March 2024 Issue

DRY CARGO international DC i

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

Potential trade restraints emerging

Although supportive features are visible, commodity import demand during this year could experience sizeable elements of weakness. The likely combination of changes in 2024 suggests potential for limited or no growth in world seaborne dry bulk trade.

The global macroeconomic background for dry bulk trade is not expected to prove especially beneficial. Estimates by the OECD organization published a few weeks ago showed global gross domestic product growth edging downwards from 3.1% in 2023 to 2.9% this year. China’s growth rate after improving to 5.2% last year is predicted to decelerate by a half percentage point to 4.7%. In other large import demand centres such as Japan and the European Union trends may remain sluggish.

GRAIN & SOYA

Prospects for global grain trade in the current 2023/24 marketing year ending third quarter 2024 are broadly positive. Recently updated US Department of Agriculture forecasts point to world trade in wheat, plus corn and other coarse grains increasing by about 18mt (million tonnes) or 4% to reach a record 440mt, more than reversing a downturn in the previous period.

Predictions for the main importing areas are shown in table 1, combining wheat in a July/June year and coarse grains in an October/September year. Most of the main regions are expected to

see larger volumes imported, the main exception being the European Union where a small reduction is envisaged. Bigger purchases by countries in east and southeast Asia, and north and subSaharan Africa, could boost the total.

COAL

After last year’s robust expansion of world coal trade there is an absence of firm signs indicating how this improvement can be sustained. Downwards pressures in many countries have become prominent, reflecting the widespread pattern of reducing fossil fuel use and shifting towards renewable energy sources amid decarbonization efforts.

In 2023 China’s massive expansion of coal imports more than offset a net decrease in volumes received by all other countries together. The China seaborne imports volume is estimated to have reached over 370mt, an increase of about 130mt or more than half compared with about 240mt in the previous year. During 2024 some of this boost may be reversed. Among other top importers such as India, Japan and Korea growth may be restrained while the EU’s purchases may be flat.

IRON ORE

Clearer signs of how seaborne trade in the principal steel industry raw materials — iron ore and coking coal — could change in the current year are still awaited. A tentative appraisal points to a flat outcome in 2024 as a whole

although, in the iron ore segment, potential restraints are evident, perhaps resulting in a downturn.

The greatest uncertainty surrounds China’s iron ore imports, comprising three-quarters of world seaborne iron ore trade, after these grew by 74mt (7%) to reach 1,182mt last year. Convincing indications of further growth in 2024 have not emerged.

Amid envisaged slowing growth in the Chinese economy and ongoing difficulties in sustaining activity in the substantial steel-consuming property sector, steel production and ore imports seem unlikely to continue advancing.

MINOR BULKS

Estimates of seaborne trade in the huge but diverse minor bulk trades segment suggest that growth of about 2% was achieved last year, raising the total to over 2,100mt based on Clarksons Research data. Several indications of a continued upwards trend in 2024 have emerged.

BULK CARRIER FLEET

Enlargement of the world fleet of bulk carriers in 2023 was similar to that seen in the preceding year, at 3%, as shown in table 2. At the end of last year capacity reached 1,003 million deadweight tonnes. This year newbuilding deliveries may be fairly steady, possibly accompanied by higher scrapping, resulting in the fleet growth rate decreasing slightly towards 2.5%.

TABLE 1: MAJOR GRAIN IMPORTING AREAS (MILLION TONNES)

TABLE 2: WORLD BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)

GLOBAL EXPERTS AT A TRULY INTERNATIONAL EVENT THAT CONNECTS POLICYMAKERS AND BUSINESS OPERATORS

ACROSS THE ENTIRE GRAINS VALUE CHAIN

The 2024 IGC Grains Conference, scheduled 11–12 June 2024, will bring together more than 400 international industry leaders from across the entire supply chain to explore both the challenges and opportunities surrounding grains, oilseeds, pulses and rice markets. The conversation will be shaped by presentations from around 60 recognized expert speakers. Against the backdrop of an increasingly volatile trading

environment, an open and extensive dialogue between all stakeholders is more than ever necessary.

With its focus on the significance of trade for food security, the IGC Grains Conference 2024 will provide a platform for policymakers and industry leaders to engage in meaningful discussions surrounding key challenges in relation to climate change, protectionism, technological advances, as well as trade finance.

A special geographical focus will assess emerging trends and business opportunities in the grains and oilseeds

sectors of Central Asia.

The event will also comprise a number of commodity-specific workshops, covering topical issues affecting markets for grains, rice, oilseeds, pulses and related sectors.

This will provide the perfect opportunity for commercial people to assess respective outlooks for world production and trade in 2024/25.

Alongside those held by the GAFTA, the IGTC and the AHDB, The IGC Grains Conference is part of a series of related industry events under the banner “London Grains Week”, staged in June of each year.

Iron ore prices set for steep drop

Experts are predicting a sharp fall in iron ore prices, following the crash in prices for lithium and nickel.

Concerns about falling demand from China, combined with questions over demand for Australia’s largest export and an imminent surge in supply, could result in a price of US$80 per tonne, a fall of over 30% from the current level of over US$120 per tonne.

New supplies from Africa’s Simandou region, and slowing demand from China, suggest that the market could be showing signs of saturation.

Major iron ore companies are already showing some instability due to the 45% fall in the nickel price, with BHP’s share price falling by 13% in 2024, with Rio Tinto 10% lower and Fortescue down 5%.

Markets must avoid complacency, and work to reposition themselves to avoid ‘potential carnage’, say pundits.

There is some cause for optimism, with the Commonwealth Bank believing that there is a realistic prospect of additional stimulus in China, particularly via infrastructure investment.

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Large supplies, sharp fall in prices...

Global economic growth proved more resilient than expected last year amid significant monetary tightening and policy uncertainties worldwide, even as multiple shocks, arising from war, escalating conflicts, disrupted energy and goods supply chains. The effects of climate change wrought havoc on the lives and livelihoods of millions, further jeopardizing progress towards sustainable development. Several large developed economies showed remarkable resilience, with robust labour markets supporting consumer spending despite sharp monetary tightening. At the same time, inflation gradually declined in most regions on the back of lower energy and food prices, allowing central banks to slow or pause interest rate hikes. Earlier this year, the International Monetary Fund (IMF) forecast global growth to remain steady at 3.1% in 2024 and to 3.2% in 2025.

GLOBAL WHEAT PRODUCTION 2019–2024 (MT)

Maria Cappuccio

PRICES DECLINE ACROSS GRAINS/OILSEED COMPLEX

Agricultural markets functioned despite the presence of external shocks including shipping disruptions amid farmers’ unrest in several countries, who face difficulties in covering escalating costs for inputs like energy, fertilizers and transport. Profitability concerns more evident following sharp falls in grains and oilseeds prices reaching their lowest levels for two years.

HIGHER OUTPUT FOR WHEAT RISING TO 798MT IN 2024

The International Grains Council (IGC) forecast global wheat production to increase by 1% to 798mt (million tonnes) in 2024/25 driven by higher production in exporting countries. While the total area planted is forecast to fall due to lower prices and unfavourable conditions in some regions, higher yields are expected to support the growth in global output.

WHEAT CONDITIONS IMPROVE IN THE US AND CANADA

Lower prices led to a fall in US winter wheat plantings from 49.6 to 47m/acres

With fewer planted acres and more typical yields of 49.5bu/acre, production is

expected to rise to 51.7mt in 2024/25,the largest harvest in five years, following two years of severe drought in the Southern Plains. Canada’s wheat area, is forecast at 8.2m/ha — yields c.3.6 t/ha and wheat output 28.5mt. The increase in durum wheat acreage to 2.5m/ha with output 5.4mt.

EU SOFT WHEAT CROP REVISED LOWER 134MT

Heavy rains disrupted sowings of the winter wheat crop, especially in France and Germany-the total wheat area to decline moderately in 2024. AgriMer confirmed the soft wheat crop in France was the worst in four years. Strategie Grains cut EU soft wheat output by 1mt to 121.6mt in 2024/25.

WHEAT ACREAGE LOWER IN UKRAINE

In March, the UN’s Food and Agricultural Organization (FAO) drew attention to the ongoing plight of over 11m people in Ukraine who are in need of food security and livelihood intervention in 2024. The ongoing conflict continues to obstruct access to fields imposing severe financial constraints on farmers limiting profitability. The area planted to wheat is estimated to

have fallen with output forecast at 24.5mt. The same applies to other feed grains. Ukraine’s Agriculture Ministry forecast lower corn acres at 3.86m/ha, citing shortages of labour, inputs and transport.

