receiver assembly to simplify wiring and improve the quality of operating information, opening the door to possible automation. The main advantage of GIITS technology is that automation of manipulators is made much simpler and cheaper. It even opens the door to the modernization of equipment that does not have the necessary electrical wiring in the reel. FUNCTIONALITIES v orange peel grab/clamshell grab and/or crane signal collection; v configuration and basic display of signals; v interconnection of signals from different equipment wirelessly (Master-Slave); and v interconnection with DIGITAL BLUG.
SPECIALIZED IN COAL HANDLING Coal represents a significant volume of the bulk product handled in ports; historically, it’s been one of the star materials more usually handled by grabs and therefore, grab solutions have suffered a continuous evolution and specialization to improve this material’s loading cycles. Based on a 0.8–0.9 T/m3 average density, the Blug range for coal handling offers a wide variety of options depending on the crane and capacity requirements. The key factor to obtain a fast return of investment for this kind of applications is to optimize grab’s capacity/self weight ratio and offer the highest lifetime versus purchase, start-up and maintenance costs. The C4, CV2 and CM4 grabs are the most representative models of Blug clamshell grabs for coal and bulk handling applications.
RECENT COAL HANDLING PROJECTS In terms of coal handling deliveries during 2021, BLUG supplied a 13m3-capacity rope-operated clamshell grab for a Romanian port and two 20m3-capacity rope-operated clamshell grabs for the Spanish market. Currently, ten more four rope grabs are being tendered for different international ports.
www.ramspreaders.com
ENGINEERING & EQUIPMENT www.drycargomag.com FEBRUARY 2022
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STORMAJOR® application prevents spontaneous combustion in coal stockyards In cooperation with AUMUND Asia (H.K.) Ltd (China), responsible for the Asian Sales Area, SAMSON Materials Handling (AUMUND Group) has recently supplied a STORMAJOR® 2.0 to a Japanese company for the handling of coal at its chemical plant in Indonesia. The site, located in Banten province, is a specialist manufacturing facility producing various chemicals for the global supply chain. Coal is delivered by seagoing vessel, then it is offloaded and stored in the facility directly. During storage, the coal can spontaneously combust due to its quality. The STORMAJOR® designed and delivered by SAMSON manages the continuous in- and out-loading of the coal, whereby the coal is cooling down and hot spots will be avoided. The situation before: in 2018, a coal fired power plant was opened to support the chemical manufacturing operations. This 2 x 151 MW facility is located on the periphery of the production plant with its own covered coal stockyard. The environmental conditions, if not ideal, can cause hot spots of burning fuel. These hot spots, if left untreated, can spread, resulting in a potentially dangerous situation and a loss of usable product. To combat this, the operating company has been using a combination of excavators and dump trucks to move the coal out from the covered storage area to an external uncovered stockpile. Once the coal has cooled down, the reverse process occurs and the excavator loads a dump truck to take the material back into the covered area before another excavator manoeuvres the material back onto the covered stockpile. This movement, along with manipulation from an excavator on the external pile allows any hot spots to be dealt with. Prior to the purchase of the SAMSON STORMAJOR® 2.0, a number of excavators and dump trucks were being used to move the material, this double handling was time consuming and tied up a lot of resources. They identified a need to simplify this process and worked with AUMUND Asia and SAMSON on providing a simple, cost effective and reliable solution, a STORMAJOR® 2.0. The situation today: after detailed review by SAMSON product specialists, a track-mounted, self-powered, 450 series STORMAJOR® with a 27m boom was selected. The STORMAJOR® could be positioned with the reception feeder inside
Example of a STORMAJOR® 2.0 operating in an outdoor stockyard for coal (photo: SAMSON Materials Handling). the facility and the boom outside allowing the excavator to load the material transported outside directly onto the coal pile. Keeping the STORMAJOR® in place and turning the machine around, it could subsequently feed cooled coal back inside onto the covered stockpile. The versatility of this machine allows the company to reduce the number of truck movements and the number of personnel needed in the coal facility, thus reducing operating costs, increasing material yield and improving operator safety. The STORMAJOR® is the Samson® Material Feeder combined with an outloading boom conveyor, which can slew and luff. The feeder and boom are combined into a single mobile machine. Mobility is achieved via self-powered tracks for uneven terrain or wheeled units designed to be towed. Three different types are available on the feeder section to enable the handling of light to heavy bulk materials. The modular outloading boom can be up to 27m long and achieves stockpile heights of over 11m. Dust control can be achieved by fully enclosing the material feeder and belt conveyors then employing integral filter units mounted on the feeder and boom. In addition, for certain applications a telescopic discharge chute can also be fitted to the boom to allow dust free loading. The feeder is able to accept material
delivered by numerous methods such as a front end loader, tipping truck, mining dump truck, grab and excavator. This makes the STORMAJOR® a truly versatile machine with various applications including stockpiling, barge or ship loading, rail wagon loading, transfer or emergency material feeding.
ABOUT THE AUMUND GROUP The AUMUND Group is active worldwide. The conveying and storage specialist has special expertise at its disposal when dealing with bulk materials. With their high degree of individuality, both its technically sophisticated as well as innovative products have contributed to the AUMUND Group today being a market leader in many areas of conveying and storage technology. The manufacturing companies AUMUND Fördertechnik GmbH (Rheinberg, Germany), SCHADE Lagertechnik GmbH (Gelsenkirchen, Germany), SAMSON Materials Handling Ltd. (Ely, Great Britain), TILEMANN GmbH Chains & Components (Essen, Germany) as well as AUMUND Group Field Service GmbH and AUMUND Logistic GmbH (Rheinberg, Germany) are consolidated under the umbrella of the AUMUND Group. The global conveying and storage technology business is spearheaded through a total of 19 locations in Asia, Europe, North and South America and a total of five warehouses in Germany, USA, Brazil, Hong Kong and Saudi Arabia.
ENGINEERING & EQUIPMENT www.drycargomag.com FEBRUARY 2022
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Bateman clamshell buckets: an ideal solution for coal handling
Bateman Manufacturing was established in 1989 Barrie, Ontario. Since then, Bateman has become renowned within the industry for material handling attachments both domestically and internationally. “Coal is the second largest, in terms of trade volume, dry bulk commodity, behind iron ore, transported by sea accounting for about the 25% of the world dry bulk trade” — Open Sea Blog. Coal is one of the most important resources as it supplies approximately 36% of global electricity worldwide, it’s of the utmost importance to secure coal without delay to prevent costly problems. That is where Bateman Manufacturing comes in; its large clamshell bucket is able to effectively and efficiently load coal at cargo ports. Bateman clamshell buckets provide an ideal solution for re-handling, digging, and loading. Its hydraulic clamshell buckets come in light, medium, and heavy-duty models with either open or closed back designs. All of its clamshell buckets come equipped with severe-duty rotator with continuous 360° rotation and internal hydraulic relief. All these enhancements allow for an increase in productivity and efficiency when used for port applications
ENGINEERING & EQUIPMENT
such as loading coal. Bateman uses a range of strategies to remain competitive, including: offering a client-oriented experience; increasing its brand awareness; and continuing to innovate its products. Bateman aims to fundamentally transform the material handling industry into a customer-driven experience, fuelled through the needs and challenges of the global market. Increasing Bateman’s brand awareness by staying relevant in the physical and digital world is an essential part of its business model. By attending the biggest tradeshow events and continuing to appeal to its audience with content of its products on social media, Bateman hopes to attract customers all over the world. It believes that it is imperative to be known and seen worldwide as a trusted brand and manufacturer of high-quality products. Finally, Bateman strives to innovate. With the help of its expert engineer team, it continues to optimize its product line to stay up to date on new technologies being developed. Bateman’s goal is to keep up with trends in the industry and stay at the peak of innovation to provide the best products to its clients and customers. Bateman works towards developing technologies to simplify material handling
for its clients. Its large hydraulic clamshell bucket is self-contained, remote-operated, and diesel driven. By continuing to enhance its products, it hopes to not only simplify its clients’ jobs but save them time and money by increasing machine productivity. Bateman supplies material handling attachments to large stevedore port companies all over the world. Its latest project is manufacturing a large 25-yard clamshell for shiploading. While Bateman offers material handling
for port applications, it also manufactures a range of other attachments that are vital to many industry sectors. Whether it’s a contractor grapples for demolition; orange peel grapples for recycling, log grapples for forestry, and rail grapples for railway, Bateman covers what is needed in all sectors. It does so because it wants to provide its 30+ years of experience manufacturing top quality products to its customers in whichever industry they specialize in.
