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FEATURES Global Coal Trades
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CONTENTS
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NEUERO FLEXIPORT F1000 at South Korean Goseong Green-Power-Plant. This unit unloads biomass for
co-firing and in this way makes its contribution to a greener power supply. NEUERO Industrietechnik GmbH Neuerostr. 1 49324 Melle GERMANY W: www.neuero.de/en E: neuero@neuero.de T: +49 5422 – 950 3 0 PUBLISHERS Jason Chinnock jason@dc-int.com
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Dampeners facing iron ore trade COAL EXPORTERS CHASING HIGHER VOLUMES
SHIPPING & TRANSPORT
IMO update on sea mines in the Black Sea region EU makes poor progress on milestones to deliver a healthy ocean by 2030 COMBI-FREIGHTER FROM DAMEN: SUPPLY SECOND VESSEL FOR ELBE-EMS UNDER COVER — MARINE PAINTS & COATINGS: BEHIND-THE-SCENES PROTECTION
PORTS, TERMINALS & LOGISTICS
Constanta working at near capacity to export Ukrainian grain Itaguaí to have new dry bulk terminal for export iron ore Montréal, Québec and Trois-Rivières to strengthen the St. Lawrence corridor
REGIONAL REPORT
DOWN UNDER ON THE UP: AUSTRALIA REGIONAL REPORT DEVELOPMENTS IN THE NETHERLANDS: FOCUS ON EUROPE’S MAJOR HUB
ENGINEERING & EQUIPMENT
Konecranes Generation 6 mobile harbour crane from Venetian port GRAIN HANDLERS FROM BRUKS SIWERTELL NEW MULTI-TINE GRAB FROM LIEBHERR DEALING DECISIVELY WITH DUST DIFFICULTIES GETTING CHARGED UP WITH BULK LOADING EQUIPMENT STREAMLINED SYSTEMS: CONVEYORS AND THEIR COMPONENTS — AND WHY THEY MATTER AT THE COAL FACE OF BULK OPERATIONS: COAL HANDLING TECHNOLOGIES CONTINUE TO DEVELOP
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JUNE 2022
Trade Publishing International Ltd does not guarantee the information contained in Dry Cargo International, nor does it accept responsibility for errors or omissions or their consequences. Opinions expressed herein are not necessarily those of Trade Publishing International Ltd
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BULK CARRIER TRADE & FLEET OUTLOOK
Dampeners facing iron ore trade ptimism about prospects for significant growth in commodity imports into countries around the world seems to be fading. Constraints on both import demand and export supplies have become prominent in the past few months, and these could result in global seaborne dry bulk trade during 2022 as a whole remaining fairly flat. The outlook for economic activity in most countries has deteriorated recently, amid the consequences of the war in Ukraine adding to upwards inflationary pressures coupled with continuing weakness in China’s economy. Adverse effects on dry bulk trades have been visible. Among the OECD organization’s members — including USA, European Union, Japan and Korea — GDP almost ceased growing in the 2022 first quarter at 0.1% (from the previous quarter) and may struggle to regain traction.
O
IRON
ORE
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Steel production volumes in recent months emphasize restraints on minerals trades. According to World Steel Association data, China’s crude steel production in the first four months of 2022 was 10% below output volume in the same period of last year. Negative changes were also seen in Japan (a 3% reduction), South Korea (4% lower) and the 27 European Union nations (5% down). But India achieved 7% expansion. In China, the dominant buyer comprising about three-quarters of global iron ore trade, imports in the January-April period this year were
reportedly 28mt (million tonnes) or 7% lower, at 354.4mt. Current expectations point to the possibility of China’s annual total decreasing again. By contrast, despite recent steel production weakness, iron ore purchases by other large importing countries in 2022 seem to have potential for expansion, as indicated in table 1.
COAL Contrasting prospects for imports by several major coal buyers have emerged. While some are expected to raise volumes this year compared with the preceding twelve months, others may see downturns. Although the global shift towards cleaner energy sources remains intact, demand for coal is deriving support from tight supplies of and high prices for alternative fuels. One focus of attention is India, where coal shortages are evident. Strengthening economic activity, higher steel production and increased power requirements are accompanying domestic coal mines straining to boost output. Seaborne steam and coking coal imports into India are estimated to have totalled 208mt in 2021 and could rise be 10mt or 5% during this year.
GRAIN &
SOYA
Likely patterns in world trade in wheat plus corn, barley and other coarse grains during the 2022/23 crop year beginning July are now becoming somewhat clearer. However, a major uncertainty not yet clarified is domestic grain production in northern hemisphere
countries, a group which includes the largest importers. Currently, potential negative influences which could affect trade over the next twelve months remain prominent. International Grains Council calculations show that a 2.5% decline in world grain trade during the 2021/22 year ending June, to 416mt, could be followed by a further 3% reduction to 404mt in the following twelve months. Lower imports into numerous countries are estimated along with, among exporters, a slump in Ukraine’s supplies partly offset by supply rises elsewhere.
MINOR
BULKS
Trends among minor bulk commodity trades are experiencing an impact from slowing activity in the manufacturing and construction sectors creating most global import demand. Nevertheless some tentative signs point to further growth in seaborne movements of one of the biggest components, forest products, during 2022.
BULK
CARRIER FLEET
Within the world fleet of bulk carriers, about a quarter of carrying capacity is comprised of Handymax (including Supramax and Ultramax) ships in the 40–64,999dwt size group. As shown in table 2, deadweight capacity increased by 3% during last year and, in 2022, assuming steady newbuilding deliveries and continued low sales for recycling, a similar percentage annual growth rate looks likely.
TABLE 1: KEY IRON ORE IMPORTERS (MILLION TONNES) China Japan EU+UK South Korea Taiwan Total of above
2017 1,075.4 126.6 107.0 72.4 23.7 1,405.1
source: China Customs, AGDISER, Bulk Shipping Analysis
2018 1,064.5 123.9 106.0 73.3 24.2 1,391.9
2019 1,068.7 119.6 98.0 74.7 24.0 1,385.0
2020 1,170.1 99.4 85.0 70.4 21.2 1,446.1
2021 1,125.6 113.1 98.0 74.2 25.0 1,435.9
2022* 1,100.0 120.0 105.0 75.0 25.5 1,425.5
*BSA forecast for 2022
JUNE 2022
TABLE 2: HANDYMAX (40–64,999DWT) BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)
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Newbuilding deliveries Scrapping (sales) Losses Plus/minus adjustments Fleet at end of year % change from previous year-end
2017 10.5 3.1 0.1 0.0 194.7 +4.1
2018 5.6 0.7 0.0 0.1 199.7 +2.5
source: Clarksons Research (historical data) & BSA 2022 forecasts
2019 8.2 0.8 0.1 0.0 207.0 +3.7
2020 9.2 1.8 0.0 0.0 214.4 +3.6
2021 7.0 0.6 0.1 -0.1 220.6 +2.9
2022* 7.0 0.5 0.0 0.0 227.0 +2.9
*forecast
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
Coal exporters chasing higher volumes
JUNE 2022
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Richard Scott, Bulk Shipping Analysis
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Exporters gained advantages from a global revival in coal import demand last year amid economies and energy markets recovering from the worst effects of the pandemic. In 2022 many coal exporters may continue to see increased volumes, despite expectations for the world economy’s growth being revised downwards. An exception to the generally positive coal export picture is Russia, where signs suggest a large decline could occur. Two prominent influences in particular seem likely to affect the evolution of coal trade during the remainder of this year and into 2023. A more marked deceleration of global economic recovery than previously
expected is now widely foreseen, reflecting inflationary pressures and, in China, pandemic lockdowns causing economy activity to weaken. The second aspect is the war between Russia and Ukraine, resulting in many countries ceasing to buy coal from Russia, the world’s third-largest exporter. Earlier this year it seemed realistic to envisage world seaborne coal trade growing by up to 2% in 2022 as a whole, after a 5% rebound in 2021 from the previous year’s huge reduction. But prospects for further growth have receded. Although a number of importing countries may raise their purchases, others may see declines. Contrasting views for the two
biggest importers suggest higher levels in India and lower volumes in China. Coal supplies on the international market seem set to be constrained this year. However, a possible large-scale downturn in Russia’s exports could be accompanied by offsetting increases by other suppliers, enabling overall trade to remain broadly flat. Currently, supplies look sufficient to satisfy the volume of import demand predicted.
ENERGY DEMAND FOUNDATIONS Events in the past couple of years have demonstrated dramatically how changes in the pace and pattern of global economic activity affect energy consumption and the
A number of individual countries are especially significant from an energy consumption and, in particular, a coal consumption and imports viewpoint. According to IMF economists, China’s GDP growth could decelerate from 8.1% last year to 4.4% in 2022. By contrast India’s economy, after seeing a 8.9% upturn last year, could almost maintain growth at 8.2% in the current year. These changes have contrasting implications for energy consumption. Among other major coal importing countries differing performances are envisaged. Japan’s GDP saw a 1.6% increase last year, which could be followed by 2.4% growth in 2022. South Korea’s economy experienced a 4% recovery last year and is expected to grow by 2.5% this year. In the Eurozone group growth of 5.3% was achieved in 2021 after a severe downturn but in the current period below 3% is predicted. Resulting from downwards revisions in forecast economic growth rates to show sharper decelerations in many countries, energy consumption is likely to be affected.
TRADE & COMMODITIES JUNE 2022
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demand for, and imports of, coal. After a slump in the world economy related to governments’ measures to control the coronavirus pandemic, a recovery unfolded in 2021. The upturn is expected to continue this year, albeit at a much slower pace. One reason explaining reduced expectations for 2022 economic growth is China’s renewed weakness. Resumed lockdown measures and restrictions on movements in large urban areas to control and eliminate covid variations has severely curtailed manufacturing activity for extended periods. Elsewhere, among other countries, consumer spending reflects the adverse impact of accelerating inflation and much higher energy costs, with a large negative impact on economic growth rates. A report about global prospects published in mid-May by the United Nations argued that the Ukraine conflict has “upended the fragile economic recovery” from the pandemic. It suggested that a further one percentage point could be deducted from the world gross domestic product growth rate in 2022, lowering its pace to just over 3%, half of last year’s 6% rate of progress. Moreover the UN emphasized that the crisis caused by the Ukraine war is “devastating global energy markets” as well as having other unfavourable impacts. Similarly, a few weeks earlier, the International Monetary Fund commented on a deteriorating outlook, forecasting a GDP growth deceleration this year. After a strong revival in 2021 the war in Ukraine has “severely set back the global recovery” and now “inflation is expected to remain elevated for longer than in the previous forecast”.
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A report from the UN argues that the Ukraine conflict has “upended the fragile economic recovery” from the pandemic.
While implications for competing energy supplies including coal are not always obvious, signs have emerged pointing to support for coal, reflecting steep rises in prices for alternative energy supplies such as gas, and actual or potential shortages of some energy sources. Other influences also change the relationship with imported coal volumes in some countries. Varying trends in domestic production of coal can be influential, especially in China and India. Another aspect is the longer term focus on alternative energy sources. Environmental regulations designed to limit or reduce coal burning are a notable feature, usually with negative effects.
OVERVIEW OF EXPORTERS international coal trade looks likely to be restrained and not grow much in 2022 but the outlook for many coal exporters seems positive. Changing trade patterns imply benefits for a number of suppliers, augmented by buyers switching away from Russian volumes towards other sources. The impact is difficult to evaluate because geopolitical influences will affect the outcome. Coal trade is substantially shaped by political decisions in importing countries, often reflecting environmental pressures designed to reduce air pollution and cut carbon emissions. Although some of these decisions are foreseeable in principle, the precise timing and extent is not always predicted correctly, adding to speculation surrounding trade volumes and patterns. At present the war involving one of the biggest coal exporters and the sanctions imposed in reaction are compounding uncertainty about political influences on the coal market. A cautious outlook for this
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TRADE & COMMODITIES www.drycargomag.com JUNE 2022
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WORLD COAL TRADE - PRINCIPAL EXPORTERS (MILLION TONNES)
Australia Canada (coking) Colombia# Indonesia# Russia South Africa# USA (exc to Canada) ** compared with previous year
2017
2018
2019
2020
2021
374 29 82 389 181 76 88
386 29 80 429 198 79 106
396 29 75 466 207 77 84
372 33 55 399 207 74 59
366 29 32 440 204 80 72
2021 % change** -1.6 -9.4 -41.8 +10.3 -1.4 +8.1 +22.0
#steam coal only
source: Australian Government Dept of Industry, Science, Energy & Resources, 4 April 2022 and BSA calculations
year was published recently by the Australian Government Department of Industry, Science, Energy and Resources (AGDISER). Calculations suggested that world coal trade — mostly seaborne but including land movements — could decline by 37mt (million tonnes) or 3% in 2022. From an estimated 1,382mt last year, the total was expected to fall to 1,345mt this year. Differing percentage changes in the two main parts were envisaged. Steam or thermal coal trade, the largest part comprising three-quarters of the total, was forecast to decline by 35mt (over 3%) to 1.024mt this year. In the metallurgical or coking coal sub-sector comprising the remainder the current year’s volume was estimated at 321mt, a reduction of under 1%. But opinions vary given the uncertainties evident. During the period since these calculations were published, other coal trade forecasters have suggested an outcome between a marginal 1% increase or decrease in the world seaborne total, compared with the previous twelve months. Among countries where there is perhaps the biggest uncertainty about import demand prospects are China and India. Looking at supplying countries, the world coal market outlook suggests potential for many to raise exports during 2022. Commercial competition will influence varying success in achieving such results. But this year the impact of government trade policy in the importing countries will have an even larger role than previously seen, amid steps taken by a number of governments to reduce or eliminate purchases from Russia. Another aspect is the ongoing dispute between Australia and China which has greatly affected coal movements on this route. Within the exporting countries trends in coal production, and availability and quality of export supplies are determined
by domestic influences. These include the scale, efficiency and profitability of mining activity and output, the type of coal produced, and the proportion absorbed by domestic demand. Production costs and internal transport capacity and costs have an impact on competitiveness and pricing in the international market.
INDIVIDUAL EXPORTERS’ PROSPECTS The significance of the main suppliers to the world coal market is shown in the table above, listing exports in 2021 and preceding years as calculated by AGDISER. Volumes shown represent about 90% of all world trade in coal, providing a guide to unfolding patterns. Large and often contrasting annual changes among individual countries are a feature. Steam coal exports by number one supplier Indonesia increased by 41mt (10%) to 440mt in 2021 according to these calculations. This total included large quantities of low-grade lignite mainly carried to China for power station use. During 2022 a small decrease of 8mt or 2% to 432mt is seen as a possible outcome, reflecting a temporary governmentimposed export halt in January to ensure sufficient domestic availability. In the longer term, Indonesian government policy aims to conserve coal production and prioritize supplies for domestic users. Exports from Australia are fairly equally divided between steam coal and metallurgical coal (this category includes some steam grades used in the steel industry). In 2021 the 366mt total was 6mt (2%) lower, comprised of 199mt steam coal (54% of overall volume) and 167mt metcoal. For 2022 a 17mt or 5% overall increase to 383mt was forecast, but other indications suggest a smaller rise may occur. Russia is the third-largest supplier to the world market, mainly selling steam coal grades. Exports totalled 204mt in 2021 (including land movements), a small 3mt
decrease from the previous year. Over four-fifths consisted of steam coal totalling 172mt. The outlook for the current year is highly uncertain because of sanctions and informal curbs on buying by a range of importers. Some estimates suggest these could lead to a large 10–15% reduction, depending on the volume of additional sales to countries not applying sanctions. Exports of coal from the USA experienced a rebound last year when the total (excluding shipments to Canada) increased by 13mt or 22%, to 72mt. Within this quantity steam coal comprised 32mt, accompanied by metcoal shipments of 40mt. Usually the USA is regarded as a price-sensitive swing supplier in world markets, because most of its production is high-cost and therefore more vulnerable to competition. In 2022 a similar 70mt volume is predicted by AGDISER, but other forecasters suggest growth may be achievable. South Africa is shown by the figures included in the table as increasing exports last year, but more recent data shows revised calculations revealing a decline. Steam coal exports (the largest part) apparently diminished by over a tenth to 65mt. Some signs point to a slight strengthening during the current year amid changing patterns among exporters. Most exports from Colombia consist of steam coal grades. Although the table shows a large decline, revised figures from other sources suggest that an increase was achieved, raising steam coal sales by about 7% to reach 63mt. In 2022 another rise may be seen, especially if Colombia is successful in selling more volumes into Europe, which in some previous years has been a weak market but is now regaining momentum. Another significant supplier is Canada, mainly exporting metallurgical coal. These exports (excluding shipments within North America to USA) are shown in the table as decreasing last year, although some other
TRADE & COMMODITIES sources indicate that an increase occurred. In 2022 growth is expected, reflecting opportunities for some exporters as a result of reductions elsewhere. In Mozambique, a relatively minor supplier, exports of metcoal apparently totalled only 4mt last year, and some steam coal is also supplied, but prospects point to future growth.
JUNE 2022
www.drycargomag.com
A DECELERATING REBOUND
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Restrained optimism about further growth in global seaborne coal trade during 2022 (and perhaps next year as well) or, alternatively, restrained pessimism about a marginal reduction, is embodied in forecasts of an annual change of between plus and minus 1% compared with last year’s level. Uncertainties surrounding such prognostications, based on patterns visible for some time, have been accentuated by the fallout from the war in Ukraine and its effects on global energy markets. Support for coal import demand is being derived from the world economy’s recovery from the Covid pandemic, albeit with negative effects related to virus infection setbacks in some countries including recently in China. Energy demand around the world has revived amid returning strength among consuming
industries, and coal has benefited. Asian countries, where most coal demand is located, have been at the forefront, while the relatively minor component of European coal consumption and imports also has been boosted. Because commercial influences on trade are now accompanied by powerful political influences reflecting environmental pressures, future coal trade has become less predictable. Even when the longer term trend direction appears to be fairly clear, year-to-year changes in seaborne trade volumes tend to be heavily based on speculation and guesses, both for the global total and for individual countries participating. Broad assumptions about changes often require modification. In some countries, especially in Europe, recent events have promoted a renewed focus on the value of coal as a component of energy supplies. Perceived shortages of other energy supplies are a prominent concern. The global market for natural gas is tight and prices are high, while the sometimes fluctuating reliability of renewable energy has attracted more attention in current market circumstances. Consequently coal’s contribution has been re-assessed and is being viewed more positively, at least for the near-term future, despite the ongoing priority of reducing
carbon emissions. Over a longer period, ongoing influences are widely expected to diminish global coal trade volumes. Environmental pressures have profoundly unfavourable implications for coal usage and import demand. In many countries decarbonization strategies are being applied with intensified vigour. Competition from alternative energy sources is growing, especially renewable sources, some with falling costs. Government measures in numerous countries are designed to phase-out coal usage in the years ahead. Among coal importers, restraints are particularly visible in Europe. Restrictions are also evident in some Asian countries, where changes weakening coal use are already clear or are foreseeable, reflecting government energy policy priorities. The pattern is not uniformly negative for coal trade however, because in several smaller Asian importing countries growth is still evident. Moreover in the major importers China, India and Japan, downwards trends have not yet become entrenched. Changing circumstances suggest that many coal exporters could benefit from higher sales in 2022. But eventually, looking further ahead, stronger headwinds could return as global import demand is dampened by downwards pressures. DCi
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IMO update on sea mines in the Black Sea region The International Maritime Organization (IMO) has issued a new Circular Letter (No.4573) which contains information about and guidance for the maritime security threat posed by free floating sea mines in the Black Sea Region. The circular states the following: v The Secretariat has received reports of free floating sea mines in the Black Sea region, including off the coasts of Romania and Turkey, resulting from the ongoing conflict in Ukraine which presents a serious and immediate threat to the safety and security of crews and vessels operating in the region. v Ships should navigate with particular caution when operating in the Black Sea region, including off the coasts of littoral States. v The Secretariat continues to liaise closely with all key stakeholders in the region, and to contribute to attempts to address the safety and security of this situation. v Advice, updates and links to external resources for Member States, flag States, shipping and seafarers can be found on the IMO’s website. The ongoing armed conflict between the Russian Federation and Ukraine presents a serious and immediate threat to the safety and security of crews and vessels operating in the region. IMO is continuing to liaise closely with all key stakeholders in the region to contribute to efforts to address the safety and security of seafarers and shipping. IMO Secretary-General Kitack Lim has established an Emergency Task Force to co-ordinate efforts to mitigate the security and safety risks to shipping, ports and seafarers. A stranded ship reporting form has been introduced. Guidance and advice to keep Flag States appraised of the ongoing situation is updated when it becomes available. At the start of the conflict approximately 2,000 seafarers were stranded aboard 94 vessels in Ukrainian ports. Ten vessels have subsequently safely departed the Sea of Azov and 84 merchant ships remain, with nearly 450 seafarers onboard. This number continues to steadily reduce. Many ships have employed local ship keepers to replace crew, and some ships have gone into cold lay-up, with no
crew remaining onboard. In some situations, crew have chosen to remain onboard. This creates a complex and continually changing picture, made more complex by the challenges of communicating with ships in some locations. IMO Secretary-General Kitack Lim and Guy Ryder, Director-General, International Labour Organization (ILO), have jointly
written to the heads of International Committee of the Red Cross (ICRC) and Médecins Sans Frontières (MSF); and to the United Nations High Commissioner for Refugees (UNHCR), to request urgent action wherever feasible to assist in the reprovisioning of the ships concerned with the vital supplies needed by their seafarers. The letters note that, as well as the dangers arising from bombardment, many of the ships concerned now lack food, fuel, fresh water, and other vital supplies. The situation of the seafarers from many countries is becoming increasingly untenable as a result, presenting grave risks to their health and well-being. The letters note that the port city of Mariupol is currently under particularly serious attack at this time. As requested by the IMO Council at its 35th extraordinary session (C.ES/35), the IMO Secretary-General is collaborating with the relevant parties to initiate the establishment and support the implementation of a blue safe maritime corridor in the Black Sea and the Sea of Azov and keep Member States informed of developments. However, at present, the establishment of such a corridor is severely hampered by the ongoing security risks, which constrain the option for ships to depart from ports in Ukraine. The IMO Secretariat continues to work with littoral states to encourage and improve regional information sharing and promulgation of information to shipping to aid the safety of navigation and security of shipping. With regards to humanitarian support
for maritime personnel, the IMO Secretariat has been facilitating discussions with Ukrainian ports administrations, charities and the International Labour Organization (ILO) to support port workers and seafarers directly impacted by the crisis.
BLUE SAFE MARITIME CORRIDOR The Council (C/ES.35) on 10 and 11 March agreed to encourage the establishment, as a provisional and urgent measure, of a blue safe maritime corridor to allow the safe evacuation of seafarers and ships from the high-risk and affected areas in the Black Sea and the Sea of Azov to a safe place in order to protect the life of seafarers, and ensure the mobilization and commercial navigation of vessels intending to use this corridor by avoiding military attacks and protecting and securing the maritime domain. The Council, in this regard, taking into account the sensitivities of the matter, invited the IMO SecretaryGeneral to collaborate with the relevant parties and take necessary immediate actions to initiate the establishment and support the implementation of a blue safe maritime corridor in the Black Sea and the Sea of Azov and keep Member States informed of developments and report to the next session of the Council. The Russian Federation has informed IMO that it had established a humanitarian corridor, to provide for the safe evacuation of ships once outside the territorial waters of the Ukraine. Despite this initiative, there remain many safety and security issues which hamper access to the corridor and the ability for ships to depart from their berth in Ukrainian ports. Ukraine’s ports are at MARSEC (maritime security) level 3 and remain closed for entry and exit. Sea mines have been laid in port approaches and some port exits are blocked by sunken barges and cranes. Many ships no longer have sufficient crew onboard to sail. Ukraine also provided their preconditions for the safe evacuation of ships from their ports. These include an end to hostilities, the withdrawal of troops and ensuring the freedom of navigation in the Black Sea and Sea of Azov, including carrying out mine-sweeping activities with the involvement of Black Sea littoral states. With this in mind, IMO priority has been to support seafarers stranded in Ukraine.
EU makes poor progress on milestones to deliver a healthy ocean by 2030 At an EU Ocean Week event in early June, six NGOs published their assessment of the EU’s progress to secure a healthy ocean by 2030 — the goal set by the Blue Manifesto. The analysis reveals that the EU made little progress in the last year to achieve the necessary targets outlined in the Blue Manifesto. Out of eight policy milestones due for achievement by the end of 2021, only one was fully met; three were not met, two were only partly delivered and two others had insufficient progress to establish a score. Worse, three 2020 milestones were downgraded in light of further policy developments in 2021, making the revised overall outcome for 2020 more negative than initially reported. Scarce political ambition and delays in the policy process — partly due to the Covid-19 pandemic — were found to be the key reasons for poor progress. “Despite the poor performance scored for two years in a row towards the goal of making the ocean healthy by 2030, the EU can still make up for lost time by stepping up in the eight coming years. The EU faces a challenge where failure is not an option. The ocean supports all life on Earth. And there is no Ocean B,” said Adam Weiss, Head of ClientEarth Ocean programme. He added: “We call on the European Commission to seize the opportunity to restore and protect our seas and ocean, by keeping ambition high in the upcoming Nature Restoration Law.” In light of the findings and in anticipation of the upcoming EU Nature Restoration Law, due to be published on June 22, the NGOs behind the analysis — Birdlife Europe & Central Asia, ClientEarth, Oceana, Seas at Risk, Surfrider Foundation Europe and WWF — call on EU decision makers to commit to restore and protect the ocean. Speaking at the event, Grace O’Sullivan, Member of the European Parliament (Greens), said: “We are running out of time to turn the tide on ocean degradation. 2022 could be a pivotal moment for ocean conservation and restoration. We need to be ambitious and bring the ocean to the core of the political agenda, following through on the promises of the European Green Deal, while also being effective in implementing the legislation that already exists. Member States must be held to account over their failure to act on the climate and biodiversity crises, before it is too late.” Alexandra Cousteau, senior advisor, Oceana and co-founder, Oceans 2050 said: “Despite a six-fold increase in the Natura 2000 surface at sea in the last 20 years, most threatened marine habitats and species in the EU remain in poor conservation status. This, along with the climate crisis, require urgent action. The European Commission proposal later this month that will put forward legally binding targets to restore biodiversity and degraded ecosystems must be ambitious enough to offer the much-needed nature-based solutions to both help reverse this biodiversity loss and contribute to mitigating climate change.” Barbara Rodenburg-Geertsema, small-scale fisher, Goede vissers said: “Good policy making starts with respect for our seas as part of the planet that bares us and nourishes us together with all other living beings. Our waters are a common source of life, beauty, food and wealth. The sea is imponderable, unpossessable, and can’t be taken away from the local communities who live with the sea. “My generation and the generations to come are in the front line facing the consequences if we don't act to protect the ocean and our climate.”
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Permanent magnets prove an attraction in bulk carrier efficiency Proven ABB technologies which Michael D. deliver significant improvements in Christensen, VP bulk carrier propulsion efficiency are and Global rising to the challenges set by Segment escalating fuel prices and IMO Manager regulation under the EEXI scheme. Dry Cargo, A new application of a proven ABB Marine technologies is set to achieve & Ports. remarkable efficiency gains in bulk carrier performance, in a development which calls for a re-evaluation of ship propulsion options. International Maritime Organization goals envisage cutting carbon emissions from ships by at least 40% by 2030, with ships also needing to join an EEXI (Energy Efficiency of an Existing Ship Index) and provide CII (Carbon Intensity Index) calculations from 2023. Alongside soaring marine fuel prices, the new regime is making owners receptive to innovation where energy saving is concerned, but few are willing to be ship propulsion pioneers. Now, a fresh approach from ABB that Jan Andersson from SeaQuest, Himalaya combines two technologies already Shipping consultant, commented: “ABB’s acknowledged in maritime circles for the latest series of shaft generators support efficiencies they deliver is reviving our initiatives to ensure optimized ship consideration of shaft generator systems as efficiency, reduce CO2/NOx emissions and an impactful and practical replacement for deliver maximum performance using less conventional shaft line technology, in a power in a package that is compact, robust solution fit for EEXI 2023 and beyond. and easy to maintain.” ABB shaft generator systems with Michael D. Christensen, VP and Global permanent magnets at their core will be a Segment Manager Dry Cargo, ABB Marine key feature of the propulsion trains driving & Ports explained that other owners had twelve 210,000dwt bulk carriers owned by not been slow on the uptake. “With the the Bermuda-based Himalaya Shipping first bulk carrier order including permanent when they enter service from 2023 magnet shaft generator systems using PM onwards. Built at New Times Shipbuilding machine technology in hand, more orders in Jiangsu, China, the Capesize vessels will are expected before the end of 2022. The also include low voltage drives and solution has also been selected by MSC for transformers from ABB. installation on six large container vessels,” Shaft generator systems are he said. acknowledged as offering the potential to Within a more compact frame and by cut ship fuel costs by 15–16% when dispensing with the need for an excitation compared to conventional shaft line unit, the shaft generator system with technology because the set up allows ship permanent magnets is also around 20% operators greater flexibility to change lighter than a conventional shaft line set up engine loads when underway without and saves about 20% of space on board, he starting up auxiliary engines. However, to said. date, higher upfront costs have proved Furthermore, at current fuel prices, insurmountable. Christensen suggested the solution offers ABB says an extra 4% gain that can be payback within four years, with subsequent squeezed out of the set up by factoring in 20% efficiency gains then falling straight to its latest ACS880 single drive systems in the bottom line. The same gains would be combination with permanent magnets has available to bulk carriers of all sizes, he said, decisively moved the goalposts. while alternative fuel types might make the The Himalaya Shipping order for a shaft payback period even shorter. Maintenance generator application has been a true costs would also be lower due to the market breakthrough. absence of the excitation units which
require carbon brush replacement. “Any kind of efficiency improvement to a vessel also provides a benefit where emissions are concerned,” he added, “but the shaft generator system gives a very concrete, here and now savings and demonstrable gains that can be added to the CII calculation. As one of the intentions of the new IMO rules is to compare performance between the same types of vessels, bulk carrier owners demonstrating energy savings are likely to benefit when bidding for charters.” The capabilities of the new solution were also more flexible in operations and ‘more future-proof’ against evolving requirements on ship emissions, said Christensen. “The ACS880 drive system ensures greater responsiveness for the changing power needs of an in-line shaft generator. The drive’s DC-Link also provides intelligent control of energy consumers such as auxiliary engines or thrusters, and energy sources such as batteries and fuel cells — with electrical power needs all distributed on a single DC buss. The power control and distribution gains available to shaft generator systems with permanent magnet will therefore continue to make a decisive contribution to shipping’s more sustainable future further down the line.” Part of ABB’s role in the Himalaya Shipping project is to provide engineering, project management and commissioning services to the New Times Shipbuilding. With Hyundai Heavy Industries confirming that the shaft generator/permanent magnet combination would be part of the MSC container ship order in May 2022, Christensen drew attention to specific advantages for builders when permanent magnets become part of the project. “With permanent magnet machines, there is no need to arrange for rotor magnetization because this is done by the permanent magnets: this means there are fewer items to install when compared to synchronous excitation machines,” he said. With no path in sight towards relieving pressure on ship fuel prices, however, Christensen also emphasized that fleet managers overseeing existing vessels could also consider their options on propulsion. “In today’s market, very few owners and operators are likely to disregard a proven technology which offers an efficiency gain of up to 20%,” he said.
WINGD IN BRIEF WinGD advances the decarbonization of marine transportation through sustainable
energy systems using the most Barbara Graziano, Ammonia Technology WinGD advanced technologies in Project Manager in the combustion lab. emissions reduction, fuel efficiency, hybridization and digital optimization. With their two-stroke low-speed engines at the heart of the power equation, WinGD sets the industry standard for reliability, safety, efficiency and environmental design, backed by a global network of service and support. Headquartered in Winterthur, Switzerland since its origin as the Sulzer Diesel Engine business in 1893, today it is powering the transformation to a sustainable future. WinGD is a CSSC Group company.
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WinGD and Hyundai Heavy Industries’ Engine Machinery Division (EMD) are to collaborate on delivering the first WinGD engine capable of running on ammonia, providing a vital step in shipping’s progress towards decarbonization. Under an MOU (Memo of Understanding) signed during the Posidonia exhibition on 7 June, the two parties will aim to deliver a first engine by 2025, in line with WinGD’s previously announced timeframe for bringing ammonia engines to market. The project will explore ammonia concepts for both diesel-fuelled WinGD X-type engines and dual-fuel LNG X-DF engines. Dominik Schneiter, VP R&D, WinGD said: “This project will give WinGD and HHI an important advantage in the development of ammonia-fuelled marine engines. It will set the path for a new generation of two-stroke engine technology applicable to a wide range of cargo vessels in the coming decades.” Kwang-Hean An, President COO, EMD said: “There is strong market demand for commercialized ammonia-powered vessels in the near future. This collaboration with WinGD will ensure that EMD is ready to support that demand with the required engine technologies.” The project will include developing relevant safety, emissions abatement and fuel supply solutions for ammonia engines targeting the local market. Ammonia is a hydrogen based zerocarbon fuel that can be produced with no greenhouse gas emissions using renewable electricity. It is likely to have an important role in the decarbonization of shipping, particularly in deep-sea shipping where net-zero carbon fuel options with the required energy density for feasible onboard storage are limited. Ammonia-fuelled engines will join WinGD’s solutions ecosystem designed to help ship owners and operators decarbonize their vessels. Alongside its multi-fuel engines WinGD has developed a range of optimization solutions, including hybrid power system integration and stateof-the-art digital optimization systems, to minimize fuel costs and provide operational flexibility.
NEWS
WinGD and Hyundai Heavy Industries collaborate on ammonia two-stroke engine development
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Wilhelmsen enters into agreement to acquire Stromme to join forces on cargo hold cleaning and create an even better offering for customers
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Wilhelmsen has entered into an agreement with Seven Seas to acquire 100% of its shares in its subsidiary Stromme. When established in 1971, Stromme became the first specialized cargo hold cleaning company in the marine industry. Today, it is a major global player with extensive specialized experience within the field, providing customers with high quality solutions and innovations for cargo hold cleaning, withstanding the roughest conditions at sea. Wilhelmsen will acquire the company in Norway from parent Seven Seas including operations in Germany and Singapore, as Stromme will transfer all of its people, business and assets into Wilhelmsen Ships Service. Stromme will retain its brand and operate as a fully owned subsidiary of Ships Service. Combining Stromme’s strong knowledge, experience, and ways of working with Wilhelmsen’s global maritime network enables the combined companies to provide customers with an even better cargo hold cleaning offering going forward. Completion of the transaction is subject to predetermined conditions and is expected to happen in the third quarter of 2022. Wilhelmsen will continue to invest and build on both its current and future cargo hold cleaning business, offering both existing and future customers even better solutions for their cargo holds. “Stromme was the first specialized cargo hold cleaning company, and their
leading position in the marketplace is a solid proof of what this team has built. We want to strengthen and broaden our offering to customers, making Stromme a really good match within cargo hold cleaning, so we are really looking forward to completing this transaction,” says President Wilhelmsen Ships Service, Kjell André Engen. “At Seven Seas we decided to divest Stromme as it was not core business and we chose Wilhelmsen Ships Service as the best possible owner for the business to continue its positive path. Seven Seas thank all Stromme employees and wishes them and all stakeholders the very best going forward,” says CEO and Chairman Seven Seas, Søren Nørgård. “Stromme has been focusing on cargo hold cleaning only, we have a good concept and have decided to stick to it. Coming from a small and agile organization, we have had the opportunity to take fast decisions and to rapidly change to key customers’ requirements and put focus where needed. It has resulted in steady and nice growth in revenue and results over the previous years. I see benefits of being a part of WSS with expertise, knowledge, and experience within our segment. The opportunity of utilizing the strengths of both organizations will benefit our customers and partners. We will continue to have a strong customer focus and high service level, it’s a
people industry after all,” says Stromme General Manager, Ane Fosseng.
