February 2023 Issue Dry Cargo International

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FEATURES

Global Coal Trades

Ships’ Agents

Coal Terminal Developments

ISSUE NO. 265 FEBRUARY 2023

Coal Handling Systems

Offshore Stevedoring & Transshipment

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

Marcor Stevedoring celebrates its 25th year anniversary by extending its Rotterdambased floating storage and transshipment terminal through the development of a deepsea tri-modal connected dry bulk terminal at the Steinweg Hartel Terminal. Through this development in 2023, we will grow our storage capacity to over 500,000 CBM, expand our connectivity to existing rail and road, and initiate providing value added services to our customers.

At our new terminal with a 600m quay with 16.6m draft, ship-to-ship operations commenced, and we look forward to welcome cargoes onto shore in the months ahead…

To celebrate the 50th anniversary of one of its oldest customers, Nemag BV, in collaboration with Raakvlak | ontwerp en communicatie, created a special version of Nemag’s 54m3 scissors grab for EMO BV (photo © EMO BV/Eric Bakker).

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E: Sales@nemag.com

PUBLISHERS

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Andrew Hucker-Brown andrew@dc-int.com

EDITORIAL

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

Jay Venter Deputy Editor editorial@dc-int.com

Samantha Smith Directories directories@dc-int.com

Bernice van Wyk Office Manager accounts@dc-int.com

SALES

Matthew Currin Senior Sales sales2@dc-int.com Executive

Zack Venter Advertisement Sales sales@dc-int.com Executive

CORRESPONDENTS

Brazil Patrick Knight India Kunal Bose

Europe Barry Cross

UK Maria Cappuccio

UK Michael King

UK Richard Scott

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Dry bulk trade growth puzzles

After the weakening impulses seen last year, commodity import demand may regain some momentum during the twelve months ahead. This change of pace may be sufficient to enable global seaborne dry bulk trade to strengthen slightly in 2023 as a whole, although prospects for several influences are not yet clear.

Additional support for dry bulk cargo movements is implied by indications, albeit tentative, suggesting that the world economy could begin to pick up later this year. Signs have emerged pointing to a more positive trend than seen recently in several major economies, unfolding during 2023. Extra impetus may be derived from a revival in China, depending on how control of the Covid-19 pandemic progresses, which could benefit commodity imports.

IRON ORE

Prospects for increases in steel industry raw materials trade — iron ore and coking coal — over the next twelve months seem limited. In the iron ore segment much depends on China’s import demand, comprising almost three quarters of the global total. None of the main importers are currently showing signs of substantial rises in steel output or purchases of ore.

Negative influences prevailing last year are reflected in the World Steel Association’s data for world steel output volumes. Crude steel production was down by 2% in China, to 1,013mt (million tonnes). Elsewhere larger

reductions were seen — by 7% in Japan and South Korea to 89.2mt and 65.9mt respectively, and by 10% to 136.7mt in the European Union. India was an exception, achieving a 5% rise to 124.7mt.

COAL

Provisional calculations for world seaborne coal trade suggest that last year’s result was flat, after the previous year’s partial recovery. Amid evidence pointing to tight supplies remaining a feature of energy markets for some time ahead, several recent forecasts identify potential for a small coal trade increase in 2023.

Coking coal imports into Asian countries (table 1 shows trends in major importing countries) apparently weakened last year, and a recovery in this group’s performance may not be seen in the next twelve months. However, there is a possibility that one element — India — could provide a boost, assuming that steel production continues to rise, accompanying solid demand trends amid the economy’s strong trend.

GRAIN & SOYA

Among importers in the grain and soya trades, positive changes are apparent but reduced volumes elsewhere have been prominent. For example in the largest volume individual trade in this segment, soyabeans imports into China in 2022 were down by over 5mt or 6% to 91mt.

The reduction was caused by

restraints on livestock feed consumption reflecting the weak economy, but estimates suggest an upturn ahead.

A forecast published in January by the U.S. Department of Agriculture shows global wheat and coarse grains trade in the current 2022/23 year decreasing by about 12mt or 3%, to 419mt. This total includes wheat on a July/June trade year basis, while for corn and other coarse grains a October/ September year is used. Much of the decline is concentrated in the East Asia region, where an estimated 9mt (10%) reduction to 87.4mt reflects the continuing decline in China’s requirements.

MINOR BULKS

Steel products (coil, plate, sheet and other items) are one of the biggest minor bulk trade components. According to some calculations, there was a big fall in global seaborne movements during 2022 amid the slowing world economy and restrained demand from steel-using manufacturing and construction activities.

BULK CARRIER FLEET

New capacity added to the world fleet of bulk carriers is detailed in table 2. These newbuilding deliveries declined by about a fifth to 31 million deadweight tonnes last year, according to Clarksons Research calculations, contributing to a deceleration in fleet growth to under 3%. Signs suggest that the 2023 newbuilding deliveries total may be fairly flat.

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

TABLE 1: KEY ASIAN SEABORNE COKING COAL IMPORTERS (MILLION TONNES)

Reach Stackers – Ship Gears – Ship To Shore Cranes – Mobile Harbour Cranes – Gantry Cranes

Extended support for coal trade

Over the past twelve months global coal trade’s volume has remained steady, compared with the previous year, and it seems likely that 2023 could see a similar outcome. A small increase this year is a possibility, as envisaged by several forecasters. The tight world market in energy supplies, exacerbated by the repercussions of the war in Ukraine starting in early 2022, appears set to continue for some time, reinforcing coal consumption and import demand.

According to provisional estimates, last year’s world total for seaborne steam and coking coal trade probably was close to the

preceding annual volume at around 1,220mt (million tonnes). European imports reflecting a regional energy crisis rose strongly and India’s imports also were stronger, but these positive elements were offset by a decline in China and by several other buyers. Among suppliers, Russia’s exports decreased while Indonesia’s rose.

Energy consumption during the past year was restrained by a slowdown in economic growth around the world, an expected pattern after the initial economic upsurge from the effects of the pandemic. However, while the slowdown was greater than initially envisaged, global energy

supplies became much tighter when pipeline imports of natural gas into Europe were heavily restricted. Coal became a more valuable energy source, although a continued shift towards cleaner energy implies that longer term prospects remain unfavourable.

ECONOMIC ACTIVITY FOUNDATIONS

Last year’s deceleration in world economic growth affected many energy-consuming industries and activities. An especially large impact was seen in China where the negative consequences of the ongoing coronavirus pandemic were especially

Richard Scott, Bulk Shipping Analysis

thyssenkrupp rotary car tippler unloading coal cargoes.

marked. Based on the broad indicator of gross domestic product (GDP), the world economy’s growth in 2022 as calculated by the International Monetary Fund was 3.4%, just over half of the previous year’s 6.2% advance. Estimates suggest a further slowing could be seen this year.

Energy importing countries buying coal experienced varying performances in the past twelve months. While China’s GDP growth was reduced to a relatively low 3% from 8.4% in the previous year, India’s decreased much less rapidly from 8.7% to 6.8%. Decelerations were also seen in Japan from 2.1% to 1.4%, and in the European Union from 5.5% to 3.7%. Over the year ahead India, Japan and the EU are expected to see further slackening but China potentially could achieve an upturn if the pandemic is controlled and recedes.

A recent (January) update published by the IMF suggests that the downwards pattern of GDP growth seen last year in many countries will continue during 2023, resulting in a 2.9% world average, half a percentage point lower. An exception is China where a much stronger 5.2% is forecast. IMF analysts commented that the global outlook is now “less gloomy” than it appeared a few months ago, and “could represent a turning point, with growth bottoming out and inflation declining”.

Economic activity probably will be broadly reflected in energy demand, although partly dependent on the level of energy prices. In the past twelve months exceptionally high energy costs have resulted in some ‘demand destruction’, as consumers cut usage and closures of industrial capacity were seen as a response. Tight global supplies of natural gas may persist, supporting demand for alternatives such as renewable energy and nuclear power, as well as underpinning coal consumption and imports.

In the year ahead energy consumption patterns with implications for coal are likely to be affected not only by broad economic trends, but also by political decisions

reflecting decarbonization priorities and the move towards cleaner energy supplies. Government measures in some countries, especially among the largest coal importers, to limit and eventually eliminate carbon emissions and also cut air pollution are having increasingly large effects.

EVOLVING TRADE TREND

World seaborne coal trade appears to have been flat in 2022, based on provisional calculations, after resuming growth in 2021 when the total reversed about two-fifths of the preceding year’s large downturn caused by the impact of the pandemic. Volumes in both steam and coking coal segments last year evidently remained similar to those recorded in the previous twelve months.

The table shows trends among the largest importers and for world trade as a whole based on historical data compiled by Clarksons Research and calculations for 2023 by Bulk Shipping Analysis. In 2021 world seaborne coal trade grew by 49mt or 4% to 1228mt, followed by a minimal 4mt decrease in 2022. Expectations for 2023 suggest a 16mt or 1% increase to 1,240mt.

An estimate published in late December by the Australian Government’s Depart-

ment of Industry, Science, Energy and Resources is slightly more optimistic, suggesting a 2% increase for the current year. This calculation is based on all international coal trade including movements on overland routes (although the majority is seaborne), and so is not directly comparable.

Last year coking coal, the smaller category comprising around one-fifth of all seaborne coal movements, was affected by lower steel production in many countries relying on imported fuel. Within the dominant steam coal category, comprising the remaining four-fifths of trade, import volumes were supported by solid demand from power generation and other industries.

Contrasting changes in purchases during 2022 in the two largest importing countries are shown by the provisional figures. In China the effects of diminished economic activity, accompanied by higher coal output from domestic mines, was reflected in reduced coal imports including low quality lignite, down by 45mt or almost a fifth, to 236mt. India’s imports at a similar 236mt were 28mt (13%) higher, amid strong economic growth and shortfalls in domestic coal supplies.

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Steam coal purchases by a group of smaller Asian importers — Malaysia, Pakistan, Philippines, Thailand and Vietnam — seem to have fallen slightly in the past twelve months to around 125mt, after a large decline in the preceding year. Previously this group had become a more prominent trade segment amid rising power station capacity and continued electricity demand growth.

Seaborne imports into European countries last year expanded rapidly. The European Union and United Kingdom recorded growth of an estimated 26mt or 29%, to 116mt, an unexpectedly large change. Most of the growth was steam coal, caused mostly by the reduction in pipeline natural gas movements from Russia and the ensuing severe shortage of energy supplies.

Numerous changes among coal suppliers, as well as among importers, affected the geographical pattern of global coal trade. Final 2022 figures are awaited but some annual changes are already visible. In the coking coal segment, Australia’s dominant exports decreased. Changes among steam coal exporters saw a strong increase in Indonesia’s volume accompanied by offsetting decreases elsewhere, including in Australia, Russia and Colombia.

PROLONGING SOLID IMPORT DEMAND?

After the continued support for global coal trade emerging last year, how likely is an extended solid period in 2023? Some signs can be interpreted as pointing to another broadly flat year or possibly modest growth. Strong annual expansion seems unlikely given the headwinds faced by the coal market.

One specific feature applicable to several major importing countries is that prospects in the immediate future are especially difficult to assess, and the next annual change in purchases may be up or down, or perhaps volumes will remain unchanged. The outlook for some countries’ coal markets and domestic production (where relevant) is unclear, sometimes because political influences are unpredictable, emphasizing the nature of the puzzle.

An additional influence emerging at the beginning of last year was the sudden tightening of global energy supplies, with a particularly large impact in Europe. The war in Ukraine exacerbated an energy market trend already under way, enough to renew a focus on coal as an alternative energy source which could assist in relieving pressure. While most of the impact of this revision of coal’s contribution may be seen as temporary, the

temporary phase may persist for some time.

But longer-term negative impulses pervade the international coal market and maintain ongoing downwards pressure. These influences hold back potential for coal trade to strengthen, probably also preventing brisk growth in 2023. National policies on energy supplies, within which the broad strategy is visible but the timing and extent of specific measures is often less clear, are likely to adversely affect coal use and movements. The global impact of policy trends is set to drive a decline in coal trade over the decade ahead.

Measures introduced with the intention of benefiting the environment have prioritized switching away from coal-fired power generation, towards cleaner natural gas or the often preferred choice of renewable energy supplies. In Europe in particular the emphasis has severely diminished coal-fired power plant capacity and electricity generation and decimated the coal market.

Looking at individual countries, one notable uncertainty about future global trade drivers is coal import demand in China. Estimates of annual volumes are largely conjectural. While buying on international markets reflects commercial factors, short-term government policy

decisions and controls often intrude, complicating analysis and intensifying doubts. General indications about these policies are known, or may be envisaged, but the timing and magnitude of effects on coal imports are much less obvious. Shortterm trade flows may change rapidly.

Predictions for world seaborne coal trade in 2023 consequently are based partly on speculation and guesses, albeit informed by perceptions about underlying trends. Although current signs tend to point to maintained or slightly stronger import demand in a number of countries during the next twelve months, it is not completely clear whether such rises will be sufficient to more than offset adverse pressures.

ACCENTUATING THE POSITIVE

Contributing to a range of positive views of the outlook for coal trade this year, an analysis already referred to was published several weeks ago by the Australian Government’s Industry Department. According to the calculations, world trade in steam and coking coal could total 1,372mt in 2023, a 25mt or 2% increase from last year’s estimated 1,347mt volume. The figures include some land movements but are mostly seaborne. Steam coal trade this year is expected to increase by about 1%, while coking coal trade advances more briskly by 4%.

Among the main importers expectations vary widely. Optimism is greatest for India, which is expected to see 21% growth to 281mt in 2023, amid steam coal imports expansion of almost a third, more than offsetting a slight weakening of the coking coal volume. By contrast China’s purchases are expected to continue on a downwards trend, decreasing by 7%

this year to 282mt, mainly caused by lower steam coal requirements. These countries together comprise two fifths of the world total.

Further growth in India’s import demand at the pace predicted is a crucial part of this forecast indicating global trade growth. The positive view of India’s purchases in the twelve months ahead is based on an expected increase in coal use, exceeding growth in domestic coal production and available supplies. Although a policy of reducing dependence on foreign supplies by boosting output from domestic mines has been reconfirmed recently and some progress towards this target has been achieved, it is not proving a rapid transition.

The forecast does not contain a specific estimate for Europe’s entire coal imports. But coking coal is estimated, at a flat 36mt this year. AGDISER analysts suggest that “coal supply from Russia to Western Europe is unlikely to ever recover”. Following the ending of Russia’s role as a top supplier, a greater proportion of European imports is now long-haul shipments from other exporters around the world.

This forecast of world coal trade also suggests, perhaps tentatively, that the volume in 2024 could be maintained at the current year’s 1372mt level. Some other analysts have expressed similar expectations, albeit emphasizing uncertainties and to some extent the greater unpredictability of longer term forecasts which are more speculative. However such projections support a view of a plateau being extended.

OVERSHADOWED BY IMPONDERABLES

Whether coal trade continues to hold up or grow in 2023 will reflect several prominent influences. The pace and

composition of global economic activity and its consequences for energy demand will be significant. Also, coal’s competitiveness with alternative energy supplies, and the extent of pressure from decarbonization policies are likely to be instrumental. Moreover, consequences flowing from the war in Ukraine specifically are another imponderable.

Evaluation of these factors may suggest that the present trend in world seaborne coal trade will be difficult to sustain. Yet there seems to be potential for positive developments during 2023 which could be enough to raise the total by 1–2%. It still seems unlikely that the peak volume seen four years ago in 2019 (6% above the current level) will be regained either this year or later.

A more restrained rate of economic growth in a number of coal-importing countries, as envisaged by the IMF and other forecasters, may alleviate pressure on energy demand during 2023. But energy supplies probably will remain tight and, within this broad trend, coal demand could remain well supported.

Extending a positive outlook to envisage a continued upwards coal trade trend is not supported by much evidence. Potential for expansion is clearly limited. Even if a solid trend persists into next year, the longer term prospects are surrounded by negative pressures. While signs of an imminent collapse in coal demand are absent, the impact of intensifying emphasis on decarbonization around the world is conspicuous.

A report published at the end of last year by the International Energy Agency suggested that two fundamental developments will shape global coal trade through 2025: “first, countries, particularly in Europe, will adapt to and overcome the current energy crisis and return to their coal phase-out paths. Second, continued efforts to secure energy supplies by China and India lead to higher domestic output and lower imports”. In the IEA’s view this expectation could result in steam coal trade declining sharply by about 10% by 2025, partly offset by continued growth of about 6% in coking coal trade.

Underlying these comments is an acknowledgement that the impact of the ‘normal’ economic and commercial drivers of coal use and imports will be modified by the effects of environmental policies adopted by governments, and of the attitudes and actions of businesses and consumers. The outcome of this pattern is visible as an influence restricting and probably ultimately reducing coal trade. DCi

Three new coasters for logistics partners Hartel Shipping & Chartering and Hudig & Veder

Hartel Shipping & Chartering, long-term partner of Hudig & Veder Group, has signed up for the delivery of three newbuild coasters of 3,800dwt. The new vessels measure 89.42m by 13.20m and will have a cargo hold capacity of 5.530m³ and a tween deck to allow for increased project cargo capacity.

SUSTAINABILITY

In response to an increased focus on sustainability, Hartel Shipping has opted for a diesel-electric drivetrain, allowing for running on sustainable fuels now and later on in the future. The newbuilds are propelled by two 374kW electro motors and have a total installed power of 749kW. The frequencycontrolled, diesel-electric power train regulates the speed of the propellor on the basis of variables such as load factor, water level and navigation route, resulting in fuel saving up to 35% and significantly lower emissions. Further energy savings, on this already remarkably efficient design, will be realized by fitting a VentiFoil® system on the vessel. With these sails, further efficiency of 8–12% can be realized.

FUTURE

With these new vessels, Hartel Shipping has taken significant steps toward the future. John Brobbel, CEO of Hartel Shipping & Chartering, tells: “With the Energy Efficiency Design Index of 2025 in mind, we wanted to be prepared for the future in shipping and add more flexibility to our business. These new vessels will give us the opportunity to stay focused on what we do best, smart transportation. They will enable us to keep on delivering custom-made logistic plans to our customers and to stay on top of our business.”

Designed by Conoship International, the new vessels will be a welcome addition to the Vliet-fleet. Says Brobbel: “The vessels have not been named yet, but the names will be in line with our existing Vliet vessels. With these three vessels we will have a complete fleet with which we can meet any logistical challenge, we are ready

to embark the future”.

ABC-CONCEPT

Hartel Shipping & Chartering is a long term partner of the Hudig & Veder Group. In over 227 years, the family-owned Hudig & Veder has grown from an agency company and ship broker into a full-service logistics service provider. All their services are now combined in the ABC-concept. This is a concept where different departments collaborate to create an ultimate logistical plan for customers. With a strong focus on relationships and the alignment of people, processes and technology, the concept allows all partners involved to innovate and grow. Within the Hudig & Veder Group, all teams work closely together to achieve a common goal; moving the business of its customers forward. With the addition of these new Vliet vessels, the company is confident that it has the perfect ‘tool’ to reach this goal.

HUDIG & VEDER GROUP

Hudig & Veder can safely be described as a one-stop-shop for logistics solutions. The company specializes in the worldwide transport and storage of various types of cargoes such as (dry) bulk, breakbulk and project logistics.

Knowledge and experience are crucial pillars of Hudig & Veder’s services, and are a big part of the success of the company. However, developments in the IT field also

play a big part. Examples of this include setting up processes as efficiently as possible, and realizing data links with customers. Hudig & Veder was founded in 1795, since which time it has grown into the logistics giant it now is. Every day, about 100 people are hard at work at different divisions: Chartering; Bulk; Forwarding; and Agencies. With its head office centrally located near the Port of Rotterdam, but supported by global partners and through joint ventures in the Middle East and Europe, Hudig & Veder can offer services on a global scale. Customers can trust that their business is taken care of through perseverance and creativity. Customers know that they can rely on Hudig & Veder to provide them with fitting solutions for all their logistical challenges.

CREATIVITY IS A MUST

Creativity is an important requirement for the teams at Hudig & Veder. It is used effectively to provide the best logistical answers to the customer’s needs. Furthermore, in the maritime business, flexibility is key. A good team and an international network are both important in such circumstances. Fortunately, all the Hudig & Veder teams have the knowledge and experience to deal with all circumstances in the right way. This is why the high quality of service that Hudig & Veder’s customers are used to, and have grown to expect, can be guaranteed.

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OUR ABC-CONCEPT

As Hudig & Veder Group, we are keen on creating an ultimate logistical plan for our customers by combining different departments and disciplines within our ABC-concept.

Our ABC-concept can therefore be best described as an existing supply chain under control of Hudig & Veder. Agencies, Chartering, Forwarding, Bulk & Projects, we offer the optimal collaboration between our business departments.

Scanjet PSM unveils new Tank Monitoring System

Marine control instrumentation specialist

PSM has developed a new marine certified monitoring system based on its existing VPM central monitors, with an enhanced processing unit capable of receiving input from multiple signal sources.

Scanjet PSM’s popular VPM (which stands for Versatile Process Monitor) system comprises a modular and flexible family of tank monitoring and flood detection systems which can be tailored for all ship sizes, ranging from smaller vessels such as tugs workboats and yachts through to larger vessels including tankers, where the system requires a considerable number of input points, and a more comprehensive display is required.

The latest generation Connect system processor can be connected directly via RS485 communication to Scanjet PSM’s APT1000 intelligent tank level and pressure transmitters, or via intelligent interface cards which incorporate Intrinsic safety barriers and accept signals from any 4–20mA instrument.

Further interface cards allow connection via HART protocol to Scanjet PSM’s Marine approved Radar level transmitters for Cargo tank monitoring.

All signal processing and data calculations are undertaken within the Connect central processing unit, with multiple input ports offering the scope for limitless expandability. Tank tables, trim and heel correction, specific gravity, overpressure, temperature, and all other related

parameters are considered to provide accurate real-time display of tank status.

Both local and remote displays are interfaced to the central processing unit via ethernet connection. In effect, the central processing unit acts as a server and the displays as clients, and any display hardware which can run an internet browser may be used to view data. A diverse range of display monitors are available, each with a small processing hub, which allows ethernet communications to be managed without the need for a costly computer at each location.

Information from the Connect system can be displayed in multiple formats, dependent on which is most suited to individual applications, such as tabular, bar graph, tank plan and hybrid views. Tanks may also be grouped with dedicated alarm pages showing warnings and status at all times.

Since connection is by means of IP address it is also possible to remotely connect to the system via internet, either for display of information at a remote location, or for making changes to configuration.

A hierarchy of password protection ensures data can be viewed/amended only by personnel authorized to do so.

Suitable for all tank gauging applications, the new Connect system is Type approved by DNV and also MED certified for use on passenger vessels for flood detection monitoring purposes.

Since the release of the Connect system, Scanjet PSM has already secured a number of orders for applications as diverse as fishing vessels, naval oil tankers and a land-based tank farm, underlining Connect’s versatility as a scalable monitoring solution.

Moving offshore

for transshipment, self-unloaders, floating cranes and at-sea stevedoring

Self-unloaders: an ergonomic logistic solution

In this fast-paced and interconnected world, a smart logistics solution can be a game changer in trading goods from one point to another. Among the several means used for inbound and outbound transfer of different types of cargo, bulk carriers are most counted upon for dry cargo. An excellent logistic plan remains the secret behind a fruitful execution. The future of logistics and transshipment is vividly adapting to the dynamic market and demands. Before we can understand the future of transshipment, it is important to understand the current market and movements.

The evolving market for bulk commodities is influenced by several factors, including global demand and supply, economic conditions and geopolitical events. The pandemic brought out an ebb and flow in the market for bulk commodities, thereby disrupting global trade and economic slowdown. However,

growth is becoming more steady as circumstances return to normal. The overall impact of the pandemic drives manufacturers and owners to be diverse in their perspectives to add value to their ambitions.

The current market exhibits dramatic

variations in commodity rates, time charter rates, fleet size, and excess demand. The price per tonne of major dry bulk commodities — such as coal, iron ore, bauxite, manganese, etc. — has seen an annual increase of about 20% as of January 2023. It also exposes the fact that Panamax vessels, which can carry up to 85,000dwt match the charter rate of a Capesize with a capacity of 200,000dwt. The equivalent charter rate of the two vessels makes it more profitable to use a Capesize in place of a Panamax to carry triple the amount of cargo as that of a Panamax, thus reducing the impact of the shipping costs per tonne of transported cargo.

“Thanks to our expertise and knowhow in offshore logistics, we offer our clients our best guidance to optimize the return of their investments through offshore transshipment and by deploying selfunloaders,” says Bagya Vivekanandhan, Technical Specialist at Shi.E.L.D. Services.

Bagya Vivekanandhan, Technical Specialist at Shi.E.L.D Services.

A conventional transshipment operation that includes a shuttle, a transshipment facility, and the oceangoing vessel (OGV) to be loaded, includes the charter cost, transshipment cost, fuel consumption, and current freight rate. The increase in the price of commodities can put a business in a stressful corner to meet demands without letting its economy sink. An optimized transshipment solution would do wonders by overcoming this tricky challenge. Shi.E.L.D. Services investigated this rising demand and it strongly suggests adapting self-unloading transshippers — aka self-unloaders — to ease the flux of transshipment.

Self-unloaders are an optimal solution, as they are equipped with their own cargo handling system and storage for cargo, serving as both shuttle and transshipment facility. The reasons below justify why selfunloaders can be a smart solution.

Sailing through bottlenecks and v loading bigger vessels: in cases where cargo needs to be loaded from a port terminal with restrictions when it comes to bigger vessels, the use of an adequate self-equipped vessel aids movement through the bottlenecks by transporting goods from the terminal to an offshore location to be loaded

onto the destined vessel. It is hence possible to overcome the draught limitations of the operating location. In addition, overcoming the bottlenecks brings the possibility of loading bigger vessels, which allows the shipment of cargo with fewer trips. It reduces the overall shipping cost, thereby profiting the investor’s bottom line.

Increased flexibility: self-unloading v ships are typically equipped with advanced technology and machinery, which allows them to adapt to changing conditions and requirements. This increased flexibility can help companies to better manage their shipping operations and respond to changes in demand and other market conditions.

PUTTING THEORY INTO PRACTICE

An analysis for a Capesize OGV that needs to be loaded was carried out by the expertise of Shi.E.L.D. Services. Upon understanding and elaborating on the case, it became clear that the use of a selfunloader for the offshore transshipment is a viable solution. But what were the deciding factors that led to this conclusion?

The project refers to a port which is

used to export commodities via bulk carriers. The characteristics of the loading terminal at the port limit the size of bulk carriers to Supramax and Panamax, although the latter only partially.

To be able to load Capesize vessels, an offshore transshipment service shall be put in place, where a self-unloader acts as a shuttle vessel which takes the cargo at the loading terminal, sails to the offshore location where the OGV awaits, and transfers the cargo from her own holds into the OGV.

But what are the features that the selfunloader must possess in order to optimize the efficiency of this particular project?

It must carry as much cargo as v possible during each trip, considering the port characteristics.

It must be operative in the shortest v possible time.

It must keep the construction costs to v a minimum.

Considering the above-listed requirements, the preferred choice is a second-hand geared Supramax of about 55,000dwt, to be converted into a self-unloader. Thanks to its dimensions, the Supramax can be almost fully loaded at the port. Furthermore, the geared Supramax is already provided with

Bulk Limpopo: 55,000dwt, designed and operated by Shi.E.L.D. Services team.

deck cranes, which eliminates the need for the procurement of new cranes, resulting in lower investment and a shorter delivery time.

This comes at the expense of reduced performances (the Supramax cranes

provide a lower handling rate) which are nonetheless compatible with the project requirements. It must be noted that the cranes could always be replaced at a later stage, should the project requirements change. In addition, belt conveyor systems

will be installed featuring deck hoppers which will receive the cargo from the deck cranes, with a series of belt conveyors taking the cargo to a shiploader with a capacity to unload the cargo onto the OGV.

Bulk Zambesi: 55,000dwt, designed and operated by Shi.E.L.D. Services team.

Shi.E.L.D Services carried out a feasibility study with the aim of estimating the following aspects:

Performance of the self-unloader with v the above-mentioned characteristics in terms of quantity of cargo handled per year, and days needed to fully load a Capesize.

Costs related to the conversion of the v Supramax into a self-unloader. The outcome of the feasibility study shows that, despite the time needed by the transshipper to sail back and forth between the terminal and the offshore transshipment location, the fact that bulk carriers as big as Capesize can be fully loaded results in fewer shipments by OGVs, compared to using smaller bulk carriers. Also considering the initial capital investment needed to convert Supramax into a self-

unloader and its operating costs, the analysis concludes that by deploying the self-unloader, the project economics increases by more than 20%.

This also highlights one of the advantages of utilizing self-unloaders: they function as an extension of the port which can therefore offer a wider size range of bulk carriers that can be loaded.