PFS4-0D-CSRR High Precision Fully Suspended Belt Weigher RELIABLE INTERNATIONAL TRADE - OIML CLASS 0.2 (+/- 0.1%) Features High precision fully suspended weigh frame Direct force measurement (no lever arms, pivots or bearings) Strong rigid beams Low deflection design 4 load cells 3 or more idler weigh length Extended Idler Spacing for improved performance Close Spaced Roller Rack (CSRR) for reduced belt sag and reduced belt dynamic effects (Protected by International Patents) E: sales@controlsystems.com.au T: +61 1 300 784 449
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TMSA: innovative system for handling and transporting coal in Brazil TMSA - Moving Technology was founded in 1966 with 100% state capital. The company has consolidated itself in recent years as one of the main MERCOSUR suppliers for port terminals and equipment for long-distance bulk and solid handling. Defying the crisis, TMSA was selected by Amanhã magazine as one of the 50 most innovative companies in southern Brazil. TMSA has a highly capable team of professionals, which means it is able to develop unique solutions to provide quality equipment and show its expertise and competency in different markets. One of its recent developments is its innovative system for handling and transporting coal in Brazil at the Pampa Sul Thermoelectric Plant in the city of Candiota/RS. This is considered one of the
largest tubular conveyor belts in Brazil, at 4.17km long and offering a coal transport capacity of 550 tonnes per hour.
This turnkey project includes: the design; civil engineering; manufacturing; testing and environmental management; environmental recovery required for the IBAMA system operation licence; and control of the drive system by means of state-of-theart medium voltage inverters with load sharing and automation. The project has a lighting system that uses autonomous LED lighting fed by integrated photovoltaic solar panels, ensuring pollution-free, silent energy from renewable sources, easy installation and low maintenance. In an increasingly competitive mining market, where the pressure to reduce costs and increase productivity is ever more decisive, TMSA’s team has the expertise to seek and create the most costeffective and innovative solutions for customers. Fifty-four years after its creation, TMSA has gained vast experience and a strategic will to focus on improving the profitability of its customers and, in addition to greenfield projects, has also started to provide support and modern solutions. Its customers already have industrial facilities (so-called ‘brownfields’) through the assignment of its highly specialized engineering teams. TMSA remains at the forefront of bulk solids handling and long-distance equipment.
PEINER Grabs Top Performers in the World's Ports
Take advantage of our expertise and longterm market experience for your next project. We help you reduce your handling costs.
Our services include Wide range of bulk handling equipment Industry specific solutions Client support – from consulting through to delivery and commissioning Worldwide service network Global After Sales Support 24/7 h service and spare parts hotline
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ABOUT DELLNER BUBENZER
CMB box mounted on a thruster disc brake.
DELLNER BUBENZER is globally renowned for the design and manufacture of braking systems. Its high-quality braking equipment offers customized stop-action solutions for a wide variety of industries from sea to sky, and everything in between. For decades DELLNER BUBENZER products have been recognized worldwide as innovative braking solutions that are precision engineered to meet the highest quality standards. As a multinational global company, DELLNER BUBENZER is also a local partner with manufacturing facilities located in Sweden, Germany, Poland, Italy, Denmark, Czech Republic, India, USA and China, as well as sales and service divisions in Holland, Singapore, Malaysia, Dubai, Brazil and Argentina. DELLNER BUBENZER manufactures a range of industrial brakes and brake-related products like storm brakes (rail clamps and rail brakes, wheel brakes), monitoring systems, couplings, brake discs, hydraulic power units and safety systems to protect the steel structure of the machine against overload and snags. DELLNER BUBENZER’s multinational manufacturing capabilities across the world, paired with local impact under one united front, strengthens DB’s loyal customer base. Furthermore, due to the continuous development of the product line and the service network, the customer base is continuously growing.
ENGINEERING & EQUIPMENT
DELLNER BUBENZER braking systems keep coal in control
QUALITY PRODUCTS
The company’s internal global service team also receives regular training. In addition, DB also offers external training at its customers’ sites, so that employees learn how to use its products in the best possible way. Throughout the new DB has continued to maintain sales and service in the challenging environment of the Covid-19 pandemic. To help support customers remotely, DB has been making use of VR glasses. These are connected
FEBRUARY 2022
brakes and thrusters. This means that the set-up of the brake matches the thruster’s capabilities exactly and vice versa. Since DB has the ‘strongest thruster’ in the market, brake performance is far better than with conventional technology. DB is not only a brake manufacturer, but also a system supplier, for example safety systems to protect huge steel structures against overload, monitoring systems and more.
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Most of the parts are made in-house on new CNC machines, with production in the company’s different facilities. Furthermore DB runs one of the biggest dyno stands for industrial brakes in Europe. All brakes are put through their paces before they are released to the market. When it comes to quality standards DB runs a final check with every brake leaving the factory. In addition, the company works with its quality assurance and development team to constantly optimize its products. In its own development centre, DB has one of the largest test benches in Europe, where it puts the existing product range and all new developments through their paces. Compliance with its own quality requirements has the highest priority, which is reflected in the longevity of the products. DB’s Torque scales are exactly calibrated. DB is one of the very few companies that is able to provide both
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ENGINEERING & EQUIPMENT
glasses that link personnel to DELLNER BUBENZER experts over the internet. The DB service team can look at the application, its monitoring system and the brakes directly and guide staff through the necessary maintenance and repair steps.
CMB3 box mounted on a SF brake.
CUSTOMERS DB’s customers include all well-known OEM for huge equipment like conveyors, ship- (un-) loaders, stacker, stackerreclaimer, bucket wheel excavators, ball-, SAG and AG mills, process equipment etc., but also end-users like huge mines and bulk terminals worldwide. Coal is just one of the many commodities kept in control by systems from DB.
FEBRUARY 2022
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DELLNER BUBENZER CASE STUDY
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In this case study, DELLNER BUBENZER recently supplied brakes for three gearless conveyor systems with an installed capacity of 2 x 5,500kW each for 7,100 tonnes per hour for a copper mine in Mongolia. The scope of supply was including floating calliper brakes SFR50, brake discs, hydraulic power units, UPS, BCC3000 closed loop control systems as well as the complete encoder technology. The main parameters of the brake like pad wear, stroke (air gap) and brake pad temperature are continuously monitored. The brakes stop the conveyor within 10s in loaded or unloaded condition. Depending on the parameters, like load, speed etc., the HPU and control unit provide different braking levels and scenarios. The controlled braking process minimizes the conveyor belt tension and reduces stresses in the connected equipment. The system is also able to perform the pre-programmed ramps and stopping curves after a power outage. Redundant controls and HPUs guarantee highest system availability. The environmental conditions need a compact set-up of the brake units. The spring applied, hydraulically released, fail-safe brakes are able to equalize axial movement of the connected shafts.
VISUALIZING AND MONITORING OPTIONS Communication between main PLC and BCC3000 goes via PROFIsafe protocol integrating the relevant safety features while also monitoring the subfunctions. In summary, DELLNER BUBENZER’s products offer a safe and durable braking solution.
