Australian Bulk Handling Review November 2021

www.bulkhandlingreview.com

VOLUME 26, ISSUE 6 | NOVEMBER/DECEMBER 2021

In this issue: Industry outlook Conveyor maintenance Grain handling

Advancing the Bulk Materials Handling Discipline Globally

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CONTENTS NOVEMBER/DECEMBER 2021

20

24

31

42

6 Industrial news

30 The driving force of reliability

20 Aurora packaging automation advances accuracy

46 Bulk materials handling berths

34 ESS engineers conveyor maintenance collaboration

50 Important flow properties for reliable flow in processing

22 Beating corrosion issues 24 Going ConveyorPro 26 Smith’s Snackfoods installs bulk handling system for new chip line 28 Kinder creates cleaner for cleated conveyors

56 Troubleshooting Belt Conveyors with DEM analysis

36 Common causes for conveyor maintenance 38 Maintaining belt conveyors

GRAIN HANDLING 42 Surveying the surveyors

CONVEYOR MAINTENANCE 32 Back in control

44 Vortex Global weathers the storm

www.bulkhandlingreview.com

VOLUME 26, ISSUE 6 | NOVEMBER/DECEMBER 2021

INDUSTRY OUTLOOK: CURRENT LANDSCAPE FOSTERS RESEARCH AND DEVELOPMENT Significant changes experienced in the past 20 years have impacted the bulk solids field, stimulating the development of new and improved solutions. Experts from TUNRA Bulk Solids explore some of the trends they have observed in the materials handling industry and how advancements in testing and simulation techniques are required to keep up with an ever evolving landscape.

In this issue: Industry outlook Conveyor maintenance Grain handling

Advancing the Bulk Materials Handling Discipline Globally ABHR Front Cover_Rev2.indd 1

For the full story, see page 18.

6/10/2021 12:55:05 PM

Australian Bulk Handling Review: November/December 2021 І 3

XXX

AUSTRALIA

EDITORIAL

REVIEW

AUSTRALIA

Dodging downtime through meticulous maintenance

Published by:

11-15 Buckhurst St South Melbourne VIC 3205 T: 03 9690 8766 www.primecreativemedia.com.au Publisher Christine Clancy E: christine.clancy@primecreative.com.au Editor William Arnott E: william.arnott@primecreative.com.au Business Development Manager Rob O’Bryan E: rob.obryan@primecreative.com.au Client Success Manager Janine Clements E: janine.clements@primecreative.com.au Design Production Manager Michelle Weston E: michelle.weston@primecreative.com.au Art Director Blake Storey Design Kerry Pert, Aisling McComiskey Subscriptions T: 03 9690 8766 E: subscriptions@primecreative.com.au

www.bulkhandlingreview.com The Publisher reserves the right to alter or omit any article or advertisement submitted and requires indemnity from the advertisers and contributors against damages or liabilities that may arise from material published. © Copyright – No part of this publication may be reproduced, stored in a retrieval system or transmitted in any means electronic, mechanical, photocopying, recording or otherwise without the permission of the publisher.

4 І Australian Bulk Handling Review: November/December 2021

REVIEW

Bulk handling systems are complicated marvels of engineering and form the backbone of countless industries.

With such an important part to play in the supply chain, uptime is critical. The more a machine can move, the more money it helps make for the operator and the more likely they will be to meet vital production and shipping deadlines.

This has led for some operators to try to get more throughput from their current infrastructure, often to the point of pushing their bulk handling systems as hard as they can go.

Unfortunately, most infrastructure isn’t designed to handle constant, extreme use, which can lead to unplanned downtime.

When a system stops suddenly, the flow on effects can be disastrous.

Not only can it present a serious safety risk, for every hour a machine isn’t working, thousands, if not millions, of dollars are lost.

Conveyor maintenance plays a major role in keeping this downtime to a minimum, which is why the Australian Bulk Handling Review has decided to shine the spotlight on it in this edition.

Proper upkeep and inspection can spot potential problems at an early stage and rectify them before they get out of hand.

Technology has also evolved to the point where sensors installed on a conveyor can detect when something has started to deviate from the norm.

Complex algorithms and cloud computing are then often used to determine whether the issue could become much more expensive.

This gives operators a window of time to schedule, plan and rollout changes to the system during planned downtime, saving them significant sums.

Vast amounts of data are used for this type of technology. Data that experts from TUNRA Bulk Solids are key to the next step for value generation. You can read more about what they believe the industry will look like in this edition’s cover story.

In the next edition of the magazine, we will be featuring articles about bulk packaging. If you would like to get involved, please get in touch. In the meantime, we hope you have a safe, vaccinated, holiday season.

William Arnott Editor - ABHR

NEWS

GrainCorp buys stake in grain quality testing business GrainCorp will use Hone’s technology to assess grain quality and soil carbon.

GRAINCORP HAS INVESTED $5 million into a 15 per cent stake in an ag-tech business that focuses on grain quality testing technology.

Newcastle-based start-up Hone will be partially owned by GrainCorp, which will use its technology to assess grain quality and soil carbon, along with other critical agricultural products and inputs.

Farmer demand for fast and accurate grain quality measuring equipment has sky-rocketed in recent years as they seek to get real time information on their grain before making decisions on where they will deliver or store the product.

GrainCorp Chief Innovation and Growth Officer Jesse Scott said the agribusiness has already been working alongside Hone for two years to parallel test its handheld devices, which provide a real-time chemical analysis of crops and had liked what they say.

“We’ve been extremely impressed with Hone’s equipment, it’s as accurate and consistent as anything we’ve seen in the industry,” Scott said.

He said the big hook for grain growers would be the size of the device.

“The big difference is that growers will literally be able to hold it in their hands,” Scott said.

He said the potential at harvest time was easy to see.

“For the grains industry, getting your answer on a crop sample can take weeks – with Hone, this process can be brought down to minutes at the touch of a button.”

But it was not just the grain quality technology that has GrainCorp interested.

“We’re also excited by the potential to use the technology in soil carbon testing and assessing carbon sequestration, which could open up new offset prospects for growers and the industry as a whole,” Scott added.

Hone’s Founders Antony Martin, William Palmer and Jamie Flynn launched the business in 2016 after completing their PhD studies at the University of Newcastle.

The initial concept for the Hone device was born out of their work to

6 І Australian Bulk Handling Review: November/December 2021

develop a 3D microscope to image medical samples, before they quickly realised the benefits a highly accurate and portable testing kit could have for the agricultural industry.

Martin said he hoped Hone’s new partnership with GrainCorp, with its large footprint, would accelerate the adoption of the technology by grain growers across the eastern seaboard.

“The technology empowers producers to make real-time, databased decisions that result in healthier soil and crops, more sustainable farming practices and ultimately a more profitable business,” he said.

“Our vision is for anyone to be able to test what they want, when they want, without the inconvenience of collecting and sending samples away for weeks on end.

Scott said the technology will open up enormous opportunities for GrainCorp as well as for growers.

“Quality is in our DNA so we’re always looking for ways to advance in this field, and Hone’s technology is a big step forward for our business and the broader grains industry,” he said.

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PRODUCT NEWS

Level measurement for European animal feed mill FANE VALLEY FEEDS, ONE OF Northern Ireland’s largest animal feed manufacturers, has installed non-contacting, ultrasonic measurement equipment at its new mill.

The company contracted Pulsar Measurement to provide Blackbox controllers to make life easier for the maintenance and installation staff at the site.

The new mill has new mill has a compounding capacity of around 300,000 tonnes per annum, a significant proportion of the 2,000,000-tonne total animal feed production in Northern Ireland.

On the main grain silos, which holds wheat, maize and barley, Pulsar installed 25 decibel transducers using ‘aiming kits’ to make sure that the equipment measures right down to the bottom of the silo.

Signals from the Blackbox controller are loaded into the programmable logic controller on site, so staff have

Pulsar’s 25 decibel transducers use aiming kits to make sure it can measure down to the bottom of the silo.

an immediate, visual indication of silo contents.

This provides important reordering information to avoid expensive and Fane Valley Feeds is one of Northern Ireland’s largest animal feed manufacturers.

inconvenient raw material shortages Materials including palm oil and molasses are also measured at the site, with local indication of level providing vehicle drivers with the indication they need to make sure they don’t overfill.

Diesel tanks are measured to both provide refill information and to monitor usage of this important resource around the site.

William McAusland, Fane Valley’s Mill Construction Project Manager, says the company designed the new facility to resolve the capacity limitations of the old mill, to meet the latest feed quality and environmental requirements, and reduce production costs.

“This meant installing the best equipment available,” he says. “We have been delighted with Pulsar’s support, from project specification, through delivery, installation, and commissioning. The accuracy and reliability of the equipment has allowed us to make significant efficiency improvements both in production and vehicle usage.”

Australian Bulk Handling Review: November/December 2021 І 9

NEWS

CBH named WA exporter of the year CBH HAS BEEN NAMED THE Western Australian Exporter of the Year award at the 2021 Western Australian Export Awards.

CBH also won the Agribusiness, Food and Beverages category and was a finalist in the Sustainability category, qualifying it as finalists for the Agribusiness, Food and Beverages category at the National awards to be held later this year.

CBH’s nomination centred on its efforts to find new markets for highquality Australian barley after the loss of the China market due to trade tensions, and the growth and development of its International Sustainability and Carbon Certification (ISCC) program to meet increasing international demand for sustainably grown grain.

CBH’s Chief Marketing and Trading

CBH also won the Agribusiness, Food and Beverages category and was a finalist in the Sustainability category.

Officer Jason Craig congratulated his team on the achievement.

“We’ve faced some challenging circumstances over the last couple of years with volatility in the market and of course, COVID-19 has significantly impacted our operations,” Craig said.

“We’ve worked hard to develop our ISCC sustainably certified grain accreditation and through this, have been able to capture new market opportunities and position Western Australia as a leader in providing sustainably grown grain.

“I’m incredibly proud of the team at CBH who have worked hard to strengthen new and existing relationships with our customers and seek out these new opportunities.

“Their efforts have allowed us to capture value for Western Australian grain despite the challenges we’ve faced, to the benefit of the grain growers who are part of our co-operative.”

WA resources sector records biggest year ever THE WESTERN AUSTRALIAN RESOURCES sector has delivered a record-breaking $210 billion of sales and its highest ever job numbers over the past financial year.

Minerals and petroleum sales in WA grew by $38 billion to $210 billion from 2019-20 to 2020-21.

Jobs supported by the sector increased from 135,000 in 2019-20 to 149,400 in 2020-21.

Western Australia accounted for well over half (56.2 per cent) of national goods exports in 2020-21.

Iron ore sales reached a record $155 billion. Gold sales were valued at $16.6 billion, up four per cent from 2019-20, while nickel sales were valued at $3.5 billion – the industry’s highest sales

value in seven years.

Alumina and bauxite activities also made significant contributions to the sector’s growth.

Mineral exploration hit $2.1 billion in 2020-21, an increase of 21 per cent from $1.7 billion in 2019-20, with WA’s share of national mineral exploration expenditure increasing to 65 per cent.

Almost $21 billion was invested into Western Australia’s mining and petroleum sector, up from $19 billion in 2019-20 – and a five-year high.

Western Australia has around $127 billion of resources projects in the development pipeline.

WA Premier Mark McGowan said the state is doing the heavy lifting for the Australian economy.

10 І Australian Bulk Handling Review: November/December 2021

“While the economies of the larger States are expected to contract given their extended lockdowns, the WA economy continues to punch well above its weight in supporting the nation,” McGowan said.

“We resisted calls to shut down the resources sector at the height of the pandemic and these results demonstrate the significance of that decision.

“We have not only protected tens of thousands of Western Australian resources jobs but created an additional 14,400 this financial year.

“These strong results will continue to power the national economy as the larger States work to emerge from their extended lockdowns.”

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NEWS

BHP opens Australia’s first nickel sulphate plant BHP NICKEL WEST HAS OPENED THE first nickel sulphate plant in Australia at its Kwinana nickel refinery.

Nickel sulphate is a key material in the lithium-ion batteries that power electric vehicles.

The new facility has the potential to exceed 100,000 tonnes of nickel sulphate per year at 99.99 per cent purity, which is enough to make 700,000 batteries for electric vehicles.

More than 85 per cent of BHP’s current production is sold to the futurebattery supply chain.

WA State Development, Jobs and Trade Minister Roger Cook congratulated the company on the new nickel sulphate plant.

“Nickel is essential to decarbonisation and WA has some of the largest and highest-grade nickel sulphide deposits in the world, in addition to leading mining and mineral expertise,” Cook said.

“Significant economic gains can be achieved for WA by building on our

A closeup of nickel sulphate, a key material in lithium-ion batteries.

strengths in mining to diversify our activities into other segments of the battery value chain, including more onshore materials processing and manufacturing.

“This milestone for BHP Nickel West reinforces the importance of the Government’s commitment to establishing a globally advanced manufacturing hub for the industrial corridor between Henderson and Rockingham.”

BHP’s nickel operations include Mt Keith, Cliffs and Leinster, and it has concentrators at Mt Keith, Leinster and Kambalda, and a smelter in Kalgoorlie and the Kwinana refinery.

Half of the Kwinana refinery’s electricity needs will be powered by solar to meet BHP’s goal to reduce environmental impacts.

WA Mines and Petroleum Minister Bill Johnston said BHP Nickel West’s nickel sulphate plant is a significant achievement for the state and bolsters the WA Government’s efforts to diversify local industry.

“Through the WA Recovery Plan, we have committed $13.2 million to facilitate a global precursor cathode manufacturer to build a facility in WA,” Johnston said.

“WA is the only State to have a clear strategy supporting the development of a world-leading future battery industry that will create jobs and benefit regional communities.”

WA welcomes BHP plan to employ 200 train drivers THE WESTERN AUSTRALIAN Government has welcomed a BHP initiative to train and employ 200 train drivers over the next three years.