ABOUT WILHELMSEN SHIPS SERVICE With the most extensive global maritime supply network, Wilhelmsen Ships Service is active in 2,000 ports, in more than 100 countries worldwide. Supplying highquality marine solutions, including the Unitor brand of products, Timm ropes, Unicool refrigerants, and Unitor and Nalfleet marine chemicals, it handles over 200,000 product deliveries every year. The maritime industry’s trusted partner in port, onboard and offshore, Wilhelmsen’s marine products portfolio and innovative solutions are available for every conceivable vessel type in every market and region. Wilhelmsen Ships Service keeps global trade running and delivers dependable support for continued vessel operations. Wilhelmsen Ships Service is part of the Wilhelmsen group.
ABOUT STROMME Stromme was established in 1971 as the first dedicated cargo hold cleaning company in the marine industry. The company is headquartered in Norway and has offices in Oslo, Hamburg and Singapore. From its Norwegian roots Stromme has become a global player in the marine industry and its cargo hold cleaning segment.
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The shipping industry is facing its own version of ‘Long Covid’ says INTERCARGO, following warnings received from members. “Seafarers worldwide continue to face major issues with crew change, port entry and changing vaccination requirements,” says Dimitrios Fafalios, Chairman of INTERCARGO. “New waves of infection continue to affect ports, and once again we are seeing local authorities creating their own interpretation of the rules. “This is happening today at ports around the world, and governments and administrations seem not to have learned the lessons of the past two years, as they move to a post-COVID agenda.” INTERCARGO is concerned that the crisis in Ukraine has distracted from the very real shockwaves that are still affecting the maritime sector as a result of the pandemic. In a number of ports globally seafarers are finding access to shore leave restricted, and in some cases are finding it difficult to access non-emergency medical assistance. The Association urges consideration by national governments at the highest level for the issue to remain at the top of their agenda. Fafalios says: “The situation is ongoing and requires pan industry commitment. Our efforts to highlight the plight of the seafarer must not stop, and the industry must never consider what is happening to seafarers today in any way normal.”
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Shipping industry suffering from ‘Long Covid’ says INTERCARGO
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Combi-Freighter from Damen Damen to supply second vessel to Elbe-Ems
Following very positive experience with the Sophie Combi Freighter 3850, shipping company Elbe-Ems has ordered a second unit from Damen Shipyards. Shipping company Elbe-Ems has ordered a second Combi Freighter 3850 (CF 3850) from Damen Shipyards, following very positive experience with the vessel of the same type that they ordered before. The first, Sophie, has been operating in European waters since September last year. The second, Jan Laurenz will be delivered in the fourth quarter of this year. The contract for the second CF 3850 for Elbe-Ems was signed on 29 September at the Haren office of the ship operating company, which is a co-operation between ship owners Uniatlantico and Held Shipping. The new vessel will feature the same improved hull design and engine
room configuration as Sophie. The CF 3850 standard design offers proven quality of construction, optimized hull form for impressive fuel economy at convincing performance as well as competitive pricing. This can be achieved thanks to building in series at the Damen Yichang Shipyard. Elbe-Ems decided to order the second CF 3850 upon analysing the performance of Sophie after her maiden voyage from Shanghai, China to Hamburg. With the contract for this vessel signed on 18 May, Damen was able to deliver it from stock on 2 September the same year. “We are very happy with the performance of the CF 3850, Sophie,” says Elbe-Ems CEO Andreas
Bergmann, who is also a partner in Uniatlantico. “The quality of the vessel and the fuel economy have convinced us to order another vessel of the same type. The co-operation with Damen has been quite pleasant during the whole process from order to delivery.” The contract for the Jan Laurenz was signed on 29 September last year. The vessel is built along with other vessels of the same design, in series at the Damen Yichang Shipyard. Standardization and construction in series is a unique proposition by Damen. The quality of construction is guaranteed, while hull form, installed power and hold capacity have
CARGO CAPACITIES Cargo hold dimensions Cargo hold volume (box shaped) Cargo hold volume (box shaped) Containers in hold Containers on deck Containers total
62.5 x 10.10 x 8.40m 5,250m3 185,400ft2 108 TEU 64 TEU 172 TEU
DESIGN OF THE CF 3850 The cargo hold of the Combi Freighter is designed and optimized for carrying a wide variety of general cargo types such as bulk, steel coils, forest products and project cargo and is provided with two grain bulkheads (stored in the forward part cargo hold (can also be used as partly tween deck). The Combi Freighter has the maximum cargo hold length in its class, an attractive feature, which enables it to carry more cargo. v Efficient bow shape: the hull form is based on a long tradition of building and testing various bow shapes. This shape has been successful in the deep sea markets and has proved to be fuel efficient. v Superb stability: the vessel has been adapted to meet the latest stability requirements of SOLAS/IMO regulations. Its ballast tank division makes it possible to create a single hold optimized for homogenous loading. v Efficient hold layout: a box-shaped hold with multiple position options for the two grain bulkheads. The tween deck gives full flexibility for bulk and breakbulk cargo. With securing eyes all over the longitudinal bulkheads the cargo can be fixed exactly as required.
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proven to deliver efficient performance. Series construction allows for competitive pricing of new-built vessels. The Damen Shipyard Group in the Netherlands is the contracting party. All arrangements for the construction as well as delivery, warranties and services are handled from the Dutch establishments of the shipyard group.
DAMEN SHIPYARDS GROUP — OCEANS OF POSSIBILITIES
Signing the contract for the new vessel.
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Damen Shipyards Group has been in operation for over 90 years and offers maritime solutions worldwide, through design, construction, conversion and repair of ships and ship components. By integrating systems, it creates innovative, high quality platforms, which provide customers with maximum added value. The company’s core values are fellowship, craftsmanship, entrepreneurship and stewardship. The goal is to become the world’s most sustainable shipbuilder, via digitalization, standardization and serial construction of vessels. Damen operates 35 shipyards and 20 other companies in 20 countries, supported by a worldwide sales and service network. Damen Shipyards Group offers direct employment to more than 12,000 people. DCi
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Under cover
Jay Venter
Marine paints & coatings: Behind-the-scenes protection
JUNE 2022
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Improved environmental performance for ship owners and operators
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To help owners and operators improve hull efficiency to reduce emissions, Jotun’s HullKeeper programme offers trusted analytical and technical services, digital capability and ROV inspections. Jotun’s HullKeeper programme may include some advanced monitoring technology, but it is Jotun’s fouling control expertise, supported by proprietary fouling risk algorithms, that helps shipowners and managers improve their environmental performance. Biofouling is a major issue in shipping and leads to significant increases in fuel consumption and greenhouse gas (GHG) emissions. And with growing pressure from regulators and consumers on the shipping industry to address sustainability issues, Jotun has worked to develop solutions to help its customers comply with existing and pending regulations, improve performance and lower emissions. While the quality of Jotun’s antifouling hull coatings remains critical to improve hull efficiency, Jotun has also invested in after sales service and digital technologies to develop new solutions to help owners and operators reduce fuel costs and improve environmental performance. These new digital tools allow Jotun’s customers to track and analyse hull performance over time, providing them with the information they need to track
and improve environmental performance. In other words, what can be measured can be managed.
THE SCIENCE OF FOULING CONTROL Launched for a limited number of customers in 2020, the HullKeeper programme is the latest example of Jotun’s innovative approach to helping customers improve hull efficiency. Designed by Jotun’s team of hull performance experts, the four-part programme optimizes hull performance, allowing customers to take full control of their operations through hull monitoring, fouling risk alerts, inspections, and advisory services. The HullKeeper programme is grounded in Jotun’s proprietary fouling risk algorithm, supported by data from
different sources to make fouling control and efficiency more predictable. By providing insight into issues before they occur, ship operators can take planned corrective actions that help shipping lower fuel costs and corresponding emissions. Because increased fuel consumption due to biofouling is the cause of around nine per cent of the 919mt (million tonnes) of CO2 and 21mt of other greenhouse gases emitted by shipping annually, proper fouling control has the potential to reduce emissions significantly. While it is unlikely that the industry will reach its full potential of a reduction of 85mt of GHGs through fouling control, Jotun believes that even a modest contribution would be a genuine achievement.
PPG has announced that Enterprises Shipping & Trading SA (EST) has selected PPG SIGMAGLIDE® 1290 biocide-free silicone fouling release coating to improve the energy efficiency and reduce the carbon emissions of its fleet. EST aims to improve its environmental performance through investments in energy-efficient technologies. The company selected PPG Sigmaglide 1290 coating for its ability to reduce the frictional resistance of the fleet’s hull surfaces, which decreases power demand and related emissions. PPG performed several studies in cooperation with leading independent marine institutes to measure the power and speed impact on vessels retrofitted with PPG Sigmaglide 1290 fouling release coating. Those tests determined that the coating provides a 20% reduction in power consumed at design level, and up to 35% reduction in carbon dioxide emissions when compared with traditional antifouling coatings. EST vessels that were retrofitted with energy-efficiency technologies are demonstrating a power reduction of more than 20%. PPG Sigmaglide 1290 coating has been a major contributor to this performance. “EST is a pioneer in energy-efficient operations and is committed to minimizing its environmental impact,” said George Sarris, President, Enterprises Shipping & Trading SA. “Our investment in PPG Sigmaglide 1290 coating is a major
SHIPPING & TRANSPORT
PPG SIGMAGLIDE 1290 fouling release coating helps Enterprises Shipping & Trading achieve carbon reduction goals
EST selected PPG Sigmaglide 1290 coating for its ability to reduce the frictional resistance of the fleet’s hull surfaces, which decreases power demand and related emissions. contributor to our goals of achieving the maximum efficiency potential of our fleet and not only meeting but exceeding the carbon reduction goals set by the International Maritime Organization (IMO).” IMO’s greenhouse gas (GHG) strategy for the shipping industry calls for a reduction in carbon intensity of 40% by 2030 and 70% by 2050 as compared to 2008, as well as a reduction of total GHG emissions from shipping by at least 50% by 2050 compared to 2008. Silicone coatings are included among IMO’s published list of
energy-efficiency technologies that can directly shift the power curve. “PPG Sigmaglide 1290 silicone coating can help shipowners comply with IMO regulations by contributing to a significant speed improvement and increased operational efficiency,” said Ariana Psomas, PPG segment director, newbuilding and drydocking, Protective & Marine Coatings. “The coating’s ultra-smooth surface enables vessel operators to improve their speed and save on power consumption while also resisting even the most difficult fouling conditions.”
Plasmet ZF Aerosol: fast, effective corrosion protection in an instant be used for protection in both immersed and atmospheric conditions.
NORSOK APPROVED In 2020 Corrocoat submitted Plasmet ZF for independent testing to NORSOK Standard M-501, by globally renowned inspection and testing organization SGS. NORSOK standards were developed by the Norwegian petroleum industry and describe in detail how to achieve the safest and most cost-effective products in design, engineering, manufacturing and maintenance of structures in the oil and gas industry. To pass NORSOK Standard M-501 test protocol, a coating system must demonstrate high levels of protection with a minimum need for future maintenance
JUNE 2022
power generation and many more. Coating with a Plasmet ZF aerosol takes much less time when compared with brush application; it also ensures that every inch of the surface is covered — even deep and hard to reach areas which might otherwise be missed. Other key benefits that users can expect are even coverage, minimal preparation; there is no longer a need to mix components on-site from separate containers, and no clean-up requirement afterward. In addition, once opened, the aerosol has a long pot life — at least 24 hours, meaning the user has time to complete a number of jobs across a site or installation. Plasmet ZF for Tough, durable and tolerant of vehicular traffic, Plasmet ZF can
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Corrocoat, global producer of specialist anti-corrosion coatings, has put one of its most successful materials — Plasmet ZF a corrosion-inhibiting coating — in to a 400ml aerosol can. Intended for use off-shore and on-shore or where a long lasting minor repair is needed, this coating has exceptional properties. The product is easy to use, requires minimal surface preparation and is ideal for small holding repairs. The Plasmet ZF aerosol is a tough, durable rust tolerant coating requiring minimal surface preparation. Offering long-term resistance to corrosion attack, Plasmet ZF is ideal for applications ranging from all types of structural steelwork, tanks and pipework in a range of industries including off-shore, refineries, shipping,
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and health, safety and environmental impact. Plasmet ZF was tested against System 1 — use on carbon steel with a max operating temperature of <120°C — structural steel, equipment exteriors, vessels, pipework and valves including in tidal and splash zones and System B — internal surfaces of carbon steel vessels — ballast water tanks/internal seawater filled compartments. After six-month long exposure tests for cyclic ageing, seawater immersion and cathodic disbondment, the results demonstrated the coating performed extremely well, passing all tests with flying colours. As testament to the success of Plasmet ZF, SGS commented that the results on the cathodic disbondment tests were “exceptional” reporting that they could not even get a knife blade between the coating and the steel after 175 days on test.
“Plasmet ZF This chart displays the results achieved by Plasmet ZF after cathodic and many other disbondment, seawater immersion and cyclic ageing tests. Visual Corrocoat systems inspection of the coated sample plates showed no blistering, rusting, have for years been cracking and flaking and no chalking. used in demanding energy applications throughout the world,” and our customers an added level of says Corrocoat Sales Director, Rob Cole. confidence that will meet their toughest “The NORSOK test results give us requirements.” unbiased confirmation of its performance
Case study: Repairing ballast pump for an FPSO
Corroserve was approached by a client; a major commercial shipping company, to repair a badly damaged ballast pump casing. The pump had pulled in a large item that had cracked open the casing at the bottom of the suction chamber. Following arrival at the Corroserve workshop (based in Leeds), the affected area was cut out and a new bronze plate was welded in its place. The volute casing surface was then abrasive blasted to Sa2 ½ surface finish to provide a minimum surface profile of 50 microns. A two-pack cold cured vinyl ester laminating resin was then applied on the inside and outside of the affected area, to re-profile and add strength to the area.
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RESIN LAMINATE ON DAMAGED AREA
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Finally, the casing was coated with Corroglass 600 series to a DFT of 1.25mm inside and painted to the requested RAL outside. The professional preparation and repairing of the casting before coating and the use of Corroglass 600 will ensure the casting will be in service for many more
Damaged ballast pump.
Resin laminate on damaged area.
Repaired ballast pump.
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Damaged ballast pump.
years. The specialist coating Corroglass 600 series is a two component, high build Glassflake Vinyl Ester lining and repair material. Designed to provide protection against erosion corrosion in immersed environments, the product is outstanding in its performance, and can be used in many areas of application to build thick layers. It can also be moulded and machined. Corroserve has the experience and
expertise to either coat from new or provide remedial coatings to process equipment. The bespoke coating systems used are designed and manufactured by partner company Corrocoat, and determined by the operating conditions and mediums. The coating systems have provided unrivalled levels of corrosion protection in the harshest environments in over 40 years.
SHIPPING & TRANSPORT
Assurance during unprecedented times Across all industries, businesses and households, one of the major challenges in the year(s) ahead is going to be managing the impact of increased energy costs on the ability to live, work and trade profitably, writes Mads Raun Bertelsen, Head of Marine Solutions, Hempel. This has been the case for some months now, but with the sanctions environment becoming more complex by the day, the situation looks ever-more complicated and costly. For shipowners, operators and managers, one issue of immediate concern is the cost of keeping vessels moving. At the time of writing, bunker costs are hovering near the US$1000 per tonne mark, having hit unprecedented highs in recent weeks. According to Ship & Bunker, which collates ship fuel prices, the average price of Very Low Sulphur Fuel Oil (VLSFO) at the world’s top 20 bunker ports is up more than 80% year on year. This represents a significant increase in operating costs for all shipping companies, which will have to look at every possible avenue for reducing fuel use in order to protect profit margins and avoid passing on costs to their customers.
MANAGING FUEL USE TO REDUCE COSTS Smart fuel purchasing of course will be key. Bunker costs are not the same globally and savvy owners can make significant savings through their bunker procurement systems and contracts in many instances. But costs will rise and will likely be sustained at much higher levels than we’ve seen in recent years given the wider
energy price volatility caused largely by sanctions on Russian oil and gas exports. Investing in solutions that enable vessels to operate more efficiently — by making their fuel go further — will pay dividends. The most accessible solution for many will be the application of an eco-efficient hull coating solution which has been formulated to reduce drag, optimize engine and propeller efficiency and, as a result, reduce fuel use. While there is an upfront cost to such an investment, the right solution will directly impact fuel bills in the immediate and longer term. This is why Hempel, the worldwide coatings manufacturer, has focused so much energy on developing hull coating solutions that deliver tangible efficiency gains that directly reduce fuel usage. The correlation between hull coating and fuel use is, at its most basic, down to frictional resistance below the waterline. The reason for this is simple. Fouling on the hull of a vessel creates frictional resistance as algae, barnacles and invasive species accumulate on the ship’s hull over time. As the ship’s hull is the largest single surface capable of affecting vessel efficiency, the more biofouling that accumulates on a ship’s hull, the more frictional resistance slows the vessel — meaning more fuel is required to maintain a given speed. At its worst, fouling can increase engine power requirements by close to 20% over five years.
A SOLUTION TO OFFSET HIGHER OPERATING COSTS
Hull coating solutions such as Hempel’s
Mads Raun Bertelsen, Head of Marine Solutions, Hempel.
www.drycargomag.com JUNE 2022
flagship coating Hempaguard X7 is a great example of a hull coating solution that offers significant fuel savings by reducing the build-up of biofouling. This innovative coating delivers 8% in fuel savings (compared with a market average) and a maximum speed loss of 1.4% across a fiveyear docking interval. Hempaguard X7 is formulated with an activated silicone hydrogel which exhibits superior non-stick properties that repel organisms and effectively maintain a lower frictional resistance to aid the movement of the ship’s hull through the water. A biocide-activated hydrogel is formed on the surface of the silicone coating and as the biocide diffuses out of the film, it is trapped in the hydrogel layer . This increases its surface concentration and prolongs the time the biocide is retained at the surface of the coating – where it is most effective. This means that considerably less biocide is needed compared with standard hull coatings, yet it is much more effective at preventing the settlement of biofouling organisms. As a result, the Hempaguard X7 coating delivers unrivalled flexibility as it retains its effectiveness regardless of speed, water temperature and during idle periods (of up to 120 days). This is particularly beneficial for bulkers and tankers that frequently sit stationary at anchor or in port for extended periods, making them more susceptible to the build-up of biofouling. The coating solution is so effective that it has been selected as the coating of choice on more than 2,000 vessels since its launch, collectively reducing fuel consumption by a total 7.6 million tonnes. That is an investment that will certainly help to alleviate the pressure on shipping supply chains in these most uncertain of times.
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SHIPPING & TRANSPORT
Lasting protection for scrubbers and outlets
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Ecospeed application on scrubber pipe. Over the last year the Ecospeed coating system was applied on the scrubber pipes, outlets and diffusers of over 30 vessels. This demonstrates that Ecospeed can be used for a wide range of other purposes. The result is a lasting, non-toxic protection against corrosion, cavitation and mechanical damage. Because of the tight regulations on emissions in the shipping industry, the installation of an exhaust scrubber system has become increasingly widespread. This unfortunately has also led to an increase of corrosion damage on scrubber pipes and outlets which results in water ingress in the engine room, ballast tanks and cargo holds. Ecospeed however is highly chemically resistant. Using the coating to protect the exterior outlets as well as the interiors of scrubbers will prevent corrosion damage and the resulting consequences. Ecospeed fits in seamlessly with the environmental idea behind scrubber systems. It is a lasting, chemically resistant coating that will withstand the hazardous pollutants and protect the scrubbers for the lifetime of the vessel.
JUNE 2022
FIXING CORRODED PIPES
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If an existing scrubber suffers corrosion damage, it is not too late to fix it. Subsea Industries’ sister company Hydrex regularly replaces scrubber overboard pipes. This is done on-site without the ship
needing to go to drydock. In all cases the new pipes are protected with Ecospeed. If no welding work needs to be carried out in close proximity to the coated area, the new pipes are coated in advance. If this is not an option, Ecospeed is applied after the new pipe is installed. Pipes can also be replaced preemptively. If a pipe starts to corrode, a leak is just a matter of time. By performing the replacement before the leak occurs, a costly, unscheduled repair can be avoided.
CONCLUSION Several benefits make Ecospeed the Ecospeed application on scrubber outlet.
perfect choice to protect scrubbers. The coating system is highly chemically resistant. Taking into account the nature of the process taking place inside the scrubber, this is essential for our customers. Ecospeed lasts the lifetime of a vessel. No repaints will need to be scheduled during future dockings of the ship. This saves time and money. It is a true biocide-free solution. The coating is 100% toxin-free and there is no negative effect on the water quality or the marine environment at any point of its application or use. DCi
additional quay and storage space to handle short term exports without being hit by massive congestion. In 2021, Constanta was already Europe’s leading grain export port, shipping 25mt of cereals. This is out of total traffic that amounted to 67mt. Theoretically, the port could handle double its existing volumes. However, it lacks the supporting road infrastructure to do so. Rail could be an alternative, but the break in train gauge at the Romania/Ukraine border means that wagons cannot easily work across both networks. Hence, in the short term, there are no easy solutions to moving Ukraine’s grain exports through neighbouring countries. Constanta’s container terminals, for example, are now working at 90% of capacity due to the war, with throughput
tripling in the first three months of the year. But shifting grain in containers also presents massive challenges, with many trains covering no more than 150km a day. Barges can operate from Ukraine’s river ports of Izmail, Reni and Kilia on the Danube, which can push limited volumes of grain through to Constanta. However, these facilities are simply too small to handle the required quantities. One report notes that a Panamax bulk carrier conveying 70,000 tonnes of export Ukrainian grain from Constanta would have to be fed by around 49 barge and rail trains. This is because a train conveying a 600metre trailing load can only carry 1,900 tonnes of grain, while a six-unit barge train can carry 18,000 tonnes. However, the capacity to do this regularly simply doesn’t exist. Barry Cross
PORTS & TERMINALS
Given the Russian naval blockade of Ukraine’s Black Sea ports, other outlets have been sought in the region to handle the country’s grain exports. Currently, Ukraine is looking to remove more than 20mt (million tonnes) of grain from storage in under three months before the new harvest of some 30mt needs to be transferred from the fields to longer term storage facilities. Constanta has taken up some of the slack, in terms of both bulk consignments and containerized shipments, in the months after the invasion by Russia. However, the case for permanently upgrading the port to handle these levels of exports has yet to be made, according to sector experts, especially if the upgrade were purely shortterm focussed. Indeed, there is little prospect of Constanta finding all the
NEWS
Constanta working at near capacity to export Ukrainian grain
TMGA to introduce closed system discharge facility La Coruña Port Authority has received a request from Terminales Marítimos de Galicia (TMGA) to install an automatic ship-unloading system in the port’s outer harbour. This will form part of a €25 million investment package that the company has made in Punta Langosteira dock. TMGA says it has made slight changes to the location of the surface of the quay in order to do this and expects to start implementation in the summer with an eye on the facility coming into
operation in early 2023. The system, which is costing €8 million, encompasses both conveyor belts and transfer towers, allowing consignments to be shifted directly from the quay to the warehouse complex as part of a ‘closed circuit’. This will eliminate much environmental pollution and result in much higher productivity in terms of discharge and overall efficiency. Although the conveyor belts have been designed for the movement of
grain, they could also be used to carry other dry bulk commodities. This will allow the company to move all dry bulk traffic it handles to the outer port. As a result, TMGA is adapting its existing facilities at Centenario dock in the inner harbour for the handling of breakbulk items, mainly wood and glass. When this work is completed, it will abandon its processing area on Calvo Sotelo quay, which will be adapted for use by cruise ships. Barry Cross
Itaguaí to have new dry bulk terminal for export iron ore
second most exported commodity after soya. The Itaguaí dry bulk terminal will therefore help to consolidate the importance of iron ore in the nation’s economy. Barry Cross
JUNE 2022
storage and handling capacity at the Port of Itaguaí. The body also takes into consideration the engineering solutions needed as well as undertaking economicfinancial modelling. The National Secretariat of Ports and Waterway Transport believes the project to be a priority and hopes to have it designated as such by the end of the first half of the current year. Once public consultation has been completed later this year, it is hoped to issue a tender for the concession in the final two months of 2022 and bids to be received in the first quarter of next year. However, operations will not commence until 2028 at the earliest. Brazil remains the second-largest producer of iron ore in the world — behind Australia — and iron ore is Brazil’s
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Companhia Docas do Rio de Janeiro (CDRJ) is to facilitate the introduction of a dedicated dry bulk terminal specializing in export minerals at the Brazilian Port of Itaguaí. This will require a 312,514m² area and investment in the order of $593 million. Once operational, it will increase the iron ore export capacity at the port to around 30 million tonnes annually. Following a recent visit by officials of the Ministry of Infrastructure (MInfra) and representatives of the Planning and Logistics Company (EPL), it has been determined that the concession for the terminal will cover the designated ITG-02 area. The purpose of the visit was to allow EPL to assesses the dynamics of the regional market and analyse the potential
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NEWS PORTS & TERMINALS
The ports of Montréal, Québec and Trois-Rivières look to jointly strengthen the St. Lawrence corridor The Port Authorities of Montréal, Québec and Trois-Rivières have announced the creation of a working group to identify and facilitate the implementation of joint initiatives. The signing of a collaboration agreement between these three ports on the St. Lawrence River is motivated by strategic, environmental, and economic factors. The three ports combined annually handle approximately 72.4 million tonnes of general cargo, containers, noncontainerized general cargo, and solid and liquid bulk. The St. Lawrence is the entry and exit route for a multitude of goods, food and materials traded with the rest of the world.
Port of Montréal.
ABOUT THE PORT OF MONTRÉAL Port of Québec.
JUNE 2022
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A FAVOURABLE CONTEXT
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transport networks, the exchange of expertise, or the compatibility of technological systems. Since the Government of Canada has announced its intention to modernize the Canada Marine Act, the act that governs the canadian Port Authorities’ operations, the working group’s conclusions could also be used to inform the work of Transport Canada.
“Global supply chains are being restructured. Shipping lines and import-export stakeholders are looking for the best routes at the best cost and want to accelerate the decarbonization of maritime transport. There are opportunities for our ports and for our economy,” said Martin Imbleau, President and CEO of the Montréal Port Authority. “More than 80% of trade worldwide is done by ship and the St. Lawrence/Great Lakes axis is Canada’s most important trade corridor. Our infrastructures are vital to our economy, with major importance along the St. Lawrence, but of minor importance when it comes to global supply chains. With this new relationship, we want to develop some of the most sustainable and eco-responsible logistics and supply chains globally and interprovincially,” says Mario Girard, President and CEO of the Quebec Port Authority. From west to east over 250km of waterway, the ports of Montréal, TroisRivières and Québec have a lot in common. They are jointly responsible for the safe operation of traffic on one of the most beautiful rivers in the world. They serve intersecting economic and social ecosystems; they rely on complementary intermodal platforms and often have the same maritime partners. “What facilitates
Port of Trois-Rivières.
Operated by the Montreal Port Authority (MPA), the Port of Montréal is the second-largest port in Canada and a diversified transshipment centre that handles all types of cargo. The only container port in Quebec, it is a destination port served by the largest shipping lines in the world. The MPA integrates the economic, social and environmental aspects into its business approaches. This commitment is supported by a sustainable development policy, whose guiding principles are involvement, cooperation and transparency.
ABOUT THE PORT OF QUÉBEC
collaboration is our complementarity. The ports of Montréal, Québec and TroisRivières each have their own expertise and specific roles in the supply chain. Increasing our collaboration will create synergies that will benefit the customers we serve and the communities in which we operate,” says Gaétan Boivin, President and CEO of the Trois-Rivières Port Authority.
RECOMMENDATIONS FROM NOW UNTIL THE YEAR’S END The working group will explore different avenues of collaboration that could improve the competitiveness of the St. Lawrence corridor, such as the connection between the ports and the freight and train
Among the five largest ports in Canada in terms of tonnage handled and economic benefits, the Port of Québec is strategically located to serve the heart of North America. It is the only port that has both deepwater requirements and complete intermodality. Thus, it is able to receive cargo without constraint from or destined to some fifty countries in order to connect the Quebec, Great Lakes and American Midwest markets to the rest of the world.
ABOUT THE PORT OF TROIS-RIVIÈRES Active since 1882, the Port of Trois-Rivières is an important player in regional, national and international economic development for major industrial sectors such as the aluminum industry, forestry and agri-food. Annually, the Port of Trois-Rivières welcomes merchant and cruise ships originating from over 100 different ports in more than 40 countries around the world.
NEWS PORTS & TERMINALS www.drycargomag.com JUNE 2022
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AD Ports Group and Alexander Global Logistics GmbH sign agreement to establish a world-class pulp and paper products hub in Abu Dhabi STRATEGIC PARTNERSHIP AGREEMENT TO OPERATE FROM THE GROUP’S FLAGSHIP KHALIFA PORT Striving to transform Abu Dhabi into a leading hub for the development and distribution of pulp and paper products across the Middle East, AD Ports Group has signed a strategic partnership agreement with Alexander Global Logistics GmbH. As per the agreement, the two parties will work closely to establish and launch a transshipment hub dedicated to handling pulp and paper products, which will operate from Khalifa Port, AD Ports Group’s flagship port and a vital link connecting East and West trade. Saif Al Mazrouei, CEO of Ports Cluster, AD Ports Group, said: “Today’s announcement marks a key milestone in Khalifa Port’s ongoing development to support the UAE’s industrialization efforts, and is also the first step in what we see as Abu Dhabi’s transformation into a regional leader for pulp and paper products. “Leveraging our long-standing expertise as the emirate’s leading facilitator of trade, logistics, and industry, as well as Abu Dhabi’s central location linking global trade and its multi-modal connectivity solutions over air, sea, land, and future rail, our new joint venture with Alexander Global Logistics GmbH will meet the evolving needs of this fast-growing industry. “The hub aims to address the changing needs of the global supply chain, both for pulp and paper producers and customers. In the first stage, expected to be completed by Q3 2022, a total of 20,000m2 of quayside warehousing will be established in Khalifa Port. From there, all kinds of forestry products will be distributed into the Gulf region and beyond.” Carsten Hellmers, CEO of Alexander Global Logistics GmbH, said: “We are very excited about this project, as we have
Saif Al Mazrouei, CEO of Ports Cluster, AD Ports Group (right); and Carsten Hellmers, CEO of Alexander Global Logistics GmbH signing the strategic partnership agreement to Establish a World-Class Pulp and Paper Products Hub in Abu Dhabi. the strongest belief that the combination of expertise and knowledge of the industry brought into this Strategic Partnership Agreement by Alexander Global Logistics plus the unique location, abilities and resources provided by AD Ports Group will soon allow the Pulp and Paper industry to have a world-class terminal to serve customers in the Abu Dhabi hinterland and reach other destinations taking full advantage of the hub.” The announcement of the new Strategic Partner Agreement in collaboration with Alexander Global Logistics GmbH marks the latest in a series of developments at Khalifa Port aimed at expanding the deep water port’s capabilities to support a wide variety of industries. In 2021, AD Ports Group signed a 50year land lease agreement with Anchorage Investment that will see the development of a grain storage and processing plant at Khalifa Port that will be overseen by agro commodity processor National Feed. Last year also saw the signing of a 35year concession agreement between AD Ports Group and CMA CGM Group, one of the world’s leading providers of shipping and logistics solutions. As per the agreement, the two parties will work closely together to launch a new AED570 million (US$154 million) terminal
in Khalifa Port that will be operated by a new joint venture owned by CMA CGM (70% stake) and AD Ports Group (30%). Elsewhere in the port, progress is already underway with the development of Abu Dhabi’s first greenfield commercial bulk liquid storage terminal that is being built as part of a strategic agreement signed with Saudi Arabia-based Arabian Chemical Terminals (ACT) back in 2020.
ABOUT AD PORTS GROUP Established in 2006, AD Ports Group today serves as a major regional facilitator of logistics, industry, and trade, as well as a bridge linking Abu Dhabi to the world. Listed on the Abu Dhabi Securities Exchange, AD Ports Group’s vertically integrated business approach has proven instrumental in driving the emirate’s economic development over the past decade. Operating several clusters covering ports, economic cities & free zones, maritime, logistics, and digital, AD Ports Group’s portfolio comprises ten ports and terminals, and more than 550km2 of economic zones within KIZAD and ZonesCorp, the largest integrated trade, logistics, and industrial business grouping in the Middle East. AD Ports Group is rated A+ by S&P and A+’ Affirmed – Outlook Stable by Fitch.
PORTS & TERMINALS
Ports of Indiana-Jeffersonville completes $24m in new infrastructure projects
JUNE 2022
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Aerial view with Louisville in the background.
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The Ports of Indiana-Jeffersonville is celebrating the completion of $24 million in infrastructure enhancement projects. The port received a $10 million Transportation Investment Generating Economic Recovery (TIGER) grant in 2015 initiating big changes in Jeffersonville. All projects were completed in 2022. The grant provided partial funding for $24 million in infrastructure enhancements that has added four miles to the port’s existing 11-mile rail network. The projects have enhanced and overhauled the railroad infrastructure and intermodal capabilities throughout the entire port. The projects included: v Four miles of additional rail track to accommodate unit train delivery to
v v v
v
v
and from the port, along with two new rail loops connected to the waterfront facility. Railyard can now accommodate 200 railcars. Enhanced unit train handling; new capacity and improved velocity. Waterfront intermodal facility that more than doubles the capacity of bulk commodities transferred from rail cars or trucks to barges. The new conveyor belt can run more than 2,000 tonnes in one hour or one rail car to barge in less than three minutes. Three-acre transload facility that allows cargo to be transferred between trucks and rail cars.
$24M INVESTMENT BREAKDOWN $10 million $3 million $11 million
Federal TIGER grant Private-sector Ports of Indiana
Through a taped video, Governor Eric Holcomb said (in part), “We couldn’t be prouder to welcome [barges] from all over the world carrying millions of tonnes of cargo every year, supporting tens of thousands of careers and billions of dollars of economic impact. It’s truly what propels our progress. Thank you for your continued commitment to fostering economic vitality through world-class infrastructure and keeping it all flowing so
million tonnes, up 21.6% compared to 2020. This is the highest annual shipment total since it began operation in 1985. (The second-highest year was in 2015.)
Waterfront intermodal facility that more than doubles the capacity of bulk commodities transferred from rail cars or trucks to barges.
ABOUT THE TIGER PROGRAMME The Transportation Investment Generating Economic Recovery, or TIGER Discretionary Grant programme, allows
PORTS & TERMINALS
we all can keep growing.” The new infrastructure improvements will increase maritime commerce through domestic barge service. Combined with the two new Ohio River interstate bridges and new heavy haul transportation corridor leading into the port, the region can further attract new cargoes and largescale industrial projects that require
the U.S. Department of Transportation to invest in road, rail, transit and port projects. Applicants compete for funds and must detail the benefits their project would deliver for five long-term outcomes including safety, economic competitiveness, state of good repair, quality of life and environmental sustainability.
Aerial view looking south above the new three-acre transload facility.
Steel coils being unloaded.