NEW PRODUCTS In January DB launched its new disc brake SB28.5. This brake is one of DB’s first
brakes, which it has been building since 1980, and which is constantly technically developed. With this model, DB has also set new market standards in combination with its own thruster, the BUEL. Sustainability is a driving force in development for DB, with the combination of the SB 28.5 with the BUEL® thruster. This is an important development for braking systems that consumes less energy
with a fast-closing time. Beyond sustainability and energy saving, the SB 28.5 brake presents the significant advantage of less maintenance. This new braking system underscores DELLNER BUBENZER’s commitment to uphold our pioneering reputation and deploy the latest in technology to mirror what market needs, and its clients deserve. And DB’s customers can look forward to great new developments this year.
PSB Inspection was established by Peter Bagchus, CEO and owner, in 2017. Since that time, the company has grown organically and is now financially healthy and very successful. The company operates from its head office in Vlaardingen (Rotterdam port area). It has highly qualified and experienced senior surveyors and an experienced sampling preparation team. PSB Inspection runs its own laboratory with highly qualified and experienced laboratory technicians which is all managed by the operational team in close conjunction with the management team members, who have been active in this type of business for decades. Currently, PSB Inspection focuses primarily on coal and coal-related products. However, bearing in mind that the world — and the energy market — is changing vastly and rapidly, it is also working hard to expand into markets such as biomass, alternative fuels, minerals, metals, slag, flyash and fertilizer, which are under development in different phases. This all takes place with a clear eye on high quality services in the field of inspection, sampling, sample preparation, analytical services and weight ascertainment required by PSB Inspection’s customer base. Recently, the company expanded its service portfolio with gas/toxin measurement (four qualified and certified gas/toxin measurement experts including high quality, certified equipment. More expansion is in the planning. Other than Europe, PSB Inspection is able to offer its services in various other countries (Russian Federation, Turkey, UK, LATAM) as well and expanding its country portfolio. All is being coordinated from its head office, obviously under the applicable ISO standards 9001 and 17025. Certifications to 17020 and GAFTA are on the way. DCi
EVOLUTION STARTS WITH A PIONEER INTRODUCING THE SB 28.5 DISC BRAKE As a result of decades of engineering, evolution, and innovation, the world’s leading supplier of brakes and related power transmission debuts the SB 28.5. Distinguishing features include: Increased Sustainability Enhanced Design Automated Wear Compensation Improved Self-Centering System
Powered By
Enhanced Parallel Alignment System
www.dellnerbubenzer.com
ENGINEERING & EQUIPMENT
Inspecting coal — and other cargoes — with PSB Inspection
ENGINEERING & EQUIPMENT
Geometrica’s Saturn geometry was recently used to build the largest geodesic dome in the world, as well as several smaller domes. This circular stockpile dome covers copper ore at the Sierra Gorda mine in Chile.
A sheltered life Covered storage’s role in protecting commodities
Jay Venter
Saturn technology speeds dome construction
FEBRUARY 2022
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INTRODUCING SATURN
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Geodesic domes cover ore stockpiles to control emissions and help mines comply with environmental regulations. In the past three decades, Geometrica has supplied hundreds of domes for mines, cement manufacturers, power plants and other processors of bulk materials. Often, a new dome's most important single-cost component is installation. Now, a geometric innovation yields much faster construction, with less labour. Geometrica calls this improvement ‘Saturn geometry’. It reduces installation labour by 50% or more, when compared with other geometries. The Saturn geometry was used recently to build the largest geodesic dome in the world, as well as several smaller domes. In every case, Geometrica’s customers saved dramatically on both labour and completion time.
Saturn geometry.
SATURN GEOMETRY The name comes from the visible pattern of clouds on the planet Saturn, where a series of concentric rings span the sixth planet from the equator to near the pole. At the pole, the rings transform to hexagons. The Saturn geometry for domes, built on a circular base, follows this pattern from nature. Concentric rings create a uniform work front, with repeated elements throughout
the entire ring. One important aspect of Geometrica's Saturn geometry is the connection of rings with their neighbours, using bars of equal lengths. These form modules of near-equilateral triangles, reducing both the number of bars and the variation in their lengths and crosssections, when compared with other
geometries, such as those based on trapezoids. Given the same maximum bar lengths, the Saturn geometry substantially reduces installation costs. Besides minimizing construction elements, the Saturn geometry requires only two types of bars per ring instead of three. This produces more uniform joining
ENGINEERING & EQUIPMENT
angles, which improve the fit of bars in the hub slots. It also speeds the sorting and feeding of material, yielding much faster installation.
RECENT EXPERIENCE The Jeddah Superdome, the world’s largest geodesic dome, covers nearly 35,000m2 without interior supports. Its structure was assembled — during the pandemic, using Geometrica’s Saturn geometry — in just four months and 64,000 man-hours. Compare this with a circular dome built in Atacama, Chile. With one-third of the covered area (11,700m2), it required 69,000 man-hours of assembly labor without Saturn geometry. The Beltrami Dome in Minnesota, 107 metres in diameter, was assembled in two short months and 15,000 man-hours — in snow country — with Saturn geometry. Compare this with a stockpile dome in Chile, 110 metres in diameter, which required 45,000 man-hours without Saturn. Saturn geometry also works in smaller domes. The Juanicipio dome, covering 2,330 square metres, was installed in 3,000 man-hours. Compare a fine-ore stockpile dome in Atacama that covers 2,480m2 and required 8,300 man-hours to install, without Saturn. The Saturn geometry is producing the fastest circular-dome assembly times for all sizes of stockpiles, from the smallest of 50 metres or less, to the largest of more than 200 metres.
A PROVEN AND CERTIFIED SYSTEM
www.drycargomag.com FEBRUARY 2022
Saturn's hexagon in the world's largest geodesic dome.
The structural system of strong, corrosion-resistant galvanized steel or aluminum has been used in domes spanning more than 200 metres, without intermediate supports required during or after installation. The light, prefabricated domes are containerized and shipped from Geometrica’s plant to any location, worldwide. Geometrica's quality system is certified under international quality standards: ISO 9001:2015, ISO 3834-2 and Factory Production Control (FPC) Certification for CE Marking, with Execution Class EXC3. Geometrica has supplied geodesic storage domes in more than 40 countries. Installation proceeds quickly, one ring at a time, from the perimeter ring up, using manlifts and cranes, until closing at the apex. Saturn geometry for circular domes, by Geometrica, reduces labour costs by 50% and helps mines meet their environmental goals in record time.
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ENGINEERING & EQUIPMENT
Cement storage silos & a truck loading equipment project in Aarhus, Denmark
Van Aalst Bulk Handling BV recently conducted a first commissioning session for cement storage silos and a truck loading equipment project in Aarhus, Denmark. The silo floor includes an embedded floor aeration system and the reclaim equipment is installed to transport cement to the truck loading station. The Van Aalst ship-unloader has already been moved to the new terminal and will start soon to unload cement bulk ships
into the new silos.
BULK HANDLING EQUIPMENT Van Aalst Bulk Handling is specialized in design and supply of equipment for pneumatic bulk handling of dusty abrasive products like cement, fly ash, alumina, china clay, limestone, granulated slag and borax.
BULK HANDLING SOLUTIONS FOR CEMENT INDUSTRY
ship unloaders, convey units and ship loading systems worldwide, in any size. All installations are made to measure.
BULK STORAGE AND RECLAIM INSTALLATIONS
The company delivers storage facilities, filter systems, aerated reclaim floors and reclaim equipment for all dusty abrasive materials. Its equipment enables highly cost-effective and dust-free operations.