The program aligns with the State Government’s WA Jobs Plan – which focuses on preferencing local jobs, reducing interstate FIFO, enhancing TAFE and training, and creating jobs in regional Western Australia.

Premier Mark McGowan commended the company for investing in the state.

“WA jobs have been my number one priority from day one, and we are continuing to focus on reducing

interstate FIFO, enhancing local training, and creating jobs in regional WA,” McGowan said.

“We will continue to work closely with industry to develop opportunities to build Western Australia’s workforce – to create local jobs and continue to support the growth of our resources sector.”

State Development, Jobs and Trade Minister Roger Cook said the training program, that has been and initiated by BHP, recognises the need for a reliable and sustainable local workforce.

“With a large number of women and Aboriginal and Torres Strait Islander

12 І Australian Bulk Handling Review: November/December 2021

people completing this training, I would like to congratulate BHP for its commitment to diversity – we know that diverse workplaces are the most productive workplaces,” Cook said.

The WA Government is working with the mining industry to reduce reliance on out-of-State workers.

Transport Minister Rita Saffioti said the initiative will help the state reduce its reliance on fly-in-fly-out workers.

“We welcome any efforts by the mining industry to extend the benefits delivered by the resources sector to provide jobs and training opportunities for more Western Australians.”

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ARTC signs deal for Inland Rail border project LAING O’ROURKE AND THE FKG Group will work together to deliver civil works for Inland Rail sections in Northern NSW and South Queensland.

The Australian Rail Track Corporation (ARTC) and the consortium, Freight Connect, signed a collaborative framework agreement which will focus on an approximately 85-kilometre section between North Star in New South Wales and Whetstone in Queensland as well as a separate 14-kilometre package south of Moree called Narrabri to North Star Phase 2.

This section required a separate Environmental Impact Statement and was not approved when the remainder of the Narrabri to North Star Phase 1 package was tendered and delivered.

ARTC Inland Rail Interim Chief Executive Rebecca Pickering said the announcement was the culmination of months of work by ARTC and was a crucial part of the project as it delivered the ‘missing link’ between the two states where no previous rail line existed.

“Inland Rail is a fast freight backbone that will transform how goods are moved around Australia – it’s also a catalyst for regional employment and economic opportunity,” Pickering said.

“Both sides of the border will benefit

significantly from Inland Rail with more than 11,800 direct and indirect jobs in Queensland and 7,500 in NSW expected at the peak of construction in 2023-24.”

“We’ve already committed 641 contracts to businesses in Queensland and 657 in NSW worth more than $1.95 billion across the two states, and this agreement will create even more economic stimulus as the country recovers from the impacts of the pandemic.”

Laing O’Rourke Managing Director Cathal O’Rourke welcomed the announcement confirming the business, together with its partner FKG Group, was committed to delivering the project in partnership with local business and leaving a legacy in each of the local communities along the alignment.

“Our business has long and deep relationships in both Queensland and NSW stretching over 50 years where we have delivered a number of major projects and we are delighted to be granted the opportunity to play our part in this oncein-a-generation piece of infrastructure,” O’Rourke said.

Pickering said the appointment of a civil works proponent in parallel with environmental planning approvals will allow local businesses to hit the ground running when formal approval is given.

The ARTC and Freight Connect signed a collaborative framework agreement.

14 І Australian Bulk Handling Review: November/December 2021

“Major construction will not start until statutory approvals have been received from the New South Wales, Queensland and Australian governments, but the appointment of a preferred proponent now tells local businesses to get ‘Inland Rail ready’ and start talking with Freight Connect about what the future looks like,” she said.

“This is a crucial program of civil works with approximately 100 kilometres of rail corridor within the southern end of Border to Gowrie, North Star to Border and Narrabri to North Star sections of Inland Rail, including the bridge that spans the Macintyre River which serves as the border between the two states. We will also need a large local workforce to support this part of the project with an estimated 500 workers needed at the peak of construction.

“Freight Connect will initially be working with ARTC to review the reference design and develop construction plans and methodologies ahead of the development of a fully costed proposal for the first of the works packages next year.”

ARTC Inland Rail Director of PreContracts Rob Storey said ARTC wanted to be in a place to begin works straight away, once a green light was given to proceed with the project.

“In September last year, we announced a change to our procurement process to make it more collaborative, projects smaller and less complex and provide a broader section of the industry with more opportunity to participate on Inland Rail,” Storey said.

“This was done in line with the Australian Government’s commitment to fast-track investment in critical infrastructure projects and is in response to industry feedback we had received.

“We are working with Freight Connect to develop works packages as part of this approach, which will enable more suppliers and contractors to get Inland Rail ready.”

Green steel technology wins $750,000 grant THE ADVANCED MANUFACTURING Growth Centre (AMGC) has awarded a $750,000 grant to help a Newcastlebased mining consumable producer and steel manufacturer implement UNSW’s Green Steel technology.

Molycop aims to use the technology, also known as Polymer Injection Technology (PIT), to recover and reuse carbon and hydrogen from end-oflife rubber products in the Electric Arc Furnace (EAF) steelmaking process.

Industrial rubber boot manufacturer, Crawford Boots, will also partner with Molycop and UNSW to further enhance the recycling capability of this innovative technology.

Molycop aims to reduce its reliance on imported carbonaceous materials from China, reduce the volume of wastes going to landfill, improve the energy efficiency of the steelmaking process and reduce the carbon intensity of its products.

The total investment into the project is $2.6million which includes the AMGC grant, Molycop’s capital investment and the funding of ongoing R&D activities and trials to further increase this technology’s resource recovery and recycling capability.

Director of the UNSW Sustainable Materials Research and Technology (SMaRT) Centre, and inventor of

the technology, Professor Veena Sahajwalla, congratulated Molycop for its commitment to both implementing and further developing SMaRT@UNSW Green Steel technology as part of its sustainability leadership.

“The AMGC grant will enable Molycop to work towards fully operationalising our existing technology in its Newcastle facility,” Sahajwalla said.

“And what’s also exciting is that we are collaborating in developing our Green Steel 2.0 technologies, which we are confident will at some point in the future allow us to be able to fully replace coking coal in EAF steel making with a range of waste materials.

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NEWS

Metso Outotec wins $37M grinding mill supply contract METSO OUTOTEC HAS WON A $37 million (EUR 24 million) contract to deliver several horizontal grinding mills and thickeners to a greenfield nickel project in Indonesia.

The scope of delivery includes five grinding mills with a total installed power of 10.6MW, as well as 13 HCT high-compression thickeners, which are part of the company’s Planet Positive offering.

Metso Outotec President, Minerals and Deputy CEO Markku Teräsvasara said the company is pleased to have been chosen as the supplier of this key equipment for this major project.

“A diligent verification process

with the customer confirmed that Metso Outotec grinding mills and thickeners will provide significant added value to their process,” Teräsvasara said.

“The customer selected our grinding mills based on robust, proven technology, and industry leading availability. The HCT thickeners are proven to provide the best washing efficiency, thus reducing the loss of nickel metal in leaching residue.”

Metso Outotec will deliver five grinding mills and 13 HCT high-compression thickeners.

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Port of Townsville Channel Upgrade hits new milestone been built for the $232 million Port of Townsville Channel Upgrade, which will help allow larger ships access to the port.

The rock wall is a key step in widening Townsville’s shipping channel.

Dredging to widen Townsville’s 14.9-kilometre shipping channel will commence shortly, with all dredge material to be placed in a 62-hectare reclamation area bounded by the rock wall.

Dredging is expected to take two years, with the project set for completion in late 2023.

During peak construction, there were 200 trucks passing through the site gates every day to deliver over 20,000 tonnes of rock a week.

Communications, Urban Infrastructure, Cities and the Arts Minister Paul Fletcher, said the channel upgrade was a key project under the Townsville City Deal.

“This is a major milestone in the channel upgrade project, which is not only the biggest infrastructure project ever undertaken at the Port of Townsville, but will help position Townsville as the economic gateway to Asia and Northern Australia,” Fletcher said.

“This project is one of many significant investments that we’re making through the City Deal, which is helping to generate local jobs, drive economic growth, and ensure that Townsville is a vibrant and liveable city for years to come.”

Queensland Transport and Main Roads Minster Mark Bailey, said upgrading the port’s channels would support Queensland’s COVID-19 Economic Recovery Plan, unlocking capacity for commercial, defence and cruise ships up to 300 metres long.

“We know that when the port is strong, close to 800,000 Queenslanders reap the benefits,” Bailey said.

Image credit: Cam Laird / Shutterstock.com

A 2.2-KILOMETRE ROCK WALL HAS

Dredging to widen Townsville’s 14.9-kilometre shipping channel will commence shortly.

“That’s why we’re investing in this largest-ever port upgrade, which is supporting local jobs and providing work to local suppliers now during construction and will expand the trading capacity of one of Queensland’s largest publicly-owned ports.”

Queensland Resources Minister and State Member for Townsville, Scott Stewart, said the Channel Upgrade would support jobs in the Townsville region, providing local opportunities during North Queensland’s economic recovery.

“The project has so far provided employment to more than 1,300 people since 2018, when design work started,” Stewart said.

“Expanding the Port of Townsville’s footprint builds capacity for our resources sector to export more to the world through our pit to port approach, which involves upgrading the Mt Isa to Townsville rail line too.

“The resources sector plays a vital role in supporting jobs across the state

and it will be a key part of Queensland’s plan for economic recovery from COVID-19.

“More exports means more royalties, and more jobs for Queenslanders.”

Port of Townsville Chief Infrastructure Officer, Marissa Wise, said seven local rock suppliers provided 900,000 tonnes of rock, with construction of the 10-metre-high wall requiring specialist knowledge.

“It was a complex project that called on the marine construction expertise of designers, engineers, environmental experts and contractors working together,” Wise said.

“We have used a number of innovative design and construction techniques to ensure the rock wall withstands tidal action, storm surges, cyclones and rising sea levels.”

The Channel Upgrade project is the largest infrastructure project in the Townsville Port’s history and is the first stage of the 30-year Port Expansion Project.

Australian Bulk Handling Review: November/December 2021 І 17

COVER STORY

Industry outlook: current landscape fosters research and development Experts from TUNRA Bulk Solids look at some of the current bulk handling tech trends and how new testing and simulation techniques are required to keep up in an evolving landscape.

Examples of “red mud” (bauxite tailings) received for flow properties testing at TUNRA Bulk Solids.

THE DEPLETION OF HIGH-GRADE mines, combined with advancement in mineral processing technologies, has transformed sub-economic minerals into valuable ores.

Tailings valorisation, alongside the decrease in popularity of dams as storage facilities after major accidents of Mariana in 2015 and Brumadinho in 2019 has also led to changes. Now, there is a significant increase in the need for storage and handling of “dry” tailings, and the consequent need for flow properties testing and characterisation of materials that were previously less frequent.

Tailings, lower-grade, and below water table ores all have something in common: they are typically difficult to handle and can be very challenging to test with traditional testing technologies.

Direct shear tester and design charts have come a long way since Andrew Jenike’s pioneering work in the mid-1960s on storage and flow of bulk solids, and they still form the basis for the design of materials handling facilities.

However, these methods have limitations and may not produce useful results in the case of very plastic

materials. Furthermore, the trend towards sustainable mining and energy sources requires handling materials with previously unseen characteristics, such as the rapid increase in global demand for rare-earth metals. This increase in demand brings many challenges that include the need for new methods of materials handling assessment.

Increased focus on sustainability generates the need for improved design: There is a continued focus on environmental and health concerns related to dust emissions in the energy and resources industry. In Australia, the Work Health and Safety Act and Regulations set out the limits of exposure both in terms of a Time Weighted Average (TWA) and ShortTerm Exposure Limit (STEL), which must be observed.

Dust remains a key challenge in designing and operating specific links in the materials handling chain including transfer chutes and train loading, as well as in the holistic management of rail and port operations. With the short supply of

18 І Australian Bulk Handling Review: November/December 2021

water continuing to be a key challenge, active dust suppression is being replaced wherever possible by passive dust control through effective design.

This has propelled the use of characterisation techniques such as the determination of the Dust Extinction Moisture for materials beyond coal, even though the dustiness test (Australian Standard AS 4156.6-2000) was originally developed for Australian coal.

The combined use of laboratory characterisation including the dustiness and wind tunnel testing, and computational simulations like Computational Fluid Dynamics (CFD) to assess dust propagation and scale modelling, have become a design requirement for many operations, with some major players conducting regular tests several times a year.

Plant efficiency requirements drive advanced monitoring and simulation techniques: Higher throughputs are needed to meet demand while keeping changes to existing plant to a minimum.

This results in an increased number

Wind tunnel testing at TUNRA Bulk Solids.

of brownfield projects with very challenging design requirements.

Stopping production for unplanned maintenance is a costly exercise, and so, to avoid downtime, facilities are now increasing the use of online monitoring techniques. These include moisture measurement, elemental composition, and online wear monitoring through IoT or wireless sensors to monitor liner thickness and estimate remaining liner life.

The rise in computing power and advanced simulation techniques have acted as a catalyst for the development of more accurate means of predicting performance. A good example of an advanced simulation technique is Discrete Element Method (DEM) modelling, which has grown in importance and is now becoming a design requirement for many applications. Another technique more recently being applied to bulk solids handling applications is Smooth-Particle Hydrodynamics (SPH), which shows excellent promise.

DEM as an engineering tool can be readily deployed in a range of applications to improve site operations. However, it is still evolving through continued development of calibration techniques, such as laboratory testing and the use of laser scanning, drones and site data.

Its underlying models are continuously progressing as well: new breakage models allow the assessment of breakage in situations where particle integrity is key, such as when handling iron ore pellets, sinter or coke.

SPH, on the other hand, is a numerical technology for modelling viscous fluid flow that is quickly maturing from being confined to the academic and research space to finding practical applications within industry. It has seen increased application in the minerals processing universe, used for applications such as tailings flow, wet screening and slurry chutes.