RUSSIA CROP 90MT — KAZAKHSTAN 13MT

Russian Federation, favourable weather conditions, with the Russian wheat crop forecast at 90mt, Kazakhstan 12mt in 2024. IKAR forecast Russian wheat output at 93mt

RISE IN CHINA’S SUPPORT PRICE

A rise in the minimum price for wheat in China coupled with strong domestic demand, expected to increase wheat plantings in 2024 with crop output pegged at 139mt.

HEAVY RAINS THREATEN INDIA’S WHEAT/ RECORD PLANTINGS IN PAKISTAN 2024

Recent reports for India suggest the potential 110mt wheat crop may be revised lower, due to heavy rain, hailstorms, that have caused damage, including notable lodging in some of the main producing areas. Pakistan relies heavily on irrigation water, so ample water supply and record

plantings suggests strong wheat harvest of 29mt in 2024.

NORTH AFRICA

Widespread rainfall shortages and high temperatures expected to reduce output in North Africa.

LARGE AUSTRALIAN WHEAT CROP 28–30MT

Above average summer rainfall boosted soil moisture levels across most cropping regions in Queensland, New South Wales, Victoria and South Australia. In Western Australia, an expected return to more neutral seasonal conditions. Abares forecast wheat production to reach 28–30mt.

STRONG ‘LA NIÑA’ PROJECTED FOR AUTUMN AND WINTER 2024

El Niño – Southern Oscillation (ENSO) is evident in the tropical Pacific, but signs are pointing to a quick transition to neutral conditions by April-June with La Niña established in July. A very strong La Niña event is projected for autumn and winter 2024.

NEAR RECORD CROP IN 2023/24

Global wheat crop is forecast at 787mt in 2023/24. Better crops in India, US and

*Argentina, Australia, Canada, US, EU, Kazakhstan, Russia, Ukraine GLOBAL

Source: IGC, FAO, USDA-Production-mainly harvested Jul-Dec/Local marketing years

Argentina. Global wheat use pegged at 799mt, driven by feed use rising by 8mt to162mt with global food use at 637mt static. A steep fall in wheat prices beginning in February 2024, made feed wheat more competitive than corn.

ARGENTINE GAINS ACCESS TO CHINESE WHEAT MARKET

Argentina, is now able to export wheat to China following approval by Chinese custom authorities. Wheat exports from Russia 51mt, EU 37mt, Canada 24mt Australia 23.5mt and US 19.5mt contribute to global trade marginally lower at 215mt. With wheat imports into EU 9mt, China 10mt, Morocco 7.5mt, Saudi Arabia 4.5mt, Iraq 3.5mt and Pakistan 3mt.

RED SEA DISRUPTIONS INCREASE COSTS

Trade disruptions in the Red Sea further challenged grains and oilseeds as shipping companies divert more vessels away from the Suez Canal to avoid attacks. Ship diversions increase costs and cause delays as they take a longer route via the Cape of Good Hope to ensure the safe transit of grain/oilseed crops and could impact other farm inputs. Some shippers suggest the diversions could extend into the second half of 2024.

ASIAN BUYERS SWITCH TO FEED WHEAT

For most of the season, feed wheat into Asia and elsewhere was not competitive with corn, but as more Black Sea supplies emerged, prices fell and from February ’24,

wheat became competitive; feed buyers from South Korea and Thailand paid c.$245–246/t C&F (cost and freight); the Algerian agency OAIC purchased c.870–900k/t of wheat at prices $227–228/t CIF (cost, insurance, freight), mainly Black Sea origin. In March ’ 24, some Asian feed companies confirmed in their view corn prices will firm and wheat will be bearish so they plan to substitute corn for feed wheat. “… There could be more substitutions in the months to come,” said a South Korean feed miller, “…the uncertainty of Brazilian weather ahead of Safrinha corn planting does not encourage a break in this trend.”

WEAK WHEAT FUTURES

Futures markets at lows in February continued downwards in March weighed by poor exports, strong competition and continued bearish sentiment following China’s cancellation of US wheat 500k/t and the postponement/cancellation of 1mt from Australia and unconfirmed amounts of French wheat. US wheat futures for all classes were lower. MGEX Hard Red Spring wheat (HRS) futures fell to $6.47/bu ($237.73), KCBT Hard Red Winter wheat (HRW) $5.66/bu ($207.97); CBOT May Soft Red Winter wheat (SRW) $5.28/bu ($194.08) — 15 March 2024.

US CORN ACREAGE LOWER IN 2024/25

USDA forecast US farmers to reduce the planted acreage for corn by 2.4m/acres to 91m/acres in 2024, but with yields of 181/bu/acre and favourable weather conditions corn output to improve forecast at 382mt.

Higher domestic use food/seed/ ethanol 173mt (ethanol 137mt) based on slightly higher fuel consumption and continued strength in ethanol exports. Feed and residual use is pegged 1% higher at 146mt, reflecting higher supplies and lower prices during the year. Exports rise to 54.6mt on expectations of modest global trade growth. End stocks are projected at 64.3mt.

STRONG DEMAND FOR BIOFUELS IN 2024/25

Global coarse grain consumption is forecast to increase strongly in 2024/25. An ongoing recovery in global biofuel demand is expected to outweigh softening feed demand in China due to the reduction in the pig herd. Additionally, lower global corn prices are expected to reduce input costs for ethanol, incentivizing major corn producing countries, like the US and Brazil, to produce more biofuels.

GLOBAL COARSE GRAIN SUPPLY & DEMAND 2019–2023/24 (MT)

Source: USDA -*Argentine, Australia, Brazil, Canada, EU, Russia, Ukraine, US

1The IGC in January raised their estimate of China’s corn stocks from 76.2mt to 190.6mt by the end of 2017/18

SUBSTANTIAL HIKE IN COARSE GRAIN OUTPUT IN 2023/24

Global coarse grain output is forecast by USDA to rise to a record 1.5bn/t, boosted by a substantial corn crop c.390mt and larger sorghum crop to offset lower barley output. Record production, large stocks and recent developments in the wheat market contributed to a near one-third decline in corn export prices since the turn of the year.

Lower prices for coarse grains encouraged demand for food, feed and biofuels, anticipated to rise by 40mt to 1.49bn/t. Feed use 914mt and food/seed/ industry 578mt. Global trade at 238mt, with coarse grain stocks forecast to rise to 346mt (world 134mt, China 212mt) by the end of 2023/24. Changes in world feed use will depend on supply and relative prices of substitute feed grains like barley and corn. Feed grain consumption is forecast to increase due to higher meat and dairy production. Meanwhile slower world economic growth and high global inflation, pressures on disposable incomes, are assumed to weigh on demand in some importing countries.

SOUTH AFRICA CORN OUTPUT TO FALL

Recent rainfall deficits have sharply dented yield prospects and the country’s 2023/24 corn output is forecast to drop to a nearaverage level, below earlier expectations. Dry weather conditions are affecting neighbouring countries.

ARGENTINE CORN OUTPUT 56MT IN 2023/24

Improved weather in Argentina boosted expectations for corn output with harvest of the late planted corn underway.

BRAZIL SAFRINHA CROP ACREAGE LOWER

Planting of Brazil’s main corn crop (safrinha), represents three quarters of

annual production-output is expected to be 8% lower due to higher costs and falling corn prices, which reduced acreage and plantings. Drought in northern Brazil in March/April is not unusual during the last decade. While climate guidance remains warm and dry for north central Brazil — the drought experienced in September — December is forecast to return and would be negative for winter corn. CONAB lowered projections for Brazil’s corn output (Mar 12) to 112.7mt, while USDA’s current estimate for Brazil’s corn (Mar 12) remains unchanged at 124mt.

GLOBAL CORN CROP 1.2BN IN 2023/24

Global corn crop is anticipated to rise to 1.2bn/t, subject to South America output, and boosted by a huge US corn crop c.390mt. Following last year’s drought crop recovery in Argentina 56mt and in China 289mt. In the US corn consumption is expected to rise by11mt on increased corn for feed and ethanol production. New developments and plants in the US and Brazil are driving the use of corn for ethanol. In Brazil corn competes with sugar cane for ethanol production, although corn use provides ethanol and also the valuable feed by-product Distillers Dried Grains (DDGs).