Van Aalst Bulk Handling delivers pneumatic
FEBRUARY 2022
www.drycargomag.com
New MPA Silo Pressure Safety Guidance
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The Mineral Products Association (MPA) has now published Guidance for Prevention of Storage Silo Over-Pressurisation During Road Tanker Deliveries of Non-Explosive Powders, a comprehensive and up-to-date guide to keeping silos, sites and staff safe during pneumatic deliveries of cement and other powdered products. MPA and its members aim to eliminate fatalities and serious injuries linked to 'Fatal 6' causes by 2025. One of the key strategies to achieve this is focusing on particular activities within the industry that are known to be hazardous, seeking ways to mitigate the risks associated with these activities. The delivery of materials into silos under pressure is one of these operations. Pneumatic delivery/discharge of powders into silos is an everyday occurrence at mineral company and customer sites. Deliveries that are not well controlled and monitored or silos that are not correctly equipped and maintained present a significant risk of silo over-pressurization. The explosive failure of silos due to over pressurization puts workers lives at risk of serious injury from the impact of flying or falling debris — one of the MPA 'The Fatal 6' hazards. HYCONTROL, IN CONJUNCTION WITH THE MPA, HAS PRODUCED A GUIDE PROVIDING INFORMATION ON THE FOLLOWING: v The dangers associated with silo pressurization. v How to spot the danger signs. v How to eliminate or reduce risks by providing appropriate monitoring and detection systems. v The importance of regular checks, maintenance and safe working practice. Training drivers and operators to spot the danger signs and understand the root causes of silo over pressurization is essential. We will only prevent future incidents if this knowledge is shared and suitable safety equipment has been deployed within the industry. This guidance is invaluable reading for anyone responsible for or actively engaged in operations where deliveries are made into silos. Hycontrol has collaborated on this 32-page document from the start, sharing its wealth of experience and comprehensive library of on-site photography. Hycontrol firmly believes that this booklet (available from the MPA’s ‘Global Mineral Products Health & Safety Hub’ resource website) will trigger a much-needed conversation about silo safety in the industry. By following this guidance, sites in the UK and beyond can ensure their deliveries happen in a safe and controlled manner. DCi
The answer to your bulk handling questions Ship unloaders
Road mobile ship unloaders
Storage & reclaim
Convey units
Truck loading
Ship loaders
WWW.VANAALSTBULKHANDLING.COM
REGIONAL REPORT
Bridging the bulk Gulf
a review of the US Gulf region
FEBRUARY 2022
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Radial shiploader loading bulk carrier at Bulk Dock 2.
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The Port of Corpus Christi Authority has been in operation since 1926. The Port ranks as the largest port in the United States based on total revenue tonnage and is the nation’s largest energy export gateway. It is ranked the third-largest port in the United States in total tonnage. The Port of Corpus Christi provides a straight 36-mile, 47ft-deep channel (currently dredging to 54ft) with quick access to the Gulf of Mexico, the Gulf Intracoastal Waterway, and the entire United States inland waterway system. The Port of Corpus Christi delivers outstanding access to overland transportation with direct connections to three Class I railroads; the BNSF Railway (BNSF), Kansas City Southern Railway (KCS) and Union Pacific Railroad (UP). Class I railroads enter the port terminals via the Nueces River Rail Yard, which is owned and managed by the Port, with the capacity to hold eight 8,500ft. unit trains. Railcars are switched to various terminals
using the Corpus Christi Terminal Railroad, Inc. (CCTR).
PORT OF CORPUS CHRISTI FEATURES AND BENEFITS: 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 Roll-on/roll-off (RO/RO) ramp; v Foreign Trade Zone (FTZ) designation v Access to U.S. Highway 181, Interstate Highways 37 and 69; and v Direct access to the Gulf Intracoastal Waterway System v Mobile crane arriving soon
DRY BULK BULK TERMINAL Strategically located on 200 acres with highway connectivity, deep draught, and direct access to rail, the Port of Corpus
Christi’s Bulk Terminal can handle logistics for breakbulk and dry bulk cargoes throughout the Southwest, Midwest and Mexico. Bulk Terminal consists of Bulk Docks 1 and 2, as well as open storage pads for private leasing and transient cargoes. The Port has available greenfield sites for new cargo opportunities and waterfront for future development of additional terminals. SPECIALIZED DRY BULK HANDLING Bulk Dock 1 The Port of Corpus Christi’s latest addition is a new Liebherr LPS 550 rail-mounted crane with a maximum outreach of 48 metres (157-ft), 144-tonne maximum capacity, and a maximum free digging unloading rate up to 1,200tph (tonnes per hour) with continuous unloading. The harbour crane is operated by Port staff. (For loading and unloading dry bulk commodities directly to rail, truck, or ground, unloading rates may vary). Coal,
REGIONAL REPORT
Liebherr LPS 550 going into hatch on Bulk Carrier at BD1.
ore, minerals, metals and other dry bulk commodities can be discharged directly from vessels to open ground or hopper to truck at Bulk Dock #1. This facility can also be used to unload breakbulk vessels when shore crane is required. Vertical clearance: At maximum crane outreach, there is an 83-foot clearance from the bottom of the bucket to the water line at mean high tide for either 18or 52-yard bucket. Panamax class vessels are handled at this facility. Cargo handling arrangements are managed by local permitted stevedores.
BREAKBULK CARGO Customers across the globe trust the Port of Corpus Christi to manage their supply chain needs through its expanding dock and laydown yard facilities, whether by vessel, railroad or truck. The Port manages five multi-purpose cargo docks for loading and unloading your breakbulk cargo, including wind turbine components, steel pipe, coils, containers, RO/RO cargo, supersacks, heavy lift and project cargo. The Port has over 100-acres of improved laydown areas, all which are served by all Class I railroads. Short- and long-term open and
WIND ENERGY/PROJECT CARGO WORK IS A BREEZE WITH THE RIGHT PARTNER The Port of Corpus Christi is one of the busiest ports handling wind energy components on the Gulf Coast. It provides an array of advantages for the movement of breakbulk and heavy lift cargo such as wind energy components. Facilities include six near-dock laydown yards; highway and rail accessibility; a 47ft-deep ship channel; dockside rail; three Class-1 rail carriers and a short line railroad; a skilled labour force; open, covered and dockside storage; and state-of-the-art security and safety operations. The Port has been a pioneer in the development and implementation of efficient transportation and logistics solutions for the renewable energy industry and particularly for the wind energy industry. v The Port of Corpus Christi’s Nueces River Rail Yard features 8 tracks – each 8,500 ft long – to accommodate eight unit trains simultaneously; v Three Class-1 railroads directly connected to the Port’s interchange yard and railroad system via short line railroad company; v Dockside rail loading and truck transfer capability; v Quick access to U.S. 181 and other
FEBRUARY 2022
Bulk Dock 2 BD 2 is served by a conveyor system and loading of vessels is accomplished by a radial ship loader, operated by Port staff. Coal, petroleum coke, and other dry bulk commodities can be loaded directly to vessels from storage pads sites, bottom dump railcars and dump trucks at Bulk Dock #2. The radial shiploader is capable of loading products weighing 55 pounds per cubic foot at a maximum rate of 1,500tph. (Actual productivity will vary depending on the product and vessel).
covered storage options are available. Handling of cargo is quoted and managed by permitted stevedores.
www.drycargomag.com
Dock specs: v draught: 36ft (MLLW: mean lower low water) v slip length: 835ft v dock length: 396ft v gantry crane travel length: 335ft v loaded bucket outreach: 157ft
A certified rail track scale is located conveniently at the Bulk Terminal for accurate weighing of railcars. A certified truck scale is located near the entrance of Bulk Terminal for accurate weighing of trucks (managed by Port Corpus Terminal). Aerial clearance: From bottom of spout to waterline at MHW (mean high water): 62 feet. Panamax class vessels are handled at this facility. Vessels over 850 feet length overall must be shifted to permit full access by the loader. Cargo handling arrangements are managed by permitted stevedores. v draught: 47ft (MLLW) v slip length: 1,270ft v dock length: 375ft v loading area (without shifting): 350ft on a 135ft beam v outreach from face of dock: 87ft.