What the future holds In a world where large amounts of

data are easily accessible, turning data into knowledge is the next step for value generation. The future of materials handling industry requires online measurement turning into decision-making. For instance, some plants are looking into using online elemental composition and moisture measurement to define which materials should go through a certain handling line at a given time.

The changes in materials handled, the need for higher throughputs and stricter environmental regulations have also contributed to a push for further research and development in the materials handling field: research into highly adhesive materials is laying the ground for new testing methods, as well as new calibration procedures to ensure that DEM simulations reflect material flow more accurately in conditions that traditional approaches may not suit.

The future of materials handling is bright, and applied research is the only pathway forward.

TUNRA Bulk Solids’ wear testers (impact tester on the left and abrasive tester on the right).

Australian Bulk Handling Review: November/December 2021 І 19

AUTOMATION

Aurora packaging automation advances accuracy Last minute absentees, injuries, or a global pandemic are all things that could disrupt the accuracy of supply forecasts. Braden Goddin from Aurora Process Solutions explains how robots and basic automation can protect small businesses from these unexpected shocks.

INTERNATIONAL LOGISTICS HAVE suffered several shocks over the past couple of years. COVID-19 and its ongoing affects have sent ripples throughout the industry, leading to spikes in demand that supply can’t keep up with.

Braden Goddin, Sales and Marketing Manager at Aurora Process Solutions, says this has made accurate supply predictions all the more important for manufacturers.

“These days, in all industries, there’s a lot of competition for supply contracts.

You’ve got to be at the top of your game to win the best ones,” he says.

“The market, understandably, wants some reliable data to provide reassurance that the right amount of supply will be delivered on time, on specification, and at the right place.

“If a stockfeed manufacturer can’t make the agreed tonnage, that creates problems and cost across the supply chain.

And that’s not sustainable for a brand.”

Larger businesses can mitigate these problems, as they will often have larger production capacities and a network, they can call on to top up production. Smaller businesses can often find it harder to make that supply guarantee, especially if their processes are manual.

Goddin says humans are highly complex, with so many variables involved.

While that may be great for who we are, he says, relying on an unpredictable workforce can be detrimental to output.

Last minute absentees due to illness, significant fluctuations in output (which could be from something like a sports injury from the weekend or a shift in the weather) make it difficult to determine exactly how much product is being manufactured, packaged, and delivered.

Automation and standardisation of the manufacturing and packaging process can provide businesses significantly more

Aurora’s equipment systems can handle commodities including grain, seed, flour, cement, landscape products and stockfeed.

20 І Australian Bulk Handling Review: November/December 2021

control over output. While machinery can still have unexpected downtime, much of this can be mitigated through scheduled maintenance.

“In short order, a company with an automated filling/closing line or automated palletiser can learn the percentage of its uptime and other KPI’s,” Goddin says.

“This gives them, and their client, the confidence they need to expand and develop their market footprint” Aurora specialises in working with small-to-medium bulk product manufacturer’s, particularly in rural areas. Its equipment systems can handle commodities including grain, seed, flour, cement, landscape products and stockfeed.

The company provides products that semi- and fully automate the packaging, conveying, conditioning, palletising and wrapping processes.

One such company is a North Island, New Zealand stockfeed manufacturer that had been experience a significant variation in its output between shifts.

Goddin says this was causing trouble when it came to meeting the production quota, and the business was under pressure to improve or potentially lose a major contract.

“We helped them automate their packaging process, which now provides the accurate forecasting outputs that can be forwarded on to the client. It’s a controlled, reportable system that meets a number of key productivity indicators,” he says.

“After the upgrade, the customer managed to lock in the contract for the foreseeable future.”

Aurora understands that automation can seem complex, especially for smaller businesses and first time automators.

Aurora believes automation doesn’t need to be expensive or difficult.

That’s why it provides education for its customers both on-site and through mixed reality presentations.

It works with the client and their accountants to model return

on investment from the proposed automation. If it ‘stack’s up’ then all parties have the confidence to move forward. Usually, there will be immediate improvements to forecasting predictability

along with the gains in cost per bag and other KPI’s.

One key piece of advice Aurora offers is to avoid getting paralysis from analysis.

Goddin says the data gathered can include forecasts, quality, maintenance scheduling, filling accuracy, weighments, and more, which can be confusing at first.

“We work a lot with first time automators and want to make sure they understand what we’re recommending.

We also want to make site it makes economic sense to them, as every solution is different,” he says “Robotics might seem complex, but at the end of the day, humans are even more so. To get an accurate, reliable process, you need to automate. This may involve shifting manual labour out of mundane repetitive roles to other areas of the business when they can add more value.

“This doesn’t need to be expensive or difficult, which is why even though we are automators, we keep the consultation process ‘human-to-human’.”

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CONVEYOR GUARDS

Beating corrosion issues One of many benefits of using high density polyethylene (HDPE) instead of steel is its excellent resistance to corrosion and rust, which is why plastic conveyor guards are growing in popularity.

A BULK HANDLING SITE IN KWINANA, WA, has recently made the switch from steel conveyor guards to ones made from HDPE. These locally manufactured guards have been custom designed to cope with the extremely corrosive nature of the material being carried by the conveying system. They have unique angle bends at the top and bottom of each panel to help prevent material build up and have different size mesh in the same panel, due to the distances of the hazards behind the guard. Stainless steel posts have also been fitted to further contribute to corrosion resistance.

Thomas Greaves, DYNA Engineering’s General Manager, says there has been an increase in enquiries for HDPE rather than steel conveying componentry and fabrication.

“Since we released our HDPE conveyor guards back in 2019, enquiries have risen consistently,” he says. “So, we invested significant capital into new facilities and machinery to enable us to produce and

Thomas Greaves, DYNA Engineering’s General Manager.

install more HDPE product in late 2020 to meet this increasing demand. More recently there has been an upswing in orders which is keeping us ticking over quite nicely.”

“As more are installed across the industry, we anticipate a growing

Summary of HDPE benefits over Steel Benefit

HDPE Conveyor Guards

Steel Conveyor guards

Doesn’t interfere with metal detectors

Yes

No

Lightweight

Yes

Minimised overhead lifting

Yes

Marked weight on panel

Yes

No painting

Yes

Corrosion free

Yes

Manufactured in colour

Yes

UV stable

Yes

Fade resistant

Yes

Can be removed in minutes

Yes

Only simple tools required

Yes

Convenient conveyor railing storage during maintenance

Yes

No No No No No No No No No No No

22 І Australian Bulk Handling Review: November/December 2021

demand for HDPE in other products and components. Certainly, in our case, we’re always examining and looking for new opportunities to replace steel with HDPE. We believe conveyor guards are just the first of many others to come.”

Another product designed by DYNA to use HDPE is the company’s Under Cover Guards (UCG). The guards can be made from recycled and recyclable HDPE instead of steel, offering an environmentally sustainable and more productive alternative to conventional steel mesh.

They also provide additional benefits including corrosion resistance, increased safety, quick installation, and easy maintenance.

Key safety benefits of HDPE conveyor guards Compared to conventional steel, HDPE conveyor guards are a light-weight solution – being up to 40 per cent lighter.

The safety risks around lifting weights are constantly in the mining industry spotlight. Lifting objects weighing 15 kilograms or more is considered a no-go.

Most steel guards struggle to remain lighter than 12 kilograms, and when site

operators are consistently removing and re-installing guards to maintain conveyors, the repetitive nature and stress can add up and take its toll.

During maintenance shutdowns, HDPE guards can be safely and easily secured on the conveyor’s handrail. This conveniently ensures they are out of harm’s way. It also reduces the likelihood of them being misplaced, which sometimes occurs under maintenance shutdown pressures In addition, special hot tooling requirements for costly on site cutting and welding with steel guards are no longer necessary with HDPE guards.

Each HDPE guard can be removed in a matter of minutes with simple tooling, for access to the guarded conveyor. For installation, the guard is simply slid into place and fastened with two bolts so it can’t be removed. No complicated instructions or special skills are required, reducing the likelihood and risk of accidents during maintenance.

Conveyor systems are considered one of the highest risk areas on a mine site. Reducing time spent in and around the conveyors is a major plus and helps reduce overall risk.

Being manufactured in Perth WA, a replacement guard for an existing conveyor can be manufactured in as little as a couple of days, compared with potential weeks or months for overseas products. Naturally, lead-times will vary depending on the scope of the work.

“We’re great believers in engineering improvements emanating directly from those using it first-hand,” Greaves says.

“This product isn’t something that was built overnight, it’s something we’ve been putting together over a number of years.

We’re hugely focused on safety and cost reductions when it comes to new product development and innovations.

This superior HDPE material, coupled with our ‘X’ design for stronger and safer mesh, ticks both boxes beautifully.”

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CONVEYOR COMPONENTS

Going ConveyorPro Transmin’s ConveyorPro range aims to become a one-stop-shop for any business operating conveyors or feeders. ABHR speaks with Amerander Emmadi to learn how it is achieving this goal.

CONVEYOR COMPONENTRY AND additional accessories are a common request for bulk materials handling supplier Transmin.

When the WA-based company goes out to tender for its conveyor feeders or rockbreakers, often its customers will want additional equipment to supplement the offering.

Amerander Emmadi, Business Development Manager at Transmin says the business already had the design capacity, service capabilities and intense knowledge in the bulk material handling domain, so it made sense to take the next step.

“ConveyorPro started about five years ago, with a goal to become a one-stop shop for everything to do with conveyors,” he says.

“Our goal is to provide a total, 360° offering for spare parts, original equipment manufacturer (OEM) components and other add ons.

“It makes economic sense on both ends, as its easier for the customer and means we can provide the best services possible for them.”

The ConveyorPro brand specialises in providing everything an operator needs for a conveyor, including idlers, rollers, pulleys, impact tables and scrapers. When it comes to belts, the brand offers steel cord, multiple fabric, bucket elevator, corrugated side wall, fire resistant, chevron, rip stop, heat resistant and chemical resistant varieties.

Key account managers will go to sites regularly to gather feedback from current customers. This is then sent through to Transmin’s engineering team, where it is used to design better products.

Emmadi says if a belt is wearing too quickly for a customer, the ConveyorPro team will attempt to find any issues.

The ConveyorPro brand specialises in providing everything an operator needs for a conveyor.

“For example, if the problem seems to be in the loading area, we’ll ensure the material is not being loaded off-centre, relative velocity of incoming material should not be too high or too low and the feeding chutes don’t have any blockages.

“A lot of our customers also mentioned wanting a stronger, longer lasting belt, which is what inspired the ProTough belt.”

ProTough was designed from the ground up to be one of the toughest belts on the market, ideal for hard rock mining, quarrying and the recycling industries. It is made up of a hybrid kevlar and steel mesh composite with special grade anti-abrasive, cut and gouge resistant cover, allowing it to withstand high impact rock falls of three metres.

The belt’s tensile strength exceeds Australian and International Standards.

Thanks to its increased durability, the belt is significantly less likely to malfunction and requires less maintenance, reducing operating costs.

Another example of ConveyorPro’s feedback-based development is the ProEdge belt, which is a hot vulcanised edged belt, mainly used on low profile feeders. The edge keeps material away from the track and componentry while also minimising spillage. It also features vastly more strength when compared with a conventional edge strip, capable of withstanding up to 800 newtons before signs of fatigue.

24 І Australian Bulk Handling Review: November/December 2021

Emmadi says ConveyorPro can also provide additional assistance when it comes to the design selection.

“As part of the service, we can select the right equipment for the application when clients are looking to upgrade or purchase new equipment,” he says.

“We can do all the calculations and design work for a specific application, then provide a quote.

“We’re based in Western Australia, which means we can provide fast, efficient turnarounds. We also carry a range of widely used, fast moving items from our Perth and Brisbane warehouses to also reduce lead times.”

Transmin can supply ConveyorPro products to more than just Australia. It has the capacity to send components to almost anywhere in the world, and has a presence in South Africa, India, and Canada.

The company plans to continue growing its range of products, especially when it comes to rollers, composite rollers and conveyor guarding. Emmadi says the company’s latest high-density polyethylene guarding for low profile feeders has been a major success and has begun looking into providing similar products for conveyors too.

ConveyorPro has also teamed up with American-based Martin Engineering to distribute its conveyor components.

In particular, Martin Engineering’s CleanScrape Primary Cleaners are being trialled on several sites.

FOOD PROCESSING

Smith’s Snackfoods installs bulk handling system for new chip line To manufacture a new, crunchier type of potato chip, Smiths Snackfoods collaborated with Flexicon to provide the machinery.

SMITH’S SNACKFOODS WAS ONE of the first companies to begin manufacturing potato chips in Australia.

In January 2019, the company installed a process line to manufacture Smith’s Oven Baked potato chips, which contain 50 per cent less fat and have a crunchier texture than traditional fried crisps.

For the powder handling and blending portion of the new line, Smith’s worked with Flexicon Corporation Australia. Due to the size and scope of the new system, the supplier’s Project Engineering Division

Bulk bag dischargers meter major ingredients by weight into a pneumatic line. Bags are inserted and removed using a cantilevered I-beam, hoist and trolley.

(PED) handled much of the design and specification work.

Upstream batch and downstream continuous processes The new powder handling and blending system consists of two upstream batch processes that feed a downstream continuous process.

In one batch process, major ingredients received in bulk bags are dispensed by weight from two Flexicon Bulk-Out model BFC bulk bag dischargers.

Installed facing one another, the matching dischargers are each equipped with an electric hoist and trolley that travel on an I-beam common to both frames, allowing bulk bags to be loaded from a single floor location.

The dischargers are each equipped with a Spout-Lock clamp ring atop a Tele-Tube telescoping tube that applies continual downward tension as the bag empties and elongates, directing material through the bag spout. The sealed systems of both dischargers are vented to a dust collection system installed in an adjacent room, preventing contamination of the plant environment.