STRONG DEMAND FOR CORN

Demand for feed in the US increased this season by 5mt due to drought, which cut pasture availability. Corn feed use is also forecast to rise in China 7mt, EU 2.4mt, Argentina 2.4mt, Egypt 2.1mt, Brazil 2mt and in a number of other countries

US ETHANOL INDUSTRY AND SUSTAINABLE AVIATION FUEL (SAF)

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CHINA’S APPETITE GROWS FOR COARSE GRAINS

Despite the prospect of a large Chinese domestic coarse grain harvest of 297mt in 2023/24, has not dented China’s appetite for imports of 40mt of coarse grains (corn 23mt, barley 9mt, sorghum 8mt) supports insufficient domestic feed availability and efforts to reduce the inclusion of soymeal in animal feed. The US was a regular supplier to China, but since May ‘22, a new phytosanitary agreement enabled corn trade to take place between Brazil and China, since then US corn exports to China have shrunk to 1.7mt.

CONSUMERS CHANGING HABITS

China’s pig population is forecast to contract in 2024, following a decline in the sow herd from 41m/head to 39m/head. This is likely to lead to an increase in pigmeat exports to China as domestic pig production contracts. Domestic demand has picked-up amongst Chinese consumers, though the slow economic recovery postCovid, global inflation increasing the cost of living-consumers are choosing to eat out more but spent less in 2023.

STRONG DEMAND FOR CORN IN MEXICO AND CHINA BOOSTS IMPORTS

Strong consumer demand for livestock products continues to support feed use in Mexico, with corn imports forecast to rise to 20.6mt in 2023/24. An ongoing drought and reduced water availability for irrigated winter corn also hindered Mexico’s domestic corn supplies this season, fuelling imports. China’s corn imports forecast at 23mt to support the livestock industry.

GLOBAL SUPPLY & DEMAND OF MAJOR OILSEEDS 2019–2023/24 (MT)

CORN STOCKS RISE IN 2023/24

With larger southern hemisphere crops anticipated global corn stocks to rise from 301mt to 319mt in 2023/24 (World 107mt China 212mt) with major exporter stocks forecast at 68mt implies a 10mt increase over the previous year.

LARGE SUPPLIES PRESSURE PRICES

Record US corn production in 2023 and increased stocks contributed to a substantial fall in global corn prices. China is believed to have purchased corn from Ukraine 60–65k/t on 6 Mar ’24 at $236/t C&F for delivery in April ‘24. The latest purchases are expected to be shipped via the Red Sea. CBOT March corn contract closed $4.36-6/bu ($171.91/t — 15 Mar). Indicative prices US 3YC Corn (Gulf) U$192/t, Brazil Feed Paranagua U$192/t, Argentina Feed (up-river) U$188/t (15 Mar ‘24). Prices considerably lower than last year.

WET WEATHER TO IMPROVE AUSTRALIA’S BARLEY YIELDS IN 2024/25

CHINA A KEY MARKET FOR AUSTRALIAN BARLEY

Barley production is forecast at a five-year low of 142mt in 2023/24, due to a smaller planted area and weaker yields. It also reflects adverse weather conditions in key exporting countries including Canada, the EU and Australia. China’s removal of tariffs on barley exports from Australia, has led to a significant increase in trade. China is expected to be a key market for Australia’s barley exports for the remainder of 2023/24 and 2024/25 due to a significant freight advantage compared to other exporters.

CHINA FORECAST TO IMPORT 7.8MT OF SORGHUM

Given low prices and poor demand, the barley area in 2024/25 is projected to fall to 46.8m/ha. Increased acreage in the EU 10.6m/ha offset by lower acreage in Ukraine 1.9m/ha, Russia 7.6m/ha, Canada 2.8m/ha, the lowest in six years. By contrast, Australia’s ministry of agriculture forecast domestic barley output to rise to 11.6mt in 2024/25 — wet weather conditions are expected to improve crop yields.

SOYBEANS MAJOR PRODUCERS 2019–2023/24 MT

Global sorghum production forecast to rise by 4mt to 59mt in 2023/24 mainly due to increased US output due to its droughtresistant properties. USDA reported the sale of 126,000/t of sorghum to China. In contrast to lack-lustre sales of US wheat and soybeans, sorghum is seeing tighter supplies. Demand for sorghum increased, exports pegged at 9.5mt with China forecast to import 7.8mt for animal feed and spirit distillation.

US SOYBEAN ACREAGE TO RISE IN 2024/25

USDA forecast significant increase in US soybean acreage, to 87.5m/acres, driven by strong demand for feed and biofuels. Soy crop of 122.5mt soy yields forecast at 52/bu/acre on 86.6m/harvested acresrepresenting an 8% increase on last season in 2024/25.

Source: *Brazil and Argentina; USDA/Meal use excl. fishmeal c.5mt

Source: *Brazil and Argentina; USDA

GLOBAL SUPPLY & DEMAND -MAJOR RECORD GLOBAL OILSEED OUTPUT IN 2023/24

Global oilseed production is forecast to rise to a record 659mt boosted by an improved outlook for soybeans 397mt, sunflower seed 55mt, groundnut 50mt, palm kernel 21mt and copra 6mt, slightly lower outturn for cottonseed 42mt and rapeseed 88mt. In March, StatCan forecast Canada’s rapeseed acreage at 21.39m/acre — declining prices, soil moisture deficit expected to lead to a fall in spring plantings.

BRAZIL’S

SOYA CROP LARGER OR SMALLER?

Soybean output provisionally forecast for the US122mt, Argentina 50mt and Brazil 155mt. Traders were expecting USDA to make a larger cut to Brazil’s soybean output, due to unfavourable weather conditions, subsequently confirmed in CONAB’s crop report for soybeans: Center-West yields well below expectations; South Rio-Grande do Sul — initially lacked rain, improving, but soy rust a concern; North East Maranhaõ, Piaui and Para soybeans sown later-rainfall favoured crop development. Based on this report CONAB cut Brazil’s output to 146.9mt, while USDA’s forecast 155mt is unchanged.

OILSEED CRUSH RISES TO 541MT

The rise in global oilseed crushings increased output of global meal and oil. Feed consumption rising for meals by 9mt to 359mt; oil by 8mt to 218mt for industry/biofuels. In 2023, global exports of soybean meal have risen due to higher crushings for oils and meals.

GLOBAL OILSEEDS TRADE LOWER 200MT

Global oilseeds trade is forecast lower at 200mt, while the increase in soybean exports of 174mt is partially offset by lower exports of rapeseed and sunflower seed.

REVISED TRADE DATA REVEALS UPTICK IN CHINA’S SOYABEAN IMPORTS

USDA increased China’s soybean imports

for 2022/23 by nearly 3.7mt to 104.5mt based on major exporters’ shipments to China versus reported imports in the marketing year 2022/23. For 2023/24 China’s soybean imports were raised by 3mt to105mt an increase of 500,000/t, based on recent trade data.

STOCKS BOOSTED BY RECORD OILSEED HARVEST IN 2023/24

On the back of a potential record oilseed harvest, global ending stocks are raised by 10mt in 2023/24 to 131mt (World 91mt China 40mt)

STRAIGHT LOSSES FOR SOYBEANS

In March, soybeans capped an eight straight week of losses on record global stockpiles and sluggish demand for exports. CBOT closed up $11.985/bu (15 Mar ‘24)

SLOWDOWN IN CHINA’S PORK PRODUCTION

An expected slowdown in pork production as key regions face a contraction in the sow

herd notably in China, the US and some EU countries with trade expected to contract in the first half of 2024. “We’re looking at a soft market for pork exports, especially with the ongoing crisis in the Red Sea and Suez Canal complicating EU shipments to Asia,” says Chenjun Pan, senior analyst, Animal Protein at Rabobank.

PORK PRODUCTION IS ANTICIPATED TO DECLINE 2024

Pork continues to be a staple protein, and a slight improvement in global pork consumption is anticipated in 2024. And while some regions grapple with declining herds, ASF outbreaks and loss-making pressures that accelerate breeding herd reductions particularly in China — disease outbreaks are expected to create ongoing uncertainty in 2024.