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REGIONAL REPORT
highways; v Direct connector to Interstate 37 via the Joe Fulton International Trade Corridor; and v Home to the strongest open wharf on the Gulf of Mexico
FOREIGN TRADE ZONE BENEFITS: FTZ #122 The Port of Corpus Christi serves as the Grantee for Foreign Trade Zone (FTZ) 122, which encompasses a seven-county region. In addition, the Port operates a FTZ General Purpose Zone to meet its customers import, export and storage needs. FTZs are geographical areas under the supervision of U.S. Customs and Border Protection (CBP) that are considered outside the customs territory of the United States at which special CBP procedures may be used. Foreign and domestic merchandise may be moved into zones for storage, exhibition, assembly, production, and processing without payment of duties, quota and other import restrictions until the decision is made to enter the goods into the US market. This helps offset customs advantages available to overseas producers who compete with domestic industry. FTZs are a fiscal tool which can defer or reduce duty payments, streamline supply chain costs and improve a company’s competitive position in domestic and foreign markets. All of the Port of Corpus Christi’s storage yards and warehouses can be activated under the FTZ programme to facilitate customer savings under this programme.
FEBRUARY 2022
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HOW CAN USERS BENEFIT FROM THE ZONE? v Defer duties: Customs duties are paid only when and if merchandise is
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v
v
v
v
transferred into U.S. Customs territory and are not paid if the items are exported to a country outside the United States. This allows companies the ability to keep critical funds accessible for operating needs. There’s no limit on the length of time items can remain in the zone. Reduce duties: With zone status, users may be allowed to pay lower duties on goods and products assembled or produced within the zone. If the duty rate on a finished product is lower than the rate on the components, users pay the lower rate. Eliminate duties: Customs duties are eliminated on merchandise exported from the zone. No duties are paid on labor, overhead or profit attributed to production operations in the zone. Duty is not paid on in-bond, zone-tozone transfer of goods and products. Generally, duties are also eliminated for material scrapped, destroyed or consumed in the zone. Eliminate inventory/Ad Valorem tax: Since goods in a zone are considered to be in international commerce, materials and merchandise imported from outside the United States and held in a zone, as well as that produced in the United States for export, are not subject to state and local inventory and ad valorem taxes. Eliminate drawbacks: In some cases, duties previously paid on exported goods and products may be refunded through a process called drawback. The drawback law has become increasingly complex and expensive to administer and the need for drawbacks may be eliminated by using the zone.
v Minimize security costs: Customs security requirements and federal criminal sanctions are deterrents against theft. This may result in lower insurance costs and fewer incidents of loss for cargo imported into a zone. v Avoid quotas: United States quota restrictions do not apply to items admitted to the zone, though quotas will apply when the items enter into U.S. Commerce. Restricted merchandise may be stored in the zone so that when a particular quota opens, the relevant items may then be immediately shipped into U.S. Customs territory. v Simplify inventory controls and record keeping: Many companies find their inventory control systems operate more efficiently in the zone, which increases their competitiveness. Zone users also find that meeting their governmental reporting responsibilities makes them eligible for special Customs procedures, such as direct delivery and weekly entries which expedite product movement, facilitating just-in-time inventory procedures. v Customs-Trade Partnership Against Terrorism (C-TPAT): The Port of Corpus Christi became C-TPAT certified in 2003, which provides the benefit of preferential processing by Customs. v FTZ and Customs: The Port of Corpus Christi facilitates regular meetings with FTZ operators, users and local CBP staff to discuss issues, develop solutions and foster an excellent working relationship. Special one-on-one meetings with local CBP officials can be arranged for unique import/export situations. Liebherr LPS 550 placing a load of pig iron on the ground.
The Port of Galveston is the ‘Port of Everything’ with cruise, cargo and commercial business development opportunities. Ideally situated at the entrance to Galveston Bay and the Houston Ship Channel, Galveston Wharves has been a thriving maritime commercial centre since 1825. Just 45 minutes from open seas, the 840-acre port has infrastructure and assets to serve growing cruise, cargo and commercial businesses. The Port of Galveston is one of the busiest cargo ports in Texas, typically moving more than 4mt (million tonnes) of cargo a year, including roll-on/roll-off, dry bulk, export grain, refrigerated fruit, liquid bulk, general and project cargoes.
PORT FORECASTS ANOTHER GROWTH YEAR FOR CARGO
Based on what we know today, 2022 should be a banner year for the Port of Galveston’s cruise and cargo businesses. This means strong jobs and revenue growth for the port and the region. Major factors contributing to this forecast include completion of a federal dredging project to bring the Galveston Ship Channel to its full permitted depth of 47 feet and the opening of the port’s third cruise terminal at Pier 10. The Galveston Wharves Board of Trustees is gratified to see its plans, and the efforts of its staff and port partners, begin to bear fruit. The groundwork for this
growth was laid with the implementation of the port’s 20-Year Strategic Master Plan, adopted by the board in 2019. This is the roadmap to optimize the 840-acre port complex based on comprehensive studies, industry forecasts and public input.
CARGO: FULL STEAM AHEAD This year, the Port of Galveston expects total cargo tonnage to be about 5mt, the highest since 2016. Next year, total tonnage is anticipated to be even higher, particularly after federal and port dredging projects bring the port’s deep-water channel to its maximum permitted depth of 47 feet. With funding unavailable to dredge the federal portion of the ship channel for more than a decade, silting has prevented larger bulk cargo ships from calling on the port. The project is expected to remove 5–6 million cubic yards of silt and allow the port to reach its full potential. Liquid cargoes like fuel and bulk cargoes such as grain and fertilizer account for more than half of the Port of Galveston’s tonnage each year. With the federal project expected to be wrapped up in April, the port will follow with its annual maintenance dredging around its berths and slips. The port should be ready to welcome larger cargo ships by the second half of the year. The port also imports and exports a variety of other cargoes, including new cars, fresh produce, construction and
agricultural equipment, and wind turbine components. All are impacted by global markets and production, both positively and negatively. The Port of Galveston also plans to continue improving its West Port Cargo Complex to accommodate more cargo. The $30 million expansion and improvement project will increase the cargo area to almost 90 acres, improve infrastructure and position the port to further diversify its business. The complex will look very different in a few years. The port plans to fill outdated slips to add 18.6 high-value waterfront acres and extend a rail spur to the waterfront. This will allow it to efficiently and safely move large cargo like wind turbine pieces from ships directly onto rail cars. There are also plans to bring in container ships. While Galveston cannot compete with the Port of Houston with its large-scale container business, smaller container ships are a growth opportunity due to the port’s prime location — it is just 45 minutes from open waters, ten minutes from an interstate highway, and is serviced by two railroads. Teamwork also contributes to cargo business growth. The port’s staff hustles and works well with stevedores and other port partners to bring in new business. And, of course, the dedicated men and women of the International Longshoremen’s Association are essential to the port’s cargo business success.
REGIONAL REPORT
The Port of Galveston anticipates stellar 2022
www.drycargomag.com FEBRUARY 2022
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REGIONAL REPORT www.drycargomag.com FEBRUARY 2022
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Rapid equipment deliveries help USA port recovery after hurricane hit
When Hurricane Laura tore through Port of Lake Charles in southwest Louisiana, USA, it caused extensive damage to almost every transit shed, warehouse, shipunloader and loader; Bruks Siwertell is doing its part to help with the port’s ongoing recovery. The Port of Lake Charles and the Calcasieu Ship Channel (CSC), which connects the city of Lake Charles with the Gulf of Mexico, is one of the country’s largest and most important marine thoroughfares. The port, comprising the Lake Charles Harbor and Terminal District, is central to the local economy, and its Gulf of Mexico connection makes it a key global player. Although not an unusual occurrence for the area, in September 2020, it suffered wide-spread destruction from a particularly powerful hurricane. “Just about every transit shed, warehouse, shiploader and ship-unloader were damaged as a result of Hurricane Laura,” Richert Self, Executive Director, Port of Lake Charles, reported at the time. “Our insurance claim for Hurricane Rita was about US$1 million. This one is going to far exceed our US$50 million cap that we have for insurance.”