ABOUT THE PORTS OF INDIANAJEFFERSONVILLE
JUNE 2022
Opened in 1985, the Ports of IndianaJeffersonville handles Ohio River shipments of steel, agriculture and industrial cargoes, and provides more than 1,000 acres of industrial sites for multimodal businesses. The port is operated by the Ports of Indiana, a statewide port authority managing three ports on the Ohio River and Lake Michigan. Established in 1961, the Ports of Indiana is a self-funded enterprise dedicated to growing Indiana’s economy by developing and maintaining a world-class port system. DCi
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multimodal transportation connections. “The completion of the TIGER project is the result of the commitment that the Ports of Indiana has to best-in-class infrastructure and making our Indiana network bigger, better, faster,” said Vanta E. Coda II, Ports of Indiana chief executive officer. “This infrastructure will allow our current and future customers to grow for the next 50 years.” Indiana’s three ports contribute more than $8.2 billion per year to the state economy and support 50,000 Hoosier jobs. Jeffersonville alone contributes $1.8 billion yearly in economic impact and supports 12,137 jobs. The Ports of Indiana-Jeffersonville set a shipping record in 2021, handling 3.22
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Outloading canola from a Viterra bunker in South Australia.
REGIONAL REPORT
Australian Regional Report Jay Venter
MAY 2022
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Kilic Engineering supplying handling solutions to Australia and beyond
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With a record cereal crop handled in Australia over the 2021/2022 season, coupled with strong grain prices, the grain industry in the country is extremely buoyant with continued growth experienced by grain handlers and through the grain handling supply chain. Despite the volume of grain breaking records, competition amongst handlers is increasing. The major bulk handlers, namely CBH, Viterra and GrainCorp, with their history in nationalized bulk handling bodies or farmer co-operatives have been joined by several entrepreneurial players. The new players’ backgrounds range from commodity traders to milling companies to transport and logistics specialists with all seeing an opportunity to take on the big guys. When Croatian immigrant Tony Kilic started the Kilic Engineering (KE) business in Southern Australia in the early 1970s, one of his first customers was the statebased monopoly bulk grain handling business, South Australian Co-operative Bulk Handling Limited (SACBH), which owned and operated all that state’s 112 inland grain receival sites and seven export bulk grain terminals. KE’s first work with the bulk handler was to provide a conveying system into one of its port facilities and once this
project was completed on time and well below budget, an immediate trust and loyalty was developed between the two organizations. So strong was the association that was formed between KE and the SACBH team in those early years, that almost five decades on, KE continues to be a major provider of bulk material handling equipment to SACBH’s successor, Global Agri-business Viterra Ltd. Although Viterra have been challenged during periods of rapid expansion and more recent consolidation phases, KE continues to provide ongoing support and new material handling equipment to their business. True to its core, KE has maintained a healthy relationship with its
major client to ensure that Viterra can continue to provide a world class storage and handling system for its grower and export customers. For the 2022/23 upcoming grain harvest,Viterra have purchased multiple KE BunkerStacker receival machines, with capacities ranging from 600 to 750tph (tonnes per hour), to its existing fleet of almost 100 units. As mentioned earlier, competition for export handling services is on the increase across Australia, with South Australia attracting much attention given to its consistently high annual volumes of export grain, with only a small domestic market operating within the State. Trader and Handler, ADM has joined T-Ports, Cargill
Bunker stackers used at T-Ports’ receival operations in South Australia.
REGIONAL REPORT
and Semaphore Container A 600tph BunkerStacker 3000 Big Roo being Services (SCS) in establishing operated by Bunge staff in Western Australia. handling and export operations from SA. Faithful to its founder’s approach, KE has set about building relationships with these new entrants. As they worked to crystalize their ambition to take on the entrenched competitor, they turned to KE for market leading gear. KE has delivered, either in the form of BunkerStacker receival equipment or port-based equipment to assist in the export task. This year, T-Ports is constructing a new export terminal operation at Wallaroo which is planned to be in operation for this coming harvest, increasing its receival intake capacity this with KE supplying the company with year, with an order for multiple KE several new BunkerStacker 3000 machines machines likely and with these machines (600tph each) for their open bulk storage complementing over 20 machines provided grower intake operations being by KE to that business in Australia. constructed at that port. Whilst ADM continue to utilize KE’s Cargill Australia, having recently equipment to provide competition to other established its own export shipping handlers, Semaphore Container Services, operations out of Port Adelaide, is also which operates a small port storage and
shiploading facility at Osborne in SA, is looking to increase its port storage capacity with KE currently providing intake and elevation design services for this project. In Western Australia, the grain giant Cooperative Bulk Handling (CBH) is coming off a record 21.5 million tonne grain crop in 2021/22 and is looking at
REGIONAL REPORT
another above average harvest this year. KE has supported CBH’s operations in recent years with the supply of multi-loader stacker (MLS) machines and drive over grid stackers (DOG stackers), these machines being CBH designed staples across its extensive network of sites. The quality and service from KE underpins this growing business relationship, with KE set to manufacture more equipment through 2022/23 as CBH grapples with the challenge of record-breaking WA harvests. CBH’s only competition for export services is another global major agribusiness in Bunge, who have established an export facility in Bunbury,West Australia and two inland receival sites to support their export operations. KE has previously provided Bunge with machines from its BunkerStacker range and this year has already delivered machines to complement Bunge’s service offering to growers. In Eastern Australia, Emerald Grain and Riordan Grain Services (RGS) provide competition to the major operator GrainCorp in the State of Victoria with Emerald utilizing KE equipment extensively
JUNE 2022
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KE’s Super Roo (750tph) in operation by CBH in WA.
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DOG stacker inloading equipment in use at CBH in Western Australia.
at its Melbourne Port and upcountry receival operations. RGS compete with GrainCorp for export volumes from the Geelong Port and also at the Victorian Port of Portland. A new service provider, the Port of Portland themselves are now offering export ship loading services to customers competing with the existing providers RGS and GrainCorp. New South Wales has competitive port
offerings at Port Kembla and Newcastle with Qube Agri owning the Quattro port at Port Kembla and recently acquired Newcastle Agri Terminal (NAT) challenging the incumbent GrainCorp for export volumes. KE is fortunate to have worked with both organizations in recent years, including the provision of a new conveyor system to Qube Agri’s Coonamble up country facility this year. In addition to these two major exporters in NSW, KE is working closely with Australian Agri-business Manildra Group, supplying BunkerStackers to its receival sites in 2021, whilst food business Fletcher International has been utilizing KE services to upgrade its storage and handling facilities at Dubbo during 2021/2022, with further work proposed for the near future. The growing demand for high quality Australian Grains, oilseeds and pulses has seen ongoing enhancements to the country’s existing infrastructure in addition to new capital investment in the supply chain and KE is proud to be an integral part of providing engineering solutions to most of the bulk grain handlers in this country. In addition to its Australian customers, KE has recently branched out to provide Asian customers in Vietnam and Japan with handling solutions specific to their requirements.
In a joint statement by The Queensland Government’s Premier and Minister for the Olympics, The Honourable Annastacia Palaszczuk and the Minister for Transport and Main Roads, The Honourable Mark Bailey, it was announced that The Port of Mackay is heading for a record-equalling year of trade, the best in ten years, as the Palaszczuk Government’s economic recovery powers on. Premier Annastacia Palaszczuk and Member for Mackay Julieanne Gilbert today visited the port which is a critical supply link for the local and state economy. “The Port of Mackay has clocked up more than 3mt [million tonnes] of cargo so far this financial year which [represents] 24% growth on the same time as last year,” the Premier said. “It’s on track to reach more than 3.3mt by the end of June, which would equal its record trade and be the most in the last decade. “The Port of Mackay is an essential gateway linking Central Queensland to the world, servicing mining and agricultural
industries and a critical supply link for the economic powerhouse of the Bowen Basin. “A strong port means jobs and a strong economy for the region. It supports 2,100 trade jobs and pumps $3.5 billion into the economy.” Member for Mackay, Julieanne Gilbert said the great result at the Port of Mackay was underpinned by strong mining and agricultural industries in the region. “The port’s top three traded commodities are fuel, sugar, and breakbulk,” Gilbert said. “Breakbulk cargo volumes in the year to date are also 25% higher than the same period last year. “In April alone, we saw more than 250,000 tonnes of cargo go through the Port – going from strength to strength at every step.” The Premier also announced that Queensland-based V2R Projects has been awarded a $4 million contract to upgrade one of the Ports wharves. “This $4 million upgrade will see the western approach deck to Wharf Five
removed and replaced – building better infrastructure for the port,” the Premier said. “This project will be directly supporting 30 local jobs and create a pipeline of work across regional Queensland.” Transport and Main Roads Minister Mark Bailey said it was thanks to the Palaszczuk Government’s commitment to keeping Queensland ports in the hands of Queenslanders, we’re seeing the dividend flow through where it’s needed. “Having strong, state-owned assets doing so well, year on year, despite the global disruptions is fantastic to see,” he said. “While we expect to see some impacts due to global supply chain disruptions, the central drivers supporting trade in the region surrounding the Port of Mackay remain strong.” North Queensland Bulk Ports is a Queensland Government-owned corporation also responsible for the strategic ports of Abbot Point, Hay Point and Weipa in far north Queensland.
REGIONAL REPORT
Port of Mackay trade hits over three million tonnes
Wearnetics, asset wear-maintenance using real-time data Wearnetics is a state-of-the-art technology designed by BMH Global Design specifically as a wear-maintenance strategy to reduce total operating cost. BMHg streamlines the reporting process by harvesting real-time data to expedite corrective action to return best possible asset performance.
EVOLUTION OF WEARNETICS
BENEFITS OF WEARNETICS
GET MORE DONE WITH MOBILITY Wearnetics is designed for mobility. Information is everything in a fast-paced mining operation. Planning and decision making is an integral part of business. BMHg helps by producing tools that make operations more efficient. BMHg will save time and in the process will also save money for the user. The Wearnetics app syncs with the wireless sensor network neatly concealed behind the wear consumable to feedback instant metrics on asset performance.
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Compared to conventional autonomous wear-maintenance techniques, Wearnetics does not need a cluster of electrical cables to work. It works with wireless technology. v It uses a dense cluster of sensors to increase image resolution. Current systems on the market use sensors at long separation distances. v It interfaces with existing wear
chain process begins at a fast and accurate pace. v It is designed for mobility. Depending on budget, BMHg can offer an application so users can access their information on their terms.
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The team at BMHg has been in mining for a long time and designed all forms of transfer chute systems for many projects around the globe. They noticed some very repetitive conclusions every time. No product or service existed to inform users of the real operating condition of their assets. BMHg formed a notion something could be done and started investing. Wearnetics was born.
consumables as the Wearnetics system incorporates a flexible and low profile design that complements the asset. In other words, plug and play. v It can operate even when the material is flowing, eliminate the need to stop your operation, isolate, clean. Most importantly, performing high risk work in confined spaces is eliminated. Activities traditionally associated with wear data collection is a thing of the past. v It delivers mass data at the user’s fingertips. BMHg has developed an innovative online service that any mine manager, superintendent, planner and engineer can access real information anytime and anywhere. Wearnetics will tell users how their assets are performing and autonomously recommends corrective actions. v Its online solver platform is autonomous. The Wearnetics solver will connect the user with a comprehensive dashboard where the user will have access to real graphical and metric performance data. The online solver will prepare a drawing package in a matter of minutes and the wear consumable supply
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REGIONAL REPORT www.drycargomag.com JUNE 2022
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Online scanning from RTI cleans up the bulk handling industry AllScan analyser in situ on a conveying system.
RTI – Real Time Instruments (RTI) is an Australia-based company specializing in online elemental and moisture analysis of bulk materials, providing operators with process data to make pro-active real-time control decisions to improve plant efficiency and bottom-line profitability. From its beginnings as an instrument service provider to the Australian coal industry, RTI has steadily grown and diversified into a high-tech manufacturer and supplier of on-line measurement and analysis equipment to the global mining, mineral processing, power generation, cement production and food industries. RTI’s customers range from small food processing facilities to large multinational mining and power generation companies on all continents. With a vast global network of reputable business partners on all continents, RTI can provide customers with excellent service and sales support ranging from on-site technical services to remote diagnostic and calibration expertise. RTI’s on-line analysers utilize the latest technology to measure the chemical composition, density, and moisture content of bulk material as the product is transported on a conveyor belt. RTI’s ability to pivot its onshore manufacturing production line, allow for easy customization to existing products to
facilitate the analysis of products in hoppers, screw-feeders, chutes, and pipes in addition to standardized conveying systems.
SIGNATURE PRODUCT RTI’s product line includes: v AllScan n-Gen v AllScan v MoistScan v AshScan v Gammascan v WeighScan v Digital Density v Digital Point Level v TankTel RTI’s signature product, the AllScan® Elemental Analyser, measures the chemical composition of raw material in cement production, steel production, coal, iron ore, and most minerals. In its design, RTI took into account the current needs of mining and mineral processing companies, especially in light of sustainability and NetZero imperatives. The AllScan® has been designed to maximize the number of gamma rays reaching the detectors from the material analysed, easy installation and maintenance. Only weighing about 1.2 tonnes, the AllScan® is able to be bolted to the conveyor structure — expensive infrastructure is not required to install
the analyser. MoistScan®, the world’s most popular online microwave moisture analyser, measures the moisture content in a wide range of materials. The AshScan® coal quality analyser measures total ash content in coal. The GammaScan® also measures total ash content but does not require a nuclear source. RTI’s DD-1000 nonintrusive Digital Density Gauge measures the density of liquids and slurries in pipes. RTI services and distributes a large range of high-performance belt weighers, Tectron’s tramp metal detectors, and the MARS tramp metal removal system. RTI systems act as: v PGNAA elemental analysers v neutron generated elemental analysers v dual energy coal quality analysers v microwave moisture analysers v tramp metal removal systems v belt scales v density gauges v metal detectors RTI’s high-quality analysers equip its customers with powerful process analytics to assist in exceeding revenue, yield and production targets while reducing carbon footprint. Improved efficiency, tighter quality control and reduced emissions help RTI customers to reach Net-Zero targets.
REGIONAL REPORT
Head of Research and Innovation Robin Sheehy, with Research and Innovation Engineer Bradley Roper with RTI’s world-first AllScan n-Gen about to be deployed and commissioned to a coal mine in the Bowen Basin, in Queensland, Australia.
RTI collects and delivers on-line realtime data to operators, meaning they can make critical decisions — on the spot, when it matters. Using RTI systems enables operations to achieve maximum yield, and real-time results. All products are designed, developed and manufactured in Mackay, in regional Queensland, and shipped to more than 1,200 analysers at sites across every continent, worldwide.
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INTRODUCTION TO ALLSCAN N-GEN
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The PGNAA (prompt gamma neutron activation analysis) technology was introduced to the cement market in the late 1980s; however, the market breakthrough did not happen until some years later when the original vertical chute arrangement was replaced by the ‘cross belt’ analysis concept. Today, PGNAA is without doubt fully acknowledged as the leading on-line analysis concept for cement raw materials with several hundred successful installations for stockpile and raw mill applications all over the globe. In addition to the cross belt approach, other notable developments for PGNAA in the cement industry include the introduction of the neutron tube and the multiple calibration curve concept to deal with varying belt loads. In the last decade, RTI’s Research and Development team took this technology and built on it by means of a sophisticated new analytical calculation methodology
concept. Resulting, was Realtime Instruments’ (RTI) new AllScan® analyser, which introduced the ‘smart’ next generation PGNAA, offering a number of revolutionary and significant technical advantages and a lower cost of operation compared to conventional calculation concepts. Now, with an eye to the future — and to sustainability, safety and net-zero targets across the broad spectrum of industries to which RTI’s analysers are deployed — a new generation of cleaner, safer analysers has emerged — and it’s a world first. The AllScan n-Gen elemental analyser is a game changer. The n-Gen (which stands for neutron generator, not next generation!) is the first elemental analyser, with a long-life neutron generator, in the world. ALLSCAN® N-GEN No other analyser is as powerful or reliable as n-Gen across industries including: v clean power generation v mining and processing v cement v alternative industries and biofuels v steel Production In conclusion, RTI’s AllScan elemental analysers have a proven track record across the cement, coal, power generation and minerals sectors. More than 80 AllScan and AllScan n-Gen elemental analysers
have been sold for these industrial applications since the analyser was commercially released in 2012. Now, ten years later, RTI is commercializing the ground-breaking n-Gen and the early indicators are extremely promising. Add to the number of successful installations — which fully document the above outlined advantages of AllScan’s analytical calculation concepts over more conventional approaches — the commissioning of 18 of these analysers throughout India in the power generation industry, and a number commissioned specifically for cement application. With such a strong uptake, across a broad spectrum of industries, the technology is proving, time and again, its role in returning maximum yield and delivering real-time results for customer operations. Here alone, the AllScan and AllScan n-Gen elemental analysers are proved to have paid for themselves within only a few months’ operation. Of course, benefit rates will vary according to each site’s respective operational parameters, but our analysers are saving our customers millions of dollars in operational costs, reduced penalties, reduced waste and higher rates of recovery. With a background as a dedicated online analysis instrumentation company with an existing range of other on-line analysis products designed for harsh industrial applications, RTI is now active on the market with a number of cement projects.
REGIONAL REPORT
Lower cost of ownership coupled with a number of innovative, smart performance enhancing features are the deliverables of the new AllScan® PGNA(A) analyser.
DRAWBACKS OF TRADITIONAL SAMPLING There have been a number of case studies in which the comparison has been made to establish the reliability of traditional sampling methods, on the one hand, and real-time, continuous analysis, on the other, in capturing data on variability of chemical composition of coal at a coal washery in Australia. Without question, amongst more recent studies, one whose findings have been referenced globally, involved a conventional sampling method and RTI’s’ AllScan, cross belt ore analyser. The AllScan employs Prompt Gamma neutron activation analysis (PGNAA), which penetrates through the depth of the material on the conveyor belt. In PGNAA, a neutron, based above or beneath the conveyor, generates neutrons that are absorbed by the material to reveal its elemental spectra. Continuously, it measures what is on the belt through the cross-section, the full width. The findings indicated that the AllScan excelled, producing detailed insight on process performance, the required data of ore on the conveyor belt consistently. On the other hand, the traditional sampling method fell short. In the most part, the traditional sampling method was erratic, producing patches of data of a limited scope, which, if utilized, could result in wrong decisions, leading to valuable concentrations of metals going to waste. This is the last thing a mining company would expect to experience. In an industry, where accuracy is the currency, techniques that rely on guesswork are a definite no-no.
Calibration Analyst Daley Smeltzer shown with RTI’s MoistScan.
can be sent to the mine, so that necessary adjustments to the mining operations can be made, if necessary. v Accuracy: ultimately, the online analysis can eliminate sample preparation errors caused by inherent bias common in conventional sampletaking methods. This ensures accuracy and integrity of the data gathered. Additionally, it decreases the total volume of samples that would have had to be taken within processing plant sections.
Ongoing research and development initiatives promise more opportunities opening up exploring the application of continuous, real-time, online analysis. To date, the use of online analysers, with reference to the AllScan, in ensuring that the ore from one stage to another is within specified parameters far earlier than other instruments has been ground-breaking. The AllScan can also be used in slurry analysis — measuring the elemental concentration of the slurry as it passes through its measurement zone. Usage in the back end of mineral processing, though not very common, merits highlighting. For instance, the analysers can be used in grade control, in
Recognizing the comparative advantages that real-time continuous, online analysis brings and the possibilities that it has opened, it is not surprising that the technique is gaining traction in the mining and mineral processing sectors. The main benefits which the technology offers are convenience and accuracy. v Convenience: cross belt analysers are convenient — scanning the material on the rock continuously, sending readings rapidly to process control and production management systems. Sometimes, if needs be, the data can be stored in the cloud for future retrieval. Above and beyond, the data
As you would have thought, initially, the minerals sector had been hesitant to embrace continuous, real-time chemical analysis, opting to stick with the ‘tried and tested’ conventional sampling techniques. The coal and cement industries had enthusiastically taken the technology on board much earlier. Nevertheless, the need to ensure that their operations are sustainable has compelled mining companies to adopt real-time, continuous analysers. Currently, RTI has made over 100 installations of its AllScan worldwide, with a prospect of the portfolio growing.
WORTHWHILE INVESTMENT By and large, real-time, continuous, analysers are a worthwhile investment, worth every dime of the high initial costs, when one takes a long-term view. Usually, after commissioning the cost could be recouped within a year, should the optimization process be applied appropriately.
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OPPORTUNITIES FOR APPLICATION
CONVENIENCE AND ACCURACY
INDUSTRY UPTAKE
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CONTINUOUS, REAL-TIME ANALYSIS:
particular, ensuring that only premier grade ore is shipped to markets. It is inconceivable to waste resources exporting inferior grade ore while an appropriate process could have been employed to forestall the lapse.
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REGIONAL REPORT
Kerman awarded contract for ore storage facility Artist impression of Ashburton ore storage facility.
Kerman Contracting Pty Ltd (Kerman) has been awarded a $60m contract by Mineral Resources Limited (MRL) for the design and construction of its Port of Ashburton Ore Storage facility in Onslow, Western Australia. The scope includes the design, fabrication, supply and erection of an enclosed 284-metre-long ore storage facility and associated materials handling. The design is already well underway and onsite construction works are expected to start in January 2023. “This project fits perfectly into our
core business and will provide employment for about 60 site personnel and opportunities for local businesses,” explained Kerman’s Managing Director Chris Kerman. “To deliver a world class facility for MRL we will call upon our previous experience in the design and construction of port bulk storage and materials handling facilities in locations such as Bunbury, Esperance, Geraldton, Port Kembla and Whyalla.” “We are very pleased with the opportunity to design and construct a
storage facility with these dimensions in the Pilbara region. Once constructed this facility will be one of the largest enclosed bulk storage buildings in Australia’s cyclone region,” Chris Kerman added. Established in 1981, Kerman is a well-respected business that undertakes a wide variety of Design & Construct and EPC construction projects ranging from materials handling and bulk storage facilities, process plants to non-process infrastructure and accommodation villages. Kerman owns the majority of its own plant.
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One of Sydney’s oldest ports to be transformed in world-first project
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New South Wales will be home to the world’s first 100% renewable energy shore powered shipping precinct, at the Bays Port in the heart of Sydney. Minister for Transport and Veterans, David Elliott, said Bays Port, which includes Glebe Island and White Bay, will be the first bulk shipping precinct fully supplied by shore power. The White Bay Cruise Terminal will also be the first shore powered cruise berth in the Southern Hemisphere. “Our government is creating the ports of the future and in doing so transforming the communities in which they continue to operate,” Elliott said. “The first berth is set to come online in 2024, and will allow shore power capable ships to cut their diesel generators, and thereby reducing emissions, air pollution and noise levels whilst at port. “Shore power is cleaner and quieter, minimizing the impact of ships on neighbouring areas and ensuring our last remaining deep water harbour berths continue to operate sustainably into the future,” Elliott said. In the Bays Port area alone, renewable shore power will remove up to 14,000 tonnes of carbon dioxide from entering the atmosphere over 12 months, the
equivalent of taking over 4,000 cars off our roads every year. The Port Authority of NSW CEO, Captain Philip Holliday, announced the net zero and shore power plan with the support of bulk shipping and cruise industry leaders. “This is an historic partnership with the Port Authority of NSW investing over $60 million to deliver this infrastructure as the first step, with port users already pledging to retrofit and build ships to take advantage of this technology,” Holliday said. “Delivering shore power will drive us even further than our already ambitious net zero targets, of a 75% emissions reduction by 2030 and be net zero by 2040.”
(Above) Aerial view of unloading the trucks from the Höegh Trigger.
Two, CAT 797 haul trucks on the Höegh Trigger. aimed at supporting growth and diversified trade. “Our proximity to current and future regional resource projects in the Bowen Basin, agricultural developments, and to Australia’s leading mining equipment technology and services (METS) hub in Paget, makes the Port of Mackay an ideal and efficient global supply chain solution.” Oskar Orstadius, Höegh Autoliners Chief Sales Officer said built in 2015, the Höegh Trigger is a Horizon class vessel. “These vessels are the largest and most environmentally friendly PCTC vessels out there - capable of transporting 8,500 cars and cargo weighing up to 375 metric tonnes. “Built on state-of-the-art technology, these vessels emit 40% less CO2 per car transported compared to a standard car carrier.” NQBP is a Queensland Governmentowned corporation, which is also responsible for the strategic ports of DCi Abbot Point, Hay Point and Weipa.
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Caterpillar’s Original Equipment Manufacturer (OEM) facility in the United States, where they were loaded onto Höegh Trigger in Freeport, Texas bound for Australia. “The trucks were then transported by one of Australia’s largest logistics providers, Centurion, to the Hasting Deering facility in Mackay for assembly.” Fertin remarked that the Port of Mackay is an essential gateway linking Central Queensland to the world, servicing mining and agricultural industries and supporting 2,100 trade jobs and delivering an economic contribution of $3.5 billion. “In 2020/21, we invested in $1.8 million to expand cargo capacity at the Mackay’s Wharf Four and a $2.5 million to extend Wharf One. We’ve greatly improved our ability to handle larger cargo such as rail infrastructure, wind turbines and heavy machinery,” he said. “Work is also progressing on a new $8.5 million tug berth facility at the port,
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The Port of Mackay recorded 235,533 tonnes of trade in February. Mackay trade results are 23% above last year’s throughput for the same financial year to date period, totalling 2,443,600 tonnes. State Member for Mackay Julieanne Gillbert welcomed the results, which signified Mackay’s strong economic recovery from Covid-19. “I’m proud of the work the Port of Mackay does to strengthen the economy and support local jobs,” Gillbert said. “The Palaszcuzk Government is committed to keeping important assets like this in public hands, so that these wins are the wins of all Queenslanders. “I look forward to seeing what the next 12 months has in store for trade tonnages and job numbers here in Mackay.” North Queensland Bulk Ports Corporation (NQBP) CEO Nicolas Fertin said while increases have been recorded in grain, magnetite, fertilizer and molasses – break bulk trade continues to go from strength to strength at the port. “A recent break bulk shipment saw the super-sized Höegh Trigger, with an impressive length of almost 200 metres, berth at the port on 9 February – carrying two, CAT 797 haul trucks bound for the Bowen Basin,” Fertin said. “The trucks, with a special target payload of 371 tonnes and gross power of 4,000 horsepower, were part of a shipment into the Port of Mackay that totalled 3,308 freight tonnes. “Growing break bulk trade through the port has been a real team effort, and this trade movement was no exception. “From Texas in the USA to Paget in Mackay and then onto the Bowen Basin, the delivery of the trucks involved several companies and service providers, bolstering local jobs along the way. “The trucks started their journey at
REGIONAL REPORT
The Port of Mackay has hit the ground running in 2022, chalking up increased tonnage across a range of trades and supporting local jobs
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NEWS ENGINEERING & EQUIPMENT
Liebherr is shipshape in Dover Two Liebherr mobile harbour cranes are playing a critical role in keeping the UK supplied with products from around the world ranging from steel plate to Caribbean fruit. In a UK first, the cranes are operating on fossil-free HVO renewable diesel, a premium fossil free fuel made of 100% renewable raw materials, which does not release any new carbon dioxide into the atmosphere. The machines – an LHM 280 and LHM 550 – were installed at Port of Dover to strengthen a fleet of equipment that enables the multi-purpose terminal to handle and distribute all types of cargo arriving and departing from the world’s busiest shipping lane. The LHM 550 is the larger of the pair, able to lift 104 tonnes and with a maximum outreach of 54 metres, while its smaller stablemate has an 84-tonne lift capacity and will reach out to 40 metres, meaning they can handle steel, breakbulk, containers, palletized fruit and many other loads. Hydrostatic drive and closed loop hydraulic circuits guarantee immediate reaction times for rapid and precise operation. The robust design of the Liebherr LHM cranes was an important factor for the Port of Dover when procuring the cranes,
Liebherr LHM 550 at Port of Dover. This model can lift 104 tonnes, and has a 54m outreach.
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The LIebherr LHM 280 has an 84-tonne lift capacity and an outreach of 40m.
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especially given the exposed and windy nature of the terminal in Dover. The two cranes have the ability to work in wind speeds of up to a Force 9 severe gale, meaning vessels can be unloaded all year round, in nearly all weather conditions. When the cranes were delivered, Karen Hayes, Commercial and Divisional Manager at Port of Dover Cargo, commented: “Since our new terminal in the Western Docks opened just over a year and a half ago, our business has flourished. We have continued to adapt to the latest technologies and techniques, enabling the team to process every range of cargo in the industry and expand our customer base even further.” The team at Dover is particularly pleased that the cranes are running on HVO, as this is supporting the port’s drive towards achieving its recently announced industry leading decarbonization targets. Robert Alexander, sales manager at Liebherr-Great Britain said: “It has been a pleasure working with the team at the Port of Dover. We wish the port every success as they expand their operations and we look forward to working with them in the future.” Last year Soreidom & Caribbean Line become the port’s first scheduled customer for breakbulk.
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Konecranes receives order for Generation 6 mobile harbour crane from Venetian port The FHP Group has ordered an ecoefficient Generation 6 Konecranes Gottwald mobile harbour crane for its Multi Service Terminal in the Marghera Port near Venice, in northern Italy. The crane will upgrade bulk handling operations by increasing efficiency while reducing local exhaust emissions. The order was booked in April 2022 and the crane will be delivered and commissioned in November. The FHP Holding Portuale Group manages logistic platforms in Carrara, Livorno, Monfalcone and Venice, creating a strategic link between the Adriatic and Tyrrhenian to support the competitiveness of the Italian industry. FHP manages the Multi Service Terminal (MST) in Venice, which provides a wide range of port handling services including bulk cargo handling. The new crane will provide added capacity for MST’s bulk cargo handling operations. “We already operate older Konecranes Gottwald mobile harbour cranes at Marghera and other FHP terminals, and they’ve always performed above our expectations. FHP Group continuously works to decrease its carbon footprint. For this reason, we’re very pleased to have a new Generation 6 on order, that is part of Ecolifting Konecranes, from eco-optimizing diesel drives to hybridization and fully electric fleets. With improved performance and additional features, we’re really looking forward to seeing how it handles bulk at the Multi Service Terminal,” says Alessandro Becce, CEO of FHP Group. The new crane is a Konecranes Gottwald ESP.7B mobile harbour crane, with a working radius of 51m and a capacity of 125t. The crane is equipped for an external power supply, for zero local exhaust emissions and reduced noise when operated via the harbour mains. For unplugged operation, the crane uses an onboard diesel generator set that complies with EU Stage V emission standards. Specially adapted for bulk handling, it features strong lifting capacity curves for improved performance. It also has smart software and digital services in line with Italy’s National Industry 4.0 Plan, a state strategy that encourages industrial innovation. “Konecranes has been working closely with FHP Group for decades, and we're delighted that they’ve chosen us again for the new bulk crane in their Marghera terminal. This order shows that FHP can really see the potential of the Generation 6 crane with its high productivity, reliability and fuel efficiency,” says Gino Gherri, Regional Sales Manager, Konecranes, Port Solutions. This is part of Ecolifting, Konecranes’ continuous work to decrease the carbon footprints of our customers. From ecooptimizing diesel drives to hybridization and fully electric fleets, the company will continue 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 industry. This is underpinned by investments in digitalization and technology, plus its work to make material flows more efficient with solutions that decarbonize the economy and advance circularity and safety.
ABOUT FHP AND F2I SGR FHP Holding Portuale (FHP), part of F2i sgr, Italy’s largest independent infrastructure funds manager, with assets of over €6 billion under management, representing one of the principal Italian port hubs, specializing in the breakbulk and general cargo sector, strategically supplying and servicing some of the largest Italian industries active in the Upper Adriatic and Tyrrhenian Sea. FHP Group is born with the aim of adapting innovation, development, and sustainability in the sector to the changing demands of the market.
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ABOUT KONECRANES
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Konecranes is a globally 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 approximately 16,600 employees in around 50 countries.
As the next material handler, the popular 22t recycling machine has now also received its update to the latest G series machine generation at SENNEBOGEN and shines with various technological innovations. The completely revamped 822 G features intelligent and resourcesaving machine technology and has everything that could be desired in terms of operator comfort and safety. The latest generation of material handling technology for use with recycling or scrap. The optimized new edition of the popular 22 t 818 E recycling all-rounder makes it possible to handle and sort material in a particularly environmentally friendly and economical way. The compact material handler's high system performance and outstanding ease of maintenance are impressive, as is the operator's comfort cab, the design and function of which have been reworked.
At the same time, the machine uses Green Efficiency Technology to save resources and work efficiently. Powerful pumps and large-scale hydraulic valves and lines ensure optimum efficiency. Rightsizing was also on the agenda for the engine. The new 822 G now has an economical 110kW Stage V diesel engine with 3.8 l displacement, which is ideally suited in terms of power and consumption to the operating conditions in recycling and scrap. In addition to the low operating costs, the G series is also synonymous with SENNEBOGEN’s sophisticated 6th generation material handling technology based on decades of experience. Durability and reliability are guaranteed thanks to its robust components and intelligent design — a significant advantage for demanding continuous use.
CAB UPDATE: OPERATOR COMFORT AND SAFETY FURTHER OPTIMIZED
ENVIRONMENTS
FOCUS ON EASE OF MAINTENANCE Particular focus has been placed on maintenance and service with the G series. The result is a coherent service concept that is characterized by reliability and ease of access. Sophisticated details such as the outward-folding lubrication system and an improved refueling situation make servicing the machine extremely convenient and safe. The technological innovations have also made it possible to extend the overall maintenance intervals once again. Thanks to the large-scale e-box, the central electrical distributors and electronic modules are protected from environmental influences even in extreme conditions and ensure maximum machine availability.
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With a reach of up to 10m and a comfort cab that can be elevated as standard, the compact 822 G material handler is a true professional when it comes to recycling. Thanks to its tried-and-tested modular system, it can be individually configured and, with its numerous equipment variants, also makes light work of handling scrap. With this machine, it is clear that once again SENNEBOGEN has focused 100% on material handling during development. The 822 G boasts outstanding responsiveness — the hydraulics can be adjusted very precisely by the operator — and fast, overlapping movements with a hydraulic system that is optimized for demanding tasks in recycling and scrap yards.
The Maxcab comfort cab has also been redeveloped. All in all, the operator will be even more comfortable going forward. In addition to a fresh design, SENNEBOGEN has also incorporated feedback from customers and dealers with regard to comfort and functionality into the new Maxcab. The backrest has been raised, the seat area has been widened by 3cm and the suspension has been reinforced to give the operator maximum seating comfort. Furthermore, the series standard air conditioning with a total of 12 individually adjustable air nozzles, and the view to the front and side have been optimized. The full-length windshield, which runs from the roof to the floor, is made of bullet proof glass as standard. All switch elements can be conveniently operated
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SUSTAINABLE SOLUTION FOR HARSH
from the seat on a clearly arranged membrane keypad that is in the operator’s direct field of vision. Customized and stored operator profiles not only increase efficiency in multi-shift operation, but also make the cab a very personal space for each operator — for fatigue-free and focused work with a feel-good guarantee all day long. The infinitely variable cab elevation — 2.80m for the 822G — is and will remain standard for this SENNEBOGEN material handler. Here in particular, the improvements are noticeable in the truest sense of the word, as the new control and particularly torsion-resistant design moves the Maxcab to the desired height even more stably and smoothly. Features such as the tried-and-tested sliding door, new, colour-coded grab handles and an even stronger LED spotlight on the cab roof also ensure maximum safety when handling the machine.
ENGINEERING & EQUIPMENT
For demanding recycling and scrap applications. The new SENNEBOGEN 822 G can be individually configured and has a range of up to 10m. The redesigned Maxcab impresses with its operator comfort and user-friendliness.
