BULK HANDLING TODAY
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BULK HANDLING TODAY
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March 2013
Contents On the cover: FAW www.faw.co.za
27 Crushers for Africa, from Africa
CMA 4
From the Chairman’s Desk
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SAIMH News
Beltcon
31 Energy Saving by Speed Control
Trucking
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Self-Regulation Working Well Protecting Tyres
Endorsing Bodies
Project Management
11 Come Rain or Come Shine
EPCM 15 Projects in the Billions
Conveying 19 What do Consultants do? 37 Splicing for Belt Extensions
Crushers, Screens, Chutes & Liners 21 Mobile Test Rig
Copyright
Market Forum CMA (Conveyor Manufacturers Association) LEEASA (Lifting Equipment Engineering Association of South Africa)
SAIMechE (SA Institute of Mechanical Engineering)
SAIMH (SA Institute of Materials Handling)
also mailed to members of the RFA (Road Freight Association)
The monthly circulation is 4 016
All rights reserved. No editorial matter published in “Bulk Handling Today” may be reproduced in any form or language without written permission of the publishers. While every effort is made to ensure accurate reproduction, the editor, authors, publishers and their employees or agents shall not be responsible or in any way liable for any errors, omissions or inaccuracies in the publication, whether arising from negligence or otherwise or for any consequences arising therefrom. The inclusion or exclusion of any product does not mean that the publisher or editorial board advocates or rejects its use either generally or in any particular field or fields.
Our e-mail address is bulkhandling@promech.co.za
Proprietor and Publisher: PROMECH PUBLISHING Tel: (011) 781-1401, Fax: (011) 781-1403 E-mail: bulkhandling@promech.co.za www.promech.co.za Managing Editor: Susan Custers Editor: Kowie Hamman Advertising Sales: Surita Marx DTP: Zinobia Docrat and Donovan Vadivalu Subscriptions: Please email us at accounts@promech.co.za if you wish to subscribe to “Bulk Handling Today” at R405,00 (excl postage and VAT) per year; R1 020,00 per year for Africa/Overseas. Printed by: Typo Colour Printing, Tel: (011) 402-3468 FSC (Forestry Stewardship Accreditation)
Visit our website on www.promech.co.za
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CONVEYOR MANUFACTURERS ASSOCIATION
From the Chairman’s Desk The year has already started with celebrations of this, our special 40th year.
O Simon Curry
ur annual golf day was once again very well supported, and a triumphant Actom team comprising Michael Minges, Pierre Langeveldt, Barries Barnard and Henry Groenendaal, walked away with the floating trophy, on a score of 91 points. Runners up were team Lorbrand, Rema Tip Top team 2 came third, and team Zest came in fourth.
Longest drive on the 18th was achieved by André Kotze and nearest the pin on the 8th went to Pierre Vos. Well done, everybody! The weather was kind and the excellent condition of the course made for a most enjoyable day. It was good to see Brian Rogers, too, who travelled up from East London for the occasion.
I didn’t manage to chat to all of you at the golf course, so to everyone there, once again a big thank you for participating, sponsoring prizes and generously supporting our commitment to charity – we collected over R3 500 which will be highly appreciated by the two nominated charities.
A celebratory cake was shared among the CMA members
For those who attended the Members’ Meeting on 12 February, we indulged in a celebratory CMA branded cake and discussed all the latest updates on where the CMA is heading, training courses, Beltcon, directors, mentoring programmes, Safecon plans for 2014, technical committees at SABS writing national standards for our industry etc. Please try to attend the Members meeting 9 April, and don’t forget the two CMA training courses on 17 April and 22-24 April. Till next time.
Golf balls were branded with our anniversary details
Simon Curry
Membership as at March 2013 All members subscribe to the CMA Code of Ethics ABB Industry Actom Afripp Projects Atlanta Manufacturing Bateman Engineered Technologies
ELB Engineering Services Facet Engineering Fenner Conveyor Belting (South Africa) Flexible Steel Lacing SA FLSmidth Roymec
Pegasus Industrial Services cc PH Projects Holdings Protea Conveyors Read Swatman & Voigt Rema Tip Top South Africa
Bauer Bearings International Belt Brokers Belt Reco Bibby Turboflex
Hägglunds Drives South Africa Hansen Transmissions SA Hatch Africa Horne Hydraulics Hosch - Fördertechnik (SA)
Renold Crofts RSV ENCO Consulting Rula Bulk Materials Handling Sandvik Materials Handling SA Schaeffler South Africa
BMG Bonfiglioli Power Transmissions Bosworth Brelko Conveyor Products CMG Electric Motors
International Belting & Marketing Iptron Technology Joy Global (South Africa) Lesa Mining Equipment and Conveyor Belt Lorbrand
SENET SET Agencies SEW Eurodrive Shaft Engineering Shaw Almex Africa
Conveyor Watch CPI Technologies CPM Engineering 20 CT Systems David Brown Gear Industries
M & J Engineering Martin Engineering Megaroller Melco Conveyor Equipment Moret Mining MS Conveyor Pulleys SA
SKF South Africa ThyssenKrupp Materials Handling Timken South Africa (Pty) Ltd Transmission Components Transvaal Rubber Company
Delras Engineering DRA Mineral Projects DRA Mining (Pty) Ltd Dunlop Belting Products Dymot Engineering Company
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Nepean Conveyors OE Bearings Oriental Rubber Industries SA Osborn Engineered Products
March 2013
Unitek Engineers Veyance Technologies Africa Voith Turbo Zest Electric Motors
The South African Institute Of Materials Handling
SAIMH
5IF 4PVUI "GSJDBO *OTUJUVUF PG .BUFSJBMT )BOEMJOH 4"*.) JT B /PO 1SPmU PSHBOJTBUJPO TFU VQ XJUI BO PCKFDUJWF UP FODPVSBHF UIF USBOTGFS PG LOPXMFEHF BTTPDJBUFE XJUIJO UIF mFMET PG #VML .BUFSJBMT )BOEMJOH DPOWFZPST TUBDLFS SFDMBJNFST UJQQMFST USBJO MPBEJOH TZTUFNT FUD UISPVHI B DPNCJOBUJPO PG seminars and networking sessions. The SAIMH is made up of professional FOHJOFFST FBDI QSBDUJTJOH UIFJS USBEF JO B WBSJFUZ PG PSHBOJTBUJPOT XIP WPMVOUFFS UIFJS UJNF UP FYFDVUF UIF 4"*.) T PCKFDUJWF 5IF NBJO BJN JT UIVT UP QSPNPUF UIF BEWBODFNFOU PG UIF BSU TDJFODF UIFPSZ BOE QSBDUJDF of the Bulk Materials Handling principles and techniques. For the SAIMH and the industry as a whole to prosper requires the support of companies such as yours and key individuals from within your organisation who share the same passion and vision within the Bulk Materials Handling industry. The advantages of being a corporate member of the Institute are as follows: t 5P NBLF UIF JOEVTUSZ BXBSF PG UIF QSPGFTTJPOBM TUBOEBSET UIBU PVS NFNCFST QSPWJEF t 5P FODPVSBHF UIF JOUFSDIBOHF BNPOHTU NFNCFST PG UIF JOTUJUVUF PG LOPXMFEHF FYQFSJFODF SFMBUJOH UP BMM BTQFDUT PG UIF CVML NBUFSJBMT IBOEMJOH t 5P QSPNPUF FEVDBUJPO USBJOJOH UP BMM MFWFMT PG FNQMPZFFT XJUIJO UIF JOEVTUSZ 5P JOUSPEVDF BOE FODPVSBHF UIF VUJMJTBUJPO PG MFBEJOH XPSME DMBTT NBUFSJBM IBOEMJOH NFUIPET BOE UFDIOJRVFT t 5P CF BCMF UP USBOTGFS BOE PCUBJO BEEJUJPOBM LOPXMFEHF BU UIF CJ NPOUIMZ KPJOU 'PSVN MFDUVSFT t 5P CF BCMF UP DPNNVOJDBUF UISPVHI UIF NPOUIMZ PGmDJBM KPVSOBM XIJDI JT TFOU UP NFNCFS GSFF PG DIBSHF 5IFTF BSF KVTU B GFX PG UIF BEWBOUBHFT UIBU ZPV XJMM CFOFmU GSPN CZ CFJOH B DPSQPSBUF NFNCFS +VTU HJWF VT B GFX NJOVUFT PG ZPVS WBMVBCMF UJNF BOE WJFX PVS XFCTJUF XXX TBJNI DP [B PS FNBJM VT PO TBJNI!HMPCBM DP [B BOE XF will assist with your enquiry.