To conclude and as proven over the years, the adoption of self-unloaders has been an effective solution to open a gateway against limited port navigation for bigger bulk carriers. As long as the market outlook remains positive, there will be more and more occasions where selfunloaders can be successfully implemented.

ABOUT SHI.E.L.D. SERVICES SRL

Born as spin-off of Coeclerici Logistics,

Shi.E.L.D. Services is a leader in the offshore logistics sector for dry bulk materials and technical vessel and crew management. The company’s headquarters is in Milan with representative offices in Indonesia, Dubai & New Zealand.

Shi.E.L.D. Services provides a complete range of services for the logistics and transshipment sectors including feasibility studies, definition and development of optimal logistics solutions, vessel design, supervision of new-building construction and vessel conversion, technical, crew and operational management. Over the years Shi.E.L.D. Services has consolidated its position in West Africa, Asia Pacific & Middle East regions.

Shi.E.L.D. Services is the consecutive winner in the ‘Bulk Logistics Excellence’ category at the IBJ awards 2019 & 2022.

CSL & Algoma order new generation self-unloaders

The CSL Group and Algoma Central Corporation, which together form the CSL International Pool, recently announced a newbuild order with Jiangsu Yangzi-Mitsui

The CSL Metis, one of the vessels that will be replaced with one of the new methanolready Kamsarmax-based ocean belt selfunloading vessels on order from Jiangsu Yangzi-Mitsui Shipbuilding Co., Ltd.

Shipbuilding Co., Ltd., to construct four new methanol-ready Kamsarmax-based ocean belt self-unloading vessels. These new ships will replace the Pool’s oldest

vessels and become the model for its next generation of ocean self-unloaders.

Two of the four jointly designed, 72,250dwt newbuild ships have been

ADVANCED SHIPPING DELIVERING HANDLING SOLUTIONS WORLDWIDE

By combining state-of-the-art cargo-handling technology with over 100 years of operating experience, CSL offers customised solutions that feature the highest standards in operational and energy efficiency, reliability, safety and environmental protection.

www.cslships.com

AND

ordered by Algoma and the two others by CSL. The commercial partners have an option to build an additional two vessels.

“We are reinvesting with confidence in a business segment that has performed well for us for many years, alongside our longterm partner, and with YAMIC, a shipyard having a proven track record for quality construction and on-time delivery of these specialized assets,” said Gregg Ruhl, President and CEO of Algoma. “The teams at Algoma and CSL combined their decades of experience in this space to design the optimum ship for the Pool trades, while simultaneously taking yet another leap forward in reducing our carbon footprint."

In line with Algoma and CSL’s

decarbonization efforts, the new ship design exceeds EEDI Level III requirements and includes Tier 3 engines. The vessels are expected to be 40% more efficient than the ships they will replace owing to a combination of fuel efficiency and optimized cargo lift.

“This joint order represents our longterm commitment to serving our customers safely and sustainably with our ocean-going Pool of ships,” said Louis Martel, President and CEO of CSL. “Designed with efficiency and versatility in mind, these new vessels will have the advantage of being interchangeable and able to adapt to any trade and operating condition.”

The new vessel order will replace the three oldest ships in the Pool and see its fleet size increase to 19. The first vessel delivery is scheduled for July 2025, beginning with an Algoma ship. The subsequent deliveries are expected every three months.

NEW VESSEL HIGHLIGHTS

Designed based on fourth-generation v Kamsarmax hull form with a cargo capacity of 72,250 metric tonnes. Equipped with methanol-ready engines. v Exceeds EEDI Level III requirements v and includes Tier 3 engines. Capable of unloading at a rate of 5,000 v metric tonnes per hour.

The Honourable Henry Jackson is another vessel that will be replaced.

SAL Heavy Lift and Jumbo Shipping start joint newbuilding programme for ultraefficient, carbon-neutral heavy lift selfunloading project vessels.

SAL Heavy Lift, one of the world’s foremost maritime heavy lift and project cargo carriers, has signed building contracts for four firm plus two optional new generation heavy lift self-loading/unloading ships with Wuhu Shipyard, China. This joint newbuilding programme involving SAL Heavy Lift and partner Jumbo Shipping is called Orca Class.

Scheduled for delivery starting in midyear 2024, the first two ships will be exclusively involved in the transportation of offshore wind turbine components in a long-term commitment with Siemens Gamesa Renewable Energy. Two additional sister vessels will enter the premium heavy lift shipping market to serve the clients of the Jumbo-SAL-Alliance in the first half of 2025.

“The Orca vessels are setting new standards in global heavy lift shipping. They represent the new benchmark both in terms of their technical capabilities and modern climate-friendly propulsion systems,” says Dr. Martin Harren, Owner and CEO of SAL Heavy Lift and the Harren Group. “The ships will be the most efficient vessels in their class with consumption and emission figures far superior to any existing heavy lift vessel today. As a signatory to the ‘Call to Action for Shipping Decarbonization’, our Group has committed to the decarbonization of shipping activities by 2050. I am proud that this newbuilding order shows how we are keeping our promise for significant, concrete action.”

The vessels were developed in close cooperation with SAL’s joint venture partner, Jumbo Shipping (Schiedam, The Netherlands), another true heavyweight in the industry. Jumbo Shipping Owner Michael Kahn stresses: “One can say that these ships mark the beginning of a new era for the Jumbo-SAL-Alliance — no exaggeration. I would like to take this opportunity to thank the newbuilding design team at SAL for their great co-operation. I am very impressed with their passion and technical expertise. The ships will help bring us even closer together.”

The vessels measure 149.9m x 27.2m and provide a capacity of 14,600dwt.

Despite their compact outer

self-unloading project vessels

dimensions, the vessels have a box-shaped single cargo hold with the largest dimensions in its class. Provided the hatch covers with a capacity of 10t/m² are utilized for stowing super-heavy deck cargoes, such as 3,000t cable carousels, the vessels can accommodate over-height cargo in the hold and sail with open hatch covers up to full scantling draught.

Christian Johansen, Global Commodity Manager – Ports & Transportation, Offshore at Siemens Gamesa Renewable Energy, says: “We are excited to continue and build on our strategic partnership with SAL Heavy Lift with their Orca Class programme.

We see their ultra-efficient profile and carbon-neutral potential as a perfect fit with our aim of decarbonizing our supply chain. As companies, we share a lot of the same values — and we are happy to embark on this journey together with SAL.”

Thomas Mortensen, Head of Transport Project Execution, Offshore at Siemens Gamesa Renewable Energy, adds: “We are especially impressed with the flexibility these new vessels represent. Our business is complex, challenged by rapid globalization as well as the increasing size and weight of our turbine components.

The need for flexibility is higher than ever, and the Orcas meet several of our anticipated medium- to long-term transportation challenges. Best-in-class intake, speed and lifting capabilities are all key factors in our decision to work with SAL on the two first Orcas.”

Jan-Peter Esbensen, Managing Director of SAL Denmark, has been involved in the discussions with Siemens Gamesa Renewable Energy from the very beginning: “It is great to see how an initial idea is now turning into such great and trend-setting vessels. We look forward to growing our co-operation with Siemens Gamesa Renewable Energy in the years to come.”

Ice class notation 1A, a Polar Code certification and the reduced design temperature of the hull and equipment allow the ships to safely operate in cold conditions as well.

Two 800t Liebherr cranes specifically designed for this ship type can handle cargo items weighing up to 1,600t in tandem. “Despite extremely high crane pedestals of more than 11m, the overall crane height and thereby the vessel’s air draught remains at just about 38m. This makes it possible for the vessel to pass Kiel Canal and enter

strategically important ports worldwide,” explains Sebastian Westphal, CTO at SAL Heavy Lift. “The fully electric cranes are perfect for the vessel’s intelligent energy management and recovery system. This is based on a battery storage system that can be used together with conventional gensets in hybrid mode, or in combination with the vessel’s shore power connection for fully electric port operations.”

Developed in house, the ship type design expertly combines the experience and know-how from decades of complex heavy lift project execution with the latest technologies. Jakob Christiansen, Head of Research & Development, Retrofit & Newbuilding at SAL Heavy Lift, comments: “We developed and optimized various vessel details, especially in relation to the hull form and propulsion system, in close co-operation with the renowned Naval Architecture faculty at the Hamburg University of Technology. Recent tank performance tests revealed that we have created one of the world’s most efficient hull forms for a vessel of this size — outmatching all existing heavy lift and MPP vessels.”

In addition to the optimized hull design, the Orca vessels will have an innovative propulsion system consisting of compact and efficient main engines and a dieselelectric booster function. Compared to other heavy lift vessel designs, this hybrid setup features the widest available range of economic speed settings and redundancy.

At a service speed of 15kn, the vessels will consume significantly less than 20t of fuel oil per day — similar to far smallersized and geared MPP vessels. Alternatively, the vessels will be able to trade at a slow, ultra-efficient speed of 10kn at 6t while still being able to reach a maximum speed of 18.5kn for urgent deliveries — if a windfarm installation vessel is waiting for an urgent component delivery, for example.

The vessels are equipped with dual-fuel engines, which means that they can use methanol as an alternative fuel. If green methanol becomes available in key ports as anticipated towards the end of the decade, the Jumbo-SAL-Alliance will be able to offer customers carbon-neutral transport solutions — a defined environmental protection goal that both companies share.

NaMKü (‘Sustainable Modernisation of Coastal Vessels’) funding from the German Federal Ministry for Digital and Transport allows SAL to utilize pioneering technology

SAL Heavy Lift and Jumbo Shipping start joint newbuilding programme for ultra-efficient, carbon-neutral heavy lift

in the vessels innovative power train with the target on highest efficiency and significant emission reduction. Among other eco-friendly effects, this will lower NOx emissions 10% below the IMO Tier 3 level while undercutting EEDI phase 3 limits for CO2 emissions by 21%.

ABOUT SAL HEAVY LIFT

SAL Heavy Lift, a member of the Harren Group, is one of the world’s leading carriers specialized in the sea transport of heavy lift and project cargo. The modern fleet of heavy lift vessels offers highly flexible options to customers in project shipping as well as offshore ventures. With travel speeds of up to 20kn and combined crane capacities ranging from 550 to 2,000t, the fleet is among the most advanced in the heavy lift sector.

SAL offers advanced transport and offshore services to multiple sectors with its Type 183 fleet, equipped with dynamic position systems and an optional mountable Fly-Jib for greater crane outreach. With the Type 171 and 116, SAL has a fleet of 1A ice class heavy lift vessels capable of navigating arctic waters and northern sea route transits.

As a major global company in the heavy lift and project cargo segment, SAL meets the highest standards with regard to quality, technical innovation, health, safety and the environment. SAL’s latest investments in advanced hydrogen/methanol power generators mark an industry-leading step in applying green technology to its fleet. SAL also has a strong international presence, with sales offices and exclusive agents in over 20 countries.

ABOUT JUMBO SHIPPING

Jumbo has been developing pioneering ocean transportation solutions for over 50 years.

Building on its heavy lift capability, Jumbo has rapidly established a sound track record in the offshore subsea installation market since 2003.

Jumbo believes that engineering, safety awareness and environmental care stand at the forefront of a reliable operation. This is why Jumbo has invested — and continues to invest — in the latest state-of-the-art engineering methods, software and equipment. The company also developed an effective in-house safety awareness programme called ‘Stay Well’.

Today, Jumbo operates versatile and inhouse designed heavy lift vessels with a lifting capacity from 800 up to 3,000t. Two of the J-1800 class construction support vessels, Jumbo’s Fairplayer and Jumbo Javelin, are equipped with a DP2 system, enabling them to provide transport in combination with offshore installation services.

Jumbo built its success on strong client relationships. As a trusted partner, Jumbo strives to assist clients in reaching their goals.

ABOUT JUMBO -SAL-ALLIANCE

The Jumbo-SAL-Alliance handles marine logistics for all types of heavy lift, breakbulk and project cargo. Side by side, two of the most prominent and technically advanced heavy lift carriers are combining their strengths and resources to deliver the best engineered heavy transport solutions to customers around the world.

Two united teams and two specialized fleets operate as one shared fleet. Customers benefit from excellent service, an experienced crew and simplified commercial transactions. Jumbo-SALAlliance is in full control of its 30 dedicated project cargo vessels. With three DP2 vessels, two range-extending fly-jibs and eleven ice-class vessels, the Alliance can reach nearly any location and master the

most demanding project scopes.

Jumbo-SAL-Alliance provides highly flexible shipping solutions and a broad range of services — exceeding any other comparable project cargo shipping service in the market.

With lifting capacities up to 3,000t SWL, Jumbo-SAL-Alliance manages the largest fleet of vessels in the 800+t lifting segment. This provides a commercial bandwidth that stretches from rapidly positioning vessels for single shipments of all sizes to large volume contracts and even comprehensive solutions for highly complex projects — all under one roof.

A tight-knit group of experienced professionals in a variety of areas, including commercial, engineering, project management and QHSE, works closely together with a strong network of agents and offices around the world. The goal: providing clients, whether EPCs, brokers, forwarders, OEMs, energy companies or others, with a partnership mentality, expert advice and safely delivered goods. Jumbo-SAL-Alliance: stronger, together.

ABOUT SIEMENS GAMESA RENEWABLE ENERGY

A pioneer and leader in the wind industry for more than 40 years, Siemens Gamesa is unlocking the power of wind. Today, its team of over 27,000 employees is working at the heart of the global energy revolution to tackle the most significant challenge of this generation — the climate crisis. With a strong position in onshore, offshore, and service, the company engineers, builds and delivers powerful and reliable wind energy solutions in strong partnership with its customers. A global business with local impact, it has installed more than 124GW and provides access to clean, affordable and sustainable energy that keeps the lights on around the world.

Floating terminals by Lion Bulk Handling

Mounted ship unloader floating terminal.

Lion Bulk Handling is an expert in maritime and portside material handling. The company designs and engineers its own key components, adding other proven technologies from leading manufacturers to form its completely integrated systems. The company has 50 years of design and engineering experience in equipping dry bulk ships, barges, supply vessels, harbour loading and unloading equipment, drilling rigs and floating terminals. For marine applications, Lion Bulk Handling has a range of floating terminal configurations.

FLOATING TERMINALS

A floating terminal can be used as a temporary facility for a large construction project or a permanent facility for terminals with insufficient space on land. One of the unique characteristics of a floating terminal is the capability to be stationed up to 200 metres offshore and pumping the cement or fly ash to shore via a floating pipeline. Therefore, the terminal does not need any dock. Another characteristic of a floating terminal is to act as extra storage for loading ships, bagging plants or even bulk trucks on the dock.

THE FOLLOWING CONFIGURATIONS ARE AVAILABLE FOR FLOATING TERMINALS:

AIRSLIDE LOADING SYSTEM

Airslide loading systems use a slope that harnesses gravity to convey fine powders. This is achieved by forcing air through a

porous fabric for the required fluidization. The steel-structure boxed frames and housings, abrasion-resistant polyester fabric, and high-quality blowers combine to form rugged and versatile loaders to handle materials like cement, alumina, and hydrated lime, fly ash and plastic powders. Additionally, air-slide-based loaders are fully enclosed and self-cleaning and have no moving parts. This means they are quiet, dust-free and require almost no maintenance.

Material is loaded for transport pneumatically or mechanically. The central loading point with air slides, fitted with valves and drop-off pipes, distributes the dry material over the holds.

KEY BENEFITS

gravity loading; v low energy consumption; v easy to operate; v central loading point; and v no weather delays v

TECHNICAL DETAILS

max. vessel size: up to 40,000dwt; v maximum convey capacity: up to v 1,500tph; and project: new build or conversion. v

PIPELINE LOADING SYSTEM

The pneumatic loading principle is utilized when a ship is loaded through a pipeline system. In this case, the cement is transported via a pneumatic conveying system all the way to the ship through a pipeline. A flexible rubber hose connects the pipeline onshore with the ship’s

onboard pipeline.

KEY BENEFITS

Loading by pressure through pipe and v hose connection

No on-board energy consumption v Easy to operate v No weather delays v

Adapted to shallow rivers and v estuaries

TECHNICAL DETAILS

Max. vessel size: Up to 10,000dwt v

Max. convey capacity: Up to 500tph v

Project: New build or conversion v

MOUNTED SHIP-UNLOADER

A floating terminal mounted ship-unloader is ideal for unloading open top ships or barges into the floating terminal. Large tidal differences do not influence the length of the suction arm, as the terminal and bulk carrier are both floating.

KEY BENEFITS

operations possible with large tidal v differences; and unloading open top ships and barges v

TECHNICAL DETAILS

max. vessel size: up to 15,000dwt; v max. convey capacity: up to 360tph; v and

project: new build or conversion v

TERMINAL-TO -SILO CONVEYING

Terminal-to-silo conveying uses a completely closed bulk handling unloading system, like a double re-loader system.

This unloading system is integrated into the floating terminals hull and uses a vacuum and pressure to convey the dry bulk material into the silo directly. Lion Bulk Handling’s floating terminal solutions are included with a fluidization floor for unloading the cargo from the holds in every weather condition.

KEY BENEFITS

operations possible with large tidal v differences;

highly reliable pneumatic system; v fully automated; v no weather delays; v continuous material flow; and v flexible re-loader arrangement above v or below deck.

TECHNICAL DETAILS

maximum vessel size: up to 40,000dwt; v maximum convey capacity: up to v 1,000tph; and project: new build or conversion. v

TERMINAL-TO -SHIP CONVEYING

A floating terminal can be used as a

permanent dock storage facility for dry bulk materials when the shore does not have enough space or suitable storage facilities available. But a floating terminal can also be used as a loading station on the open sea for loading (smaller) ships for supplying inland storage locations. A specially designed shiploading bellows for gravity loading or pipeline loading system can be installed for loading ships from the floating terminal. Both solutions use a vacuum to retrieve the dry bulk material from the cargo holds.

KEY BENEFITS

TERMINAL-TO -TRUCK CONVEYING

When a floating terminal is used as a permanent dock storage facility for dry bulk materials and no storage facilities are not available, terminal-to-truck conveying is an excellent solution.

Terminal-to-truck solutions use the continuous suction pump solution, which uses only a vacuum and the CSP-pump to convey the dry bulk material from the floating terminal towards the bulk trucks on the dock site.

KEY BENEFITS

operations possible with large tidal

v differences; both open top or closed top ships or v barges possible; automated; and v continuous material flow. v

TECHNICAL DETAILS

maximum vessel size: up to 10,000dwt; v maximum convey capacity: up to v 500tph; Project: New build or conversion. v

direct truck loading; v operations possible with large tidal v differences; multiple terminals with unloading v operations; low energy consumption; v automated; and v continuous material flow. v

TECHNICAL DETAILS

maximum vessel size: up to 20,000dwt; v maximum capacity: up to 200tph; and v project: new build or conversion. v

Lion airslide loading system loading a cement carrier.

Pipeline loading system.

Floating terminal with truck loading.

Louis Dreyfus Ports & Logistics (LDPL), is a company under Louis Dreyfus Transport and Logistics (LD T&L) and part of Louis Dreyfus Armateurs (LDA), a French familyowned company founded in 1851, writes

Arunabh Tripathi

LDA originally started as grain trader eventually entering into the shipping business by firstly chartering the ships and then later owning and operating them. As business grew over centuries, LDA ventured into various types of shipping and maritime solutions for a wide range of industries such as oil & gas, submarine cable, manufacturing, mining and utilities. This growth resulted in the creation of focused entities within LDA with specific objectives of identifying, developing, evaluating, realizing, designing, constructing, delivering and operating these maritime solutions for a wide range of customers. LDPL was hence formed and focused on providing customized ports and shipping solutions.

LDPL is pioneer in providing maritime solutions such as offshore transshipment, barging, freight forwarding, project cargo, port handling and ship management.

Dry bulk offshore transshipment is one of the native activities of LDPL commencing in the early 90s with the deployment of floating cranes in Indonesia for the transshipment of coal. It rapidly expanded its offshore business comprising floating cranes and barges worldwide from Asia to South America, working in Indonesia, India, United Arab Emirates,

the market

Sierra Leone, Guinea, Colombia and Dominican Republic. At one point in time, it had its own shipyard which designed, engineered and constructed its own electric floating cranes which were successfully deployed in the offshore transshipment of iron ore and bauxite in India, Sierra Leone and Guinea.

LDPL owns and operates several types of floating cranes, with lemniscate or derrick jib design. It further enhanced its transshipment fleet by owning and operating transshippers of various types comprising of onboard storage, cranes and conveyors.

Not restricting itself to offshore transshipment equipment, LDPL took the lead in providing customized solutions for the transportation of dry bulk cargo from/to draught-restricted ports or jetties. It developed several kinds of dry cargo barges capable of manoeuvring themselves

in shallow and constrained ports as well as being capable of carrying much higher cargo quantities compared to conventional barges, thus resulting in economies of scale for its customers. These custom-built deck cargo barges, called FAZEL, are equipped with thrusters which allows them to safely moor, unmoor and manoeuvre in draughtrestricted ports as well as offshore. LDPL has been able to provide environmentally friendly deck cargo barges capable of restricting dust emissions. Similarly its transshippers are also designed to ensure that dust generated in handling dry bulk cargo as well as cargo spillage is minimized.

LDPL is proud to have worked and currently works with reputed customers which are leaders in their respective fields. These include NOMAC, Adaro, Kideco, Sinarmas, Fomento, Emirates Global Aluminum, Harbin Electric International, Glencore, Vale, Banpu to name a few.

LDPL transshippers and floating cranes are revolutionizing

The biggest strength of LDPL is its ability to provide solutions in shorter periods of time and in a contractual format acceptable to its clients. It has provided customized shipping solutions to these large reputed industrial customers in contractual formats such as EPC, O&M, take or pay, joint venture, time charter and is always open to evaluating newer and different viable options. LDPL works closely with its clients, understanding their infrastructural restrictions and proposes commercially viable maritime solutions in the shortest permissible timeframe. These infrastructural restrictions can arise from draught restriction in navigation channel of port or its jetty/berth, air draught restrictions at port or in navigation, restrictions in turning circles, restriction in terms of length and beam of vessels, stockpile restrictions, cargo feed restrictions either onshore or offshore, cargo characteristics, weather restrictions and regulations. As required by the project, these transshippers are equipped with onboard sampling sensors, metal detectors, spill plates, liners for wet cargo, etc. The choice of the type of transshipment system to be employed is critically determined by cargo volume, weather working days, infrastructural restrictions, cargo characteristics, operational needs and targeted handling rate.

Below are some of the different transshipment assets that have been designed and/or built and/or managed by LDPL during the last few years:

TRANSSHIPPER/SELF-UNLOADER ‘ALM LOURA’

This 57,000dwt transshipper, is a Supramax which was converted in 2020. It is equipped with four 50t SWL Macgregor cranes and cargo handling plant comprising hopper, conveyors and shiploader. This asset specializes in the transportation-cum-

transshipment of bauxite, mostly from Panamax vessels into Capesizes, in Guinea, West Africa for Emirates Global Aluminum. The cargo handling plant has a cargo handling capacity of up to 4,000tph (tonnes per hour).

TRANSSHIPPER ‘ALM TINKA’

This 5,000dwt transshipper, built in 2011, is equipped with two 36t SWL E-Cranes and cargo handling plant comprising hopper, conveyors and shiploader. This transshipper is also used in Guinea and West Africa for loading bauxite and exceeded loading rate of 40,000 MTPWWD (metric tonnes per weather working day).

FLOATING CRANE ‘MIRAMAR’

This 1,500dwt floating crane was built in 2009 by the LDA group company itself. The barge-mounted self-propelled floating crane has a 32t SWL, and is capable of loading and discharging several types of dry bulk cargo. The vessel was deployed at various locations including India, Sierra Leone and Guinea handling cargo such as iron ore and bauxite. It has been able to achieve iron ore loading rates in excess of 18,000–20,000 MTPWWD.

FLOATING CRANE TRANSSHIPPER UNITS ‘AL HAMRA’ & ‘AL MARIA 1’

The 1,350dwt floating crane transshipper unit built by LDPL in 2018 is an advancement of its floating crane. Both units are equipped with 48t SWL NKM Noell cranes and small hopper conveyor for the transfer of cargo from oceangoing vessels to barges. This means of cargo transfer reduces dust emissions and hence reduces environmental pollution. A shorter slewing angle at the same time ensures faster discharging rate. These cranes are operated by LDPL in Dubai for discharging coal. These cranes have been able to discharge coal in excess of 30,000 MTPWWD.

LDPL’S FLOATING CRANE HISTORY

Additionally, in the past LDPL has owned and operated several other floating cranes such as Maria Laura, Dona Paula, Dona Flora, Dona Zelia, Dona Nancy, Dona Adriana, Dona Felicia, Dona Lucia 1, Dona Sofia etc. at various locations in India, Indonesia, Romania and Colombia. These cranes achieved handling rates varying between 13,000–22,000 MTPWWD depending on cargo and barge sizes. These cranes not only served the purpose of dry bulk transshipment but also illustrated versatility in their usage by handling various kinds of hook operations too like lifting hatch covers of vessels, lifting broken jibs of crane etc.

These floating cranes also have an advantage in handling wet cargo while transshipping in areas with predominant rainy season. Direct cargo transfer method of floating cranes assists in relatively easier handling of wet cargo. All these transshipment assets were capable of loading or discharging vessels up to Capesize, giving customers the benefit of freight advantage.

BESPOKE BARGES

Below are some of the different bespoke barges that have been designed and/or built and/or managed by LDPL during the last few years:

Self-propelled barges (SPB): ALM v Aquila, ALM Aquarius, ALM Austral and ALM Aries. These 13,000dwt deck cargo barges were custom built between 2019 and 2020 for Emirates Global Aluminum’s project in Guinea. These self-propelled twin-screw barges were capable of berthing/ unberthing using their own power at shallow draught bauxite loading jetties. Due to their customized design, these vessels could carry over 12,500 metric tonnes of cargo on a draught of 5.70m, which is significantly higher than conventional barges of the same draught in seawater.

Full Azimuthal Electrical Propulsion v Barges (FAZEL): Al Khair, Sana 1, Al Dana 1 and Aseela. These 5,800dwt

barges were custom built in 2018 for the Harbin Electric International project in Hassyan, Dubai. These barges are equipped with azimuth thrusters rendering them ultra-high manoeuvrability at 3.80m draughtrestricted jetties. Due to their customized design, these barges are capable of carrying over 5,500 metric tonnes of coal in seawater.

LDPL’S BARGE HISTORY

In past LDPL has owned and operated standard barges as well as customized barges for various clients in Indonesia. These barges (standard or custom built) were used for the transportation of coal either from mine to power plant or mine to offshore location for transshipment into oceangoing vessels. Additionally LDPL also owned and operated various tugs for movement and assisting purposes of these barges.

Apart from above LDPL is also involved in shore handling projects where it acts as port operator for operation and

maintenance of harbour cranes employed for loading/discharging dry bulk cargo for example in Dubai and Indonesia. It also offers consulting and ship management services to third party ship owners for customized vessels. This makes LDPL a niche full marine logistics service provider capable of offering ons-stop-shop for all the transportation-cum-transshipment needs of its clients.

ENVIRONMENTAL STEWARDSHIP

LDA, LD T&L and LDPL, being very conscious of their responsibility in reducing carbon emissions from shipping, are actively working on alternate fuel as well as wind-assisted propulsion vessels which will reduce greenhouse gas emissions.

It has successfully conducted trials on vessels operated by it using hydrogenated vegetable oil, non-fossil biofuel in Europe. LDPL has also recently been granted an Approval In Principle from an IACS class society for a maritime logistic solution dedicated to green ammonia and hydrogen called FRESH.

Damen’s crane barges make transshipment easy and efficient

Damen is a family owned business that started back in 1927, when brothers Jan and Rien Damen opened a small yard on the River Merwede in Hardinxveld, the Netherlands.

Since those humble beginnings, Damen Shipyards Group has blossomed into a major player in the shipping industry, offering shipbuilding, shiprepair, ship conversion, service and so much more. The group: comprises 55 companies; v has an annual turnover of €2.5 billion; v has 35 shipyards; v has 11,000 employees; and v delivers approximately 175 ships each v year.

Damen stands for fellowship, craftsmanship, entrepreneurship and stewardship. It provides maritime solutions through design, shipbuilding, ship repair and related services.

In the previous century, Damen revolutionized shipbuilding with standardization and serial production. More than 90 years and 6,000 ships later, those pillars are unchanged. Their importance is only growing with the need for increased sustainability and digitalization. Damen aims to combine its proven standardization with the innovations of digitalization to become the world’s most sustainable shipbuilder.

Vessels manufactured by Damen include: tugs; v workboats; v

pilot & tender vessels; v ferries; v dredging; v offshore support vessels; v pontoons & barges; v defence & security; v research & science vessels; v cargo vessels; v fishing vessels; v shipyards & docks; v yachts; and v used vessels. v

This article focuses on Damen’s crane barges, which offer an invaluable service in the transshipment and offshore stevedoring markets.