Flow-Flexer bag activator plates raise and lower opposite bottom edges of the bags on timed cycles, ultimately forming a steep V shape that promotes total discharge. Both are also equipped with a Power-Cincher flow control valve in which contoured stainless steel rods cinch the bag spout concentrically, allowing dustfree retying of partially empty bags.

When a batch is initiated, the rotary airlock of either discharger begins metering material into a common pneumatic conveying line leading to a Flexicon filter receiver suspended on load cells. Weight gain information is transmitted to the system controller that

26 І Australian Bulk Handling Review: November/December 2021

runs the airlock valve at high speed, then at dribble feed rate which, together with programmatic compensation for material in-flight, achieves precise batch weight accuracy.

Once major ingredients are batched in sequence from bulk bags, pre-weighed sacks of low-volume ingredients are positioned using a 25-kilogram vacuum sack lifter, and dumped manually through a Flexicon bag tip station with integral dust collector and rotary airlock valve feeding the same pneumatic conveying line. A chute through the sidewall of the bag dump hood leads to a Flexicon bag compactor with pneumatic ram that compresses up to 150 bags into a plastic lined container for dust-free disposal.

The batch accumulated in the filter receiver is then gravity discharged into a paddle mixer. Blended batches are discharged into a Flexicon buffer hopper that is sized to provide a continuous supply of material to the downstream process through a second pneumatic conveying system and filter receiver.

In a separate batch process, a Flexicon bag tip station – also with integral dust collector, compactor chute, and rotary airlock valve – is dedicated to manual additions of pre-weighed, pre-mixed inclusion ingredients. Positioned adjacent to the first bag tip station, it shares the same bag compactor, but meters material into a third pneumatic conveying system and filter receiver.

The second and third filter receivers are suspended on load cells that signal the system controller when to convey additional blended material from the buffer hopper, and from the second bag dump station respectively. These rotary airlock valves provide material on an asneeded basis to a pair of loss-in-weight (LIW) gravimetric feeders, which allow

rapid changing of screws to suit material flow characteristics, at throughputs from four to 400 kilograms per hour.

The overall arrangement allows the LIW feeders to provide an uninterrupted supply of material to a new continuous mixer at precise ratios and rates, completing the powder handling and blending portion of the new Oven Baked potato chips line.

Flexicon’s system supplies ingredients to a line producing Smith’s Oven Baked potato chips.

Managing lockdowns and logistics Flexicon’s Project Engineering Division recommended equipment specifications, coordinated multiple equipment manufacturers, and developed a controls and automation package for the bulk handling system that integrates with Smith’s overall process control system. For parts to be imported, the supplier obtained special exemptions to COVID-19 restrictions on crossing state borders.

“We had an aggressive schedule to get the new production line installed and commissioned on time and we ran into numerous challenges as a result of the Covid-19 pandemic,” says Nayantha Abeysiri, PepsiCo project manager.

“However, Flexicon found solutions to those challenges while staying on budget to get the equipment manufacturing completed on schedule.

“The equipment design is efficient, hygienic, simple, and meets all EHS requirements and food safety

Small bags are emptied into the bag tip station and metered into a pneumatic line through a rotary airlock valve.

standards,” he says, adding that Flexicon is in the design phase for another project.

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BELT CLEANERS

Kinder creates cleaner for cleated conveyors Kinder Australia has developed a new belt cleaner to reach stubborn carryback on cleated conveyor belts CLEATED BELTS PLAY AN IMPORTANT part in many grain, recycling, mobile quarrying applications. They stop free flowing materials from rolling back down the conveyor, and excel in high angle systems.

However, due to the cleated design, traditional belt cleaners aren’t effective.

Without proper cleaning methods in place, carryback can quickly build up. This has a flow on effect and can cause all sorts of problems, from belt mistracking to material spillage.

To address this, Kinder Australia has developed the K-Cleatscrape Belt Cleaner. Fitted where a secondary belt cleaner would normally be installed, the

The K-Cleatscrape will work on cleated belts up to 100 millimetres in height.

28 І Australian Bulk Handling Review: November/December 2021

K-Cleatscrape uses 20-millimetre wide polyurethane blades with stainless steel tips to reach stubborn carryback.

Bradley Owen, Mechanical Engineer at Kinder Australia, said the fingerbased design allows the cleaner to go over the cleats without damaging them like a conventional spring-tension belt cleaner would.

“Because the fingers are flexible, there is very little wear on both the cleaner and the belt, meaning you’re not going to lose tension over time,” he says.

“We’ve got experience with the design and can customise them as needed. Depending on the bulk material and geometry of the cleats, we can change the dimensions of the fingers, provide computer-assisted design (CAD) data, and more.”

K-Cleatscrape Chevron Belt Cleaners can change the hardness of the fingers to ensure they have the maximum cleaning effectiveness for cleats of all sizes. The unique design is compatible with mechanical belt splices and also ensures old and worn belts are not damaged, further extending the service life of the conveyor belt.

Owen says one of the only other cleaners that will work for cleated belts are electric brush cleaners, however these are generally only suitable for small cleat heights.

“These are electrically driven and generally tend to be bulkier, making them difficult to use in mobile situations where space is at a premium,” he says.

“Another advantage to the K-Cleatscrape is they don’t require electrical power making them easier to install.”

Currently, they will work on cleated belts up to 100 millimetres in height.

Kinder Australia plans to expand the sizes of belts it can accommodate. Owen says the cleaner has been installed on a large belt 2600-millimetrewide, but more commonly fits 400 to 1800-millimetre-wide belts.

“Innovation is basically what we do at Kinder,” he says. “For us, we always want to be at the forefront, bringing new products to the market.”

“That means finding new ideas and improving on existing ones to help solve problems the Australian bulk handling industry is facing.”

The K-Cleatscrape uses 20-millimetre wide polyurethane blades with stainless steel tips to reach stubborn carryback.

DRIVES

Almost all the equipment is outdoors at Penrice Quarry leaving the conveyors to withstand the harsh elements.

Sumitomo: the driving force of reliability Sumitomo Drive Technologies’s drives are designed to withstand some of the toughest conditions that Australian heavy industry can throw at it.

NICK TAMKE IS THE MAINTENANCE supervisor at Penrice Quarry and Mineral, in South Australia. Like many working in heavy industry, his plant is under heavy strain from the elements.

Penrice Quarry has 15 Sumitomo Drive Technology drives on site, and almost all the equipment is outdoors – unprotected from the environment – leaving the conveyors to withstand the harsh elements.

Dust, moisture and ultraviolet light are just some of the foes that potentially threaten the system. On top of that, the equipment is on average running around 18 hours a day.

Durability in these situations is key, which is something that Sumitomo Drive Technology specialises in.

The company has more than 300 years of experience working in the mining industry in Japan, and designs its equipment to provide rugged reliability.

Tamke says the quarry has been using Sumitomo drives for more than 18

years and are tough enough to handle the harsh environments.

“We have some drives that are old and are still working fine, and have since been overhauled several times,” he says.

“They’ve handled the conditions well.

We have a strict maintenance policy and carry complete spare units, which lets us catch on to any issues quickly.

“We also work closely with our local Sumitomo dealership, who help us if there are ever any issues. They’ve been great and give us excellent support and advice.”

Sumitomo’s drives can be found in the Australian mining, grain handling, cement, food and beverage, and recycling industries to name a few.

Wayne Glynn-Roe is a Senior Operator at SUEZ ResourceCo’s Wingfield, South Australia site. The facility accepts commercial, industrial and demolition waste which is sorted and processed.

The remaining material is then used as an alternative fuel in place of foil fuel (gas) in the kilns of Adelaide Brighton Cement.

30 І Australian Bulk Handling Review: November/December 2021

The operation creates significant amounts of debris, which can settle on the Sumitomo units and block the airflow to the drive unit fans to cool the motor.

Glynn-Roe says it doesn’t matter how wet the product is, as soon as it gets ground up, debris is created.

“Moisture is critical in reference to our product quality in which we must control,” he says.

“Debris can try to break through drive unit seals and damage the unit, which is why we need to make sure our drive units can last under the harsh conditions here.”

Similarly, Sumitomo’s drives have been at the site for longer than GlynnRoe has – they were installed when he began working there more than nine years ago.

“We’ve had other types of drives at the plant as we have upgraded, but none have managed to last as long as the Sumitomo ones,” Glynn-Roe says.

“They’re also easy to maintain and rarely ever leak, meaning we don’t have

Penrice Quarry has been using Sumitomo drives for more than 18 years.

many breakdowns – all they need is a regular oil change.

“They’re also easily replaced, and it is easy to turn a left-hand drive into a right-hand one or vice versa by simply turning a few arrangements around, which means we don’t have to carry as many spare units in the stores.

The company’s drives are available in a wide range of sizes. Its wide torque range can provide for forces from 24Nm to 736 KNm, while its wide ratio coverage includes 6:1 to 658,503:1.

Robert Proietti, Managing Director of Sumitomo Drive Technologies, says they can provide a gearbox for any application.

“From the smallest of the small for a weigh station, to a multi megawatt conveyor application.”

“We’re driven by the market and carry a significant amount of stock to react to customer demands. We can have a geared motor ready in one to two days and can deliver gearboxes within weeks,” he says.

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CONVEYOR MAINTENANCE

Back in control Svendborg, an Altra Industrial Motion brand, has developed a case that enables its experts to commission conveyor brakes from their desks.

THE COVID-19 PANDEMIC HAS thrown a spanner into Altra Industrial Motions’ maintenance and installation plans across conveyor sites, as new safety restrictions limit who can attend a site.

This created a conundrum for Altra Motion which would typically support its customers with face-toface commissioning.The company’s Svendborg Brakes experts ensure the company provides the best service quality possible.

COVID-19 and mobility restrictions threatened this capability, which is why it developed the Universal Control Case (UCCase). The case is a smart technology service tool that enables the remote monitoring of product performance and can help provide insights for maintenance assessment.

Importantly, it allows remote support on standard and SOBO Svendborg Brakes during commissioning and service.

Christoffer Bjerremand, Project Manager for the Svendborg Brakes UCCase, says the case is simple to hook up, requires no training and can be done

The UCCase is compact and can support high-quality brake commissioning.

by following instructions in the manual.

“We can send the case to a customer; they connect it to the SOBO PLC and use their phone to connect it to the internet,” he says.

“From there, the sensor sends signals to the cloud, and our team of specialists can take over, using complex algorithms to troubleshoot any faults in the system.”

Altra Motion Australia’s experts,

Experts can use the UCCase to diagnose brake system behaviour with analytical models.

32 І Australian Bulk Handling Review: November/December 2021

through the UCCase, can diagnose brake system behaviour with analytical models, which they can use to provide advice on which actions to take to prevent a malfunction.

It has already proved immensely useful. For example, in 2020, a customer in Belarus needed support for commissioning. However, due to COVID-19 restrictions and political instability, it wasn’t easy to arrange for a technician to visit the site.

Bjerremand says the project was extensive and couldn’t afford to wait, so Svendborg sent the UCCase.

“Instead of our technician being there, he was at his desk while the customer’s onsite technician used the case to give us remote access.”

The technology has been designed to be backwards compatible and can even work with SOBO units that are decades old.

A drilling ship had a 20-year-old SOBO system that needed planned maintenance at a harbour in Italy.

Unfortunately, the customer uninstalled the old system, and a technician was supposed to arrive onsite to reinstall a new one.

Bjerremand says any drillship in downtime is a costly exercise and should be avoided.

“During COVID, we could not travel but it was only going to be in port for only so long. So, because we only had a short window of time to act, we hired out the UCCase for one of their service technicians to operate,” he says.

“Our engineer stayed in close connection with the customer’s local service technician and was able to remotely monitor the situation and guide him onsite to reinstall the old SOBO. “The data from the UCCase showed that the valves of the hydraulic unit were worn out and needed replacing.”

After the successful remote service check-up, the customer replaced its SOBO system with the latest IQ version. This version can be permanently connected to a Svendborg Brakes cloud, making it possible to constantly measure the behaviour

of the brake system and avoid unexpected downtime.

Svendborg Brakes plans to continue developing the case and adding new functionalities, such as an integrated computer running a local cloud. This would allow the case to function independently from the internet in

areas such as mine shafts with a poor internet connection.

Altra Industrial Motion’s UCCases are available and ready to support this remote IIOT technology to Australian and Oceanic customers for commissioning, predictive and preventative maintenance.

Svendborg’s SOBO IQ system The SOBO IQ is a closed loop-controlled system that gives operators constant stopping times and distances.

It acts on the gear drives, applying a torque based on the stopping time irrespective of the loads on the conveyor to stop it in a controlled manner.

Using a speed reference signal taken from the coupling bolts and a pressure feedback loop, the SOBO IQ can accurately predict what the braking system needs to stop the conveyor.

Stopping too hard can cause the material to spill or damage to the belt itself, often one of the most expensive pieces of equipment. The SOBO avoids potential flowon effects, such as blocked chute overflows and gives operators greater control over how the equipment will work.

The SOBO control system has a backup that will kick in even if there is a complete loss of power resulting in a safe controlled stop.

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CONVEYOR MAINTENANCE

ESS engineers conveyor maintenance collaboration Unscheduled belt repairs can cause major headaches for miners, which is why ESS collaborates with clients when it comes to maintenance.

CONVEYOR BELTS ARE AMONG THE most expensive assets in a mining operation. Apart from the actual cost of purchasing, installing and maintaining the conveyor belts, they are also critical for ensuring the mines meet their production and shipping deadlines.

Unscheduled belt repairs or replacements can sometimes last days, causing considerable delays in the mine’s operations.

Many sites use conveyor belt accessories like belt cleaners, sealing and support systems, belt tracking and flow aids to increase the sites safety, productivity and conformance with environmental regulations.

These products and solutions also extend the life of conveyor parts and extend the life of the belt.