NEWS
The new 22 T G series recycling material handler: the SENNEBOGEN 822 G
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NEWS ENGINEERING & EQUIPMENT www.drycargomag.com JUNE 2022
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SENNEBOGEN launches electric material THE NEW 817 ELECTRO BATTERY AS THE FIRST MODEL OF A NEW MACHINE CONCEPT
seful technology for maximum CO2 savings and flexibility. The 817 Electro Battery battery-powered electric material handler is the first of the freely movable battery-powered models that SENNEBOGEN will be adding to its tried-andtested electric range in the future. Thanks to dual power management, these models continue to offer all the advantages of cablebased electric material handlers, combined with total freedom of movement. Completely safe, comfortable and fully mobile around the clock with zero emissions — a new technological milestone for the industry.
U
Emission-free electric material handlers have been available in wired form for many years. For over 30 years, SENNEBOGEN has been building electric material handlers, which are used stationary or with limited mobility due to the cable, and provide a solution for a wide range of applications. Pure battery-powered devices already on the market have proven to be disadvantageous so far due to the limited operating time of the batteries. Not so with the new SENNEBOGEN 817 Electro Battery: the new mobile electric material handler with battery technology combines the advantages of both solutions. With the SENNEBOGEN battery-powered material handler, it is possible to continue working even when it is connected to the mains power for charging. In mains operation, dual power management ensures that the power supply from the mains is used for the work movements, while the excess power fed in also recharges the batteries so that the machine can then work independently
With the launch of the new 817 E Electro Battery battery-powered electric material handler, SENNEBOGEN is expanding its electric range with freely movable models that perfectly combine the advantages of stationary electric and battery-powered material handlers. again. With an assumed 2,000 operating hours per year and energy generation from renewable energy sources, the batterypowered material handler saves an average of 31,800kg of CO2 per year compared to its diesel-powered counterparts — and with equal freedom of movement. In future, the battery option will be available for the entire electric series of the 817 to 825 models. DUAL POWER MANAGEMENT: ZERO-EMISSIONS MOBILITY WITHOUT LIMITS
The battery-powered version of the popular SENNEBOGEN 817 E electric material handler with 9m reach and 18t operating weight thus combines the
advantages of two machine concepts: if the material handler is connected to the mains, it uses the wired power supply for the work movements without restricting the freedom of movement of the uppercarriage and equipment. Because the charging power is supplied to the undercarriage, the machine can continue to swivel and work 360°. If more power is supplied to the machine than it consumes, this is used to charge the batteries at the rear. If the mains connection is disconnected, the 817 Electro Battery automatically detects this and works autonomously in battery operation with the same performance data. Depending on the power requirement, the battery pack enables working times of six
PRACTICAL BATTERY TECHNOLOGY FOR EVERY OPERATION, COMBINED WITH PROVEN LARGE-SCALE SERIES TECHNOLOGY
The machine also impresses with its practical design. Thanks to the CEE 63 A connector system, the 817 Electro Battery can use the existing infrastructure of an industrial company. Investments in expensive charging stations can be avoided thanks to the 44W on-board charger. Charging the batteries at any location is also an option, as a simple industrial socket is sufficient. Another advantage of a battery-powered electric material handler:
current peaks when working with the machine can be avoided via peak shaving, i.e. if more power is required, e.g. during combined movements and a full grab, this can be covered by the battery. The connected load is thus reduced to 44kW without further restrictions. The integrated power electronics also ensure a gentle motor start that is particularly gentle on the mains power grid. With the wealth of innovative drive technology, SENNEBOGEN continues to rely on the proven large-scale series technology that has always characterized the brand’s material handlers. The certified high-voltage battery systems, which were specially developed for off-road applications and are already used in many e-mobility applications, are also used for the batteries themselves: for about 3,000 full charge cycles. MORE CONVENIENCE, REDUCED SERVICE REQUIREMENTS, MAXIMUM SAFETY The battery model also offers all the advantages of the tried-and-tested SENNEBOGEN electric material handler in terms of operator comfort and service —
elevating Multicab comfort cab included. Thanks to this innovative batterysupported electric solution, all applications in the hall will be emission-free in the future and alleviate the burden on employees. At the same time, the machine operates with less vibration and noise, does not need to be refueled and has reduced service requirements, as there is no need to change the engine oil, etc. The operator can conveniently see the charge level indicator via the SENCON control system, does not have to carry out any separate settings even if the power supply is changed and therefore does not come into contact with the high-voltage technology used in normal operation. The dual power management system automatically detects the energy source and switches to the corresponding working mode automatically. In addition to regular diagnosis, the machine independently detects faults and interventions in the highvoltage system and then switches off in a controlled manner, which guarantees completely safe processes in every situation.
ENGINEERING & EQUIPMENT
hours without recharging. The great advantage of dual power management then comes into play once again: if the machine is working in a working position for one hour, for example, it can be conveniently connected to the power supply via a standardized CE plug and charged without having to stop work. The capacities of the battery are easily and flexibly charged so that the machine can be operated continuously over a complete shift and does not need to be switched off for charging.
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handler with battery technology
ENGINEERING & EQUIPMENT
Grain handlers from Bruks Siwertell
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at the forefront of huge through-life cost savings
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Thanks to the tremendous growth in the agri-bulk segment over the last few years, grain is now the third-largest cargo that Bruks Siwertell machines handle. Operating with a competitive edge in this industry is key. Bruks Siwertell has installations worldwide and is working hard to deliver this sector some of the most significant cost-saving advantages available on the market. The capabilities offered by Siwertell ship-unloaders have enabled some operators to reduce their unloading days by 50%, or more depending on capacity, translating into a 50% reduction in berth occupancy and the possibility of higher annual intakes, positively impacting return on investment. But Bruks Siwertell is not stopping there. A recent innovative research and
development (R&D) programme, targeted at improving the lifetime of the vertical screw conveyor and its component parts, has yielded extremely positive results, which are now applicable to the company’s entire portfolio of screw-type equipment including Siwertell ship-unloaders, loaders and conveyors. Grain handlers look set to significantly benefit from the developments.
WEAR PARTS SAVINGS By dramatically improving the service life of wear parts, customers save money on through-life maintenance, without increased investment costs. Furthermore, the environment benefits from a more sustainable approach. The programme, which started in 2021, was centralized around owner benefits, with Bruks Siwertell reviewing several key
elements of the vertical conveyor. The grain handling market was taken as the programme’s core segment for analysis for several reasons. Grain handlers have to meet some of the most challenging dry bulk material requirements. Import and export terminals are subject to massive surges in intake from the seasonality of crop harvests. Their dry bulk equipment must match these, and offer consistently high capacities for maximum profitability, but also maintain the quality of shipments through sensitive handling. Siwertell screw-type ship unloaders can discharge grain and other agri-bulk commodities at rated capacities up to 1,800tph (tonnes per hour). Its grainhandling attributes also include the highest continuous rated loading capacities, which
INNOVATIVE DESIGNS THAT ADAPT TO CHANGING DEMANDS
Your challenge might be finding a dry bulk handling solution that ensures the profitable, sustainable growth of your business. Our expertise can provide just that. A totally enclosed Bruks Siwertell solution that ensures operations are efficient, reliable, and free from dust and spillage.
bruks-siwertell.com A PART OF BRUKS SIWERTELL GROUP
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are in excess of 3,000tph.
INTENSE AND COMPETITIVE
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Bruks Siwertell knows that the grain handling sector demands an incredible amount from its dry bulk handling equipment, not only in terms of intensity, but it is also an extremely competitive market that places substantial expectations on component lifetimes and through-life costs. Bruks Siwertell has grain, soya bean and soya meal handling systems operating in Brazil that run up to 4,000 hours/year. These systems work to some of the agribulk industry’s tightest seasonal schedules, and there is no capacity for any unplanned downtime. In this region, many customers are dependent on their Siwertell screw-type ship-unloaders being able to handle one year’s full intake of grain. Several customers do not have any other equipment to unload incoming material or their supplementary equipment is simply
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not suitable, as grain unloading has to happen so quickly and frequently that only their Siwertell unloader is up to the task. Very high use conditions naturally have an inevitable impact on wear parts. When combined with the remoteness of some of these operations, many of these customers often carry a large stock of critical spare parts, minimizing the risk of unexpected stoppages. However, being able to offer longer screw conveyor lifetimes ensures a better balance between cost and component longevity, so Bruks Siwertell can meet the needs of this sector in a more effective way.
NO ASSUMPTIONS A key part of the program was to establish higher durability and wear resistance in the screw conveyors. Several different configurations were analysed and tested; nothing was assumed, as even proven designs also need to be investigated and questioned. Alternative production methods and
techniques were also considered, as well as a review of the supply chain. This has been necessary so that Bruks Siwertell can deliver shorter lead times for a demanding market. The result of this has made the entire production and delivery chain more efficient and environment-friendly. Everything has been verified before passing Bruks Siwertell’s stringent quality guidelines, and the result is an advanced solution that offers the best of previous generations in a more resilient package, with lower operator costs and environmental impact. Bruks Siwertell is ready to pass on these benefits to all its existing Siwertell installations, as well as future terminals, and the results naturally extend beyond grain to other dry bulk commodities as well. Bruks Siwertell is currently running several R&D projects, all with the same aim as this one: to improve owner benefits, set a higher standard for intelligent solutions, and drive positive, sustainable change. DCi
ENGINEERING & EQUIPMENT
New multi-tine grab from Liebherr smart equipment solution from major manufacturer
The Liebherr multi-tine grab GMM 50-5 was completely redeveloped with a smart design.
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manufacture of the new grab. The GMM 505 is available for material handlers with an operating weight from 35 to 55 tonnes.
EXTREMELY ROBUST AND RESISTANT The components of the new GMM 50-5 are made of sturdy cast steel as well as low-wear, high-strength steel sheets. The consistent use of the high-quality materials guarantees extreme stability and resistance for the toughest applications and material handling scenarios. The special shape of the tine support and the buckets was developed based on state-of-the-art calculation and simulation software. Thanks to this modern development process, the new grab is extremely robust and resistant despite its low dead weight.
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iebherr has unveiled its newly developed multi-tine grab GMM 50-5. The intelligently designed five-tine grab was not only developed for customers, but also developed together with them. The new grab combines decades of Liebherr expertise in the area of the development and manufacture of high-performance, robust attachments with a valuable wealth of experience from the users
themselves. The multi-tine grab excels in terms of exceptional load-bearing capacity, resistance and durability. Recycling and scrap handling are some of the toughest applications in industrial goods handling. Robustness, reliability and efficiency are required therefore, choosing the right attachment for the job is key for efficient and economical goods handling. With the five-tine grab GMM 50-5 Liebherr has developed a new attachment that fully meets these special operational requirements. A comprehensive portfolio of buckets as well as a wide selection of optional equipment means that diverse materials can be handled efficiently and economically in recycling and scrap handling. Only top-quality materials are used for the
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v The new Liebherr five-tine grab GMM 50-5: clever design for machine classes from 35 to 55 tonnes v Impresses with exceptional loadbearing capacity, resistance and durability v Designed for tough applications in the area of recycling and scrap handling
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ENGINEERING & EQUIPMENT
FOCUS ON MAXIMUM SERVICE LIFE AND PERFORMANCE
In the design phase special attention was paid to maximum service life: in order to split the high torque, the slewing drive, for example, was equipped as standard with two motors. This increases the service life and minimizes wear considerably. Both rotary transmission and the reinforced slewing drive are sealed multiple times to give maximum protected against external factors such as dust and water. Large and flow-optimized oil ducts not only ensure fast work speeds, but also efficient machine operation. The sealed, anti-twist piston rod protection for hydraulic cylinders is also included with the grab as standard. The latter come with new cylinder kinematics, which also guarantee a long-lasting and good closing mechanism also when the tines becomes worn. A newly designed wear back on the tines also extends the service life immensely. Long-lasting good and precise penetration in diverse scrap and recycling materials is due to the special shape and alignment of the tine tips. They are made from a new type of material for a long service life.
EASY SERVICING AND NUMEROUS OPTIONS
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As the lubrication points are arranged ergonomically and logically, the GMM 50-5 is supplied with the necessary lubrication in a very short space of time. Perfect tolerances and generously dimensioned bearing surfaces lead to gentle interplay of the individual components. Thanks to the optional motor and hose
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The new GMM 50-5 is designed for tough applications in the area of recycling and scrap handling. There is a choice of three perfectly designed tines for different materials.
Extremely robust and resistant: the components of the new GMM 50-5 are made of sturdy cast steel as well as low-wear, high-strength steel sheets. The consistent use of highquality materials guarantees extreme stability and resistance.
protection damage to rotary motors and hydraulic lines is minimized. An optional central lubrication system assumes regular, automatic lubrication of all central points. The GMM 50-5 can be equipped with shackles to protect magnetic plates. In order to protect the edges of the often highly stressed internal sheet of the grab against wear and tear, the tines can be equipped with a reinforcement set of wearresistant sheets.
THREE DIFFERENT TINES SHAPES The GMM 50-5 is designed specially for optimal grabbing of mixed and shredder waste as well as chippings or shavings with content of up to 1.10m³. The arrangement and shape of the tines are optimized for perfect penetration and holding of bulky and at the same time loose material. There is a choice of three different tines for handling diverse materials: the version with open tines is perfect for handling large-size and bulky scrap objects. The version with
semi-closed tines is ideal for medium-sized, mixed materials and shredding waste. Small, fine materials and chippings or shavings can be handled most effectively with the closed, heart-shaped tines.
ABOUT THE LIEBHERR GROUP The Liebherr Group is a family-run technology company with a highly diversified product portfolio. The company is one of the largest construction equipment manufacturers in the world. It also provides high-quality and user-oriented products and services in a wide range of other areas. The Liebherr Group includes over 140 companies across all continents. In 2021, it employed over 49,000 staff and achieved combined revenues of over €11.6 billion. Liebherr was founded in Kirchdorf an der Iller in Southern Germany in 1949. Since then, the employees have been pursuing the goal of achieving continuous technological innovation, and bringing highquality solutions to its customers. DCi
ENGINEERING & EQUIPMENT
Dealing decisively with dust difficulties keeping dust under control is vital for smooth and safe operations
Dust: an issue solved with Bruks Siwertell technology CONTROLLING THE CLOUD Materials like wood residues and sawdust are by-products from other industrial practices, and are a valuable raw resource in many industries, from pellet plants, where the production of biomass pellets can be used to offset coal in power stations, to panelboard and pulp and paper manufacturing. They often arrive at production plants on the back of bulk trucks, travelling loose in large trailers. There are various techniques for offloading them quickly; but all rely on tipping the truck and trailer out into a receiving hopper. If not wellmanaged, this part of the handling process has the potential to generate a considerable dust cloud, exacerbating
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personnel, gumming up machinery, and potentially increasing fire risk. From one end of the supply chain to the other, Bruks Siwertell has developed all its key systems with the prevention of dust emissions in mind. Spanning the processed wood and dry bulk handling industries, we have leveraged more than a century of combined expertise in the development of our dust control solutions. Every dry bulk material transfer has the potential to generate dust, and some more so than others. Aside from the obvious powdery cargoes, such as cement, some wood and agricultural residues, dry shavings and sawdust are inherently very dusty, while wet chips and barky fuels are less so.
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Demand for dust-proof solutions is increasing, driven by environmental, societal, and cost factors; from Bruks Siwertell’s perspective, this is timely, as it has all the technology an operator needs to solve the issue of dust. Although a natural part of handling dry bulk materials and processed wood, for powdery cargoes, dust is essentially the product, whereas for others, its presence can indicate material degradation, for example with biomass pellets or grains. Whether it is the asset or the nuisance, fugitive dust emissions should be prevented from entering the atmosphere and impacting the environment, and from spreading to work areas, affecting
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UPGRADES ENHANCE OPERATIONS Over the years, Bruks Siwertell technology has advanced, but the leeway for dust emissions from industrial practices is rapidly diminishing. Therefore, retrofitting dust control measures and upgrading existing systems is gaining industry interest. A number of operators are already benefiting from this strategy. “It is particularly appealing to biomass production companies that regularly handle dusty, processed wood. Their existing dry shavings receiving and storage equipment, including truck dumpers, may not have been originally fitted with dust collection systems or covered hoppers, so relatively simple upgrades can yield very significant results,” Duffy highlights. “Furthermore, if conveyors are replaced with totally enclosed systems, spillage is also not an issue. For some operators we are
ENGINEERING & EQUIPMENT
CONTAINED CONVEYOR SYSTEMS Enclosed screw conveyors are a good example of how facilities can contain materials and maintain high conveying capacities. Siwertell screw conveyors offer particular advantages to dry bulk operators. They are robust and hardwearing, so for the cement handling industry and for those that handle much more abrasive materials such as clinker and aggregates, screw conveyors offer very reliable, cost-efficient performance and minimal maintenance. But with particular reference to dust emissions, as they are totally enclosed, they bring these down to negligible levels and ensure spillage-free material transfers. The same principle extends to Bruks
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environmental issues, but also presenting a fire risk. Bruks Siwertell’s range of back-on, extended arm and drive-over truck dumpers have numerous dust mitigation features. These include fixed or articulating covers for receiving hoppers, enclosed on all sides, along with dust extractors and dust collection systems. These systems negatively pressurize the air, capturing any dusty material in the receiving area and reintroducing it back into the system for use, ensuring that no usable product is being lost. “Our truck dumper systems minimize dust emissions by utilizing a combination of technologies,” says Christopher Duffy, Area Sales Manager, Bruks Siwertell. “For example, a covered receiving hopper and dust collection system combine to deliver the most efficient, optimized, safe unloading process. “It is possible to deliver a truck dumper and receiving system that can ensure close to zero fugitive dust emissions,” explains Duffy. Bruks truck dumpers use a set of hydraulic cylinders that raise a platform at one end, lifting the entire truck. Full lift and lower cycles are completed in approximately four minutes, delivering the capacity to unload biomass at a rate of up to 85tph (tonnes per hour). “Although the hoppers, receiving systems and dust collectors provide very good dust control, the angle at which our truck dumpers work is another advantage. They have a low-profile design, which means that trucks tip their load as close to the ground as possible. This significantly reduces the impact, and therefore dust cloud, of material landing in the hopper,” he notes.
predicting a doubling of raw material throughput within the plant when switching to totally enclosed conveyors. “We can generally design new dust collection systems to suit all existing truck receiving systems, along with, for example screening systems, which remove any oversized dry wood shaving material received by a facility. “The Bruks Siwertell dry shavings receiving system is totally enclosed, preventing dust emissions and protecting the material from any external moisture; a double-bonus,” adds Duffy. “In fact, this is particularly beneficial to pellet plants; by protecting the flow of raw material from the elements, it potentially means that the dry shavings do not need to pass through the plant’s dryer, which can often slow the process down or mean that the plant has to increase its dryer capacity.”
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ENGINEERING & EQUIPMENT www.drycargomag.com JUNE 2022
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Siwertell’s range of Siwertell screw-type ship unloaders, from the road-mobile and port-mobile models up to the large, very high-capacity stationary or rail-mounted systems. Their success has been founded on the ability of every Siwertell unloader to deliver market-leading through-ship capacities, reliability, long service lives, and crucially no spillage or dust emissions. From the inlet feeder in the hold, to the downstream receiving system, the entire material handling process is totally enclosed. “We want to make sure that as much as possible of any shipment of cargo, whether it is on a bulk truck, in a ship’s hold, or on a conveyor, makes it from source to destination, and crucially, maintains its quality. Furthermore, this has to be achieved in the most environmentally friendly and efficient way possible,” he adds. “Bruks Siwertell has focused a great number of resources on addressing exactly this.” Conveying dusty cargoes over any distance, but particularly long distances, can also present challenges. Traditional, idler belt conveyors have done a good job for centuries and offer very high capacities for relatively low investment costs. But they do have some intrinsic drawbacks. The
rollers need high levels of maintenance to prevent seizing and therefore the potential for an idler-can fire, delicate materials can degrade during the process as the belt passes over multiple rollers, generating a bumpy ride and more dust, and as materials are conveyed, they often undergo a sifting effect. Belt conveyors also need secondary covers to contain dust and protect the cargo from the elements.
NEW WAYS OF THINKING Aside from totally enclosed screw conveyors, and covered belt conveyors, Bruks Siwertell offers alternative conveying solutions for mitigating dust during dry bulk material transfers. This includes airsupported, low-friction conveyors, such as The Belt Conveyor™ and the Tubulator™. In both cases, idlers beneath the belt are removed and replaced by an air cushion. To create this, The Belt Conveyor uses a header of pressurized air for each threemetre section and the Tubulator uses a series of in-line, low-pressure fans. Each system offers unique advantages. The Belt Conveyor shares the geometry of a 35° idler conveyor; therefore, it still meets the industry-standard calculations for the USA’s Conveyor Equipment Manufacturers Association (CEMA). It can
carry a wide variety of materials and delivers high-capacity conveying with minimal equipment wear and very low operating costs. As for the Tubulator, it achieves capacities up to 40% higher than conventional belt conveyors and uses innovative suspension cable tower technology that enables it to span long and high installations. The environmental gains that both these conveyor systems offer are also farreaching. A fully enclosed cover provides dust-free operations, eliminates product losses and minimizes any noise production. Low-friction conveying also means that its energy consumption demands are minimal in comparison with traditional systems. “The challenge in dry bulk handing and in wood-processing is that these are inherently dusty or dust-generating processes, but change is possible and necessary,” Duffy says. “Spreading dust poses operational risks; it wastes cargo, and the fuel and emissions spent in carrying it. It also means lengthy clean-up procedures that cost money. Preventing dust emissions in the first instance is a Bruks Siwertell speciality and we are ready to help any operator overcome their dust issue.”
e all like to reside in a healthy, dustfree environment. However, the spread of dust cannot be avoided in some sectors and is harmful to the environment and to health. Health and environmental regulations are becoming increasingly stringent in this respect, so dust control is essential. Spraystream offers cuttingedge atomizer technologies that reduce the spread of dust by about 90%. This makes it possible to create a dust-free and safe work environment for employees, as well as for the entire neighbourhood. Spraystream only uses the most reliable technologies of the highest quality in its bid to suppress dust. This means that the Spraystream only delivers the most efficient solutions with excellent service. Its ecological dust prevention systems also contribute to a more sustainable world thanks to their limited water and energy consumption. The use of water atomizing allows for the atomizing of the largest possible surface area. In addition, Spraystream’s innovative technologies help suppress unpleasant odours and allow for the cooling and decontamination of the space. All solutions are tailored to the specific requirements of the customer, and are in compliance with the latest industrial standards.
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Spraystream for a healthy work environment
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Loading, unloading, and transshipment: these processes release a lot of dust. Spraystream solves this issue.
Mirko Savic, the founder and owner of Savic Group.
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PORTS AND TRANSSHIPMENTS
This unit has been customized, to best meet the specific needs of the customer.
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ENGINEERING & EQUIPMENT
Using fixed nozzle systems. should get in touch, and Spraystream is able to exactly tailor the perfect system for particular needs.
ABOUT SPRAYSTREAM AND THE SAVIC GROUP
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Spraystream is a subsidiary of the Belgian machine builder Savic Group. Mirko Savic, founder and owner of Savic Group, incorporated his company in 2004 with a single mission: designing sustainable, innovative, and high-quality atomizer technologies to handle all odour and dust issues. As a pioneer in its field, Spraystream has
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Port companies load and unload large quantities of (bulk) goods on and from ships every day. They also take care of the safe transshipment of commercial goods. However, these processes release a lot of dust. This leads to unsafe working conditions, the loss of various raw materials, and wear of equipment. Spraystream has developed various solutions to load, unload, and transship goods in a safe and controlled manner and to control the emission of dust. The company has an extensive range of fog cannons and fixed nozzle systems that absorb the hazardous substances and remove them from the air using the atomizing of small micro-droplets. Customers that require a specific solution
a its own dedicated internal R&D department and production unit. A team of driven engineers ensures the careful handling of all projects, from quotation to after-sales service. Customers are welcome to hire one of Spraystream’s cutting-edge machines. “Our job is to create a healthy and safe environment,” says Mirko Savic.
INNOVATIVE SOLUTIONS OF THE HIGHEST QUALITY FOR ALL CUSTOMERS
Cutting-edge solutions of superior quality put Spraystream at the forefront of the
ENGINEERING & EQUIPMENT
global market in the field of atomizer technologies. Quality was and is absolutely paramount to Spraystream. The company strives to innovative its technologies every day to sell the best possible systems. Sustainability is key in this respect: Spraystream systems are ecological and designed with wear-resistant materials for extensive use. The needs of customers always come first, and Spraystream strives to establish long-term relationships, thanks to its excellent service.
This unit is dispensing mist with an extra additive for fixation.
TECHNOLOGY Spraystream uses innovative methods to prevent and control dust, based on the principle of atomizing. Because large surface areas are nebulized at the same time, Spraystream focuses on efficient and sustainable dust control.
MIST INSTEAD OF WATER When micro-droplets (mist) come into
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SPRAYSTREAM FOG CANNONS: A HIGH-
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QUALITY SOLUTION
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Spraystream offers an extensive range of fog cannons with various options. These machines create a micro-droplet mist curtain with a range of up to 150 metres, in part thanks to the use of high-quality materials: v The patented cone shape is aerodynamic and made from a composite. This high-quality material creates lighter machines, has an
attenuating effect, and has a lower risk of corrosion. The cone shape leads to a maximum range with a minimum capacity and water. Spraystream uses GRUNDFOS maintenance-free pumps of the highest quality. The intuitive machines are also very easy to use and can be controlled remotely. The Spraystream machines have a default electrical oscillation and the fans can withstand high performances. The wind guides make sure that a turbulent air flow is converted into a laminar air flow. This leads to minimum water flow losses and thus to more targeted and more efficient atomizing. The atomizers can be replaced easily because Spraystream uses rapid-lock systems.
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contact with dust, both matters merge. They subsequently fall on the floor together, eliminating the dust from the air. This is not the case when using large water droplets; where the dust particles move around the droplets. By controlling the size and quantity of the micro-droplets, Spraystream can create the best solution for any issue.
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Fugitive dust on conveying systems is an ongoing issue faced by mines, transfer stations and utilities transporting, processing or burning coal, writes Mark Strebel, Division Manager, Martin Engineering. Effective dust control has become an increasingly important challenge, with raised awareness and tighter regulatory standards motivating operations to employ efficient, cost-effective methods of particle management. Depending on the source and ambient conditions, airborne dust can contribute to a number of concerns, including potential health or safety hazards, environmental issues, regulatory challenges, explosion risks, higher equipment maintenance costs and poor community relations. Dust inhaled by workers or members of the surrounding community can also irritate bronchial airways and exacerbate existing lung conditions. Operationally, significant amounts of dust can lead to more frequent maintenance and faster equipment wear, raising costs. Complaints about fugitive dust from local residents and businesses can affect community relationships and endanger future operating permits. Further, cleaning can place staff in the vicinity of moving conveyors and other process equipment, resulting in a higher risk of injury. Because of the varying types and diversity of dust control methods, coal handlers should consider evaluating causes, problem areas, dust generating processes and potential cargo management techniques to arrive at the optimum approach for their operation.
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The majority of respirable dust particles are too small to see (all pictures ©2022 Martin Engineering).
WHAT IS ‘DUST’? Categorized as either respirable or inhalable according to particle size, dry, solid dust particles range from about 1 to 100 microns (μm) in diameter. According to the EPA, inhalable dust particles (about 10μm) are typically caught by the nose, throat or upper respiratory tract. In contrast, respirable dust particles (under 10μm) can penetrate beyond the body’s natural cleaning mechanisms (cilia and mucous membranes) deep into the lungs and can be retained.
SOURCES OF DUST IN BULK HANDLING Virtually any activity that disturbs bulk material is likely to generate dust.
Composed primarily of smaller, lighter particles, coal dust can create huge volumes of airborne material if left uncontrolled. Bulk conveying operations and trucks or railcars dumping loads of raw material often struggle to manage this fugitive material, as well as any activity involving heavy loading equipment. Because they move large amounts of material at high speeds, conveyors can be a complex source of fugitive material. Transfer points composed of drop chutes, impact points and conveyor enclosures are notorious dust sources unless properly designed, installed and sealed. In fact, with today’s larger, faster conveyor systems, virtually the entire belt path can be a contributor to the release of dust.
CONTAINMENT, PREVENTION OR SUPPRESSION?
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ENGINEERING & EQUIPMENT
Dust management for conveyors in coal operations
Loading / unloading points can present significant dust control challenges.
Due to the significant number of complicated variables, which are constantly altered by changes in environment and materials, coal handlers implement a variety of process designs and plant layouts. Dust conditions and the methods of control are affected by production techniques and technologies, system options and equipment choices, and differences in conveyor design and construction. Dust management efforts are generally based on one or more approaches, with many operations using a combination of methods to achieve maximum effectiveness: v Contain the material and reduce, eliminate or control the air to let the
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Containment can be improved by enclosing the settling zone to slow the air velocity and return dust to the cargo flow.
dust settle out v Prevent the particles from becoming airborne by increasing their mass v Collect, clean or suppress the airborne dust from the air
the disturbance in the material flow. The hood, located at the discharge of the loading conveyor, reduces the expansion of the material stream and deflects it downward. The spoon, located at the entry of the receiving conveyor, provides a curved loading chute that delivers a smooth transfer in order to allow the material to slide down to the receiving conveyor or vessel. Depending on design requirements, engineered flow chutes can prove to be cost-prohibitive, as changes in the material, moisture content or the quantity conveyed can all affect their efficiency. Properly installed kicker plates are an alternate means of reducing the force and redirecting the flow of material in some applications. Good containment design with effective air flow control features an adequate dust settling zone of sufficient dimensions, with
Dust bags filter outgoing air to minimize fugitive material, while reducing positive air pressure.
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MATERIAL CONTAINMENT
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Containment is the foundation of most good dust prevention processes and should be the first option considered. Keeping particles within the flow of the material prevents spillage and airborne dust from being released and requiring cleanup. By controlling the drop height of the material, a less turbulent transition is created. Ideally optimized in the design stage of the conveyor system, structural drop height modifications on existing systems include additions such as hoods, spoons, deflector plates and rock boxes. These reduce the distance of the fall and the impact on the receiving belt. Impact beds improve control over the material by flattening the impact zone of the conveyor and absorbing some of the drop force. Slider beds flatten the belt through the settling zone, allowing raised chute walls with external wear liners located on the outside of the chute for installing and servicing without confined space entry. Wear liners close to the belt will ensure that the load remains on the conveyor. Skirt seals (also known as apron seals) can be installed along the belt edge in order to confine air and small particles to the transfer point enclosure. For extremely abrasive materials or high belt speeds, engineers have developed new skirt seal designs that extend performance and durability using standard two-inch (50mm)
or massive three-inch (75mm) thick construction. Innovative swing arms enable its use on reversing belts as it rides gently on the belt, self-adjusting to maintain effective sealing, even as the belt path fluctuates and the sealing strip wears.
PREVENTION: CONTROLLING AIR FLOW Minimizing the height difference and providing material containment also assist in controlling the air flow within the transfer point. The flow of air entering and exiting the transfer point can be mitigated by avoiding drastic changes in material speed or trajectory. Engineered flow chutes accomplish this by loading material in the same direction and speed as the receiving belt and confining the material stream, minimizing
a belt that has been flattened and sealed to prevent material and air from escaping. Allowing the air to slow and the dust to settle requires an enclosure large enough for the air to expand and lose velocity. The height and width of the settling zone should offer the area necessary to decrease the air velocity to less than 200ft/sec in order to minimize any dust pickup, with a chute long enough to allow time for the settling process to take effect. To improve the effectiveness of the containment, one or more dust curtains can be installed near the chute exit, with narrower curtains added intermittently within the stilling zone to create a circuitous path for the air to follow. Dust bags provide a method of relieving positive air pressure within the system,
Central dust collection system.
while also filtering the dust and minimizing its escape. Often attached with a simple circular clamp to the rim of a port in the enclosure, the dust is captured inside, creating a filter cake. They are generally designed to collapse when the conveyor isn’t running, allowing filtered material to drop back onto the belt. When necessary, air-cleaning systems (active control), like the central dust collector can also be used to filter the air and trap airborne particles. Installed in a central location and connected to the individual collection points by means of sealed ductwork, this type of filtration system would handle the dust extracted from the entire conveying system, collecting it for disposal or feeding it back into the process. Central collectors utilize a blower to produce negative pressure, drawing air through the filter media. The blower is sized to manage the required airflow, while overcoming losses due to pressure drop across the system, including pressure losses in the ducts between the collector and the pickup points. Although widely used in the past, central dust collection systems have several undesirable attributes, including: v build-up of material in the ducts causing operational and safety issues; v potential explosion hazards from accumulated combustible material; v large capital investments & high power usage; v challenging maintenance issues, such as system-wide airflow balancing; v manual maintenance may be required if material is not returned to the cargo flow; and v the need to periodically empty the containment vessel of collected dust. A better alternative is the integrated air cleaner. Containing only the blower and required filter media, these units are designed to collect dust at the source by employing a series of smaller, independently operating units that pull air from the settling zone with a blower sized to remove the excess air from the enclosure. Unlike central systems, particles are not stored for disposal. Instead they are trapped in the filter media, agglomerated into a filter cake, then discharged back into the material stream using a pulse cleaning system, which sends a short burst of air sent back through the filter to dislodge accumulated material. No ducting means less of a pressure drop, reducing overall power requirements and operating costs.
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ENGINEERING & EQUIPMENT
CHEMICAL ADDITIVES Some technologies such as spray bars aimed at large-scale saturation using plain water may not be sufficient to effectively control the dust. To further enhance particle control, chemical formulations have been engineered to improve results. Many dust control products offer some combination of wetting agents, binding agents and/or crusting agents to improve performance. Additives enhance the ability of the water droplet to combine with material particles, thus increasing the mass of the particles. Dust control additives also promote particle cohesion to improve the longevity of those bonds. Modular elements configured to best suit the specific operating conditions and requirements of the individual process are important to manage the cost of operation. Water and dust control products should both be applied with variable flow in order
Integrated air cleaners are small, independently operating units at each dust generation point.
to improve agglomeration; and v utilizing air cleaners when moisture is not an option or excess air is present.
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The most common and least expensive dust prevention technique is moisture addition.
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Major changes in moisture or alterations in the process or equipment (increasing belt speed or cargo volume) can have dramatic consequences on the dust management of a coal handling system. Even minor changes in environment such as a change in the atmospheric humidity can impact the performance of a material handling system. However, if an existing material handling system successfully manages dust and spillage upon installation, it should continue to work as long as the conditions stay relatively consistent and the equipment does not suffer wear or abuse that alters its performance.
to maintain chemical to water ratios, while delivering independent control at multiple application points. To protect operations from liquid spills or equipment damage due to system faults, the dust control products should also contain fail-safe mechanisms.
CONCLUSIONS Every coal conveying system has its own individual characteristics. Users should examine the features, construction and trouble points of individual systems, without making general assumptions that could lead to unsatisfactory results. Dust management should be an integral part of the material handling system, optimized to prevent dust by: v applying containment in the right places; v applying controlled amounts of moisture
Some suppliers will engineer customizable dust control systems using application-specific components.