Swine production in China is expected to decline in 2024. With fewer inefficient sows, the piglets weaned per sow per year has improved. But this improvement is unlikely to offset the lower average sow inventory in 2023. More small and medium-sized producers exited the market due to inadequate cash flows and challenges in obtaining loans. With less swine production from smaller producers, China’s National Bureau of Statistics estimates, the share of large-scale swine producers versus small to mid-sized producers exceed 68% in 2023 with a yearon-year increase of 3%.

MAJOR OILSEEDS, MEAL & OIL SUPPLY/DEMAND 2023/24 (MT)

SOYBEAN & SOYBEAN MEAL — MAJOR IMPORTERS 2021/22 2023/24 (MT)

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Steel coils come in various sizes and weights, making it challenging for ship managers and operators to assess whether their vessels are suitable for a proposed shipment. DNV’s new Steel Load Planner app helps ship operators to overcome this challenge, while providing a range of other benefits.

The launch of DNV’s Steel Load Planner marks a major breakthrough by significantly simplifying and optimizing the complex process of steel coil loading. The innovative app — which won the IT Solutions Award at the International Bulk Journal Awards in London in November 2023 — revolutionizes the process for customizing vessel loading plans to accommodate diverse steel coil dimensions. By enabling swift calculations for optimized cargo intake, ensuring regulatory compliance, and mitigating the risk of maritime accidents, the Steel Load Planner heralds a new era in safe and efficient sea freight operations.

COMPLEXITY OF COIL LOAD DISTRIBUTION

Steel coils of various weights and sizes are typically loaded on wooden dunnage, with their axis oriented in the ship’s longitudinal direction. The weight of the steel coils is transferred by the dunnage onto the bottom structure of the vessel.

The force of this weight is not distributed uniformly across the tank top but is transferred as concentrated loads through the dunnage. This means that the permissible uniform distributed load information in tonnes per square metre (t/m²) — as provided in a ship’s loading manual – cannot be used as a basis for determining the maximum load when carrying steel coils, making basic steel-

loading methods problematic.

CUSTOMER COLLABORATION DRIVES DEVELOPMENT OF STEEL LOAD PLANNER APP

With cargo planners needing reliable information to determine quickly whether a given type of steel coil could be transported by their vessel, many fleet managers have approached DNV for a better solution.

STEEL COILS LOWERED IN CARGO HOLD

“We have been receiving a lot of requests from different customers to evaluate their loading plans,” explains Tatiana Tzeferakou, Head of Section, ERS Hull and Materials at DNV. “It would normally take about three weeks to confirm because we would need to model each cargo hold of every vessel.”

PREVIOUS SOLUTION LACKS FLEXIBILITY

Prior to 2023, common industry practice has been for customers to evaluate predefined coil arrangements on steel coil loading tables, usually based on spreadsheets. However, this is still relatively time consuming and lacks the flexibility of calculating loading arrangements for diverse steel coils.

“Our customers — mainly operating geared bulk carriers and general cargo ships that can carry steel coils — needed more flexibility as these coils come in different weights and sizes,” explains Tzeferakou. “They were looking for a solution that provides guidance on optimal vessel-loading techniques and cargo hold optimization, for diverse steel coil loads.”

COMPLEXITY OF STEEL LOADING LEADS TO DEVELOPMENT OF THE STEEL LOAD PLANNER APP

The increasing complexity of these requirements drove the development of DNV’s Steel Load Planner — a userfriendly app that can be used to customize a vessel’s loading plan for steel coils of any size. Key to the functionality of the app is the ability to test, update and confirm tailor-made loading plans for diverse steel coil loads instantly.

STEEL COIL APP

“The Steel Load Planner app can be used for all kinds of steel coil types. There’s no limit to the variety of steel coils you can incorporate and you can mix and match various lengths, diameters and weights as needed. Now it is also possible to have full, half or quarter tiers and even reduce the load on weaker structural members, such as the duct keel, if needed,” continues Tzeferakou. “This enables cargo planners to create custom loading plans with a high degree of flexibility.”

APP CAN BE USED WITH A FEW SIMPLE STEPS

Before using the Steel Load Planner app for the first time, customers need to send DNV key information about the relevant dimensions and characteristics of their vessels. This is then pre-programmed into the app, saving time and effort at a later stage. With the app already familiar with a vessel’s structure, customers will then manually input the specific steel coil data for their next shipment.

“It’s a few simple steps,” says

Tzeferakou. “They create the shipment in the application and describe the different coils by length, diameter and weight, noting how many of them they have. Then they enter the cargo hold and utilize the ‘tier arrangement’ function to arrange the steel coils based on their preferences. This can be done manually or by using predefined arrangement plans in the application.”

ADVANTAGES OF THE SLP APP

Using the Steel Load Planner app provides customers with instant results, saving valuable time. However, the benefits go far beyond this, mainly due to the load optimization which is facilitated by the app.

“After entering their inputs, the app generates a report confirming rule compliance, ensuring sufficient capacity of the plate and stiffener,” explains Tzeferakou. “Additionally, the report indicates the percentage of optimization achieved. A 100% optimization signifies the best possible loading. Anything below 100% indicates reserve capacity, allowing for the addition of more coils, or a reduction in the amount of dunnage used."

INCREASED CARGO LOADS PROVIDES MULTIPLE BENEFITS

Early data shows that this optimization benefit is enabling vessels to increase cargo loads by up to 10%.

“This benefits all parties,” says Tzeferakou. “For the customers, increased cargo loads means more revenue. For the environment, this means less fuel consumption and fewer emissions per ton. So it’s both environmentally friendly and highly cost-effective, especially with the EU carbon pricing scheme just around the corner.”

STEEL LOAD PLANNER APP EXPECTED TO BECOME INDUSTRY NORM

Safety benefits are also attractive to customers. By optimizing loads according to regulations and broader safety standards, this service offers users the assurance that their vessel isn’t overloaded, reducing the risk of accidents and incidents.

“With a wide range of benefits, such as instant verification, load flexibility, increased cargo load, reduced emissions and increased safety, the Steel Load Planner is going to be a real game changer for our customers,” concludes Tzeferakou. “We expect this to become the norm in the industry very soon.”

By Tatiana Tzeferakou, Head of SectionERS, Hull and Materials, DNV

THE INNOVATION IN STEEL COIL LOADING

Transform steel shipping with DNV’s award-winning Steel Load Planner.

Enjoy all the benefits of this self-service app, including instant verification of loading plan rule compliance, flexible input of any steel coil dimensions, maximized cargo load, reduced emissions, streamlined processes, and increased safety.

Learn more and request a free trial.

dnv.com/steel-load

Steel’s burden ...

Kunal Bose

Not only does growing big volumes of excess global capacity unsettle the market but the phenomenon has disturbing implications for the environment.

Being by far the largest owner of steelmaking capacity in the world and what automatically follows the biggest producer, consumer and worryingly exporter of the ferrous metal, China will perforce leave a significant impact on the working of the industry in all situations. According to the OECD Steel Committee, global steel capacity rose 57mt (million tonnes) in 2023, marking the sharpest increase in a decade to 2.498bn tonnes. Accurate capacity data about China may not be available since there are producers in the unorganized sector whose operation is enveloped in obfuscation. But even then a safe guess is the world’s second largest

economy had steelmaking capacity of around 1.35bn tonnes by the end of 2023.

Armed with capacity of this order, China for the fourth straight year produced over 1bn tonnes of steel last year, almost identical to 2022 when global production remained unchanged at 1.888bn tonnes. In the face of slowing down of the economy manifest particularly in the construction sector taking toll of domestic steel demand, Chinese steelmakers turned aggressive in selling their products in the world market.

Exports rose a robust 36.2mt year on year to 90.3mt in 2023, a level not seen since 2016. In the past in 2015, China exported a record volume of 110mt, a sharp rise from 91.3mt the year before.

Besides a dip in domestic demand, Chinese exports got a shot from tight international supply and competitive

prices. Such large exports are inevitably disrupting international trade in the commodity and causing trade frictions. It will be recalled that there was a raft of antidumping measures by import afflicted countries in the wake of 2015 aggressive sales pitch by China. Steelmakers around the world, including the ones in India, as a result, became wary of China. The leviathan that China’s steel industry is will be producing over a billion tonnes in the next few years despite poor local demand to be left with no alternative but to offload much of surplus output in the world market with disturbing consequences for export targeted countries.