Company Affliates as at Mar 2013 MEMBER COMPANIES Afripp Projects cc "GSJQQ 1SPKFDUT DD Bearings lnternational (Pty) Ltd Bateman Engineered Technologies Brelko Conveyor Products (Pty) Ltd #FBSJOHT *OUFSOBUJPOBM 1UZ -UE #SFMLP $POWFZPS 1SPEVDUT 1UZ -UE Bulkcon Bulkcon CPM Engineering CPM Engineering CT Systems cc CT Systems cc Watch (Pty) Ltd Conveyor $POWFZPS 8BUDI 1UZ -UE David Brown Gear lndustries (Pty) Ltd %BWJE #SPXO (FBS *OEVTUSJFT 1UZ -UE Deebar Mining & lndustrial Supplies Deebar Mining Industrial Supplies East Rand&Engineering Services East Rand EngineeringServices Services(Pty) Ltd ELB Engineering &-# &OHJOFFSJOH 4FSWJDFT 1UZ -UE Engicon Systems (Pty) Ltd &OHJDPO 4ZTUFNT 1UZ -UE Facet Engineering cc Facet Flexco Engineering cc (SA) (Pty) Ltd GMR GMR Hydraulics Hydraulics Goba Goba Consulting Engineers Consulting Engineers (SPVQ -JOF 1SPKFDUT 1UZ -UE Group Line Projects (Pty) Ltd )BHHMVOET %SJWFT 4" 1UZ -UE Hagglunds Drives SA (Pty) Ltd )BOTFO 5SBOTNJTTJPOT 4" 1UZ -UE Hansen Transmissions SA (Pty) Ltd )BUDI "GSJDB 1UZ -UE Hatch Africa (Pty) Ltd Illustech lllustech
John King Chains (SA) (Pty) Ltd ,JNSBF &OHJOFFSJOH 1SPKFDUT Kimrae Engineering Prolects .BDTUFFM 73/ MacsteelVRN Martin Engineering Martin Melco Engineering Conveyor Equipment Melco Conveyor Equipment .PSSJT .BUFSJBMT )BOEMJOH 4" 1UZ -UE Morris Material Handling SA (Pty) Ltd 0TCPSO &OHJOFFSFE 1SPEVDUT 1UZ -UE Osborn Engineered Products PD Engineering Services cc (Pty)Ltd PD Engineering Services cc 1%/" . * 1UZ -UE PDNA M&I (Pty) Ltd 1) 1SPKFDUT )PMEJOHT 1UZ -UE PH Projects Holdings (Pty) Ltd Quadrant PHS Renold Crofts (Pty) Ltd 3FOPME $SPGUT 1UZ -UE Rio Carb (Pty) Ltd 3JP $BSC 1UZ -UE Sandvik Sandvik Materials MaterialsHandling HanldingAfrica Africa Screw Screw Conveyors Conveyors&&Material MaterialHandling Handling Senet Senet SEW SEW Eurodrive Eurodrive Shatterprufe a Div. of PG Group Pty Ltd 4IBUUFSQSVGF B %JW PG 1( (SPVQ 1UZ -UE Spar Western Cape Spar Western Cape Super Dock Systems Super Dock Systems Tenova Unitek Engineering Unitek Engineering ;FTU &MFDUSJD .PUPST 1UZ -UE Zest Electric Motors (Pty) Ltd
UPCOMING UPCOMING MEETINGS EVENTS SAIMH SAIMH Golf Day Golf Day
11 October 2012
10 October 2013 ERPM Golf Club
ERPM Golf Club
10 #PY 4PVUIEBMF
5FM 'BY
TBJNI!HMPCBM DP [B t XXX TBJNI DP [B BULK HANDLING TODAY
March 2013
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TRUCKING
Self-Regulation Working Well
Chairman of the RTMS national committee, Adrian van Tonder, of Barloworld Logistics
Self-regulation for truck and bus operators in South Africa, as stipulated in the Road Transport Management System (RTMS), is working very well for those companies that have accepted the challenge of applying this system. It is proving an important tool to manage fleets efficiently and cost-effectively with many case studies to back up the success of the roll-out.
“R
TMS, which has been in operation since 2003 and is finding growing support among fleet operators, continues to show outstanding results since implementation and supports the Department of Transport’s National Road Freight Strategy as the fourth pillar in the action plans,” commentes the chairman of the RTMS national committee, Adrian van Tonder, of Barloworld Logistics. “Currently there are 2 674 trucks and 395 buses
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RTMS is an industry-led, government supported, voluntary self-regulation scheme that encourages consignees and road transport operators to implement a management system – a set of standards – that demonstrates compliance with the Road Traffic Regulations. It also contributes to preserving the road infrastructure, improving road safety, ensuring driver health and wellness while at the same time improving productivity.
(the Buscor fleet) from 68 company depots carrying the RTMS accreditation logo, with a quantum leap in participation having occurred in the past 24 months,” he adds.
Full support
Hino, one of SA’s leading truck manufacturers, is giving its full support to assisting with the rollout of RTMS. The company uses its nationwide dealer network as an important catalyst to spread the good news and benefits of using the system to
TRUCKING
their customers and then assisting them with the implementation. “We at Hino see the RTMS as a very important initiative in creating responsible truck operators who show concern for the roads and environment while focussing strongly on fuel saving,” says the Hino SA vice president, Dr Casper Kruger. “Our support for the RTMS has already extended to our dealers and ourselves sponsoring a series of successful and well-attended information-sharing sessions throughout the country to promote this programme. “We then encourage our dealers to keep up the momentum by following up with the transport operators who are not on the system to take up the challenge and assist them in developing a strategy to meet all the requirements,” adds Casper.
Expanded
“The development of the RTMS flowed over from initiatives by the timber industry in KwaZulu-Natal at the beginning of the 21st century to combat overloading which causes damage to roads while also contributing to cutting the number of accidents involving trucks,” explains Adrian. “The KZN project was known as LAP – the Load Accreditation Programme – and was also selfregulatory. This concept was expanded with the addition of driver health, compliance with road traffic regulations and all aspects of road safety to establish the basis for RTMS standards.” Driving forces in those early days included Paul Nordegen, Oliver Naidoo and Andrew Kriek and they formed a steering committee in 2006 to give momentum to the initiative. There is now a more formalised RTMS national committee made up of representatives of a host of stakeholder organisations and associations that is now driving the project forward. Current chairman, Adrian van Tonder came aboard in 2009 and is extremely enthusiastic about this initiative. The next steps are to get the final form of the RTMS regulations from the SA Bureau of Standards (SABS) which should be in line with ISO 39001, which is an international standard for road transport.
Case studies
What is impressive are the case studies of the results obtained by RTMS accredited fleets. For instance, the City of Cape Town Electricity Support Services, which is the first government fleet in South Africa to achieve RTMS accreditation, has shown a dramatic decrease in road accidents, which obviously translates into safer roads. There is also excellent compliance by this fleet to the preventive maintenance programme, which contributes to lower running costs. Unitrans has reduced the number of accidents or incidents with damage of R30 000 or more from 20 in 2007 to only four in 2010, with the cost of
accident damage down 47% on the 2007 figure. The number of speeding infringements in the coal industry has also seen a remarkable improvement as a result of RTMS implementation. Car Carrier Company Motorvia is another that is benefitting from the self-regulation standards of RTMS. A huge reduction in speeding infringements – from 38 to five – after increased testing of drivers for medical fitness and a structured driver training programme, including fatigue management, are contributing to Motorvia making major steps forward in it operations.
Overloading
Overloading has traditionally been a scourge of the heavy vehicle transport industry and the application of RTMS standards has resulted in marked progress being made in achieving dramatic reductions in overloading in all the industries where it has been implemented – especially the forestry, sugar and coal industries, which were big culprits in the past.
Spread the good news and benefits of using the system to their customers and then assisting them with the implementation. RTMS is receiving increased focus and acceptance from various stakeholders across the full spectrum of industries in South Africa as the benefits become increasingly apparent. It is currently being embraced by role players from the following industries: forestry/ timber, sugar, coal, general freight, abnormal load carriers, car carriers, food and beverage transporters and containerised cargo. RTMS is actively endorsed and promoted by a number of major conglomerates, including Sappi, Mondi, Eskom, Exxaro, Anglo-American and BHP Billiton.
Bearing fruit
“It is very rewarding to see a project in which you believe and actively support bearing fruit and attracting more and more adherents,” continues Adrian. “Although Hino is currently very strong in the medium and heavy truck segments of the market, we already have a growing number of its concludes 700 series truck-tractors in the long haul transport industry, where many of the RTMS fleets operate.Among the RTMS fleets that already operate Hinos are Barloworld Logistics, Unitrans Freight, Motorvia and Vehicle Delivery Services. We see the extra-heavy segment of the market as a future growth segment for our brand as we expand by filling gaps in our current range,” he concludes. Hino SA, Sameera Khan, Tel: (011) 809-2815, Email: skhan8@hino.co.za www.hino.co.za
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TRUCKING
Protecting Tyres Many so-called innovations are simply tweaks of existing products, making them a little more durable, a little easier to use, slightly quicker to apply, maybe more economical but they are hardly revolutionary.
A
true innovation is something radical that solves an existing problem to the ultimate benefit of the user, either saving time or money or, in the case of industry, improving productivity. Just occasionally, we are presented with an entirely new product (something that has never been done before) which is set to fulfil all these criteria, claims Rud-Erlau.
Weakened tyre becomes a write-off with no possibility of extended life as a remould Biggest asset
In mining, quarrying and some earthmoving applications, the dump trucks, used to carry either waste, ore or coal from the working face to the processing plant, rely on large expensive earthmover tyres to carry out their tasks. Depending on site conditions, these tyres can be subject to poor traction, abrasive attrition and sidewall damage. Poor traction due to soft, clayey haul roads is a safety issue. A skidding, 400 tonne truck is a dangerous thing. Tyre abrasion is an asset issue. Abrasion can rap-
idly destroy tyres leading to premature and costly replacement. Nowadays truck operators overcome both these problems by adopting the same remedies used to protect the tyres of wheeled loading shovels, bulldozers and graders.
Sidewall damage
Fitting a suitably-patterned, durable set of tyre protection or traction chains to the truck’s drive wheels provides extra grip and absorb the abrasion – doubling and trebling tyre life. For trucks, there still remains the risk of sidewall damage from sharp flints and shale-like debris and, once damaged in this way, the weakened tyre becomes a write-off with no possibility of extended life as a remould.
Light-meshed chain
Although haul roads are regularly cleared of spills and rock falls, it only takes one stray flint to instantly destroy a tyre and disable a truck with the consequent interruption to productivity. With loaders, dozers and graders tyres it is accepted practice to protect tyres from sidewall damage with an impenetrable, tight-meshed chain but, while in extreme conditions, TPCs have been tried with dump trucks, the long travelling distances involved make this solution impracticable and short-lived.
Research
Some 70 years ago, responding to the needs of the newly-arrived, pneumatic-tyred mining loaders, Rud-Erlau devised and developed the tyre protection chain (TPC) going on to hold over 65% of the
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TRUCKING
world market for tyre protection and traction chains in mineral winning, forestry, scrap and demolition, steel making and other heavy-side industries. Due to feedback from their TPC engineers, RudErlau was well-aware of the vulnerability of dump truck tyres and asked their R&D team to tackle the problem.
Shield the entire sidewall of the truck tyre deflecting rock fragments harmlessly away
While the mounting components are made of steel, the all-important ‘Sideflex’ shield is manufactured from a sophisticated engineering polymer which has found many applications in the automotive and other industries. This robust material, which is used to protect automobiles, has an unique memory capability that enables the platelets to flex and deform upon impact and then return to their original shape without any loss of integrity.
First Instinct
Promised potential
With 130+ years’ experience in the development and manufacture of chain components, the first instinct was to create a device based on steel-alloy elements.
The entire Sideflex assembly is so lightweight and low-profile that owners of dump trucks – small and large – have, for the first time, a cost-effective means of protecting and saving their expensive tyres.