PPT SCORES INDIA’S FIRST ‘ONE-OF-AKIND’ VICTORY OVER FUGITIVE DUST EMISSIONS AT TRACK HOPPER AREA — A MAJOR ACHIEVEMENT IN OCCUPATIONAL HEALTH & SAFETY With Paradip Port Trust’s annual coal cargo handling capacity of 29mt (million metric tonnes), the most challenging area bearing the brunt of fugitive dust emissions generated is the track hopper area, writes Nirav Shah, Dy. Managing Director (F. Harley & Co. Pvt. Ltd). The original design has eight wagons unloading simultaneously, across two track hoppers with the unloading of four wagons each, in a relatively compact facility in just four minutes. In this scenario, the dust generated with only one wagon unloaded posed a severe daily health hazard for the personnel over the 18 years since the track hopper facility was set up. The objective therefore was to design a system which
F. Harley’s DFDS System in full operation at the 29mtpa track hopper area since October 2018. would actually allow ‘eight wagons unloading simultaneously’ for both track hoppers running parallel, as per the original thought and design — thereby facilitating a faster turnaround of wagons, and creating a safe working environment for all personnel,
ENGINEERING & EQUIPMENT
F. Harley’s customized dust control solution for track hopper at Paradip Port with ADS™ Dry Fog System
which was an objective over and above the pressure from the Orissa Pollution Control Board (OPCB). The solution in place is one-a-kind for all of India. It controls the dust through highly customized containment and suppression techniques. More than this, it brings in a new work practice altogether which includes wagon positioning at designated positions along the track hopper for unloading. This is combined with timer-based fogging with sound alarm for deployment of manpower to open the bottom wagon gates, to ensure maximum advantage of the fog generation from the pre-filling to the post-filling stage to
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The Problem Analysis
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ENGINEERING & EQUIPMENT JUNE 2022
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Spray Beams with Fog & Plain Water Nozzles on both sides of the Loading Zones.
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eliminate visible emissions in the work area. The arrangement is a joint effort of Indian, American and Chilean engineers, brought in through a technical collaboration with The Raring Corporation (USA) with its Indian Licensees F. Harley & Co. Pvt. Ltd., a major entity in the area of dust control for bulk material handling applications. In addition, the entire scheme has been vetted and approved by Paradip Port Trust’s consultants, MECON Ltd., who had prepared the broad specifications for the project. The dust suppression technique applied at the track hopper facility is commonly referred as the Dual Fluid Dust Suppression System or DFDS. This is improved further by The Raring Corporation and known as the ADS™ or Agglomerative Dust Suppression System which generates ultra fine water droplets in the form of dry fog which moistens and agglomerates like-sized dust particles in the form of dust plumes of even the respirable range (PM 10 — below 10μ) thus making it heavy and forcing it to fall back on to the parent material, and into the material flow. On the whole, the solution provided is more than just fogging with the DFDS System, and shows the way forward for many track hopper facilities in the country.
Fog emerging from below the grizzly through Fog Nozzles along the entire length of the hopper.
BRIEF CASE HISTORY OF THE TRACK HOPPER DFDS PROJECT
Prior to the installation of F. Harley’s ADS™ Dry Fog Dust Suppression System at the track hopper was a high pressure system with no containment approach, but only generating mist (large water droplets) on an almost continuous basis, which practically had no impact upon the dust generated. In effect, the quantum of uncontrolled dust generated during the unloading operation was monstrous in nature, which not only was an emission issue but a serious occupational hazard. This was indeed a huge challenge for F. Harley to take on. Nevertheless, it did so, slicing every aspect of the challenge and devising a control for the same. ADS™ — THE DRY FOG SYSTEM BY F. HARLEY AT THE TRACK HOPPER
The dry fog dust suppression system, employs dual fluid sonic nozzles, generically known as air driven acoustic oscillator
FP Series air-driven acoustic oscillator nozzle.
nozzles, which are the heart of the dry fog dust suppression system. These nozzles generate dense dry fog which is defined as 0–30μ droplets, similar to natural fog, which is created by atomizing water through injection of compressed air in a ratio at sonic velocity. Integral to the ADS™ dust control strategy is the containment of the dust which is key to the success of any dust control method. As a first step, at the track hopper, containment was provided over the non-unloading zones (between the wagons) to stop the escape of high velocity dustladen displaced air. By doing this, the nuisance control zones were minimized to the unloading points only, in place of the entire track on both sides. Subsequent to the above was the application of fog along with plain water sprays (operated in a sequenced manner) at these defined unloading zones or nuisance zones (over the grizzly), but only around the period of the unloading operation. Along with the fog spray over the grizzly, fog was also introduced in the hopper across the entire length to humidify the dust-laden displaced air inside the hopper to enable agglomeration with fine water droplets with like-sized dust particles resulting in gain of mass and fall back into the material stream.
CONCLUSION Dust control is all about observing the problem along with the operations and, if required, the operations and work practices would have to undergo change to accommodate a more hygienic way of working. The track hopper dust control solution at Paradip Port is not about nozzles alone — which is what dust suppression is conventionally understood to be —
BEFORE
Mist (highpressure system) One wagon unloading at a time — and huge dust
AFTER
ENGINEERING & EQUIPMENT
Between the fog and plain water, the purpose of the fog is to generate more fine-sized water droplets than like-sized dust particles generated in the handling process (to enable agglomeration), while the role of the plain water is to pre-wet the material at the time of fall to reduce the quantum of dust generated to the best possible extent. While it is a combination system, the role of the fog is larger due to the sheer rate of generation of more fog than dust, and the kinetic force of the FP Series nozzles due to the compressed air which gives it the ‘spine’ to counter the displaced air velocity. This also assists in the interaction of fine water droplets with likesized dust particles, resulting in more agglomeration. The entire timing of the sprays coming on and off are controlled through a PLC, with a basic flexibility to change sequences, if required.
Dense fog (ADSTM system) Eight (4x2) wagons unloading at a time, and no visible dust
but is instead about a combination of work practices and engineering for the
complete strategy to be successfully implemented. DCi
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PPT Chairman Rinkesh Roy checks for dust which is not found on the shirt of N. R. Bhoi, Supdt. Engineer (Projects) with the operation of F. Harley’s DFDS System in the track hopper area during the First Trial Run on 2nd October 2018.
“It WAS next to impossible to stand here,” — Rinkesh Roy, Chairman, Paradip Port Trust
JUNE 2022
Most Valued Observation
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with bulk loading equipment
700tph VIGAN loader in operation at Les Sables d’Olonne in France.
ENGINEERING & EQUIPMENT
Getting charged up
Combined loader (800tph) and unloader (400tph), at the Port of Rouen in France.
by in-line NIR (Near Infrared Spectroscopy) systems that screen these different qualities. Therefore loaders (and unloaders) are becoming less stand-alone tools and more a vital part of the whole logistic system. And that makes their design and functioning more complex than ever. Moreover, exporting countries and exporting facilities are faced with other challenges: they are often close to or embedded in urban areas, which presents new challenges such as the need to reduce air pollution, dust and sound emissions. Other considerations such as aesthetic
constraints of integration within the global landscape, and so forth, must be taken into account. At the end of the day, the equipment must perform according to the specs: v capacity in tonnes per hour; v different types of cargo to load; v dB(A) sound emissions; v dust specs in particles per m³; v optimal coverage of the growing vessel sizes; v breakage-free handling; v operator friendly and easy; v safety and explosion hazard management;
JUNE 2022
In our professional jargon, it is sometimes said that it is easier to load than to unload a grain vessel. Bearing in mind the physical laws of gravity, that is indisputable. In his day, Isaac Newton would most likely have been able to build a loader much faster than an unloader. Technically speaking, this is still the case. However, loading has become much more than just getting cargo into vessels of all kinds and sizes. Loading has become a fully integrated activity. Sometimes conveyors have to fulfill unloading and loading tasks, smart systems must designate silos that will take certain cargo or grain qualities steered
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VIGAN’s loaders are all made in-house to ensure quality and longevity
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300tph loader at Ghent in Belgium.
1,500tph loader at the Port of Ust-Luga in Russia.
country. VIGAN does not adhere to this philosophy. Its machines have very long expected lifetimes, so it is essential that the
company remains fully in control of every little engineering and functioning detail. This is why VIGAN will continue to work in this way. It also helps VIGAN to make sure that, even after many years in operation, machines can still be adapted to fast-moving new standards. The past has proven to VIGAN that this approach is valid and trustworthy. As technology continues to evolve nearly at lightspeed, the company has no doubt that this is the best philosophy. Therefore, any machine that is made by VIGAN is also ‘made in Belgium’ — in its own facilities, and not just a statement on paper. Customers can visit VIGAN’s loaders and other equipment during production or before shipment.
1,000tph loader at the Port of Szczecin in Poland. www.drycargomag.com JUNE 2022
typical but important features. At the ground level, VIGAN designs and builds everything under one roof at its facilities in Belgium. It laser cuts its steel plates, folds them, welds them, sandblasts them, paints them, electrifies them and finally pre-assembles them in its large industrial halls. In this way, VIGAN reduces local assembly times to the minimum, and can also avoid any impact from unforeseen events, such as weather forecasts, availability of secondary parts, local specific manpower. This is a logical and strong USP (unique selling point) for VIGAN. Ever more companies are now outsourcing strategic (and maybe expensive) production sequences out of their factories and even out of their
ENGINEERING & EQUIPMENT
v corrosion resistance to specific products; v quality finishing with respect to paintings, coatings, alloys and galvanization; v electronic steering and monitoring; v integration and functioning in the total concept; v durability and robustness; v energy consumption; v spare parts and consumables tendencies; and v servicing programmes and time intervals. VIGAN has a particular opinion and approach on how to fulfill these
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Dry bulk materials such as wheat, cement, limestone, calcium carbonate and many other related bulk solids are transported from one point to another for various purposes. Numerous bulk handling industries including the cement industry necessitate high loading capacities. Bulk trucks are used to transport large amounts of dry bulk solids. Stationary or mobile bulk truck loaders are utilized to load dry bulk solids from bulk bags, stockpiles and other relevant sources into bulk transporter vehicles. Stationary dry bulk loading stations are frequently not sufficient because of logistics challenges within a working plant. Mobile bulk truck loaders are the go-to choice to address such challenges.
distinct variations of mobile bulk truck loaders. v Mobile big bag discharging and bulk truck loading system: this system is used to effectively discharge dry bulk materials from big bags and load them into silo trucks in a dustless manner. v Mobile truck loading with front end loader hopper system: this bulk truck loader is utilized to effectively dump bulk materials by a wheel loader and fill bulk trucks (e.g., tipper trucks). v Mobile truck loading with vacuum system: this variation of mobile truck loaders is used to efficiently convey dry bulk solids from a specific source like a stockpile to a bulk truck.
THE MOBILE BIG BAG DISCHARGING AND WHAT IS A BULK TRUCK LOADER AND WHAT TYPES ARE AVAILABLE? Mobile bulk truck loaders are machines/systems that render an effective and efficient method of loading dry bulk materials into bulk trucks. They are generally used to automatically and dustfree load dry bulk solids from stockpiles, big bags (FIBC) and other places into bulk transporter vehicles such as tanker trucks, tipper trucks etc. Polimak offers three
BULK TRUCK LOADING SYSTEM
Polimak’s mobile big bag discharging and bulk truck loading system ensures systematic bulk bag discharging and dustless loading of dry bulk materials into tanker trucks. This system eliminates operational challenges by providing better logistic solutions in working plants over stationary loading stations. It may not be possible for huge bulk trucks to easily approach a stationary loading station in a
plant but the mobile big bag discharging and bulk truck loading system renders improved manoeuvrability for handling dry bulk solids. The system comprises many components. Some of the main components include the following: v Screw conveyor: this ensures smooth conveyance of dry bulk materials from a bulk bag discharging hopper to a connected loading spout from where the material free falls into the tanker truck. It makes an acute angle (45°) during loading operations. v Screw jack: two screw jacks are installed on the system and are primarily responsible for raising and lowering the screw conveyor. v Hopper: the discharging hopper is used to discharge bulk materials from bulk bags into downstream equipment during material handling. A screw conveyor is a piece of downstream equipment connected to the hopper. The hopper can be designed to have additional features such as a cutting knife and agitators. v Loading spout: a loading spout is connected to a screw conveyor’s outlet port. It allows smooth bulk material deliverance into a silo truck. The loading
ENGINEERING & EQUIPMENT
Mobile bulk truck loader from Polimak
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ENGINEERING & EQUIPMENT www.drycargomag.com
below also aids with dust suction within the system, thereby allowing practically dust free loading. v Chassis: a four-wheeled mobile chassis allows swift and easier manoeuvrability of the entire system. Swivel jacks are installed on the chassis to provide rigidity while loading a bulk truck. v Dust collection system: this system is responsible for creating a clean dustfree operating environment. It makes use of the pressurized air produced by an air compressor to successfully suck dust within the system. The captured dust is fed back to the material flow during loading.
HOW DOES A MOBILE BIG BAG
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DISCHARGING AND BULK TRUCK LOADING SYSTEM WORK?
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The system is towed to the site of use during dry bulk material handling. The screw conveyor is elevated by screw jacks and a loading bulk truck is moved into position such that the outlet of a loading
spout is right above a bulk truck’s filler neck. The spout is lowered towards a filler neck to create a precise fit. A bulk bag is placed on a hopper to begin the discharging process. A discharging hopper with or without additional features (a cutting knife and agitators) is utilized. The bulk material is discharged through a hopper and supplied to a piece of downstream equipment (screw conveyor), which then conveys the material up to its outlet port. The bulk solids free-fall from a screw conveyor through a loading spout into a bulk truck. During operation, dust is produced within the system. The dust produced within the system is captured by a dust collection unit connected to the hopper and loading spout. Dust particles trapped on filters inside a dust collection system are fed back into the material flow. With the help of a level sensor installed on the spout, loading is stopped when the tanker gets filled. The loading below retracts to its initial position a few minutes after loading
stops. This ensures complete dust suction within the system. Interaction with the machine is achieved via the use of a control panel.
BENEFITS OF A MOBILE BIG BAG DISCHARGING AND BULK TRUCK LOADING SYSTEM
Polimak’s mobile big bag discharging and bulk truck loading system guarantees safe working practices and ensures large capacity deliverance of dry bulk materials within a short period. Other benefits which our bulk truck loader offers are: v cost-effective; v low maintenance and easier to clean; v easy manoeuvrability within a plant; v adjustable loading spout for different heights; v environmental friendly as well as operator’s safety; v no dust emission and bulk material loss prevention; and v problem-free which allows it to be used for a long period without maintenance.
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International reach for Bedeschi shiploaders
Bedeschi shiploader for Cargill Australia in operation.
In an ever-more globalized and competitive world, port infrastructure is changing quickly. There is often the need to handle bulk material far from the quarries by sea with ships that are becoming bigger. Handling dry bulk is very different to handling containers and many aspects must be addressed: loading rate, weather conditions (wind especially), dropping height, technology used to load/unload the material and its specific characteristics. It seems clear that to guarantee efficiency in the ports in this changed scenario, it is necessary to optimize the land side logistics (storage size and layout), reduce the loading/unloading times and create functional and eco-friendly terminals. Investments into eco-friendly and innovative equipment are unavoidable for the complete port environment. Bedeschi’s R&D Department is constantly working to improve the capability of its systems, focusing on environmental protection, energy efficiency and pollution prevention that will become even more important in our industries and this is where Bedeschi is pushing the upcoming technology development efforts. The solutions Bedeschi is improving in
its machines to reduce dust emissions during bulk material loading and unloading operations are wide-ranging: the proper selection of belt speed according to the handled cargo; the positioning of the belt conveyor and tripper in an enclosed gallery; the use of pipe conveyor and enclosed conveyor, where possible; and the use of gas cleaning and water spray for dust suppression. The use of different conveying systems, like screw conveyors and chain conveyors, might be an interesting alternative to avoid dust pollution. All these solutions can also be applied to shiploaders. Here, chute selection is one of the aspects that requires close attention to ensure environmental protection. The choice of the chute depends on the material’s fragility, especially for the pelletized or briquetted types that can be easily broken. Bedeschi dedicated special attention and in-depth studies to the loading chutes. This includes, for example, the telescopic chute with tiltable hopper to better control the flow with a very low environmental impact, suitable for dusty product, and the spiral chute to allow the loading of the vessel
avoiding material falling from too great a height. Bedeschi’s latest applications to guarantee environmental safeguard inside ports are detailed below:
CARGILL AUSTRALIA One of the best examples of Bedeschi’s engineering and manufacturing capabilities (see above). This shiploader is fully mobile on rubber tyres and can load grains and oilseeds on Panamax ships at a capacity of 1,000tph (tonnes per hour) received from trucks on a two-lane drive-over hopper, fully integrated and mobile with the shiploader itself. The shiploader is engineered according to local standards and loads the material dust-free thanks to a Cleveland Cascades telescopic chute. Moreover, due to the reduced availability of the receiving quay, the machine was delivered at site fully erected and dry tested.
AL SARH The client Al Sarh Trading Co. – Qatar has commissioned to Bedeschi to supply handling equipment to operate in Oman — Khatam Malaha.
ENGINEERING & EQUIPMENT
Bedeschi shiploader for Al Sarh delivered fully erected.
The equipment includes three conveyor belts with a total length of 4.3km, with capacity to handle gabbro and other materials at a rate of 2,000tph. The last section of the conveyor is engineered for offshore installation, with self-holding galleries structure installed above pylons. This last section of the conveyors runs above to the sea, so to reduce the possibility of spillage of the material due to unexpected weather conditions, the belts run inside a gallery completely sealed on all four sides. Approximately 2km on open sea, there
is a luffing and slewing type shiploader. The capacity of the shiploader is 2,000tph to load vessels up to 55,000dwt. It is installed on an off-shore platform and designed to work on both sides of the platform, with a boom length of 30 metres.
WEST WEGO In this case study, Bedeschi supplied a shiploading system for the refurbishment and upgrade of an existing facility operating on the Mississippi River and the most important export terminal of the area. Bedeschi has engineered, manufactured,
installed and commissioned a shuttle type shiploading arm capable of loading grain and oilseeds at 80,000 bushels/hour (2,200tph) on vessels of up to 120,000dwt. Bedeschi undertook the project as well as related mechanical and electrical works on a turnkey basis. The equipment was preassembled in Italy and shipped to the New Orleans area in three main parts. This is a clear example of an eco-friendly solution intended to reduce to the minimum the downtime in port handling operations and maximizing the customer’s benefits.
JUNE 2022
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Bedeschi shiploader operating on the Mississippi River.
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ENGINEERING & EQUIPMENT
Efficient shiploading: Schrott Wetzel invests in environmentally friendly harbour colossus from SENNEBOGEN
JUNE 2022
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Mannheim-based Schrott Wetzel GmbH has invested in a new 875 E Hybrid material handler from SENNEBOGEN for efficient and fuel-saving scrap handling. The green port colossus with crawler gantry undercarriage was delivered by Schlüter für Baumaschinen and is intended to help the scrap supplier optimize its scrap and cargo handling under environmentally friendly conditions.
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SCHROTT WETZEL GMBH VALUES SUSTAINABLE MANAGEMENT
Schrott Wetzel GmbH is a family-run company that has established itself as one of the leading providers in scrap processing and recycling since the early 1950s. Schrott Wetzel GmbH obtains its material from the regions around its own sites, within a radius of 150–200km. After sorting, processing and loading, the scrap is then transported by ship to consumers or to the company's own deep-sea terminal in Ghent. The deepsea orders reach consumers all over the world. For years, Schrott Wetzel GmbH has paid special attention to the environment and has therefore made the responsible use of limited raw material resources an important duty.
ENGINEERING & EQUIPMENT MAKING TWO INTO ONE: 875 E HYBRID
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REPLACES TWO MATERIAL HANDLERS FOR SHIP LOADING
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In order to guarantee efficient and raw material-saving work in the scrap yard as well as during ship loading, the warehouse handling must be designed as optimally as possible. In the past, Schrott Wetzel GmbH sometimes loaded ships with two material handlers. However, this method proved to be very inefficient, as the scrap had to be spread over a wide area due to the short reach of the material handlers so that both machines could access the ship. Thus, valuable storage space for ship loading was unnecessarily occupied. Therefore, the company led by Managing Director Dirk Sauter set out to find a machine that would replace both material handlers and at the same time optimize ship loading. With the 875 E Hybrid from SENNEBOGEN, the ideal machine for all requirements was found.
SPECIAL EQUIPMENT OF THE 875 E HYBRID FOR MORE LOAD CAPACITY AND SAFETY
The SENNEBOGEN 875 E Hybrid is the ideal machine for challenging port handling. Thanks to a 391kW engine complying with the latest Stage V emission standards and a long reach of up to 29m, ships are loaded or unloaded quickly and efficiently. At the request of Schrott Wetzel GmbH, the ‘Port’ type K29 equipment was installed: this is a port stick built of high-strength steel, which achieves higher load capacity due to its lower deadweight. For best visibility even in bad weather, additional cameras and LED headlights were mounted on the material handler, and
an additional ballast of 2.7 t on the counterweight ensures high stability on the dock.
SENNEBOGEN 875 E HYBRID: UP TO 50% ENERGY SAVINGS THANKS TO GREEN HYBRID TECHNOLOGY However, Sauter was most convinced by the Green Hybrid technology installed as standard. With the innovative SENNEBOGEN Green Hybrid energy recovery system, up to 50% energy can be saved compared to conventional concepts. The principle is simple to understand. A third hydraulic cylinder, placed centrally between the two lifting cylinders, stores energy in compressed gas cylinders when the boom is lowered. This stored energy is then available again for the next lift. The
concept can be compared to a spring that is compressed and then gives off its energy again when it is released. With the correct system bias, around 50% of the power actually required can be substituted, thus saving energy costs on a large scale — ideal for use in ports. Sauter is fascinated: “We looked at various options for our port and finally ended up with the 875 E Hybrid from SENNEBOGEN, because in addition to all the requirements needed for cargo handling, it also meets our environmental concerns. Thanks to the installed Green Hybrid energy recovery system, we also save even more fuel and CO2. Our focus is on being CO2-neutral and reducing our fuel consumption, and the machine definitely contributes to that.” DCi
conveyors and their components — and why they matter
ENGINEERING & EQUIPMENT
Streamlined systems
Louise Dodds-Ely
specification. So, how can such a huge difference be achieved?
PAYING FOR THE NAME? A common assumption is that the reason for the higher price is that you are ‘paying for the name’. Another common
misconception is that European manufacturers apply much bigger profit margins or that labour costs in Asia are much lower than those in Europe. However, none of these theories are actually correct. The fact is that ‘big brand name’ European manufacturers such as the Dunlop Conveyor Belting and Contitech’s of this world, have built their brand images based on producing belts of much higher quality standards compared to those at the bottom end of the market. When you consider the extreme levels of competition, no manufacturer would survive for very long if they applied
JUNE 2022
Conveyor belt specialist Leslie David explains how the price of an apparently identical specification conveyor belt can be as much as 50% less than one produced by another manufacturer. The industrial conveyor belt market in Europe has always been very competitive. However, as the volume of belting being imported into Europe continues to increase, the huge variations in the prices being offered by traders and manufacturers are becoming increasingly difficult to understand. It is not uncommon to see differences of 50% or more for belts that are supposedly of exactly the same
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Why the difference?
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ENGINEERING & EQUIPMENT
unrealistic margins. In fact, European manufacturers could only dream of having a margin that even comes close to double figures! Buying power is not a reason because virtually all of the biggest conveyor belt manufacturers are part of, or at least closely associated with, major tyre manufacturers and all the essential raw materials are available on the global market. The ‘lower labour costs’ argument does not hold water either because of the very high level of automation means that the labour cost element of producing a conveyor belt is actually insufficient to make a significant difference to the selling price.
‘Big name’ European manufacturers such as Dunlop Conveyor Belting have traditionally built their brand images based on higher quality standards.
materials constitute between 70 to 75% of the total cost of producing a conveyor belt and are available on the global market, with price ultimately determining the quality. This logically means that if there is a big difference in price then there must be a comparable difference in the quality of the materials used.
The labour cost element of producing a conveyor belt is very low.
IGNORANCE IS BLISS
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NO NAME, NO SHAME
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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 reputation for quality has also had to stand the test of time, 100 years in cases such as Dunlop. A big brand name is only as strong as the quality and value for money consistently provided by the products that carry the manufacturer’s name. 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.
WHAT GOES IN MUST COME OUT The key to the huge differences in price almost entirely lies in the quality of the
materials being used. It is an inescapable truth that for products to be comparable in quality they must at least contain raw materials of a comparable quality. Another inescapable truth is that when poor quality ingredients are used then the end product cannot be anything other than poor quality. What goes in must come out. Raw Raw materials constitute some 75% of the total cost of producing a conveyor belt.
Conveyor belts are technically complex components and over the years, they have become even more complicated. Not surprisingly, most of those responsible for buying conveyor belts usually have only a very basic understanding of conveyor belts. The natural consequence of course, is that the alarm bells do not start ringing when there is a big disparity between the prices being offered. Without any other way of judging, the price becomes the primary buying criteria rather than reliability and longevity.
WHAT THE EYE CANNOT SEE Many traders and manufacturers rely on this lack of knowledge plus the fact that all
ENGINEERING & EQUIPMENT
What the eye cannot see - all conveyor belts look the same. conveyor belts look pretty much identical in terms of their outward appearance. Even to the most experienced eye, it is impossible to tell how well the rubber will perform or long the inner carcass will handle the stresses and strains placed upon it before handling or steering problems start to occur or repairs are necessary or the belt fails completely. Based on the principle of ‘what the eye cannot see’, there are a number of methods and tricks that belt manufacturers use in order to undercut their competitor’s prices.
Rubber represents the biggest cost-cutting opportunity.
Ozone & ultra violet light causes rubber to literally disintegrate.
JUNE 2022
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THE RUBBER
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Some 85% of industrial conveyor belts used in Europe are rubber ‘multi-ply’ with a polyester/nylon (EP) fabric reinforced carcass protected by an outer cover of rubber with a thin layer (skim) of rubber between the layers of fabric. It is the quality of the rubber covers, in particular the ability to resist wear and tear that mostly influences the performance and operational lifetime of a conveyor belt. The rubber used for multi-ply and steelcord conveyor belts usually constitutes at least 70% of the volume mass of a conveyor belt and more than 50% of the cost. Consequently, it is the single biggest opportunity for manufacturers to cut corners in order to minimize costs.
MISSING PROTECTION Because of its adaptability, most of the rubber is synthetic. Dozens of different
chemical components and substances are used to create the numerous different synthetic rubber compounds needed to cope with a multitude of different demands. These chemical components and additives are very costly so a combination of using low-grade chemicals at the absolute minimum levels all helps to contribute towards the ‘lowest possible cost’ objective. Perhaps the best example of this concerns the additives needed to combat the considerable damage caused by ground level ozone and ultra violet light. Ozone becomes a pollutant at ground level and exposure is unavoidable. It increases the acidity of carbon black surfaces and causes Good quality rubber usually has very little smell at all.
reactions to take place within the molecular structure of the rubber resulting in surface cracking and a marked decrease in its tensile strength. Rubber degradation is also caused by ultraviolet light from sunlight and artificial (fluorescent) lighting because it produces photochemical reactions that promote the oxidation of the surface of the rubber resulting in a loss in mechanical strength. In both cases, this kind of degradation causes the covers of the belt to wear out faster than they should. Protecting the rubber against ozone and UV is easily achieved simply by adding special anti-oxidant additives during the mixing process of the rubber compound, which provide protection against the effects of ozone and ultra violet. They are therefore an essential ingredient in any belt of reasonable quality. However, despite their critical importance, anti-ozonants are not used in the vast majority of conveyor belts purely because they are an avoidable cost.
SAFE TO HANDLE? To make some rubber compounds it is unavoidable that chemicals that may be extremely dangerous in their own right have to be used. Fortunately, there are very strong regulations in place to protect humans and the environment in the form of REACH (Registration, Evaluation and Authorisation of Chemical Substances) regulation EC 1907/2006. REACH regulations stipulate that all European manufacturers are legally obliged to comply with the regulations relating to chemicals, preparations and substances used to create finished products. Although not commonly known by consumers, the use of any “substance of very high concern” (SVHC) listed within the regulations must be registered with ECHA (European
Chemical Agency) headquarters in Helsinki. For example, if a product contains a SVHC that is more than 0.1% of the total weight of the finished product then the manufacturer is compelled to both register its use with the European Chemicals Agency and provide their customer with a safety datasheet. One of the biggest concerns involves short-chain chlorinated paraffin’s (SCCP’s). These are commonly used, especially in Asia, to artificially speed up the vulcanizing process. REACH regulations clearly stipulate that SCCP’s should either not be used at all or at least only used on a very
restricted basis because they are persistent organic pollutants. They are bioaccumulative* in human and wildlife and toxic to aquatic organisms at low concentration. These chemicals pose hazards to human health and the environment because they have category 2 carcinogenic classifications and are what is scientifically termed as ‘persistent’. The clue to their presence is the strong, pungent aroma whereas good quality
*Author’s note: Bioaccumulation occurs when an organism absorbs a substance at a rate faster than that at which the substance is lost or eliminated.
ENGINEERING & EQUIPMENT
Non-EU and UK based manufacturers are not, subject to REACH regulation or EU regulations concerning Persistent Organic Pollutants.
rubber usually has very little smell at all. The formation of nitrosamine gasses is another concern and known to occur when certain types of vulcanization accelerators are used. Nitrosamine gasses gradually release themselves from rubber belts, which could be a problem when the belts are stored indoors. Nitrosamines are chemical compounds classified as probable human carcinogens based on animal studies. Investigative research is still ongoing but publicly available information from the rubber industry (primarily from within Germany and The Netherlands) indicates that nitrosamine formation can be avoided if the accelerators are replaced by others that do not contain nitrosatable substances. Sadly, most European manufacturers have chosen to ignore these legal requirements, either completely or at least partially because of the impact on production costs. Of even more concern is those manufacturers located outside of EU member states and the UK are not subject to EU regulation concerning the use of hazardous chemicals or the use of Persistent Organic Pollutants (POPs). This provides them with an open door because they are free to use unregulated raw
ENGINEERING & EQUIPMENT
materials that cost much less on the global market compared to their regulated counterparts, even though those same materials may be entirely prohibited or at least have strict usage limitations within the European community. Other methods used to minimize rubber costs include the use of recycled rubber of highly questionable origin, the use of reject rubber compounds and cheap ‘bulking’ fillers such as chalk to replace part of the otherwise more expensive rubber polymers. An even more alarming costcutting practice involves a key component contained in every black rubber conveyor belt — carbon black.
UP IN SMOKE Carbon black is one of the most important ingredients of synthetic rubber. It represents some 20% of a rubber compound and is used not only as a pigment but, much more importantly, as a reinforcing compound. Carbon black is produced by the reaction of a hydrocarbon fuel such as oil or gas with a limited supply of combustion air at temperatures of 1320 to 1540°C. The unburned carbon is collected as an extremely fine black fluffy particle.
Low-grade carbon black is produced by burning scrap car tyres. Good quality carbon black is costly to produce. However, the important role that it plays should not be under-estimated. For example, it prolongs belt life by helping to conduct heat away from the surface area of the belt, thereby reducing thermal damage, and it also absorbs ultraviolet radiation. Belts offered with much lower prices are almost certain to contain carbon black that is of a much lower quality and which has been produced much more cheaply by burning scrap car tyres. It is also much more damaging to the environment
OUT OF CONTROL Only a limited number of genuine conveyor belt companies who actually manufacture belts themselves still exist in Europe. Apart from one notable exception, virtually all European manufacturers import belting from outside of Europe to some degree in order to supplement their own production. Many manufacturers outsource the manufacturing of their rubber to large-scale rubber compound manufacturers (again, mostly outside of Europe) rather than produce it in-house. Although it is cheaper,
THE CARCASS The carcass provides the innate strength of any conveyor belt. Very significantly, the strength under load needs to be consistent throughout the belt both longitudinally and transversely in order for the belt to steer and handle correctly. I explain this for a very good reason. Although they may be the same basic specification, there are often huge differences in the quality of the fabric plies between one belt and another. In cheaper, lower quality fabrics, although the amount of material used in the longitudinal (polyester) strands of the fabric may be adequate, the amount of transversal weft material (nylon) is kept to an absolute minimum in order to reduce cost. Although the required tensile strength is achieved, rip and tear resistance is reduced and elongation (stretch) is unacceptably low. Elongation that is too low can cause problems with transition distances and a general inability to accommodate the contours of the conveyor and its drums and pulleys and ultimately lead to the premature failure of the belt.
EP OR NOT EP? THAT IS THE QUESTION Another deception that is now increasingly common involves the use of totally polyester (EE) fabric plies in a carcass that has been sold as being an EP carcass (polyester/nylon mix) construction. Until fairly recently, this dishonest practice was most frequently found in belting that had been imported from Asia but it is now
The carcass provides the innate strength of any conveyor belt.
ENGINEERING & EQUIPMENT
the downside is that it is virtually impossible to ensure the consistency of the rubber’s physical properties and equally impossible to ensure compliance with REACH regulations or those concerning Persistent Organic Pollutants.
ENGINEERING & EQUIPMENT
Lower quality (lower cost) fabrics have much less resistance to rip, tear and impact.
THE INESCAPABLE TRUTH
The use of totally polyester (EE) fabric instead of polyester/nylon mix (EP) in order to cut costs can cause some very big problems.
After spending 23 years in logistics management, Leslie David has specialized in conveyor belting for over 16 years. During that time, he has become one of the most published authors on conveyor belt technology in the world.
JUNE 2022
*Author’s note: The use of fabrics made entirely of polyester (EE) has its place in certain belt types and constructions. However, in those cases the declared specification of the belt should clearly be EE and not EP).
the belt as well as causing tracking issues. In addition, less weft in the belt can also reduce rip resistance, fastener strength and the ability to handle smaller pulley sizes. The seriousness of the detrimental physical effects should never be under-estimated. As I touched on earlier, the simple reason for this dishonest practice is to keep the selling price down because totally polyester (EE) fabric costs some 30% less than EP fabric. In itself this may not seem like a great deal but the fabric plies are a major cost component in any multiple ply conveyor belt so using cheaper polyester fabric is a big help when trying to achieve the perception of a lower ‘like for like’ price. As far as the manufacturer using these underhand tactics is concerned, they know that it is highly unlikely that the end-user will have tests carried out that would reveal their trickery and dishonesty.
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being used by a growing number of European-based manufacturers. The whole basis of using a mix of polyester and nylon fabric (EP) is that it has the best balance of mechanical properties including allowing a conveyor belt to run straight and true, to trough, to flex round pulleys and drums, stretch, provide sufficient transversal rigidity, longitudinal strength and much more besides. The use of totally polyester (EE) fabric compromises a whole range of essential mechanical properties*. The biggest danger is that a polyester weft can cause low transverse elasticity, which reduces both the troughability and impact resistance of
As I said at the beginning, the inescapable truth is that for products to be comparable in quality they must at least contain raw materials of a comparable quality. Raw materials constitute some 75% of the cost of producing a conveyor belt so if there is a significant difference in price then the obvious conclusion is that the quality of performance and the longevity of the product will be significantly less. As the old saying goes, “Price is what you pay but the cost is what you spend.”