EXPORT STRUCTURAL CHANGE

In the meantime, exports are undergoing structural changes with the focus gradually shifting to high value-added products. For

example, 14mt exports of hot rolled coils in the first nine months up to September last year far exceeded that of whole of the record year 2015. The phenomenon is having disturbing consequences for steelmakers in advanced economies such as Japan. Despite being the world’s largest exporter, China also is an importer of steel products. Imports of 7.64mt in 2023 marked a decline of 27.6% over the previous year. December average price of imports at $1,569.6 a tonne gives an idea of the kind of steel the country is still required to import. Tata Steel MD and CEO TV Narendran expresses concern that if Chinese steel product exports remain at last year’s level then that could bring pressure on “world steel prices impacting producer margins.” He, however, talks about a more balanced Chinese approach to production and demand. Expectations are that Beijing moves to infuse life to property and infrastructure sectors will improve demand growth prospects for the metal.

Besides exerting pressure on prices, high volumes of Chinese exports, according to Narendran, have environment damaging impact as these leave in their trail “significant carbon emissions.” He wonders if China exports of the current order are not at variance with the declared Beijing objective of reducing carbon emissions. Premium available in the world market over domestic prices is one consideration for China to be a big exporter. But Narendran says: “There perhaps will be a bit more stability in China going forward, with potential production cuts or reduced exports due to because the prices they are exporting are not sustainable.” Sharp deceleration in December and January steel production in China proves Narendran right. In the

TV Narendran, Tata Steel MD and CEO.

meantime, concerns about Indian imports of finished steel staying ahead of exports are leading local producers to seek intervention of New Delhi by way of safeguard measures against import surges in the first nine months ended December of 2023–24 financial year.

INDIAN IMPORT DISCOMFORT

Indian producers are not comfortable that imports grew 26.4% to 5.6mt in the ninemonth April–December period over the previous year when exports at 4.7mt were the lowest in six years. In spite of this, New Delhi will not be rushed into building new barriers to imports in view of the continuing strong domestic demand. Indian consumption of steel rose a smart 14.8% to a six year high of 100mt during the period, the only country where demand continues to race ahead like that buoyed by focus on infrastructure and construction development.

In contrast, Chinese steel demand is set to fall again this year. Narendran thinks gradual shift to investment-led growth from consumption-led growth in India is fuelling demand buoyancy for the metal. He and his peers in the steel industry in India are encouraged by budgetary allocation for the infrastructure sector going up by up to 30% every year. At the same time, railways and gas pipeline development continue to receive significant investment. Thus, according to Narendran, “surge in activity across multiple steel-consuming sectors in India is a pointer to annual steel consumption growth expectation of at least 8%.” As the world noticed in China in better times in the past, steel demand in India “will be ahead of GDP growth rate, which typically hovers here around 7–7.5%,” says Narendran.

Considerations of economies of scale and new capacity that keeps on coming on stream will be constraints to ration production. Even then, S&P Global Commodity Insights says the challenge of addressing global oversupply and weak profit margins (the phenomenon is universal) will see China steel production slowing by 0.5% this year. Mysteel China, however, pegs the country’s expected production squeeze at 0.3%. In forecasts of this nature what is to be considered is whether Beijing will introduce additional stimulus measures to support the economy, which in turn could stimulate demand for steel.

UNCERTAIN OUTLOOK

WorldSteel in its latest short-term global outlook report says about China: “The outlook for 2024 is uncertain. The real estate market and exports will continue to exert negative pressure on steel demand

and it might contract in the absence of additional government support measures.”

Steelmakers in the country will be under incessant pressure to take a close hard look at production volume and new capacity commissioning as continuing weakness in construction activity, particularly building of new houses and rekindling of trade frictions resulting from very high exports are starkly evident.

Analysts have flagged concern about steel demand based on reports Chinese investment in real estate sector is likely to skid 6% in 2024. Not only that real estate sale will continue to fall along with squeeze in new project startups, according to China Real Estate Association. These are all bad omens for the steel industry.

How much steel did China use in recent times, particularly since the second half of 2022, when from the depression in the property market started weighing heavily on the economy? China Metallurgical Industry Planning and Research Institute told the Press recently that the country’s demand for steel fell by 3.3% in 2023 from the previous year to 890mt and there would be a further domestic steel use contraction of 1.7% in 2024. For any overall demand shrinkage, the villain of the piece as said earlier is the property sector where most players are badly stuck with debts and much of that may turn into nonperforming assets in a domino effect for banks. Real estate sector was also stressed by tight mortgage lending terms.

Beijing, therefore, was constrained to cut the down payment ratio both for first time buyers and for acquirers of second houses in mid-December in an attempt to improve market sentiment. This, however, did not happen to the expected extent. As the property sector reels under several negative developments, that will translate into a further 4% contraction of construction steel use in 2024 following a 4.8% decline to 506mt in 2023. Real estate and infrastructure together account for around two-thirds of steel demand in China.

Improvement in property sector outlook will be linked to overall better economic performance, deep reforms and weeding out of irregular practices and close bank scrutiny before sanctioning of credit lines to real estate developers. In the meantime, analysts are trying to find out to what extent any rise in steel demand from the infrastructure sector will compensate for the use decline in the real estate sector. That Beijing will attempt a 5% GDP growth in the current year on a base expanded in 2023 is made abundantly

clear by prime minister Li Qiang at the recently held annual National People’s Congress. Li’s message has an important bearing on near-term steel demand as it will address the challenge to defuse risks emanating from bankrupt property developers and bankrupt cities and correct structural imbalances of the economy.

STIMULUS PACKAGE

Steelmakers will, however, be eagerly awaiting the stimulus package boosting investment in infrastructure development. What will particularly aid infra development and in the process steel demand are the plans to issue one trillion yuan ($139 billion) in special ultra-long term treasury bonds. At the same time, the 2024 special bond issuance quota for local governments was set at 3.9 trillion yuan, against 3.8 trillion yuan in 2023. Manufacturing sector where the purchasing managers’ index (PMI) continues to stay below 50 (a reading below 50 points to contraction) is a call for policy support.

The importance of the sector for steelmakers in underlined by it accounting for around a quarter of the metal demand. In that space, automobiles having a share of shades less than 10% of steel demand features prominently. Encouragingly for steelmakers, production and sales of automobiles in China both recorded double digit rises in 2023 capping over 30m units. Pointing out that 2023 saw China exporting a record 4.91m vehicles in 2023 (a 57.9% jump on year), analysts say in the process considerable volumes of steel found their way out of the country. The observation is buttressed by China Iron and Steel Association (CISA) pointing out that up to 60% weight of a typical car is made of steel and a further 12 to 15% constitutes cast iron.

Use of steel along with other metals such as aluminium and copper in the automobile space will rise further in 2024 as China Association of Automobile Manufacturers (CAAM) is anticipating auto

sales to rise by over 3% on year to top 31m units. Exports, according to CAAM, will grow to 5.5m units. In China’s manufacturing universe, automobile does not have the burden of killing overcapacity unlike in many other areas, which Li wants to be curbed. At the same time, he favours allocation of more resources for technology innovation and new advanced manufacturing systems. All this will be in line with President Xi Jinping’s promotion of “new productive forces.” Steel, specially the new capacity replacing the old, is part of the campaign. When many foreign multinationals, based particularly in the US, Japan and South Korea are shifting some manufacturing capacity from China to mainly south and south-east Asian countries, Li significantly has promised to lift all foreign investment restrictions in the manufacturing sector. Whatever worth that promise maybe, foreign investment in steel has stayed particularly shy in China, which remains the second most important destination for foreign direct investment (FDI) after the US.

CAPACITY OVERHANG

Notwithstanding high capacity overhang and demand fall compelling exports (fetching better prices than in domestic market) that invited dismay and criticism in importing nations, the country’s steel industry, according to China National Bureau of Statistics, managed to earn profits of RMB 56.5bn ($7.95bn) last year, a jump of 157.3% over 2022, benefiting from a low base. What is to be noted is that more than half of 2023 profits were made in the final two months. A common concern of analysts is that in spite of surplus global capacity and the industry smarting under demand fall capacity growth is happening in many parts of the world, including the two leading producers China and India.