BUILDING BACK STRONGER The infrastructure damage was also compounded by the fact that this is a historic port. Much of its foundations and pilings were constructed in the 1930s, and therefore needed to be rebuilt to meet today’s standards. Essentially, large parts of the port are currently undergoing a fairly extensive reconstruction, along with the replacement of its dry bulk handling equipment. The Port of Lake Charles rapidly ordered a replacement mobile harbour crane, which came on line within a few weeks of the storm. This enabled the port to remain operational, loading and unloading dry bulk cargo, but just not as efficiently as it would be with dedicated shiploaders in place. “The silver lining in the cloud of destruction was the port having the opportunity to rebuild to current standards and for the future with the technology available today,” says Carl Krielow, Port Board President. “The quick response of our Executive Director, who had only been in the position for 90 days, and his staff to evaluate the destruction, develop an interim plan to continue operations, while expediting the
procurement, were key to the Board of Commissioners’ ability to quickly approve this opportunity.” “The Port of Lake Charles was essentially devastated by Hurricane Laura, including the loss of its major dry bulk handling equipment,” says Daniel Pace, Sales Manager, Bruks Siwertell. “Equipment replacement contracts were put out to public tender, and as a result, Bruks Siwertell was initially contracted to deliver two new Bruks shiploaders. This was quickly followed by an additional order for a travelling terminal hopper, which will serve the port’s new mobile harbour crane. “We have worked with the port previously,” Pace continues. “In 2012, we supplied a polar stacker, used in the port’s storage area. It essentially stacks petcoke, slewing on a concrete pedestal and also shuttling to expand available storage capacity. Following the storm, we checked to see if any original equipment manufacturer (OEM) support was needed for this machine, but thankfully, it survived intact.” All new Bruks Siwertell equipment is destined for installation in Port of Lake Charles’ bulk terminal number 1 (BT1 Dock). One shiploader will primarily be used
GLOBAL CAPABILITIES, LOCAL SUPPORT “Our ability to provide the design Port of Lake Charles specified within an aggressive schedule to meet its operational needs for the first loader, while also offering a competitive price for the second loader, were extremely important parts of securing the contract,” he says. “We also provide the customer with local, US-based support throughout the project and for the life of the machines. “Furthermore, we offer a lot of experience with petroleum coke handling and extensive expertise in providing custom-designed solutions, especially with
rail-mounted machines,” Pace adds. “We will fully assemble the first shiploader, off-site in Beaumont, Texas, and then ship it, via heavy-lift barge, so that the fully assembled loader can be lifted onto the dock’s rails, and up and operational very quickly,” explains Pace. “The second ship loader, we will fabricate and fully assemble in Vietnam and then ship it, again via a heavy-lift vessel, so that it can simply be lifted onto the rails. “Our ability to use Bruks Siwertell’s global procurement abilities, really gives our customers the option for what works best for their application.” Both shiploaders are rail-travelling with slewing, luffing, and shuttling capabilities. “Even though both loaders have different capacities and dimensions, we are designing them to have interchangeable spare parts,” he notes. “This has significant long-term maintenance advantages for the operator.” The terminal hopper will also be fully assembled off-site in Beaumont, and then shipped and lifted onto the rails in the port. It is scheduled to enter operations in May 2022 and will handle barite and rutile
at a rated capacity of 850tph. It will be supplied complete with a vibratory feeder to regulate the flow of dry bulk material discharging from the hopper, and a reversing, shuttling conveyor to feed either the existing dock conveyor or to transfer material directly into waiting trucks at dock level.
ALL-ROUND CAPABILITIES “Bruks Siwertell’s ability to deliver a package of equipment within a very tight timeframe, which could perfectly meet Port of Lake Charles’ needs, was significant in securing all the orders. Added to this, we are also able to work locally with the operator and therefore mitigate a number of supply risks from the Covid-19 pandemic,” Pace concludes. Port of Lake Charles is recovering, and although not yet at peak capabilities, with the arrival of its new Bruks Siwertell equipment, the facility will be set for many more years of efficient, high-capacity dry bulk handling, taking the port and the region into a new era.
REGIONAL REPORT
for handling petroleum coke, or petcoke, at a rated capacity of 3,200tph (tonnes per hour), while the other is used for loading calcined coke at 2,250tph. The first loader will be delivered on an expedited schedule of ten months, designed to get the port operating at greater efficiency as fast as possible. It is planned to enter operations, loading petcoke, in July 2022. The second will follow nine months later and be up and running in April 2023.
Port of New Orleans: growing economic benefit to a busy region
Port NOLA’s mission is to drive economic prosperity throughout its tri-parish
port in Louisiana. Volumes surpassed the 500,000TEU threshold five years in a row. Port NOLA continues to attract new services and ocean carriers, including all three major mega-container carrier alliances, direct all-water container service to Asia and direct South America service to Brazil. v Premium breakbulk capabilities: breakbulk and heavy lift cargo are a strong focus at Port NOLA. The port has 13,511 feet of berthing space available at six dedicated breakbulk terminals, as well as a 140,000ft2 dockside cold storage facility, the Henry Clay Avenue Refrigerated Terminal. v Value-added logistics hub: Port NOLA’s diverse industrial real estate portfolio includes land and assets with access to rail, barge and truck. Its industrial tenants and partners provide value-added activities that support cargo growth such as warehousing, distribution, transloading, manufacturing, packaging and other activities.
DIVERSE CARGO CAPABILITIES Port NOLA offers a diverse cargo profile to serve its global supply chain partners, including container, breakbulk, heavy lift, temperature-sensitive cargo and bulk transload. v Containerized cargo momentum: Port NOLA is the only deepwater container
ENVIRONMENTAL SUSTAINABILITY Port NOLA is committed to smart growth and serves as a gatekeeper to over 30 miles of urban waterfront. Its awardwinning environmental programmes are Green Marine-certified and third-party audited.
FEBRUARY 2022
ECONOMIC CATALYST
jurisdiction: Jefferson, Orleans and St. Bernard. It collaborates with state and local partners to ensure that it can continue to be a vital link to the world for businesses and consumers — throughout Louisiana and beyond. Port NOLA’s role is to plan, build and maintain the infrastructure necessary to grow jobs and economic opportunity related to trade and commerce. The port’s Strategic Master Plan, published in spring 2018, is a bold vision that paves a path forward to ensure that Port NOLA meets market demand to lead the region to greater sustained prosperity. Port NOLA connects Louisiana businesses to the world and creates familysupporting jobs. v Port-related industries generate one in five jobs in Louisiana. v The average salary of companies located on Port NOLA property is $74,000 per year — 41% higher than the average local salary.
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The Port of New Orleans (Port NOLA) is a diverse deepwater port uniquely located on the Mississippi River near the Gulf of Mexico. This naturally strategic location allows unparallelled access to 30-plus major inland hubs such as Memphis, Chicago and Canada via 14,500 miles of waterways, six Class I railroads and interstate roadways. The alignment with New Orleans Public Belt Railroad strengthens its position as an integrated hub and supports its vision for regional freight-based economic development. Port NOLA generates $100 million in revenue annually through its four lines of business — cargo, rail, industrial real estate and cruises. As a self-sustaining political subdivision of the State of Louisiana, it receives zero tax dollars. Port NOLA is a top importer of coffee, steel, natural rubber and consumer goods; and a top exporter of frozen poultry and plastic resins for manufacturing. The Lower Mississippi River from Baton Rouge to the Gulf is one of the busiest port complexes in the world, with approximately 6,000 oceangoing ships annually transiting the River and handling 60% of the nation’s export grain and 20% of its energy.