Damen offers custom built crane barges

to its own design, or develops them in close collaboration with clients. Equipment is essential and, therefore, Damen works together with the best suppliers, each having their own expertise and advantages. Hull shapes of these crane barges take advantage of the group’s research knowledge for stan pontoons. So, although they are designed to have a high and very safe stability they have minimal resistance during voyages.

Damen’s transshipment barge can be equipped with a grab, hook or spreader for container handling, has excellent mooring capabilities and comes with the fittings for a propulsion system pre-installed should customers want to upgrade at a later date.

Damen’s barges have large open decks that can be used to store any goods and offer the option to incorporate lashing eyes and container fittings to store containers and other cargo.

The Damen crane barges are equipped with high quality equipment and fuelefficient engines, complying with the latest rules and regulations. They have a smart winch and mooring arrangement, and winch arrangement is optimized for easy manoeuvring. The barges’ high stability enables increased cargo turnover, and the integration of systems and components makes the crane barges more efficient and safe.

The crane barge models offered by Damen include the Transshipment Crane Barge 6324, which is ideal for the transshipment of dry bulk cargoes:

TRANSSHIPMENT CRANE BARGE 6324

Length 63m v

Deadweight 1,720t v

Beam 23.5m v

Depth 4.5m v

Crane capacity 45t @ 36m v For transshipment of dry bulk, containers and breakbulk cargoes. Optimized for handling 35 tonne SWL up to 20 nautical miles in open sea conditions or 45-tonne SWL in sheltered water, inland waters and harbours. The Liebherr CBG 350 is designed as a ship crane and, therefore, the right choice for many operations. A reliable operation is ensured by using high quality European products. Cost-efficient solution for transshipment of dry bulk, containers and break-bulk cargoes. Utilize the barge as an all-rounder or as a dedicated piece of

equipment for an optimized operation.

Damen is working on a design with a Liebherr CBG 500, which can handle about double the capacity of the Crane Barge 6324.

Other crane barges from Damen include:

CRANE BARGE 8025

Length 80.25m v

Deadweight 4,600t v

Beam 25m v

Depth 4.5m v

Crane capacity 400t @ 16m v This floating crane is ideal for heavy lift, harbour and jetty construction. The floating crane is for construction of heavy marine works, jetties, monopiles, or for lifting of heavy topsides and pipe rack units. The large working deck is optimized by placing winches below deck and has a spacious 1,600m2 working deck with 10tonne/m2 allowable deck load. Twelve person day-accommodation with pantry, sanitary, change room, control room, first aid room and three offices, provided with ventilation, air conditioning and heating.

CRANE BARGE 4920

Length 48.75m v

Deadweight 800t v Beam 20m v

Depth 4m v

Crane capacity 80t @ 14m v

The Crane Barge 4920 is a heavily constructed, modern, non-propelled barge, custom built for BINCO with a four-point mooring system, a deck crane and free working deck space. Damen barges have a

high deck load capacity and are suitable for a wide range of working environments. They can be completely custom-built and designed to accommodate to their purpose and usage. The barge will be used for maintenance and repair jobs in the oil and gas industry, mainly for floating pipelines. In addition, the barge will be providing modern crew accommodation and facilities. While the crane barge is designed to clean and repair pipelines, the simultaneously purchased anti-pollution barge, will be utilized to contain excess oil pouring out of the pipeline. Both vessels will be deployed for SPM operations and maintenance work; on inland waters, in harbours, deep sea and estuaries. The crane barge will be the biggest vessel in BINCO’s fleet to date.

CRANE BARGE 4518

Length 45.15m v Deadweight 500t v Beam 18.6m v Depth 3.8m v Crane capacity 140t @ 9m v

Floating crane for heavy lift, piling and grab operations with assisted propulsion. Floating crane can be used for construction and maintenance work on harbours and jetties, quay walls, breakwaters and dredging work. Autonomous operation with enhanced mooring and positioning winches, as well as assisted propulsion for manoeuvring and short trips. The newest model HS8300 HD crane anti-heeling system and assisted propulsion. Winches are installed amongst other systems to ensure operability in a wide range of maritime construction projects. DCi

Ship’s Agents solutions

A multifaceted approach to ships’ agency services – A.R. Savage & Son

“To professionals of the maritime industry, what a ship’s agent does — coordinate all compliance and logistical arrangements to get a ship into port, discharged and/or loaded, documented, and out of port as efficiently as possible — is well understood,” writes Mike

Augustine, COO, A.R. Savage Company, LLC

“The value proposition that an agent brings — working with USCG, CBP, Terminals and Port Authorities, taking care of the crew and required paperwork (statements of facts, shipping manifest, stowage plan, bill of lading, etc.) and myriad other issues — is often more nuanced and not immediately recognized until emergent situations arise.

“Because of this, it’s important for a ship agent to understand the many facets of the port, the cargo, and the vessel. For instance, we work with a great deal of phosphate-based fertilizers and related products in Tampa Bay, so understanding how this cargo is loaded and unloaded, which berths are suited to accept them — including, perhaps most importantly how their schedules and berth rotations are prioritized/deconflicted — and any intricacies about the vessel in terms of docking or loading are necessary to effectively serve our clients. The money saved in efficient operations and turnaround time far exceeds the fees of a premium service provider like A.R. Savage & Son — our core customers understand and appreciate that.

“Since our last published article in this

A Ship Agent’s value is always appreciated in emergent situations, such as this recent tow coordinated by the A.R. Savage team – but the efficient/consistent manner by which regular port calls are run, add significant value to the client’s bottom line.

A.R. Savage & Son, LLC has reinforced its successes locally in Tampa, and scaled up to support national demand.

Complex and time consuming evolutions like hold cleaning will add to the Agents’ challenge of turning a ship around in the most efficient manner – a good agent will proactively manage the customer’s expectations as well as vendor performance throughout the port call.

Jay Venter

periodical in 2015, we’ve increased our capabilities with large investments in people, tools and training. These investments have improved our abilities to more effectively and efficiently serve our customers. One of the many advantages showed itself during Covid-19. Our tools and training allowed our people to work from home, with careful visits to the ports and ships, and our managers to monitor all inquiries, work in progress and billing while we kept our people safe and the ships moving. High-performing ships and their crews know that having a high-performing support team ashore is key to consistent success and in turn, profits. Our services extend far past our internal capabilities with an extensive list of capable vendors. Our vetting process focuses on capabilities, certifications, safety, risk management and price. If our ships have a need, we have a solution.

“Locally here in Tampa Bay, we’re busy being an advocate for our customers to promote and protect their interests. As one of the families that first brought shipping to Tampa Bay in 1846, we also spend a tremendous amount of time promoting and protecting our ports, their

competitiveness and their value to the region. We regularly speak and publish newsletters to local special interest groups to help them understand the economic value the ports bring to central Florida; 50% of Tampa Bay’s cargoes relates to dry bulk such as coal, granite, limestone, fertilizers (DAP, MAP, MESZ, ammonium nitrates, potash, and urea), salt, cement, fly ash, slag, scrap metal, and bauxite. The other 48% is liquid cargoes, with the balance being breakbulk, containers and cruise.

“Challenges to ports around the world are many. Constant new regulations, cost increases, urban growth and development into waterfront areas, push the maritime industry and associated jobs farther away or, in some cases, out altogether. Those issues have gained steam in recent years here in Tampa and we, along with the Tampa Port Authority, and industry advocacy groups are at the forefront of mitigating any negative impact to the maritime industry and disruption of trade in general.

“Over our history, A.R. Savage & Son has been asked to represent our customers in other ports. Until recently

we declined and referred the business to other Association of Ship Brokers and Agents (ASBA) quality-certified agents that we were confident could serve the customer well. In the last few years, our expanded capabilities have allowed us to consider and confidently accept the representation of several accounts in other ports and centrally manage them from Tampa. This has allowed us to showcase our value while customers generate requirements elsewhere and consequently, have asked us to scale up to fulfill their needs on a national scale. Because of this, we’ve engaged in agreements with other Association of Ship Brokers and Agents (ASBA) quality-certified agents to join us in servicing those accounts on our behalf. Those additional ports are currently in New Jersey, Texas, and California.

“From a global perspective, we were honoured to be nominated for membership in the Multiport Ship Agencies Network, as the representative for the U.S. East Coast, Gulf Coast and Virgin Islands. Coupled with our ASBA credentials and FONASBA network, membership in these organizations is very much aligned with our strategy, mission and long-term goals.”

Advocacy is important for a ship agency — not only for customers, but on behalf of the local port and maritime industry as a whole. A.R. Savage & Son is proud to educate its local community, as well take its message abroad as a Multiport Ship Agencies Network representative.

Morska Agencja Gdynia / Poland – eight decades of operations

Morska Agencja Gdynia, operating in the transport and logistics sector on the Polish market, was established in 1951 and is now doing better than ever, writes Marek Kowalski Eubaltica, Consultancy & advisory company for MAG.

The company has more than 70 years of experience, flexibility, ability to adapt to changing market conditions, and most of all committed staff without whom MAG’s market success would be impossible.

Over time, despite providing agency services MAG extended range of activity to include chartering ships, port shipments of bulk goods and many others as well as employment agency for marines of ships under foreign flags.

MILESTONES IN THE HISTORY OF MAG 28TH DECEMBER 1950

A newly established state-owned enterprise called Morska Agencja in Gdynia resulted from the reorganization of a number of state-owned and private companies in Poland.

1ST JANUARY1951

The Morska Agencja in Gdynia begins its operation.

MAG takes over the entire service of ships of domestic shipowners — Polish Ocean Lines and Polish Maritime Shipping, as well as units remaining in the chartered Polish-Chinese Ship Association — Chipolbrok.

The following years bring further changes like implementations of the first successful privatizations of a state-owned company in Poland. Morska Agencja in Gdynia becomes an employee-owned company and changes its name to Morska Agencja Gdynia (MAG).

The establishment of an office in London, dealing with the acquisition and recruitment of Polish crews on ships of foreign shipowners, is very important in the history of MAG.

Morska Agencja Gdynia, besides traditional ship agency services, freight and brokerage services, constantly expands the range of its activities by further transport and logistics, customs, warehousing and rail and road forwarding services.

In 2005, the Management Board decided to purchase land in the Port of Darlowo, where the MAG Port Terminal is being built.

In the following years, MAG constantly grows new branches. The new offices are located all over Poland and in Romania in Constanca. MAG gains leadership on the

Polish forwarding market, retaining its former character — an ideal composition of experience with a modern outlook on the ever evolving market.

In 2020 MAG celebrates its 70th anniversary and enters eight decade of operations.

Being over 70 years old, MAG is now an experienced and mature dynamically operating employee-owned company, which has retained its dominant position in the agency market, servicing the largest number of ships in all Polish seaports.

Due to the wide range of bulk cargo handled by ships entering/departing from Polish seaports, MAG provides agency services 24 hours a day, seven days a week, all year round. MAG’s share in the transport of bulk goods is constantly growing in many sectors, such as fertilizers, grain, iron ore, scrap, coke and coal, biomass, aggregates, fertilizers, logs, wood chips, chemical products, wheat, other raw materials. MAG handled more than 1,300 ships in 2022, from coasters to Capesize ships limited to 15 metres (maximum draught in the largest Polish seaports), in

which dry bulk cargo accounted for approximately 35% of the agency’s ships served.

The volume and structure of bulk commodities increased, especially in the areas of imported coal and coke and grain in export.

A team of specialists in each field forms a well-coordinated crew, whose work translates into Morska Agencja Gdynia being a leader among companies in the maritime services industry in Poland.

MAG with many awards to its name, as well as the recognition of its contractors, has developed the idea of MAG Centrum, uniting companies that provide broadly understood ships agency, port, logistics, transport and offshore services.

MAG’s activities also include representation of foreign shipping lines, shipowners and insurance clubs (P&I) in Poland and MAG has a number of certificates confirming the highest quality of our services, ISO, AEO quality certified and is a member of BIMCO (The Baltic and International Maritime Council) and also The Polish Shipbrokers’ Association.

Ships from Polish ports where MAG provided ships’ agency services.

Inchcape’s new Marine Supply Chain Solutions taking the pain out of port turnarounds

The need for efficient procurement of essential supplies to expedite port calls has become an increasing pressure point for vessel operators amid port congestion triggered by the resurgence of world trade in the wake of the Covid-19 pandemic, according to Inchcape Shipping Services.

Logistics and the procurement of spare parts, provisions, consumables, bunker fuel and other supplies play a vital role in keeping trade flowing and ships on track to ensure that contractual voyage commitments in relation to time and cost are met.

But Inchcape’s Head of Global Marine Supply Chain, Robbie Mclellan, says: “Shipowners and managers are facing logistical challenges with rising costs of procurement and delivery, supply bottlenecks, a lack of capacity to handle increased workload, and a lack of visibility and transparency that have affected port turnaround times.”

He also points out that many smaller shipping companies do not have the

manpower and resources to carry out internal procurement in a fast and costefficient manner and would benefit from leveraging Inchcape’s global supply chain.

BUYING POWER FOR LOWER PRICES

Consequently, Inchcape has seen increasing requests from clients to meet their

logistics and procurement needs, in addition to provision of port agency services, and has therefore launched a dedicated Marine Supply Chain Solutions (MSCS) service with a newly opened warehouse in the shipping hub of Singapore to serve the global market.

“This brings to the market a strong

value proposition as we are able to leverage the scale and expertise of Inchcape’s global network to carry out procurement based on our existing strong relationships with approved local vendors at hundreds of ports in 60 countries,” Mclellan says.

The MSCS team manages the entire supply chain process from procurement of items to last-mile onboard delivery as part of a bespoke solution for shipowners and managers, as well as wind farms, shipyards and other businesses.

Mclellan explains that Inchcape’s global reach and extensive customer base give it “huge buying power” with its vast vendor network to gain access to better prices in multiple locations around the world.

“Typically, shipowners have limited negotiation power on their own to secure lower prices and do not have local boots on the ground with the necessary vendor relationships,” he says.

‘IF YOU WANT IT, WE CAN GET IT’

Furthermore, all of Inchcape’s vendors are verified on an annual basis for compliance with international QHSSE standards and anti-corruption regulations, while the company adheres to the CIPS Code of Ethical Procurement and promotes sustainable practices throughout its supply chain with regular performance reviews and reporting.

The global reach of MSCS has rapidly expanded beyond major ports like Singapore and Rotterdam to cover locations in more remote parts of the world where Inchcape already has a port agency presence.

“If you want it, we can get it where you need it,” Mclellan says, with MSCS arranging ‘door-to-deck’ delivery of items such as spare parts and provisions as well as bunker fuel and lube oil, in addition to providing handling solutions.

The scope of the service also extends to freight forwarding whereby Inchcape, acting as an intermediary, coordinates

worldwide deliveries of diverse shipments by working together with its logistics partners to give favourable fixed freight rates for exporters.

SINGAPORE WAREHOUSE A STORAGE HUB

The Singapore storage facility covers an area of 10,000 square feet and is equipped with a 500-tonne capacity crane. The warehouse is able to handle inventories of up to 250 tonnes, while there is also a smaller transit warehouse at the port itself.

This is part of Inchcape’s global HUBS network of warehouses spanning North America, mainland Europe, the Middle East and Asia that is run together with partners and coordinated from the MSCS control tower in Mumbai, India.

The MSCS team recently handled its largest freight move to date with a 350tonne shipment from Japan to Singapore of a high-value and sizeable cargo that carried significant risk, demonstrating its credentials in heavy-lift freight forwarding, according to Logistics Manager Nathan Silvester, who is responsible for the Singapore facility.

Another weighty task for Inchcape was being entrusted by a leading global brand with procurement of IT equipment, mainly racking and servers, for shipment on as many as 170 vessels to far-flung destinations across the globe.

FREIGHT FORWARDING TAX BENEFIT

“Located at the heart of the East-West trade routes, Singapore is the busiest port in the world in terms of ship tonnage with an average of 140,000 vessels calling at the port annually and two every minute, of which Inchcape handles a large number. This makes it an important strategic location for freight forwarding,” Silvester says.

“The port offers customs flexibility on transshipments to other countries in the Asian region such as Thailand and Indonesia within a tax-free zone, which results in cheaper freight forwarding.

“Singapore is also an ideal location for supply of spares, provisions and bunkers, which was the rationale behind our decision to establish a range of in-house logistics solutions tailored to the needs of our stakeholders.”

Silvester says spare parts are typically sourced from China, Japan, South Korea and certain parts of Europe, where main engines are made, for distribution to the destination port as required by the client, a process that would usually entail communication at different levels with multiple parties and additional procurement costs for each link in the chain.

STREAMLINED PROCUREMENT PROCESS

“We are able to streamline that process by providing a single point of contact for the vessel operators and having a single digital channel of communication through our global offices, which means we can control the cost factor,” he explains.

MSCS is able to ensure full visibility and transparency in the procurement process, also with a single point of remittance for payments that are invoiced separately to the port agency disbursement accounts, thereby avoiding multiple invoices from different parties. There are also detailed port costs, including first and last-mile delivery charges, as part of a transparent pricing model.

While MSCS is a separate service, Inchcape’s port agency clients can benefit from synergies on procurement given its local teams on the ground are constantly handling changes in voyage schedules and are therefore able to coordinate vessel supplies effectively, according to Mclellan.

“Cost-efficient port turnarounds are critically dependent on local expertise and voyage intelligence, together with effective communication and vendor collaboration, to avoid unnecessary costs and keep the wheels of supply chain logistics running smoothly,” he concludes.

Efficient supply chain logistics are necessary for faster port turnarounds, according to Inchcape Shipping Services.

Surviving the supply chain squeeze

With bulk shipping braced for a bumpy start to 2023 before an expected upswing in the latter half of the year, ship agents are embracing new ways of working to bring stability to an unstable situation.

DRY BULK SHIPPING IS NAVIGATING UNUSUALLY CHOPPY SEAS IN 2023.

Although traditionally weak in the first quarter, dry bulk is particularly vulnerable to activity in China, where Covid-related lockdowns have impacted local economic prospects. However, with projections looking much rosier from mid-year onwards, experts anticipate a surge in demand for dry bulk cargo, especially for China’s property market, which shrank in 2022, as a major driver for coal, steel and iron ore cargoes.

Global grain trade is also expected to rise in the first six months of 2023, but steel trade does not look likely to fully recover from an unusually slow 2022.

Subdued supply growth will have an impact on the sector. According to Simpson Spence Young’s 2023 Outlook Report, the dry bulk carrier order book is still historically low. Even with a modest uptick in scrapping activity due mainly to new IMO greenhouse gas regulations, dry bulk fleet utilization is expected to progress at a snail’s pace this year.

While there is no question of the traditional volatility of transporting dry bulk cargoes, that instability has been particularly noticeable since 2020 when the global effects of the pandemic took hold. Freight rates were hit, port congestion became rife, and supply chains have had to bear the brunt.

A CRUCIAL COG

At times like these, ship agents have never been more necessary. Maritime supply chain squeezes are set to continue this year due to a combination of geopolitical, inflationary and environmental factors. An effective ship agent, not a big-ticket cost in most cases, can help alleviate some of the pressure on global shippers.

“Dry bulk cargo owners want shipping and logistics partners that can provide visibility, reliability and adaptability to circumvent ongoing supply chain issues,” said Lars Hardeland, Group Operations Director – Shipping of GAC, one of the world’s leading providers of shipping, logistics and marine services.

“For shipowners, charterers and managers who are also facing increasing operating costs, working with a flexible and transparent ship agent is key to unlocking latent value to pass up the chain.”

With more than 60 years of experience

handling dry cargo, and a global network of more than 300 offices in over 50 countries, GAC has the experience, expertise, resources and reputation needed to weather such storms. It leverages its worldwide reach and in-depth local market knowledge to offer customized, reliable and compliant services.

GAC tailors its services to support the specific needs of its customers to stay informed, minimize port turnaround times and provide a steady hand in uncertain times.

It combines port call volumes through a ship’s services node — a hub, enabling customers to maximize their margin by accessing a value chain that goes beyond traditional agency services. This includes primary day-to-day services and secondary services such as vendor management, cost

management, rebates, digitalization and training.

Last year was a banner year for GAC. It opened new offices in Spain, Sweden, Taiwan and the United States and expanded its facilities worldwide, most noticeably in the Middle East, to better serve its customers from various sectors including dry cargo.

“We have worked hard over the past year to expand our global footprint and services while keeping our standards high. From monitoring port conditions and loading and unloading vessels, to staying updated on port authority requirements and optimizing our operations, GAC remains committed to supporting our customers and driving their success regardless of the challenge,” Hardeland noted.

Steel support in India.

DIGITALIZATION

The growing role of technology and digital platforms in global shipping is one area that stakeholders are looking at to provide stability and circumvent supply chain woes.

This drive to digitally transform ports, terminals, storage facilities, logistics players and more can help provide a more seamless movement of goods. And it comes at a time when international supply chains are all too aware of the need to avoid major disruption that has become more the rule than the exception in recent years. For a ship agent like GAC, embracing technology is not just beneficial, it’s a must.

That was partly why GAC decided to develop its Pegasus portal to provide large international customers with real-time information about port infrastructure, services, mishaps, accidents, delays and turnaround times.

With access to data on 220,000 vessels and ports around the world, customers can predict port congestion, pick the best routes and make informed voyage decisions based on efficiency, time and financial considerations even before booking shipping services.

Other efforts to embrace digitalization also included the introduction of a new supplier invoice management system to replace paper-based documentation and simplify data entry for all GAC offices; a new warehouse management system feature to optimize operations; a webbased customer relationship management system for offices worldwide to manage and share customer data; and a bespoke software to facilitate serialization and tracking of pharmaceutical goods to secure

supply chains.

To ensure data quality, GAC has also turned towards digital documents, such as automated data scanning of passports for crew changes, to streamline processes, reduce manual entry errors, minimize delays and comply with regulations.

Trends like this can be seen across the supply chain. In Singapore, the Maritime Port Authority introduced the digitalOCEANSTM initiative to develop and promote open and common data standards and application programming interfaces with ports and shipping-related platforms. It is designed to reduce repetitive and manual completion of forms at ports along trade routes to boost port clearance efficiency.

GAC has taken a strategic approach to implementing its digital transformation.

“As a ship agent, we cannot just say ‘let’s

go digital’ because we are just one part of a big system that involves government regulations, port regulations, insurance companies, and so on,” said Martin Wallgren, GAC’s Chief Information Officer.

“There are so many people involved in a ship or port call, and we have to take the digital transition step by step. Digitalization is just like any normal business change. We need to think about human and machine in tandem, considering change management and the psychology behind how to make people adapt. If you just provide a digital tool without considering the human element, there’s not much value.”

For dry bulk operations, GAC’s steadfast approach to improving its services by taking that human/machine approach to digitalization will lead to more efficient operations planning, keeping costs low and cargoes moving at a time of continuing volatility.

Martin Wallgren, GAC’s Chief Information Officer.

Lars Hardeland, GAC’s Group Operations Director – Shipping.

Leveraging technology and communication in the shipping industry: The key to streamlining operations

The shipping industry is adjusting to the modern trend with smart ship technologies to enhance marine operations as the world moves toward a higher level of autonomy. The Internet of Things (IoT), data analytics, and autonomous and predictive ship technology all constitute contemporary elements that businesses and the marine sector as a whole should aim towards.

Indeed, technology in day-to-day life can make things more convenient, from knowing where you need to take an umbrella or keeping in touch with people in remote locations. So how does this translate to the maritime environment? In the maritime industry, the use of technology can revolutionize communication and effectiveness, enhancing safety, control, and positive outcomes for everyone involved in cargo operations. Dan Shipping explains how ship brokers can leverage technology and communication to streamline operations.

THE ROLE OF COMMUNICATION IN CARGO OPERATIONS

The SOLAS Convention plays a vital role in establishing the importance of communication as part of cargo operations. Indeed, since 1 July 1998, it has been mandatory to:

1. File the operation plan, including all revisions thereto, with the relevant port authority

2. Ensure the cargo operations are performed following the agreed plan. This is the responsibility of both ship owners and the port representative(s).

In many chartering scenarios, the ship brokers act on behalf of their clients, the owners. Therefore, effective means of communication must be established between the ship and the port authority throughout cargo operations, including during the time when the ship is not at port.

THE PURPOSE OF COMMUNICATION DURING CARGO OPERATIONS

As mentioned, communication must ensure that the operation plan is known, understood, shared, and followed. Therefore, every step of the communication protocol between the ship agent and the port authority must establish an orderly procedure, including reporting on potential damage before the start of the

cargo operations.

This is designed to guarantee safety through the step of berth and unberth, and load or unload of a vessel.

HOW TO COMMUNICATE EFFECTIVELY IN THE MARITIME SECTOR

Ineffective communication can lead to ambiguity and confusion, which can cause cargo operation issues and incidents. However, some crew members speak different languages, so it becomes essential to agree on a common one for communication clarity purposes. This is why our ship brokers use Maritime English to convey messages clearly.

Standard Maritime Communication Phrases, or Maritime English for simplicity, stand as the standards for all maritime communication, as set by the IMO (the International Maritime Organization).

HOW TECHNOLOGY CAN SUPPORT CARGO OPERATIONS COMMUNICATION

Technology and communication go handin-hand in more than one way.

MAINTAINING INTERNET AND DATA COMMUNICATION AT SEA

Shipping businesses may now connect their ships within their own overall IT networks thanks to the communication infrastructure currently used in the maritime industry.

Terrestrial networks and satellite communication systems are available to and used by the maritime and transportation sectors; their accessibility has made it possible to use the internet, web-based procedures, and the potential for real-time information flow. The many

forms of communication depend entirely on where you are. Wireless and VSAT technology are showing promises for the maritime industry, ensuring information can be delivered to and from ships at sea regarding weather predictions, position reports, and other messages essential to operations. More and more ships are looking to adopt VSAT technology for twoway communication, regardless of their position at sea.

IOT AND AUTOMATED NOTIFICATIONS ON BOARD

With the use of their phone or a centralized control system like a remote, consumers can operate commonplace devices thanks to the Internet of Things (IoT). This implies that users can tap a button to move doors, open windows, and turn electrical systems on and off.

Since this technology enables remote control of functions that would usually need human presence, it has enormous potential applications in the shipping industry. Indeed, passengers or crew members could access functions via an app, allowing for automated control or even a data-collecting system. Sensors can inform the crew that someone onboard needs medical assistance. Depending on the gravity, the system could notify the closest port authority.

FIGURING OUT WHERE SHIPS ARE

Ship agents and port authorities rely on technology such as MarineTraffic, a vessel tracking solution, to gain real time information on the locations of ships in parts and their movements at sea.

This can serve many communication purposes when it comes to managing safe cargo operations. Indeed, knowing the

exact ship location at any time can help define the ETA of a vessel at port. Ship technology is instrumental in updating the position and therefore ensuring that communication can remain clear between all parties.

Knowledge of the exact position is also advantageous when a ship experiences issues and needs rescuing or external services. This will avoid the loss of a vessel and countless lives on board, for instance. Even for crewless ships, the environmental damages of a lost vessel can be avoided through accurate ship position reporting.

UNDERSTANDING TIDES AND CURRENTS

Tidal prediction technology is designed to measure and predict tidal patterns. In the maritime industry, tidal knowledge can be instrumental in guaranteeing safe cargo operations for coming in and out of ports. Additionally, offshore cargo operations are

also dependent on tides and currents, especially when it comes to avoiding or controlling oil spills or preparing for emergency situations at sea.

Tidal technology connects to cargo operations in different ways. A ship agent and the port authority can decide to amend the operation plan based on the predictions. The plan must be communicated in real time to the ship and the port.

Furthermore, as predictions can be affected by different factors, new reports must be communicated in real time with all the parties involved by the ship broker.

REAL TIME WEATHER REPORTS AND NAVIGATIONAL WARNINGS

Extreme weather at sea can have dramatic consequences. This is precisely where ship owners receive maritime safety information (MSI) provided by the MCA

Biehl & Co: embracing change

Biehl is one of the largest agencies in the US with expertise in handling dry bulk commodities from petcoke and coal to grains and fertilizer. Its customers rely on value-added services to not only handle their vessels but also provide them with relevant market data and just-in-time information which is critical to business operations. Biehl maintains its position by retaining highly qualified personnel and utilizing the latest technology available to assist each principal to the highest levels.

AGENT FUNCTION

Time has long passed where an agent only needed a telex and fax machine to perform his work. Today’s agents are expected to be available 24/7 via email and phone while handling multiple vessels at the same time. With the introduction of technology, companies have had to deal with how best to harness this power with the goal of reducing repetitive paperwork, encouraging team collaboration, and ensuring that agents have more time to focus on the customer.

COMMUNICATIONS SOLVED

Using the benefits of VOIP phone systems, Biehl streamlined the way calls are managed. On-duty agents are available via desk phones or a smartphone app regardless of location. Calls to the main line are routed to the on-duty agents for quick response. Agents who are off-duty simply logout of the system and can enjoy their well-earned free time without

receiving annoying calls. The same setup works for nighttime and weekend coverage allowing agents to work remotely without sacrificing availability.