Take China for instance, where the official capacity swap mechanism if followed in letter and spirit will result in net lower new capacity than the old

capacity being replaced. According to S&P Global calculations, after offsetting for the capacity shut during 2017–19, new facilities would “lead to a net increase of 11mt of pig iron and 14mt of crude steel capacity” mainly in 2023 with some likely spill over in 2024. S&P further says: “China’s pig iron and crude steel capacity are likely to decline slowly from around 2025, as most of the long-closed facilities will have been replaced by 2023 or 2024, and new capacity on stream in 2025 will be replacing facilities still in operation.” World steel capacity increase of 57mt in 2023 was the highest in a decade and that rise is equivalent to the capacity in existence in a couple of major steelmaking economies such as Germany and Brazil. Africa, ASEAN and the Middle East saw significant capacity growth last year.

Not only does growing big volumes of excess global capacity unsettle the market but the phenomenon has disturbing implications for the environment. OECD says: “Back-of-the-envelope calculations will show… reduction in global excess capacity by approximately one-third would lead to a reduction in emissions… in the range of 2 to 14% and also much healthier business conditions for steel producers.” Alas, the pressure of overcapacity will become even more intense in the future. According to OECD, in the face of demand growth being clouded by economic headwinds, global steel capacity is to see significant rise in three years to 2026, “with 46m tonne addition underway and an additional 78mt in the planning stage.” In case global steel production remains at around last year’s level — January world output fell 1.6% to 148.1mt year on year with China showing a steep fall of 6.9% to 77.2mt — then with new capacity coming on stream, use of capacity will continue to shrink. OECD says: “World steel production as a share of capacity fell from 78.9% in 2021 to 74.5% in 2022.” What it also ominously says this level of capacity use is “not in line with a healthy and financial viable industry.”

BEYOND BORDER INVESTMENT

Alongside growing capacity within the country compromising the principle of capacity swap, Chinese steel groups are making significant investment in building mills (some wholesale shifting of plants included) in Asia, ASEAN in particular and Africa. Chinese investment in ASEAN works out to 81% of the region’s total capacity expansion. Chinese aggressiveness in building capacity in Asia and Africa is evidenced by its cross-broader

investments accounting for 65.1% of such investments by all countries. But such Chinese moves are not necessarily a blessing for countries targeted for steel capacity creation. For, China is installing by way of wholesale transfer of old induction furnaces, which are environment polluting and products made therefrom are of inferior quality in ASEAN. Naturally, China instead of earning goodwill is inviting criticism from local communities and civic societies for its actions.

China in fact is facing double whammy for its steel related activities. Besides the above, the country is inviting criticism for causing disruptions in south-east Asian market for its unbridled export of steel products, often circumventing clearly laid down rules. In reaction, the Thai government is taking steps to stop any such circumventions by Chinese exporters. Since south-east Asia happens to be a significantly large export destination for Chinese steel and exporters are taking too much liberty, it is not unexpected that Indonesia and Vietnam are rising in protest against their shenanigans. In view of growing India focus on infrastructure, housing and manufacturing, well over a century experience of steelmaking, anticipated demand growth for the metal and plentiful availability of raw materials, particularly iron ore, it is only natural that the country will be hooked to rapid capacity growth. JSW Steel is to build a 13.2mt greenfield mill at coastal Paradip in Orissa at an investment of Rs650bn ($7.8bn). ArcelorMittal Nippon Steel too has received major clearances to set up a 7mt mill at Jagatsinhpur in Orissa at an investment of $4.68bn. Such greenfield projects apart, all the major groups, including Tata Steel, JSPL and government

JSW Steel is to build a 13.2mt greenfield mill at coastal Paradip in Orissa.

owned SAIL have major brownfield capacity expansion programmes.

Tata Steel, which has a major production footprint in Europe, will focus on brownfield capacity expansion in India following its some strategic acquisitions there. Elaborating on the company’s growth strategy, Narendran says: “Basically, we want to increase capacity in India where we have been making the metal for over a century. We have already around 21mt here and soon it will be 26mt as Kalinganagar mill capacity expansion to 8mt from 3mt is nearing completion. We are concretizing a few more plans to take our India capacity to 40mt by 2030.” SAIL, which has five integrated mills, will lift capacity by 15mt to 35mt in the first phase. “Whatever happens to steel will leave an impact on raw materials such as iron ore, coal, manganese ore and chrome ore. So when you are building new steel capacity, you have to think of corresponding step up of supply of steelmaking ingredients,” says RK Sharma, director general of Federation of Indian Mineral Industries.

LOW CARBON STEEL

Not only will the industry be engaged in building new capacity but investments will be made simultaneously to go up in product value chain. While India is seeing most capacity addition through blast furnace-basic oxygen furnace (BF-BOF) route like in rest of Asia, other regions of the world are building capacity using electric arc furnaces (EAFs), promoting circular economy. OECD says around 65 low-carbon steel projects based on “new innovative technologies” are being set up in different countries. In the meantime, as the economy everywhere is gaining in sophistication and sectors from defence to aerospace to automobile to railway require

growing volumes of stainless steel, its use distinction with carbon steel is getting blurred in many ways. Stainless steel, an alloy of iron, highly resistant to rusting and corrosion, is also replacing carbon steel in construction in coastal areas. Like in carbon steel, China and India are the two leading producers of stainless steel and the former in particular though has the burden of overcapacity remains engaged in commissioning new capacity. China presently has stainless steel capacity of around 50mt and capacity utilization of 70%. Despite this, the country is to bring on stream fresh capacity of 7mt this year. Moreover, a further 6mt is in planning stage.

No doubt, such capacity build-up is based on hope that once the world economy has overcome headwinds, stainless steel demand will rise and with that better capacity use. After all, the new areas of application of stainless steel such as alternative energy, ethanol, hydrogen production and water storage and distribution hold great promise. The consulting group GlobalData Plc says in a report that the industry’s global revenue at $195bn in 2022 will grow at a compound annual growth rate (CAGR) of 5.5% through 2030. China lifted 2023 production by 12.6% to 36mt. Exports, however, were down to 4.14mt from 4.551mt in 2022. Imports deceleration were sharp to 2.07mt from 3.285mt. Chinese spurt in stainless steel production is to be seen in the context of output falling in Europe and the US in response to demand fall. This will also explain setback in Chinese exports to the US and the EU. Exports would have suffered more had it not been for 94% rise in Chinese despatches to Russia since 2020.

India, which is the second largest user of stainless steel, is seeing an 8% CAGR over the past one decade and the forecast is per capita consumption of the metal will rise to

nearly 12kg by 2047 from the present 2.5kg. In agreement with the demand forecast, Jindal Stainless managing director Abhyuday Jindal says: “India will be in the forefront of growth as we anticipate demand to scale up to 20mt by 2037 from 4mt last year. While this demand growth will be supported by traditional use sectors such as transport, construction and consumer durables, more and more of the metal will find application in aerospace, defence and water management.” But why has stainless steel become the “optimal” material choice? Jindal says: “Being completely recyclable and produced through scrap route, stainless steel is more than eco-friendly. It is best cost option on life cycle costing basis.”

ENVIRONMENT IMPLICATIONS

Steelmaking is highly energy intensive and carbon intensive. A major concern for policymakers of countries where steelmaking happens is how to make production processes less carbon intensive.

Steel’s environment harming problem is because of its high dependence on metallurgical coal primarily used as a reducing agent for extraction of iron from ore and also to provide carbon content

needed in steel. International Energy Agency says that for steel to be on the pathway to net zero emissions by 2050 will require perfection of technology for replacement of coal by hydrogen and carbon capture. Making steel through EAFs by recycling scrap will help in controlling emissions. Several Chinese government departments want the share of EAFs in total steel production to become 20% by 2030. In fact, as old, polluting and unviable mills are pulled down to make room for new capacity, EAFs are built in their place in China. Since 2017, the country is annually commissioning 110mt of EAF capacity as part of capacity swap campaign. But disappointingly, EAF capacity use has remained low at about 60% leading Morgan Stanley to cast doubt on EAF production constituting 15% of total Chinese steel output in near future.