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Bruks Siwertell has won a contract to deliver a new customized air-cushion conveying system to BASF Corporation’s Maricopa agricultural solutions facility in Bapchule, Arizona, USA. The Belt ConveyorTM will deliver significant advantages including efficient, enclosed material handling and extremely low maintenance requirements, minimizing operational costs. BASF Corporation, headquartered in Florham Park, New Jersey, is the North American affiliate of BASF SE, Ludwigshafen, Germany. “BASF is a new customer for Bruks Siwertell, and it came to us as we have a leading reputation for air-supported conveying systems. Maricopa needed a bespoke installation for handling the transfer of very lightweight cotton seeds,” explains Pedro Alfaro, Project Development Engineer, Bruks Siwertell. BASF Maricopa has been operational for several decades and was looking to replace its long-serving drag chain conveyor. “Our design has to integrate into the limited existing space, and the angle of material transfer required did not support a conventional conveyor installation or alternative. As a result, Bruks Siwertell will deliver a customized version of The Belt
Conveyor. It will have a cleated belt and an ultra-high molecular weight polyethylene (UHMW) return, to accommodate the angle of repose,” continues Alfaro. “Cotton seeds are not particularly dusty, but the system needs to be enclosed because they are so lightweight, and have static cling,” he notes. “The Belt Conveyor provided the ideal solution, delivering highly-efficient, low-friction conveying with no material degradation, preserving this delicate commodity for maximum use.” The Belt Conveyor design for Maricopa offers a rated capacity of around 25 metric tonnes per hour and will efficiently form a
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Bruks Siwertell secures customized air-cushion conveyor contract from US-based agri-science facility
10m (33ft) link between one of the plant’s feeding hoppers to another, transferring the cotton seeds into the machinery that separates the fibre from the seed. The fibre is destined for use in BASF’s fibrereinforced concrete, enhancing both the sustainability of concrete and its performance and durability. Meanwhile, the seed is sold onto farmers. The Belt Conveyor benefits from a modular design that can easily be shipped and constructed. The new conveyor system will be delivered towards the end of 2022 and will be assembled on site by BASF. TM
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ENGINEERING & EQUIPMENT
Non-stop clean innovation from ScrapeTec ith the innovative AirScrape side seal, spills and dust at transfer points in conveyor systems and belt damage are a thing of the past.
W
In the minerals and mining industry, contamination of conveyor systems and dust generation during operation are a well-known problem. Conventional side seals at belt transfer points can help here, but even friction forces quickly wear them out; they lose their effect and also damage the belt of the conveyor during long-term use. This, in turn, increases the costs for maintenance or replacement. The AirScrape from ScrapeTec Trading Ltd. is quite different. It represents one of the rare innovations in this industrial sector, is virtually maintenance-free, increases the service life of conveyor belts and permanently saves cleaning efforts. Beyond the chute and conveyor belt, the AirScrape ensures more cleanliness.
AIRSCRAPE. THE OPERATING PRINCIPLE IS IN THE NAME.
JUNE 2022
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If you see the AirScrape side seal in use, you can quickly see the minimum distance between the individually adjustable sealing lip and the belt. Critical observers immediately suspect a permeability for material and dust. But this is exactly where the AirScrape’s operating principle and thus its uniqueness lies. An intelligent lamella structure on the underside of the 2m-long sealing unit ensures that, thanks to the Venturi concept, a vacuum is created in the conveyor area on the belt. Nothing can escape through the millimetre-thick gap because the negative pressure allows air to flow in. This makes the AirScrape the first
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side seal that works without contact to the belt.
STANDARD: LONGEVITY AND INVESTMENT SECURITY
The AirScrape consists mainly of polyurethane, an antistatic and flameretardant material. Due to its special resistance, the AirScrape is theoretically maintenance-free. It can be used permanently without maintenance. Exceptional mechanical influences caused by the conveyed material can of course also affect the AirScrape. However, in principle the investment is secured by the design. As far as costs of the AirScrape are concerned,
these are higher than for conventional side seals. However, considering total cost of ownership, the system pays for itself very quickly. This is because the protection against soiling of the conveyor systems and wear of the belts will save considerable costs and also resources such as cleaning personnel. The AirScrape also effortlessly meets the requirements of health and safety guidelines at work by greatly reducing dust generation and contamination.
THE ADVANTAGES OF THE AIRSCRAPE SIDE SEAL AT A GLANCE
In the end, everything that is omitted by
DUSTSCRAPE AS AN ADDED VALUE TO AIRSCRAPE The AirScrape can be extended with the DustScrape in production areas with particularly strong dust generation. Support arches can easily be mounted to an existing AirScrape installation. A close-
meshed, antistatic and resistant plastic fabric is then applied to it, retaining the dust in the belt area. This reduces the risk of deflagration and damage to the respiratory tract extremely. In future, DustScrape will also be available with an alternative stainless-steel mesh, which offers a further safety advantage due to its nonflammability.
SCRAPETEC, THE THINK TANK AirScrape is another innovation of the developer Wilfried Dünnwald, who is always on the lookout for new solutions for problems in stripping technology and
conveyor systems. His expertise was shaped by mining studies and 25 years of professional experience underground as a machine business unit manager. In addition, he has a special passion for the stone and earth industry. His company ScrapeTec develops the innovations and holds the patent rights. The distribution of the AirScrape and the DustScrape, as well the TailScrape in the near future, lies with ScrapeTec Trading Ltd. and is thus in the hands of the developer, as managing partner of the company. Further products are being planned.
ENGINEERING & EQUIPMENT
using the AirScrape saves costs: v No contact friction during use, no wear on the AirScrape or belt. v No need for maintenance and service. v No dust and no spillage. v No cleaning. v Savings in driving energy for the belt.
The BEUMER Group, Beckum, a major international manufacturer of intralogistics systems in the field of conveying and loading systems, palletizing and packaging technology, sorting and distribution systems has acquired FAM GmbH, Magdeburg a supplier of conveying systems and loading technology. The contracts were signed with the aim of completing the transaction by the end of May 2022. This significantly strengthens the BEUMER Group’s market position in the large equipment sector as well. The FAM Group, with headquarters in Magdeburg, Germany, is an internationally operating medium-sized group with a tradition as a manufacturer of conveying systems going back to the 19th century. FAM is one of the world’s foremost fullrange suppliers of bulk materials handling and processing plants. FAM successfully plans, designs, and manufactures turnkey plants and systems for mining, conveying, loading, and storing minerals, raw materials, and goods. The FAM Group employs approximately 750 people at its
headquarters and subsidiaries in Brazil, Chile, China, Canada and India, as well as representatives worldwide. According to the analysis of industry experts the business area of the two companies complement each other ideally. With more than 4,500 employees over 70 countries, the BEUMER Group also focuses on conveying technology in mining and minerals. For decades BEUMER Group has also been consistently established in the bulk materials technology market. FAM’s renowned technology for transporting and processing minerals fits well with the portfolio of BEUMER Group. In the future, this competence of the BEUMER Group will be supplemented by the know-how and global set-up of FAM in the project planning of systems. In addition to planning and engineering, FAM provides the entire value chain, including after-sales service to the BEUMER Group. As a global solution provider, FAM has been combining expertise, engineering and project management for over 100 years. The BEUMER Group offers FAM a long-
term perspective based on the highest quality, sustainability and innovation: as a family-run and 100% self-financed company, the BEUMER Group has been developing tailor-made system solutions for mining for almost 90 years. Dr. Christoph Beumer managing partner and CEO of the BEUMER Group, confirms that this takeover underpins the company’s long-term orientation in the segment of extraction, processing and handling of raw materials. The company motto, according to Dr. Beumer is long-term success and not short-term profit. It is necessary to act in a straight line even though difficult economic time. The BEUMER company emphasizes, that it has done its homework in recent years and is now consistently investing in a qualitative expansion of its portfolio. FAM Managing Director Torsten Gerlach: “The management is pleased to have found with the BEUMER Group a strategic investor. We see great potential for sustainable growth in orders and sales. In this context, the acquisition makes much sense.”
ENGINEERING & EQUIPMENT
BEUMER Group strengthens its position in the field of conveying and loading technology with acquisition of FAM GmbH Magdeburg
BEUMER Group individual single-source solutions — including conveyors — for the handling of alternative fuels FIRING MANUFACTURE ECONOMICALLY
but also solids for example are used instead of coal and gas. The majority is here composed of municipal and industrial waste, such as plastic, paper, composite material or textile mixes as well as wood pellets. The use of entire or shredded waste tyres is also welcome. The calorific value of the rubber from waste tyres is comparable to that from hard coal, and the
iron from the reinforcement can be incorporated mineralogically into the cement. This minimizes the addition of ferrous corrective substances. Alternative fuels are available in large quantities and at low costs and can be disposed of completely in a safe high-temperature process in the rotary kilns at the cement plants. Thus, these materials do not have to www.drycargomag.com
The BG OptiFeed is a screw conveyor with load cells. This allows the material to be fed continuously (all photos: BEUMER Group GmbH & Co. KG.)
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Cement manufacturers face strict environmental regulations with alternative fuels. This way, they fire calciners and main burners in an efficient and sustainable manner. BEUMER Group develops singlesource solutions in order to convey, store and feed the differently composed materials. Among other things, the overall systems are made up of specially developed individual components. Cement is the most commonly used building material worldwide, and is continuously growing. However, manufacturers have to comply with ever stricter environmental regulations in order to get air pollution under control. Depending on the processes used, the emissions from producing cement are at 0.6 to 0.99 tonnes of CO2 per tonne of cement. The CO2 emissions from this sector are estimated to account for seven to 8% of the overall global carbon dioxide emissions. An approach to sustainably reduce greenhouse gas emissions and production costs is to increase the use of alternative fuels. Fluid materials like waste oil or solvents
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be landfilled or otherwise disposed of. As different materials have different calorific values, the complete household waste cannot simply be fed into the combustion process in the kiln. Especially in countries where waste separation is not developed like in Europe, the challenge is huge. How the alternative fuels are composed and how they are used often also depends on their availability in a determined region and, in particular, on the economic aspects. In addition, the materials have to fulfil determined quality requirements. Some operators for example only use processed waste with a defined minimum calorific value and low heavy metal content. In this regard, the alternative fuel often may only have a determined particle size and a determined density. The moisture content is also important.
FROM THE RECEIVING TO THE FEEDING PROCESS
As a system provider, BEUMER Group develops tailor-made solutions for the entire material flow chain from unloading the delivery vehicle to storing, weighing, conveying and control feeding of solid alternative fuels. BEUMER Group also
The BG OptiBulk unloading station is equipped with a special housing, which protects the environment from dust escape and the material from environmental stress. provides fully automated systems that can control feed, singulate and convey large and heavy tyres to the inlet of the rotary kiln. BEUMER Group supports the cement manufacturers with its intralogistic solutions in modernizing their plants in sustainable and cost-efficient ways. “Our know-how and tailor-made systems permit us to optimize our customers’ processes,” says Jan Tuma, Chief Sales Officer (CSO), BEUMER Group, Czech Republic. The user
receives everything from one source, thus having a unique contact. In addition to a comprehensive range of reliable systems for handling with alternative fuels, the specialists also focus on planning logistics and customized conveying and storage solutions, including crane halls and steel structures.
CLEAR UNIQUE FEATURE “The material flow chain is implemented
with the single components of our BG OptiSeries,” says Tuma. “We have developed these different systems in our company — a clear unique feature on the market.” The systems are designed to meet the requirements for functionality and performance in daily operation. The material prepared for combustion in the kiln is usually supplied in movingfloor trailers. The hydraulically controlled moving floor moves the load outwards on the conveying system. “All conveying systems supplied and the accompanying equipment are intertwined like toothed gears to ensure steady fuel feeding,” explains Tuma. “At this regard, we can install our unloading station BG OptiBulk at our customers.” This system is suitable for inhomogeneous material that is difficult to handle. Such materials have a low bulk density, a high moisture and a large grain size. In addition, this system is suitable for explosive substances. In addition to tippers
CONVEYING TECHNOLOGY IN TUBULAR SHAPE OR U-SHAPE In order to transport the alternative fuels to the calciner and to the main burner, BEUMER experts, depending on the application, evaluate different variants of mechanical conveying systems, which for example include the Pipe Conveyors. “This conveying technology is not only ecofriendly and requires low maintenance,” describes Tuma. “Its enclosed type of construction also protects the environment safely from material falling down and emissions. Another advantage is the elimination of dust development on the running line.” Due to its ability to navigate curves, considerably fewer transfer towers are required compared to other belt conveyors and the system can be customized to the individual routings. “If
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Pipe Conveyor: the enclosed system ensures an environmentally safe, dust-free and low-energy transport of the alternative fuels.
and moving-floor trailers, which are sometimes in use, trucks can also be unloaded quickly and easily. The system consists of a chain belt conveyor and lateral steel walls. A further possibility to empty trucks and moving-floor trailers is given by the BG OptiDock. This station is also suitable for inhomogeneous material like alternative fuels or biomass. The BG OptiDock is composed of a receiving box and a screw floor. It guides the raw materials and the alternative fuels coming from the movingfloor trailer and the truck on a feeding system. The receiving box is equipped with a rubber gasket and, if necessary, with an hydraulic pump in case that the vehicle is not available. It makes it possible to unload the semi-trailer continuously. The material falls from the unloading station into the BG OptiFeed screw weigh feeder with a connected buffer bin. This screw conveyor with weighing cells is
ENGINEERING & EQUIPMENT
The double discharge screw conveyor of the BG OptiLock construction series: The airlock principle protects the material against the infiltrated air entering from outside.
suitable for completely different materials — that means, ideal for the continuous feeding of alternative fuels or raw materials,” says Tuma. Since the screw conveyors are positioned on the weighing cells, it can always be seen how much material is extracted. The regulation ratio is max. 1:10 and the maximum feeding accuracy between 1% and 2%,” explains Jan Tuma. In addition, the completely closed screw weigh feeder is protected against dust. BEUMER Group also offers a BG OptiFeed Duo. This solution has been designed for the continuous feeding of bulk material to two separated feeding points in one process, for example when the preheater tower has two inlets. The material is then stored in a buffer bin and taken off by two single screw conveyors or one double screw conveyor.
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necessary, we can further equip the conveyor,” says Tuma, “for example with a scraper conveyor in order to minimize clean-up, or with a dedusting filter.” A further efficient possibility is the U-shape conveyor. It can be simply integrated and is also suitable for long distances and rough terrain as well as horizontal and vertical curves. Just like in the Pipe Conveyor, the material conveyed is protected against external influences such as wind, rain or snow and the environment against possible material loss. This conveying solution is suitable for coarse but also for very fine material. “At the feeding point, the U-shape conveyor is open like conventional troughed belt conveyors,” explains Tuma. “A special idler configuration brings the belt in a U-shape.” This way the material conveyed reaches the discharge station. An idler configuration similar to that for the shaping is used for opening the belt.
REDUCES INFILTRATED AIR TO THE CALCINER
Conveying elements lead the material to the discharge screw conveyors of the BG OptiLock construction series. The airlock of this system solution protects the pyroprocess from the infiltrated air, i.e. the air that additionally and uncontrollably enters from the outside with the fuel. Also the BG OptiLock is equipped with load cells and transfers the bulk material
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U-shape conveyors can be simply integrated and are also suitable for horizontal and vertical curves.
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Inside a U-shape conveyor. continuously to a screw conveyor, which feeds the calciner. The speed of the discharge screw conveyor is controlled so that the shown weight of the entire system and the real material volume in the container is constant. “As the material can catch fire, all systems are carried out according to the ATEX directives,” says Tuma. As a single-source provider, BEUMER Group has substantial competence in handling with alternative fuels and is able to support the owners of cement plants efficiently — all within a short period of time. All components are complementary and ensure the continuous and economical feeding with alternative fuels.
ABOUT BEUMER GROUP BEUMER Group is a respected international manufacturer of intralogistics systems for conveying, loading, palletizing, packaging, sortation, and distribution. With 4,500 employees worldwide, BEUMER Group has annual sales of about €960 million. BEUMER Group and its group companies and sales agencies provide their customers with high-quality system solutions and an extensive customer support network around the globe and across a wide range of industries, including bulk materials and piece goods, food/nonfood, construction, mail order, post, and airport baggage handling.
CLEANER, SAFER, MORE PRODUCTIVE CONVEYING
Martin®QC1™Cleaner HD STS™
®
By eliminating carryback and minimizing dust and fines, Martin ’s high-performing belt cleaners reduce fugitive material while protecting the integrity of the belt and its splices. Clean belts lower maintenance and energy costs, and improve environmental conditions — making conveyor systems safer, more efficient and more productive. Martin belt cleaners come in an array of shapes, sizes and materials, and work with all belt sizes and speeds, in the most challenging environments regardless of industry.
Martin offers an entire line of color-coded urethane blades to match performance with application.
Our long-service (less downtime) urethane blades maintain the most efficient cleaning angle through all stages of blade life. Adjustable tensioners deliver consistent blade pressure and rugged frames stand up to tough conditions, large pulleys and heavy loads. Need help keeping your belts clean and profitable? Martin is available to provide expert industry-specific advice on these products and all of your bulk material handling issues.
For factory-direct service, training and sales call 1-309-852-2384 or to access our education and professional development options visit martin-eng.com, click the Learning Center tab.
ENGINEERING & EQUIPMENT
Managing conveyor belt carryback with Martin Engineering ‘Carryback’ is defined as the material that fails to unload from a conveyor belt, adhering to the belt and typically falling off at some point other than the intended discharge, and it’s one of the main sources of fugitive materials, estimated to account for 85% of all conveyor maintenance issues. Accumulation on moving components from dirty belts can cause premature wear and require frequent cleanup, which exposes workers to potential workplace injuries and respiratory diseases. It can be shown practically and theoretically that a conveyor belt cannot be cleaned 100%, because the surface of the belt and the blades are not without imperfections. However, this doesn’t mean operators shouldn’t take a proactive approach to keeping the belt clean. Most industries have gravitated to basic mechanical scraping with a metal or elastomeric blade for flat rubber or PVC belting as the best combination of effectiveness, ease of maintenance and low belt wear to yield the lowest cost of ownership.
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BELT CLEANERS
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Belt cleaning effectiveness varies day to day with changing conditions and the number and type of cleaners applied, as well as the maintenance they receive. Keeping the material in the process is always better than letting it accumulate on components and build up under the conveyor. Without effective belt cleaning, experience has shown that as much as 3% of the total cargo can be lost due to spillage, dust and carryback. The exposure to hazards and injuries is also reduced when less cleanup is required, saving significant — but seldom considered — indirect costs. The key to consistent
Belt cleaning positions (all pictures © 2022 Martin Engineering). cleaning effectiveness is to control the process through proper selection, installation, inspection and maintenance of the belt cleaning system and establish a safe cleanup routine and schedule. The use of multiple mechanical scrapers on a belt has been accepted for quite some time as an effective cleaning approach. In most operations, multiple cleaners are required to reduce the carryback to a safe, acceptable level while limiting manual cleanup to weekly or even monthly tasks.
EFFECTIVENESS VS. EFFICIENCY The undulating action of the loaded belt passing over idlers tends to cause fines and moisture to migrate and compact on the surface of the belt. The amount of carryback that clings to the belt can range from a few grams to a few kilograms per square meter. The level of belt cleaning required is a function of the operational schedule and method of collecting/ disposing of the carryback that is cleaned Typical installation of primary, secondary and tertiary cleaners.
from the belt or dislodged by return idlers and collects outside of the conveyor discharge chute. When discussing the efficiency of a belt cleaner, it’s meaningless to talk about efficiency without stating the initial level of carryback. When considering the beginning and ending levels of carryback as a measure of improvement, effectiveness is a better term. Some guidelines do exist. The U.S. Bureau of Mines states that an average of 100g/m2 of carryback is a reasonable level of performance for belt cleaning. At this level, a 1,200mm (48-inch) wide belt travelling 2m/s and operating 24/7 would create a cleanup workload of about seven tonnes per day, a significant labour investment that also increases worker exposure to a moving conveyor and the associated risks. Carryback level determines the cleanup schedule, but in reality, a typical belt cleaner loses effectiveness over time due to wear, lack of inspection and maintenance. On systems with average or poor maintenance, effectiveness values are generally in the range of 40–60%, thus the need for multiple cleaners.
CLEANING LOCATION Unfortunately, designers often focus on the lowest installed cost of the structure around the head and snub pulleys, without allowing enough space for optimum cleaner installation. The figure at the top of the page shows the clear areas needed on a discharge chute for installation of belt cleaners in the optimum positions. The installations should be at an ergonomic height above the work platform to encourage proper inspection and service. Consideration in the design stage for
locating cleaners in the optimum locations will lead to more effective inspections, maintenance and belt cleaner performance. Belt cleaners can be placed anywhere along the return run of the belt, as long as the belt is supported in some fashion. Since it’s desirable for the carryback cleaned from the belt to be returned to the main material flow, most belt cleaners are installed inside the discharge chute. Cleaning on the head pulley — labelled the ‘primary cleaning position’ — is preferred. Cleaning the dirty side of the belt before it reaches a snub, bend pulley or return idlers is considered less desirable, requiring a dribble chute for cleaners in the secondary position. The secondary position is complicated by another fact: the nature of carryback is such that it can adhere to vertical surfaces and not flow down a sloped dribble chute. A tertiary position is sometimes required for difficult materials or critical applications such as conveying over wetlands. In such cases, the tertiary cleaners are often enclosed in a spray box and the effluent directed to a settling basin.
Without enough cleaning pressure, the blade cannot stay in contact with the belt, resulting in poor carryback removal effectiveness and increased blade and belt wear. With too much cleaning pressure, the cleaning performance declines due to deflection of the elastomeric blade or metal blade indentation into the rubber belt. Power consumption also increases dramatically with excessive cleaning pressure. Keeping a belt cleaner properly tensioned is critical for maximum effectiveness and lowest cost of ownership. The cleaning pressure usually varies over time, based on the maintenance department’s attention or lack thereof. Some manufacturers have begun to offer automatic tensioners and wear indicators which maintain the optimum cleaning pressure and alert operators when blades are worn.
FINAL THOUGHTS Many belt cleaner systems are installed and forgotten. A survey of technicians indicated
that about 25% of all belts have cleaners installed, and of that percentage only about 25% are properly maintained. Lack of inspection and maintenance results in a gradually lower level of effectiveness, higher operating cost and an increased exposure to the hazards associated with cleaning up carryback. Effective belt cleaning starts in the design stage, with adequate space for cleaners and well-positioned work platforms for ergonomic inspection and maintenance access. Service-friendly designs improve production, minimizing carryback and prolonging the life of equipment. If the cleaners are located in the optimum positions and easy to access, it is more likely that regular inspection, cleaning and maintenance will be performed, delivering optimum results.
ABOUT MARTIN ENGINEERING
JUNE 2022
Martin Engineering has been a global innovator in the bulk material handling industry for more than 75 years, developing new solutions to common problems and participating in industry organizations to improve safety and productivity. The company’s series of Foundations books is an internationally recognized resource for safety, maintenance and operations training — with more than 22,000 print copies in circulation around the world. The 500+ page reference books are available in several languages and have been downloaded thousands of times as free PDFs from the Martin website. Martin Engineering products, sales, service and training are available from 17 factory-owned facilities worldwide, with wholly-owned business units in Australia, Brazil, China, Colombia, France, Germany, India, Indonesia, Italy, Mexico, Peru, Spain, South Africa, Turkey, the USA and UK. The firm employs more than 1,000 people, approximately 400 of whom hold advanced degrees.
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Automatic tensioner maintains optimum cleaning pressure without operator intervention.
BELT CLEANING PRESSURE & BLADE WEAR
Metal secondary blade pressure at zero rake angle.
ENGINEERING & EQUIPMENT
Elastomeric primary blade pressure at a positive rake angle.
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ASGCO® “Complete Conveyor Solutions” is a major manufacturer of proprietary bulk conveyor components and accessories that enhance material flow performance. Founded in 1971 by Alfred S. Gibbs and his son Todd Gibbs, ASGCO® believes in taking care of the customer with great quality products and exceptional service. This has been a successful and standard policy at ASGCO® for many years and will continue in the future. ASGCO®’s President, Aaron Gibbs is the third-generation family member to lead the privately held company. He is focused on developing the company’s vision by fulfilling its mission ‘To Provide the World’s Material Handling Industry with Efficient, Safe and Productive ‘Complete Conveyor Solutions’. ASGCO® is a diversified and innovative company with three major divisions that serve specific targets of the material handling industry. It markets these innovative products and services through selected distributors, joint ventures, and representatives worldwide. ASGCO® manufactures: v primary & secondary conveyor belt cleaners; v conveyor idlers; v conveyor dust control & skirting; v load zone & transfer point solutions; v pulley lagging; v conveyor safety equipment & guarding; v conveyor belt splicing equipment; and v wear liners & wear materials.
PRO-ZONE CASE STUDY
skirting was installed and multiple follow-up visits have been made to ensure success. The project was such as success that a manager was quoted as saying: “These units are the best thing since sliced bread, we will be installing more.”
Installation of ASGCO® Pro-Zone: “the best thing since sliced bread”.
JUNE 2022
Situation: Large pulp & paper manufacturer. The original walkdown and recommendations were made in August 2019, with a re-visit and recommendations taking place in February 2021. The main concern was spillage in load zone from a Lift Tube type of design load zone. New management was in place and charged with correcting housekeeping issues in the wood yard.
v Recommendation: replace existing load zone system with 20 feet of ASGCO Pro-Zone, custom chimney tie-in, and multiple internal dust curtains. v Results: 20 feet of ASGCO Pro-Zone with internal AR liners and ORG
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ASGCO® is able to remain competitive in the market by always innovating with new products, offering one of the largest inventories of belting and equipment in North America, and delivering clientfocused customer service. ASGCO®’s equipment can be used to handle material throughout several industries, such as, aggregate & cement, coal, copper, gold, food industries, iron ore, minerals, pulp & paper, recycling, steel, wood and more.
Before: overall view of previous load zone design. There is no internal skirting system, and chips get under the belt and spill out of the end of the tube.
ENGINEERING & EQUIPMENT
ASGCO® works its magic at a large pulp and paper manufacturer
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ENGINEERING & EQUIPMENT
Belt deviation without motorization made possible by RBL-REI
JUNE 2022
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French company RBL-REI, a global expert in the design, manufacturing and construction of bulk handling systems including overland belt conveyors with technical complexities, is still proving its skills, capabilities and innovation sense for such challenging works. RBL-REI has recently commissioned a bulk handling systems which includes technology innovation on long-distance belt conveyors: a belt
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deviation system which allows the same belt to change direction without motorization. A mining company in Poland has entrusted to RBL-REI the design and construction of a 3.5km overland belt conveyor including this specific innovative solution. Originally, due to the narrow corridor available between the quarry and the plant, RBL-REI had to engineer a system
including a transfer point — therefore two separate overland belt conveyors, between the origin and the destination of the mineral. However in order to optimize the CAPEX and the co-ordination of stopping time between the two overland belt conveyors, RBL-REI has designed a single flight system, meaning the same belt is working upstream and downstream of the transfer point. A belt deviation system
ENGINEERING & EQUIPMENT
without motorization has been specially developed for this project in order to unify the two sections. The following benefits are achieved on this specific system: v no chute clogging — material highly sticky — as no stopping time difference between the two sections; and v CAPEX optimization by elimination of drives and sub-station at the intermediate transfer point. The client involved in this project was delighted. Says Andrzej Skotnicki – Quarry
Manager, “In LHOIST, we make products of high quality limestone and we documented a new deposit of limestone near the existing lime plant. It was a challenge to find a way how to transport the stone from the quarry to the plant, which is about 4km in distance. We found that we cannot really use the straight conveyor — the corridor was not a straight line. The solution proposed by RBL was a curved conveyor and the transfer towers were the best solution for the stone transportation. We were able to design the transfer tower where we change the direction of the belt without an extra drive and the gearbox and all this, so this was
quite unique solution for us. “The solution allows us to save money, to be a better neighbour for the citizens around, and to be more green, more environmentally friendly, and to be more efficient as a business as a LHOIST company.” This specific innovation is applicable everywhere long-distance conveying is required, and where it is important to save the cost of construction of an intermediate electrical sub-station. In the case of tunnel construction works, this would be a great boon in terms of partial tunnel arrangement works.
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ENGINEERING & EQUIPMENT www.drycargomag.com JUNE 2022
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Doppelmayr supplies environmentally friendly quarry restoration solution Bardon Hill Quarry near Leicester in Leicestershire is one of the United Kingdom’s oldest continuously operated quarries. Aggregate Industries UK Ltd has recently developed a new quarry extension at this strategically important site. In order to sustain quarrying activities, a separate material handling system is required to extract, process and transport overburden for emplacement within the existing quarry as part of its restoration. Doppelmayr Transport Technology has worked closely with Aggregate Industries UK Ltd to develop a unique solution that dramatically reduces CO2 emissions and environmental impact compared with road haulage or the footprint associated with a conventional surface conveyor system. Track ropes span 850m across the entire pit upon which the belt which transports the overburden travels. The RopeCon® system includes a reversible second belt that enables simultaneous conveying and emplacement activities. During the life of the operation, the RopeCon® track ropes will be periodically retensioned to allow the system to be lifted above the placed material. This ability to control the drop height minimizes the
impact from noise and dust during operation of the system. This system is the first such installation in the UK and transports up to 1,000 tonnes of overburden per operating hour. The Doppelmayr RopeCon system is a combination of ropeway technology and conventional conveying technology. It transports the material on a flat belt with corrugated side walls. As with conventional belt conveyors, the belt performs the haulage function. It is driven and deflected by a drum in the head or tail station. The belt is fixed to axles arranged at regular intervals to support the belt. Running wheels are fitted to either end of the axles. These polyamide wheels run on track ropes with fixed anchoring and guide the belt. The track ropes are elevated off the ground on tower structures. Therefore, this suspended conveyor is perfectly suited for rugged terrain or to cross obstacles of all kind. Also, as a suspended system, it only has low space requirements on the ground, and does not present a barrier for humans or animals. The controls of the RopeCon® system can be integrated in the main controls of a logistics chain and the system works fully
TECHNICAL DETAILS Section 1 Length 469/500 m Difference in elevation –148/–68m Conveying capacity 1,000tph Speed 3.3m/s Motor rating continuous –380/–150kW Section 2 Length Difference in elevation Conveying capacity Speed Motor rating continuous
100 m 0/11m 1,000tph 2.6m/s 5/50kW
automatically. Furthermore, as the wheel sets are bolted to the belt, practically all moving items constantly return through the stations and can be easily maintained there. Thus, there is no need to go out into windy, cold or rainy weather to perform maintenance tasks. Works can be carried out in a safe work shop environment. In case the line has to be inspected, the system offers an inspection trolley, which travels along the
RopeCon® Ef昀cient Solutions for Bulk Material Handling Wherever bulk material needs to go – across impassable terrain, rivers, highways and buildings – RopeCon® delivers without a hitch! Long distances, capacities of up to 25,000 tonnes/hour, minimal environmental footprint, quiet operation plus low operating and maintenance costs: These are the features that convinced leading mining businesses. doppelmayr-mts.com
ENGINEERING & EQUIPMENT JUNE 2022
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top strand of track ropes. This system can be used to reach every point of the line easily and safely. The polyamide wheels which run on the track ropes allow the system to achieve an
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extremely low friction coefficient. Also, depending on the topography, it is possible to generate energy through braking. Such energy can be fed back into the grid, thus reducing the overall energy costs.
Doppelmayr Transport Technology GmbH is a member of the Doppelmayr group, a world expert in ropeway engineering. Within the group, it specializes in material handling solutions.
ENGINEERING & EQUIPMENT
Bulk conveyors, their components and related technologies The advent of the pandemic dramatically disrupted world markets with the slowdown of commodity trades and the freezing of many offshore logistics projects, writes Luca Condini, Technical Director of Shi.E.L.D. Services. With the post-Covid slow recovery and the increase of trades the same projects that had been halted are now active again especially in those countries rich in commodities that have seen their value increase. A very obvious example is West Africa, which had seen important development already in pre-Covid times especially in Guinea and is now further developing in other countries such as Gabon, Sierra Leone, and Congo with materials such as bauxite, manganese, iron ore, and nickel. The resumption of offshore logistics projects has led to an increased demand for transshipment facilities. But new constructions now take longer than before the pandemic mainly because of the limited availability of electronic components found in all major machinery. The providers of transshipment services are therefore trying to find available assets on the market that can fit as-is or with little modification or that can be converted to handle different materials from which they were designed.
CONVERT A TRANSSHIPMENT FACILITY TO HANDLE DIFFERENT CARGOES
A floating crane is the simplest type of transshipment facility and one of its
Luca Condini, Technical Director at Shi.E.L.D. Services. strengths is its extreme adaptability to work with virtually all types of dry bulk materials. It is simply necessary to equip the facility with the appropriate grab suitable for the specific weight of the material to be handled and that's it. For a transshipment facility equipped with a belt conveyor system on the other hand, the matter is much more complex. The characteristics of the material to be handled have a very large impact on the operation of belt conveyor systems. It is not only the specific gravity, but also and especially the degree of moisture, sliding capacity, and tendency to stick or pack that
can cause the conveyor system to be unable to transport the material. What should be done, then? First, a feasibility study must be conducted in co-operation with the manufacturer of the belt conveyor system, analysing the characteristics of the material to be handled, identifying the potential critical points and bottlenecks of the conveyors and drafting the possible modifications. During this phase, the inputs of those who operate the equipment and have practical experience with the types of material to be handled are of paramount importance. This is where the expertise and contribution of Shi.E.L.D. Services come in. The company’s extensive field experience operating transshippers fitted with belt conveyor systems and handling various materials with very different characteristics has enabled it to understand what factors influence the operation of the system, on what aspects to intervene to improve their performance and what engineering choices to adopt for the modifications that meet the customer's needs. In practice, the modifications to be made to the system can be as simple as: v replacement of the rubber belts with other types more resistant to abrasion; and v replacement of the lining of hoppers and transfer points. In detail, the lining is chosen with more resistance to abrasion at points where the material impacts with a greater force or with better sliding characteristics at points
JUNE 2022
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Bulk Celebes during transshipment operations (courtesy of ABL).
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ENGINEERING & EQUIPMENT
Modification of a transfer point, before and after.
ABOUT SHI.E.L.D. SERVICES SRL Shi.E.L.D. Services provides a complete range of services for the logistics and transshipment sector, including feasibility studies, definition development of the most suitable logistics solution, vessel design, project management for newbuilding constructions and conversions, technical, crew, and operational management. The headquarters is in Milan, with a branch office in Indonesia and representative offices in Indonesia, New Zealand and Dubai. Shi.E.L.D. Services is currently engaged as technical and crew manager of three transshippers in Indonesia, owned by major mining and shipping companies in East Kalimantan, and two transshippers in West Africa. Some recent achievements include: v design for a conversion of Supramax to a transshipper for LDPL, a subsidiary of Louis Dreyfus Armateurs; v feasibility study carried out for Dynamic Mining for export of bauxite from Kamsar, Guinea; and v worked on behalf of RINA Consulting on a logistic project in the Middle East to import coal for a newly built coalfired power plant. Shi.E.L.D. Services is also engaged in carrying out project due diligence studies for reputable clients and is providing a complete range of consultancy services for logistic projects in West Africa, Middle East & the Pacific Ocean rim. Shi.E.L.D. Services is the winner of the prestigious International Bulk Journal Awards 2019 in the ‘Bulk Logistics Excellence’ category.
JUNE 2022
The interventions mentioned above can be carried out without the need to bring the vessel to the shipyard. Furthermore, if the project economics necessitates, then more enduring modifications might include: v replacement of the conveyor drive end with larger drums needed for even more powerful drive units; and v modification of the system layout by moving the existing conveyors to a more suitable position or adding new conveyors (e.g., belt feeders to extract material from hoppers). These interventions require bringing the vessel to the shipyard with increased
modification costs. A balance has to be reached between high flow rates and consistency, upon implementation of modifications. Trying to achieve a high flow rate at the expense of consistency can lead to clogging and overflow that requires the system to be stopped for cleaning. Therefore, it is not important to achieve the highest peak rates but to guarantee that a reasonable rate can be maintained for an extended period. This drastically reduces downtimes and stoppages for cleaning and has a positive impact on project economics. The truth is that there is no universal recipe that is applicable to all situations, and sometimes even theory clashes with the actual experience in the field. Therefore, it is important for the shipowners who want to modify their assets to rely on the expertise of companies like Shi.E.L.D. Services, who have the know-how and the extensive experience in the field and can provide the best recommendation for the choices and modifications to be carried out. As an example, upon request of a client, a leading player in offshore logistics, Shi.E.L.D. Services redesigned and modified one of the client’s transshipper assets —, specifically designed for coal handling — and adapted the unit to handle iron ore. The entire project was completed in record time and within a limited budget. This assisted the client to venture into new geographical areas and secure contracts in West Africa.