EMAIL’S CURSE

Traditional email systems do not allow for collaboration; each user must battle against the barrage of high email volume taking many hours to read and file messages. Through the implementation of SEDNA, Biehl has provided its agents a truly unified workspace for effortless collaboration. Agents can quickly see messages and note which have been answered, chat internally regarding issues or tag messages for other departments – no additional email is generated. Fast filtering and search features allow agents to research issues and respond to questions quickly and easily.

AGENCY PLATFORM

Agents have long complained about repetitive tasks and paperwork. With the implementation of BluVerve Biehl has solved this issue. BluVerve standardizes documentation and invoicing (DAs), keeps track of all jobs in all ports of operation, and ensure timely and efficient management of jobs and communication with the customer. At the core, the system has an intuitive whiteboard and filtering features providing the status of each vessel in each port, as well as the financial and operational information. Information is input ONE time — forms, paperwork,

(the Maritime & Coastguard Agency). The communication here focuses on ensuring the safety of the ship through essential reports that can affect its route and operation plan: weather forecasts

meteorological warnings

navigation warnings

other urgent safety-related

information

Technology ensures that these warnings can be received and applied in real time. This can affect the further cargo operations plan, for example.

In conclusion, it makes no doubt that as technology is evolving, it can greatly improve communication in the maritime industry. At DAN Shipping and Chartering, our ship brokers are experienced agents, comfortable managing communication requirements with the latest technology.

SEDNA emails are auto populated with this information saving our agents time and reducing errors.

PORT COST MANAGEMENT

Vessel Operators often state that proper port cost management is key. Using the BluVerve port cost module, port costs (tariffs) are input into the system. Agents can easily calculate a proform by selecting the port/terminal and entering the number of days in port. Proforma tariff terms are transparently shown to the customer including line-item descriptions of the cost. Estimates are easily updated, and costs easily split between multiple parties. Final vendor invoices are compared with the PDA values and any discrepancy validated with an explanation provided with the FDA.

This data is also very useful to create cost comparisons with previous DAs from similar vessels and can be integrated with third party voyage management and voyage reporting systems

ADMINISTRATION, IT SECURITY

Many people have concerns regarding IT security and data theft. Biehl has instituted Microsoft Authenticator to verify employee access to internal systems. In addition, both SEDNA and BluVerve utilize the latest security settings controlling access groups, view or edit credentials and department access. Most importantly everything is logged, and user activity can be monitored throughout the system

US Gulf under scrutiny

region remains a vital link in the North American bulk handling chain

Port of Brownsville: playing a pivotal role in North American trade

The Port of Brownsville’s proximity to Mexico uniquely positions the port to serve as the key transshipment gateway

delivering goods and materials to nearby multinational manufacturing centres on both sides of the border. This has led the

port to rank among the leading US steel ports, moving more steel into Mexico than any other domestic competitor. In 2021,

the port moved more than 4.3mt (million tonnes) of steel across the southern border.

This volume is projected to increase to more than 5mt in 2023. The increase in steel throughput is tied to the development and expansion of Ternium de Mexico’s industrial Center located in Pesquería, right outside the Monterrey, Mx, metropolitan area. The company is utilizing the Port of Brownsville for receiving, staging, and shipping all the steel slab processed at its plant, one of the most modern industrial complexes in the world that supports the automotive, construction and white appliances industries in Mexico. The port worked together with Ternium, port stevedore Gulf Stream Marine, the Brownsville Rio Grande International Railway (BRG), OmniTRAX, and Class 1 Rail Provider Kansas City Southern de México, on a major terminal development to maximize the efficient loading of opentop gondola railcars and expedite steel slab shipments to feed Ternium’s mill in Pesquería.

In addition to growing exports of steel, the port experienced a steady flow of bulk

cargo in 2022. Year-to-date stats indicate that more than 5.5mt of diverse bulk cargo moved through the port’s docks on its way to Mexico, Canada, and domestic markets. This cargo includes: alumina, aluminum ingots, baryte, bauxite, breeze coke, cement, corn, fluorspar, limestone, pig iron, rice, rutile sand, steel coils, steel slab, sugar, and wind energy components.

After years of effort, planning and success, the Port of Brownsville is ready to begin one of its most important infrastructure projects to date, the Brazos Island Harbor Channel Improvement Project. The U.S. Army Corps of Engineers and the U.S. Congress have authorized the deepening of the port’s channel from 42 feet to 52 feet. The project is divided into two phases and was expected to commence at the end of 2022. Deepening the port’s channel means bigger ships, more cargo, and more jobs for the South Texas region.

Other continued investments include the completed rehabilitation of Bulk Cargo Dock, improving access to the 3-millionbushel grain elevator operated by WestPlains LLC. In 2020, the U.S. Maritime

Administration awarded the port a $14.5 million grant to improve railroad, road and shiploading infrastructure at the Bulk Cargo Dock and further expand WestPlains’ grain handling operations at the facility. The company and the port are partnering to modernize and enhance the operational capacity of the specialized dock, with shared investments of more than $13 million to date, in an effort to create a new cost-efficient port option for all US farmers to load outbound international vessels from the Port of Brownsville.

The expansion of additional outside storage capacity continues at the port, now totalling more than 62-acres of purposebuilt facilities to accommodate heavy point-load-bearing cargo, like wind energy nacelles – some weighing more than 112 tonnes each. Along with hubs, tower sections and windmill blades (the largest reaching 265-feet-long), the Port of Brownsville ranks among the foremost US ports capable of receiving, storing and moving these massive components by vessel, barge, rail or truck in the US, Canada or Mexico.

CN’s Mainline of Mid-America feeds consumers in the US Gulf region

The heart of the CN network in the United States is the Illinois Central, also known as the Mainline of Mid-America. The line stretches from Chicago to New Orleans, and it is this line that CN uses to safely and reliably feed a steady diet of grain and other bulk commodities to

facilities in the US Gulf region. CN’s other US rail subsidiaries are also very important components of CN’s network and its unique three-coast access.

The former Elgin, Joliet & Eastern allowed CN to link all five of CN’s rail lines into one seamless system around the city

of Chicago, with CN trains now moving twice as fast around Chicago versus the competition. The acquisition of the Wisconsin Central and the Duluth Missabe & Iron Range Railway Company also gave CN one contiguous route connecting the western Canada to Chicago through

Wisconsin and Minnesota.

CN has a significant grain franchise in both Canada and the US. The heart of the CN grain origination network in the US stretches across Midwest through Illinois, Iowa, and Wisconsin and reaches all the way to the US Gulf. CN also works with other railroads to extend its reach into places like Michigan and Indiana. Bulk grain and processed grain products work its way to the US Gulf by both barge and direct rail, and CN participates extensively in both supply chains. In terms of supporting grain shipments via barge, CN accesses multiple barge-loading facilities along the Mississippi and Illinois Rivers.

In the New Orleans area, CN connects directly to four grain export facilities capable of receiving and processing unit trains, including Zen-Noh Grain Corporation’s double loop track grain export terminal at Convent LA. CN’s rail line also extends to Mobile AL with access to one additional grain export terminal. CN’s direct rail grain shipment programme to the US Gulf was strong to start 2022 given robust export demand for corn and soybeans. The conflict in Ukraine subsequently resulted in significant shifts in commodity trade flows and caused a spike in demand for grain traffic moved through the US Gulf during late winter and spring 2022. Grain shipment demand softened somewhat in summer 2022 but quickly ramped back up with the onset of the fall harvest, with CN delivering a very strong direct rail shipment program to the Gulf during the fall and early winter. In fact, the 2022 calendar year saw CN achieve record bulk grain unit train shipments to the US Gulf.

Also bustling with activity at the Louisiana Gulf Coast is Convent Marine Terminal (CMT). Besides CMT, CN also moves coal to McDuffie Island Coal

Terminal in Mobile AL. CMT is a double loop track terminal with fast and efficient unloading capabilities and is the only Gulf Coast Bulk terminal with single line access by CN. The terminal handles a myriad of commodities from aggregate, coal, iron ore and petroleum coke. These commodities play a huge part around the globe enabling economic activity, including providing key materials for steel mills in Europe and Asia and fuel for power generation in emerging markets like Africa and India. CN has made investments to handle future growth at CMT with investing in two siding tracks leading into terminal which allows the customer to self-switch and helps keep CN’s busy Gulf coast corridor fluid.

The dramatic expansion in renewable diesel production capacity in the United States is generating significant rail traffic growth for CN in the US Gulf region. In the autumn of 2021, 400 million gallons of new renewable diesel production capacity was brought online by Diamond Green Diesel at Norco, LA. Renewable Energy Group has also broken ground on the expansion of their renewable diesel production facility at Geismar, Louisiana, which will increase annual total site production capacity by 250 million gallons to 340 million gallons. CN’s extensive rail network across Canada and the US supports the transportation of renewable diesel feedstocks such as used cooking oil, animal fat, distillers corn oil, and soybean oil to these facilities and many others.

CN is focused on investment in the US to support future growth. In November 2020, CN marked a significant engineering achievement with the rail cutover to the re-constructed Bonnet Carré-McComb Spillway Bridge near New Orleans. This 2.2-mile-long bridge provides a critical US transportation corridor for both freight and passenger service across the Bonnet

Carré Spillway, which alleviates excess water from the Mississippi River, protecting New Orleans and other communities from flooding. This engineering accomplishment greatly adds to the safety, reliability, and fluidity of CN’s network. The $90 million dollar project involved taking an existing, historic timber bridge built in 1934 and replacing it with an 11,712-foot pre-cast concrete bridge. The new bridge is more durable, enhancing both safety and operational efficiency. In addition, the new bridge is expected to increase network capacity.

CN is also in the process of re-building the Baton Rouge Spillway Bridge. This bridge is the sister to the Bonnet CarréMcComb Spillway Bridge. They both cross the Bonnet Carré Spillway. The CN Baton Rouge Spillway Bridge is next to the flood gates that control the Mississippi River, while the McComb Sub Spillway Bridge is beside Lake Ponchatrain. Both bridges are massive investments and are a testament to CN’s commitment to the Southern Region. CN is well-positioned to support growth in Gulf Coast activity for dry bulk commodities and a variety of other products.

CN has invested billions of dollars to build a network that safely and reliably connects its customers to markets around the world. But these investments do not deliver for customers without the hard work and innovative leadership of railroaders. From CN’s senior leaders to its newest conductors, CN has built a team that is dedicated to running a scheduled railroad that is not only reliable, but has the enhanced capacity through world-class performance to meet the growing demands of the American economy. CN’s people, advanced planning, and neverending commitment to safety is helping CN deliver for its customers.

Zen-Noh grain terminal.

Port of South Louisiana sees growth in tonnage for first time in six years

DESPITE CHALLENGES INCLUDING HISTORICALLY LOW MISSISSIPPI RIVER LEVELS, PORT SL STANDS STRONG IN GLOBAL SHIPPING MARKETS

With the release of Fourth Quarter 2022 data, Port of South Louisiana (PortSL) saw an annual increase in tonnage of nearly 10mt (million short tons) of cargo. In 2022, PortSL moved a total of 239,257,758 short tons compared to a total of 229,797,480 short tons in 2021. This is the first year that Port of South Louisiana has seen a net increase in tonnage since 2017.

“The numbers do not lie; Port of South Louisiana has reversed a six-year trend and is finally growing,” said PortSL Chief Executive Officer Paul Matthews. “Our Commission, staff, and I are constantly thinking outside the box and taking tremendous steps to maximize our growth and operate at optimal levels. With plans to construct the state’s first grain elevator in 40 years and the prospects of owning Louisiana’s greatest industrial icon, Avondale Global Gateway, Port of South Louisiana is on track to reach new heights, attract good-paying jobs and make Louisiana and America more competitive in the ever-changing shipping markets.”

As the nation’s leading grain exporter and the second largest port in the Western Hemisphere, Port of South Louisiana is a driver of Louisiana’s and America’s economy and is responsible for feeding and fuelling the world. With conflict in Europe between two of the world’s largest grain producers, Russia and Ukraine, the eyes of the world have turned to America’s farmers and the Port of South Louisiana, where 60% of the nation’s grain is exported through seven grain elevators in the port’s jurisdiction.

PortSL is also currently ranked second in the nation as an energy transfer port. By focusing on diversifying the energy industry in the River Region, the port continues to attract investment in both the traditional and renewable energy space.

STATISTICS FROM PORT OF SOUTH LOUISIANA’S TONNAGE REPORT 2021-2022 (SHORT TONS)

In September 2022, PortSL was awarded federal funding to construct the nation’s first hydrogen fuelling barge, which is an integral piece to a larger $74 million project to develop a new energy cluster in South Louisiana.

Last year, PortSL faced many challenges, including barges being unable to move safely on the Mississippi and Ohio Rivers. Upriver, record-low water levels were recorded at Memphis, Tennessee of –10.81 feet below zero gauge in October 2022. Despite the adversity brought on by Mother Nature, the port took major steps to overcome obstacles and remain

resilient. In August, PortSL dedicated two new Konecranes at its Globalplex Intermodal Terminal dock, doubling the port’s discharge rate, and making the port more efficient with less downtime in the offloading process.

“When our Commission hired Mr. Matthews a little over a year ago, we challenged him to establish a culture that nurtures growth and embraces concepts and ideas that equip the port to thrive in an evolving marketplace,” said PortSL Commission Chairman Ryan Burks. “This course correction from annual losses to an increase of 10mt in just one year’s time is a testament to Paul’s leadership and our staff’s dedication to attracting foreign and domestic cargo and investment to the Port of South Louisiana.”

ABOUT THE PORT OF SOUTH LOUISIANA

Founded in 1960, the Port of South Louisiana [PortSL] is a 54-mile port district on the Mississippi River between New Orleans and Baton Rouge, encompassing the parishes of St. Charles, St. John the Baptist, and St. James. The Port of South Louisiana is the largest port in Louisiana and #2 in the Western Hemisphere. It ranks as the #1 U.S. grain exporter and #2 US energy transfer port.

Port SL is home to seven grain transfer facilities, four major oil refineries, 11 petrochemical manufacturing facilities and several other facilities, including the Executive Regional Airport.

Konecranes Gottwald Model 6 portal harbour crane, similar to the two new models installed at PortSL’s Globalplex Intermodal Terminal dock.

David Engel reappointed to Port of Corpus Christi Commission for fourth consecutive term

David Engel was reappointed by the Corpus Christi City Council to serve another term on the Port of Corpus Christi Commission, where he currently serves as secretary.

Originally appointed in 2013 to serve as a City of Corpus Christi appointee, Engel is one of the most tenured members of the current Port Commission. He is the principal owner of Engel and Associates LLC, a management consulting firm that provides services to public and private companies. In addition to his time on the Port Commission, Engel has served as past chairman of the Corpus Christi Regional Economic Development Commission, the Christus Spohn Health System and U.S.S. Lexington Museum.

“I am both humbled and honored by our Corpus Christi City Council’s decision to reappoint me to serve another term on the Port of Corpus Christi Commission,” said David Engel, Port of Corpus Christi Commissioner. “ I look forward to continued collaboration with the City and our industry partners as the Port of Corpus Christi works to ensure a thriving economy for our region.”

“Port staff welcomes David Engel’s reappointment to the Port of Corpus Christi Commission. Commissioner Engel’s fiscal acumen as the Chair of the Audit Committee over the past six years has helped usher the Port of Corpus Christi through this era of unprecedented growth and success for the Coastal Bend, the State of Texas, and the Nation,” said Sean Strawbridge, Chief Executive Officer for the Port of Corpus Christi.

“The Port of Corpus Christi remains fiscally secure for generations to come, and the new opportunities port staff will be presenting to the Commission in the coming months will help secure the Coastal Bend’s future prosperity, including increased tax revenues for municipal and county governments.

Commissioner Engel has, over his previous three terms, played a pivotal governance role in positioning the Port of Corpus Christi as a critical infrastructure asset not just for the local communities, but for Texas and the United States.”

In addition to serving as secretary on the Port Commission, Engel also chairs the Port Commission Audit Committee

and is an active member of the Security Committee.

“The Port Commission and the entire region truly benefit from Commissioner Engel’s business insight and community focus,” said Charles W. Zahn Jr., Port of Corpus Christi Commission Chairman. “I am proud to work with Commissioner Engel and the rest of my colleagues to ensure this vital economic engine continues to provide world-class infrastructure to meet our customers’ needs and bring new growth and jobs to the entire Coastal Bend.”

ABOUT THE PORT OF CORPUS CHRISTI

As a major player in US energy export

ports and a major economic engine of Texas and the nation, the Port of Corpus Christi is the largest port in the United States in total revenue tonnage. Strategically located on the western Gulf of Mexico with a 36-mile, soon to be 54foot (MLLW) deep channel, the Port of Corpus Christi is a major gateway to international and domestic maritime commerce.

The port has excellent railroad and highway network connectivity via three North American Class-1 railroads and two major interstate highways. With an outstanding staff overseen by its sevenmember commission, the Port of Corpus Christi is ‘Moving America’s Energy’.

Cooper Marine adds the ‘Crimson White II’ to its fleet of towing vessels

The Crimson White II, a 4,600 HP towing vessel and one of the largest vessels operating on the Tennessee-Tombigbee waterway, was recently added to Cooper Marine’s fleet.

The Crimson White II, a 4,600HP towing vessel and one of the largest vessels operating on the Tennessee-Tombigbee waterway, was recently added to Cooper Marine’s fleet. Cooper Marine, headquartered in Mobile, Alabama, is a wholly owned subsidiary of The Cooper Group, Inc.

Formerly operated as the Jinx P Smith, the Crimson White II is a 108-foot long towing vessel, powered by EMD engines. The vessel is fully compliant with United States Coast Guard regulatory requirements, including 46 CFR Subchapter M. The acquisition of the Crimson White II expands Cooper Marine’s fleet to 41 towing vessels.

“Acquiring the Crimson White II bolsters our long-standing commitment of providing the industry’s most reliable barge affreightment services,” said Angus R. Cooper III, President of The Cooper Group, Inc. “Adding to our fleet one of the largest towing vessels currently operating on the Tenn-Tom provides our customers with continued assurance that Cooper Marine will always deliver the most reliable barge transportation services in the country.”

“As we continue to grow our worldclass fleet with the addition of the Crimson White II, we do so to best ensure our customers that they can continue to depend on Cooper Marine to offer the safest and most reliable barge transportation service in the industry,” said James C. Fowler, Managing Director of Marine & Stevedoring Operations for Cooper Marine.

Cooper Marine’s operations are powered by 41 towing vessels, 450 hopper barges, and one of the country's largest fleet of dry bulk gantry and floating derrick cranes. The company’s marine footprint includes the Tennessee-Tombigbee waterway, Mississippi River, Gulf Intracoastal Waterway, Black Warrior River, Tennessee River, Tombigbee River, Mobile

River, Ohio River, Illinois River, Arkansas River, and Cumberland River. Cooper Marine’s world-class stevedoring operations include two deep-draught bulk cargo terminals in the Port of Mobile and numerous inland marine terminals throughout the states of Alabama and Mississippi.

CRIMSON WHITE II SPECIFICATIONS

This 108ft-long and 34ft-wide vessel is powered by two Electro–Motive Diesel (EMD) engines. The vessel has a 50,000+ gallon fuel tank and is outfitted with six crew staterooms, five-and-a-half baths, and a full galley arrangement. The Crimson White II is outfitted with a state-of-the-art National Railway Equipment Power Systems alarm system. DCi

Associated British Ports has successfully completed the rollout of a new Terminal Operating System (TOS) — CommTrac v4 — at the port in Newport, South Wales, UK.

This new system, which is supplied by TBA, has been deployed to help streamline the management of AgriBulk operations at ABP’s second-largest bulk handling port in its Wales and Short Sea Ports region.

This introduction in Newport is the fifth deployment of this system across the ABP network, having previously launched at Teignmouth, Hull (two terminals) and King’s Lynn, and is the latest example of ABP increasingly digitizing the operations of supply chains through its ports across all cargo types.

This is producing benefits of visibility and efficiency both for our customers and ABP through advanced operational data recording and real-time optimization of non-containerized cargo management.

Tom Batchelor, Head of Operations at ABP’s Port of Newport said: “ABP is committed to making ongoing and significant investment to help ensure ABP’s customers benefit from the most efficient port operations — across all of our ports, and whatever the cargo.

“The latest rollout of CommTrac V4 at ABP’s Port of Newport highlights how ABP is working hard to deliver this. Since 2019, ABP has invested approximately £50 million in its infrastructure, digitalization and

ABP rolls out new Terminal Operating System at Port of Newport

sustainability measures in Wales alone, and our customers and hauliers at Newport have already given us positive feedback on the new system and reports.

We look forward to building on the system to improve bulk handling going forward.”

The successful deployment of CommTrac V4 at ABP Newport was achieved thanks to the strong partnership and comprehensive framework agreement between ABP and TBA Group.

David Trueman, Managing Director of TBA Group said: “The powerful alliance between ABP and TBA Group has enabled us to seamlessly collaborate and establish a sturdy framework agreement that fully aligns with ABP's goal of delivering CommTrac to their bulk cargo terminals. With the successful deployment of CommTrac in five ABP terminals, we continue to fine-tune the system, resulting in increased value and reduced lead times. ABP's vision to standardize operational processes is fully supported by the versatile CommTrac solution.”

The completion of this project provides the following capabilities to the future operations of the port:

A record of vessel details, berthing v location, and date/time information.

The creation of manifest data in the v CommTrac v4 system.

Clearly formatted and highly detailed v

collection tickets for customers and receivers.

Reports created in significantly less v time than previously and with richer detail.

The ability to quickly view v current/future Delivery Orders for improved turnaround time with collections.

The ability to bring previous haulier v details/DO Details/Stock Allocation onto booking out screen in order to further reduce turnaround time for collections.

An accurate record of stock held for v each customer and location on the port estate.

The ability to provide information to v customers on stock level to a greater degree of accuracy and confidence. Improved quality assurance when v assembling discharge orders and automatic stock-control updates. Improved visibility of commodity dwell v time on port and an improved ability to evidence billing events.

The ability to capture ‘operational v events’ such as recording asset breakdowns, weather events, and ops teams breaks.

Improved ability to measure v operational KPI’s and evidence effects of continuous operational improvement initiatives.

Discharging agribulk from a cargo vessel.

An important milestone: the LOGISTEC team has handled 50mt of iron ore at the Port of Sept-Îles

The Port of Sept-Îles and LOGISTEC Arrimage Inc. have reached the impressive milestone of handling 50mt (million tonnes) of iron ore since the port’s multi-user dock opened in March 2018. This achievement reflects both the significant growth of the mining industry and the operational excellence of the teams responsible for meeting demand and optimizing supply chain flow.

The 50 millionth tonne of iron ore, from Quebec Iron Ore’s Lac Bloom mine, was loaded on board the NSU Voyager. The nearly 300-metre-long ocean-going vessel, built in 2017 in Japan and belonging to NS United Kaiun Kaisha Ltd., then set off back to the Port of Oita and the Port of Wakayama, Japan, with a cargo of 197,000 tonnes of iron ore.

“The Port of Sept-Îles has grown significantly since the multi-user dock opened, with its workers operating the facilities with an impressive reliability rate of over 97% since the dock was commissioned. We also want to recognize the success of our clients, Quebec Iron Ore, Tacora Resources and Société Ferroviaire et Portuaire de Pointe-Noire, which helped us reach this historic milestone. The Port and LOGISTEC teams worked together closely to ensure a reliable export of iron ore to markets. Today, we toast our teams on the ground,

whose hard work has enabled us to reach the first 50mt and will ensure many more to come!” said Pierre Gagnon, President and CEO of the Port of Sept-Îles.

“These 50mt speak to the efforts, collaboration and dedication of the LOGISTEC teams who work day and night to safely serve clients,” said Rodney Corrigan, President of LOGISTEC. “Our team has developed cutting-edge expertise and successfully delivered operational excellence, despite growing demand and extreme weather, and I would like to recognize their hard work and dedication, which contributes to the success of the Port of Sept-Îles, a leading world-class port.”

Since operations began, a total of 297 vessels have been loaded at the multi-user dock. The port team works tirelessly to ensure that the economic activities that take place in the Bay of Sept-Îles run smoothly, without ever compromising safety or environmental protection. LOGISTEC has been in the marine industry for over 70 years and has forged an exceptional collaborative relationship with the port team, enabling it to develop customized expertise to better serve its clients.

ABOUT THE PORT OF SEPT-ÎLES

Boasting diverse, state-of-the-art facilities, the Port of Sept-Îles is North America’s

largest ore-handling port, with a projected volume for 2023 of nearly 40mt. It is also recognized as the largest primary aluminium port terminal in the Americas in terms of operational volume. The facilities at the Port of Sept-Îles play a vital and strategic role in the economy of Eastern Canada. The Port is also deeply committed to sustainable development and has pioneered the first environmental observatory on the St. Lawrence to monitor the marine ecosystem.

ABOUT LOGISTEC

Based in Montreal, Quebec, LOGISTEC Corporation provides specialized services to the marine industry and industrial companies, including bulk and breakbulk cargo and container handling services at 53 port facilities and 79 terminals in North America. LOGISTEC also provides coastal marine transportation services, mainly to the Arctic, and marine agency services to ship owners and operators in the Canadian market. The Corporation also works in the environmental sector, offering services to industrial and municipal clients and other government entities, such as replacing groundwater pipes, dredging, dewatering, contaminated soil and waste management, site remediation, risk analysis and product manufacturing related to fluid transportation.

Port of Rotterdam throughput in 2022 virtually unchanged

The war in Ukraine led to unprecedented changes in goods flows last year. At 467.4mt (million tonnes), total throughput in Rotterdam was almost the same (–0.3%) as in 2021 (468.7mt) but the underlying figures show that there were major changes. Container throughput fell by 5.5% in TEU (–9.6% in tonnes). Imports of LNG, mainly from the USA, increased by 63.9% as an alternative to Russian gas. At the same time, coal imports rose by 17.9% as mainly German coal-fired power plants were used more. In line with the sanctions, companies reduced imports of Russian oil, oil products and coal, and succeeded in importing them from elsewhere.

Allard Castelein, CEO of the Port of Rotterdam Authority: “2022 was an extraordinary year in many ways. The war and the sanctions led to changes in energy flows around the world and high energy prices, and therefore high inflation and the weakening of the economy. The Rotterdam business sector and all service providers were able to respond quickly and effectively. The war has also demonstrated the risks for crucial sectors of strong dependence on one country or a limited number of countries. In this respect, the war should work as an incentive to make Dutch and European energy and industry more resilient. That will mean accelerating the production of renewable energy and maintaining strategic industries. However, other factors are involved. They include the lack of progress on tackling nitrogen emissions, high energy prices in Europe, and the speed and scale of the efforts of the government of the United States to rack up the sustainability of its industry. They could place the Netherlands and Europe at a disadvantage. We really need to move up a gear in that respect.”

SUSTAINABLE DEVELOPMENT GOALS

The mission of the Port Authority is to generate economic and social value. The Port Authority wants to accelerate the sustainability of the port and act as a smart partner in logistics chains. The Port Authority is aware of its responsibility to contribute to the United Nations’ seventeen Sustainable Development Goals (SDGs) and it uses those goals to make decisions. Investments are needed in digital innovations, infrastructure, education and workforce skills to achieve both the sustainability goals and the other SDGs. In addition, the Port Authority is actively pursuing diversity and inclusiveness policies. This will ensure the recruitment of

a more diverse workforce and further enhance the quality of work and decisionmaking, as well as the agility of the organization.

SAFETY, SECURITY AND SUBVERSION

The Port of Rotterdam Authority noted a slight fall in the number of accidents in 2022: 137 accidents compared to 141 in 2021. There were two serious incidents on the water: one with the water taxi and a fatal accident when an inland vessel capsized. To make conduct on the water safer in leisure and passenger shipping, monitoring has been intensified. The Port Authority’s Harbour Master Division has now launched a trial involving the extension of traffic control to include camera supervision. The camera network used by the Seaport Police, the Customs authorities and the Port Authority in the port and industrial area will increase from 220 to 280 cameras in the near future. This will be useful in a range of areas, including the combating of subversion and drugsrelated crime. The prevention of cybercrime also continues to be a strong focus.

DRY BULK

South Africa, Australia and Colombia. Biomass throughput rose by 13.7%. Other dry bulk fell by 14.2%. The main causes are stockpiling due to the uncertainty of supply lines, and high prices for the shipping of containers: cargo that can also be transported in bulk, such as industrial minerals and fertilizers, is therefore being transported in this way more often.

CONTAINERS AND BREAK BULK

Container throughput fell by 5.5% in TEU and by 9.6% in tonnes. The difference between the two was due to a sharp increase in arrivals of full containers from Asia in the first nine months of the year because of high demand for consumer goods. At the same time, exports declined and so many more empty containers were shipped back. Roll-on/roll-off traffic (RoRo) was 13.5% higher. This figure paints a slightly rosy picture because of the end of the Brexit transition period on 1 January 2021. That led to additional transport in late 2020 and a dip in RoRo transport in early 2021.