In any case, the world steel industry has since 1900 recycled over 25bn tonnes of steel and in the process cut iron ore consumption by around 33bn tonnes and coal use by 16bn tonnes. The industry’s energy efficiency is also on ascendance: producing one tonne of steel now requires 40% of the 1960 energy level. An environment friendly development is the commitment by growing numbers of industry constituents to use energy produced from renewable sources as a substitute for fossil fuels based energy. But the industry’s energy requirements are so large that fossil fuels will continue to figure prominently is generating power for steel mills. AM/NS India has rightly asked for government policy support to promote decarbonization of steel. An important suggestion by the company is since government agencies are significant buyers of steel, their procurement should be in favour of low carbon steel. Though recommended for India, the suggestion has significant relevance for most countries.

Abhyuday Jindal, Jindal Stainless managing director.

Rails manufactured by Jindal Steel & Power.

ClassNK has granted its ‘ELW’ (Excellent Living and Working Environment) notation to ELETTRA, a bulk carrier owned by Fuyo Kaiun Co.,Ltd. The vessel becomes the first in ClassNK registry to have the ELW.

As part of its ‘Innovation Endorsement’* service for innovative technologies and initiatives, ClassNK has established requirements to indicate on a class certificate that a ship is equipped with measures and facilities that contribute to the improvement of the on board environment in its ‘Guidelines for Excellent Living and Working Environment’.

Aiming to improve the welfare of the crew, Fuyo Kaiun plans to gradually expand the installation of ‘DENBA+ Marine’, a freshness preservation system for ships developed by DENBA JAPAN Corporation, across its fleet.

By installing it in the food storage room, the device is designed to maintain the freshness of foodstuffs, thereby improving the food environment for the crew and reducing food loss. It has obtained ClassNK’s Innovation Endorsement certification for Products & Solutions.

* In order to promote the spread and development of innovative technologies, ClassNK has offered Innovation Endorsement as a swift certification service in cooperation with technological front runners to establish appropriate evaluation criteria.

with the device, based on its guidelines. Upon confirming it complied with the prescribed requirements, the ELW notation was affixed to the vessel.

Following Fuyo Kaiun’s application, ClassNK conducted an examination of ELETTRA which is the first vessel outfitted

ClassNK is committed to supporting the industry’s efforts to improve the environment on board through its certification.

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.

To professionals of the maritime industry, what a ship’s agent does — co-ordinate 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 a myriad of 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 — its our core customers understand and appreciate that.

Since our last article in this periodical in 2023, we’ve increased our capabilities with large investments in IT tools. These investments have improved our abilities to more effectively and efficiently serve our customers. Our tools and training allow 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. Our highly sought after database of terminal facts is a resource that saves our customers time and money. 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; 30% 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 64% 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. 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 in Virgina, Louisiana and Delaware, which are additive to port expansions we completed since 2020.

From a global perspective, we were honoured to join the DynaRep shipping consultants network. Coupled with our ASBA credentials, FONASBA network, and MultiPort duties, membership in these organizations is very much aligned with our strategy, mission and long-term goals.

Footprint in 2024: A.R. Savage & Son, LLC has reinforced its successes locally in Tampa, and scaled up to support national demand.

Special movements like this SSV require expert knowledge of local resources, regulations, restrictions and vendor capabilities and the ability to coordinate a whole-effort approach to problem solving. Agents at A.R. Savage & Son are well equipped to handle these challenges.

The condition of the hold after five years of iron ore transport. The upper and lower hoppers, frames, tank tops and corrugated bulkheads were in good condition. Only minor renovation work was necessary.

With safety in mind

Cathodic zinc protection for holds, including lower hoppers and tanktops

COATING INTEGRITY

In the protection of highly stressed parts of ships such as bulk cargo holds and including lower hoppers and tanktops, choosing the right product is of utmost importance. According to Steelpaint GmbH, its cathodic zinc protection withstands even the greatest strains.

The 94,000dwt Alfred Oldendorff is a bulk carrier operating on relatively short voyages in the Middle East and Arabian Gulf. The vessel frequently carries cargoes of iron ore pellets that are loaded quickly and often unloaded with assistance from grabs, bulldozers and front loaders. With loading rates of up to 2,000 tonnes of pellets per hour, the ship’s cargo holds and their coatings are regularly subject to major stresses and strains. During the bulk carrier’s construction at the New Yangzijiang Shipyard in China, STEEL-ZINC was applied in the cargo holds in 2015. Despite concerns over whether the Zinc protection would withstand the frequency of cargo handling, the mechanical stresses, and the impact of cargo handling machinery, the SP-ZINC-System is still performing well. Even after nearly nine years of intense operation, it remains largely intact across the hoppers and tanktops and continues to provide reliable protection.

In 2020, it was time for the first survey docking at Oman Dry Dock Company in Duqm on the Arabian Sea. After five years of hard operation, the STEELPAINT-ZINC protecting the holds of the ship were expected to require significant attention. However, the Steelpaint Zincing was found to be remarkably intact with only a few areas requiring remedial attention. The STEELPAINT-ZINC has a number of key properties that make it an excellent protection for this type of high intensity

deployment:

It has excellent adhesion properties v that ensure a strong bond between the SP-ZINC protection and the steel substrate in the holds; Its high zinc content – 93% in pigment v mixture – provides the cathodic protection. In the case of damage, the surrounding zinc sacrifices itself to safeguard the steel, thereby preventing structural corrosion; Even at the first five-year survey, v mechanical damage to the zinc was surprisingly low despite the frequent deployment of grabs and bulldozers in the holds. Meanwhile, the STEELPAINT-ZINC could be reworked with another application following the careful removal of all the release agents;

The condition of the hold after five v years of iron ore transport. No corrosion protection treatment was necessary. The upper hoppers, frames, corrugated bulkheads in the upper and middle area were in good condition. No renovation work was necessary.

Despite the STEELPAINT-ZINC’s fine performance, small areas of the Alfred Oldendorff’s holds had suffered damage. These included the lower hoppers, lower stools, tank tops, small areas of hatch covers and under the main deck, and limited parts of coamings. These relatively small areas could be repaired by spotblasting to abrasive grade SA2 followed by reapplying with two applications of STEELPAINT-ZINC. Furthermore, the SP-ZINC-SYSTEM offers several other practical advantages in through-life repairs. It requires comparatively low surface preparation, saving time. For example, manual rust removal St2-St3, water blasting

WJ2-WJ3 or sand blasting Sa2 are perfectly adequate. Further advantages include the STEEL-ZINC’s flexible application properties, the company said. It can be safely and effectively applied in highhumidity conditions up to 98%, while drying effectively at temperatures as low as –5°C. During its lifetime, the STEELPAINTZINC can be managed and applied without the use of additives, thereby preserving its viscoplastic properties over its entire service life, the company added. Meanwhile, high abrasion and impact resistance, the possibility of reworking damaged areas, and the unlikely requirement for steel repairs, form the basis for a strong lifecycle business case. One proviso here that Steelpaint noted: old coatings must be thoroughly inspected, prepared and treated to remove any loose material and interfering release agents such as oils, greases, and chlorides. This also applies to touch-up treatment between dockings. However, a requirement for steel repairs is unusual. In comparison, traditional epoxy coatings show embrittlement, micro-cracking and a tendency to porosity at an earlier stage in their application service life. Equally, the adhesion of these coatings frequently deteriorates over time. This, in turn, can lead to partial rust formation and steady degradation of the material strength of the steel due to the frequency and extent of mechanical loads. Expensive steel repairs are often required and through-live costs can be much higher.

Thus by preventing corrosion damages to lower hoppers and tanktops the structural integrity of the steel can be protected and it can be avoided to have longer subsequent docking intervals due to the welding in of new steel plates in these areas.

Jay Venter

CLIIN Robotics revolutionizes ship recycling industry through SHEREC

On 27 February this year, CLIIN Robotics announced its pivotal role in the groundbreaking ‘Safe, Healthy and Environmental Ship Recycling’ (SHEREC) Project, funded by the European Union’s Horizon Europe initiative. This endeavour marks a significant step towards transforming the ship recycling industry through innovation, sustainability, and advanced robotics solutions.

INKING THE HORIZON EUROPE GRANT AGREEMENT

The week before the announcement, CLIIN Robotics celebrated the signing of the Horizon Europe Grant Agreement for the SHEREC Project. This agreement solidifies the company’s commitment to revolutionizing the ship recycling sector with cutting-edge robotic technologies aimed at enhancing safety, health, and environmental standards.

DRIVING POSITIVE CHANGE IN THE MARITIME INDUSTRY

As a key contributor to the SHEREC Project, CLIIN Robotics is dedicated to shaping a safer, healthier, and more sustainable future for the maritime industry. Through collaborative efforts with esteemed partners across Europe, CLIIN aims to implement innovative solutions that redefine ship recycling practices.