However, inspection and service of these products during planned maintenance periods or conveyor shutdowns are often overlooked.

Without correct and regular service, conveyor accessories are less efficient.

There is a risk the equipment will fail, causing thousands of dollars in clean-up costs, new equipment purchased and, in the worst case, replacing the belt.

Inexperienced maintenance crews may incorrectly service machinery or fail to identify issues with conveyor belt accessories during shutdowns or conveyor belt inspections while the belt is running.

As with any type of potentially hazardous equipment, only workers who have been properly trained should be allowed to work with conveyors.

During any maintenance routine, the conveyor system needs to be offline and locked out. It’s also important to have an

Without correct and regular service, conveyor accessories are less efficient.

emergency plan in place, with one worker on standby to assist the worker inside a confined space.

ESS Managing Director Bob Law says the company doesn’t just sell a product and walk away.

“We want our clients to experience long term benefits for their plant’s efficiency and personnel safety,” Law says.

ESS’ experienced service technicians install, monitor, and maintain conveyor accessories. The company also collaborates with the site to inspect the conveyor structure, conveyor accessories, and belt condition to produce a condition report and maintenance plan actioned by plant staff, contracting companies, or ESS technicians.

“We can either go and maintain the equipment for them or, if the client prefers, train and certify their maintenance personnel or site contractors to maintain ESS equipment on an ongoing basis,” Law says.

Many mines are also starting to use a predictive maintenance strategy to mitigate unplanned downtime and

ESS Engineering can collaborate shutdown planners to help determine the condition of newly installed equipment.

enhance operational efficiency. ESS Engineering can collaborate with a mine site’s shutdown planners to help determine the condition of newly installed and in-service equipment to predict when maintenance should be performed.

This approach promises cost savings over routine or time-based preventive maintenance because tasks are performed only when warranted.

ESS offers a range of flexible maintenance, monitoring and training services to ensure optimum performance from the plants conveying systems.

Australian Bulk Handling Review: November/December 2021 І 35

CONVEYOR MAINTENANCE

Common causes for conveyor maintenance Troy Skippings, All Rubber’s Bunbury Area Manager, tells ABHR about some of the common problems plaguing conveyor systems, and what can be done to stop them.

TROY SKIPPINGS HAS BEEN SPLICING belts for around 15 years.

During that time, he’s seen how the bulk handling industry, particularly in Western Australia’s south has developed.

One of the biggest problems he has seen companies deal with is mistracking and belt slippage.

“Mistracking can cause serious damage to the belt and the surrounding

plant. I’ve seen conveyors that have cut through the metal structure around it – the belt being under tension whilst running, can slice through steel,” he says.

“As far as damage to the belt goes, it can delaminate the belt carcass and covers or tear or damage the splice, which can lead to total belt failure.”

Skippings is the Area Manager for conveyor belting specialist, All Rubber.

For the past 10 years, he’s been in a

A conveyor belt can cut through steel if not properly maintained.

36 І Australian Bulk Handling Review: November/December 2021

managerial role at the company, helping to manage branches, support fly-in fly-out crew and runs the Bunbury, WA branch.

He says another major problem that has been appearing recently is a lack of upkeep of the overall conveyor system, including components such as rollers and scrapers.

“It’s hard to pinpoint the exact causes, but in the areas I work around, a lot can be attributed to a focus on more production as well as a lack of routine maintenance,” he says.

“There’s a lot more demand for higher outputs, but many systems aren’t being upgraded to sustain this. I’ve seen 200 tonne/hr systems now handling 400 tonnes/hr without anything but the motor speed changing.

“With COVID, there’s now also been issues with a lack of personnel in the industry, which makes it harder to source people to schedule shutdowns and prioritise maintenance.”

Worn down equipment can have devastating flow on effects for the rest of a system. If a roller seizes, it can act almost like a knife edge for the belt running on top of it, significantly damaging one of the most expensive parts of the system.

Additionally, if scrapers aren’t performing as intended, they can put additional pressure on the drive, as more carryback is experienced.

The point where a small problem can escalate into a major one is also highly variable. Skippings says there have been some belts that have had larger cracks in them that have lasted half a year and others that have had a small nick that grew rapidly in just half a day.

Catching these problems early is critical, and is part of All Rubber’s service offering. The company has a team of

Troy Skippings, All Rubber Area Manager.

fully trained and experienced specialists that have all the necessary equipment to inspect and repair conveyors.

All Rubber can help with all types of breakdowns, from small belt repairs and replacements to large shutdowns and belt change-outs. It is equipped with enough resources to service multiple sites at the same time, 24 hours a day and seven days a week.

Regular checks and maintenance

1800 689 433

work is a core part of this offering, and aims to prolong the service life of the machinery. Skippings says All Rubber’s technicians can help reduce the likelihood of a breakdown significantly, so that customers can run their businesses smoothly with no unforeseen hiccups early intervention is key.

Steve Cross, Reliability Supervisor at chemical supplier CSBP says the team at All Rubber helped solve issues the company was having with a conveyor belt in its Fertiliser Super Manufacturing Plant.

“The super phosphate we were conveying is extremely abrasive and was wearing our conveyor belt so much that it was being replaced on a monthly basis,” he says.

“The team at All Rubber came up with a solution and advised us to use their Eagle Maxx Tuff belt with extra CU compound. Now the belt lasts over 12 months or more, which is a huge cost saving to CSBP. They are a very customer focused group, and I would recommend

them to any client.”

Skippings says providing a fast response time is critical for companies in the bulk handling sector.

“In a breakdown situation, when a belt goes down, a plant goes down,” he says.

“The sooner we get there, the better.”

To provide rapid response capabilities, the company has nine branches located throughout Western Australia. This allows teams to quickly get to sites and helps to build a relationship with the staff there.

A lot of focus goes into this local support, which All Rubber prides itself on.

Skippings says it allows the team to know what customers need, making it easier for all involved.

“We’re going to keep growing stronger and cement our footprint in the bottom half of Western Australia,” he says.

“There’s lots of exciting times ahead, as we’re pushing into more rubber lining products and have recently established new branches in Geraldton and Kalgoorlie to support the region.”

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MAINTENANCE

talk

Maintaining belt conveyors STEVE DAVIS In his regular BULKtalk column, Steve Davis considers the basics of bulk handling that sites often struggle with.

Steve has worked in bulk handling for 30 years, for both resource companies and professional engineering firms, in Australia, South Africa, the Middle East and Canada.

His experience encompasses such commodities as iron ore, coal, potash, phosphates, petcoke, sulphur, sands and grain.

In the September edition of ABHR, Steve Davis considered the many different types of condition monitoring equipment for conveyors. In this edition of BULKtalk, he examines how the industry can make conveyors more maintainable.

CONDITION MONITORING SYSTEMS can be installed on existing conveyors to observe, predict, and indicate potential equipment failures.

Predictive maintenance and planned repair are possible and provide the opportunity to get the best possible productivity from these machines.

So far, the only automated online replacement is for idler rolls.

This technology seems to be a real possibility, but there are limitations and from review will likely be most effective if the conveyor system is designed specifically to match the replacement method.

In most situations, idlers and all other components will need to be replaced using traditional manual methods. Although some components have been known to last for many years, this is not the norm. Most conveyors will need to be regularly shut down to allow Covers bolted in place no access to idlers.

38 І Australian Bulk Handling Review: November/December 2021

component change.

The prime consideration should be safety and environment.

This results from a combination of initial design and work processes.

The better the initial design, the easier the work processes and generally quicker repairs can be made, costing less, and getting conveyors back in service quickly.

Unfortunately, I still see many new conveyor designs that have scant consideration for maintenance. Is this because knowledgeable Operational Readiness (OR) and maintenance personnel are not engaged early enough or do not have sufficient authority? Is it because the concepts are not embedded in the projects from the onset and require additional time and engineering budget to change when identified in workshops? We are certainly improving but there is a long way to go. Rotability of components, especially in chutes, seems to be widespread but having a rotable component that is unsafe or very difficult to exchange is an incomplete concept. Given that shutdown time is always premium time, additional pressure from complex methods and poor access and extended time increases the likelihood of accidents.

As examples: • We can monitor the condition of conveyor pulley bearings such that planned change is implemented before failure, but

•

long after a scheduled change based on operating hours.

- If the plan is to change bearing in-situ and there is poor man access needing scaffold, no consideration of how to remove the bearing, no spare bearing in the spares list we may have an extended and potentially unsafe and expensive bearing change.

- If the plan is to rotate the entire pulley for shop repair, and design of the conveyor requires that the belt be cut, structure be modified and complete disassembly of a chute using a large mobile crane due to poor site access, is a four-day outage and an unnecessary resplice or two a good result?

We can monitor idlers and identify when to change rather than waiting for failure. Idler change should be relatively fast with conveyor matched to a good belt lifter and easy access.

- Idler change is more complex and time consuming if there is poor access, if roof/cover panels must be removed and the stringer section and arrangement doesn’t match any available belt lifter. The need for additional time and equipment can delay change until roll failure occurs and beyond to where belt damage occurs, and the benefit of monitoring has been lost.

•

Rotable sectional chutes are more common in new design, however they are sometimes poorly considered.

Most chutes are semi-vertical, and this dictates a series of stacked chute sections.

- Each section must be removable relatively easily. Chute sections with heavy liners might weigh several tonnes and need to be moved horizontally before being craned onto a flatbed. How will it be rigged, where will the crane and flatbed be stationed, and is the size of crane available?

- Does the structure have clearances for access without being dismantled?

Is the structure designed for rigging as required and with rated lifting points, rails and rollers etc. Some loads will be eccentric compared to normal operating loads.

- What must be removed for rotability? Skirts, cleaners, sprays, pipework, electrical cables etc. Many rotable chutes acquire cable trays and pipes as these are added in the detail design or during construction.

Anything that must be removed adds time and risk.

Are we able to change conveyor design to a more practical approach that would see safer, operable, and maintainable systems? Is the current methodology of basing new design on much of current designs still acceptable? Can we integrate provision for good protection, excellent access, and real maintenance consideration from the onset rather than amending and adding as we progress through the various workshops and run out of time and money to make changes?

Should we engage fully and early with the customer and OR team to understand what can be supplied to assist with operations and maintenance, and what is required, perhaps a menu of options for inclusion in the design basis? Should we update our base concepts for conveyor design to focus on safety and O&M, remembering that we design once (with a few iterations), install once, but the system must be operated and maintained 24/7 for 20 plus years? We have been re-iterating ‘conventional’ designs for many years with minor changes; can we do better?

No access to chute liners, inspection hatch or instruments.

The approach taken on a recent large iron ore project in WA was a significant improvement on previous projects in the same group. The design team was fully integrated with the customers team. The OR team was on board at the start. Every aspect of the project was reviewed for operation and maintenance access and many good things were incorporated. Is this happening elsewhere perhaps?

Early in the conveyor design we should be considering at least the key safety and O&M aspects that are required.

These issues are all common to all conveyors and should be fundamental to designs. Involve personnel that understand maintenance. For example: •

•

•

•

• • •

suppressing dust and can structural surfaces be orientated to shed accumulation?

As design progresses, we should be looking in more detail at the finer points, for example: • Check that all components are still accessible and removable as above.

• Have structures designed for best access and to allow for removal of components.

•

What is the minimum access for people, what size cranes will be available, what are the maximum individual weights that can be lifted with available cranes?

What guarding system will be used, will it be perimeter style or close, will it be a maintenance free plastic system or angle and mesh? How will they be removed and stored?

What allowances and access are required to maintain and replace the key items that keep a conveyor functional in the safest and simplest manner; cleaners, skirts, wear liners, chutes, idler rolls, pulley bearings, pulleys, belts, drives, lubrication. If simple solutions are not possible for some reason, what is the fall-back option?

What systems are to be used to monitor condition and how will they be installed?

How will cables be run and where will racks be located?

Are there too many bolts holding flanges together? Is it possible to safely access all bolts and nuts? Is it possible to turn the bolts and nuts with standard tooling?

• Are all maintenance points safely accessible, especially for regular online access? Can all local instruments and controls be accessed safely.

Scaffold may be safe, but it is expensive and adds significant time to maintenance. Elevating platforms may be acceptable but must be available and have safe access to the location.

20 years ago, in another country, one of the major conveyor manufacturers supplied me with a conveyor system that included a detailed set of drawings and a manual that covered all main maintenance stages. Every pulley on the system had a detailed methodology for removal without cutting the belt. This was standard with supply.

More recently, also in another country, another of the major suppliers has gone further and animated the maintenance needed in a large conveyor system. The methodology is clearly shown in 3D. On another overseas project, the how to maintain design was clear from the onset.

What will be standardised across the site?

What environmental management methods are to be used? Do we still rely on crude water sprays for

I would like to see this type of maintenance attention more available in Australia, including incorporation of more of the excellent safety and condition monitoring systems we have available.

Australian Bulk Handling Review: November/December 2021 І 39

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GRAIN HANDLING The Accredited Grain Surveyor Assurance Scheme is being proposed and should be in force in early 2022.

Surveying the surveyors New regulations are being proposed to protect Australian grain exports from contamination. ABHR speaks with Susan Hull, CEO of Australasian Institute of Marine Surveyors to learn more.

IF AUSTRALIAN GRAIN BECOMES infested or contaminated while onboard a bulk vessel, there could be dire consequences for the country’s exports, market access and reputation.

This is why, prior to 2008, marine surveyors performing empty bulk vessel inspections needed to be independent from the shipping process and hold a Certificate of Competency as a Master Class 1 (Unrestricted), and have undertaken 10 grain ship surveys under the supervision of a qualified marine surveyor.

During that time, the Australian Wheat Board (AWB), Department of Agriculture, Water and the Environment (DAWE) and the Australasian Institute of Marine Surveyors (AIMS) believed there were sufficient numbers of Master Mariners coming ashore to satisfy the ongoing numbers of surveyors required to meet export demands.