Other breakbulk was 10.4% higher. A major factor was the increase in imports of steel and non-ferrous metals. The sharp rise in energy prices made European industrial production relatively expensive, with a subsequent increase in imports of steel and non-ferrous metals from, among other places, Asia, where demand was low due to Covid-19. In addition, high container rates meant that, as in the ‘other liquid bulk’ sector, more cargo was shipped as break bulk.

The dry bulk segment saw an increase of 1.7% to 80.1mt. The agribulk segment is always strongly influenced by harvest yields in different parts of the world. There were reduced imports from Ukraine last year and high energy costs also caused less processing of agribulk. High energy costs were also a major reason for the lower production in the German steel industry. As a consequence, imports of iron ore declined by 15.5%. The throughput of coal, which in addition to being used in blast furnaces is primarily burned in power plants, rose sharply by 17.9%. Coal was cheaper than natural gas and it also reduces dependence on natural gas (in particular from Russia). In order to burn less natural gas in gas-fired power plants, the Dutch government lifted the production cap that had just been introduced for Dutch coalfired power plants. Imports of Russian coal have been banned since August. More coal was therefore imported from the USA,

PROGRESS ON DIGITALIZATION AND INNOVATION

The connection of new market players led to the optimization in 2022 of the planning tools Routescanner and Nextlogic. Routescanner provides support for sustainable and efficient decisions in container transport by sea (deep sea, short sea, RoRo), inland shipping, rail and road. It now also provides a CO2 calculator for comparing emissions on different routes. The Nextlogic pilot phase concluded at the end of December, and so this integrated planning tool for inland container shipping has now gone live.

Digitalization and other forms of innovation are also playing an increasingly important role in the management of the port area. For example, more and more data are being collected and analysed to optimize dredging operations, and the latest quays have been fitted out with

despite war and weakening economy

sensors that measure the forces exerted on the infrastructure.

PROGRESS ON THE ENERGY TRANSITION

A number of important investment decisions were made last year, the largest being those for a major biorefinery and Europe’s largest green-hydrogen plant. In addition, companies made definitive decisions to expand an ammonia import terminal, to increase battery recycling capacity, to build a hydrogen refuelling station for trucks and to proceed with a range of shore-power projects. These investments add up to a total amount of approximately € 3 billion. To minimize delays caused by ongoing procedures relating to nitrogen emissions, a guarantee arrangement has been agreed with the Dutch State for the Porthos CO2 transport and storage project so that financial commitments can be made in advance of the final investment decision. The pipelines for the port’s hydrogen network have now been delivered. The first TenneT substation on the Maasvlakte, where electricity from offshore wind comes to land, is now in operation. Projects and investments of this

kind mean that the energy transition is underway across the entire spectrum. All the projects now in progress add up to a potential reduction in carbon emissions close to 30mt by 2030. This volume represents 40% of the national reduction target.

NITROGEN EMISSIONS MARGIN NEEDED FOR THE TRANSITION

A major concern is that, nearly four years after the Council of State put an end to the Dutch Nitrogen Reduction Programme (PAS), it is still unclear how the Netherlands will find a way out of the resulting impasse. Industry in Rotterdam is consistently applying the best available technology (BAT), and total nitrogen emissions have therefore fallen by 60% in the past 15 years. That is one reason industry in Rotterdam accounts for only 1% of nitrogen deposition in Dutch nature areas.

It can therefore make only a limited contribution to the conservation and improvement of those natural areas. At the same time, industry in Rotterdam accounts for approximately 14% of Dutch carbon

emissions and it plays a major role in achieving the climate goals. If industry is to implement sustainability projects, it needs some margin in terms of nitrogen emissions, for example for construction activities. In addition, a range of energy transition projects – such as the use of renewable fuels produced in the port and the use of hydrogen (imported and otherwise) – reduce nitrogen emissions outside the port.

OUTLOOK

The current geopolitical situation is a source of major uncertainty and inflation has risen sharply. As far as can be foreseen at present, the economy of the Netherlands and Europe will stagnate in 2023. Throughput volumes are therefore expected to decline slightly. In the energy transition, which is so important for the future of the port and for achieving the national climate goals, the necessary steps forward are again expected in 2023, with the speed of that process being determined in part by how vigorously the Dutch government manages to resolve the issue of nitrogen emissions.

Regional, national and international logisticians count on Port Milwaukee for a turnkey approach to solve their transportation and supply chain needs. Strategically located in the industrial center of the U.S., Port Milwaukee provides premier access to domestic and world markets.

Global political situation impacts Port of Hamburg annual results

Growth in conventional general cargo v handling

Level of railborne freight transport v maintained

Ongoing trend towards large vessels v

In 2022, international crises impacted the Port of Hamburg’s seaborne cargo throughput. Hamburg terminals handled 119.9mt (million tonnes), or 6.8% less than in the previous year. With growth of 11.2% to 1.4mt, the trend for conventional general cargo was positive. Yet handling of general cargo was 5.8% down at 83.7mt. At 36.2mt, throughput of bulk cargoes in the port was 8.9% lower. “The war in Ukraine plus the related sanctions against Russia, along with worldwide supply chain problems caused by the corona pandemic, impacted Port of Hamburg throughput during the year. This was compounded by labour disputes in the port at the beginning of the second half of the year and very high inflation in the course of the autumn, which caused consumer spending to fall to a low point,” explained Axel Mattern, Port of

Hamburg Marketing’s CEO. Lower volumes of bulk cargo are both directly and indirectly attributable to stiffer sanctions against Russia. Falls occurred in both suction cargo (down 6.0% at 6mt) and grab cargo (6.3% lower at 20.2mt) as well as liquid cargo (down 15.2% at 10.0mt).

Whilst taking downturns last year in bulk cargo handling, the Port of Hamburg is in the process of preparing for new products and volumes. Its transformation into a cutting-edge energy hub has already commenced. “In February 2022 we signed an agreement with Air Products, the world’s largest hydrogen producer, providing for exploration of the opportunities for building up a comprehensive hydrogen added-value chain throughout the Port of Hamburg. In November, Air Products and Mabanaft announced that Germany‘s first large import terminal for green hydrogen would be built on Oiltanking Deutschland’s site in the port. With this, the Port of Hamburg will be playing a pioneering role in hydrogen imports and helping ensure supplies for

Germany,” said Friedrich Stuhrmann, CCO of der HPA – Hamburg Port Authority. By constructing shore power supply units at both cruise and container terminals, HPA will be well on the way to becoming a climate-neutral port, added Stuhrmann.

DIFFERENT DEVELOPMENTS DURING THE YEAR

A total of 8.3 million TEU — Twenty-foot Equivalent Units — crossed quay walls in the Port of Hamburg last year, or 5.1% fewer than in the previous year. A quarterly comparison reveals a positive trend in the first half. Down by 12.3%, throughput fell steeply in the fourth quarter, however. “With Christmas coming, in the final quarter we should normally see a rise in throughput totals. That failed to happen last year. The main reasons were high energy costs and inventories in industry,” explained Mattern. At 4.2 million, seaborne container imports were consequently 6.1% lower. For comparison, 4.1 million TEU were exported, a 4.1% fall on the previous year.

CHINA REMAINS NO.1 TRADING PARTNER BY A WIDE MARGIN

The 2022 list of the Port of Hamburg’s Top Ten partner countries produces a few pleasant surprises. At 294,000 TEU, throughput with Poland was up by almost 25%, putting the country in fourth place. Throughput trends with Finland were similarly positive, a 22.3% gain to 213,000 TEU putting the country into sixth place. There was a further positive signal from Canada, with throughput up by 6.6% to at least 196,000 TEU and advancing the country from twelfth into ninth place.

In 2022 China again headed the list of Top Ten partner countries with 2.46 million TEU — down by 3.8%. The USA followed in second place with 605,000 TEU, representing a fall of 2.1%. Nevertheless, the total number of loaded boxes in container traffic with the USA rose by 0.6% to 540,000 TEU. Singapore retained a steady third place with 423,000 TEU — down 1.1%.

Both Sri Lanka and Malaysia were encouraging elements in the extended list of partner countries. Malaysia climbed to thirteenth position with a 10.7% increase to 177,000 TEU, while Sri Lanka took seventeenth place with one of 8.8% to 128,000 TEU.

Meanwhile, in the previous year Russia had been in fourth position as a top partner, in 2022 throughput of around 80,000 TEU still sufficed for twentyseventh place.

FURTHER INCREASE IN CALLS BY MEGAMAX CONTAINERSHIPS

With capacities of over 18,000 TEU, vessels in the ‘Megamax’ class made 234 calls in Hamburg, or 6% more than last year. “The growing number of Megamax containerships clearly indicates further acceptance of the fairway adjustment, even with its depth temporarily reduced. Shipping companies have rapidly adapted to the new conditions,” said Mattern. A 5% increase also occurred in calls by the second largest category — vessels between 14,000 and 17,999 TEU. Yet those by ships with between 10,000 and 13,999 TEU decreased by 16.6%.

The total number of calls by ‘large containerships’ therefore fell by 1.2% to 486. Calls by medium-sized containerships with capacities of between 8,000 and 9,999 TEU, or VLCCs — Very Large Container Ships, grew by 11%. In the second half, especially, it was only small containerships and feeder vessels that were arriving in the port less often.

HINTERLAND SERVICES REMAIN STABLE

Closer scrutiny of the container throughput totals reveals that transshipment trades were over 90% responsible for the decline there. Throughput dropped by 12.1% to 2.90 million TEU. Hinterland trades remained almost stable, with volume down by only 0.9% to 5.4 million TEU.

Rail retained its lead in the modal split on hinterland services. More than half of all containers were still being shifted by rail. At 50.5% — down one percentage point — the overall result may be slightly negative. Shifting 2.7 million TEU, however, rail remains the top mode of transport for the hinterland. Despite the 2.8% downturn, in this segment rail achieved the second-best annual result in its history.

Tonnage totals for the modal split for hinterland services reveal that rail actually achieved a 1.1 percentage-point advance, transporting 53.9% of freight. After 2021 and 2019, at 47.3mt, this was the third highest total ever for rail.

PROSPECTS FOR 2023

The continuing uncertain situation in global markets makes it hard to deliver a forecast for the year 2023. “We hope the global economy will again recover. That will aid and boost throughput for the Port of Hamburg,” concluded HHM’s CEO Axel Mattern. Simultaneously, all players in the Port of Hamburg will actively be working in parallel on its transformation into an efficient, climate-neutral and state-of theart port.

Marcor begins development of a dry bulk terminal in the Port of Rotterdam

Marcor Stevedoring B.V. (Marcor) has taken a final investment decision to develop a dry bulk terminal at the Steinweg Hartel Terminal in the Port of Rotterdam. Marcor’s parent company, Steinweg, has transferred the breakbulk and project cargo activities to its other terminals within the Port of Rotterdam.

COMMISSIONING OF AN EXISTING 28,800M2 WAREHOUSE

Specific modifications to an existing 28,800m² warehouse at the Hartel Terminal will begin in the first quarter of 2023. These modifications will facilitate efficient handling and storage of various loose and packaged bulk cargoes and create new opportunities for bulk processing and value-added services. Once these modifications have been completed, the warehouse will have a bulk storage capacity of ±150,000m³. Marcor will start using the new warehouse from the second quarter of 2023 with aimed final commissioning by the end of 2023. The most important orders for terminalrelated machinery have already been placed or are in the final stages of purchase. A major component of this is the first fully electric mobile harbour crane, a Liebherr LHM 800, which will be operational around December 2023.

The new terminal will be an extension of Marcor, besides the existing floating terminal in Rotterdam, and will be put into service by Marcor from Q2-2023. Danny Swart, Managing Director at Marcor, says: “This step enables us to take a major leap forward in the development of our company. We are creating a future-proof location so that we can meet the needs and wishes of our current and new customers. And for this, sustainability is playing a prominent role. In addition to the electrical machinery we will be using, there are already 11,000m² of solar panels on the warehouses.”

THE DEVELOPMENT SHIP-TO-SHIP TRANSSHIPMENT ACTIVITIES

Marcor has recently started ship-to-ship transshipment activities at the Hartel Terminal.

DEVELOPMENT OF A STATE-OF-THE-ART NEW COVERED BULK STORAGE FACILITY

Construction work began in January 2023.

Marcor aims to receive the first cargoes in this new complex, with a storage capacity of ±160,00m³, by about December 2023. The facility includes nine fully segregated compartments with a sliding roof system, enabling direct bulk discharge and dispatch with a terminal crane from/to storage.

OUTDOOR STORAGE AREA

Marcor intends to create an outdoor storage area at the terminal of approximately 20,000m². The development will take customer and environmentrelated requirements and the subsequent control measures needed into account.

Address: Beerweg 301, 3199 LM, port number 7061, Rotterdam

Terminal area: 130,000m² terminal

Quay size and draught: 600m quay with 16.6 metre NAP

Handling of vessels: From barges to large ocean-going vessels

Transshipment capacity Up to Capesize ocean-going vessels of ocean-going vessels:

Stevedoring: Board–board and terminal load and unload operations

Covered bulk storage: Storage capacity development of more than 300,000m³ in 2023

Outdoor storage: Aimed development of 20,000m²

Multi-modal operations: Handling of ships, trains and trucks

Bulk handling: Dry bulk, packaged and containerized bulk loads

Accessibility for trucks: Close to N15 motorway

Accessibility by rail: 2 x 450 metres of track laid, connected to Maasvlakte Oost.

Artist impression created by J. Docter Adviesbureau.

Photo: ©Peter van Geest.

Photo: ©Martens Multimedia.

Marcor Stevedoring celebrates its 25th year anniversary by extending its Rotterdambased floating storage and transshipment terminal through the development of a deepsea tri-modal connected dry bulk terminal at the Steinweg Hartel Terminal. Through this development in 2023, we will grow our storage capacity to over 500,000 CBM, expand our connectivity to existing rail and road, and initiate providing value added services to our customers.

At our new terminal with a 600m quay with 16.6m draft, ship-to-ship operations commenced, and we look forward to welcome cargoes onto shore in the months ahead…

Coal terminal developments Upgrades, expansions and investments

The year 2022 saw many changes, upgrades at the Port of Pori

Port of Pori Ltd is a limited liability company that produces regional rental, vessel- and conveyor services. Port of Pori Ltd consists of a total of three terminals, including Mäntyluoto harbour, Tahkoluoto deep harbour and Tahkoluoto liquid bulk and chemicals harbour. The depth of the Tahkoluoto fairway is 15.3 metres, which is one of the deepest in Finland and enables big Panamax and even Capesize-ships operations in its deep harbour quay. Very short navigation along with easiest winter conditions of the area allow safe arrival at all of the port’s terminals along its excellent fairways.

The Port of Pori's traffic and operations focus especially on dry and liquid bulk goods, energy-related cargo, metal processing products, raw materials and recycling economy products. That’s also why its main investments support precisely these traffic flows.

Last year 2022 was a year of many changes at Port of Pori. In August, it sold its whole crane operations business to a new Dutch-owned port operator, Olmar Pori Ltd., who started in the port. This was not only a booming start for the new port operator, but in addition the port is now able to focus more on its main tasks, acting as a ‘landlord’ and developing its fairways, berths and areas to make its port even more tempting for its customers’ and stakeholders’ businesses.

The war in Ukraine and the related European energy crises caused big and partly even quite surprising changes in the Port of Pori’s traffic. Russian transit coal traffic stopped completely in the middle of the year due to the sanctions, but at the same time — and for the same reason — many other similar import cargo flows had to seek for new sources and routes and Port of Pori’s role as an excellent hub for big bulk cargoes became increasingly important. Another of its port operators, Rauanheimo Group, has done some excellent work finding replacement volumes to replace its dry bulk terminal cargoes instead of lost Russian transit coal.

Therefore, the majority of the lost Russian transit volumes have been compensated for with volumes from other origins.

The threat of possible electricity deficit situations as a result of the energy crisis contributed to the restart of production in the local coal powerplant after many years in reserve, and this also played a large part in increasing total imported coal volumes via Port of Pori last year.

This development has meant that Port of Pori is also an increasingly important energy hub from the national security perspective of supply.

In Mäntyluoto terminal the port’s new Kallonlahti 2 pier with 12m draught is now

Coal loading in Port of Pori, Tahkoluoto Terminal.

Coal reclaimer and storage area of Rauanheimo Group in Tahkoluoto, Port of Pori.

Jay Venter

ready. The state-of-the-art modern concentrates discharging system — with anti-dusting equipped hopper and crusher, closed conveyors, automatic weighing and sampling station and new high capacity concentrates warehouse — is in the final stages, and will be able to receive its first vessels within the next few weeks.

Also, the new berth in the port’s Tahkoluoto chemicals and liquid bulk terminal will soon be ready to receive bigger tankers than before. Access is now possible for tankers of 200m length and 12m draught. The new berth replaces its old Dolphin-structure pier and increases both safety and efficiency in its liquid bulk operations.

The simultaneous construction of these two new quays represents a major undertaking and investment for the Port of Pori, so it was extremely pleased to receive support from the European Union’s Connecting Europe Facility (CEF) funding instrument. This means substantial contribution to the project and is helping the port greatly to ensure that the full scale of works is completed.

This year, the Port of Pori looks forward

to continuing this good development of volumes and in addition it will be waiting for the next steps in the Vanadium Recovery Project of Australian company, Critical Metals Ltd. Their plans to build a vanadium recovery plant in the Port of Pori’s Tahkoluoto deep harbour will create

Year 2022 — a record-breaking year for HES Gdynia

new business in the area and contribute to increased volumes of traffic processed through its port.

Dry and liquid bulk cargoes and energyand recycling-related businesses will remain the port’s main focus in the future as well.

Over seven million tonnes were handled at HES Gdynia Bulk Terminal throughout the last year, which made the year 2022 a record-breaking for the terminal. “It was an extremely challenging year; therefore, we feel profoundly proud of the result,” said the terminal.

Poland weaned itself off Russian energy supplies in response to the Russian invasion of Ukraine. It sought alternative products from Colombia, Australia, South

Africa and Indonesia. These re-routed logistics resulted in unprecedentedly maximum capacity tonnage in HES Gdynia Bulk Terminal, and meant that the year was an extraordinary one.

This unprecedented demand required the smoothest operational and schedule efficiency from the berth side in accommodating a tight line-up of vessels. Also, all inland operations had to be highly efficient to secure enough energy for

households for this winter.

At the end of the year 2022, the terminal feels accomplished and very proud. Along with strongly supporting the total thermal coal import, the terminal also fulfilled commitments to its long term grain and feedstuff partners that it had made at the beginning of the last year, at the same time upholding the leading agriculture commodity share in Polish ports tonnage throughput.

Bulk handling in Port of Pori.

Current TIS Terminals activities, amidst Russian-Ukrainian war

“The transport hub ‘TIS’ is located in the area of the port of Pivdenny, which is one of the Ukrainian Black Sea ports called ‘Big Odessa’ (namely Odessa, Pivdenny, Chornomorsk),” writes Aleksandr Chebruchan, Director, TIS Terminals.

“Before the outbreak of Russia's hostilities on the territorial waters and territory of Ukraine, the cargo turnover of the TIS transport hub was 30mt (million tonnes) per year. The cargoes handled included: grain, coal, ore, containers, metal and clay. At the end of 2022, it fell to 11.5mt (mainly grain). During the period of military operations, the terminals made efforts to remove the remains of cargo from warehouses, using unconventional schemes. The cargo was sent not by sea vessels, but by rail or trucks. Thanks to the efforts of the world community, a sea ‘grain corridor’ was created, which allowed Ukrainian grain to enter the market and provide food to the needy regions of the world. Traditional technological schemes of the terminals were reconstructed and adapted to the new requirements to ensure the ‘Grain Program’ of Ukraine.

CHANGE OF FOCUS, ADAPTING EQUIPMENT

“At present, the main tasks of the transport hub are not the usual and generally accepted productive or financial resulting activities: loading rate, unloading speed, cost minimization, profit. Personnel support, survival, security, energy supply and external logistics came to the fore.

First of all, we have worked out the skills of ensuring safety for the personnel of enterprises, ship crews, inspectors, agents and other people who locate on the territory of the terminals. Such actions are extremely necessary in conditions of air alarms, light masking, and blackouts. We increased the number of emergency rescue teams, built additional shelters for personnel and protective structures of critical infrastructure buildings (electricity, communications, water, railway). Then we reconstructed technological lines and warehouses for processing grain cargoes at all terminals of the transport hub. All conveyor systems, wagon unloading stations, car tippers, control and safety systems were revised. It was necessary to retrain workers and masters for new specialties against the background of the fact that a significant part of the employees were drafted into the ranks of the armed forces. The number of inspectors and resources of grain laboratories located on the territory have been increased. These

measures made it possible to increase the possibilities for unloading grain without loss of quality and to avoid traffic congestion on external roads and railway entrances. The total grain storage capacity has increased up to 900,000 tonnes. About 40,000 tonnes of grain became possible to accumulate in railway cars by expanding the resource of its own railway tracks of the transport hub.

“In connection with the rocket attacks on civilian infrastructure, a lot of time and money has to be devoted to energy supply. The administration of TIS decided on the need to provide autonomous power supply for the main technological lines. This will allow the continuous loading of ships, even during periods of disconnection of the enterprise from the general networks.

LOADING OF VESSELS

“Currently, vessels are loaded simultaneously at six deep-water berths of the TIS group of terminals. Grapple cranes and shiploading machines are used. The loading rate is from 600 to 1,200 tonnes per hour. Nomenclature of goods: corn, wheat, vegetable oil. In the media, there were proposals to expand the list of cargoes for marine corridor and including ore and metals there. However, Russia blocked such an initiative. That is why the Terminals plan to transship grain only until the end of this year.

“At the beginning of the war, ships up to 10,0000 tonnes and Handysize were submitted for processing. Since the autumn, Handymax and Panamax have prevailed. Through the efforts of engineers, it has become possible to increase the possibilities and norms of loading ships in the direct version ( that is, without using a warehouse according to the ‘Wagon–Ship’ or ‘Auto–Ship’ scheme).

The share of this option increased to 30% over the year.

“Because of air alarms and the restriction of the maximum pressure on electrical networks, TIS hub is not able to achieve maximum loading results. But the greatest loss of time is associated with the waiting for sea vessels passing through the Turkish canals and the accumulation of convoys for the passage of the sea route through the territorial waters of Ukraine. The work of the Joint Commission, which inspects ships, is slowed down by representatives of the Russian side: not enough staff has been allocated to the commission. Instead of 10–12 commissions, only five to six are staffed. There are outright quibbles about ship documents, crew members or the equipment of seagoing vessels.

“The current procedure for registering of vessels is too complex. It presupposes the presence of applications for the passage from group of parties: agents at the port of loading, agents in Istanbul, USPA, terminal and port of loading. Priority for the satisfaction of applications is determined in Istanbul. Unfortunately, the system of prioritization is not disclosed, so it is difficult to predict the date of inspection of a newly arrived vessel. And given the high congestion of the straits, the period date is only increasing. At the moment, there are not enough inspectors, difficult weather conditions in winter which complicate navigation, the earthquake disaster also negatively affect the period and the possibility of passing the inspection. For shipowners, this situation has a detrimental effect on the ability to estimate the costs associated with the downtime of the vessel awaiting inspection and on the possibility of establishing a ship handling schedule at the berth.”

Before the outbreak of Russia’s war on Ukraine the TIS transport hub handled grain, coal, ore, containers, metal and clay, however at the moment only grain is being transported.

Anthracite coal exports rise at Salaverry Terminal Internacional SA

During the last decade, the Port of Salaverry, located in the northern region of Peru, has been the main port for anthracite coal exports, moving small annual volumes according to market prices and the few consumers that considered this product as a sourcing option. However, in the last three years, these exports have been experiencing significant growth due to the expansion of its clients’ international sales and the exploring of new markets.

Currently, Peruvian anthracite coal has proven to be a reliable and sustainable alternative for the supply of many countries around the world, who were looking for new consistent supply options.

In the context of this exponential growth, the Port of Salaverry was going through an ambitious modernization project according to the Concession Agreement signed by the Peruvian

Government and Grupo Tramarsa, focused on port operations for more than 30 years. This change in the administration, operation and development of infrastructure has been a key part of managing the increased cargo capacity handled through the port of Salaverry. The investment made so far to achieve all this has been 145 million dollars, which covers all sea and land works, and the acquisition of port equipment.

In 2022, an historic record was broken regarding previous anthracite coal throughput volumes, thus closing the year handling over 1.1mt (million tonnes). This achievement responds to the increase in volumes of the terminal’s frequent exporters as well as the appearance of new exporters seeking to supply new countries with Peruvian anthracite such as the Netherlands, England, and Italy.

It will be important for the Port of Salaverry in the long term to maintain and take the necessary actions to make these export volumes sustainable. Through efficient, productive, and safe operations, it can guarantee exporters that it will remain capable of handling greater volumes of anthracite coal in upcoming years.

In addition to these efforts, the Port of Salaverry believes that by providing an adequate infrastructure and the right space for the storage of this cargo within the Terminal, it can further strengthen the stability of these export volumes.

That is why one of its plans is to make available to its clients 13 hectares to store and process anthracite coal under high quality and productive standards, to allow exporters to increasingly improve the quality of the products they commercialize.

Increased coal volumes at Port of Gdańsk

Due to the war in Ukraine, the Port of Gdańsk and other ports in Poland have taken responsibility for receiving energyproducing raw materials, such as coal or liquid fuels. Since the start of restrictions related to imports from Russia, Poland has had to acquire resources from other destinations.

Coal imported by sea from Colombia, the USA, Australia, South Africa and Indonesia has filled the gap created after the decision to ban the import of this raw material from Russia. Coal from Colombia reaches the port the fastest as it only takes three weeks, and it is also preferred by the users as it is very similar to the Russian coal imported for use in households in recent years. Over the entire year, the port has had to handle as many as 477

ships bearing coal.

The port in Gdańsk is able to handle large volumes of coal and crude oil, with the port operators being ready for the increased volumes of cargo. The handling capacities of the port are 88mt (million tonnes) per year, and it closed 2022 at a record-high of 68mt, with the volume of the coal handled being 13.2mt, including about 12.5mt imported.

So far, the largest volume of coal being handled in the port in Gdańsk occurred in October, at 1.9mt. From the ship to the yard, the port handles approximately 400,000 tonnes per week on average.

The port is able to achieve a capacity of approximately 20mt of coal per year. This is possible thanks to the investments in the stacking yards and handling equipment.

The port has seen an increase in this group at the Port of Gdańsk, both in the deepwater Outer Port and in the Inner Port. The increase in the volume of coal handled in the inner port is mainly due to Port Gdański Eksploatacja. It is the second largest operator, after Port Północny, in the Port of Gdańsk that handles coal. The company conducts its handling activities using the following five quays: Dworzec Drzewny, Rudowe, Szczecińskie, Węglowe and Wiślane.

In February of last year, the first of three Liebherr LHM–550 harbour cranes began operating within the Dworzec Drzewny Quay. Another LHM–550 crane was purchased in August. Investments in handling equipment considerably increase the company’s handling capacity.

AUMUND Brazil: the first Samson® Material Feeders for biomass in South America

The two Samson® Material Feeders ordered from AUMUND Ltda in São Paulo, Brazil, by first-time customer ComBio Energia S.A., are also the first machines of their kind to be operated for biomass handling in energy generation in South America.

ComBio develops projects using biomass for generation of steam and cogeneration of electrical energy for customers from various industries.

The two Samson® Material Feeders are destined for a customer in the food sector with whom ComBio has an agreement for energy generation at its new plant in the state of São Paulo. The Feeders will be operating 24

A Samson® Material Feeder unloading onto a linear-positioned ongoing conveyor (example photo AUMUND).

hours a day with a capacity of 510m3/h for handling various biomass materials. Due to its versatility, high transport capacity, low energy consumption and design robustness, the Samson® Material Feeder reduces the risk of biomass clogging during material intake and transport. Supply is planned for April and commissioning is due to take place in the second half of this year.

ABOUT THE AUMUND GROUP

The AUMUND Group is active worldwide. The conveying and storage specialists has special expertise at its disposal when

dealing with bulk materials. With their high degree of individuality, both its technically sophisticated as well as innovative products have contributed to the AUMUND Group today being a market leader in many areas of conveying and storage technology. The manufacturing companies AUMUND Fördertechnik GmbH (Rheinberg, Germany), SCHADE Lagertechnik GmbH (Gelsenkirchen, Germany), SAMSON Materials Handling Ltd (Ely, Great Britain), TILEMANN GmbH Chains & Components (Essen, Germany) as well as AUMUND Group Field Service GmbH and AUMUND Logistic GmbH (Rheinberg, Germany) are consolidated under the umbrella of the AUMUND Group. The global conveying and storage technology business is spearheaded through a total of 20 locations in Asia, Europe, North and South America and a total of five warehouses in Germany, USA, Brazil, Hong Kong and Saudi Arabia.