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REGIONAL REPORT www.drycargomag.com FEBRUARY 2022
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PORT NOLA CLOSES 2021 WITH MAJOR MILESTONES IN ALL FOUR LINES OF BUSINESS
Port NOLA ended the year in 2021 strengthening its economic benefit to the region and state with wins across all four of its lines of business: cargo, rail, industrial real estate and cruise. The calendar year closed with breakbulk and bulk volumes up 46% from calendar year 2020. Port NOLA moved 2.4 million short tons last year in comparison to 1.7 million short tons in 2020. Port NOLA continues to see encouraging growth in its breakbulk business in part due to its terminal operators’ diverse handling capabilities for commodities ranging from steel, natural rubber, project cargo and plywood to cargoes moving in super sacks such as sand, tapioca flour and even coffee. Due to global container equipment shortages and current market dynamics, many shippers have turned to breakbulk shipping solutions at Port NOLA. The biggest increases in breakbulk and bulk cargo were driven by steel, plywood and super sack cargo. The port also continued to make significant progress in infrastructure investment in the Napoleon Avenue Container Terminal with the arrival of four new 100-foot-gauge container gantry cranes in December of 2021. The new gantry cranes, expected to be operational in spring of this year, add to the over $100 million recent investment into the current terminal, which serves as Louisiana’s only international container port. “Ending the year with such strong breakbulk volumes highlights Port NOLA’s diverse logistics solutions as we continue to position ourselves as an alternative gateway during supply chain disruptions,” said Brandy D. Christian, President and CEO Port NOLA and CEO of the New Orleans Public Belt Railroad (NOPB). “As carriers and shippers continue to look to Port NOLA as the gulf gateway of choice, we are committed to investing in our state’s existing maritime assets, while also making progress on a second container facility that will serve vessels of all sizes, and create more jobs and opportunity for Louisiana.”
MULTIMODAL ADVANTAGE The port’s strength as a gateway to the Midwest continues to be a competitive advantage, and its intermodal connections to Memphis and Chicago via the CN and the Dallas Fort Worth market via the KCS continue to attract new importers seeking
alternative options. On the inland waterway front, the Seacor-operated barge service that started in 2016 moved close to 30,000 TEUs and services Memphis, St. Louis, Port of Greater Baton Rouge and Port NOLA. The railroad also continues to see growth, NOPB averaged 914 cars in storage for the calendar year 2021, which was 189 more cars stored on average each month by the railroad. Making 2021 a record-breaking year for storage volumes. NOPB rail volumes increased by over 26,000 rail cars which was 16% increase over 2020.
GREEN INITIATIVES Planning for the future sustainably remains a strong focus for Port NOLA with continued success in the Clean TRIP programme which helps local truck drivers reduce emissions from port drayage activity by upgrading their trucks. The programme replaced 18 trucks in 2021 for a total of 76 replacements since 2016. In June 2021, Clean TRIP was awarded the ‘Best Community Partnership’ from Southeast Louisiana Clean Fuels Partnership. In 2021, Port NOLA was also awarded a Lighthouse Award of Excellence for Environmental Improvement and Stakeholder Involvement by the AAPA for the Port Inner Harbor Economic Revitalization Plan (PIER Plan). “Looking ahead, we know that our state’s future economic stability depends on our ability to meet current and future shipping and logistics needs,” said Christian. “As we celebrate our proud maritime legacy during our 125th anniversary, we are also looking ahead to the next 125 years — as we work to provide the next generation of infrastructure.”
PORT NOLA DEFIES ‘HURRICANE IDA’: OPERATIONS RESUME QUICKLY
Just four days after the devastation wreaked by Hurricane Ida last August, Port NOLA resumed limited cargo and vessel operations, beginning with breakbulk vessel cargo. Port crews, terminal operators and tenants got to work immediately to prepare facilities for the resumption of operations more broadly. Said Christian, ”The State of Louisiana and our entire maritime industry are resilient. In the wake of this powerful storm, we are thankful for our essential port workers, maritime partners, as well as the federal, state, and local partners who worked tirelessly to get the Port NOLA gateway up and running. Nationally, Port NOLA supports nearly 120,000 jobs and generates an economic impact of nearly $30 billion. Our focus has been to resume operations quickly and safely.” Immediately following Hurricane Ida, Port NOLA implemented its hurricane restoration plan, locating employees, assessing facility impacts, and co-ordinating with state and local agencies. “Port and New Orleans Public Belt Railroad staff and our partner agencies worked collaboratively to overcome significant challenges,” Christian said. “Partners, such as Entergy, FEMA, U.S. Coast Guard, U. S. Maritime Administration, Governor Edwards and our local, state and federal delegations are to be commended for their efforts to restart freight operations on the Lower Mississippi River.” In September last year, several south Louisiana ports partnered to request federal assistance as a result of the impacts of Hurricane Ida. The ports of New Orleans, Baton Rouge, Fourchon, Morgan City, Plaquemines, St. Bernard, South Louisiana and Terrebonne formally submitted a
and infrastructure include damage and extended closures of grain terminals during a record harvest season and ongoing extended closure of the Gulf Intracoastal Waterway (GIWW) between Morgan City and New Orleans, resulting in four- to five-day delays for barge tows and shallow-water traffic. “The Port of New Orleans and New Orleans Public Belt Railroad are resilient and strong. Our wharves are busy post
storm and trains are moving, but we still have challenges to overcome in order to get back to previous levels,” said Christian. “To restore this economic engine fully and preserve the thousands of jobs that depend on it, we respectfully ask that the White House urgently request funding from Congress to address these issues as soon as possible to help us collectively move forward from these significant impacts.”
REGIONAL REPORT
request to President Biden on 7 September 2021, to ensure ports are included in bills for urgent funding from Congress. Although operations have resumed, there remains ongoing assessment of needs, and supply chain disruptions also continue. Damages caused by Hurricane Ida placed significant additional stress on an already strained supply chain network throughout the entire country. Critical impacts to maritime facilities
HOST sails first ship after Mississippi River Channel deepening
in 1985, and the first phase completed in 1987. This is a celebration for commerce on the river, and the culmination of many years of industry efforts and partnership between the River Pilots, U.S. Army Corps of Engineers, U.S. Coast Guard, port officials, elected representatives, six different governors and the entire maritime community to be able to accommodate vessels with larger draughts. This river has long been a crucial artery facilitating national and global commerce, with an economic impact of over $700 billion annually. T. Parker Host is a total solutions provider for the maritime industry, specializing in agency services, terminal operations, stevedoring and marine assets. Founded in 1923 and guided by its Core Principles, the company has developed a strong reputation in the maritime community for its expertise, transparency and high standards of service. The entire HOST team focuses on customer needs while adding value to every operation.
FEBRUARY 2022
“HOST had already invested in equipment and dock improvements to accommodate up to 250,000-tonne ships to load up to 50 feet in any river condition, so when the pilots approved deeper navigation we were already ready,” said Brian Taylor, General Manager of the Gulf at United Bulk Terminals. “We are proud to be a part of this historical moment on the Mississippi,” said HOST’s Chairman and CEO Adam Anderson. “We expect to be able to load vessels to 50 feet in 2022, Capesize ships can load up to 10% more cargo making US exports more competitive in the global marketplace. The increased depth allows vessels to immediately carry more cargo resulting in lower costs, reduced emissions and increased efficiency for the entire supply chain.” As a 99-year-old company, HOST looks forward to not only being a part of the current phase to reach 50 feet in 2022, but to support the continued long-term efforts to reach a 55 feet draught that was authorized by the United States Congress
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On 27 December last year, HOST announced the first vessel to sail from the Mississippi River with a draught of 47.7 feet following the newly increased draught at 48 feet. The CSSC Le Havre, operated by Cargill International with a cargo from Alliance Coal, LLC, was destined for the Far East and loaded over 112,000 metric tonnes on 23 December 2021. HOST served as both the vessel agent and terminal operator for this historic voyage, which highlighted both HOST’s commitment to service as well as its assets. “When the Crescent River Pilots who oversee navigation of vessels in the this stretch of river announced the increase in depth on December 20, the Host Agency team sprang into action working with the master, shippers, owners, operators and terminal to increase the cargo to be loaded by over 2,000 tonnes with less than 24 hours’ notice,” said Chris Kitsos, Senior Operations Manager at Host Agency.