When the AWB was disbanded in 2008, the AIMS took control of what was known as the Accredited Grain Surveyors list. For a while, everything was business as usual, and any marine surveyor could apply to have their name on the list, but cracks were beginning to form.

Susan Hull, CEO of Australasian Institute of Marine Surveyors, says in 2018, AIMS began to receive complaints from surveyors.

“We began to hear about conflicts

of interest from shipping agents hiring their own surveyors, a clear reduction in dependence,” she says.

“We went out to everyone on the list, asking them to provide us with their qualifications for review, and subsequently finding that a number of these qualifications were fraudulent.”

This put Australian exports at risk of becoming contaminated, turned back or refused. Complaints were beginning to roll in, with some surveyors reporting to have finished a five-hold inspection in just 45 minutes.

Several of the marine surveyors were also acting as Authorised Officers (AO), meaning there were some situations where a shipper, only one step removed from the process had their own inhouse surveyor and AO. “When we were going through the record of surveyors who had done their 10 ships, we also found that a certain percentage of them had carried out these surveys in a period of 10 – 30 days,” Hull says.

“Logistically, it’s highly unlikely that you’d be able to do that – you might be able to get 10 grain ships in a short period of time in a bumper season but it would be pretty hard to do. The objective is to gain good experience in the survey side of things and while you might get 10 good ships in a row, or 10 that would

42 І Australian Bulk Handling Review: November/December 2021

be easy to issue a failure notice for, it’s the borderline ones that are critical to inspect and this is why the rules were put in place.”

By 2019, complaints to the AIMS had more than doubled and due to the severity of the concerns raised, ongoing discussions with the DAWE began. Of particular concern was the potential for an Australian grain shipment to be scrutinised publicly or refused by the buyer.

In light of the ongoing reports of noncompliant practices by authorised officers and marine surveyors, the Accredited Grain Surveyor Assurance (AGSA) Scheme is being proposed and should be established and in force in early 2022.

The AGSA Scheme will provide assurances that marine surveyors performing empty bulk vessels surveys are qualified, experienced and performing these activities in accordance with the provisions of the Plant Rules.

It is proposed that the AGSA scheme will see The AIMS as the administrator of the scheme, with high level oversight by the DAWE and that a deed of agreement and contract will be reached with department and the AIMS. A new list will be generated through the scheme and a formal accreditation process for marine surveyors to ensure that only accredited surveyors may perform bulk vessel surveys. The list of

names (and, where appropriate, contact information) will be publicly available through a single source of truth to support the appointment of surveyors

by Australian exporters, the shipping industry, and authorised officers.

Under the new rules, it is expected the accredited grain surveyors will need to: • Hold or have held a Master Class 1 (Unrestricted) Certificate, or a Master Grade Certificate of Competency; and served a period of not less than six months on a bulk carrier in the capacity of chief officer OR • Hold an Advanced Diploma of Maritime Operations (Master Unlimited); and • six months on a bulk carrier in the capacity of Chief Officer OR •

Hold a Diploma or Advanced Diploma of Marine Surveying with the modules for dry bulk cargo and grain operations; and

Design

• three years’ experience as a surveyor OR • Hold a Diploma of Maritime Operations (Watchkeeper Deck) with modules for dry bulk cargo and grain operations; and • three years’ experience as marine surveyor The 10 initial bulk vessel surveys will still remain in place and these must be carried out by the new surveyor ‘under training’ with an already accredited marine surveyor.

Hull says the broader qualification requirements will remove barriers to entry and provide peace of mind for farmers to rely on surveyors to act professionally and ethically. Without this assurance, the risks to the grain industry are great.

It’s not a question of if it will happen says Hull it’s a question of when and in the current volatile trade market it’s a risk we just cannot take.

“What I would really like to see is other Government regulators doing more

Engineering

of what the Department of Agriculture are doing which is working more closely with peak industry bodies,” she says. They have acknowledged the risks and have been pro-active in reinstating sensible controls.

“In my opinion, when Government regulators get involved in matters outside of their mandate and start ‘accrediting’ or ‘licensing’ individuals, the result, more often than not, is a drop in standards.

This doesn’t bode well for any part of the industry at all” “The Governments role is to develop and introduce sensible regulations and policy and to work closely with and collaborate with peak industry bodies.

They should leave the accreditation of professionals across all sectors of the industry to the peak bodies who have the expertise and infrastructure to set, maintain and monitor the professional standards of their members.”

At the time of writing, the Deed of Contract is expected to be finalised and signed in early 2022.

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GRAIN HANDLING Vortex designs its systems to keep dust limited and can customise its products to fit the application.

Vortex Global weathers the storm Grain can be highly abrasive and releases explosive dusts when handled. Laurence Millington, Managing Director of Vortex Global explains how the company’s equipment excels in this environment.

DEPENDING ON HOW IT IS CONVEYED, grain can naturally wear equipment away with its highly abrasive nature.

As equipment wears, its service life shortens, maintenance requirements increase, and potential profits are cut into.

Laurence Millington, Managing Director of Vortex Global, says providing robust equipment – whether it is manual or pneumatic – is core to the company’s values.

“When it comes to grain handling, abrasion is one of the major issues, which is why we use a carbon steel material and other materials with abrasion resistance to ensure equipment continues to function.”

This abrasion resistance provides Vortex equipment with significantly longer lifespans. In 1996, the company

worked with an animal health company called Alltech in Kentucky, in the United States.

Vortex installed its roller gates at Alltech’s facility, and have required minimal maintenance, other than the replacement of a set of bonnet seals on one of the gates.

“After 24 years of service, we needed to pull one of the gates as it began leaking around the seal,” says Robert Stuart, Maintenance & Facilities Manager at Alltech.

“After dismantling the valve, we were awestruck on how well it looked and held up over the past 24 years as our products are abrasive and have severely worn down many other pieces of equipment over the years.”

The Vortex Roller Gate is designed with several replaceable parts, including blade, clevis, internal seals

“After dismantling the valve, we were awestruck on how well it looked and held up over the past 24 years...”

The Vortex Roller Gate is designed with several replaceable parts, allowing them to remain in service for decades.

44 І Australian Bulk Handling Review: November/December 2021

and retainers, actuator, position indication switches, and more. If a slide gate is maintained and operated as recommended, these mechanisms should be the only wear parts. In many cases, this maintenance-friendly design has allowed Vortex slide gates to remain in service for many years – and sometimes, even decades.

“When I joined the company around 12 years ago, there was an understanding that machinery needed not only to be easy to install, but easily maintained as well,” he says.

Handling grain also produces explosive dust, which can have disastrous consequences if not properly managed.

For that reason, Vortex Global ensure all of its equipment is ATEX and IECEx rated.

Millington says dust doesn’t only pose a risk from explosions.

“Dust migrating on a worksite can build-up, creating hazardous areas in a plant,” he says.

“It can also migrate away in a loading system, potentially causing issues for the nearby environment or neighbours.”

Vortex designs its systems to keep dust limited and can customise its products to fit the application.

Millington says Vortex can provide additional support and maintenance through its local representative, the Brolton Group.

“We offer full sets of spares, fast shipping processes and stay easily contactable to answer any questions,” he says.

“With COVID-19, we can’t visit sites as much as we’d like to, but can still provide support online.”

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Bulk materials handling berths The increasing level of mineral exports from Australia has created a strain on existing export facilities, resulting in the need for upgrades. Richard Morgan, Director at Aspec Engineering, examines the issues associated with shiploader and berth configuration for new and existing marine terminals.

LARGER BULK MATERIALS CARRIER of sizes up to 360,000DWT are now in service, however many existing ports can only handle vessels up to a maximum of 220,000DWT. There will be a need for new berths to be designed for these vessels, and there are continuing pressures on existing terminals to accept larger ships.

As well as the need for new facilities, many installations are at the end of their original nominal design life. In normal circumstances, the owners would carry out a mid-life refurbishment to allow the life of their facilities to be extended.

However, due to the strong demand for commodity exports and high prices, downtime is critical.

Design of berths for the loading of bulk materials is a challenging exercise due to factors such as the following: •

Configuration of wharf structure to accommodate vessel type, width, length and draft, tidal range, movement of vessel in waves, and vessel keel clearance; • Configuration of the shiploading equipment; • Effects of waves, wind and earthquake; • Difficult and uncertain foundation conditions; • Difficulty of construction over water; and • Need to tie in with existing facilities.

In addition, many existing facilities are being stretched beyond their original design envelopes due to larger ship sizes and capacity upgrades.

Therefore, there is a need to retrofit the facilities to safely cater for the changed parameters.

Ship characteristics Dead weight tonnage, or “DWT”, is the commonly used designation for the size of ships for transport of bulk

materials. DWT is the total carrying capacity and includes the cargo and consumables such as fuel and water.

Bulk carriers fit into broad classes based on DWT and other dimensions.

Post Panamax

Handysize

Capesize

Handysize usually refers to a dry bulk vessel between 15,000-35,000DWT. Handysize ships are very flexible because their size allows them to enter smaller ports, and in most cases they are ‘geared’, i.e. fitted with cranes, which means that they can load and discharge cargoes at ports which lack cranes or other cargo

Capesize cargo ships were originally too large to transit the Suez Canal. To travel between oceans, such vessels once had to pass either the Cape of Good Hope or Cape Horn. Capesize vessels are typically above 150,000DWT. A standard Capesize bulker is around 175,000DWT, although larger ships up to 220,000DWT are commonly in use for coal and iron ore. Almost without exception, Capesize

handling systems.

The most common industry-standard specification for Handysize is now around 32,000DWT on a summer draft of about 10 metres, and features five cargo holds, with four 30 metric tonne cranes for cargo handling.

Handymax Handymax is a term for a bulk carrier, typically between 35,000 and 60,000DWT, and larger than Handysize vessels. Modern Handymax designs are typically 52,00058,000DWT in size, have five cargo holds, and four cranes of 30 tonnes lifting capacity.

Panamax Panamax ships are the largest ships that can pass through the Panama Canal and are typically 65,00080,000DWT. The size is limited by the dimensions of the lock chambers and the depth of the water in the canal.

Their dimensions are as follows: length: 294.13m; beam (width): 32.31m; and draft: 12.04m. The majority of Panamax vessels are not equipped with ships’ cranes i.e. they are “ungeared”.

46 І Australian Bulk Handling Review: November/December 2021

The Panama Canal can handle vessels of larger capacity, following an expansion project, of up to 426.72m long, 54.86m wide, with a draft of 18.29m.

vessels are “ungeared”.

Chinamax Chinamax are the world’s largest ore carriers, built to export iron ore to China and Europe with a capacity in the order of 350,000 to 400,000DWT. Generally speaking, there is a trend that larger vessels result in a more economic freight rate. Larger vessels, although more expensive to build, have significant efficiencies of scale in terms of operating and labour cost per tonne of cargo. This trend is more pronounced on longer voyages. Smaller vessels remain economic for either smaller volumes of cargo or shorter sailing distances.

Other factors to be considered in determining the size of vessel to be selected include: • The draft available at loading and inloading ports and along planned sailing routes; • The volume of cargo that is to be handled annually; • The stockpile capacities at the loading and discharge ports; • The capacity of loading/unloading equipments at the loading/unloading ports;

Typical shiploader movements for first pass.

•

The sailing distance between loading and unloading port; • Availability of other customers requiring compatible cargos that can be aggregated to allow a larger vessel to be used; and • Availability of other cargoes near the discharge port that can be carried as backloading on the return voyage.

To produce an efficient bulk transport operation, the selection of the ship size must be considered as part of the total system, which includes the materials handling and marine facilities at both the loading and discharge ports, and the availability of other cargoes that may be handled as part loads or backloads.

Loading of ships As ships need to be loaded in a specific sequence so as to not overstress the hull, the shiploader movement tends to concentrate near the centre of the holds. A typical loading sequence for first pass filling of holds is shown in Figure 1. Usually two passes per hold will be required to fill a bulk carrier of the type used for iron ore.

On this basis, around a figure of 100 shiploader movements per million tonnes is considered a suitable value to use for shiploader movements over the centre part of the wharf.

As demonstrated in Figure 1, the shiploader movements drop off away from the centre of the ship.

Shiploader selection Determination of a suitable configuration of machine and performance parameters such as outreach, throughput rate, utilisation, design life, etc, is intimately linked to the business objectives and process/ quality requirements for the materials being handled. Futures trends in business and shipping are also important. Allowance for flexibility and

responsiveness to the market may also need to be considered in the equipment selection and specification.

The length of the berth is determined by the largest ship expected and to a lesser extent by the type of shiploader selected. In the case of a long travelling shiploader, the travel length (and berth length) should be at least equal to the distance between extreme hatches on the largest ship using the berth to avoid the need to move the ship along the berth (termed warping).

The use of radial loaders or linear loaders can lead to a reduction in berth length. Both linear and radial type shiploaders pivot about a central point, the former having a longitudinal runway beam adjacent to the berth and the latter having a quadrant beam on a radius.

Single shiploaders of this type are limited to ships of maximum size 100,000DWT and 65,000DWT respectively. For larger ships a long travelling type shiploader or dual quadrant (radial) shiploader system is required.

A major advantage of linear and radial type shiploaders is the ability to minimise dust and spillage as the transfer from the approach conveyor system to the shiploaders is at a single point, whereas a long travelling shiploader requires wharf conveyor and tripper which increases the potential for dust and spillage.

A variation of the long travelling shiploader is the long travelling slewing shiploader. This has the advantage that it requires a shorter wharf rail length as the shiploaders can slew to cover the end bow and stern hatches. This type of shiploader can also allow ships to be loaded on each side of the berth, allowing for layout efficiencies. However, this is usually only suitable where larger clear deck ships are used and the product range being loaded is limited.

Long travelling shiploaders with narrow wheelbase up to approximately

20 metres often have a portal gantry structure spanning the rails and a fixed boom gantry set at 90 degrees to the rail track. The boom conveyor shiploading chute shuttles in and out to load the hatches and due to geometry, there are limitations on the length of inboard travel of the shuttle. The shuttle mechanism may vary the length of the boom or the boom may be of fixed length with the shuttle within the boom.