ComBio Energia processes biomass at 13 locations in five regions of Brazil (Photo: ComBio Energia).

CRS

proudly announces first 2023 orders for its Rotainer Reachstackers

In 2014, Container Rotation Systems (CRS) delivered its first Rotainer RS HD (Reachstacker), a milestone that was followed swiftly by the delivery of a further three units to Taiwan. These units have been in successful operation for nearly ten years.

The company is now very pleased to report that it has received its first orders in 2023 for its Rotainer RS HD. The Rotainer RS HD is a very versatile, three-in-one, heavy duty unit. It is certified for use on reachstackers, mobile harbour and STS cranes.

In 2018, CRS released its highly successful single-beam Rotainer Eurospec RS for 38 tonnes. These units are stand alone, being self powered with a compact diesel engine with hand held remote control, fully programmable and now standard with RRM-Rotainer Remote Monitoring for real time data transfer and diagnostics.

CRS lid lifting is an optional extra and can be mated to any brand of open top container currently on the global market.

To meet safety regulations, the CRS Patented crank system is the preferred drive as it rotates 180° away from the operator’s cabin, so there is no possibility of tipping the load onto the cabin; this is another CRS innovation.

Work well under way as Bedeschi installs equipment at US cement plant

Bedeschi has been awarded a contract to supply equipment to the Mitchell Cement Plant in the US. The scope of works includes two apron feeders to be placed in the primary and secondary crushing area to replace the existing machines; the apron feeders feature super duty design with CAT –TYPE chains and Bedeschi’s super duty belt.

To provide the best service, Bedeschi carried out a 3D scan survey to define the exact room availability in the existing plant. The size of the aprons means they are able to handle up to 1,300tph (tonnes per hour) of crushed limestone. They are BED RNSH 1800/6 TYPE.

These aprons will be added to the other three that were previously ordered by Mitchell as part of its plant upgrade programme for clay crushing and additive dosing.

At the time of writing, the company is also finalizing the installation inside the plant of two crusher units, one stacker, one reclaimer and one pipe conveyor. Both stacker and reclaimer are installed inside a longitudinal park.

In the picture, the stacker and the reclaimer are shown at the final stage of installation. The stacker will handle limestone at a capacity of 1,200tph, while the reclaimer has a capacity of 650tph.

The pipe conveyor instead will handle cement at a rate of 420tph and will have a total length of about 700 metres. It is now in the installation phase and Bedeschi’s team is on site to support the installation operations.

material limits

Nothing should stand in the way of your productivity – least of all the materials you move. With our compact Hägglunds direct drive systems, you can adapt easily to the job at hand, taking advantage of full torque at an in昀nite range of speeds. And should an overload try to stop you, the drives’ low moment of inertia and quick response will keep your machines protected. We’ll support you too, with an agile global network and smart connectivity to bring you peace of mind. Driven to the core.

Hägglunds is a brand of Rexroth. www.hagglunds.com

A question of coal

and how to handle it

Louise Dodds-Ely

Equipment and applications used in the handling of coal

A UNIQUE OPERATIONAL CHALLENGE

With eight billion tonnes used in 2022, coal is the world’s greatest source of energy for generating electricity and one of the most abundant fossil fuels, according to the International Energy Agency, writes Petar Karaivanov, Marketing & Communications Manager, SAMSON Materials Handling

Because of their considerable environmental effect, such materials are strictly regulated by municipal governments, posing a unique handling difficulty. However, because coal handling equipment and applications are in such high demand across a wide range of sectors and businesses, the equipment and applications used in coal handling are always developing to keep up

with the ever-changing regulatory landscape.

SHIP TO SHORE AND VICE-VERSA

The following main components comprise a typical coal handling operation: delivery, unloading, preparation, transfer, outdoor/ covered storage, weighing and measuring, and furnace fire. Coal is typically transported and handled by ships (for import/export) and stored in power plants in tips, bunkers, or large-capacity silos. AUMUND has a wide range of equipment specialized to stockpiling and transport inside the yard. The variety of different handling methods, as well as the location and size of the handling yard, must be

considered while selecting handling equipment. The SAMSON Eco Hopper is the prime selection for ship-unloading. It is an environmentally friendly solution that meets all requirements for the effective import of dry bulk goods. The hoppers are built to accommodate the characteristics and flow qualities of almost any bulk material. The hoppers are equipped with extensive dust control features, multiple discharge options: to conveyor, to truck, via telescopic chute, through ancillary material feeder, and multiple travel options: rail, static or pneumatic tyre mounted, or powered and towable travel, which is important to note when handling coal. Because the procedure is normally

carried out with shiploader equipment, multiple designs are necessary to accommodate every type of vessel, from barges to post-Panamax size, as well as the size of the quay. The SAMSON Mobile Shiploaders are a low-cost, quickturnaround solution with total flexibility. Because of the varying needs at different ports, this equipment may be utilized alone or in conjunction with a single or double Samson

advantages include dust-free loading into the vessel hold and quick trimming of the entire vessel.

AROUND THE YARD

As coal reaches the handling yards around bulk port terminals, it is then distributed via multiple discharge options: to conveyor, to truck, with telescopic chute and more. Depending on the capabilities of the yard,

the material is stored, various types of equipment may be used.

Truck unloading: the Material Feeder v is a very good option for handling coal around the yard when it comes to redistribution. It is a high-performance truck unloader with proven reliability for continuous process industries. It receives bulk materials directly from tipping trucks and loading shovels,

SAMSON Mobile Shiploaders offer a low-cost, quick-turnaround solution with total flexibility.

The SAMSON mobile STORMAJOR® expands stockpiling, barge loading, and railcar-loading capabilities.

a controlled discharge rate. Installed above ground, with no need for deep pits and expensive civil engineering works, it is a flexible alternative to traditional underground hoppers. The wide belt design principle used allows any material to be reliably conveyed without the risk of bridging or blockage. Tracked or wheeled versions are available.

Stockpiling (outdoor and indoor): v stockpiling is an efficient, cost-effective storage solution. There are several possibilities for terminal operators depending on the size of the yard and the height of the piles — conveyors, stackers, double or single handling equipment. The SAMSON mobile STORMAJOR® for example expands stockpiling, barge loading, and railcarloading capabilities. It offers the unique feature of complete mobility, allowing universal applications, as well as a radial outloading boom on a single chassis. It can accept a wide range of materials straight from tipping trucks, shovels, or articulated dump trucks, thus providing the performance of a fixed installation while requiring no permanent infrastructure.

CONCLUSION

Coal handling as well as other various types of materials located on a bulk terminal depends on several factors: financial investment costs; size of yard; current or future equipment investments or upgrades; and location of the terminal, especially if situated next to a living surrounding where environmental applications must be considered even further. Due to these criteria, and the ongoing high demand for coal while the world makes a transition to electrical power, AUMUND will continue to observe new and improved ways of handling this material.

The above-mentioned examples, not limited to, are some of the market’s leading equipment handling options. Various upgrades, sizes and handling rates are subject to the above-mentioned criteria, resulting in disruptive new equipment challenging engineers around the world. Future bulk cargo stockyards must offer flexible and environmentally friendly import and export solutions coal if they seek to increase the maximum potential returns of investments and increase the lifespan of equipment.

Ports handling dry bulk need to consider the vast differences between

handling containers and the issues faced with bulk goods.

ABOUT THE AUMUND GROUP

The AUMUND Group is active worldwide. The conveying and storage specialist has special expertise at its disposal when dealing with bulk materials. With their high degree of individuality, both its technically sophisticated as well as innovative products have contributed to the AUMUND Group today being a market leader in many areas of conveying and storage technology. The manufacturing companies AUMUND Fördertechnik GmbH (Rheinberg, Germany), SCHADE Lagertechnik GmbH (Gelsenkirchen, Germany), SAMSON Materials Handling Ltd (Ely, England), TILEMANN GmbH Chains & Components (Essen, Germany) as well as AUMUND Group Field Service GmbH and AUMUND Logistic GmbH (Rheinberg, Germany) are consolidated under the umbrella of the AUMUND Group.

The global conveying and storage technology business is spearheaded through a total of 19 locations in Asia, Europe, North and South America and a total of five warehouses in Germany, USA, Brazil, Hong Kong and Saudi Arabia.

Cool heads must prevail when handling self-heating coal

Simon Hodgkinson, Head of Loss Prevention at West P&I, explains the dangers of transporting coal and how shipowners can limit the risks.

Coal will remain an important bulk commodity in many regions for some time to come, as nations and industries weigh up energy transition and energy security concerns. Bulk shipping makes up the backbone of global coal logistics, yet the sector often underestimates the risks associated with carrying coal cargoes.

Self-heating coal is one of the more dramatic risks that coal carriers face. Many seafarers, port staff, and others involved in the loading of cargoes have some quite dramatic misconceptions about what these risks are and how to mitigate them. The consequences of failing to correct this could be catastrophic for crews, for the environment, and for a vessel.

HIGH-RISK AREAS AND STRATEGIES

The chances of coal self-heating are higher with geologically low-rank material sourced from open cast mines, such as that commonly shipped from Kalimantan. Irrespective of its quality, coal should always be monitored before loading to ensure it is cooler than 55°C. Any cargo with a higher reading must not be loaded onto the ship, to comply with IMSBC Code requirements.

There are, however, some shortcomings with the code. In West’s, experience, Cargo Declarations for Coal are often presented with errors or missing required information. The appendix to the IMSBC Code schedule for coal sets out that, “As a minimum, the cargo’s contract specifications for moisture content, sulphur content and size shall be stated, and especially whether the cargo may be liable to emit methane or self-heat”.

To counter this, some shipowners or charterers will push for the cargo to be loaded from areas of the barge where no excessive temperatures have been recorded, or after the coal has had time to cool. This is not an effective or safe solution, and variations in the temperature of loaded coal could easily exceed 55°C.

Others will douse self-heating coal with fresh, or more frequently salt water. While localized cooling can, to an extent, be measured, this type of cargo is thermally insulating and may get hotter on the barge even after a temperature reading showing it is below 55°C.

Other common methods used in an attempt to cool cargo on barges include spraying self-heating coal with chemicals

that are designed to inhibit the oxidation reaction and turning the cargo over with a payloader also fail this test. The core temperature of the cargo, or the temperature below the surface, is insulated and likely to continue to rise when onboard a bulker.

Our assessment is based on recent cases where cooler coal was loaded into a vessel’s cargo hold, having been taken from an area of the barge where no temperature above 55°C was recorded. However, the heat in other areas of the same barge did exceed this temperature. In other scenarios we have come across, cargo initially found to be above 55°C was cooled sufficiently following treatment on the barge. Once the coal was transferred to the cargo hold, it self-heated to temperatures over the threshold and began giving off smoke and steam.

The upshot is that any action taken on the barge will not deal with the fundamental issue of the bulk of the coal being too hot.

MAKING SELF-HEATING COAL SAFE

Shipowners should ensure any charterparty agreement includes a provision that acceptance of cargo for loading is at the Master’s discretion — and that they have the final say on the matter. In our experience, allowable cargo is often described within the charter party as “harmless lawful coal in bulk only”, or words to that effect, when it comes to fixing vessel for coal cargoes. A better description for allowable cargo would be “coal that is not known to be liable to emit methane or self-heat.”

When any reading onboard a coal barge exceeds 55°C, a ship’s master should ensure that the coal is unloaded onto a wharf or similar shoreside spot and spread out to a relatively thin layer. This is the only reliable method for uniformly cooling coal that has started to self-heat. Shippers can speed up the cooling process by crushing the coal with a roller and dousing it in fresh water. This cannot be carried out on a barge.

Any sign of smoking or steaming from cargo already placed on a vessel should serve as a warning to halt loading of the coal. Loading should also be suspended if

the temperature of the coal in the hold is greater than 55°C. In either scenario, the affected cargo hold(s) should be closed immediately with no ventilation, and gas monitoring carried out as per the IMSBC Code. Expert advice on the next steps must then be sought.

Our advice is to take no risks when it comes to self-heating coal. If one reading is found to exceed 55 C, the entire barge should be rejected — even if all other results are within the limit. While the IMSBC Code does not cover whether cooler or cooled coal can be loaded, it is always best to remain cautious. Loading should not commence — or be stopped immediately — if there are any concerns about the cargo’s temperature. The same actions apply to coal that is smoking, steaming or exhibiting any other signs of self-heating, even if all temperature readings are below 55˚C.

While taking measures to prevent coal from self-heating is essential, there are no guarantees of a completely risk-free load. This is because coal, categorized by the IMSBC Code as Group B, “possesses a chemical hazard which could give rise to a dangerous situation on a ship.” Coal may additionally be categorized as group A, if this is the case the cargo “may liquefy if shipped at a moisture content in excess of its transportable moisture limit.”

Transporting coal, a potentially dangerous cargo, always comes with an element of risk. As such, shipowners and charterers who encounter any issues should always contact their maritime insurer’s loss prevention department for guidance on how to load and carry coal as safely as possible.

Simon Hodgkinson, Head of Loss Prevention at West P&I.

Spraystream’s dust-suppression technologies ideal for coal handling

We all like to reside in a healthy, dust-free environment. However, the spread of dust cannot be avoided in some sectors and is harmful to the environment and to health. Health and environmental regulations continue to become increasingly stringent in this respect — and the coal handling market is no exception to this. In other words: dust control is essential. Spraystream offers cutting-edge atomizer technologies that reduce the spread of dust by about 90%.

These technologies can be used to handle a wide variety of commodities, including coal and coke. They allow users to create a dust-free and safe work environment, not only for all employees, but also for the entire neighbourhood.

Spraystream only uses the most reliable technologies of the highest quality in its dust-suppression systems. This means that the company only delivers the most efficient solutions with excellent service. Its ecological dust prevention systems also contribute to a more sustainable world thanks to their limited water and energy consumption. The use of water atomizing

allows for the atomizing of the largest possible surface area.

In addition, Spraystream’s innovative technologies help suppress unpleasant odours and allow for the cooling and decontamination of the space. These are always tailored to the extent of the client’s issue and in compliance with the latest industrial standards.

LOADING, UNLOADING, AND TRANSSHIPMENT: THESE PROCESSES RELEASE

A LOT OF DUST — SPRAYSTREAM SOLVES THIS

ISSUE

Port companies load and unload large quantities of (bulk) goods on and from ships every day. They also take care of the safe transshipment of commercial goods. However, these processes release a lot of dust. This leads to unsafe working conditions, the loss of various raw materials, and wear of equipment.

Spraystream has developed various solutions to load, unload, and transship goods in a safe and controlled manner and to control the emission of dust. The company has an extensive range of fog

cannons and fixed nozzle systems that absorb the hazardous substances and remove them from the air using the atomizing of small micro-droplets.

Anyone requiring a specific solution should get in contact with the company, which will be able to provide an ideal system, tailored to meet the exact needs of the project.

ABOUT SPRAYSTREAM AND THE SAVIC GROUP

Spraystream is a subsidiary of the WestFlemish machine builder Savic Group. Mirko Savic, founder and owner of Savic Group, incorporated his company in 2004 with a single mission: designing sustainable, innovative, and high-quality atomizer technologies to handle all odour and dust issues.

As a pioneer in its field, the Savic Group has a its own dedicated internal R&D department and production unit. A team of driven engineers ensures the careful handling of all projects, from quotation to after-sales service.

There is also the option to hire one of

Rugged Energy & Data Transmission Systems

Conductix-Wampfler has one critical mission: To keep your bulk material handling operations running 24 / 7 / 365. You need proven, worryfree energy solutions - and Conductix-Wampfler has them. Our systems provide reliable electric power and water to stacker/reclaimers, barge and ship loaders/unloaders, bulk conveyors, tripper systems, and gantry cranes. Conductix-Wampfler systems are rugged, low maintenance, and timetested in tough, dusty environments. All products are backed by the largest sales and service network worldwide!

www.conductix.com

the company’s cutting-edge machine.

“Our job is to create a healthy and safe environment,” says Mirko Savic.

INNOVATIVE SOLUTIONS OF THE HIGHEST QUALITY FOR ALL CUSTOMERS

Cutting-edge solutions of superior quality make Spraystream a global leader in the field of atomizer technologies. Quality has always been, and remains, absolutely paramount to Spraystream as a company, which strives to innovative its technologies every day to sell the best possible systems.

Sustainability is key in this respect: Spraystream’s systems are ecological and designed with wear-resistant materials for extensive use. Spraystream always observes the needs of its customers, striving to establish a longterm relationship thanks to its excellent service.

TECHNOLOGY

Spraystream uses innovative methods to prevent and control dust, based on the principle of atomizing. Because large surface areas are nebulized at the same time, Spraystream focuses on efficient and sustainable dust control.

MIST INSTEAD OF WATER

When micro-droplets (mist) come into contact with dust, both matters merge. They subsequently fall on the floor together, eliminating the dust from the air.

This is not the case when using large water droplets; where the dust particles move around the droplets. By controlling the size and quantity of the micro-droplets, Spraystream can create the best solution for customers’ issues.

SPRAYSTREAM FOG CANNONS: A HIGHQUALITY SOLUTION

Spraystream offers an extensive range of fog cannons with various options. These machines create a micro-droplet mist

curtain with a range of up to 150 metres, in part thanks to the use of high-quality materials:

The patented cone shape is v aerodynamic and made from a composite. This high-quality material creates lighter machines, has an attenuating effect, and has a lower risk of corrosion. The cone shape leads to a maximum range with a minimum capacity and water.

Spraystream also uses GRUNDFOS v maintenance-free pumps of the highest quality.

Spraystream’s intuitive machines are v also very easy to use and can be controlled remotely.

The Spraystream machines have a v default electrical oscillation and the fans can withstand high performances. The wind guides make sure that a v turbulent air flow is converted into a laminar air flow. This leads to minimum water flow losses and thus to more targeted and more efficient atomizing.

The atomizers can be replaced easily v because rapid-lock systems are used.

Energy chain application running for 15 years with 100% reliability

Running continuously for 24/7 or standing idle for month on end — these are the extreme conditions that the world’s longest plastic energy chain has to cope with at the lignite-fired power station in Tušimice, Czech Republic. The roller energy chain system from igus has been achieving this for 15 years now without missing a beat on the record travel length of 615 metres.

In normal operation, lignite (brown coal) is extracted from the opencast mine and conveyed directly into the lignite-fired power station. However, if coal production is interrupted for any reason, it goes without saying that supplies must continue to go on generating energy. The operator of the power station, the CEZ Group, does this by stockpiling large quantities of coal nearby. At Tušimice, the coal is stored in a long heap on the periphery of the power plant site, which theoretically could be used to fuel the power station for a full week. To pile the coal automatically on the heap, a ‘stacker’ is used. To supply the stacker with energy, data and media, the CEZ Group opted for an energy chain system from igus. Result: 615m travel.

At the Tušimice power station the 5050RHD energy chain is used. The ‘R’ in the name stands for ‘rollers’. “By using a roller, the coefficient of friction on long travels drops dramatically, when the upper run of the chain runs on the lower run,” explains Frank Schlögel, Head of Engineering Projects, Sales & Marketing at igus. “Because of the lower friction, up to 57% of the required drive energy can be

saved. Which, of course, is all the more worthwhile on record-breaking travels like this one.” With his project engineering team, Frank Schlögel supervises special projects around the globe and accompanies customers closely in every step. From the first design and detailed planning stages up to assembly and even maintenance. Along with the 615-metre record travel, two more systems are being moved with roller energy chains from igus — one is a 400metre travel, the other is 150 metres. The two systems supply the ‘reclaimer’, which removes the coal from the pile and transfers it to the conveyor belt that runs to the power plant.

RELIABLE ROUTING & SAFE OVERALL CONCEPT

Inside the energy chains are various

chainflex cables from igus, which have been developed specifically for use in energy chains. In addition to the chainflex motor and control cables, a fibre optic cable is used for data transmission. Since commissioning, electronic monitoring has been carried out on the energy chain systems in Tušimice. This measures the push/pull forces of the chains and can switch off the system if the forces become too high. This can happen when debris enters the system, for example. In recent years, igus has further developed this form of ‘condition monitoring’, or isense as it is known and today offers machine builders modules for monitoring and predictive maintenance as an additional safeguard. Under the ‘smart plastics’ range, this includes break (isense EC.B) and push/pull

The coal power station in Tušimice with the record-breaking application. On the left is the stockpile of coal, next to which the 615 m roller energy chain operates (source: CEZ-Group).

The stacker piles the coal into a heap. It is supplied via cables and hoses with energy, data and media, which are safely routed by the longest plastic energy chain in the world (source: igus GmbH).

(isense EC.P) monitoring modules. In the event of a chain break, the system can be switched off, so that further damage is avoided. To complement this the abrasion monitoring module (isense EC.W), measures the wear of the energy chain continuously to provide a reliable indication of the remaining service life of the system. This enables a planned replacement of the system without sudden failures.

Admittedly, the stacker moves only at a moderate speed. About 20 minutes are needed to cover the 600 metres. And every now and then the system is not used for a whole month. But when the time comes and the coal needs to be conveyed to the heap or needed from there, the operator can trust that the system will work reliably with the igus energy chains regardless of the season. Even in these harsh conditions and after more than 15 years.

ABOUT IGUS

igus GmbH develops and produces motion plastics. These lubrication-free, highperformance polymers improve technology and reduce costs wherever things move. In energy supplies, highly flexible cables, plain and linear bearings as well as lead screw technology made of tribo-polymers, igus is the worldwide market leader. The familyrun company based in Cologne, Germany, is represented in 31 countries and employs 4,900 people across the globe. In 2021, igus generated a turnover of €961 million.

In addition to the record-breaking travel, two further energy chain systems from igus are in operation in Tušimice, supplying the reclaimer at the coal heap. These have also been in operation for 15 years without failure, having travels of 400 and 150 metres (source: igus GmbH).

Research in the industry’s largest test laboratories constantly yields innovations and more security for users. A total of 234,000 articles are available from stock and the service life can be calculated online. In recent years, the company has expanded by creating internal startups, e.g. for ball bearings, robot drives, 3D printing, the RBTX platform for Lean Robotics and intelligent ‘smart plastics’ for Industry 4.0. Among the most important environmental investments are the ‘chainge’ programme — recycling of used e-chains — and the participation in an enterprise that produces

oil from plastic waste.

In addition to the motor, control and data cables, a water hose is routed in the energy chain of the 5050RHD series (here right in the chain), which can be heated (source: igus GmbH).

The terms ‘igus”, ‘Apiro’, ‘chainflex’, ‘CFRIP’, ‘conprotect’, ‘CTD’, ‘drygear’, ‘drylin’, ‘dry-tech’, ‘dryspin’, ‘easy chain’, ‘echain’, ‘e-chain systems’, ‘e-ketten’, ‘ekettensysteme’, ‘e-skin’, ‘e-spool’, ‘flizz’, ‘ibow’, ‘igear’, ‘iglidur’, ‘igubal’, ‘kineKIT’, ‘manus’, ‘motion plastics’, ‘pikchain’, ‘plastics for longer life’, ‘readychain’, ‘readycable’, ‘ReBeL’, ‘speedigus’, ‘tribofilament’, ‘triflex’, ‘robolink’, ‘xirodur’, and ‘xiros’ are protected by trademark laws in the Federal Republic of Germany and internationally, where applicable.

A.E. Engineers Group offers equipment to handle coal and other cargoes

The company A.E. Engineers Group is a pioneer in bulk material handling equipment manufacturing and EPC project executing. Its abilities include mechanical, electrical, C&I, structural fabrication & erection, testing and commissioning in Malaysia, Singapore, Indonesia & India.

For 23 years, A.E. Engineers Group been operating successfully in the production of bulk material handling systems. It has regularly supplied material handling equipment and systems to various private and public sectors companies. It has carried out projects covering core sectors such as ports, cement operations, power, steel, fertilizer, mines, chemical, power plant, wood chip mills, sugar plants, paper mills etc.

A.E. Engineers Group designs and manufactures a wide range of equipment, and offers all types of bulk material handling systems on a turnkey basis, including mechanical, electrical, C&I, structural fabrication and installation, testing and commissioning.

Products include all types of conveyors — such as belt conveyors, pipe conveyors, high angle conveyors, apron conveyors, slat conveyor,s roller conveyors, chain conveyors, screw conveyors, bucket elevators, mobile feeders, shuttle conveyors etc.

In terms of belt feeders, the company offers screw feeders, apron feeders, rotary feeders, air lock valves, reciprocating feeders, grizzly feeders, rack & pinion gates, rod gates, slide gates, prism gates, and motorized travelling trippers.

Other equipment includes hoppers, bins, silos, surface feeders, mobile eco hoppers on tyres or rails, mobile wing

barges/shiploaders with trippers on rails, mobile wing stackers on rails, mobile shiploaders/stackers on rails with slewing and luffing.

A.E. Engineers Group uses the latest software and technology for design and engineering — such as Helix for the conveyor design, STAAD Pro for the structural design, Auto CAD, Tekla, SDS/2, Navis etc. for structural steel detailing and interfacing analysis

The company has its own manufacturing facility for conveyor equipment and components to produce critical components like idler rollers, idler frames, conveyor pulleys, and scrapers.

It has dedicated partners and vendors for the fabrication of heavy structures for higher-volume jobs, using higher quality steel complying with Eurocode, international standards from Vietnam, UAE,

India, Malaysia etc. Each has fabrication capacity of more than 3,000 tonnes per month production capacity.

KEY ACHIEVEMENTS:

belt speed of 9m/second (achieved at v KPC-Indonesia);

coal mining conveyors with capacities v of 9,000tph (tonnes per hour) and 4,500tph;

belt width up to 2,400mm for belt v feeders;

gantry span of 70m long river crossing v and 50m span road crossing;

gantries of 5m wide, 36m long, fully v assembled, transported and handled for erection;

own design and supply of shiploaders v and heavy structures; and total belt length installed about v 100km.

Global leader in bespoke dry bulk loading chutes

Cleveland Cascades are Specialists in the design and manufacture of bespoke dry bulk loading chutes.

Our bespoke solutions are designed to meet each customer’s specific requirements from a tool kit of proven components, utilising the expertise of a team of specialist in house design engineers.

We lead the loading chute industry & set the standard for dust emissions and environmental pollution control in dry bulk handling.

Our worldwide reputation is built on high quality, well-engineered, robust, high performance chutes, backed up by excellent customer service and global lifetime product support.

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Sustainable transport solutions for the coal mining industry

The coal mining industry is a major contributor to the global economy, providing energy and raw materials for various industries. However, the process of extracting coal also has a significant impact on the environment. To minimize this impact, it is crucial that all aspects of the mining process are carried out in a sustainable manner. This includes the use of conveyor belts.

Semperit Conveyor belts (Sempertrans) is a major provider of conveyor belts for

the mining industry. It has been active in the mining industry for over 50 years. During that period, the company has been able to acquire great experience with coal, copper and iron ore mining, as well as other fields of mineral resource extraction. Major players in the mining industry all over the world count on Sempertrans’ expertise and liability and enjoy a successful relationship with the company. The products are known for their durability and reliability. However, Sempertrans is also

committed to sustainability, and this is reflected in the design and manufacturing of its conveyor belts.

The sustainability of Sempertrans conveyor belts is important for several reasons. Firstly, sustainable products help to reduce the environmental impact of the mining process. For example, the use of energy-efficient motors and drives helps to reduce the amount of energy used in the conveyor system, reducing the greenhouse gas emissions associated with the mining

Sempercord product at Belchatow mine, Poland (all photos: ©Semperit AG Holding).

The ‘Multitrans’ multi-purpose textile belt is used for general to highly demanding applications and is being used at the port of Dunkirk, France.

process. Sempertrans successfully implemented the energy-saving belt TransEvo Ultra for surface mining and TransEvo-V for underground coal mining. These belts enable power savings of up to 25%, which is highly recommended in case of long-distance conveyance to reduce energy consumption.

In addition, sustainable conveyor belts are also designed to be more durable and have a longer lifespan. Thus, they will require less frequent replacements, reducing the amount of waste generated by the mining process. Furthermore, the use of sustainable materials in the production of the conveyor belts helps to reduce the use of finite resources and minimize the impact on the environment.

Another key aspect of sustainability in the mining industry is the health and safety of workers. Sempertrans conveyor belts are designed with the safety of workers in mind to meet the highest safety standards. This helps to minimize the risk of accidents and injuries in the workplace, making the mining process safer for everyone involved.

In the lignite industry, using heavy conveyor belts to transport lignite can provide several benefits over using trucks.

On average, conveyor belts have a higher transportation capacity, with some systems capable of moving over 10,000 metric tonnes of lignite per hour, compared to trucks which typically have a capacity of around 50–60 metric tonnes per trip. This means that conveyor belts can significantly decrease the number of trips needed to transport the same amount of material, reducing both fuel consumption and emissions.