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REGIONAL REPORT
Burnside Terminal Louisiana: upgraded and expanded
FEBRUARY 2022
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© Aerial Imagery, LLC.
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Impala Terminals facilitates the global trade of commodities by offering producers and consumers reliable and efficient access to international markets. It designs, implements, owns and operates logistics assets, with a focus on the safe, economic and reliable transfer of cargoes to and from inland sites of production and consumption through deep-sea ports for onward distribution to end users. Whether it is by investing in a fleet of river barges to carry liquid, bulk and containerised cargoes down river more reliably and economically than over road, revitalising jetty infrastructure to increase vessel capacity, or regenerating a rail connection with regional partners, Impala Terminals’ objective is to unlock competitive value for the customers it serves. Through its multimodal logistics offering, Impala Terminals can integrate
river, rail and road transport to simplify complex journeys. Its network of terminals, located in strategic areas of production, provide flexible options with value added services, such as container stuffing and unstuffing, laboratory sampling and customs clearance. Its inland terminal network is also ideally positioned to provide just-in-time delivery to major areas of consumption. With 28 facilities across 20 countries around the world, Impala Terminals is strengthening trading links everyday by offering smart, economic and customerfocused solutions that are built on its years of expertise in fast-growing markets.
US GULF PRESENCE: REINVENTING BESTIN-CLASS BULK LOGISTICS Impala Terminals operates a major facility on the US Gulf — Burnside Terminal, Louisiana. This state-of-the-art bulk facility
connects the US inland river system and, soon, national railroads to its strategic location at mile marker 169 on the Lower Mississippi River. Customers in the coal- and petcokeproducing heartland of the country benefit from flexible, multimodal access to the Gulf of Mexico with a facility that is designed specifically for more competitive international export via shipments to ocean-going vessels up to Capesize in class. The expanded site, which Impala Terminals spent two years to refurbish and implement the latest technology, represents one of the top bulk exporting facilities in the United States. The site still has considerable extra land available for further expansion. Impala Terminals has made significant steps to invest in and respond to the needs of the community, engaging with ongoing dialogue with local stakeholders, including state and local government representatives. Impala Terminals has taken a large range of measures to minimize any potential environmental impact, including designing surface water retention ponds that are four-times greater than the regulatory requirement, implementing system designs that reduce potential emissions and installing modern systems for reclaiming and recycling surface water run-off. It has invested significantly at Burnside to date, demonstrating its commitment to creating the safest and most modern bulk facility in the United States.
This barge-mounted crane at the Port of Mobile is able to lift up to 100 tonnes of cargo.
facilities at the Port of Mobile. The Port Authority’s container, general cargo and bulk facilities have immediate access to two interstate systems, five Class 1 railroads, nearly 15,000 miles of inland waterways and air cargo connections.
keep this commodity moving, efficiently. In partnership with its terminal users, the port is in the midst of a seven-year, $45 million capital investment programme to upgrade equipment and ensure continued productive operations to meet growing customer demand.
BULK & BREAKBULK CARGOES When it comes to moving cargo, the Port of Mobile has the infrastructure and capabilities in place to be a gateway to all of North America. With 33 berths comprising nearly four miles of berth length, the main docks handle a variety of cargo types — from steel to grain, from cement to finished vehicles, from project cargo and forest products.
PROJECT CARGO With ample lay down space, a bargemounted heavy lift crane and in-house engineering and technical expertise, the Port of Mobile ensures every move is safe DCi and successful.
FEBRUARY 2022
COAL With its premier location on the Gulf of Mexico, the port’s McDuffie Terminal is one of the largest coal terminals in the world. The port is partnering with its customers on a seven-year $45 million improvement project to meet growing customer needs. McDuffie Coal Terminal handles both metallurgical and bit coal. The Port of Mobile’s rail, barge and truck connectivity
FOREST PRODUCTS The warehouse and pier space available at the main docks accommodate all variety of forest products, as well as a dockside rail facility that allows products to come in from mainline carriers. With Alabama’s 23 million acres of timberlands, the port is well accustomed to being a reliable supply chain partner to the forest products industry. From lumber to KLB and wood pulp, Mobile’s rail-served and on-dock covered transit sheds keep products protected.
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On 10 January, the Alabama Port Authority unveiled its new website and a harmonious family of new brandmarks aimed at highlighting the capabilities and connectivity at one of the nation’s largest deep-water seaports. The new website utilizes imagery reflective of the port’s infrastructure investment and provides in a streamlined format information important to the port’s customers, service providers, stakeholders, and the public at large. “We are embarking on telling the story of the Port of Mobile to a wide audience —locally and statewide, but also nationally and internationally. The port has seen exceptionally strong growth with minimal operational disruptions,” said John C. Driscoll, director and chief executive officer for the Alabama Port Authority. “In launching our new brand and website, our intent is to communicate our unsurpassed efficiency, reliability and connectivity.” The brandmark’s streamlined ‘M’ design illustrates the modernization of the port. Since 2001, the Alabama Port Authority has invested over $1.3 billion in public seaport, terminal rail and waterway infrastructure geared toward diversifying its business lines and servicing the larger vessels calling North American ports. With over $750 million in new infrastructure in implementation or planning stages, the Port Authority continually strives to provide cost-efficient transportation solutions to its current customers, while meeting new customer growth demand. The unveiled family of brand iconography reflects the Alabama Port Authority’s dual mission. Nationally, and around the world, the Alabama Port Authority at the Port of Mobile is recognized for its cargo diversity, efficiency, business-friendly service, and connectivity. The full-service public seaport terminals support import and export containerized, breakbulk, bulk, RO/RO and over-dimensional cargo movements across major global trade lanes. Additionally, the Alabama Port Authority is the statutory authority over Alabama’s navigable waterways, river, and deep-water ports. In this context, the Port Authority’s mission is to develop transportation solutions to support first, Alabama’s, and then the nation’s, shippers to foster economic development and generate jobs. Currently, the Port Authority’s vessel and cargo activities support over 150,400 jobs and generate $25.4 billion in economic value in Alabama alone. The Alabama State Port Authority oversees the deep-water public port
REGIONAL REPORT
Alabama Port Authority rebrands: positions Port of Mobile for future growth
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INDEX OF ADVERTISERS Company
Page
Company
Page
Bedeschi SpA
67
Liebherr-Hydraulikbagger GmbH
BEUMER Group GmbH & Co KG
13
Mack Manufacturing Inc
79
Bodewes Purchasing & Logistics bv
25
Martin Engineering
83
Morska Agencja Gdynia Sp. z o.o.
41
Cleveland Cascades Ltd
Back Cover
5
Conductix-Wampfler
63
N.M. Heilig B.V.
89
Control Systems Technology Pty Ltd
91
Negrini Srl
81
ORTS GmbH Maschinenfabrik
85
PEINER SMAG Lifting Technologies GmbH
94
Port Milwaukee
57
CRS - Container Rotation Systems Pty Ltd
Front Cover, 3
Cygnus Instruments Limited
25
DCL, Incorporated
Inside Back Cover 97
RAK Ports (Saqr Port)
51
EMS-Tech Inc
21
RAM SMAG Lifting Technologies (UK) Ltd
87
Getriebebau NORD GmbH & Co. KG
72
RULMECA HOLDING S.P.A.
70
Hägglunds
75
Shi.E.L.D. Services srl
26
Imeca/NKM Noell Special Cranes GmbH
31
Telestack Limited
Inchcape Shipping Services
39
Terex Deutschland GmbH
65
Italgru S.r.l.
76
The CSL Group Inc.
17
J & B Grijpers b.v.
93
TMPB (Terminal de Multiusos do Poço do Bispo)
49
Konecranes Port Solutions - Konecranes GmbH
19
Van Aalst Bulk Handling BV
LD Ports & Logistics
32
Verstegen Grijpers BV
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DELLNER BUBENZER Germany GmbH
Inside Front Cover
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