However, success only came when the team turned its attention to materials used in other industries and developed ‘Sideflex’, claimed to be a truly innovative addition to their range of asset protection products.
Having already undergone many months of extensive real-life, no-holds-barred field trials in a local quarry, Sideflex is performing well and delivering its promised potential.
Engineering polymer
A sturdy set of replacement wheel nuts and extensions support a simple steel ring to which is attached a fanned array of over-lapping platelets. These platelets shield the entire sidewall of the truck
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tyre deflecting rock fragments harmlessly away.
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Sideflex is not a minor modification. Fully-patented, it is claimed to be a true Innovation set to complete Rud-Erlau’s comprehensive range of tyre protection products yet again cutting the cost of tyre ownership. RUD-Erlau, Francesco Di Giusto, Email: francesco.digiusto@erlau.com, www.erlau.com
PROJECT MANAGEMENT
Come Rain or Come Shine
The accurate prediction of approaching weather conditions is critical for any opencast and underground mining operation or processing plant. The web based real-time early warning weather detection system and automated onsite weather station from, WeatherSA claims to be spot on.
“O
ur system offers extensive forecast elements using highly accurate graphs that provide hourly wind, temperature, humidity, fog and barometric pressure for a specific site,” says WeatherSA director, Barry Gonin. “The early warning system gives one hour prior warning of impending storms and a day’s prior warning of fog or strong winds via automated cellphone text alerts, calls and email notifications, allowing ample time for forward planning and for people to move to safe areas.”
Research indicates that most lightning strikes occur 30 minutes after the storm has dissipated According to Richard Tyrer, WeatherSA Director and mining specialist, the safety of personnel is the primary benefit of being able to accurately predict inclement weather. “It also offers great economic benefits because if the inspectorate issues a Section 54 to stop a mine due to unsafe practices, it can lead to huge potential production losses,” explains Richard.
Optimal time
“Generally, any weather condition that could upset a task, if known upfront, can be used to ideally reschedule that task to an optimal time,” he con-
tinues. “Successful forward planning can realise tremendous savings for a mine. Even a simple task of casting concrete can become costly and unproductive if interrupted and damaged by unexpected rain and temperature extremes.” Discussing opencast productivity, Richard says it can be improved through two key avenues: “When an opencast mine is aware of an approaching storm, the mine can determine storm severity or whether the storm will pass overhead. Armed with this information, accurate decisions can be made, ie, whether it is necessary to stop operations or by halting operations at the last minute to minimise lost time.” The all clear research indicates that most lightning strikes occur 30 minutes after the storm has dissipated, therefore mining personnel may only return to their posts once the ‘all clear’ is given by designated and trained mine personnel which is a vital safety aspect. Lightning and storm prediction can also be used to call in standby electricians before a storm hits. “Not only do they avoid traveling in bad weather, they are safe on site and they can reset tripped supply without delay. According to Richard this is particularly relevant for underground mines and large process plants. BULK HANDLING TODAY
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PROJECT MANAGEMENT
PROJECT MANAGEMENT
Above ground mining operations can also realise big savings through early storm warnings. “Heavy vehicles operating above ground consume vast
amounts of diesel and this consumption can increase dramatically when the giant tyres loose traction and spin in mud after an unexpected downpour.
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BULK HANDLING TODAY
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PROJECT MANAGEMENT
By halting operations, fuel consumption and unnecessary wear and tear can be contained.”
Aquarius Platinum, Goldfields and Xstrata have invested in the system.
Predictions of strong wind can assist wind sensitive operations such as a crane lifting which can be ideally scheduled to minimise unnecessary downtime. Scheduling blasting of opencast faces when the wind direction is favourable avoids dust clouds blowing over local communities. Even accurate fog predictions can optimise staff and fleet usage. Training can be conducted when fog is likely to occur and the fleet can be ready to go in as soon as the fog is expected to lift.
Now-casting
New mines
WeatherSA’s systems are also extremely useful when it comes to the development of a new mine. Historical data on rain and flood levels for example, can assist with overall mine design. By determining the potential impact that weather may have on the mine, optimal economic designs can be incorporated. The user-friendly early warning weather detection system requires no hardware installations, is noninvasive, compatible with existing IT networks. The system has found wide acceptance in the local mining industry and all prominent mining groups including BHP Billiton, Anglo American, Exxaro,
“Complementing our early warning detection system, is our recently introduced online weather portal linked to an onsite automated weather station, which brings the accuracy of now-casting to all of our forecasting,” comments Richard. “The now-cast real-time observation offered by the automated weather station provides accurate onsite observation in real time with scientific help.”
When the giant tyres loose traction and spin in mud after an unexpected downpour An onsite weather station improves the accuracy of short-term forecasts as information is based on actual on-site data and not on the nearest weather station which is usually some distance from the customer’s facilities. We use Campbell Scientific Weather Stations, currently the global standard for meteorological and climatological monitoring to deliver world-class accuracy to the customer’s location. With information updated every five minutes, this recent innovation presents up-to- the-minute access to weather intelligence at an exact location.
Weba Chute Systems
Absolute Material Flow Control
Tel: +27 (0) 11 827-9372 Fax: +27 (0) 11 827-6132
www.webachutes.com
weba@mjeng.co.za
Coralynne & Associates +27 (011) 422 1949
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PROJECT MANAGEMENT
Positioned at a particular premises, specific weather data including wind speed, temperature, humidity, barometric pressure and rain (features that can be customised according to customer requirements) is conveniently accessible at any time via computer, tablet or mobile.
For some industries, a difference of one single degree Celsius can be critical Secure servers
“Weather data is literally placed at the customers’ fingertips,” adds Richard. After recording the weather data for a specific site, the automated weather station sends it directly to an online webportal, accessible via the web or mobile. Records stored on secure servers ensure the integrity of all information, which is available to customers as and when required in the event of injuries on duty, environmental reporting or lost time. Richard says that the difference between a forecast and real-time observation is that a forecast takes data from now and combines it with a number of factors such as climate history, trends and climate science, to provide information on expectant weather in two to three days from now. “A forecast can therefore only give temperature ranges while
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real-time observation provides an accurate, exact up-to-the-minute temperature. For some industries, a difference of one single degree Celsius can be critical.” “For example, real-time barometric pressure information would be extremely important for deep level gold mining due to the fact that a deep level mine breathes and accurate barometric readings is an important tool to discern the mine’s respiration in relation to the presence of noxious or flammable underground gases, essential for underground safety.”
Various Packages
This product is available through an affordable two-year operating lease and various packages are available depending on what features are required by a specific industry. “We do not expect the customer to accommodate our system, rather our system must accommodate and be versatile enough to work for our customer,” continues Richard. “We measure system effectiveness and quality, conduct surveys and use this feedback to make dynamic changes.” Weather SA, Barry Gonin, Tel: (011) 300-7480 Email: barry.gonin@futureforesight.com, www.weathersa.co.za
EPCM
Projects in the Billions Despite the world’s economy continuing to walk the recovery tightrope, consulting engineering and project implementation firm Hatch’s clients are forging ahead with investments that had been postponed or cancelled during the slowdown that began in 2008.
H
atch Chairman Kurt Strobele says that this is evident in the fact that the company is currently managing over US$35-billion worth of projects around the world. Hatch believes that the rapid acceleration of industrialisation, particularly in highly populated parts of the world like China, India and Brazil, will continue to a drive growth in the demand for its clients’ products. “As the industrialisation evolution of these coun-
Countries and corporations will be investing in improved infrastructure to get their products into the global marketplace more efficiently and profitably
Hatch Africa Managing Director, Rory Kirk
Hatch clients are forging ahead with investments that had been postponed or cancelled since 2008
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EPCM
tries continues to gather steam, we see increased demand for both conventional and alternative energy sources to power the next stage of growth. At the same time, countries and corporations will be investing in improved infrastructure – roads, ports, railways and the like – to better connect within and outside their borders, and to get their products into the global marketplace more efficiently and profitably,” explains Kurt.
Construction of one of the tallest head frames in the world Global project footprint
Hatch has delivered Engineering, Procurement and Construction Management (EPCM) services to every one of the top 20 metals companies by market capitalisation on projects that reach into the tens of billions of dollars in capital expenditure. In addition, the company has been working with many of its energy clients for decades. Hatch’s infrastructure business – which traces its roots to Hatch’s very first project, Toronto’s University Avenue subway – works with governments and private sector clients around the world. During 2012, Hatch Africa’s mining and metals sector witnessed many of the mining houses pushing
ahead with project-related studies. Hatch Mining and Mineral’s Processing Director Lister Sinclair says that Hatch Africa is currently working on a large number of studies related to coal, copper and iron ore – many of which the company hopes to eventually lead into execution.
Significant expansion
“Despite the overall number of Front-End Loaded (FEL) 4 projects coming from the mining houses having dropped and the number of studies increasing, Hatch Africa’s mining and metals sector has been involved in a number of prestigious projects, including the Kumba Iron Ore’s Kolomela Mine in South Africa’s Northern Cape and Mosaic’s Esterhazy operation in Saskatchewan, Canada,” explains Lister. Hatch Africa’s role as lead EPCM consultant to Kumba Iron Ore’s newly-developed 9 Mtpa openpit Kolomela Mine saw the company complete the project both under budget and on time; while its role in Mosaic’s Esterhazy operation saw the company achieve a number of ‘firsts’. Mosaic, one of the world’s largest producers of potash, is in the midst of a significant production expansion. The company’s Esterhazy operation in Saskatchewan, which is the world’s largest potash
Produced by Coralynne & Associates +27 (011) 422 1949
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EPCM
production facility and underground mine complex, forms part of this expansion programme.
Companies executing projects in other major resource-rich countries could do well to procure their EPCM services here A number of ‘firsts’
Both Hatch Africa and Hatch Canada have been involved in the K2 expansion project through the provision of EPCM services for a Blair Multi-Rope (BMR) winder, a Koepe winder and the associated headgear and shaft. Lister points out that Hatch has achieved a number of ‘firsts’ on the K2 project, one of which includes harnessing the heat generated by the winder’s motors to preheat the head frame in order to keep the conditions ambient at approximately 25 degrees Celcius – this considering that in Saskatchewan, temperatures can range from anything between 35 degrees Celcius to minus 60 degrees Celcius. In late 2011, Hatch successfully completed Phase 4 of its EPCM services for the K2 expansion project ahead of schedule and significantly under budget. The company is also the EPCM provider for the K3 Greenfield mine project, which will see construction of one of the tallest head frames in the world. Preparation is now underway
Hatch Africa is currently working on a large number of studies related to coal, copper and iron ore
BULK HANDLING TODAY
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EPCM
for the shaft sinking activities. The new K3 mining complex delivers an additional 1-million tonnes per annum of production to the Esterhazy operations.