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where the material must flow to avoid clogging. Based on the operational requirements, some significant interventions may involve: v the modification of the geometry of the transfer points so that the material flow is as smooth as possible and that there are no constrictions that could cause clogging; v the replacement of the drive units with more powerful ones; v the installation of inverters to adjust the belt speed (to be able to regulate the belt speed is of great help especially handling materials that tend to clog); and v the modification of the hopper outlet with steel profiles inserted at strategic points to lower the load on the belt conveyor installed underneath or to promote the cargo flow.
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ENGINEERING & EQUIPMENT
Achenbach offers the largest variety of conveyor covers in the world
These Achenbach conveyor covers are installed in Saudia Arabia, and have openable LOOP covers and laterals on both sides. The Achenbach company in Wilnsdorf, Germany, has a decades-long experience in working with corrugated metal sheets. In particular, Achenbach’s covers for belt conveyors from cambered (arched) corrugated sheets have stood up to conditions all over the world.
The main reasons for covering conveyor belts are: v weather protection (year-round use of the facility); v environmental protection (no discharge of the conveyed material); v accident prevention (no intervention
on the running line); and v economy (protection of the system and extension of the usage time). Several of the longest conveyor belts worldwide have been covered with Achenbach hoods. Examples include:
JUNE 2022
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JUMBO covers installed in Brazil also cover the walkways.
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JUMBO covers in situ.
available as different opening systems for easy inspection and maintenance. Large JUMBO covers are available for covering one or both walkways. This JUMBO covers are used, for example for big belts in power plants (see picture on p114). As Achenbach covers are manufactured in it own factory, it is able to meet the individual requirements of its customers, and can produce nearly any special design in corrugated steel sheet at short notice. For the user, this means that an optimum, value for money solution is available. Various fixing systems and the sale of plastic-made Organit covers for the salt and food industries (see photo below) complete the company’s portfolio. What is more, Achenbach is able to offer a statically tested cover tension strip system and is certified in accordance with the DIN EN ISO 9001:2015.
ENGINEERING & EQUIPMENT
v Kingdom of Saudi Arabia: in this unit, the cover has openable LOOP covers and laterals on both sides of the conveyor; v South America: this unit in Brazil has large JUMBO covers, which also cover the walkways; and v Asia and Europe: this unit at Europoort, Rotterdam, Netherlands, has openable covers. Achenbach produces its metal covers in four different sections in galvanized, coated and stainless steel or aluminium. Eleven standard sizes of covers are also
Achenbach makes covers out of plastic for the salt and food industries.
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ENGINEERING & EQUIPMENT www.drycargomag.com JUNE 2022
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Modular transfer point system increases options, reduces installation downtime Martin Engineering, global bulk conveyor technology specialist, has reimagined the transfer chute, from logistics to installation to future modifications. In what’s thought to be a first for the bulk handling industry, the new Martin® Transfer Point System from Martin Engineering includes horizontal modular loading zone and settling zone configurations, providing easier installation and a wider variety of chute options, while facilitating future upgrades. The kit simplifies the assembly process, reducing the amount of labor required and allowing the system to be pre-built before installation to minimize system downtime, increasing the return on investment (ROI) from transfer chute replacements and upgrades. “This is a rugged solution designed to fit most standard conveyors and belt widths, regardless of what material is being transferred,” said Dave Mueller, Conveyor Products Manager at Martin Engineering. “Our Center for Innovation (CFI) is constantly looking for ways to engineer equipment to improve safety and our customer’s bottom line. That’s why the kit doesn’t just streamline labour, time and production, but it’s also a logistical solution, shipped in a single crate.” The transfer chute is a heavy-duty horizontal enclosure for the loading zone. Each system can be ordered with a ‘loading zone,’ ‘settling zone’ and/or ‘stilling zone.’ The width and length of the components are determined by the receiving belt’s width and speed and the dust characteristics of the material being transferred, as dustier applications often require longer settling or stilling zones. Listed under a single part number, the kit includes a chute wall weldment, wear liner assembly, wear liner plate, outer chute supports, top cover, tail panel/clamp/rubber sheet, installation hardware and an owner’s manual. The skirt seal is sold separately, since it is a single piece that runs the entire length of the chute, and skirting is the most frequently replaced wear part in most transfer points. The loading zone controls air turbulence and connects to both the drop chute and settling zone. When cargo hits a belt with great velocity, fines and lumps splash up the sides of the belt. Without a properly sealed enclosure, the material will spill underneath the conveyor, creating a hazard, restricting access and fouling other components. The settling zone follows the loading zone and helps mitigate dust emissions, while the stilling zone further
Copyright © 2022 Martin Engineering Outer chute supports are provided in standard lengths and cut shorter or narrower on-site as needed.
Copyright © 2022 Martin Engineering The Transfer Point Kit can be assembled prior to installation or assembled during scheduled downtime. calms turbulent air flow. Dust is collected, mechanically filtered or settled back into the cargo stream prior to leaving the chute and continuing as a conventional open air conveyor. The Transfer Point Kit solves three common problems. The first is that transfer chutes are normally shipped in different packages that sometimes don’t arrive at the same time. Upon delivery, inventory is stored until scheduled downtime, increasing the chance of loss or misplacement. Another problem is, for most new
transfer chutes on the market, some components can be prepared and assembled beforehand, but generally, new chutes need to be completely fabricated during downtime. The inability to build the structure before a shutdown increases the project budget and contributes to lost production time. The third problem is, after construction, transfer point chutes are commonly a single system that requires significant engineering and construction to be modified. Changes to existing transfer points can be challenging, but to
accommodate new belt support equipment or adapt to increases in production, the chute is often raised or lengthened. The Transfer Point Kit addresses these problems, as chute sections are 1) delivered in a single crate with every component for assembly included, 2) able to be assembled prior to the shutdown and installation, saving time and money, and 3) fully modular, making future changes easy without expensive construction projects. The transfer point system accommodates belt widths of 18-72 in. (450–1,800mm) and an internal chute width of 9-59 in. (228–1,498mm). Each modular section is either 4 feet (1.21 metres) or 6 ft. (1.82m) long and constructed of mild steel, 304 stainless steel or 316 stainless steel, with a thickness of 0.25in. (6.35mm), 0.5in. (12.7mm), or 0.75in (19.05mm) to accommodate a wide variety of materials and conditions. The Transfer Point Kit installation is
covered under the Absolutely No Excuses Guarantee as long as a Martin Engineering technician is involved in the installation process. Although assembly instructions are clear and easy to follow, another benefit of involving a factory-trained Martin expert is that customers who have ordered the kit have experienced a significant reduction in assembly and installation time. Moreover, once the system is started up and tested, there is a knowledgeable person on hand to offer advice on adjustments to ensure optimum performance. “After installation, Martin Territory Managers or partner distributors are available to offer support,” Mueller added. “The feedback for the kit has been excellent. Customers get the heavy-duty Martin quality they’ve come to expect in a more convenient, efficient and sustainable package.” Martin Engineering has been a global innovator in the bulk material handling
industry for more than 75 years, developing new solutions to common problems and participating in industry organizations to improve safety and productivity. The company’s series of Foundations books is an internationally recognized resource for safety, maintenance and operations training — with more than 22,000 print copies in circulation around the world. The 500+ page reference books are available in several languages and have been downloaded thousands of times as free PDFs from the Martin website. Martin Engineering products, sales, service and training are available from 17 factoryowned facilities worldwide, with whollyowned business units in Australia, Brazil, China, Colombia, France, Germany, India, Indonesia, Italy, Mexico, Peru, Spain, South Africa, Turkey, the USA and UK. The firm employs more than 1,000 people, approximately 400 of whom hold advanced degrees.
Martin’s N2 PI attaches to the belt cleaner mainframe and feeds performance data to the gateway.
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Remote monitoring for conveyor belt cleaners launched in Europe, Middle East, Africa and South Asia
JUNE 2022
Global leader in bulk handling equipment solutions Martin Engineering has launched its innovative N2® remote monitoring system for conveyor belt cleaners in countries across Europe, Middle East, Africa and South Asia. Designed for any belt cleaner using a polyurethane blade, the N2 Position Indicator (PI) system tracks belt cleaner performance and tells users when servicing is required via an intuitive cloud-based mobile app or desktop dashboard. The N2 PI allows maintenance managers to keep on top of belt cleaner performance, eliminating needless
ENGINEERING & EQUIPMENT
Copyright © 2022 Martin Engineering Copyright © 2022 Martin Engineering | The Modular Transfer Point The modular system can be configured to fit the needs of the specific application. Kit can be easily modified to adapt to changes in production.
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ENGINEERING & EQUIPMENT www.drycargomag.com JUNE 2022
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inspection visits, reducing human exposure to moving conveyors and helping to increase production uptime. The N2 PI recently met all the requirements to achieve CE Marking in Europe. Robert Whetstone, Vice President for Martin Engineering’s EMEAI region, said: “Martin has a long track record for outstanding innovations that keep industrial processing plants running safely and efficiently. Our new N2 system is a game-changer that combines tried and tested technologies into one easy-to-use package so users can monitor their conveyor belt cleaners remotely. “With this smart yet simple upgrade, the technology does the legwork, providing real-time data on each belt cleaner blade to give an early indication of when The cellular gateway receives data from up to 200 N2 PI’s and sends it to a cloud-based server. servicing is needed. In the meantime, plant managers can be confident that material time, but it also helps reduce exposure to up to 1,000 metres from the gateway, carryback, spillage and build-up is being moving conveyors and associated hazards. which is located on a high part of the plant controlled by the belt cleaner so they can The Martin app shows us when belt to achieve the strongest signal. The system keep the plant running to maximize cleaner servicing is needed, and we can does not require a cellular link for each PI productivity.” arrange inspections at the end of shifts or – connection is via radio frequency By tracking the individual performance during planned stoppages, which decreases enabling as many as 1,000 PI’s to be and status of each belt cleaner, N2 PI unscheduled downtime. The app also monitored through a single gateway. delivers continuous, real-time feedback and allows us to monitor blade performance Supporting Martin Engineering on the eliminates guesswork. The detailed historic over time and budget accordingly. We now technology side are two trusted Amazon data also provides a maintenance log so have PI’s installed on 43 conveyors across Web Services (AWS) ‘Internet of Things’ service dates can be tracked and wear our operation.” partners. The result is a fully automated, rates calculated. The result is an seamlessly integrated and secure improved return on belt cleaner cloud-based system that delivers investments plus the ability to budget super-reliable connectivity. and forecast for essential Operating independently of any replacement parts. Replacements can plant communications infrastructure, also be scheduled for just-in-time the low power requirements of the PI delivery helping users to better device give a projected battery life of manage their inventory. at least two years. Only the gateway Development of the N2 PI has requires a constant power supply and involved extensive technical research, work with a wide range of input as well as long-term customer trials voltages to match local standards in at major material processing facilities any country around the world. in more than 10 countries The Martin mobile app receives data from the cloud and The PI system works by worldwide. In the UK the system has presents it in a user friendly format. recognising how much rotation of the been delivering results for more than belt cleaner mainframe is acceptable 12 months at the country’s largest before tensioner adjustment is lime production plant, operated by The N2 PI can be retro-fitted to most required. The mobile app tracks and Singleton Birch. conveyor belt cleaner mainframes that use displays blade status, remaining life, next Stuart Howden, Engineering Manager at polyurethane belt cleaner blades, or it can scheduled tensioning, run time, wear rate, Singleton Birch, who has overseen the UK be introduced as part of a new installation. cleaner model, blade type and other trials from the start, said: “Martin The battery-powered device feeds data details. Alerts are provided automatically Engineering’s N2 Position Indicator is a about the performance and condition of when a blade change is required, reclever system that eliminates the need for conveyor belt cleaners to a central cellular tensioning is needed or an unusual repeated visits to each conveyor belt – we ‘gateway’ unit. The gateway then sends the condition or change is detected. will never need to go back to doing regular information to a cloud-based server, which By relying on actual operating physical inspections of all our belt cleaners. delivers it to Martin’s dedicated mobile app conditions instead of human judgement to With more than 90 conveyors across our and desktop dashboard on a computer. monitor blade wear and tension for production site, the ability to monitor our The Position Indicator itself is a small, optimal cleaning performance, the PI belt cleaner blades remotely is a massive robust and self-contained device with a maximizes the cleaner blade’s usable advantage. proprietary grade polyurethane housing surface area and reports with certainty “Initial trials on six conveyors showed that stands up to punishing industrial when a blade is nearing the end of its useful us that the N2 PI not only cuts inspection environments. The device can be mounted life.
CONVIR is a company located in Kaunas, Lithuania. The company‘s team of professionals has been in the material handling business for a long time, and offers about 17 years of experience in this field. It can help customers with all their bulk handling needs. Here, CONVIR explains why it is important to maintain belt conveyors in bulk handling systems and how to carry out this maintenance.
FROM THE EXTRACTION OF THE RAW MATERIAL TO THE LOADING
Reliable conveyor systems assist bulk materials handling from the moment the first stone cracks underground. As a manufacturer and system partner, CONVIR creates full solutions for moving raw materials on their path to being treated further. v Long distance belt conveyor: bulk goods are transported on overland belt conveyors through inaccessible terrain along meandering paths of up to 25 kilometres. The rocks hurtle along the conveyor belts at a fast pace, which corresponds to fast cycling. In addition, the conveyor systems can carry 15,000 tonnes of bulk material each hour. It is about 200 times as heavy as The Space Shuttle. CONVIR is constantly improving its bulk material handling performance, using its many years of experience, data from existing conveyor systems, and internal research and development. v Medium and short-distance
ENGINEERING & EQUIPMENT
Long live the belt conveyor
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CONVIR's equipment offers an efficient and reliable material handling solution. The company produces customized belt, screw and scraper conveyor systems for transporting bulk products and sorted waste. The main industries it works in are: ports & terminals, quarries, recycling, agriculture, wood & paper, mining & metallurgy and more.
BELT CONVEYOR MAINTENANCE FOR BULK MATERIAL HANDLING
conveyor systems: mobile belt conveyors, also known as movable belt conveyors, can adapt to the transport distance needs in quarries or other environments at any time by adding or removing them. They are also known as grasshopper conveyors or jump conveyors. Heap and discharge belts, as well as discharge conveyors, are other types of bulk material conveyors. CONVIR creates customized full solutions for its customers’ bulk items. From material receipt through loading, the whole solution can be customized. v Other types of conveyors may be used in bulk handling systems, such as telescopic, radial, stacker, truck unloading, shiploading and stockpiling conveyors.
THE ROLE OF THE BELT CONVEYOR IN BULK
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MATERIAL HANDLING SYSTEMS
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A belt conveyor is designed for continuous operation and can be utilized in a wide range of capacities and distances, with lengths ranging from a few metres to tens of kilometres. The belt loops around a pulley at each end of the conveyor. This is the most frequent type of belt conveyor. To move the belt and carry the materials, one pulley (often at the conveyor head) is
attached to a drive unit. Other designs are available, such as conveyors with three or more pulleys or those with two or more drive pulleys. They are, nevertheless, typically used in specialized applications. The belt is an essential element of belt conveyors because it serves two functions: it contains transported materials and it transmits force (in the form of tension) to convey the load. The belt is also one of the more expensive components of a belt conveyor. Many considerations, including the materials to be handled, corrosion, impact, tension, strength, and elongation, should be taken into account while making a cautious selection.
The primary belt conveyor components, such as idlers, rollers, pulleys, bearings, shafts, and belts, must work under dynamic loads and extreme conditions in order to retain reliability. As a result, if they are badly designed or produced, they can fail frequently. Rolling element bearings are frequently used in various types of equipment and can have a limited life, even as little as a few months, if subjected to dynamic or unexpected stresses that are not acceptable for their design. Belts can also be damaged or destroyed when subjected to loads that are not adequate for their design; when exposed to corrosion; or when used in situations that are not appropriate for their material. Many other elements must be addressed in conveyor belt design, operation, and reliability. Dust and pollutants, for example, are frequently prevalent in processing areas. This equipment may be harmed and ruined if better seals are not used for bearings and other components. On the other hand, if all of these components are properly designed and selected, they can operate without issue for many years. To extend the life of several components such as idlers and rollers, appropriate accessories should be used to clean the belt at the feed and discharge points. Belt cleaners play critical roles in the reliability, safety, and overall environmental conditions of a belt conveyor and its associated facilities.
v K-HD Retractable Impact Frame; v K-Retractable Idler/Impact Frame; v K-Shield Dynamax Impact Idler Frame; and v K-Vee Return Idler Frame.
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The expanding selection of idler frames at Kinder Australia covers a wide range of applications depending on what the conveyor requires to operate efficiently. Adjustable conveyor trough frames can be installed at the head and/or tail transition zones of all types of conveyors. They replace the need to have an already predetermined mounting/feet hole pitch and/or position, whilst using fixed angle transition frames. They are available as both Inline and Offset configuration. Designed by the engineers at Kinder Australia, the K-Retractable Idler/Impact Frame and K-HD Retractable Impact Frame allows conveyor rollers to be changed under conveyor transfer loading chutes without the idler frames being laid down or removed. The bottom bracket remains aligned whilst the upper bracket of the base is retracted exiting from the side. The K-
Retractable Idler/Impact Frames range cover all belt widths and trough angles, inline or offset configurations, and are suitable for all bulk material handling applications. The K-HD Retractable Impact Frames are applicable for high-capacity bulk materials handling industries, including the toughest quarrying/mining applications. Kinder’s K-Ergo Swift Return Idler Frame makes roller change outs quick and seamless, with access to only one side of the conveyor required. The specialized flip down design eliminates the need for belt jacks as the belt does not need to be raised out of the way to lower the frame. Safe and easy to use, the K-Ergo Swift Return Idler Frame is ideal for conveyors which have maintenance access from one side and can be custom built to suit a range of belt widths. Kinder Australia offers a wide variety of idler frames that will continue to provide ample alignment for conveyors, and the specialists at Kinder Australia can determine the best option for any application.
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A fundamental component of the conveyor system are the idler frames. These are quite literally the backbone of the conveyor. If they are not well profiled and positioned, the belt is at increased risk of misalignment. Misalignment can lead to uneven wear and damage to the conveyor belt itself, or disastrous material spillage. It’s a costly productivity issue to have — and it often stems from poor frame set-up. Kinder Australia’s applications and engineering team are able to assist with proactive site analysis and audits. They can check your site’s framework from all angles to ensure that it is level and square, whilst advising whether your conveyor is at risk of misalignment. The team can recommend the ideal idler frame to fit, to providing an optimal and supported conveyor. The idler frame range at Kinder Australia is as follows: v Adjustable Conveyor Trough Frame (Inline); v Adjustable Conveyor Trough Frame (Offset); v K-Commander Tracking Frame; v K-Ergo Swift Return Idler Frame;
ENGINEERING & EQUIPMENT
Idlers from Kinder Australia: fundamental to conveyor function
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Keeping conveyors in great condition with REMA TIP TOP REMA TIP TOP specializes in the consistent optimization of production plant operational readiness. In over 50 years of research and development work, the company has continuously improved production and application possibilities in co-operation with its customers. The use of specific REMA TIP TOP products lengthens the service life of conveying and processing plant and reduces downtime. Special products optimize operational readiness, increase production capacities and thus increase profit for the plant operator. REMA TIP TOP offers particular expertise in wear protection, mineral processing, conveying solutions and Dunlop conveyor belts.
company is in the position to supply such belts to any continent in the world. DUNLOP Belting Products South Africa manufactures innovative high-performance conveyor belts that meet or even exceed all established international standards. The headquarters of the company is located in Benoni (Gauteng), while the company has a second manufacturing facility in Howick, in the heart of Kwa Zulu Natal. In this tradition-rich location, which was already known for its rubber production by 1919, rubber compounds for a wide range of industrial rubber goods are manufactured in addition to conveyor belts, as are industrial hoses, materials for mill cladding and other products for the material processing sector.
CONVEYING SOLUTIONS
360° SERVICE TO ENSURE RELIABLE
REMA TIP TOP conveying solutions and technologies ensure smooth production processes and decisively increase the life expectancy and economic efficiency of conveyor belt systems. They are used to repair and link up conveyor belts used in both cold and hot processes as well as for belt cleaning and the provision of sidewalls and drum and roller coverings. The portfolio is completed by a specific service programme that matches the individual need and makes REMA TIP TOP a global and dependable partner for all questions concerning conveyor belt operation.
CONVEYOR OPERATIONS
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HIGH-PERFORMANCE CONVEYOR BELTS With the conveyor belts being produced at DUNLOP Belting Products to the high REMA TIP TOP quality criteria, the
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360° service from REMA TIP TOP (all pictures ©REMA TIP TOP).
REMA TIP TOP INTEGRATES PROJECT & MAINTENANCE FOR BETTER RESULTS
In mining, food and any other raw materials processing industry, continuous operations are essential to deliver sustainable performance and avoid financial losses. To ensure reliable operations, the entire lifecycle of transportation systems, from design to continued operation, maintenance and services must be planned and implemented in an integrated manner and ideally delivered by an experienced and quality-assured service provider. REMA TIP TOP supports its customers with proven experience, know-how and a worldwide service network to successfully manage the entire lifecycle of their conveyor systems. Mario Delmaestro, R&D and Service
Mario Delmaestro. Manager REMA TIP TOP Middle East, explains how REMA TIP TOP’s 360° service not only helps its clients to increase the reliability of transport equipment but also to achieve the expected results of their projects, such as higher operational capacity, better maintainability, greater physical availability, etc. Q: Mr. Delmaestro, what are the challenges when planning a conveyor project? A: From many years of experience and countless projects, we know that in many cases the reliability and operation of facilities are not considered sufficiently or at all in the development phase, which can lead to problems later in operation. Regardless of whether a new conveyor system is being built (green field) or an existing system is being modified (brown field), project development and maintenance should be planned and implemented in an integrated way throughout the entire life cycle. If the two areas diverge, for example because the project does not take subsequent maintenance into account, problems can arise and compromise smooth operations. That’s why at REMA TIP TOP we take a more
Mining site.
ENGINEERING & EQUIPMENT
Maintenance of conveying systems.
efficient service for our clients. Moreover, at REMA TIPTOP we believe that the best way to make a project successful is to involve the customer at all stages. Through the exchange of knowledge and experience and in-depth discussions, customer involvement becomes the cornerstone for achieving superior results. Mutual partnership with its customers coupled with extensive know-how and experience distinguishes REMA TIPTOP from other suppliers. Q: What added value does REMA TIP TOP offer its customers? Q: First of all, it should be mentioned that REMA TIP TOP is a partner that not only provides the engineering, but also has several decades of experience to ensure the best transition and delivery of projects in terms of maintenance, which guarantees a complete delivery from a maintenance and operational point of view. Secondly, with its 360° service concept, REMA TIP TOP is able to provide all the necessary services in terms of design and maintenance of the highest quality and, last but not least, we offer the possibility of continuous
monitoring of the equipment, using all the technical data provided by our monitoring systems for an effective strategy to monitor and control the equipment during its operation. The bottom line is that our 360° service is much more than the sum of its parts.
HOW TO MASTER PLANT MAINTENANCE SHUTDOWNS
REMA TIP TOPS SOLUTIONS AND SERVICES FOR SCHEDULED SHUTDOWNS
In construction, mining, and any other industry processing raw materials, seamless operations are essential to deliver sustainable performance and avoid financial losses. Smart systems and services help prevent or detect irregularities and perform efficient maintenance during operation. REMA TIP TOP offers a wide range of wear-resistant products, repair materials, surface protection solutions and services for raw material extraction and processing. Providing a broad range of services, such as inspections, maintenance support, system upgrades, and shutdown and asset management services, REMA TIP TOP also supports its clients with proven experience, know-how and a global service network in planning and managing
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holistic approach, analysing all the factors that influence not only the technical development phase, but also the years in which the new equipment will be in operation. Q: What solutions and services does REMA TIP TOP offer its customers? A: REMA TIP TOP offers services covering all phases, starting with the identification and collection of asset data, establishing a maintenance and failure history, as well as risk and technical analysis, including development calculations, material specifications and their applications, up to training and operational qualification, in order to achieve the results expected by the customer. In this way, REMA TIPTOP offers a 360° service, ranging from problem analysis and customer requirement to continuous monitoring, using an extensive portfolio of maintenance and monitoring services providing us with reliable data on the equipment and measures to guarantee the best results. All these services are provided by professionals who have many years of experience in these fields and have completed numerous successful projects, guaranteeing the best and most
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scheduled shutdowns for plant maintenance. Mohamed Saffour, General Manager REMA TIP TOP Middle East, on how to plan and execute scheduled shut-downs successfully. Q: Mr. Saffour, what are the challenges when executing scheduled shutdowns? A: Every day a plant is down for maintenance costs a business time and money. That’s why it is essential to plan scheduled shutdowns in order to keep the downtime as short as possible. Shutdowns are highly complex and require specialized planning and efficient execution. The duration of a shutdown depends on various variables: what work needs to be done? What parts need to be serviced, which ones need to be sourced and replaced? The challenge is to have a clear idea and action plan of the project beforehand to avoid unexpected events leading to huge costs. Q: What solutions and services does REMA TIP TOP offer its customers? A: REMA TIP TOP supports its customers along their entire business value chain from planning and implementation to operation and beyond. To ensure smooth operations, we offer our customers services for predictive maintenance and scheduled shutdowns, backed by our know-how and experience from countless service projects worldwide. As supervisors, our experts help properly plan and control maintenance projects and guide serviceteams, but also can manage the shutdown activities with our global service network. Q: What is the added value of involving REMA TIP TOP in scheduled shutdowns? A: We help our clients to minimize the risk of unforeseen downtime and gain more planning reliability and control through MCube fixed installation.
regularly scheduled shutdowns and preventive maintenance plans even during operation. With our experience, expertise and proven methods in planning and project management, as well as tailored technical solutions, we successfully reduce downtime — in one project, we were able to significantly reduce the shutdown by using specialized engineered equipment speeding up the belt replacement drastically. Our customers save significantly more than they invest in our support, and the proven time savings are remarkable. What more could you ask for?
ANCILLARY BELT CONVEYOR SOLUTIONS REMA TIP TOP is renowned for its belt repair service, which offers efficient repair, and fast and reliable results. Its REMAREP ULTRA 10, for example, is marketed as ‘The Industry’s Fastest Belt Repair’. The REMAREP ULTRA 10 in a red version is ideal for minor repairs. The new REMAREP ULTRA 10 ‘Black’ can fix even major damage. The two-component repair paste REMAREP ULTRA 10 ‘Black’ made of solvent-free PU in the new cartridge size helps to significantly reduce repair time, especially for major damage to conveyor belts as well as to PU, PVC and elastomer components. With the new product, REMA TIP TOP is responding to the high demand from customers who are already successfully using the red 210ml cartridges and require an equally reliable solution for larger conveyor belt repairs. Accordingly, the new black repair paste is available in larger units of 1,500ml per cartridge. A battery gun is used for easy and efficient application. Like REMAREP ULTRA 10 for minor
repairs, the new repair system for major defects offers exceptionally fast curing: at 24° Celsius, the hardness averages 65 Shore A after 15 minutes, and a repaired conveyor belt can be loaded after 60 minutes. REMAREP ULTRA 10 ‘Black’ offers similar wear properties as the original belt material and is resistant to UV radiation, oil and diesel fuel. The main applications of the repair compound are in conveyor belt repair, for example in case of damage to cover plates and longitudinal cracks in the conveyor belt, and in sealing punctures on belts. In addition to the repair of conveyor belts, the REMAREP ULTRA 10 repair material is particularly suitable for filling joints in rubber linings and for cosmetic repairs to PU, PVC and elastomer components. The repair can be done either by trained REMA-TIP-TOP service personnel or by qualified personnel at the plant operator’s site. REMA TIP TOP also offers a full range of belt bonding systems. Other conveyor related services include: v REMATRACK: belt tracking systems v REMACLEAN: belt cleaning systems v REMA CCUBE: Cloud-based service management v REMA MCUBE: belt monitoring system v REMA PERFORMANCE: pulley lagging solutions — REMA PERFORMANCEgrip 70/CN; REMA PERFORMANCEgrip 70/CN-SL; and REMA PERFORMANCEline 70/CN v FEEDING SYSTEMS: low-friction impact bars — REMASLIDE and UNISLIDE v SKIRTING SYSTEMS: skirting rubber — REMASKIRT and UNISKIRT v CONVEYOR BELTS: DBP conveyor belting and EP fabric conveyor belts. DCi
coal handling technologies and systems continue to develop
test results, while mistakes in the analysis and preparation stages are responsible for the remaining 20%. Therefore, organizations must follow the latest sampling best practices and methods. This will ensure they obtain unbiased samples that are representative of the material being sampled. In other words, the samples must provide a realistic picture of the cargo.
COAL SAMPLING: CHALLENGES AND KEY CONSIDERATIONS
Coal is a difficult material to sample due to
the inherent heterogeneity within its inorganic and organic constituents. It can also be widely variable with respect to size and chemical composition, varying in moisture, ash, sulphur content and its heating value. The sampling and laboratory analysis processes provide valid estimates of the desired quality parameters. However, there are some uncertainties associated with each such estimate. For example, the minimum mass of the gross sample should be sufficient to ensure that extraneous mineral and coal particles appear in the
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Sampling plays a pivotal role when trading coal in bulk, both for the buyer and the seller, write Gangadhar Udnur, Head Mechanical Sampling System at SGS India and Sasho Atanasovski, Business Manager at SGS Australia. It reveals the cargo’s quality, which helps the two parties determine a fair price. By understanding coal quality, buyers and sellers can eliminate penalties and maximize profits — but it’s crucial to get the sampling process right. It’s commonly accepted among most sampling industry experts that incorrect coal sampling causes 80% of all errors in
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The what, why, and how of coal mechanical sampling systems
ENGINEERING & EQUIPMENT
At the coal face of bulk operations
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ENGINEERING & EQUIPMENT sample in the same proportions as in the lot from which the sample was collected. Attention must also be given to sample flows through the system so as to minimize the potential for sample moisture losses.
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WHAT IS A MECHANICAL SAMPLING SYSTEM (MSS)?
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Coal samples have traditionally been collected manually, but these methods lead to results that are not representative of the entire lot. What’s more, there is the potential for bias due to regular human intervention at various stages throughout the sampling process. Biased sampling methods lead to inaccurate valuations of your coal shipment — either overvaluing or undervaluing it. In either of these cases, the transaction will be unfair to one party. MSS addresses this potential issue. It provides accurate, representative and unbiased sampling to ensure the quality of the bulk cargo, offering a host of advantages over other sampling techniques. These include more efficient operations, minimal risk, reliable results and the possibility of customization according to the site and the material being sampled.
HOW DOES MSS WORK? MSS uses an automated process for collecting representative samples from a conveyor belt, falling stream or fixed point,
truck or rail car. It systematically removes a portion of the material stream for a representative sample, with a well-operated and closely monitored system consistently providing accurate, quality data. MSS can be expensive to purchase, install and maintain. However, the increased reliability and precision is well worth the cost — especially if organizations handle large quantities of coal cargo. When using MSS, businesses must also establish an ongoing quality assurance program, including monitoring the coal sampling ratio. The system should also be periodically bias-tested to ensure bias-free performance. MSS can also incorporate online analyzers for moisture, ash and elemental analysis to provide real-time data on the quality of the commodity being sampled. In addition, it may also be used to allow online particle analysis.
WHY MSS IS TOO GOOD TO IGNORE MSS optimizes the coal sampling process, providing a range of tangible benefits. Consider that employees can operate and supervise MSS remotely. By no longer conducting manual sampling on conveyor belts, organizations will notably reduce the risk of injuries amongst their personnel. Furthermore, MSS provides effective probability sampling and eliminates bias.
Organizations can access all the material being tested and particles won’t be rejected owing to their size. Sample increments are properly delineated, meaning bias and precision can be measured. In short, MSS is consistent, accurate and error-free. Last, MSS reduces the risk of penalties and optimizes process plant efficiency. It’s worth noting it also reduces the manpower and time required for sampling and sample preparation, helping to reduce costs.
MSS EXPERTISE FROM SGS With over 35 years’ experience designing, installing and commissioning clientdedicated, site-specific MSS, SGS keeps continually re-engineering its cross-belt samplers, auger samplers, updating and improving the design to supply superior yet cost-effective systems. There are over 500 SGS-designed systems operating in more than 20 countries worldwide. SGS is synonymous with the highest levels of integrity, independence, impartiality and accuracy. Its services and industrial expertise help its customers improve their operational efficiencies while its global technical leadership helps minimize operational and financial risk. Whether customers need MSS, sampling, inspection or testing services, SGS staff provides outstanding experience and value to help maximize potential.
ENGINEERING & EQUIPMENT
Host installs two E-Cranes at United Bulk Terminals, Davant
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2000C Series/Model EC13382 barge-mounted E-Crane.
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In 2019, Host acquired United Bulk Terminals on the Mississippi River in Davant, LA. UBT is one of the largest bulk terminals in the US Gulf region, with substantial loading, unloading, and storage abilities. Since Host acquired UBT, it has invested in lots of new technology and equipment to improve the facility. One of the improvements is the arrival of two E-Cranes. The first E-Crane purchased by Host was a 2000C Series/Model EC13382 with 38.2m (125’) of outreach and 20t (22T) capacity. This E-Crane is equipped with a 16m3 (21yd3) clamshell bucket for handling coal. The E-Crane is barge mounted and has the capability to load and unload both barges and ships. The E-Crane began successfully operating last November and loads about 10,000 tonnes per day, a 15% increase from previous production. After the successful operation of its first E-Crane, Host decided to acquire a second machine shortly after. Host recently purchased a refurbished 2000C Series/Model EC15317 E-Crane with 31.7m (104’) of outreach and 24t (26.4T) capacity. This E-Crane is also barge
mounted, with the capability to perform midstream transfer barge-to-ship operations. This E-Crane is equipped with a 17.6m3 (23yd3) clamshell bucket. This E-Crane became was commissioned and became fully operational in April 2022. Both E-Cranes are mounted on floating barges, meaning that they can easily
relocate to do different jobs. Both floating terminals are also used at Host’s Avondale shipyard as well as at the Davant facility for various operations. Host purchased six different attachments for the E-Cranes allowing for the successful transloading of multiple aggregates, coal, coke, and urea.
travelling. To stay competitive in the market, Nemag is constantly working on the technological development of its products. In close co-operation with leading bulk terminal operators, crane manufacturers, technical universities and other stakeholders in the industry, Nemag continues to develop new products for the dry bulk industry. The aim is always to reduce handling costs per tonne of dry bulk
materials transferred. The latest software technology like 3D CAD, Multi Body Dynamics (MBD), Discrete Elements Methods (DEM) and Finite Elements Methods (FEM) support Nemag’s team of designers in optimizing its grabs. High tensile steels, wear-resistant steels and advanced bearing technology enables the company to design extremely productive, light weight and durable grab mechanisms.