Bridge shiploaders may be long travelling, radial or linear types. These shiploaders tend to be large and relatively heavy compared to portal gantry and portal slewing types. Metal fatigue in the bridge girder and at the boom head due to chute rotations is a common issue with this type of shiploader. For the long travelling bridge type, skew control is very important to avoid derailment or other major damage.

Shiploader specifications The standard method for procuring bulk materials handling machines is a design and construct contract.

The specification covers design, material and quality requirements for manufacture and installation, commissioning and handover to operations, provision of spare parts and requirements for ongoing maintenance. The specification needs to ensure that the configuration and performance parameters upon which the requirements for the machine were determined can be realistically met in practice.

Australian Standard AS4324.1 was introduced in 1995 in response to a number of failures of bulk materials handling machines. It specifies requirements and design loads for rail mounted machine structures. AS4324.1 refers to AS1170.2 for wind loads, AS3990 for permissible stress steel design, and AS4100 for limit states steel design.

Australian Bulk Handling Review: November/December 2021 І 47

BERTHS

Reaction Force (kN) 4th order Design audit AS4324.1 Appendix K gives guidance for design auditing and certification by an independent third party engineering consultant. This may be by means of independent calculations or by checking and reviewing the original design calculations and computer analysis. Independent calculations are the preferred method. In conjunction with the design audit, it is desirable to hold one or more facilitated workshops with key staff from the designer, operator, maintainer and auditengineering consultant present.

The audit engineer should be engaged before the specification for the machine is finalised to allow for a review prior to issue. Involvement of the audit engineer by the client in the tender review process is also desirable.

Berth layout Berthing and mooring forces are generally the critical loads for design of berthing and mooring dolphins.

In offshore terminals, dolphins have different functional requirements to the deck and supporting elements for shiploaders and usually exist as separate structures in their own right.

Mooring dolphins are usually isolated structures supporting quick release mooring hooks with access provided by catwalks. Berthing dolphins are generally flexible structures designed to absorb the energy of ship berthing by deflection in addition to absorption by rubber fendering systems on their faces.

Ships of sizes considered generally require four mooring dolphins for each berth. Each dolphin must be designed for line pulls of up to 3000kN from several lines. Berthing dolphins attract loads of similar magnitude perpendicular to the berth for working load cases and shear along the berth due to sliding on the fender face. They should be designed to yield in extreme overload cases so as not to cause damage to the ship, particularly those with hazardous cargoes.

Marine fenders and mooring systems Marine fendering systems are necessary to absorb the energy of the moving ship as it berths at the wharf and thus protect the supporting wharf structure

Energy Absorption (kNm) integration 15000

10000

5000

0 0.00% 20.00% 40.00% 60.00% 80.00% Fender curves.

from damage. Mooring systems hold the vessel securely at the berth. If a ship undergoes excessive movements on its mooring lines, the fenders are required to prevent damage to both the ship and the wharf. Damage to the fendering system and the supporting wharf can occur when they are overloaded due to excessive ship impacts caused by berthing accidents or when ships larger than the system design capacity berth at the wharf.

They can also suffer damage due to vessels which undergo excessive movement on their mooring lines or due to direct mechanical damage caused by protrusions from the vessel’s hull. Modern fender units utilise sophisticated shapes and rubber compounds which enable the units to efficiently absorb relatively large amounts of energy. This is where modern fenders differ significantly from older fender designs.

When selecting a fendering and mooring system, several factors need to be considered. These include the size and tonnage range of the ships using the facility, the tidal range, and whether the facility is for unloading full ships or loading empty ships. For an exposed berth, the range of sea conditions must also be considered. At exposed berths, the effects of waves, currents and winds can cause a moored ship to undergo movements on its mooring lines, and the fendering system has to be designed to be compatible with the arrangement of lines, bollards, quick release hooks and support structures

48 І Australian Bulk Handling Review: November/December 2021

which form the mooring system.

Fendering and mooring systems represent a significant capital expenditure and their continued performance can be critical in determining the safety, whole of life costs, and production capacity of a marine facility.

Fender design Fenders protect the berthing structure against ship impact. Theories have been developed to calculate the expected berthing energy, resulting from the mass and berthing velocity/angle of the ship. The berthing energy normally governs the fender design and depends mainly on: • The mass of the ship; • The berthing velocity of the ship, varying between 0.10m and 0.20m/ second; • The berthing angle, usually not more than 10 degrees; and • The eccentricity of the ship towards the first point of contact with the berth which would ideally be at a quarter of the total ship’s length, but can vary.

The installation level of the fender will be governed by the smallest ships so the freeboard at lowest water should still be able to have proper and adequate contact with the fender. The main function of frontal frames in front of the fenders is to distribute the fender reaction force over the hull of the ship to achieve a hull pressure of around 20 tonnes per square metre. They have a low friction surface to avoid rubbing forces in longitudinal

as well as vertical directions, due to the movements of the ship.

Rubber fenders are available in different rubber qualities. By selecting a softer, but larger-sized fender, the fender reaction force can be reduced.

Consequently, by selecting a more efficient fender, savings can be made in the costs of the dolphin structure resulting in a more economical structure.

The most common type of fender achieves the maximum reaction early in the deflection range, then exhibits a buckling action with a fairly constant reaction until it reaches the end of its range at which stage the reaction increases rapidly. It is therefore important to size the fender to within the working range.

Cell fenders These consist of large rubber cylinders, placed perpendicular on the quay face, combined with a large front panel.

Although smaller units are available, their normal range is from 1000 millimetres to 3000 millimetres with

energy absorption from 20 tonne-metre to maximum 400 tonne-metre each.

Cone fenders They are similar to cell fenders but the rubber cylinder is tapered. The cone shape gives a better performance during angled berthing. The largest size is 2000 millimetres in height, which can have energy absorption between 300 and 500 tonne-metre depending on the rubber grade.

Mooring lines The proper mooring of a ship not only requires the ship to stay at berth, but also to maintain position, within certain limits. For terminals that have separate mooring dolphins, the mooring quick release hooks will ideally be more than 35 metres away from the side of the ship. This will require access walkways (catwalks) or alternatively line boats to access the mooring points.

• Stern and head lines are the mooring

•

•

lines at front and stern, to be placed as far away as possible, preferably at least 45 degree angles to the quay line.

Aft and forward breast lines come from the same location on the ship but are approximately perpendicular to the quay.

Spring lines come from the ship at approximately quarter length and run nearly parallel to the quay.

Rope guards Mooring lines are usually made out of synthetic materials such as nylon which has high elasticity.

This elasticity has advantages and disadvantages. The main advantage is that in high winds, currents or wave action, excess stress can be spread among several lines. However, if a highly-stressed line does break or part, it causes a dangerous phenomenon called “snapback” which can cause fatal injuries. Rope guards are installed at many berths to provide protection against mooring line breakage.

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FLOW

Important flow properties for reliable flow in processing With surging orders, production faces many challenges to meet market demands. Corin Holmes, Operations Manager, Dr. David Craig, Vice President, and Phuong Ly, Project Engineer at Jenike & Johanson explain how understanding flow properties can provide the solution.

IN MANY GLOBAL INDUSTRIAL processes bulk CORIN HOLMES Corin Holmes is the Operations Manager for Jenike & Johanson Pty Ltd in Perth.

He received his Master’s degree from The University of Greenwich and is passionate about applying the science of bulk solids handling to help people and organisations succeed, especially those in the resources sector.

materials are handled in different forms including, but not limited to, particle size, moisture content, storage at rest and chemical composition.

In some instances, the very process can chemically transform the bulk material and change any or all the aforementioned properties.

Take for example the production of lithium batteries.

While initially this may involve the handling of spodumene rock and associated large particles during the process the rocks are ground and undergo a chemical transformation to extract the fine lithium. When the material is handled as large rocks, ensuring reliable flow will require a certain design.

Following transformation though, achieving reliable flow will require different design aspects to be considered, including the interaction of the gas surrounding the fine particles and its effect on flowability. The design of a system to reliably handle a bulk material needs to understand the actual material handled at the appropriate position within the process. Understanding the material is important whether you are looking to increase throughput, design a new system or process, or handle a new type of material in your system.

Dr. Andrew Jenike developed

50 І Australian Bulk Handling Review: November/December 2021

the science of modern-day bulk material handling technology in the 1960s, and since then it has been widely used by designers responsible to design bulk material storage, handling, and transportation systems. The specific bulk characteristics and properties of a material that affect flow, which can in principle be measured, are known as flow properties. To predict how a material will flow in a given piece of equipment, such as a bin or hopper, you must determine the material’s flow properties at representative handling conditions. These properties can be measured using standard material flow properties testing methods, according to ASTM D6128 [2].

•

Key flow properties of powder The flow properties that are generally of most interest with fine powders are presented below.

These flow properties refer to the behaviour of the bulk material and arise from the collective forces acting on individual particles, such as van derWaals, electrostatic, surface tension, interlocking, friction, etc. [3].

• Cohesive Strength - The consolidation of powder may result in arching and ratholing within transfer equipment. These behaviours are related to the cohesive strength of the powder, which is a function of the applied consolidation pressure. By measuring the required

•

shear force for various vertical loads, a relationship describing the cohesive strength of the powder as a function of the consolidating pressure can be developed [1].

This relationship, known as a flow function, can be analysed to determine the minimum outlet diameters for bins, press hoppers, blender outlets, etc. to prevent arching and ratholing.

Wall Friction - Used in a continuum model, wall friction is expressed as the wall friction angle or coefficient of sliding friction.

The lower the coefficient of sliding friction, the less steep hopper or chute walls need to be for powder to flow along them. This friction coefficient can be measured by sliding a sample of powder in a test cell across a stationary wall surface using a shear tester [1, 2].

This flow property is a function of the powder handled and the wall surface in contact with it. Variations in the material, or the wall surface (type or finish) can have a dramatic effect on the resulting friction coefficient.

Wall friction can be used to determine the hopper angles required to achieve mass flow.

Bulk Density - The bulk density of a given powder is not a single but varies as a function of the consolidating pressure applied to it. In a more complete approach, the

•

degree to which a powder compacts can be measured as a function of the applied pressure [1, 4]. The results are often expressed as a straight line on a log-log plot. In bulk solids literature, the slope of this line is typically called compressibility. The resulting data is used to inform equipment design.

Permeability - Flow rate limitations may occur when handling fine powders, due to the expansion and contraction of voids during flow creating air pressure gradients within the powder bed. The permeability of a powder, or its ability to allow air to pass through it, will have a controlling effect on the discharge rate that can be

achieved. Permeability is measured as a function of bulk density [1].

Permeability values can be used to calculate the time required for fine powders to settle or deaerate in equipment, the discharge rate of a powder from a bin, and to design efficient drying or purging systems.

Flow patterns Understanding the relevant materials’ flow properties will help optimise and improve the treatment processes efficiency by overcoming flow issues.

As occurrences of bulk powder flow issues are strongly affected by the flow pattern during discharge from a bin, it is important to understand the two primary flow patterns that can

In funnel flow, material flows towards the outlet in a channel that is surrounded by stagnant material. When the storage vessel is emptied faster than it is filled, the level of solids within the flow channel drops, causing layers of the solid to slough off the top of the stagnant material and fall into the channel.

develop: funnel flow and mass flow, both shown in Figure 1.

In funnel flow, a first-in last-out flow sequence, an active flow channel forms above the outlet, with nonflowing powder at the periphery. In funnel flow, material flows towards the outlet in a channel that is surrounded by stagnant material. When the storage vessel is emptied faster than it is filled, the level of solids within the flow channel drops, causing layers of the solid to slough off the top of the stagnant material and fall into the channel. With cohesive materials the resulting impact pressures may increase the possibility of arching, but if it is sufficiently cohesive, the sloughing of material will not occur and the channel will empty completely and form a stable rathole – a near vertical cavity that empties out above the bin outlet. Material along the walls is in stagnant zones that usually remain in place. In general, funnel-flow bins are usually suitable only for coarse, freeflowing, non-degrading, and abrasive solids in applications where segregation

Figure 1. Flow patterns.

Australian Bulk Handling Review: November/December 2021 І 51

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Snow avalanche, similar to material flooding.

is unimportant. Funnel flow is generally the default flow pattern when little or no consideration is given to the design of the storage vessel and/or interface.

On the other hand, mass flow occurs when all powder in the bin is in motion during discharging. Powder from both the centre and the periphery moves toward the outlet, resulting in a first-in first-out flow sequence. This eliminates stagnant zones, provides a steady discharge with a consistent bulk density, and yields a flow that is uniform and well controlled. Mass flow bins are usually recommended for applications in which the downstream

process cannot handle a segregated feed and for handling cohesive materials, fine powders, and any material that may degrade with time. A properly designed mass flow hopper must have appropriate geometry that results in a fully active outlet, so a stable arched shaped obstruction cannot form. In short, the materials’ cohesive strength must be considered in determining the correct outlet size to ensure mass flow.

Flow problems To illustrate the significance of cohesive strength, one could imagine squeezing dry sand in one’s hand.

52 І Australian Bulk Handling Review: November/December 2021

Once opened the sand is likely to simply fall away as the cohesive strength is low. Repeat the process with wet sand, however, and it will gain sufficient strength to retain its shape once the hand is opened.

Typically, with most powders, as the moisture content of the material increases so too does cohesive strength; at least until the material is so wet that lubrication or a slurry is achieved.

A dewatering process such as one that includes a filter press takes a slurry material and squeezes out liquid.

Following the press cycle however the

A dewatering process such as one that includes a filter press takes a slurry material and squeezes out liquid.

Following the press cycle however the material may still contain a significant amount of liquid which will affect the materials’ cohesive strength – this is akin to our hand squeeze example. . Temperature change can cause expansion and contraction of particles which can also significantly contribute to increased consolidation and thus increased strength.