Affiliation
Hatch Africa Global Managing Director Rory Kirk says that in addition to Hatch’s project successes in the mining and metals, energy and infrastructure sectors during 2012, the company also announced its affiliation with mining giant, Anglo American.
means that It will provide EPCM services over the next seven years to more than twenty of Anglo American’s major projects, totalling approximately US$17-billion in capital expenditure.
New entity
The rest of Africa is likely to be buoyant while the search continues to secure future resources for the rapidly growing economies
What’s more, Hatch announced its intention to merge with consulting engineering, project management and implantation firm, Goba. The proposed new entity, which is still subject to approval by the Competitions Commission of South Africa, will form part of the global Hatch group and will be a multi-disciplinary and multi-sectoral engineering consultancy.
“Hatch has always prided itself on taking the long-term view when it comes to client relationships – this is no more evident than in our recent partnership with mining major Anglo American through its supply chain transformation programme. The transformation programme aims to leverage Anglo’s massive scale across business units to improve, reduce delivery lead times and reduce the overall cost of projects, among other objectives,” explains Rory.
Rory says that the tight conditions evident at the end of 2012 are expected to continue through to 2013 in South Africa. “The rest of Africa is likely to be buoyant while the search continues to secure future resources for the rapidly growing economies. EPCM in South Africa has become very competitive due to the weakness of the Rand and companies executing projects in other major resource-rich countries could do well to procure their EPCM services here,” concludes Rory.
After a rigorous selection process, Hatch was selected as the only company to qualify globally as a Tier-1 EPCM provider for Anglo American. The affiliation
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Hatch, Michelle Reinhard, Tel: (011) 239-5300, Email: MReinhard@hatch.co.za, www.hatch.co.za
CONVEYING
What do Consultants do? By definition a consultant is a professional who provides expert advice in a particular area such as security, management, accountancy, law, finance, engineering, or any of many other specialised fields. Thus a consultant is usually an experienced expert in a specific industry because of his broad knowledge of the subject matter and the relevant industry sector.
The belting is a good example. Due to its unusual length, the belt will develop very high tensions, so it has to be a very specific class of belt in the first place. Adi elaborates, “At the same time you have to consider the most economical power ratings, especially during the start-up and stopping sequences. Being the first of its kind for us, the challenges keep on cropping up, but it’s very exciting when you pin down solutions to these challenges.”
Experience Adi Frittella of Afripp Projects
“
Bulk Handling Today” asks consultant, Adi Frittella of Afripp Projects, about his work in the materials handling field. “The core of my work, including the business of our company, is to design bulk material conveyors systems,” he kicks off. “In addition to a set customer base which makes use of our expertise on a regular basis to investigate problem areas, we are closely involved in big projects such as designing the conveyor systems for the power stations now being built in South Africa.
It is a 27 kilometre long, single flight conveyor system which requires a whole new approach in terms of technology and how we apply it
The conveyor system will be driven by VSD (Variable Speed Drive) with a central booster drive system in the middle of the conveyor to assist with the high belt tensions. “One of the tricky parts is to place the belt take-up systems in the right place to compensate for belt stretch,” says Adi. “On this design we’re specifying two take-up systems which adds to the challenge of developing a system to control the conveyor under all possible variants that may crop up.” As a young mechanical engineer Adi joined Melco to grow with the company over the next 23 years, cutting his teeth in design on several first-time projects before starting his own company nine years ago. “One of my most memorable projects was being part of the team who designed one of the first man-riding conveyor systems in South Africa,” he recalls.
Know your market Specialists
“Our latest involvement in a big project, together with a team from CBI in the USA and ELB Engineering Services locally, is the design of what will be the longest overland conveyor in South Africa,” Adi adds. “It is a 27 kilometre long, single flight conveyor system which requires a whole new approach in terms of technology and how we apply it.”
“There I learnt that the designer has to anticipate problems which might not be obvious at first. On that project, for instance, safety was paramount and we fitted the system with all the bells and whistles to warn people on the conveyor of any danger areas coming up. We involved German advisors because they were the experts on man riding conveyors and they could not understand why we had such an elaborate warning system all along the conveyor. BULK HANDLING TODAY
March 2013
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CONVEYING
CONVEYING
But, being South African and knowing how South Africans operate, we knew the system had to be customised to local conditions.”
do things in South Africa. Not only did we get Sidewinder, a conveyor design package, but also acquired a dedicated chute design solution, Newton.
Experience through the years since has added to the expertise Afripp now offers the bulk handling industry, but Adi is worried that the transfer of this knowledge in South Africa is not taking place effectively, especially with the huge generation gap between experienced engineers and the young generation coming into the market today. Thus he’s played a key role in initiating a relationship between Tunra University in Australia and Wits University to establish a training and research facility specifically aimed at the bulk handling industry.
“The latest trend is to create animations of the systems you design, a great tool for tendering presentations as well as teaching and pointing out maintenance procedures on conveyor systems,” adds Adi. “To meet this requirement we make use of associates who specialise in the animation of industrial systems.”
One of my most memorable projects was being part of the team who designed one of the first man-riding conveyor systems in South Africa Software
Even after all these years, Adi assures us that he is never bored as bulk handling is a very dynamic field. Adi remarks, “To this end we’ve just invested in the latest design software in order to bring better solutions to our customers. After looking at many professional software packages available, we opted for the most suitable package in terms of how we
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Mentorship
In terms of work there is enough expansion and growth in the industry in southern Africa to sustain engineering specialisation into the bulk handling industry for a long time to come. “There is an abundance of opportunities for young engineers today,” Adi says in conclusion. “They should grab the opportunities available and not only receive the right training from various institutes and universities, but also find a mentor to learn from. In the same vein, industry should embrace mentorship more actively to ensure the experience and expertise of the older generation doesn’t get lost.” Adi Frittella, Afripp Projects, Tel: (011) 486-3077, Email: adi@afripp.co.za
CRUSHERS, SCREENS, CHUTES & LINERS
The mobile test rig at Pilot Crushtec
Mobile Test Rig The Zest Group has supplied a unique solution for a very specific application where quality and reliability formed the foundation for the project.
L
ong standing customer and leading local manufacturer of crushing and screening equipment, Pilot Crushtec was faced with the challenge of creating load conditions for accurate and reliable testing of its TwisterTrac vertical shaft impact crusher. The company developed a mobile test rig which would do just this.
Based on the need to test load conditions in a controlled environment which is not always possible on a site as conditions often vary Dawid Scholtz, design office manager at Pilot Crushtec, explains that the decision to build the test rig was based on the need to test load conditions in a controlled environment which is not always possible on a site as conditions often vary.
Configuration
The configuration of the test rig necessitated the vertical mounting of an alternator so as to allow it to be connected to the TwisterTrac’s rotor shaft.
The rotor shaft is connected with a V-belt system to a hydraulic drive, powered by a diesel engine operating at 2000 rpm. The alternator then, in turn, provides power to a resistive load bank. Traditionally alternators are horizontally mounted in a generator set configuration and Pilot Crushtec turned to Zest for an appropriate solution. Gary Daines, sales and marketing manager at Zest, says that Zest has a focused approach to its customer base and is often called upon to provide custom solutions to specific application requirements such as this one.
Entire unit
“In this instance, the entire unit was reengineered for its vertical mounting configuration, and this required an amount of design and engineering to ensure that the performance of the alternator would not be compromised. Both Zest and WEG are satisfied that the custom engineered vertical mount alternator will provide the necessary reliability required for a test rig such as this,” Gary says. BULK HANDLING TODAY
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ThyssenKrupp Materials Handling A division of ThyssenKrupp PDNA Engineering (Pty) Ltd. Phone: +27 (0)11 236 1000 Email: info.tkmh@thyssenkrupp.com Website: www.tkmh.co.za
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CRUSHERS, SCREENS, CHUTES & LINERS
The WEG alternator was manufactured at WEG’s ISO 9001:2008 accredited facility in Brazil. “Having our own in-house test rig means that all machines are now load tested at our Jet Park facility and this ensures that reliability in the field is not compromised,” Scholtz says. “A further advantage is that the test rig allows the testing of machines where new components such as engines are used.”
Design and engineering to ensure that the performance of the alternator would not be compromised Criteria
“Testing criteria on the test rig was established based on extensive experience in the industry. Once its working temperature is reached, the machine is run under load for between three to four hours.” Gary says that the relationship between these two market leaders goes back to Pilot Crushtec’s inception some twenty years ago, and this latest project is testimony to both companies’ ability to work together to produce the optimum solution. Jamie Wilson, Zest Electric Motors, Tel: (011) 723-6000, www.zest.co.za
The vertically mounted WEG alternator
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23
Everyday
Heroes
It’s not everyday that the ‘real’ guys in the business are honoured. “Bulk Handling Today” was privileged to attend a competition held by Scania recently in which the company put their mechanics to the test.