In terms of cost, conveyor belts have been shown to be more cost-effective in transporting large quantities of lignite over long distances, with some estimates suggesting a considerable savings up to 50% in typical settings in terms of operating expense in comparison to truck transport. Furthermore, conveyor belts emit

approximately up to 95% less in terms of greenhouse gases and pollutants than trucks, making them a more environmentally friendly option. They also result in less wear and tear on roads and highways, leading to reduced maintenance and repair costs. Finally, conveyor belts can operate 24/7 without the need for rest stops or refuelling, increasing productivity and reducing downtime. Overall, heavy conveyor belts offer a safer, more efficient, and more sustainable method of transporting lignite.

By reducing the environmental impact of the mining process, improving worker safety and, because they are very costeffective, Sempertrans conveyor belts play an important role in making the mining industry more sustainable.

To find out how you can benefit from advertising in the world’s only monthly dry bulk publication contact Jason Chinnock or Andrew Hucker-Brown on: Tel: +27 31 583 4360 Email: info@dc-int.com

www.dinobulktruckloader.com

– Henry Ford

“A man who stops advertising to save money is like a man who stops a clock to save time”

Discharge the dust: effective belt cleaning at coal terminals

The bulk handling process at coal terminals introduces several opportunities for raw and processed coal to be exposed to the elements and emit dust, write Todd Swinderman, President Emeritus, Martin Engineering and Dan Marshall, Process Engineer, Martin Engineering. From truck/train offloading, storage in piles or silos, to loading onto barges or into the cargo hold of a ship, the material generally passes through several conveyor transfers, potentially shedding dust at every step.

One of the most highly regulated particulate emissions of any bulk handling material is Respirable Crystalline Silica (RCS), which is prevalent in coal dust. The fact that particle sizes for the substance are tested in micrometers (one thousandth of a millimetre) and volumes are monitored in micrograms (one millionth of a gram) makes controlling the fugitive dust at coal terminals a significant challenge. Often, these terminals are located near waterways, which can have high winds that carry fine coal dust long distances.

Although there are many opportunities for dust emissions, this article covers fugitive dust at the discharge point of the conveyor transfer where cargo leaves the belt. It discusses how proper belt cleaning can mitigate emissions from carryback and control spillage, improving efficiency and compliance.

DUST CONTROL REACHES BEYOND MERE COMPLIANCE

Large amounts of emissions at a discharge can cause piles of dust to settle on every surface creating an unpleasant and possibly hazardous work environment. Working in a dusty atmosphere reduces worker productivity — in some studies as much as 20% — if respirators must be worn. The leading cause of death in the coal industry is disease, not accidents. Respiratory illness from exposure to even nuisance dust often leads to workers being put on long-term disability, increasing worker compensation costs. A dirty operation also attracts the

Coal terminals can be complicated processes that require several dust solutions (all photos copyright Martin Engineering 2023).

attention of regulators and neighbours. A reputation as a ‘dirty place to work’ reduces the pool of employees who are willing to work in such an environment, and those already employed often suffer from low morale.

Fugitive materials are often a root cause of catastrophic events. Many types of dust present fire and explosion risks in addition to health and safety concerns. The destructive power of dust explosions is well documented in the coal industry. Static discharge into a dusty atmosphere is a common cause of many of these fires and explosions. Dust can foul components that

Regulated dust can be small enough to be invisible, so testing requires a personal dust monitor.

create hazards. Friction from a seized idler due to fouling is a common root cause of major incidents. In many cases, a frozen idler bearing is the heat source that ignites the grease which catches fire.

UNCONTROLLED MATERIAL FLOW

Efficient throughput is all about controlling the cargo stream and proper discharge is at the heart of that control. The nature of fugitive material problems from any conveyor is indicated by the location and particle sizes of the accumulations. Fugitive materials at the discharge zone are generally categorized into spillage, dust and carryback.

Spillage is cargo that escapes the belt v and accumulates on either side of the conveyor. Piles are formed rapidly and can occur from inadequately maintained transfer points. Dust is the fine particles, usually less v than the diameter of a human hair in size, that are created as the bulk material moves through a conveyor system. Fine airborne dust is emitted at locations where the cargo is exposed or disrupted. Because dust particles are very small, when dry, they

are easily dispersed. Carryback is fine material that sticks v to the belt surface or becomes lodged in the cracks and crevices of the carrying side of the belt. Carryback material collects on components that the carrying side of the belt touches and eventually dries out, dropping

Coal dust can be mitigated by ensuring as much cargo as possible remains in the discharge stream.

beneath the system along the return path.

BELT CLEANING INNOVATIONS MEAN LESS DUST

The design and function of belt cleaners have come a long way. In the past, belt cleaners were rigid, linear pieces of

The CleanScrape® cleaner takes up less room and requires less maintenance than standard cleaners.

hardware made out of various materials from brick to plastic that earned the name ‘scrapers’ or ‘wipers’ because that is what they did. They had a low operational life, broke or cracked frequently and contributed significantly to belt wear.

Modern primary cleaners are usually mounted at the head pulley and made from engineered polyurethane. This specially formulated material is forgiving to the belt and splice, but still highly effective for dislodging cargo. Typically supported by mechanical or pneumatic tensioners, the designs require significantly less monitoring and maintenance of blade tension.

One primary cleaner design requires no tensioning at all after initial installation. The CleanScrape® Primary Cleaner features a matrix of tungsten carbide scrapers

installed diagonally to form a threedimensional curve around the head pulley and typically delivers up to 4x the service life of urethane cleaners without ever needing re-tensioning.

As conveyor speeds and cargo volumes increase to meet production demands, secondary belt scrapers are often installed immediately after the belt leaves the head pulley to address dust and fines that escape the primary cleaner. Generally equipped with spring or air tensioners that easily adjust to fluctuations in the belt, secondary cleaners are particularly efficient for applications that produce wet, tacky or dusty carryback.

The CleanScrape® Secondary Cleaner takes a different approach from the standard secondary cleaner. It features

The Martin® SHD 600 Primary Cleaner can use a spring tensioner for steady pressure across the belt profile.

independent six-inch wide blades with carbide tips set on a stainless steel assembly. Each tip is supported on springloaded arms at both ends with a wide range of motion that provides equal load pressure across each blade and requires less tensioning over its lifespan. This design absorbs obstructions, responds to belt fluctuations, and is able to arc safely in the event of a belt rollback.

COAL TERMINAL CASE STUDY

The coal terminal operated by PT. Indominco Mandiri in Bontang, Indonesia was experiencing excessive carryback along its C26 and C27 conveyor system. With a cargo volume of 6,000mtph [metric tonnes per hour (6,613tph [tonnes per hour]), the coal was not being completely discharged

and clung onto the return side of the belt. All along the return path, material would dislodge and collect on the floor and around the mainframe. The volume of spillage was large enough that the managers contracted outside help for cleanup. The spillage raised the cost of operation, and cleanup around the moving conveyor system increased the chance of worker injury.

Martin technicians inspecting the conveyor system recommended a Martin® SHD 600 Primary Cleaner and Martin® DT2 Inline Secondary Cleaner for the 800 mm (30in.) head pulley to resolve the carryback issue. Designed for pulleys smaller than 120cm (48in.), belts from 1,066–3,000mm (42–120in.), and operating speeds up to 10mps (2,000fpm), the SHD uses a continuous angle curved blade for effective cleaning and extended blade life. Suited for medium to heavy-duty applications, the DT2 slide-in/slide-out belt cleaner blade cartridge allows fast and safe blade service. Working in tandem, the units clean sticky carryback and introduce it back into the discharge flow.

After one year of operation, plant managers report a drastic decrease in carryback resulting in less spillage. Reduced cleanup time has lowered the cost of operation and lessened the amount of time workers spend around a running conveyor, creating a safer workplace. “We are very satisfied with the results,” said Mr. Iwan of PT. Indominco Mandiri. Operators say the company now plans to install an SHD 600 primary and DT2H secondary cleaner on the tripper conveyor located at the plant’s stacker/reclaimer.

CONCLUSION

When fines are allowed to cling to the

return side of the belt, suddenly dust can be detected along the entire length of the system. Spillage beneath the system is exposed to wind and adds to the dust. These fugitive emissions can cost coal terminals in violations and potential lawsuits.

Innovations in both blade design and tensioner engineering have improved cleaning ability, increased equipment life, reduced the need for tensioning and blade changes, and decreased labor for maintenance and cleanup. Along with lowering the cost of operation, the most noticeable change is less dust along the belt path and in work areas. This improves employee morale and retention and results in better compliance.

ABOUT THE AUTHORS

R. Todd Swinderman earned his B.S. from the University of Illinois, joining Martin Engineering’s Conveyor Products division in 1979 and subsequently serving as V.P. and General Manager, President, CEO and Chief Technology Officer. Swinderman has authored dozens of articles and papers, presenting at conferences and customer facilities around the world and holding more than 140 active patents. He has served as President of the Conveyor Equipment Manufacturers’ Association and is a member of the ASME B20 committee on conveyor safety. Swinderman retired from Martin Engineering to establish his own engineering firm, currently serving the company as an independent consultant.

Daniel Marshall received his Bachelor of Science degree in Mechanical Engineering from Northern Arizona University. With nearly 20 years at Martin Engineering, Marshall has been instrumental

in the development and promotion of multiple belt conveyor products. He is widely known for his work in dust suppression and considered a leading expert in this area. A prolific writer, Marshall has published over two dozen articles covering various topics for the belt conveyor industry; he has presented at more than fifteen conferences and is sought after for his expertise and advice. He was also one of the principal authors of Martin’s FOUNDATIONS™ The Practical Resource for Cleaner, Safer, and More Productive Dust & Material Control, Fourth Edition, widely used as one of the main learning textbooks for conveyor operation and maintenance.

ABOUT MARTIN ENGINEERING

Martin Engineering has been a global innovator in the bulk material handling industry for more than 75 years, developing new solutions to common problems and participating in industry organizations to improve safety and productivity. The company’s series of Foundations books is an internationally recognized resource for safety, maintenance and operations training — with more than 22,000 print copies in circulation around the world. The 500+ page reference books are available in several languages and have been downloaded thousands of times as free PDFs from the Martin website. Martin Engineering products, sales, service and training are available from 16 factoryowned facilities worldwide, with whollyowned business units in Australia, Brazil, China, Colombia, France, Germany, India, Indonesia, Italy, Mexico, Peru, Spain, South Africa, Turkey, the USA and UK. The firm employs more than 1,000 people, approximately 400 of whom hold advanced degrees.

Ripping up the rule book — rip-resistant conveyor belts

Conveying coal is not always as straightforward as it may first appear because coal can contain some very nasty surprises in the form of foreign objects that can occur during transportation from the coalface to the conveyor. Lengths of rail track, pieces of mechanical equipment of every description, pick axes — the list is almost endless. As a result, a significant number of conveyor belts in ports and terminals have to be repaired and prematurely replaced due to accidental damage. Here, Rob van Oijen, manager of application engineering at Netherlands-based Dunlop Conveyor Belting, looks at the highly expensive problem of ripping and tearing and the rip resistant belts that seem to have thrown the rule book out of the window.

RIP AND TEAR RESISTANCE — FINDING THE BEST SOLUTION

On some applications, the ability to withstand the forces that rip and tear belts is often more important than any other physical attribute. A ‘rip’ is best described as what happens when a sharp object punctures the belt and cuts the belt lengthwise as the belt is pulled against the

trapped object. In contrast, a ‘tear’ is what happens when a section of belt is pulled apart in opposing directions, much like when a telephone directory is torn apart by hand as a feat of strength.

Trapped objects that rip the belt longitudinally are every conveyor operator’s nightmare. The whole event can be over before anyone has a chance to stop the conveyor. Even if a replacement belt is

on standby, the financial consequences are invariably very bad news indeed, not least of which are the costs of lost production. Despite the seriousness of the risk, opinions seem to vary regarding the best way to approach the problem.

The most common misconception is that fitting belts with thicker outer covers and/or an increased number of plies will help. The fact is that belts that are too thick for the design of the application can cause new problems such as excessive rigidity (lack of troughability) and steering and handling difficulties. The same applies to increasing the tensile strength. The harsh reality is that unless the inner carcass and outer covers are engineered to resist ripping and tearing then using more of the same material will not provide the solution.

Another answer might seem to be replacing the multi-ply belt with a steelcord belt but this is also extremely unlikely to be the answer. Conveyors that use steelcord belts have to be designed differently from those that use multi-ply belts. Because of their innate tensile strength and low elongation (stretch), steelcord belts are typically only suited to conveying over longer distances. In any case, their Achilles

Longitudinal rips are every conveyor operator’s nightmare.

heel is that although the steel cords themselves are very strong, they provide little or no protection. Trapped foreign objects that penetrate through the rubber covers run parallel with the cords, ripping the belt longitudinally. The only practical way to create rip resistance in a steelcord belt is by the use of breakers.

USING BREAKER PLIES TO INCREASE RIP RESISTANCE

The use of breaker plies can be a solution because they can provide a significantly increased level of resistance against longitudinal ripping, especially in the case of steelcord belts. However, before you take this path, it is important to bear in mind that breaker plies have to be embedded in the rubber covers during the manufacturing process so each belt has to be custommade. This means a much higher price per meter and invariably much longer lead times.

The breaker ply performs two functions — firstly it can help prevent the penetration of the belt by a foreign object. Secondly, it acts as a barrier if an object does actually penetrate between the steel cords or through the inner fabric plies and starts to rip along the length of the belt.

There are numerous types and strengths of breaker. The lighter weight versions are designed to simply absorb and dissipate energy whereas stronger, heavier weight breakers can actually stop the belt and limit the amount of damage. These are commonly referred to as ‘Rip Stop’ breakers.

NOT WORTH THE SACRIFICE

Another course of action when faced with repeated damage problems is to opt for low grade, ‘sacrificial’ belts most typically imported from Asia. The sentiment seems to be that it is not worth paying good money for a belt that sooner or later will be ripped from end to end. For me, this attitude does not make economic sense.

Cheap belts are low-priced for a very good reason and that reason is that they have been made using poor quality, unregulated raw materials. Low-grade belts lack the necessary durability and are very easily damaged. When you add the cost of incessant patch repairs, the splice repairs, the cost of replacement belt after replacement belt together with the invisible ‘un-invoiced’ cost of the lost production while all those unplanned stoppages are taking place, the true cost is several times higher than the price paid for the original belt. As the old saying goes, price is what you pay but cost is what you spend. The fact is that for conveyor systems where ripping and tearing is a problem, the most practical and economical solution is to fit a conveyor belt that has a carcass that has been specifically engineered for the purpose.

ENGINEERED FOR THE TASK

The big advantage of specialist ‘fit and

forget’ belts is that they have three or more times the resistance to ripping and tearing compared to steel reinforced and other conventional heavy-duty belt constructions of a similar tensile strength. Combined with premium grade rubber covers, these belts are proven to provide up to four or five times longer operational life, especially when compared to imported belts. They are not cheap and many would say that they are expensive but their cost over their working lifetime is substantially less plus there are the added benefits of being readily available from stock in Europe and being able to rely on technical support.

I am an engineer, not a salesman, but I can tell you, with hand held firmly on my heart, that the best examples of rip resistant belt that I have ever come across are Dunlop UsFlex and Dunlop Ultra X. For the heaviest, most demanding applications we recommend the use of the dual-ply Dunlop UsFlex 1000/2 and the single-ply UsFlex 630/1. For normal

Belts that are too thick can cause problems such as excessive rigidity.

Steelcord belt cross section with Ripstop breaker ply.

working conditions we advise the use of the single-ply Dunlop Ultra X. They are both totally unique to Dunlop and both are designed on the principles of the ‘minimum ply’ concept.

LESS IS MORE

Conventional wisdom would seem to dictate that a higher number of inner plies will result in a stronger belt but in reality, this is not the case. The greatest influence on the strength and other essential physical

properties of a conveyor belt is the actual design and quality of the ply material used to create the carcass.

What makes the UsFlex and Ultra X belts so special are their uniquely designed super-strong fabric plies. In both cases, these fabrics are unique to Dunlop and can be manufactured in our own fabric weaving centre in the USA. As the belt is being pulled through a trapped object, the design pattern of the strands allows them together into a bundle that can eventually become strong enough to stop the belt or expel the trapped object. Strange as it may seem, synthetic plies are usually more effective than steel when it comes to actually minimizing the length of a rip. In fact, the UsFlex fabric is so strong we also use it as breaker plies in steelcord belts. In effect, an UsFlex belt is one long continuous ripstop breaker covered in super-resilient rubber!

For some, the very idea that a conveyor belt with only one or two plies can be dramatically stronger than a belt with multiple plies may not make much sense. However, the answer is entirely thanks to advances in technology and design. The analogy that I like to use is armour plating on military tanks. The composite armour used on military vehicles nowadays

provides far greater protection than ever before and yet it is a much thinner and lighter construction compared the extremely thick, cumbersome heavy steel plating used in the past.

THE ULTIMATE SOLUTION

It is not difficult to understand why specialist belts like Dunlop UsFlex last so long when you hear about amazing tales of their strength like this one that recently occurred in Scotland. Several large pieces of granite became jammed against the tail

‘Sacrificial’ belts sacrifice productivity, money and time.

pulley (see photo). The force was so strong that it dislocated the complete steel construction on which the tail and tensioning pulley was mounted. Amazingly, the UsFlex 1000/2 belt did not break. Instead, it simply kept on running. Whilst I appreciate that we are talking about transporting coal, not granite, it just goes to show how fantastically strong these specialist belts really are.

Ultra X belt also has its own claim to fame, including being used as the outer part of the safety barriers used on a Formula 1 race track. But these kind of remarkable experiences are nothing new. They have been happening for years. UsFlex and Ultra X continually prove to be the toughest belts out there. True, you can buy cheaper belts but UsFlex and Ultra X are the cheapest to run because that is exactly what they are designed to do; they run and run and run. It is not a question of whether you can afford them — the question really is whether you can afford NOT to use them?

ABOUT THE AUTHOR .

Rob van Oijen is Manager Application Engineering for Dunlop Conveyor Belting in The Netherlands. He has specialized in conveyors for some 15 years, supporting businesses throughout Europe, Africa, the Middle East and South America.

UsFlex (main picture) and Ultra X belts (inset) have uniquely designed superstrong fabric plies that allow the strands to gather to create amazing rip resistance.

Trapped granite buckled the conveyor but the UsFlex belt kept on rolling. Rob van Oijen.

Belt Tech Industrial contributes to efficient coal handling operations

Belt Tech Industrial is a family-owned company that was started in 1991 by three brothers. Its primary focus at the time was vulcanizing conveyor belts at coal mines. Thirty years later, the company headquarters are located in Washington Indiana with two additional branch offices in Illinois and Tennessee and 70+ employees.

Belt Tech Industrial’s services have expanded to care for all manner of materials handling equipment both for the coal industry and aggregates. It specializes in quality belting, full turn-key service, and 24/7 emergency service. For many years the company motto has been “we’re just down the road” assuring customers that it is available and close by when they most need it. This kind of personal service has helped the company to retain its customers and allowed it to expand into other markets.

Belt Tech Industrial believes that a major part of its success has been achieved by sticking close to its core values of honesty, integrity, respect, drive and pride. Those values help it to really listen to its customers, to understand their needs and to be a reliable partner.

Focusing on those values also helps it to find and keep the right kind of people for its team since they make up the foundation for all its services.

Safety is also a major focus in the company. It knows fast service without a

solid safety programme is not sustainable, so it has developed a good safety culture and provides ongoing training.

Belt Tech Industrial keeps a large inventory of belting and major components in stock and ready to go at a moment’s notice. A few years ago, it moved its headquarters to a larger warehouse facility to accommodate those needs. With the recent supply chain issues, that has proved to be a wise move and a valuable resource for customers.

While Belt Tech Industrial provides equipment that covers conveying, crushing, screening and washing, it knows that the belt itself is a major investment and a critical part of the materials handling process. Therefore it has invested heavily in establishing a good relationship with its suppliers and having products that it feels good about.

Belt Tech Industrial has a longstanding partnership with Oriental Rubber to provide MAXX TUFF™, MAXX TUFF™ Uno, MAXX ROCK™, MAXX ARMOUR™, and MAXX AGNI™. It also provides MSHA Part 14 belt to meet MSHA’s standards for flame resistance in underground coal mines.

Belt Tech Industrial continues to look for innovative ways to extend the life of key components through things like automatic lubrication, protective coatings, belt cleaners, pulley lagging and more. This also means educating customers about what is available and helping them implement newer technologies into their workflow as seamlessly as possible.

Bateman’s clamshell grabs make light work of coal handling operations

Located in Oro-Medonte, Ontario, Canada, Bateman is highly respected for its creation and distribution of material handling products designed to assist the recycling, demolition, waste, industrial, port, railway, and forestry industries.

Since its establishment in 1989, Bateman has steadily grown in the material handling industry. In 2019, Bateman was acquired by GRYB International, a manufacturer of material handling attachments located out of Victoriaville, Québec. GRYB International draws its origin from GRYB Attachments, which was founded in 2007 and continues to expand with the merger of Winkle Industries in Ohio, Serco Loaders in Minnesota, and Shearex, e-Trak, Radtech and Dalkotech in Québec. GRYB International is a company that develops, designs, and manufactures products for a variety of industries. Currently, GRYB International employs over 900 workers.

Bateman’s knowledgeable service team is second to none when it comes to solving complex problems for any type of installation. They can provide servicing and repairs for clients’ existing handling equipment, and the company has an on-site service team that can repair any issues regarding handling equipment, magnets, or generators. The team at Bateman provides detailed and individualized on-site training and installation services to help its clients and their teams, to enable them to safely

and properly operate the equipment that was purchased.

Bateman also handles every aspect of the delivery, including customs clearance anywhere in the world. It has a large number of deliveries that allow it to offer competitive prices to its customers. Bateman’s delivery can vary depending on a customer’s needs, provided the receiving location can accommodate heavy equipment. Bateman’s largest clients include those in the coal handling, waterway dredging, road salt and wood chip industries, as well as many others. They are committed to remaining at the forefront of the material handling attachments industry. To stay competitive, Bateman is consistently investing in research and development.

Bateman is proud to have developed hydraulic and self-contained diesel clamshell buckets for coal handling operations. First introduced in 2005, the clamshell bucket comes in three types — hydraulically operated for material handlers, self-contained diesel/hydraulic for ship gear cranes, and electro-hydraulic for bridge cranes or ship gear cranes, with a capacity range of 0.5 cubic yards to 25 cubic yards. They are superior for digging and re-handling and increase efficiency in coal handling operations.

In October 2020, Bateman created, designed, and fabricated the level-cut

clamshell bucket. This product was strictly designed for dredging a specific amount of material from the sea floor while maintaining a smooth level bottom profile. The level-cut clamshell bucket saves time and money for those operating it.

Bateman’s hydraulic clamshell buckets come in light, medium, and heavy-duty configurations with either an open or closed-back design. All clamshell buckets come with a heavy-duty rotator with builtin 360° continuous rotation and hydraulic relief. Bateman’s clamshell buckets also have fully sealed parts suitable for submersion in water.

After years of experience in the grappling business, Bateman decided to bring over some top characteristics of its grabs to the design of the clamshell buckets. These characteristics include the rotations, retention and pin design, cylinder design, and frame design to provide customers with the versatility of an orange peel grapple. “We want to make sure that we are providing the best hydraulic grabs and clamshell buckets in the business,” says Bateman. “With our innovative designs and countless hours of research and development, we can offer our customers the most cutting-edge solutions for their needs.”

Keeping operations dust free with Wuvio’s technologies

Dust free operations and storage of bulk goods — including coal — can be a challenge. Dust emission is a well-known side effect of the storage of bulk goods in ports, steel mills or other storage areas. The wind is present at these locations; stocks of coal, ores or sand, can blow apart and cause dust emission in the wider area.

A traditional way of capturing dust around large stocks of bulk goods is the use of water. Unfortunately, water has no binding properties and is often a short-lived, ad hoc solution. This solution also requires continuous input of labour and resources.

A CRUST FORMER AGENT IS AN IDEAL SOLUTION TO EFFECTIVELY COMBAT DUST EMISSIONS

EcoCrust S an ideal solution for dust-free coal handing. Wuvio’s crusting agent has binding properties, which means that the use of Wuvio’s crusting agents reduces water consumption by about 80% compared to the traditional method. This solution forms a thin layer that closes off

the top layer of the stored bulk goods. After application of the crust, dust formation is reduced by more than 90%.

If desired, the crust can be made in colour. White or green are most used; these colours form a signal effect to the environment. In this way, employees or local residents can recognize that

preventative work is being done to reduce dust formation by using crust formers.

READY TO USE CRUST FORMING AGENTS

Dry bulk storage and handling companies want an effective solution that saves time and money, will be easy and quick to prepare and apply. The ideal solution is the

use of EcoCrust S technology, this crust forming product will be prepared in dedicated mixing installation locally or will be supplied ready to use. The mixture is sprayed as a thin layer over the bulk goods, so that a nice, thin and welladhesive crust forms when it dries. The application is done by water cannon on a mobile spraying trolley.

The transparent alternative to EcoCrust S is Freko-Crust. This crust former contains no fibres, but has the same binding & protective properties. The crust is colourless (transparent) and can simply be applied with a (mobile) spray gun.

The life of the crust depends on the requirement and site conditions. If desired, the crust can be prepared to protect the dry bulk storage up to six months; application ratios can be adapted to match site throughput and turn around times. Crust is unaffected by harsh weather conditions such as strong winds, heavy rain, hail or snow.

Wuvio’s crust formers are 100% biodegradable and harmless to the aquatic environment.

Advantages of Wuvio’s crust forming agents include: the crust will last up to six months; v more than 90% dust reduction; v save more than 80% on water; v easy to prepare and apply; v loss of product during storage or v transport reduced by 90%; 100% biodegradable; and

v 100% safe for people and the v environment.

ABOUT WUVIO

Wuvio is a Netherlands-based high tech company established in 2007 with a single

mission: ‘a clean and healthy environment for all’. Dealing with dust issues at industrial sites should be easy, non-evasive, cost effective and should be done with a minimal ecological footprint.

Wuvio’s approach: every dust problem is unique. The company’s team of experts is keen to help. Working together with its clients, Wuvio analyses dust problems onsite and works towards an optimized and sustainable solution. It does so both from an economical as well as from an operational perspective.

The in-house developed bio-degradable products and solutions focus on superior crusts, (dry) foams for normal and high temperatures, road dust solutions, binders, and humidifiers. Clients choose Wuvio to access a highly economical solution for their situation, which goes hand-in-hand with having a minimum impact on cargo qualities.

Major clients are top dry bulk transshipment and handling terminals, recyclers, mining minerals and metals companies, infrastructure/civil works contractors, logistics firms, energy producers, and biomass handlers.

EMO celebrates turning 50 with new one-of-a-kind Nemag grab

To celebrate the 50th anniversary of one of its oldest customers, Nemag BV, in collaboration with Raakvlak | ontwerp en communicatie, created a special version of Nemag’s 54m3 scissors grab for EMO BV.

The new KSG20 grab was delivered to EMO’s terminals in the second week of February 2023 and will be used to handle coal.

THE POWER OF GREAT BULK HANDLING

Reduced handling costs, shorter turnaround times, reliability and flexibility: Nemag grabs give dry bulk terminals throughout the world that competitive edge they need in today’s demanding market.

Driven to achieve the best performance, we closely listen to our clients’ needs. For almost a hundred years, Nemag’s innovative grabs make it possible to realize the highest productivity at the lowest costs.

Explore our comprehensive range of high-quality grabs and discover the power of great bulk handling. From coal and iron ore to wheat, scrap metals, minerals and clinker: Nemag has the optimal solution for every dry bulk flow!

Contact us find out how we can take your bulk handling to the next level.

GAMBAROTTA GSCHWENDT’s coal handling expertise and experience

Davide Gambarotta, CEO of GAMBAROTTA GSCHWENDT, explains, “Our mission is to offer customers our experience, knowledge and innovation to render the exceptional products that we design and produce available all over the world, thus creating value for all those who participate in the company and share its objectives.”

THE COMPANY

GAMBAROTTA GSCHWENDT SRL is a family-owned company which was founded in 1919 by Umberto Gambarotta Senior in Trento after World War I. At that time, its main business was general mechanical work such as truck fixing, modifications transforming trucks from fixed to tipping,

(especially in Germany, ever since 1958), GAMBAROTTA GSCHWENDT acquired a wide-ranging presence, by getting important foreign orders that led to the opening of commercial offices, first in the Americas, in Asia and then in Africa and Australia.

The new establishment of the Gambarotta Group, led by the current CEO, Davide Gambarotta, took place between 2019 and 2020 and is made up of five leading companies in the sector and about 130 people specialized in 44 different fields.

The companies involved are: GAMBAROTTA

repairs to mining equipment, forge jobs, etc. Steel parts were recovered from World War I remnants, since the region had been deeply affected by the conflict.

In 1958 Umberto Gambarotta Jr. (father of the current CEO, Davide Gambarotta) joined the family business and actively contributed to the real first corporate turning point: the truck repair business was replaced by the industrial activity of designing and supplying systems for cement plants, mines and magnesium.