External forces such as vibration or storage methods may add to these effects. Each of these factors is a problem by itself, but combining them often compounds flow problems further resulting in cohesive strength increases that make discharge from a bin extremely difficult or impossible.

The potential for these effects can be investigated providing valuable insight into the storage requirements for a powder and whether environmental controls or special handling are needed to avoid potential flow issues. Note that the flow behaviour of the same powder in different applications may be quite dissimilar (e.g. a powder that flows well through a bin may flow poorly after calcination). Other processes such as intercalation and purification may also affect the flow properties of the material and understanding the powder’s flow properties can help predict flow behaviour in existing equipment.

[5]

material may still contain a significant amount of liquid which will affect the materials’ cohesive strength – this is akin to our hand squeeze example. Most processes will see a range of moisture contents. Now consider each moisture content having different outlet size requirements to prevent arching.

During processing, immediate transfer and consumption of a powder may not always be possible or desired.

If the bulk powder is allowed to sit for an extended period of time, several phenomena such as moisture migration, aging, recrystallisation, or reactions which absorb or give off heat may

lead to dramatic gains in cohesive strength, agglomeration of smaller particles into larger ones, or caking. For example, a common thermal treatment process known as calcination is used to facilitate decrepitation. During the calcination process, there is an optimal temperature range for decomposition, depending on the material. Additionally, it is important to limit the high temperature during calcination to avoid any undesirable formations. However, after decrepitation, the same material often undergoes a process in which the material is handled at a much lower temperature, such as acid roasting

Fluidisation Particularly with powder, due to the state of aeration or density of the powder, controlling the flow rate may be a challenge. If the equipment is not properly designed, a fine powder could flow like a liquid and essentially flood uncontrollably, much like a snow avalanche (Figure 3), through the system. Flooding may occur when a rathole collapses, where the falling particles could entrain air and become fluidised. Even if the powder is contained, its bulk density can undergo dramatic variations

Australian Bulk Handling Review: November/December 2021 І 53

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Figure 3. Fluidisation velocity graph.

once fluidised, negatively impacting downstream equipment.

Sometimes, the opposite to uncontrolled or flooded flow may occur. For some fine powders, flow rate limitations may occur when handled.

The expansion and contraction of voids during flow can create an upward air pressure gradient at the outlet of mass flow discharge equipment.

During discharge, the upward gradient acts counter to gravity thus reducing or limiting the discharge rate. To overcome this issue, the system could be redesigned to minimise the upward air pressure gradient. Alternatively, fluidised feed systems can be used.

Fluidisation involves air flow through a bed of powder, which serves as a force counter to gravity. In a fluidised state, particles are readily separated from each other. The ability of air to separate particles is governed by the flow properties of the powder.

The bulk density of a bed will decrease as the air flow through the powder is increased. The permeability of the powder describes the ability of air to move through a stationary bed, which in turn is a function of the bulk density. As the bed dilates and reaches a minimum density, particles separate and move relative to one another; at this point, the pressure drop across the bed remains relatively constant as air velocity increases. The incipient fluidisation point shown in the figure below, is the minimum fluidisation velocity. From this information, the air flow requirements to fluidise a process can be determined.

Additionally, the settling or deaeration of powder could also be a concern. Settling times are influenced by the same properties that affect fluidisation. These properties include the permeability of the bulk powder, as well as the mean size and density of the particles. Segregation could potential occur when entrained air escapes upward and carries with it finer particles that are then deposited on the top surface. Usually, quicker settling times are desired to avoid concerns of flooding and segregation. With the flow properties and equipment design

Incipient fluidization

Pressure Drop

Full fluidization

Superficial Gas Velocity Fluidisation involves air flow through a bed of powder, which serves as a force counter to gravity. In a fluidised state, particles are readily separated from each other. The ability of air to separate particles is governed by the flow properties of the powder. .parameters, the potential for flooding and segregation can be determined.

Conclusion The measurement of bulk powders’ flow properties should be conducted, and the appropriate flow pattern selected, to inform design/selection of handling equipment. Flow properties data should also be used to analyse existing equipment, prior to modification or retrofitting, in order to prevent materials’ handling problems. Any changes made to the handling system should be reviewed along with the associated flow properties to ensure reliable flow remains.

References: 1. A.W. Jenike, Storage and Flow of Solids (Bulletin 123 of the Utah Engineering Experimental Station), 53 (26), (1964, Revised 1980).

2. Standard Shear Testing Method for Bulk Solids Using the Jenike Shear Cell, ASTM Standard D612897, American Society for Testing and Materials (1998).

3. H. Rumpf, and W. Herrmann, “Properties, Bonding Mechanisms and Strength of Agglomerates,” Processing Preparation, 11 (3), 117-127, (1970).

4. J.W. Carson and J. Marinelli, “Characterize Bulk Solids to Ensure Smooth Flow,” Chemical Engineering, 101 (4), 78-90 (April 1994).

5. (https://feeco.com/the-role-of-the-calciner-in-theextraction-of-lithium-from-spodumene/) 6. J.W. Carson and B.H. Pittenger, “Bulk Properties of Powders,” in ASM Handbook- Powder Metal Technologies and Applications, Vol. 7, p. 287-301 (1998).

7. Standard Test Method for Bulk Solids Characterization by Carr Indices, ASTM Standard D6393-99, American Society for Testing and Materials (1999).

8. R.L. Carr, “Evaluating Flow Properties of Solids,” Chemical Engineering, 18 (1), 163-168 (1965).

9. J.R. Johanson, “The Johanson Indicizer System vs. the Jenike Shear Tester,” Bulk Solids Handling, 12 (2), 237-240 (April/June 1992).

10. J.K. Prescott, and R. Barnum, “On Powder Flowability”, Pharmaceutical Technology, 60-84 (2000).

11. D. Schulze, “Measuring Powder Flowability: A Comparison of Test Methods Part I,” Powder and Bulk Engineering, 10 (4), 45-61 (1996).

12. D. Schulze, “Measuring Powder Flowability: A Comparison of Test Methods Part II,” Powder and Bulk Engineering, 10 (6), 17-28 (1996).

13. J.K. Prescott, D.A. Ploof and J.W. Carson, “Developing a Better Understanding of Wall Friction,” Powder Handing and Processing, 11 (1), 27-35 (January/March 1999).

14. J.S.M. Botterill and D.J. Bessant, “The Flow Properties of Fluidized Solids,” Powder Technology, 8, 213-222 (1973).

Do you have a bulk solids handling question? Jenike & Johanson has developed the science of bulk solids flow and specialises in applying it to solving the most challenging bulk solids handling problems. So why not put them to the test with your question?

The harder, the better.

54 І Australian Bulk Handling Review: November/December 2021

2021

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DEM

Troubleshooting belt conveyors with DEM analysis Shaun Reid, Consulting Engineer with TUNRA Bulk Solids, shares how TUNRA has applied DEM models to troubleshoot belt conveying operations.

BELT CONVEYORS OFFER AN

Impact Intensity Measured on Receiving Conveyor.

efficient solution for high throughput, continuous transport of various goods in a wide range of operating conditions. However, their operation involves a range of challenges that must be addressed to minimise expense on maintenance and downtime. An important tool for troubleshooting belt conveyor systems is discrete element method (DEM) modelling. The application of DEM generally focuses on the interactions occurring between bulk material stream and the conveyor belt at a transfer or feeding point.

The following issues lend themselves to investigation and remediation using DEM, provided that the model is properly calibrated.

Belt wear Wear of the conveyor belt top cover occurs primarily at the locations

of belt loading which may involve either high-speed, free flowing discharge from a transfer chute; or low-speed, high pressure loading

Non-central loading can result in conveyor belt mistracking.

56 І Australian Bulk Handling Review: November/December 2021

from a hopper onto a belt feeder.

DEM may be applied to inform the way in which interactions with bulk materials contribute to wear of the conveyor belt, along with other forms of conveyor damage such as belt punctures and tears.

Wear occurs during interactions between two bodies at a non-zero relative velocity. Wear arising from interactions with bulk materials may be classified as either: • Impact – as a function of the relative velocity in the direction normal to the worn surface; or • Abrasion – as a function of tangential relative velocity, normal pressure and friction and is most often a combination of both mechanisms.

By predicting these dynamics, DEM simulations can inform the design and operation of conveying systems to minimise belt wear. This process foremostly considers the design of

the transfer chute or hopper that is tasked with feeding bulk material onto the belt, with the aim of reducing the relative velocity between the bulk material stream and the conveyor belt; or optimising the pressure acting above a feeder belt. The geometry of the transfer chute or feeder interface influences the dynamics of the bulk material at the point of impact with the belt and thereby governs the propensity for wear. The development of a DEM model to predict these characteristics enables an efficient study of the complex interplay between these factors, so that a conveying system can be designed to reduce wear on the belt.

Many commercial DEM packages include analysis features for quantifying the wear conditions arising from the aforementioned dynamics. These typically involve basic models to determine the energy imparted upon the worn surface in both abrasive and impact interactions. This approach enables the comparison of the wear conditions that arise in different operating conditions, but only in terms of the change in dynamics that influence wear and not by the resultant wear performance of the surface.

This approach is useful for relative comparisons between transfer chute or hopper designs and/or operating conditions so that performance may be optimised with respect to belt wear.

Extension of the above comparisons to the prediction of physical resultant wear requires a model that relates the energy imparted by the particles upon the surface to the surface removal caused by this energy. Several DEM packages have implemented such models but their application to prediction of wear in general instances requires caution. The multifaceted characteristics that influence belt cover wear, including bulk material, belt, environmental and operating properties, are not adequately captured by current wear prediction methods.

The development of more rigorous models and subsequent methods for their calibration is an ongoing area of research.

While the above commentary has focused on wear, DEM simulations

Non-central loading can result in conveyor belt mistracking.

Transfer Chute Simulation for Assessment of Belt Loading Characteristics

may also be applied to other forms of damage caused by interactions between the bulk material and the conveyor, such as belt puncture, belt tears or gouging, and impact damage to the idler assemblies. This form of damage is most prevalent in conveying instances that involve the transport of large and irregularly shaped particles, for which DEM approaches are particularly advantageous in predicting flow characteristics. In considering the impact conditions upon loading, DEM simulations also lend themselves to

coupling with structural simulation methods such as Finite Element Analysis (FEA).

Belt tracking Mis-tracking of a conveyor belt occurs when the belt drifts (laterally) from the centreline of the conveyor.

This is a common phenomenon and one that causes significant delays in operation and jeopardises the condition of the belt. A range of factors contribute towards belt mistracking, with one of the primary

Australian Bulk Handling Review: November/December 2021 І 57

DEM

causes being non-central distribution of the bulk material across the belt. In this instance the centre of gravity of the conveyed material is offset from the centreline of the belt, causing an uneven lateral reaction from the idler set, resulting in the belt drifting towards the underloaded side.

Non-central presentation of material onto the belt is a function of the transfer chute design and operating conditions.

It is most prevalent in transfer chutes that involve a change in conveying direction or a misalignment of the incoming and receiving conveyors. The flow characteristics of such transfers are often inadequately predicted by fundamental analysis methods such as a continuum based approach, thereby benefiting from simulation with DEM techniques. The advantages of DEM based analyses also extend to the simulation of bulk materials that include coarse and irregularly shaped particles.

In these instances, DEM may be applied to predict segregation of the coarse and fine fractions, which may impact downstream processing.

The centrality of discharge from a transfer chute is often dependent on the operating conditions. While central loading may be observed for a certain bulk material at a certain throughput or moisture content, it may not be achieved in alternate conditions. Once a DEM model has been established, the sensitivity of discharge conditions to variations in operating parameters may be readily assessed, often more efficiently than could occur via physical testing methods using scaled conveying geometry. The lateral distribution of material on the receiving conveyor may be assessed quantitatively in DEM by analysis of the mass proportion on each side of the belt and/or by determination of the offset of the conveyed materials centre of gravity to the belt centreline.

Spillage and dust DEM analysis also lends itself to the prevention of spillage from belt conveying systems. Spillage may occur due to a combination of volumetric and interfacing characteristics, both of which may be informed by DEM analysis. While

Transfer Chute Simulation for Assessment of Belt Loading Characteristics.

the volumetric requirements of a bulk material atop a conveyor may be readily determined via analytical methods in steady-state operation, the transient conditions that occur during belt loading often benefit

“Non-central presentation of material onto the belt is a function of the transfer chute design and operating conditions. It is most prevalent in transfer chutes that involve a change in conveying direction or a misalignment of the incoming and receiving conveyors.” from simulation. Further to the conditions described for belt wear in the loading zone, if bulk material is discharged with relative velocity to the conveyor belt, a transition region must exist in which the material is not fully accelerated to the belt speed. To satisfy continuum principles, this results in a greater volumetric requirement in this region than is required in the steady state conveying region. Simulation of these characteristics, along with particle trajectories in the discharge zone, enables an interface and skirting

58 І Australian Bulk Handling Review: November/December 2021

design that prevents spillage of bulk material. This analysis may also be extended to the prevention of bulk material ‘rollback’ upon presentation to inclined conveying systems, particularly for coarse particles or dry materials.

DEM and Computational Fluid Dynamics (CFD) methods may be applied in both discrete and/or coupled approaches to analyse dust emissions, with particular application to belt loading locations. The application of these simulation techniques enables the optimisation of bulk material interactions through the transfer chute and upon presentation to the receiving conveyor, such that the propensity for dust emission is reduced. These techniques can also be applied to the design of dust control equipment, such as loading hoods and extraction systems, that are required for applications in which dust is unable to be eliminated through handling design or material conditioning.

Would you like to know more? TUNRA Bulk Solids runs regular training courses for the bulk materials handling industry.

These courses extensively address the application of Discrete Element Modelling, with a particular focus on conveying system troubleshooting and design.

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