S
ix regional teams were invited to attend a day filled with stiff competition and camaraderie as mechanics were put through their paces. The competition is designed to test the knowledge and skills of the Scania workman, and this in only twenty minutes. Although four teams from South Africa, one from Namibia, BULK HANDLING TODAY February 2013
6
and one from Zimbabwe made up the contestants, there is a lot at stake as the Southern Africa Regional Top Team winners go through to the semi-finals in May 2013 in Sao Paulo, Brazil. From there, only two teams will progress to the ultimate Scania Top Team final in Sweden to compete for the Scania World Champion Team title. “It is important that our teams offer a professional service level to our clients, by analysing the problems on our clients’ vehicles accurately the first time. A quick and complete service is offered to our customers in our workshops, enhancing the Premier Brand of Scania,” Steen Gram, After Sales Director of Scania SA, emphasises. “Through this competition we can measure ourselves against the best in the world and ensure that our staff is kept up to global standards offering top-notch skills and service to our customers worldwide. The competition is designed to measure how accurately the teams can analyse problems in the workshop using all the available tools and testing equipment in the short period of just 20 minutes. “The worldwide aim of the competition is to test knowledge, efficiency and the teamwork ability of the competitors,” added Steen. Despite the intense air of competition and after a gruelling day of analysing technical and electronic problems on two Scania trucks and a Scania Bus, at the Scania Delivery Centre in
The Winners were: Welwitschias (Namibia) Team High Range (Rosslyn) Rosslyn Boys (Rosslyn) Harare Eagles (Zimbabwe) Cheetahs (Bloemfontein) Bulawayo Five (Zimbabwe)
Scania Parts Delivery Centre in Aeroton
Aeroton, the top teams were ready for the banquet held later that evening on 16 February 2013 to announce the winners. In his address to the guests, Steen pointed out, ”Our workshop teams are our everyday heroes, who must be rewarded for their professional service levels and customer support.” Celebrity entertainer, Amore Vitonne and Scania’s Corporate Relations Manager, Gideon de Swardt announced the winning teams at the end of the banquet. The top team who will go on to compete is the Welwitschias of Namibia. Apart from the sponsored trip to Brazil, each team member received a trophy and a cheque for R7 500. The team comprised of Toivo Tangeni Shiimi, Lohmeier Angula Shipiki, Lipumbu Junias Shiningayamwe and Josua Gawanab.
Second place went to Team High Range who each received a cheque for R5 000. Third place went to Rosslyn Boys with Harare Eagles coming in fourth, the Cheetahs in fifth and the Bulawayo Five in sixth place. The ‘cherry on top’ for the winning team is that Steen Gram has promised to support the winning team with additional resources to maximise their chance to progress from the semifinals in Brazil to the finals in Sweden at the end of the year. Patrick Gowora from Team Bulawayo Five told us, “This competition has been a great experience and a very real lesson on the importance of working together as a team.”
www.scania.co.za BULK HANDLING TODAY
February 2013
7
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LINATEX速 Rubber Products
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Copyright 息 2012, Linatex, Ltd. All rights reserved. LINATEX is a registered trademark of Linatex, Ltd.; WEIR is a registered trademark of Weir Engineering Services Ltd.
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CRUSHERS, SCREENS, CHUTES & LINERS
Tim Marsay, CEO of Marsay Equipment
Crushers for Africa, from Africa
There are many instances where it just makes sense to buy second-hand machinery rather than over capitalising with brand new equipment. This is also true for crushers where small operators just starting out, pilot plant projects and short term operations benefit from investing in reliable second-hand crushers.
A
family business, Marsay Equipment, specialises in second-hand crushers including the manufacture of equipment around crushing plants. “Bulk Handling Today” speaks to Tim Marsay, second generation owner and CEO of the company, about this niche market he and his two sons have been serving from Randburg since his father started the business over forty years ago. “Back in the seventies I took on a holiday job in my father’s company, and here I am today, still on holiday,” he says with a chuckle before continuing on a more serious note.
we’ve been dealing with for many years became available, we took over the staff and continued with the business he explains. “Now we undertake a fair percentage of repairs and manufacturing from our own workshop in Springs, not only producing refurbished crushers, but often also supplying complete crushing plants to miners throughout Africa.” The company deals in crushers ranging from small laboratory crushers through to field machines up to about 100 tonne an hour. Adds Tim, “It is a size range we’re at ease with, not only in terms
Now we undertake a fair percentage of repairs and manufacturing from our own workshop in Springs, not only producing refurbished crushers, but often also supplying complete crushing plants to miners New life for old machines
“Until recently our business mainly dealt with buying crushers, having them repaired by a third party and then selling them off. But when one of the engineering shops
A complete primary section built by Marsay consisting of a loading bin, vibrating grizzly feeder, Telsmith 14 x 24 jaw crusher and horizontal discharge conveyor, all built onto a heavy duty stand on a skid base
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CRUSHERS, SCREENS, CHUTES & LINERS
Before: a crusher body as found in the field
After: the same crusher completely refurbished
Our intention is to develop a simple modular unit which can easily be dismantled for transport purposes and recommissioned with minimal skills and costs on site of capital investment, but our workshop is geared comfortably for repairs to this size as well as the manufacture of ancillary equipment like screens, bins and chutes to go with it.”
Crusher plant
Having taken over the workshop, has inevitably led to the company also venturing into the manufacture of complete crushing plants, especially small mobile units. “We’ve recently supplied a number
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of these to rural markets in Limpopo, Mpumalanga and North West provinces,” Tim remarks. “Crushed stone is very expensive in outlying areas, so small entrepreneurs in these areas have approached us to assist in getting them started up in the commercial stone crushing market.” To this end, and to cater for the increasing number of small miners emerging in Africa, Marsay has developed a ‘starter pack’ which is a crusher unit mounted on a four-wheel drawbar trailer with a conveyor feeding a 5 to 10 tonne per hour jaw crusher before the material goes onto a screen for separating the different sizes. “This unit is typically powered by a diesel engine which drives
CRUSHERS, SCREENS, CHUTES & LINERS
all of the three main components of the plant on the trailer,” explains Tim. “The more sophisticated version we offer is generator-powered so that customers can add on a stockpile conveyor system for the finished product.”
Mobile units
With the recent state-promoted rural infrastructure development projects on the rise, the company anticipates an increase in demand for similar small stone crushing plants.” Tim elaborates, “These mobile units are built by our workshop team. “These qualified artisans with many years’ experience, not only recondition secondhand crushers, but also make some of the new components which we need to be able to put a unit together. Until now we’ve been making do with whatever we have in stock, but our intention is to develop a simple modular unit which can easily be dismantled for transport purposes and re-commissioned with minimal skills and costs on site.” But Marsay’s clients are not limited to small mining operators and entrepreneurs, some well-known European mining companies who are setting up start-up mining operations in Africa have approached them for second-hand crushers. “In the A mobile crusher unit after refurbishing past year, at least 50% of our turnover in crushers has been from outside South Africa,” says In the past year, at least 50% of our turnover in crushers Tim. “Even countries as far away as Guinea and has been from outside South Africa Liberia in West Africa, which are equidistant from the European market, recognise the fact that South European entrepreneurs turn their attention to Africa is a reliable source of good reconditioned resources and diamond mining opportunities in stone crushing and mining equipment.” this region. There also seems to be an awakening of interest from SADC countries, especially Mining companies Namibia, Zambia and the DRC for reconditioned As a result, the company is supplying equipment to stone crushing and mining equipment. European based mining companies that are working on numerous projects in Africa. Tim adds, “It appears that the GDP growth in Africa is making
“The significant difference between South Africa and European countries, as a source of used
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CRUSHERS, SCREENS, CHUTES & LINERS
equipment, seems to be that we can be relied on,” says Tim in conclusion. “We are in a position to offer clients exactly what they want, and ensure efficient delivery in a shorter turn-around time. In addition, we offer an unparalleled service and spares back-up such as assistance with commissioning of plant, supply of operating and maintenance instructions, and a reliable source of new, and if necessary, good used spares.” Tim Marsay, Marsay Equipment, Tel: (011) 781-7410, Email: tim@marsayequip.co.za
A typical mobile unit assembled
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A rebuilt crusher
BELTCON
Energy Saving by Speed Control Ambient pollution includes not only spillage of dry bulk material during transhipment, transfer or caused by carryback, but also the carbon dioxide (CO2) emissions caused by the generation of the energy required for operating transport equipment.
I
f it is possible to reduce the amount of energy used by a belt conveyor to transport a certain amount of dry bulk material from one place to another, then that automatically leads to a reduction of the emissions. Energy savings can be principally achieved by either reducing the friction in the belt conveyor or by optimising the logistic control of the system. The friction in a belt conveyor can, for example, be decreased by applying low loss rubber compound in the belt, or by using special low loss idler rolls and skirt boards. Energy savings can further be achieved by optimising the logistic control of a belt conveyor. Normally, a belt conveyor runs more or less at the same speed whether it is fully loaded or empty. It is possible to monitor the load on the belt by using a weight frame or a volume measurement system and adjust the belt speed in such a way that the belt is always running ’full’ in terms of volumetric capacity.
If it is possible to reduce the amount of energy used by a belt conveyor to transport a certain amount of dry bulk material from one place to another, then that automatically leads to a reduction of the emissions For this, a certain threshold value for the loading degree is defined, for example 85%, and if the belt loading degree falls outside a certain bandwidth, for example 10%, then the belt speed is adjusted. Changes in belt feed or required discharge capacity are caused by the total system in which the conveyor operates. In the case of a power plant, the reason for a discharge capacity range can be the result of coal qualities, boiler unit load factor and demand side implications.