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Nemag is a family business from the Netherlands, founded in 1924. It specializes in grabs, as well as its Rope Pear Socket and Quick Release Link. Ever since its foundation, Nemag has believed strongly in the power of innovation to increase the efficiency of customers’ bulk handling operation. This belief has won the company countless industry and non-industry awards. It also made Nemag the preferred partner of many dry bulk handling organizations around the world. Nemag helps its partners with a full range of four-rope operated mechanical grabs. Coal is just one of the many cargoes that can be loaded and unloaded by Nemag’s grabs — the others include iron ore, wheat, scrap metals, minerals, clinker, biomass or other dry bulk goods. Together with its high quality rope connections systems, Nemag always has a productive solution to meet its customers’ needs. To meet the specific requirements of its customers, Nemag has developed a range of dry bulk grabs. Each grab has its own advantages for specific applications. Increased production, low operational costs, enhanced safety, environmentally friendliness and reduction of the use of trimming equipment have been taken into consideration when developing all grab solutions. For the coal industry, Nemag offers grabs which could be equipped with environmental protections to prevent dust or material falling off the grab whilst
ENGINEERING & EQUIPMENT
Grabbing coal cargoes with Nemag
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Coal quality assurance from PSB Inspection Group
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 (ISO 9001). More expansion is in the planning. Other than Europe, PSB Inspection can offer its services in various other countries (South Africa, Turkey, UK, Latin America) 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. It is not only PSB Inspection’s business
— but the whole world — that is affected by the horrific situation in Ukraine/Russia. It is a given that the coal market is being significantly affected. The Russian Federation supplies the market with a high volume of coal; as of mid-August this year, a ban on exporting to the rest of Europe will be in force. As the world wants and needs energy in the widest sense of the word — and because renewables cannot completely replace coal, but remain merely part of the energy mix — finding alternative supplies is at the top of the agenda. For example, South Africa is one of the countries that will take up the slack, as well as Colombia and the USA — regardless of the difference in quality parameters. Diversification is fully under way and a new market structure is becoming ever more visible. The global market is shifting and changing significantly — and reliable sources suggest that this change may be permanent.
Belly rail dump in Odisha, India.
ports, barges (transport the coal to coastal ports) or ships (to then export the coal). A recent example of where TRC helped its clients to stop working under hazardous conditions was at a belly rail dump on the state of Odisha, India. Here, visibility was restricted by dust, causing maintenance problems, operational delays and pollution. In terms of rotary rail dumps, TRC has several good examples of good dust control in the US Mid-West. Finally, and probably the most challenging and costly step for coal handling, is tackling the flu gas emissions. Even though the Raring Corp can’t offer a solution for this part of the process, there are dry filtration technologies capable of minimizing the coal’s combustion emissions. On top of those proven and expensive technologies, there is a theory called Carbon Capture and Sequestration. This process captures the carbon dioxide before getting into the atmosphere and storing it underground for centuries. This technology hasn’t been proved in high scales yet, but it could be the right time for investing in R&D to make significant progress in this field. The material handling for coal has many steps before it is burnt inside a boiler to generate energy, most of which can pollute the environment in different ways. Nevertheless, there are technologies available and others at the early stage of development that can help coal to minimize its environmental issues and contribute to decarbonizing and limiting the climate change effects.
JUNE 2022
Belly truck dump in Utah, USA.
Increasing demand for coal means increasing coal handling procedures, the environmental effects of which can be mitigated using different technologies and strategies. Let’s start with mining the coal. During the boom of the PRB Coal from the Powder River Basin in the USA in the early2000s, the Raring Corp (TRC) designed, manufactured, installed, commissioned and maintained dust suppression systems at transfer points, truck dumps, crushers, screens and trucks/Rail load-outs. TRC solved dust issues in all those applications. Similar solutions and dust control strategies have been successfully implemented in other industries like hard rock mining. The stockpiles, which are normally exposed to winds, and which are normally located close to rivers and seashores, are a large contributor to fugitive emissions. Stockpiles can be encapsulated using domes, stilling sheds or Weathersolve’s windfences. In addition to that, TRC can offer conditioning systems to keep surfaces humid and dustless. Then comes the ground transportation from the mine sites to the end users or ports. This part of coal material handling presents a major concern to environmentalists, and can be solved making sealed wagons and truck beds. Also, humidity and or sealing products can be spread at the top surface to minimize coal spills. TRC has installed its dust control systems on belly rail dumps and also on rotary rail dumps. These items of unloading equipment then feed power plants or
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For the last few decades, the world had been trying to reduce greenhouse emissions in order to limit the effects of climate change, writes Gonzalo Campos Canessa, CEO, The Raring Corporation. To achieve that goal, plans on decarbonizing the economy and transportation, moving into cleaner energy sources, and incentivizing renewable energy are just some of the strategies that the Paris Agreement (2015) adopted to limit global warming below 2°C above the preindustrial temperatures. Within this greener world, the energy source that suffered the most was coal; it is seen by most as a dirty fuel, and rich economies understood that stepping away from it will help them meet the environmental targets faster. In the rich world, there has been a consequent steep reduction for coal demand and a decrease in infrastructure investments. On February 2022, after the Russian invasion of Ukraine, this world scenario dramatically changed. The world’s dependence on Russian oil and gas has forced the developed world, especially the European Union, to find alternatives to reduce their dependence on Russian energy sources. The obvious alternative would have been to replace Russian fossil fuels with oil produced by NATO (North Atlantic Treaty Organization) allies. However, ramping up production to fully replace Russia will take years and require intensive investment in infrastructure. Reviving coal-fired power plants seems to be a way to immediately start reducing dependence on Russian energy resources.
ENGINEERING & EQUIPMENT
Coal is coming back to the world’s energy pool
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ENGINEERING & EQUIPMENT www.drycargomag.com JUNE 2022
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HEKO: an important link in the coal handling chain German company HEKO specializes in the matched chain pairs; and production of chains, many of which are a v Long chain strands to suit clients vital part of equipment that is used to requirements handle coal and similar cargoes. HEKO’s chains are particularly popular MACHINING in the ash handling market. Scraper HEKO has for many years manufactured reclaimers that are fitted with HEKO chains chains and chain wheels to different are installed in many coal power plants dimensions and arrangements. The many worldwide. HEKO’s chains are also used variations virtually make every chain or widely in coal feeder conveyors, bucket chain wheel unique. HEKO's flexible elevators, and more. manufacturing facilities enable easy HEKO has 100 years of experience in adoption of customer's requirements for a the field of chain production. particular order. The company is privately owned, and Modern CNC machining centres and takes special care when it comes to automated lathes are utilized for machining reliability and a fast and competent service. of chain wheels, rollers of all types and The fast and competent reply is a reason shafts. why customers like to work with HEKO. It does not matter if they have any emergency HEAT TREATMENT and need some items urgently — or if they Heat treatment, considered the key have problems with any existing conveyors technology in the manufacture of conveyor or bucket elevators — HEKO strives to components, has been given a prominent find the best solutions. place in HEKO since the 1930s. Different A recent example of HEKO’s technologies are applied to achieved responsiveness is when it was called upon optimum wear resistance for particular to help out a customer in Malaysia, whose requirements and material characteristics: equipment had broken down. HEKO v case hardening; collected items from a German plant, and v induction hardening; within two days, the customer was able to v tempered and quenched; and re-start operations. v nitriding. HEKO manufactures: HEKO's use of vacuum chamber ovens v round link chains with high resistance with helium quenching is the most popular to wear; technology for the manufacture of chain. v shackles for attaching scrapers and The bespoke heat treatment facilities other components; enable charges of up to 750kg. Through v chain wheels; such heat treatment, HEKO's chain and v central chains; v heat resistance chain for HEKO round-link chain. rotary and other kilns; v forge link chains; and v bushed chains.
CHAIN MANUFACTURE HEKO's chains are manufactured using the most up-to-date welding machines. Manganese, chrome-nickel and fine grained chrome-nickel-molybdenum alloy steel are used in the chain manufacture. The chains are case hardened in modern, computer controlled heat treatment facilities. Important characteristics of HEKO chains are: v Heat treatments selected to suit the requirement of the application; v High long-term dynamic strength; v Close length tolerance of
accessories achieve special product characteristics: v highly wear-resistant hardened case with a minimum surface hardness of 800HV; v high long term strength; v high breaking load due to fine-grained, tough core; and v excellent dimensional accuracy.
ABOUT HEKO
HEKO is one of the world’s foremost producers of chains and other wearresistant parts for the bulk handling industry. Innovation and high quality standards have been quintessential to the family business for over 100 years. Three locations in the state of North Rhine Westphalia, Germany with a production area of approximately 40.000m2, provide for the manufacture of a large variety of chains, chain wheels, chain accessories and unit assembly for conveyors. HEKO is a specialist in heat-resistant kiln chains as well as being a respected manufacturer of hardened round link chains. The extensive know-how in hardening techniques and up-to-date heat treatment technology is also offered as a separate service. HEKO supplies the worldwide bulk solids handling industry in all areas of operation. It not only supplies the cement and lime industry but also has an extensive market share in waste incineration, coal fired power stations, wood and other types of bio-fuel power stations, ore and mineral preparation, fertilizer manufacture, gypsum manufacture and concrete plants. HEKO has a sales organization in India and a sales office in China and has agents in over 50 countries. The efficiency of HEKO's chains is confirmed daily in over 80 countries around the world. All HEKO employees fully accept their responsibility for the quality of their work. HEKO's quality management is actively pursued by all and HEKO is certified to ISO 9001. HEKO also hold the environmental certificates to ISO 14001, health and safety certificates to OHSAS 18001, custom certificate AEO-F and HEKO chain locks type HF. LBA certificate. DCi
Aerial photo of the Maasvlakte.
REGIONAL REPORT
Developments in the Netherlands
regional focus on Europe’s major hub Jay Venter
The Port of Rotterdam Authority accelerates the reduction of its own carbon emissions INDUSTRY AND SHIPPING The Port Authority also does its utmost for emission reduction in shipping and industry, although it cannot influence this directly. This approach is based on two studies by the German Wuppertal Institute from 2017 and 2018 respectively into the emissions of industry and shipping and the transition paths for both sectors. For shipping in the port management area (which reaches as far as 60km off the coast) the emissions should be reduced by 20% in 2030. In order to make this happen, various developments are in progress, like efficiency increase (by optimizing logistics processes), the application of shore power (so that berthed ships can switch off their generators and plug in), and bunkering clean fuels (such as LNG, biofuels, and methanol) by shipping. This should be made possible by projects on capturing CO2 and storing it beneath the North Sea bed (Porthos), construction of pipes for hydrogen and residual heat, and attracting innovative developments, such as the production of green hydrogen and biofuels. All these projects together amount to some 23 million tonnes of carbon reduction in the port and outside (by the use of biofuels produced there, for example). This is 35% of the Dutch carbon reduction objective for 2030.
JUNE 2022
opting for accelerated reduction of its own emissions by 90% in 2030. To this end, the Port Authority will ensure that all its vessels will switch completely to biofuel in the short term, and it has the ambition that from 2025 new vessels will be emissionfree. The Port Authority also wants to realize lower carbon emissions in other areas. Emissions caused by its employees’ air travel are to be reduced by 70% in 2025 and by 80% in 2030, as a result of flying less and participation in a biokerosene programme. Reduction objectives have been formulated for assignments awarded to contractors of the Port Authority as well. In this case, it is about a 45% reduction by 2030 with the use of fuels (especially dredging and earthmoving) and 20% for (construction) materials. Huge amounts of steel are used in the construction of quay walls, for example. Since its production provisionally involves high carbon emissions, 20% in 2030 seems to be the maximum feasible level. Reasons for tightening the climate targets include the recent climate studies of the Intergovernmental Panel on Climate Change, the ‘Fit for 55’ plans of the European Commission, and the Glasgow Climate Summit at which the target of a maximum temperature increase of 1.5°C was confirmed.
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The Port of Rotterdam Authority is planning to accelerate the reduction of its own carbon emissions. Today, most of the CO2 of the Port Authority is emitted by the (patrol) vessels. CO2 is also emitted by the use of cars and buildings. The levels of CO2 involved totals 4,000 tonnes per year all told. The Port Authority’s own carbon emissions should be 75% lower in 2025 and 90% lower in 2030 than in 2019. Eventually, the Port Authority wants its operations to be entirely emission-free. “We are going to reduce our own carbon emissions as quickly as possible, while compensating in full what we still emit. So from that perspective, the Port Authority is already carbon neutral as we speak. Because our emissions will be lower and lower in the next few years, the compensation required will also decrease more and more,” says Allard Castelein, CEO Port of Rotterdam Authority. In the past year, the Port Authority used so-called science-based targeting to calculate the emission reduction amount required to pull its weight to keep global warming below the 1.5°C limit. Sciencebased targeting is a way of translating the Paris Climate Agreement per company into specific targets. With this method, the Port Authority should achieve a reduction of at least 46.2% by 2030 (in comparison with 2019). As this seems to be technically feasible, however, the Port Authority is
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REGIONAL REPORT
Marcor Stevedoring B.V. to develop and operate dry bulk terminal at Steinweg Hartel Terminal
JUNE 2022
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Marcor is planning to expand its floating terminal in Rotterdam with the development of a dry bulk terminal at the Steinweg Hartel Terminal. The terminal is currently operated as a breakbulk terminal by C. Steinweg – Handelsveem B.V. (Steinweg), Marcor’s parent company. After the redevelopment and construction of state-of-the-art storage facilities, Marcor’s aim is to phase in sustainable and efficient storage and stevedoring operations at the site by the end of 2023.
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EXPANDING BUSINESS ONTO SHORE AND OFFERING NEW SOLUTIONS TO CUSTOMERS
Marcor is specialized in storage and transshipment of dry bulk and is known in the port of Rotterdam for its floating cranes and storage vessel in Waalhaven. “Marcor already had the ambition to develop an on-shore terminal for quite a while,” says Danny Swart, Managing Director, Marcor Stevedoring B.V. “We are witnessing a growing demand for (covered) storage, and multiple cargo flows we (plan to) serve also require a
home onshore, with multi-modal delivery flexibility to later receive these, whether on barge, rail, truck or vessel. “In the last two years, our parent commenced to execute a consolidation plan in Rotterdam, which involved the development of a large new breakbulk and project cargo terminal in Rotterdam in the Waalhaven. “This plan made the development of a bulk terminal at the Hartel Terminal by Marcor opportune. This terminal was already ranked #1 on our bucket list, as it allows for synergies with our floating terminal operations, has excellent draught to serve a wide range of vessel sizes, and already has the necessary infrastructure available to meet this growing demand for storage and flexible delivery options. “In the same period, within our group an exciting bulk terminal development in Antwerp was completed, with similar warehouses to those we now plan to construct at the Hartel Terminal. “The growing demand, our ambitions, a suitable terminal becoming available and the successful Antwerp project which can be timely brought to market, were all important developments which kickstarted our project.’’ MARCOR’S PLANNED DEVELOPMENT AT THE STEINWEG HARTEL TERMINAL AIMS TO PROVIDE ITS CURRENT
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REGIONAL REPORT
AND NEW CUSTOMERS WITH AMONGST OTHERS:
v The expansion of flexible stevedoring and storage capacity; v Multi-modal connectivity, beyond its current floating operations, adding truck and rail connectivity; v Multiple options to handle bulk, whether loose, in jumbo bags or containerized; v The potential to introduce additional value added services; v Facilities suitable for the import, export and transshipment of a wide variety of goods, including agri-bulk, biomass, concentrates, fertilizers, (industrial) minerals and ores.
FROM BREAKBULK TO DRY BULK The Hartel Terminal will be the scene of the transition from breakbulk to dry bulk cargo in the next few years. The 13-hectare terminal has a total
quay length of 600 metres and a depth of 16 metres, so that a wide range of vessel types can be served with ship-to-ship and terminal transfer. Located near the N15 motorway and with a railway connection already in place, the terminal has multimodal transport connections from and to the hinterland. KEY DETAILS OF THE DEVELOPMENT AND THE STEINWEG HARTEL TERMINAL INCLUDE: v 130,000m2 terminal; v 600 metre quay with 16 metre draught alongside; v Vessel handling options from barges up to 120,000dwt baby-Cape vessels, both for board-to-board transshipment and discharge to/from terminal; v Existing 28,000m2 warehouse will be utilized for the storage of bulk (loose/bagged) and value added
services; v Construction of covered quay warehouses with fully (±18) segregated bunkers, directly reachable through a single manipulation crane grab; v Located in the near vicinity of the N15 Highway at the beginning of the Maasvlakte; v Existing double rail track at the terminal, suitable for ± 2 x 225m train combinations; v A sustainable operating model, including electrified shore cranes and conveying equipment, with 11,000m2 solar panels being already installed. A final investment decision for the development will be made latest end of 2022. The plans for the development of the terminal were made in dialogue with Rotterdam Port Authority and Steinweg.
Royal Bodewes to build cement carrier for Asian Shipping company U-MING Marine Transport Corporation
JUNE 2022
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Digital rendering of the 7,750dwt cement carrier Royal Bodewes will build for U-Ming Marine.
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Royal Bodewes announced in April 2022 that it will build a 7,750dwt cement carrier for Taiwanese shipowner and operator U-Ming Marine. It is the first time Royal Bodewes has built for an Asian partner and the shipping company is looking forward to a long-term and wonderful partnership. The Taipei-based dry bulk shipowner has ordered a cement carrier (NB 778) with a length of 115 metres and a width of 15.8 metres, the design being that of a Bodewes cement trader, based on a previously delivered ship. The vessel has a customer specific loading and unloading system and is designed specifically for sailing along the coast and the islands of Taiwan. The co-operation has had a long run-up
(several years), mainly because of the pandemic. But by maintaining intensive digital contact, the two companies managed to conclude a contract by the end of 2021 (without ever having seen each other in real life). The shipyard will start construction of the ship in 2023. Estimated delivery time of the vessel is Q1 2024. Both parties see their partnership as a unique opportunity for intercontinental cooperation and look forward to the future with anticipation.
ABOUT ROYAL BODEWES Royal Bodewes is a shipyard in the North of the Netherlands that has been building
vessels for over 200 years. The yard is specialized in building multifunctional vessels in a range 1,500 to 15,000 tonnes. Royal Bodewes develops technically advanced vessels, such as hybrid ships, selfdischarging cement carriers and LNG bunker vessels.
ABOUT U-MING MARINE TRANSPORT CORPORATION U-Ming Marine Transport Corporation, formerly named Yue Ming Transportation Co., was established in 1984 to provide marine transportation of cement, dry commodities and industrial raw materials, specializing in the trading of vessels and providing agency services.
REGIONAL REPORT www.drycargomag.com JUNE 2022
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OVET celebrates 65 years of quality in bulk
Not surprisingly, since OVET was founded in 1957, a lot has changed. At first, the company operated ex-Marshall Plan six-tonne floating cranes to discharge coal from seagoing vessels on Terneuzen roads and at the Zevenaarhaven terminal in Terneuzen. This gradually evolved to the 25- and 36-tonne units which nowadays are handling all kinds of bulk and breakbulk cargoes at its Massagoed and Kaloothaven terminals in Terneuzen and Vlissingen. However, what hasn’t changed is the nature and spirit of OVET. As ever, each project benefits from an all-out effort on behalf of OVET, where all floating cranes are combined to ensure the customer receives swift and quality service.
ABOUT OVET The history of OVET begins in 1957. This is the year when the French stevedoring company Manufrance decided to establish a local transshipping company for a major customer: the Association Cooperative Zélandaise de Carbonisation, also known as the Cokesfabriek (coke factory). This factory focused
transshipment during the beginning, OVET has grown and today handles as much as 11 million tonnes of transshipment cargoes each year. The company now has dry bulk terminals in Vlissingen and Terneuzen and over 100 employees ensure services of high quality for the customers. OVET can achieve a total unloading capacity of as much as 80,000 tonnes dry bulk per day, using its four lemniscate floating cranes. In addition to creating more capacity, OVET also makes use of mobile SENNEBOGEN material handlers.
waterways in Europe. Access to the Rhine is gained through modern channel connections. The proximity of the North Sea ensures the OVET dry bulk terminals are very suitable for sea traffic. OVET is able to load and unload all inland navigation (lighters and tug-pushed barges) and maritime shipping (coasters, Handysize, Panamax and Capesize). All possibilities are therefore open for its customers.
TERMINAL TERNEUZEN (MASSAGOEDHARBOUR) AND TERMINAL VLISSINGEN (KALOOTHARBOUR)
RAIL TRANSPORT Since July 2013, OVET has had a completely renovated track and a new train loading system at the Vlissingen terminal. This ensures OVET is able to provide an even better hinterland connection for its customers. OVET has successfully proven that a train can travel to and from the German Ruhr area within 24 hours. On top of that, both dry bulk terminals have a good connection to the European railway network with good access to the Betuwelijn and the Corridor C.
With its floating cranes, OVET is active throughout the entire area of the Western Scheldt, in Vlissingen, Terneuzen and Ghent, but also at anchorage berths on the Western Scheldt itself.
TRI-MODAL PLATFORM WATER TRANSPORT (INLAND NAVIGATION/ MARITIME SHIPPING) The OVET dry bulk terminals are connected to the most important
REGIONAL REPORT
on the production of cokes for the blast furnaces of French steelworks. Terneuzen was a favourable location, because it is well-situated with regard to England and the Ruhr area, which is where the coals came from. The deep waterway was also a major advantage. The main reason for choosing a location in Zeeuws-Vlaanderen was the substantial price difference between supplying coals via Rotterdam or directly to Terneuzen. On 2 May 1957, the company was established. The managing director at the time,Y.H.M. Simenel, started out with seven other employees and ran the company from the Grand Hotel Rotterdam in Terneuzen. OVET decided to use floating cranes in order to be able to lighten vessels midstream as well as from the quay. The very first floating crane had a lifting capacity of six tonnes. The company was successful and steadily gained new clients, besides the coke factory. The lifting capacity of the cranes increased from six to 16 tonnes and later to 25 tonnes. In 2007, the newest crane with a lifting capacity of 36 tonnes came into service. From an annual 500,000 tonnes of
ROAD TRANSPORT OVET uses loaders to fill up trucks, which then pass a weighing platform to determine the exact weight.
EMO and HHTT collaboration keeps iron ore flowing
www.drycargomag.com JUNE 2022
Due to the situation in Ukraine, one of EMO’s largest customers from the steel production sector has purchased iron ore in Australia. This cargo with a total of approximately 172,000 tonnes was shipped aboard the Schinousa. Because of the longer transport distance from Australia, there was a risk that this raw material would be delivered too late to its final destination in Germany and that the process of making steel would be disrupted. In order to save time for this customer, EMO unloaded Schinousa moored at the new HES approximately 60,000 tonnes Hartel Tank Terminal B.V. on the as a priority, so that this Maasvlakte, after unloading iron could be delivered as quickly ore in Germany. as possible to the final destination. The remainder of the load was unloaded a week later. In the meantime, the ship is moored at the quay of the brand new HES Hartel Tank Terminal B.V. on the Maasvlakte. This a great example of co-operation between EMO and HHTT, both companies of HES International B.V., which is active in both dry bulk and liquid bulk. The result was a satisfied customer and coincidentally a first ship on the quay in front of the HHTT terminal, a nice exercise prior to putting the terminal into official use.
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REGIONAL REPORT
Conoship International develops CIP3600: a future-proof 3,600dwt general cargo vessel Dutch ship design specialist, Conoship International Projects, recently developed an innovative, future-proof and environmentally friendly 3,600dwt general cargo vessel, suited for sea-river operations. The CIP3600 vessel can be considered the new standard for low-air draught sea-river coasters.
NEW STANDARD SEA-RIVER COASTER With its well-thought-out diesel-electric propulsion system, enlarged propeller in combination with a ConoDuctTail® and optimized hull lines, its fuel consumption will be best in class, especially in wind and waves. To further improve its performance, the design is ready for windassisted propulsion, as it is prepared for the placement of two Econowind VentiFoils®, which would reduce the fuel consumption and CO2 emissions by about 10%, depending on sailing route.
FUTURE-PROOF DESIGN
JUNE 2022
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The design is highly future-proof. The EEDI of the vessel as calculated as a diesel-driven vessel is already below the phase 3 requirements. Furthermore, a switch of fuel type to future fuels such as liquid hydrogen or ammonia is facilitated by smart arrangement design, where the requirements of the future fuels have been taken into account from the beginning of the conceptual design process.
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MAIN PARTICULARS OF THE CIP3600 VESSEL: Length overall: 88.00m Breadth moulded: 13.20m Draught design: 4.30m Draught maximum: 5.00m Deadweight @ T = 5.00m: 3,640t Hold volume (cubic feet): 180,105ft3 Service Speed 10.00kn Attained EEDI abt. 35% below phase 3 requirements.
General cargo vessel with diesel-electric propulsion. Copyright Conoship International. The differences between the ConoDuctTail® and extreme pram type aft ships are reflected in the propulsive characteristics: the propulsive efficiency of the ConoDuctTail® is substantially higher. This is the result of the larger propeller diameter, nozzle and evenly distributed wakefield. The propeller diameter is up to 25% larger than what is normally seen for this type of vessels of this size.
RETURN TO THE NORTH Due to production-friendly construction principles, optimized logistics and increased series effects, the construction of these vessels can be carried out competitively at a variety of shipyards in North Western Europe. The project was initiated by Conoship International Projects (CIP) based on extensive market research Conoship International Projects proactively marketed this vessel, looked for clients, and sourced shipyards. Furthermore, CIP actively brokered between finance houses, owner and shipyard. This environmentally friendly CIP 3,600dwt general cargo vessel attracted a
Fuel consumption is only 2.5–3.5 tonnes per 24 hours at a service speed of 10 knots. In some cases this equals to a 50% lower fuel consumption compared to conventional general cargo vessel designs. Copyright Conoship International lot of interest from people all over the world. This inspires Conoship to develop slightly bigger vessels based on the same philosophy in a size range from 5,800 to 7,500dwt.
ABOUT CONOSHIP INTERNATIONAL Conoship International is an ambitious and innovative ship design and engineering office. Founded in 1952 as the central design office for a group of Northern Dutch shipyards, Conoship International developed a strikingly wide range of ships, from general cargo vessels, tankers, dredgers, to ferries and offshore vessels. Over 2,000 ships were built based on its designs, operating all around the world. With its multi-disciplinary team, Conoship International can provide assistance from the early steps of a project, through feasibility studies, concept design, to providing a full engineer and production package, up to financing, yard selection and production support. This interaction and integration of the various disciplines of ship design and engineering enables Conoship International to create and develop the next level in ship design.
HULL FORM AND PROPELLER In all the designs of the CIP series a ConoDuctTail® is incorporated. The ConoDuctTail® is an in-house developed aft ship design with a strong focus on the combination of a low resistance and a high propulsive efficiency, both in calm weather and when sailing in waves. Optimization based on extensive CFD calculations conducted by Conoship led to 17% reduction of resistance compared to a conventional tunnel shape aft ship.
General Cargo Vessel hull. Copyright Conoship International.
REGIONAL REPORT
OBA — a diversified multipurpose terminal OBA is a multipurpose terminal, strategically located in the Port of Amsterdam and has excellent sea, river, rail and road connections to the European hinterland, with short communication lines and a flat and dynamic organizational structure. It specializes in transhipment, storage and processing of dry bulk commodities. Its staff is the foundation of the company. OBA services international customers from a variety of sectors: energy and steel, animal feedstuff, chemical, building and recycling. With a customer-focused service portfolio which includes handling, indoor & outdoor storage and value-added processing activities, OBA can handle an annual volume of up to 22 million tonnes of various dry bulk commodities.
SAFETY FIRST
FUTUREPROOF IN THE ENERGY TRANSITION
ambition to develop from a leading dry bulk terminal to a leading multipurpose terminal.
VALUE-ADDED SERVICES Modern facilities guarantee fast and efficient unloading and loading of the largest seagoing vessels, as well as barges, trains and trucks. In addition, OBA offers multiple value-added services such as screening, blending and washing.
THE HISTORY OF OBA OBA’s success is partly due to the opening of the Amsterdam-Rijnkanaal in 1952. During the 1950s and 1960s, the West German steel industry’s demand for iron ore was especially high. These products were imported mainly from countries of origin because this was less expensive than importing from European countries. Once the channel was opened, the connection between Amsterdam and the German hinterland greatly improved. Supplying iron ore and other raw materials became easier. Two years later Overslagbedrijf Amsterdam (OBA) was established. Within three years, OBA’s transshipment doubled and laid this customer-oriented logistical service provider’s foundation. OBA has proven during the past years that it responds well to market developments. It is therefore OBA’s
HES 100% INTEREST IN OBA GROUP In March 2022 HES International B.V. (HES) acquired the remaining 25% of the shares ultimately held by Oxbow as per 1 March 2022, resulting in a 100% interest in OBA Group (OBA) by HES. OBA has traditionally been focused on the storage and transshipment of coal and agricultural products. In early 2020, OBA embarked on a transformational journey, which aims to strengthen its Agri & Minerals activities as well as to develop logistic services solutions in support of bulk production processes to be established at the OBA site. The acquisition by HES of the remaining interest in OBA, enables OBA even better to optimize its capacity. As part of that same strategy, OBA already acquired IGMA Bulk Terminal from Cargill in 2021. The acquisition ties well in with the HES group strategy to strengthen the dry bulk portfolio by investing in state-of-the-art infrastructure for the storage and handling of Agri & Minerals products. The shared ownership of HES and Oxbow in OBA Group has always been very constructive and highly valued by HES.
JUNE 2022
The energy transition — a transition involving the use of fossil fuels and not the transportation thereof — is here to stay, and that is an important and positive reality. OBA adapts its portfolio to meet market demand. For instance, it invests in covered storage capacity in which it focuses on new products and services as well as play a role in the circular economy. OBA has proven as no other, that it’s capable of providing storage and adapting to strong fluctuations in its customers’ storage and transhipment needs. OBA’s
customers often operate in volatile markets as well.
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At OBA, a safe work environment and care for the surroundings is paramount. The company has extensive safety regulations for its staff, visitors and suppliers. Besides complying with legal standards, it often goes the extra mile. By strictly adhering to the safety regulations OBA can create the safest possible working environment. With these standards, it ensures that strict safety regulations are enforced, enabling a safe work environment. OBA is a logistics service provider for cargo owners and not the final consumer of the cargo. The operational management is aimed at keeping the energy usage and the footprint (emissions) as low as possible, and it continuously monitors that. OBA is certified for ISO 9001 Quality management (including the BLu (Bulk Loading and Unloading) code), ISO 14001 Environmental management, GMP+ B1 Feed (production, trade and services of feedproducts) and ISPS (International Ship and Port facility Security) Code.
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YOU ARE RUNNING A TIGHT SHIP Now let’s tell the world.
DCi To find out how you can benefit from advertising in the world’s only monthly dry bulk publication contact Andrew Hucker-Brown on: T: +27 31 583 4360 E: info@dc-int.com W: www.drycargomag.com
“Anything is solvable,” says Nils Janbroers, who founded Instral in 2010.
Yes, of course it’s possible! That seems to be the motto of Nils Janbroers, founder of the Dutch company Instral. With a group of bright minds, he solves problems that other companies cannot or do not want to solve. Problems in the oil industry, fertilizer industry, water management, environment, agriculture and mining. Among other things that is, because if a problem arises somewhere else that he can tackle with chemical-technical solutions, then he will not fail to do so. “Anything is solvable,” says Janbroers.
LIMITED IN HIS CREATIVITY As a salaried oil and gas engineer, he felt limited. He wanted to have the freedom to use all of his creativity to solve problems. But companies don’t deal in solutions, they deal in products. And in his industry, companies are not always keen to solve some of the problems at hand. That’s why he started his own business in late 2010 and now the team consists of bright people. “We are small, flexible and independent in all our actions. We take on issues that are of no interest to large chemical companies or others not able to tackle.”
REGIONAL REPORT
Dutch company Instral B.V. trades in solutions
SOLUTION FOR PARTICULAR MATTER
In its C-Force line, derived from Chemical-
fertilizers. But of course, the out-of-thebox-thinking team of Instral came up with something better. “Coatings are really only patch-work solutions for poorly manufactured granulated fertilizers,” Janbroers explains. “So instead, we focused on bio-based additives that would improve the granulation and prilling process, improving the quality of the product so that it needs no or only a little (bio-based) coating. These bio-based additives are now being tested in the laboratory of a huge fertilizer manufacturer and will hopefully be implemented in the production line soon”.
BIO-BASED SOLUTIONS
BRING IT ON
Recently Instral’s resolving power was challenged yet again. In the ‘BioVoice’ challenge — a Dutch initiative to help speed up innovations on bio-based products — Cargill challenged companies to develop bio-based coatings for
Even before the new bio-based products go to market, Instral is already contemplating new problems to solve. “We are always game to tackle new problems the industry or society needs DCi solving. Bring it on!”
JUNE 2022
IMPROVING FERTILIZERS
Force, Instral provides solutions for oil treatment, dust control and water treatment. In recent years, Instral has also been working on improving fertilizers. Janbroers states: “Fertilizers possess extraordinary physical properties that may cause problems during production, handling, application chain, storage and transportation. Like caking, dusting and moisture uptake. We developed a line of products than can improve the granulation or prilling process and products that provide excellent coatings for the fertilizer granules.”
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In 2014 Instral was challenged to solve a specific dust problem due to particular matter in Romania. Eighteen months of non-stop work produced the solution: a (safe and environmentally friendly) product that combats particular matter: C-Force dust control additives. It can be used in mining and other industries, road building and agriculture. “It’s incredible that there has never been a serious search for a sustainable and practical solution to the dust problem in agriculture, but we have found it.” As a result, Instral received a local award for most innovative company in 2015. One of the applications of the agricultural dust control agents is in really dry areas, like United Arabic Emirates. Says Janbroers: “The roads are often covered with sand, leading to dangerous situations. The local authorities try to solve this by planting marram grass next to the roads. But often, the newly planted grass gets damaged by sand particles. Our dust control agent can prevent this from happening, giving the plants a chance to root properly and grow.”
DCi 145
INDEX OF ADVERTISERS Company
Page
Company
Page 103
4B BRAIME Components Ltd
98
Martin Engineering
Agrico Sales, Inc.
83
Maschinen und Mühlenbau Erhard Muhr GmbH
Bedeschi SpA
77
MGB & Company
BEUMER Group GmbH & Co KG
13
Morska Agencja Gdynia Sp. z o.o.
Bruks Siwertell AB
49
N.M. Heilig B.V.
139
Negrini Srl
129
Cambelt International LLC
106
97
Inside Back Cover 29
Cleveland Cascades Ltd
61
Neuero Industrietechnik GmbH
Conductix-Wampfler
75
ORTS GmbH Maschinenfabrik
Control Systems Technology Pty Ltd
89
PEINER SMAG Lifting Technologies GmbH
68
Port of Esbjerg
29
CRS - Container Rotation Systems Pty Ltd
3
Front Cover 113
Cygnus Instruments Limited
17
RAK Ports (Saqr Port)
27
DCL, Incorporated
54
RAM SMAG Lifting Technologies (UK) Ltd
63
Doppelmayr Transport Technology GmbH
111
Real Time Instruments
37
Dunlop Conveyor Belting
100
RULMECA HOLDING S.P.A.
92
ScrapeTec Trading GmbH
90
Shi.E.L.D. Services srl
15
E-Crane Worldwide
9
Hägglunds AB
84
Imeca/NKM Noell Special Cranes GmbH Italgru S.r.l.
5 72
J & B Grijpers b.v.
43, Back Cover
Telestack Limited
Inner Front Cover
thyssenkrupp Industrial Solutions AG
79
TMSA Tecnologia em Movimentação S/A
95
Kiepe Electric GmbH
87
Van Aalst Bulk Handling BV
81
Kilic Engineering
33
Van Beek
91
Konecranes Port Solutions - Konecranes GmbH
11
Verstegen Grijpers BV
Liebherr-MCCtec Rostock GmbH
DCi
Mack Manufacturing Inc
7
VIGAN
137 70
47
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