GAMBAROTTA GSCHWENDT transformed itself from a mechanical repair shop, with exclusively local clientèle, to an entity dedicated to the design and supply of conveyor systems for process plants.

From the 80s to the 90s there was great international expansion of the company: from a European industrial reality

Unloading process from truck onto the apron feeder.

GAMBAROTTA GSCHWENDT apron feeder.

Apron feeder chains.

GSCHWENDT SRL; GAMBAROTTA AUSTRALIA; v MDG HANDLING SOLUTIONS SRL; v MDG AMERICA INC.; and v OSSITAGLIO SRL. v

Today, GAMBAROTTA GSCHWENDT’s main products include bucket elevators, screw conveyors, drag chain conveyors, pan conveyors, apron feeders, loading bellows, rotary valves, slide gates and top-quality spare parts for above mentioned equipment.

This article focuses on GAMBAROTTA GSCHWENDT coal handling systems.

APRON FEEDERS

The most suitable machine to convey coal is the apron feeder (type EP). It is used to extract bulk materials (such as clinker, limestone, gypsum, coal, minerals, etc.) in lumps of up to 500mm from hoppers or silos.

These machines are generally linearshaped and have a horizontal layout, although they might be used with a slightly inclination (up to about 20°).

The apron feeders comprise a sturdy electro-welded structure that supports the metal deck carrying the material. This deck is formed by a series of base pans — sometimes equipped with reinforced supports on the lower section — joined together by the drive chains. The rigidity of the pans is designed to withstand the static load that is thus distributed on the side tracks through the support and guide rollers.

In the intermediate section, the pans have one or more guide shoes that adhere to the corresponding intermediate tracks, when large dynamic impacts occur (especially when the material falls onto the metal deck). The pans have two small side walls that help to contain the material. A suitable lip placed between two successive plates prevents downward spillage of finegrained material. Two link chains with pins and fixed bushings, which are bolted under

the pans, connect the various pans so as to form a continuous metal deck that is jointed thanks to the chain pins. Every second pan is equipped with a pair of rollers with guiding edge and rollingelement bearings: these roll on appropriate tracks and support the metal deck with its load of material. A rigid crossbar placed above the metal deck — in the area where the material exits the hopper or silo — helps to limit the height of the material being extracted. This component, together with the conveying speed (almost always adjustable), allows to achieve the right flow rate.

The drive station in the discharge zone includes a drive unit that imparts movement to the deck, while the return station on the opposite end includes the chain tensioning station.

Recommended speed: <0.20m/sec v with the possibility of adjustment to 1:6 reduction ratio or more; rarely, a curve on the vertical plane v may be required (recommended radius >5m).

A complete range of strong apron feeders is available for the heavy duty extraction of material from hoppers under wagon tippler or truck unloader.

The main features of GAMBAROTTA GSCHWENDT’s apron feeders include: MATERIAL LOAD

impact rails: absorb the force of v material loading and protect the roller bearings;

the plates flex under the loading v shock, discharging the force on the frame through the impact rails, thus protecting the roller bearing; and once the material is loaded, the plates v are stiff enough to flex back and proceed supported by the rollers without contact with the impact rails.

PLATES

thick steel sections forces the material v to follow the plates even during the hardest extractions under a full hopper; and

the anti-spillage lip is in special v armoured steel and ensures continuous contact between two adjacent plates, minimizing material spillage.

WHEELS AND CHAINS:

drive wheels are made in high alloy v steels with replaceable toothed segments;

the parts in contact with the chain are v induction-hardened to extend their operating life;

the chains with pins and fixed bushes v are in high alloy steel, inductionhardened on the wear surfaces; and pins and bushes are tempered to v ensure a very long wear life.

GAMBAROTTA GSCHWENDT apron feeder

Davide Gambarotta — company CEO — and GAMBAROTTA GSCHWENDT apron feeder.

GRAVITI remote control containers streamline shiploading

In today’s fast-paced global economy, the shipping industry plays a critical role in connecting businesses and consumers from all corners of the world. However, as the demand for faster and more efficient shipping continues to grow, so too does the need for new and advanced technologies to keep pace.

The shipping industry is constantly looking for ways to improve efficiency and reduce costs. One new technology that is gaining attention are GRAVITI sea containers with remote control for unloading. These containers are designed specifically for loading dry cargo — including coal — into ships, and they offer a number of advantages over traditional loading methods.

The main advantage of GRAVITI containers is that they are self-unloading, which means that they can secure direct loading of dry cargo from rear warehouses to the ship’s hold. This can save up to 35% of the cost of loading, making it a highly cost-effective solution. Additionally, GRAVITI containers are suitable for most types of bulk cargo, meaning that they can be used for a wide range of shipping needs. Another advantage of GRAVITI

containers is that they require no additional hardware. This makes them easy to use and eliminates the need for costly equipment rentals. Furthermore, GRAVITI containers have a loading speed of up to 900 tonnes per hour, which means that they can quickly and efficiently load cargo onto ships.

One of the most unique features of GRAVITI containers is that they allow uninterrupted use of two or more cranes at once for loading. This makes them ideal for use with STS (ship-to-shore) cranes, which can double the loading speed. GRAVITI containers are also ready to go with a

crane, container grab, or even a traverse.

The containers are also built to last during every load, and can guarantee 500 working cycles without recharging. A full battery charge takes only four to five hours and the company offers 24 months warranty service. There are two models available: a 30m3 container and a 40m3 container.

GRAVITI containers are produced in Latvia by a team of experienced naval engineers and have been designed with deep knowledge of maritime port needs.

The use of GRAVITI containers not only improves efficiency and reduces costs, but it also has a positive impact on the environment. By streamlining the loading process and reducing the need for additional equipment, GRAVITI containers help to lower emissions and reduce the

overall environmental impact of the

shipping industry.

In 2022, more than 150 ships were loaded with GRAVITI containers, handling about 1.5 million tonnes of cargo. The company has not received any claims, breakdowns, or returns, which is a testament to the reliability and effectiveness of these containers. To date, GRAVITI has sold about 60 containers worldwide, and has an exclusive distributor for India and the region.

Overall, GRAVITI containers offer a highly efficient and cost-effective solution for loading dry cargo into ships. With high loading speeds and a durable design, they are positioned to become a known name in the shipping industry. As the demand for sustainable and efficient shipping solutions continues to grow, GRAVITI containers are

a technology worth considering. With their ability to improve efficiency, reduce costs, and decrease environmental impact, it is likely that more and more ships will be

loaded with GRAVITI containers in the coming years.

The global shipping industry is facing increased regulatory pressure as governments around the world look to reduce emissions. This can include new requirements for sector players to be equipped with more advanced technology, capable of minimizing emissions. This can lead to higher costs for companies, but GRAVITI perfectly fits this trend and is proud to be a sustainable and environmentally friendly technology. As the shipping industry continues to evolve and adapt to new technologies, GRAVITI is well-positioned to be a pioneer in the field. With its innovative and reliable sea containers, the company is helping to shape the future of the industry and making a real difference in the way cargo is transported around the world. In the coming years, GRAVITI plans to expand its product line, introducing new container models and developing new technologies to meet the evolving needs of the shipping industry.

Fast and ‘green’ coal unloading at Indonesian port, with help from GENMA

At the coal terminal of Pangkalan Susu Port, Indonesia, the GENMA catenary bucket ship-unloader has been in successful operation for 900 days. It is like a tireless porter, unloading the coal necessary for power generation for Indonesia’s largest power company — the State Power Corporation — and guaranteeing 80% of the country’s electricity supply. The GENMA catenary bucket ship-unloader can efficiently unload bulk materials such as coal, ore, sand, stone, building materials, grain, etc. It can be described as the ‘handling artifact’ of the port machinery industry.

HIGH EFFICIENCY

GENMA’s catenary bucket ship-unloader offers continuous ship-unloading for inland rivers or offshore barges. It uses a closed loop chain as a traction member, and a hopper as a load-bearing and reclaiming member to reclaim materials in the material layer. When unloading, continuous chain hopper reclaiming greatly improves

work efficiency. The highest unloading efficiency of the GENMA catenary bucket ship unloader can reach 1,600tph (tonnes per hour), and it can unload nearly half a tonne of coal in almost one second. This unloading efficiency is remarkable.

LOW CLEARANCE VOLUME

The catenary of the GENMA catenary bucket ship-unloader can operate close to the cabin for digging and reclaiming, maximizing the extraction of materials under the hatch of the ship, especially on both sides, reducing residual materials, and the clearance volume is only 3% at most. If the ship type is suitable and the operation technology is good, there is no need to clear additional warehouses, which saves greatly on labour costs.

ENERGY SAVING AND ENVIRONMENTAL PROTECTION

Since the working environment of the shipunloader has great variables, the stable performance of the equipment is particularly important. The GENMA catenary bucket ship-unloader adopts an advanced frequency conversion speed control system. The whole machine control system can adjust the moving speed of the ship in real time according to the actual ship-unloading efficiency, ensuring that the efficiency of the ship-unloader remains stable.

In addition, the GENMA catenary

bucket ship-unloader is designed with a semi-closed unloading structure to reduce material spills and dust. All material transfer points are equipped with dust control devices to suppress dust. During the operation of the whole machine, dust emissions have been significantly reduced.

The GENMA catenary bucket shipunloader not only has a good market reputation in China, but has also won the favour of foreign customers with its tangible quality. After the delivery of GENMA products, Widya Arii, the site leader of WIKA at Pangkalan Susu Port of Indonesia, praised GENMA’s products and services: “The first deep impression that GENMA gave me was the speed of their construction. They are always able to complete earlier than planned. Another is that their product quality is environmentally friendly and stable. They work diligently and can perfectly meet our various requirements.”

GENMA is committed to product quality, providing customers with comprehensive bulk cargo handling and conveying solutions. GENMA has always adhered to the principle of quality control, insisting on providing customers with high-quality services and customizing suitable solutions with efficient, stable and environmentally friendly product output.

A terminal with GENMA equipment means having an efficient and stable integrated material handling solution.

K-Containment® Seal from Kinder Australia keeps coal — and other commodities — on the straight and narrow

Kinder Australia’s Containment® Seal will keep material contained.

Material spillage is a major productivity issue, especially at unstable areas such as the transfer point. If material is not contained properly, the results can be hazardous, creating piles to trip over and slip on. The clean-up and maintenance is costly and lengthy. The belt is also at risk of misalignment and damage.

The basic belt without a seal is ineffective in controlling spillage and an unsupported belt alone attempting to contain the full weight of material load would be vastly inadequate.

The K-Containment® Seal is the high-performance conveyor skirting solution for commodities including coal.

Engineered with low friction polyurethane, the KContainment® Seal is resistant to wear. Featuring a slotted arrangement, which allows for easy installation adjustment. This is added protection so that the material cannot be entrapped, leading to premature belt damage.

The lightweight K-Containment® Seal should be installed inside the chute (transfer point) and continue to where it becomes more stable. This is to handle the high internal chute pressure, therefore reducing the load on the skirting seal. To maximize the success of the outer seal/skirting, the loading area must be properly supported.

The team at Kinder Australia is able to advise customers as to the best fit for them. The steel-backed polyurethane can be supplied bevelled or straight edged. The K-Containment® Seal is also available in fire retardant, fire resistant and anti-static formulas.

Keep it contained, and keep it clean.

Safety stalwart Penkert GmbH’s antistatic material protects coal handlers

For 55 years now, Penkert GmbH has been a major manufacturer of high-quality work protection products in Germany. The company has 30 employees.

Besides the production of industrial safety products, the manufacturing & assembly of machine protection equipment has been the core business since then.

The most important business partners in the coal industry include coal-fired power plant operators, are also mill builders, and those involved in the loading of cargo onto ships and trucks, and freight transport.

The special requirement for loading hoses for coal loading is the discharge capacity of the bellows material. Due to friction, the smallest electrical charges of the material can cause a dust explosion.

Penkert GmbH uses an antistatic material that meets the requirements of EN 13463-1/ATEX as well as the M2 fire protection standard.

In co-operation with its customers, Penkert GmbH manufactures and designs custom-fit products.

The company is now officially ISO 14001:2015 certified and focuses on the protection of people and the environment.

This certification is the first step towards a sustainable future in which environmental awareness is not only established but also practised.

PSB Inspection B.V.: keeping a close eye on coal and other commodities

PSB Inspection was founded by Peter Bagchus as a 100% private enterprise in 2016, and has been fully operational since 1 February 2017 . The company operates from its head office in Vlaardingen (Rotterdam port area). It has highly qualified and experienced senior surveyors and an experienced sampling preparation team. PSB Inspection runs its own laboratory with highly qualified and experienced laboratory technicians. This is all managed by the operational team in close conjunction with the management team members, who have been active in this type of business for decades.

Currently, PSB Inspection focuses primarily on coal and coal-related products. However, bearing in mind that the world — and the energy market — is changing vastly and rapidly, it is also working hard to expand into markets such as biomass, alternative fuels, minerals, metals, slag, flyash and fertilizer, which are under development in different phases.

This all takes place with a clear eye on high quality services in the field of inspection, sampling, sample preparation, analytical services and weight ascertainment required by PSB Inspection’s customer base. Recently, the company expanded its service portfolio with gas/toxin measurement (four qualified and certified gas/toxin measurement experts including high quality, certified equipment). Further expansion is planned.

Other than central Europe, PSB Inspection offers its services in various

other countries (Turkey, USA, South Africa — and expanding on that continent to other countries, LATAM and the UK), as well and expanding its country portfolio. All is being co-ordinated from the company’s head office, obviously under the applicable ISO standards 9001 and 17025. Certifications to 17020 and GAFTA are on the way. In addition, PSB Inspection also uses its own internal quality procedures. The company is well-known and accepted by international producers/consumers, international trading companies and industrial users of solid fuels.

PSB Inspection continues to focus on the future. A major topic now is the energy transition: the replacement of fossil fuels with products that emit less CO2 than coal.

This is quite a challenge. Fossil fuels are still widely used because of past developments: power plants were built, and coal was plentiful and affordable. This cannot be replaced overnight. A direct transition from coal to biomass is impossible. This is mainly due to the technology of current power plants: biomass has a different

composition than coal and must be treated differently. Current power plants are completely focused on burning coal. There is also an economic aspect: biomass is much more expensive than coal. Two major steps must therefore be taken before the transition can be fully implemented: power plants must be converted, and it must become more financially attractive to switch to biomass. The fact remains that the energy mix will increasingly consist of renewable energy in the coming years. PSB

Inspection is happy to contribute to this development.

PSB Inspection is convinced that it is important to follow the market and consequently to continuously diversify its product flows and expand its service portfolio in line with the requirements of its customer base.

Currently, the uncertain situation worldwide requires creative solutions regarding the extraction, transport, and use of fuels. Where we have seen the largest

market in coal so far, it is becoming increasingly important as a customer to become less dependent on the global raw material flow and supply, but to look for fuel production closer to home. The worldwide situation not only in the energy market but worldwide requires creative solutions regarding diversification in the use of (solid) fuels and transporting same. Coal is and will remain until further notice the largest energy source, but it becomes more and more important that the world becomes less dependent, i.e. there is a need for alternative energy sources coming from alternative supplying countries not only coming from the far end of the world but also ‘closer to home’.

Other than biomass, a good example of this is the increasing worldwide demand for alternative fuels, such as solid recovered fuels (SRF). Even though there are questionmarks raised on SRFs, they contribute to the energy mix and therewith with the energy demand which is growing globally let alone the climate change. Needless to say, that it is required that the SRF’s themselves including the transport of same complies with the reigning sustainability criteria which is more than relevant in the entire climate chance discussion/strategy. This strategy comes down to decreasing the emission of CO2

KINSHOFER re-handling clamshell buckets handle commodities including coal

Thanks to the large volume, the re-handling of coal is fast and easy with the C60VHD clamshell bucket for excavators with up to 65t operating weight.

Since 1971, Kinshofer GmbH has been a major manufacturer of high-quality attachments for truck-mounted cranes and it is now also becoming one of the preeminent producers of attachments.

In the last two decades, KINSHOFER has become more and more involved in the re-handling business, producing large orange peel grabs (P-Series) for excavators with an operating weight of up to 120 tonnes and re-handling clamshell buckets (C-Series) for excavators and carriers with an operating weight from 18 tonnes of up to 100 tonnes.

The durable KINSHOFER re-handling clamshell buckets of the C-Series have been developed especially for the loading and unloading of bulk materials in large amounts — including coal and coke. The widely spaced pivots and the flat closing curve provide maximum volume and the ground surface is protected when discharging from e. g. boat or train carriages. The two shells are driven by sturdy hydraulic cylinders.

The cylinder-version of the C-series is available for excavators with 18t up to 100t

When choosing the version with fully closing tines, the P-series orange peel grabs can easily handle coal, sand or gravel. Available in different sizes for excavators with up to 200t operating weight.

operating weight. The smaller versions up to 65t are equipped with two vertical cylinders, the C100VHD up to 100t with four cylinders. The shells are very robust to withstand highly abrasive materials and the integrated endless rotation guarantees the precise positioning of the grab.

An alternative to the clamshell buckets is the KINSHOFER orange peel grab P-series. Sizes range from the smallest P22V for excavators from 16 tonnes operating weight up to the huge P120VHD with a staggering volume of 3,500 litres in the largest variant. Different shell designs — narrow or wide, half or fully closing tines — make it possible to match the grab to the task. These heavy duty, sturdy grabs are often used to handle scrap, waste or rocks. As the C-series, the orange peel grabs are equipped with a robust 360° rotation. Accurate fittings eliminate tine distortion, the end stops for closing and opening are especially solid. Bolts are reinforced and have a large bearing surface. The hydraulic cylinders that operate the arms are protected by replaceable piston rod protections.

KINSHOFER sticks strictly to innovation and quality. Thomas Friedrich, President & CEO of the Kinshofer Group, says: “Kinshofer continues its strategy to provide the industry with a ‘one-stop-shop’ solution of outstandingly engineered products to increase efficiency and, more importantly, profitability of our customers.”

No problem even under water: C40VHD clamshell bucket for excavators with up to 40t operating weight.

The C100VHD re-handling clamshell bucket with a 7,000-litre volume for excavators with up to 100t operating weight is an ideal tool for operators wishing to handle large quantities in just one cycle.

Conveyor belt tensioners

options for safe, efficient operation

There are many issues to consider when specifying the most appropriate conveyor belt cleaner, not the least of which is maintaining proper tension to achieve optimum cleaning performance without introducing related problems. Inadequate tensioning causes carryback to cling to the belt and spill along its path, piling up under the conveyor and emitting excessive dust. This requires extra labour for cleanup and can affect air quality. Over-tensioning leads to friction damage to the carrying side of the belt, premature blade wear and potential splice damage. Both scenarios contribute to unsafe work conditions and raise the cost of operation.

“There are two basic approaches to applying tension to the belt cleaner: linear and rotary,” said Dave Mueller, Product Manager, Martin Engineering. “The blade’s cleaning position and angle of approach to the belt often dictate whether a linear or rotary tensioner is used.”

The Conveyor Equipment Manufacturers Association (CEMA) defines the cleaning positions as primary, secondary, or

tertiary. Primary cleaners typically function with a ‘peeling’ action, while secondary and tertiary cleaners are usually scrapers. Belt cleaners mounted in the primary position generally employ a rotary style tensioner, while most units mounted in the secondary or tertiary positions use linear style tensioners.

In most cases, belt tensioners have to be monitored and adjusted manually so they can maintain optimum pressure and carryback removal. Estimating when blades need changing is often a guessing game that, if left too long, could lead to unnecessary complications.

LINEAR TENSIONERS

“Linear tensioners are most often applied where the compensation for wear is required in small increments, such as with hard metal-tipped cleaners located in the secondary cleaning position or with brush cleaners,” Mueller said.

The simple design of linear tensioners often allows just one setting for full blade wear. Further, these tensioners can

accommodate actuator deflection for accurate adjustment of cleaning pressure, delivering the ability to accommodate uneven mounting positions or asymmetrical blade wear.

ROTARY TENSIONERS

The required tensioning forces can be applied by springs, hydraulic or pneumatic cylinders, electric actuators or from torque stored in an elastomeric element. Rotary tensioners like the Martin® Twist™ Tensioner are often used with urethane blades, where the change in blade height and thickness as it wears is significant. Rotary designs tend to be compact and, in most cases, the actuator(s) can be mounted at any orientation, which provides options for installing the belt cleaner in the optimum position.

AIR TENSIONERS

Air tensioners use the resilience of a pneumatic cylinder to cushion impact. The tensioners can use Martin’s Air Connection Kit to plug them directly into an existing air

N2® TwistTM Tensioner (all photos: ©Martin Engineering 2023).

system, allowing for a more streamlined installation process.

SPRING TENSIONERS

Spring tensioners maintain efficient belt cleaning with a rugged coil spring. The Martin XHD Spring Tensioners deliver effective cleaning while cushioning splice shock to prevent damage, well suited for tensioning heavy duty belt cleaners while standing up to tough conditions. Dual tensioning is recommended for belt cleaners installed on belts wider than 48in (1,200mm). However, dual tensioning does not change the fact that regular adjustment is required to maintain suitable cleaning pressure on the belt, which is where Martin’s N2® Smart Technology comes into play.

AUTO TENSIONER/POSITION INDICATOR

Martin Engineering’s smart technology platform includes the company’s patented N2® Position Indicator to monitor primary cleaner blade wear and inform operators when the blade needs changing. The system uses a cellular gateway that relays data to the cloud and then to the user, delivering actionable information in real time.

The N2 PI and Smart Device Manager App ease the burden on managers and workers so they can focus their attention on other critical details of the operation. Precise tensioning and improved belt cleaning reduce the volume of dust and spillage from carryback, improving workplace conditions and decreasing the labor needed to maintain and clean around the discharge zone.

While manufacturers continue to improve belt cleaner effectiveness, it has become clear that there is no single or ideal solution for belt cleaning and tensioner selection. Safety of personnel and the belt itself is the primary consideration when selecting a tensioner. Ease of inspection and maintenance is critical for belt cleaner effectiveness, so the tensioner must allow quick and safe service. Martin Engineering offers the services and tensioning products that are necessary to meet the multifaceted demands of belt cleaning.

ABOUT MARTIN ENGINEERING

Martin Engineering has been a global innovator in the bulk material handling industry for more than 75 years, developing new solutions to common problems and participating in industry organizations to improve safety and productivity. The company’s series of Foundations books is an internationally-recognized resource for safety, maintenance and operations training — with more than 22,000 print copies in circulation around the world. The 500+ page reference books are available in several languages and have been downloaded thousands of times as free PDFs from the Martin website. Martin Engineering products, sales, service and training are available from 16 factoryowned facilities worldwide, with whollyowned business units in Australia, Brazil, China, Colombia, France, Germany, India, Indonesia, Italy, Mexico, Peru, Spain, South Africa, Turkey, the USA and UK. The firm employs more than 1,000 people, approximately 400 of whom hold advanced degrees.

N2® Position Indicator On Spring Tensioner.

Linear Tensioner on Secondary Cleaner.

Rotary TwistTM Tensioner on Primary Cleaner.

DCi

The inside scoop on enclosed storage solutions

The result is a functional and energy-efficient facility that is fully compliant with the current BC Building Code.

MegaDome buildings are made for intensive industrial usage

Buildings from MegaDome® have a wide variety of uses, and are ideal for storing biomass products.

They offer significant benefits to the industrial sector, including:

v MegaDome® ‘s fabric buildings are costeffective and quickly installed;

v the galvanized steel structure guarantees durability in corrosive environments;

v the absence of a central support column facilitates the safe operation and circulation of equipment;

v industrial options are available to meet the needs of the customer’s sector, such as the evacuation of heavy equipment exhaust gases.

MINING, OIL AND ENERGY

The different series of MegaDome® structures meet the needs of the mining, oil and energy sectors. The structures can be easily delivered and quickly installed, even in remote regions.

The company’s buildings can be insulated to ensure superior comfort in hot or cold climates, creating a safe and pleasant work environment for employees.

POSSIBLE USES

v maintenance workshop; and

v storage of equipment, machinery and materials.

ENVIRONMENT AND BIOMASS

MegaDome® buildings are an ideal solution

for the environmental sector. They can be used for composting or recycling plants, sorting centres or waste management facilities.

A FABRIC BUILDING ADAPTED TO THE CUSTOMER’S BUSINESS SECTOR

v plenty of headroom clearance to facilitate handling operations for sorting, composting or waste management, as well as the movements of heavy machinery.

v helps respect environmental standards for rainwater runoff and soil infiltration while protecting waste from the elements; and

v a highly cost-effective solution.

Thompson Creek Metals: Mackenzie, BC, XP 60’ x 152’: This new 9,000ft2 MegaDome® is an efficient storage solution. The building helps to maintain lower moisture content of the biomass, which reduces the energy required for the drying process.

SMART SOLUTION TO MEET THE CUSTOMER’S STORAGE NEEDS

MegaDome®’s fabric buildings for bulk and machinery storage meet site specific building code requirements.

EQUIPMENT

The MegaDome® structure protects customers’ industrial equipment from the elements, extending the life of the machinery. The building also allows the customer to perform maintenance in a comfortable environment, away from the elements. The fabric buildings are spacious and designed to accommodate all types of industrial equipment including loaders, shovels, trailers and trucks.

BULK STORAGE

MegaDome®’s fabric buildings protect the customer’s bulk materials. They are stored in a dry environment and are accessible even in cold weather. In addition, the wall clearance provides maximum storage space.

Project: Lafarge, Canada: XP 60’ x 60’

This MegaDome® storage facility features open ends for flow-through ventilation and high sidewalls for optimum space usage.

Ideal for storage of bulk goods including: minerals; coal; cereals; wood; sand; gravel; and stone. MegaDome® has a wide range of storage and protection buildings. A dedicated representative manages each customer’s project from start to finish, with

a team of engineers, estimators and structural technicians. This turnkey offer limits the number of stakeholders in the project while guaranteeing the customer’s peace of mind. The company’s excellent after-sales service ensures personalized

Princeton Standard Pellet Corp: Princeton, BC XP 60’ x 150’

This new 9,000ft2 MegaDome® is an efficient storage solution. The building helps to maintain lower moisture content of the biomass, which reduces the energy required for the drying process.

Space- and money saving covered storage from Bulk Storage Inc.

For over 30 years, Bulk Storage Inc. has offered corrosion-resistant storage solutions for the dry bulk industry. The company’s efficient building designs offer a storage dome that uses less square footage, saving working space and money. Its premanufactured building components can be shipped worldwide and perform in the harshest of conditions. Customers looking to store single or multiple products can find a solution with Bulk Storage’s buildings, which can be sized to store +100,000 tonnes of dry bulk commodities. The buildings are also customizable with conveyor loading and unloading. Bulk Storage Inc. also offers full inspection and repair services on dry fertilizer storage systems worldwide.

Bulk Storage Inc. can custom-design and construct exactly the right building for the customer — whether storing 500 tonnes or 100,000 tonnes of dry bulk commodities. Employees at Bulk Storage Inc., dedicate themselves to the clients and their needs. No matter the size of the job,

the company is confident that all its customers’ storage needs can be met. In most cases, its bids can be prepared, advertised, and received in fewer than 30 days.

Bulk Storage Inc. prides itself on wellbuilt, long-lasting structures for all bulk

storage needs. Its geodesic domes are built to last, and its in-house design and construction team can meet any building code. It provides all custom-sealed blueprints, specifications, site reviews, and construction materials. Geodesic domes are an ideal solution for fertilizer storing

BEST PARTNER FOR THE BEST FIT

needs. With its round structure, customers can keep the maximum amount of fertilizer in a minimal amount of space.

Bulk Storage Inc. is here to help ensure its customers get the storage solution they need while staying on budget. Its high-quality fabric domes are a one-of-a-kind solution that combines the efficiency of a wood-framed dome with the cost savings of a tensioned fabric structure. The company’s in-house mobile construction crew can get the tensioned fabric dome installed much quicker than an ordinary fabric shed, and its circular design is ideal for maximum storage. These structures come with hot-dip galvanized steel trusses and a 15-year prorated fabric warranty, allowing for a cost-effective and efficient storage structure that will last for years. DCi

With more than 160 Eurosilos built around the world and more than 50 years of experience in the Agribulk, Power and Chemical industry, ESI has become a global leader in advanced storage solutions for non-free flowing bulk materials.

Global leader in bespoke dry bulk loading chutes

Cleveland Cascades are Specialists in the design and manufacture of bespoke dry bulk loading chutes.

Our bespoke solutions are designed to meet each customer’s specific requirements from a tool kit of proven components, utilising the expertise of a team of specialist in house design engineers.

We lead the loading chute industry & set the standard for dust emissions and environmental pollution control in dry bulk handling.

Our worldwide reputation is built on high quality, well-engineered, robust, high performance chutes, backed up by excellent customer service and global lifetime product support.

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