Energy consumption and emissions
In general it can be said that the electrical power Pe required to drive a belt conveyor depends on the total motional resistance F, the belt speed v, the drive’s mechanical efficiency Kmech, the electrical efficiencies of the frequency converter Kfreq, and the motor efficiency Kmotor, and is equal to:
(1) The total motional resistance F depends on among others, the load on the belt m’L, the belt conveyor design characteristics, and its length. Reducing the belt speed at a given material flow, Qm increases the load on the belt, which increases the motional resistance. However, an overall reduction of the required electrical power is expected due to the lower belt speed. This is caused by the fact that the increase in friction caused by the increase of belt load m’L is less than the decrease in velocity. Therefore Pe decreases with a decrease of the belt speed v, although not linearly [8]. The speed control savings 'Pe by lowering the belt speed from vnominal to vn at non nominal material flow Qm is given as:
(2) The emission of CO2, nitrous oxide (NOx) and particulate matter (pm), depend on the energy used by a belt conveyor. The mass of the emission output is related to the amount of energy consumption ES. The relation between the mass of emission output msubstance and the energy consumption is given by the specific emission factor (s.e.f.) [9]: msubstance = s.e.f.substance Es
(3)
where msubstance is the emitted mass of a substance in mg, s.e.f.substance the specific emissions factor of a certain substance in mg/J, and ES the energy consumption in J. For the emission output of the substance CO2 , for example, equation 3 becomes: mCO2 = s.e.f.CO2 ES
(4)
The specific emission factors for CO2, NOx and pm in the Netherlands are 0.15, 0.00016, and 0.0000018 respectively. Although ES is the energy used to power a belt conveyor, it should be realised BULK HANDLING TODAY
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BELTCON
that in order to make electricity, primary energy resources such as coal, oil and gas are used. The amount of primary energy Ep is calculated by [9]: E p = r pE s
(5)
where rp is the ratio of the used energy form and the used primary energy. This ratio, for example, is 2.2 for electricity and 1.2 for diesel fuel. The energy consumption ES can be calculated by multiplying the power required to drive transport equipment with the time t it is operating: Es = Pet
(6)
For a normal belt conveyor Pe is a function of time. Sometimes a belt conveyor is fully loaded and is Pe high, sometimes it is running empty and is Pe low. Also, the ambient conditions like temperature have an impact on the required drive power. Therefore the total amount of energy used in a certain period of time depends on the operational and ambient conditions and equation 6 must be rewritten to:
in the feeding area. The secondary resistance can be expressed with sufficient accuracy for belt conveyors in excess of 80 metres by: FN = (1-C)FH
(10)
where 1-C is the ratio between the primary resistance and the secondary resistance. If the special resistances are not taken into account then equation 9 can be written out to the following equation, using equation 10: F = CfLg[m’R+(2m’B+m’L)cosG@+m’LgH
(11)
where f is the artificial or fictive coefficient of friction, L the total length of the conveyor, m’R the reduced mass of the idler rolls in both the carry and the return side of the belt, m’B the reduced mass of the belt, m’L the reduced material load on the belt, and G the inclination or declination angle of the conveyor. Assume that a belt conveyor has been designed so that it can carry the required capacity Qm in accordance with the guidelines given in DIN 22101 or ISO 5048. In that case the reduced material load on the belt is equal to:
(7) With the speed control savings ¨Pe and using the equations 4 and 6 the reduction in the emission of CO2 can be determined: (8) where ¨t is the period of time the speed is reduced. As an example, if a power reduction of 250 kW can be achieved for half an hour per day (125 kWh) then this leads to a reduction in the emission of CO2 of 24,638 kg per year. In the Netherlands, the average cost of a kWh is € 0.10. The emission rights of CO2 cost about € 15.- per ton. The total cost saving in this example therefore is about € 4, 932.10 per year.
Belt conveyor power calculation
In the standard DIN 22101 [10] the total motion resistance is defined as: F = FH + FN + FSt + FS
(9)
where FH is the primary or main resistance, FN the secondary or side resistances, FSt the gradient resistance and FS the special resistances. The primary resistance FH is the resistance force that occurs in the carry strand of the belt and the normally unloaded return strand of the belt. It is independent of the change of elevation H. The secondary resistance FN is the resistance force that is due mainly to frictional and acceleration forces
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(12) where M1 is the slope factor of the installation. If the belt speed is changed proportionally with a change in capacity then the reduced material load on the belt remains constant. If the belt speed however, is changed at a constant capacity, then the reduced material load on the belt changes inversely, proportionate to the belt speed. Therefore, as far as the total motion resistance is concerned, the only two parameters that can change with a change in belt speed are the belt speed itself and the reduced material load on the belt. All other parameters remain constant. Therefore the total motion resistance can be expressed as a function of the reduced material load on the belt as used in equation 6. If all terms with the reduced material load on the belt are collected then equation 11 becomes (formula 13): Here it is implicitly assumed that the fictive coefficient of friction f is also independent of the reduced material load of the belt, and thus the capacity of the conveyor. This assumption will be discussed later. With equation 6 and equation 13, the power required for a belt conveyor to overcome the motion resistances using DIN 22101 can be expressed as follows (formula 14): Equation 14 can also be expressed in terms of capacity. Using equation 12, equation 14 becomes (formula 15): Alternatively from equation 13 an expression can
BELTCON
be derived for the fictive friction coefficient f:
F = F(m’L) = CfLg[m’R+2m’B cosG@ >CfLgcosG+gH]m’L = C1+C2m’L
(13)
(16) (14)
This equation is used later to derive the fictive friction coefficient from experimental results.
Fictive coefficient of friction
Looking back at equation 11, it becomes clear that the prediction of the required drive force, when using the DIN standard, depends on the selection of the fictive coefficient of friction f. All the reduced masses are normally known, as well as the conveyor’s geometry that determine the parameters L, H and G. The ratio between the primary and secondary resistance C is prescribed by the DIN standard. Values for f are recommended by the DIN standard and are generally between 0.016 for a well laid out, clean belt conveyor and 0.027 for unfavourable operating conditions. Well designed, long overland conveyors show f factors between 0.008 and 0.012. In practice, a fictive coefficient of friction in the range of 0.023 to 0.025 is generally considered a safe design value.
Physical measurements
A 660 metre long belt conveyor is used to determine the actual DIN f factor of that conveyor and to investigate a possible change in that factor with a change in belt load. The data of the belt conveyor are given in Table 1. The electrical power consumption of the belt conveyor was measured with a digital clam meter
(15) around the power supply lines of the belt conveyor’s frequency converter. This frequency converter was used to control the belt speed. The load on the belt was controlled by a speed-controlled apron feeder underneath the hopper. Three different bulk solid materials were transported with the belt conveyor at different speeds and capacities. Figure 1 shows the results of the measurements in terms of derived DIN f factors using equation 16. From Figure 1 it can be seen that the average value for f is about 0,022. Deriving a trend of the friction coefficient instead of a fixed value does not have any added value at the moment. The variance which arises due to measurements with different dry bulk L [m] H [m] v Qm m’ B m’ R C K mech [m/s] [MTPH] [kg/m] [kg/m] (DIN) 660
16.1 4.5
6,000
48.6
55.8
Kf req
K motor
1.17 0.960 0.961 0.984
Table 1: Belt conveyor data
Figure 1: Derived friction coefficient
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BELTCON
materials and operating conditions is larger than the variation of f itself (see Figure 1). Therefore the assumption that the DIN f factor is independent of the reduced material load of the belt, and thus the capacity of the conveyor is justified. At a capacity of 0 MTPH, Figure 1 shows different values for the fictive coefficient of friction f. In essence, one would expect that for an unloaded conveyor the value for f under this condition would be a constant. However, due to the fact that the power required to drive the belt conveyor was determined electronically and not mechanically, and that the different tests were done at different belt speeds, the change in electrical efficiency at different belt speeds affects the value of f.
Case Study I
To illustrate the effect of the speed reduction on the power consumption and emissions of belt conveyors, three actual operating belt conveyors are considered with different lengths and change of elevation (see Table 2). In Table 2, Belt Conveyor (BC) 1 is the same conveyor that was used for the
BC 1 660
1,410
95
16.1
5.8
9.0
Width [mm]
1,800
1,800
1,800
Trough angle [°]
40
40
40
Nominal speed [m/s]
4.5
4.5
4.5
6,000
6,000
Nominal capacity [t/hr] 6,000
Table 2: Belt conveyor characteristics
All three belt conveyors have a nominal capacity of 6,000 MTPH at the nominal belt speed of 4.5 m/s. If in practice it turns out that the real required capacity is about 3,250 MTPH then the belt speed can be reduced to 2.75 m/s. At that belt speed the conveyors still have 10% overcapacity that can cater for fluctuations in the material flow. It is assumed that the belt conveyors are occupied for 35% of the available time (360 days at 24 hours per day). In that case reducing the belt speed from 4.5 m/s to 2.75 m/s leads to energy savings as presented in Table 3. The belt conveyors 1, 2 and 3 that were described in Table 2 in reality do have frequency converters to regulate the belt speed. If however, they were
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BULK HANDLING TODAY
In multi-motor drives they ensure precise load distribution. Result: fewer downtimes – and the service life of the belt and the drive components is increased. The latest product innovation is the Voith TurboBelt 780 TPXL. info.vtza@voith.com www.rsa.voithturbo.com
March 2013
BC 3
Material lifting height [m]
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BC 2
Length [m]
ai_ait_44.1_en aik
19)
measurements described in Section 5.
BELTCON
equipped with fluid couplings then the total savings given in the last row of Table 3 can be used to assess whether or not a conversion to frequency converters is feasible or not. In that analysis also the cost of the control system as well as the belt load monitoring device should be considered.
Therefore, as far as the total motion resistance is concerned, the only two parameters that can change with a change in belt speed are the belt speed itself and the reduced material load on the belt Case Study 2
Besides underutilisation of the capacity of a belt conveyor a significant fluctuation of the material flow can also be a reason to apply speed control in order to maximise the volumetric capacity. Assume that belt conveyor BC-2 of the previous case study is fed by a reclaimer and experiences a fluctuating material flow due to the nature of the reclaiming process. Assume that the capacity of the material flow fluctuates as follows:
BC 1
BC 2
BC 3
P e (6,000t/hr) [kW]
722
946
259
P e (3,250t/hr, 4.5m/s) [kW]
449
625
153
P e (3,250t/hr, 2.75m/s) [kW]
400
529
142
P e,savings [kW]
49
96
11
CO 2 reduction [Tons]
80
157
18
Speed control savings [€/yr]
14,818
29,030
3,326
CO 2 emission costs reduction [€/yr]
1,200
2,352
269
Total savings [€/yr]
16,018
31,382
3,595
Table 3: Speed control savings of a frequency controlled belt conveyor
If equation 22 is combined with equation 14 then the following expression is obtained for the required drive power:
(22) Again, with equation 7, the total amount of energy used in the cycle time p can be calculated:
(17) where p is the cycle time. Here it is assumed that a four quadrant drive is used so that deceleration forces and acceleration forces cancel each other out and that the cycle time is in minutes, not seconds. If it is desired that the reduced material load on the belt is kept constant, then the belt speed has to vary with the capacity as described in equation 18. A combination of equation 12 and 18 yields:
(18) If the reduced mass of the material load on the belt is constant then the total motion resistance, as defined in equation 13, is constant as well. With a constant resistance force the required drive power, using equation 1, simplifies to (formula 19): Therefore, with equation 7, the total amount of energy used in the cycle time p is:
(23) Presume that the average capacity Q1 is equal to 4,625 MTPH, the amplitude of the capacity fluctuation Q2 is 1,375 MTPH and the cycle time is 15 minutes. In that case the capacity fluctuates between the design capacity of 6,000 MTPH and the reduced capacity used in Case Study I of 3,250 MTPH. The base case (Case 1) is the situation described in Case Study I where the conveyor runs with a belt speed of 4.5 m/s carrying 6,000 MTPH. Two more cases came from Case Study I: the conveyor carrying 3,250 MTPH at a belt speed of 4.5 m/s (Case 2) and the conveyor carrying 3,250 MTPH at a belt speed of 3.27 m/s (Case 3). Here, two more cases are added using the data of belt conveyor 2 (BC-2). Case 4 is the situation where the belt speed fluctuates to accommodate the fluctuating material feed. Parameter
Case 1
Case 2
Case 3 Case 4
Capacity [MTPH]
6,000
3,250
3,250
Fluctuating Fluctuating between 6,000 between 6,000 and and 3,250 3,250
Belt speed [m/s]
4.5
4.5
2.75
Fluctuating between 4.5 and 2.44
4.5 m/s
Reduced material load [kg/m]
370.37
200.62
328.28
370.37
Fluctuating between 370.37 and 200.62
Required power [kW]
946
625
529
783
834
(20) If the belt speed is not varied in accordance with the variation of the material flow but kept constant, then the reduced material load on the belt will vary in accordance with:
(21)
Case 5
Table 4: Power requirements for the different operational cases
BULK HANDLING TODAY
March 2013
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BELTCON
The most valuable resource that comes out of the mine each day is the one that goes in.
Finally, Case 5 is the situation where the belt speed is kept constant at 4.5 m/s and the reduced load of the bulk material on the belt fluctuates with varying material feed. Table 4 summarises the results and illustrates the possible power savings. From Table 4 it can be learned that with a fluctuating material feed, it is beneficial to control the belt speed so that the volumetric capacity is kept constant at the design capacity. In the given example, the average power per cycle time reduces by 36.5 kW from 834 kW to 783 kW. With this, the cost saving per year in terms of electricity is € 11,038. The reduction in CO 2 emission is 59.6 ton, which reduces the CO 2 compensation by € 894 per year. In total the cost savings of varying the belt speed with a varying material feed in this specific case is € 11,932.
Conclusion
In this paper two case studies were presented illustrating the effects of varying the belt speed with a variation of bulk solid material load on the belt. The effects mentioned are a reduction in power consumption and the corresponding reduction of emissions, in particular CO2. The first case study illustrated the effect of continuously reducing the belt speed in situations where the belt conveyor is structurally underutilised in terms of volumetric capacity. If the belt carries less bulk solid material than it is designed for, then the belt speed can be reduced.
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The second case study illustrated the effect of varying the belt speed with a varying load, in this case caused by a not constant feed capacity from a reclaimer that feeds the belt conveyor. In both cases it was shown that the reduction in terms of power consumption and emissions is significant and that it justifies a change in the logistic control of the belt conveyor in such a way that speed control is possible. In the second case study the effects of accelerating and decelerating the conveyor belt are not taken into account. Where that may be valid for slowly varying belt speeds with low acceleration and deceleration levels, it may not be valid for quickly changing belt speeds. This however, is a topic for further research. A potential disadvantage of continuous belt speed variation can be a challenging chute design. With a change in belt speed the trajectory of the bulk solid material at the discharge point will also change. This requires a chute that can handle a variation in trajectory of the bulk solid material stream, for example, a dead or rock box. Besides a reduction in power consumption and emissions, speed control leads to additional benefits such as a reduction in maintenance costs. These benefits have not been included in the analyses described in this paper. Note: This paper has been condensed due to space constraints. The authors are Prof.dr.ir Gabriel Lodewijks, Dr.ir Dingena L. Schott, Dr.ir Yusong Pang. 7KLV SDSHU ZDV ¿UVW SUHVHQWHG DW %HOWFRQ KHOG LQ -RKDQQHVburg in 2011 and copyright is vested with the IMHC. Enquiries can be made through the website; www.beltcon.org.za.
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BULK HANDLING TODAY
March 2013
CONVEYING
Splicing for Belt Extensions
Underground belt conveyers at the coalface usually have to be extended over time as mining progresses further into the coal seam, with all the accompanying costs and time constraints.
components, the belt lacing equipment and all the accessories used to fit mechanical belt fasteners. “Bulk Handling Today” speaks to Anton Vermeulen, sales director at Multotec, about the system they’re offering locally. “We’ve just celebrated Mato’s 25th year in South Africa,” he says. “Of all the distributors across the world, we’re the only company outside Germany who has the right to manufacture parts of the Mato belt fastening system locally.
Our system is widely used in underground coal mining, not only where belts are frequently extended, but in other applications as well Locally made
Anton Vermeulen, Multotec Mato Products
T
his is where mechanical splicing has come into its own, particularly where conveyors are extended on a regular basis. Mato Products, a subsidiary company partly owned by Multotec and Mato in Germany, specialises in the manufacture and supply of mechanical splicing
“This came about years ago when local coal mining companies started giving preference to locallymanufactured products, coercing the Germans to grant manufacturing rights to a reliable local company that could produce the same quality product as they do,” explains Anton. “Today our system is widely used in underground coal mining, not only where belts are frequently extended, but in other applications as well.” This system is often used as an emergency splicing system in other situations because it’s so easy and quick to fit, reducing conveyor downtime to the minimum if a belt breaks unexpectedly. Compared BULK HANDLING TODAY
March 2013
37
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38
P.O Box 17260, Benoni West, 1503, South Africa, Phone: (011) 421 - 9916/ 7, 421 - 6714, 421 - 6761, Fax: (011) 845 1472, Email: info@tegaindustries.co.za, www.tegaindustries.com
BULK HANDLING TODAY
March 2013
TM
TOTAL : Solution
CONVEYING
The belt skiver, developed in South Africa
with a conventional permanent splice which takes about eight hours if all goes well, the Mato fastener is fitted within an hour at the most. “Mechanical splicing is a versatile solution because it can be carried out in many different environments and on many types and widths of belts,” adds Anton. “Where belts are subjected to lots of wear and tear or need to be extended regularly, our system is key and it’s also favoured on belts in dirty, high-moisture environments or cramped spaces in various applications including mine, quarry and heavy-duty applications.”
How it works
The mechanical splice is created by using a metal hinge system which is fastened through a plate onto the end of the belt by metal staple fasteners inserted through a plate and bent over by a special lacing machine which is manually or pneumatically operated. At the end of each plate there are loops, interspaced so that the loops from the plate opposite fits into the slots of the opposite plate, just like the two plates of a hinge slot together. A special round connecting pin is then inserted through the loops to join the two ends of the belt in a flexible joint. The fastener system’s plate is stainless steel while the staples are made out of spring steel for general use, but staples are also available in stainless for high corrosion applications. “The fasteners are produced in 200mm long strips, packed for the
standard belt widths of 1000 and 1500mm,” explains Anton. “The fastener can also be supplied as a sealed version to minimise the possibility of the fine materials sifting through the joint during conveying.”
Belt clamps
Critical to the fastening system is the belt clamp set which holds the belt in place while the splice is being made. Anton elaborates, “Our design has a patented safety system, which allows the clamping force of the belt to increase in proportion to the pulling force applied to the belt. The belt will always be safely clamped within the specified safe working load of the belt clamp, especially as the clamps are designed to hold the belt at three times the safe working load.”
Our design has a patented safety system, which allows the clamping force of the belt to increase in proportion to the pulling force applied to the belt As in vulcanised splicing, mechanical splicing requires an array of special tools and accessories in order to produce a straight splice without waves and distortion in the belt at the joint. “We offer special knives, cutters, thickness indicators, markers and a special cutting square to make sure the cut is perfectly straight ensuring a lasting joint in the belt,” says Anton. BULK HANDLING TODAY
March 2013
39
CONVEYING
Special tools
“Very often the thickness of the belt has to be reduced, or skived away for the fastener plates to fit properly. To make this job easier, we’ve developed a unique belt skiving machine in South Africa which accommodates different blades for the various belt thicknesses. This product works so well that we now export it as an accessory product to all the other Mato distributors in the world.”
Conveyor belt fasteners
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Although mechanical splicing as a service is not offered, Anton’s team provides full training on the proper use of the system. “In the twenty-five years we’ve been selling this system in South Africa, it has proved over and over to be superior to other mechanical splicing systems mainly due to the unique way in which we manufacture the plates,” he says in conclusion. “The cold forging process we use to form the plate does not affect the strength of the steel, ensuring a much longer life than the hot forging usually used.” Multotec Mato Products, Anton Vermeulen Tel: (011) 456-5731, Email: antonv@multotec.co.za
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BULK HANDLING TODAY
March 2013
MARKET FORUM
Retractable V Return Idlers
Melco has expanded its product offering following the highly successful May 2012 launch of its new range of retractable V return idlers to the South African mining market. The Melco retractable V return idler design consists of a permanently installed main frame, sloping at a 10° angle to the incline belt, with end plates and a cut out. Melco sales and marketing director Craig Warmback explains that the roller is located in a retractable frame that slides into the main frame at a 6° angle, which ensures that it drops away from the belt as it is retracted, thereby ensuring improved safety due to the fact that the belt does not have to be lifted. “This innovative design enables a single workman to change out rollers, which can be more than 1m-long, while standing on
a standard 750 mm walkway. In order to undertake this process, the workmen simply need to unbolt the sliding frame from the end plates of the main frame and pull out the sliding frame. After replacing the roller, the sliding frame is returned to its operating position,” he says. Melco managing director Gavin Hall highlights the fact that the company’s range of retractable V return idlers have been adopted by Grootegeluk coal mine, which is installing a conveyor system to supply Medupi Power Station in Limpopo province. “The stringent safety requirements at the mine’s elevated gantries necessitated the need for a range of return rollers to be safer to replace when damaged or worn,” he adds.
to design a retractable idler that would make it easier and safer for workers in this previously challenging working environment. “To replace a roller, a team of workmen wearing safety harnesses has to climb inside the gantry, lift the return belt clear of the roller, then uncouple and remove the heavy roller. There may also be other complications to take into account, like underpans, which prevents any material from the loaded belt falling to the ground, making access to the roller even more difficult. The process of changing rolls in this environment is very complex and challenging indeed.” Melco, Gavin Hall, Tel: 087 806 3160, Email: gavinh@melco.co.za, www.melcoconveyors.com
Gavin notes that Melco was approached
Three Unique Inspection Tools Jack Nix, a regional sales manager for Konecranes, based in Brussels, is in the country to train Konecranes personnel in South Africa on the three revolutionary new products. The ‘RailQ’ Runway Survey is an advanced survey technique that uses a remote controlled robot trolley which runs along the rail the crane routinely travels on, collecting and feeding information into a specially-designed station survey instrument. Any information on misalignments of the runway, missing clips, worn pads or uneven, bent or twisted sections of the runway structures is processed by Konecranes’ analysis and visualisation software. This allows Konecranes to survey the runway in a faster, safer and more accurate way. Time savings can be up to 75%. Another unique inspection tool is the ‘RopeQ’ which checks the state of the inside and the outside of the wire ropes. These can contain up to 400 individual wires which can become worn over years of use.
Thirdly the Truconnect Remote Monitoring allows customers to check on the performance of the cranes on their own computer through online access to a special Konecranes report-back system. This data allows customers to
make better decisions and increase the productivity of the cranes. Konecranes, John MacDonald, Tel: (011) 864-2800, Email: john.macdonald@konecranes.com, www.konecranes.co.za
Konecranes RopeQ
BULK HANDLING TODAY
March 2013
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MARKET FORUM
A Novel Container Service For mines and contractors operating on remote sites, the introduction of Barloworld Equipment’s hydraulic hose assembly container service cuts out part delivery lead times and ensures fast and efficient maintenance. On the spot hose changes mean there’s minimal machine downtime and all tooling meets the requirements for Cat no-skive and reusable couplings. “Catering for low, medium or high pressure applications, hose and coupling inventories are customised to match the client’s machine population for both Cat and other OEM products,” says Barloworld Equipment group product specialist, Paul Verwey. (Barloworld Equipment is Caterpillar’s southern African dealer.) The purpose-built 40 foot high-rise container comes equipped with the latest Caterpillar technologies and is manned and managed on-site by Barloworld Equipment Parts Department personnel that include trained hose assemblers. Ongoing inventory management ensures that replacement parts are always available. Barloworld Equipment, Alastair Currie, Tel: (011) 929-0000 Email: acurrie@barloworld-equipment.com
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BULK HANDLING TODAY
Heavy Acquisition Invicta Holdings Limited has concluded a R1,36-billion deal, with the acquisition of Singapore listed Kian Ann Engineering Limited, global distributors of heavy equipment parts and diesel engine and truck spares. This is the third biggest company of its kind in the world. “Kian Ann, with a similar profile to ESP (Equipment Spare Parts Africa), also part of Invicta Holdings, is an excellent strategic fit and will form part of the Capital Equipment Group (CEG),” says Tony Sinclair, CEO, Capital Equipment Group, Invicta Holdings Limited. “This global acquisition, which is likely to increase Invicta’s turnover by 20%, is the first deal in the company’s international expansion strategy. “This acquisition boosts Invicta’s focus on extending its existing after-market spare parts base by establishing a source hub in Asia, one of the major
March 2013
Tony Sinclair, CEO, Capital Equipment Group, Invicta Holdings Limited
world growth centres. The combined group, including Bearing Man Group (BMG), will have the muscle to leverage on operations in emerging markets, broadening CEG’s product offering and expanding its service to global customers.
MARKET FORUM
World Speed Record
“For purposes of comparison, the world annual market for excavators is 458 000 units, with the Chinese market being 178 000 units of these. The South African market is approximately 1 000 units per annum.” The range includes diesel engine and electrical parts, ground engaging tools, hydraulic components, transmission and drive parts, undercarriage parts and OEM and replacement components. The machine brands that the Group’s products support include Caterpillar, Komatsu, Cummins, Hitachi, Kobelco, Sumitomo, Mercedes Benz, Volvo, Scania, Man, BPW, Hyundai, Samsung and Daewoo/Doosan. Tony Sinclair, Capital Equipment Group (CEG), Invicta Holdings Limited, Tel: (011) 922-2000, Email: tonys@cse.co.za, www.capitalequipmentgroup.co.za
The Volvo-built ‘Mean Green’, hybrid truck smashed through its own international record for the standing kilometre – at 153.252 km/h – as well as the record for the flying kilometre – at 236.577 km/h – at Wendover Airfield in Utah, USA, recently. The truck was driven by its owner, Boije Ovebrink.
are essential, and Goodyear has worked closely with Volvo on the project. The hand-built drive axle tyres are based on the 495/45R22.5 Marathon Long Haul Drive truck carcasses, while truck racing tyres fit the front axle. Both are capable of withstanding the enormous torque and speeds that Mean Green develops.
The green monster pumps out a massive 2 100 horsepower and a massive torque of 6 770 Newton metres, allowing this special race truck to sprint from zero to 100 km/h in four seconds which is impressive for a car, let alone a truck weighing six tonnes. Tyres capable of withstanding the enormous stresses
Aerodynamics also plays a vital role in achieving top speed, so Volvo designers selected a North American VN cab and sculpted the optimal aerodynamic shape for the truck. Goodyear Tyre & Rubber Holdings, Lize Hayward, Tel: (041) 505-5421, Email: lize_hayward@goodyear.co.za
BULK HANDLING TODAY
March 2013
43
One Source
One Source for all your material handling needs FLSmidth delivers a complete line of reliable material handling systems designed for enhancing performance, increasing energy efficiency and safety, while helping to reduce emissions and operating costs. Rely on the brands you’ve come to trust – ROYMEC, RAHCO, KOCH, MVT, Buffalo & ABON. 2 2 2 2 2
SYSTEMS For further information please contact us at:
www.smidth.com 44 BULK HANDLING TODAY March 2013
MARKET FORUM
Bulk Ship-Loader A R140 million general bulk ship-loader procured for the Port of Richards Bay is the latest addition in Transnet Port Terminal’s (TPT) R33 billion investment programme. Custom-built to complement the terminal’s operational envelope, the loader was designed in Austria and built in China, however South African engineering company Sandvik has managed its entire procurement. Its capacity is a guaranteed 2 500 tonnes per hour (tph) at a bulk density of 1.9 tonnes per cubic meter (t/m3). The linear travelling loader will be suitable for all
export commodities the terminal handles including coal, magnetite, chrome and chloride – among others. According to terminal manager, Victor Mkhize, “This ship-loader is a replacement of the less suited, 35 year-old Krupp machine that has now exceeded its design life.” He adds that the loader not only boasts better outreach and a higher draft to accommodate much larger vessels, it had also been designed to be environmentally-friendly with its built-in dust collection system and three dust-free loading chutes.
A skills transfer opportunity has also been created through Sandvik where TPT operators and the technical team will be trained for sustainable operations. The pre-assembled loader will be off-loaded and installed upon arrival to undergo commissioning. The machine is scheduled to be fully operational in April 2013. Sne Makhanya, Transnet Port Terminals, Tel: (031) 308-8000, Email: Sne.Makhanya@transnet.net, www.transnetportterminals.net
Celebrating the arrival of the Richards Bay Terminal’s new R140 million ship loader were (from left to right): Chief Maintenance Officer, Shane Narainsamy; Project Managers, Alec Schemel and Kris Naidoo; Terminal Manager, Victor Mkhize and General Manager: Capital Projects and Maintenance, Logan Naidoo. (Photographer: Roy Reed)
BULK HANDLING TODAY
March 2013
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MARKET FORUM process of moving this concept into other African countries. More satellite site services offices are being evaluated for mining industry de-
velopment hotspots such as Mozambique, Ghana and Tanzania. Each of these offices will be self-sufficient in terms of having a specialised tool trailer and a strong OEM knowledge base across its personnel complement.
Development Hotspots Following the success of its first site services satellite office in 2000 in Rustenburg to provide machine specific technical support and a rapid response
to its end-users in the area, FLSmidth has established a second site services
satellite office in Mookgophong (formerly Naboomspruit) and is presently in the
Eight Chutes
“Site Services is all about limiting plant downtime and optimising processes,â€? Tony Girodo, site services manager at FLSmidth South Africa, says. “More and more clients, particularly those in remote areas of Africa, are focusing on keeping their plants running at peak levels, rather than to respond to breakdowns after the fact. From our point of view, as a single source provider, FLSmidth also aims to take an increasingly active position in the operation and maintenance of our equipment at customer sites throughout the life cycle of the equipment. “Last year our teams successfully completed more than 800 jobs of this nature at customer sites focused on limiting failures, which effectively reduced downtime at these plants in the long run.â€? FLSmidth, Terence Osborn, Tel: (010) 210-4820, (PDLO PDULQGD NHUU#Ă€VPLGWK FRP ZZZ Ă€VPLGWK FRP
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Lonmin has ordered eight Weba Chutes Systems to replace existing conventional chutes which have not been performing to the standard required. The eight coarse ore silo discharge chutes will feed onto a vibrating feeder at Lonmin’s Eastern Platinum (EPL) concentrator that conveys UG2 ore with 25% chrome content. The vibrating feeder operates at a peak of 180 tph, conveying fines with a maximum lump size of 150mm and a bulk density of 1.8mm. “The concentrator had been experiencing an unacceptable amount of blockages and spillage with the existing chutes,� M&J Engineering’s Ted Cruikshank says. “Our brief was to design systems to address these issues and which could also consistently perform to the required specifications over the long term. Lonmin also requested access points at the
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BULK HANDLING TODAY
back of the chutes to allow for blasting in the event of a blockage.� The Weba Chute Systems are being fabricated from 6mm 350 WA mild steel plate lined with 25mm Hardox liners with a spile bar arrangement. Ted adds that M&J Engineering is also processing orders for an additional 12 Weba Chute Systems that will be deployed in various applications at other Lonmin sites. “One of the most important requirements in transfer point design is to guide and control the material from the moment it enters the system until it exits the system,� says Ted. “This is addressed by the Weba Chute System concept that incorporates a ‘supertube’ or cascade effect that results in material running on material at all times. M & J Engineering, Mark Baller, Tel: (011) 827-9372, www.mjeng.co.za
March 2013
AMD-Rotolok 40 Bearings International 23 Brelko 20 Clyde Bergemann Africa 18 Conveyor & Industrial Supplies Inside Front Cover Dymot Engineering 28 ELB Inside Back Cover FAW Outside Front Cover FLSmidth 44 Johnson Taylor 10 Linde 12 Martin Engineering 40 MBE Minerals 16 M&J Engineering 13 Melco 30 Metso 14 NC 2/International Trucks Outside Back Cover RFA 8 Rio-Carb 29 Scania 24, 25 Tega Industries 38 Thyssenkrupp 22 Veyance Technologies 36 Voith 34 Weir 26
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BULK HANDLING TODAY
March 2013
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BULK HANDLING TODAY
March 2013