THE VISION BEHIND SHEREC

The primary aim of the SHEREC Project is to significantly improve occupational health and safety conditions within the ship recycling industry. By leveraging state-ofthe-art robotics, big data, and artificial

intelligence systems, the project aspires to revolutionize traditional methodologies while promoting environmental stewardship and professional standards.

COLLABORATIVE CONSORTIUM AND INTERNATIONAL CO - OPERATION

CLIIN Robotics is proud to be part of a diverse consortium comprising 16 expert organizations from across Europe. Through international co-operation and interdisciplinary expertise, it is poised to introduce modern technologies and sustainable practices to the ship recycling domain.

ALIGNED WITH HORIZON EUROPE OBJECTIVES

SHEREC falls under Horizon Europe’s “Cluster 4: Digital, Industry and Space,” aligning with key themes such as “Destination 4: Digital and emerging technologies for competitiveness and fit for the green deal.” This strategic alignment underscores the company’s commitment to advancing digital innovation while promoting ethical and sustainable development.

ABOUT CLIIN

CLIIN Robotics’ Cargo Hold Robot (CHR), is a chemical-free alternative to traditional cargo hold cleaning methods.

It requires no chemicals, reduces manpower, and cleans a large variety of cargoes and consists of simple to use equipment: the robot eliminates the need for scaffolding, enhancing safety as it can be operated from the ground.

Cargo Hold Robot (CHR): is equipped with magnetic tracks which enable the

robot to climb at various angles in the cargo hold.

High-pressure System: is a combined pump and water tank to provide the robot with high-pressure water flow. T he solution uses freshwater. By adding CLIIN’s hotbox the water can be heated to a temperature of 90 degrees celsius. The robot is operated by remote control from inside the cargo hold, while the highpressure system and heater are placed outside it.

Accessories: Easy to connect and user friendly interface which enables the user to control the robot and the water flow from the tank top.

CLIIN Robotics wins Silver at 2024 Global Tank Storage Awards

CLIIN Robotics is pleased to announce its achievement at the 7th Global Tank Storage Awards held in Rotterdam on March 12th, 2024. The event, which brought together over 200 industry professionals, recognized outstanding contributions to safety, innovation, sustainability, and diversity in the tank storage sector.

CLIIN Robotics proudly secured the Silver award in the category of ‘Emerging Technology’ for its groundbreaking Tank Cleaning Robot (TCR), a revolutionary solution designed to streamline internal and external tank cleaning processes, making them more efficient, sustainable, and safe. The Gold in this category was claimed by Sherwin-Williams Protective & Marine for their Heat-Flex 7000, while Diamond Key International Group secured the third position with their DKI Mobile Additive Dosing System.

Although CLIIN Robotics was also nominated in the ‘Drones & Robotics Solution’ category, the victory was not secured. Nonetheless, the company extends its sincere congratulations to the deserving winner, Factory Mutual Class 1 Division II Certified Inspection Robots, Square Robot, for their exceptional achievement.

“Securing the Silver award serves as recognition of CLIIN Robotics’ dedication to innovation and excellence in the tank storage industry.” the company said, “It reflects our commitment to pushing boundaries and striving for even greater success.”

The award ceremony was held during the StocExpo trade show, a premier event in the tank storage industry that attracts professionals and companies from around the world, including CLIIN Robotics, who showcased its cutting-edge technology and solutions. The presence of CLIIN Robotics at StocExpo reaffirms the company’s commitment to engaging with industry leaders, sharing knowledge, and collaborating to drive advancements in tank storage efficiency, safety, and sustainability.

Clean Shipping Commitment

The need to improve sustainability in the shipping industry is accelerating. The global industry must cut carbon emissions, protect marine biodiversity and leverage the use of data for smarter decision-making.

With nearly 100 years of experience of charting through unknown waters, Jotun is committed to continuously innovate and develop advanced products and solutions designed to protect biodiversity and cut carbon emissions to support global sustainability ambitions and achieve cleaner operations for all industry players. A clean hull ensures cleaner operations.

The role of Class Society for bulk carriers safety assurance

Classification societies provide technical and surveying services for the shipping industry and the flag states, writes Marek Narewski, PRS Rules Development Department Principal Specialist. On the one hand, they survey the ship and issue a Class Certificate thereto. On the other hand, they may be authorized by flag states to undertake statutory surveys on their behalf as Recognized Organizations. The leading classification societies worldwide are members of the International Association of Classification Societies (IACS).

Bulk carriers play a major role in the global economy, currently constituting 43% of the world fleet with a total capacity of 973,743 million dwt. Dry bulk cargoes cover a wide range of products. Some of the most commonly handled dry bulk materials are coal, grain, and iron ore (so-called major bulk), as well as bauxite/alumina, phosphate, cement, sulphur, fertilizers, or sugar. The volume of international seaborne trade of bulk cargo reached 5.4 billion tonnes, accounting for 44% of the global maritime transport market in 2023 (UNCTAD 2024). These products are generally not packaged separately but transported in large quantities in the hold of a ship. Currently, constructed bulk carriers demonstrate high engineering quality necessary to ensure safe and reliable operation at deep seas as well as compliance of the ship with business goals. In 2019 (2022 or 2023), the world fleet of bulk carries over 10,000 GT was estimated to count over 12,260 ships representing approximately 34% of world GT tonnage. According to IUMI, the average bulk carrier fleet age continues to increase as less new builds is being observed in recent years.

Through the years class societies provided valuable input to the safety of bulk carriers. Problems with substantial sinking rates in the 1980-’90s were deeply researched by class societies and as a result Common Structural Rules for Bulk Carriers and Tankers were developed. As preventive measures, class societies decided to develop new rules for bulk carriers with lengths over 90m. These rules introduced corrosion protection requirements for ballast spaces, minimum thickness requirements for side shell web frames in cargo areas, a rigorous regime of Enhanced Surveys, and most notably resulted in the introduction of the Common Structural Rules for Bulk Carriers in 2005 and finally followed by the Common Structural

A sample summary of variety of inspections conducted by or with the assistance of class surveyors.

Rules for Bulk Carriers and Oil Tankers (CSR BC & OT) in 2015.

Statistical data provide the base for the ship managers for planning operational and technical services for the effective of profitable commodities sea transport business. Shipowners interested in profits must be ready to contract bulk cargoes classified as ‘dangerous goods’. Class society surveyors can verify such readiness, however, this requires special attention of other parties involved in process of loading, transportation and discharging. Examples of such hazards are cargo self-ignition or liquefaction.

According to INTERCARGO published Bulk-Carrier Casualty Report, it is shown that between 2013 and 2022, 26 bulk carriers of more than 10,000dwt were reported lost, with the tragic loss of 104 seafarers’ lives. An analysis of these incidents highlights cargo liquefaction and groundings as the major causes. Bulk-carriers owners and operators are aware that cargo liquefaction remains the greatest contributor to the loss of life, while groundings remain the greatest cause of ship losses. Considering the safety aspects related to bulk carriers, the design aspects as well as operational scenarios shall be taken into account. The involvement of class societies in safety assurance that is beneficial to commodity traders is not always visible. The real picture of class involvement is visible when a sample summary of variety of inspections conducted by or with the assistance of class surveyors can be presented — see the table above.

Development of upgraded rules for design, construction survey of ships in operation and stricter inspection regimes have influenced strongly the bulk carriers sector. Tough lessons learned from ship casualties and incidents pushed the parties involved to develop new design and survey tools as well as to enforce new and

upgraded requirements for the survey of ships in operation. One of the achievements is IACS-developed and internationally accepted technical survey standards. Digitally enhanced surveying methods and efficient tools are able to support class surveyors in performing their duties with the highest level of reliability. Digitalization of reporting and monitoring techniques is new and positive trend enhancing safety of bulk carriers operations, that has been observed in recent years. The nearest years could bring more Digital Twins technology advances in ship design approval and effective class surveying procedures. This is particularly important as the safe introduction of alternative fuels into bulk carriers shipping practice will not bring commercial benefits without class societies support.

ABOUT PRS

Polish Register of Shipping (PRS) is an independent expert institution operating on the international market, dedicated to serving the community. Through the formulation of the requirements, conducting surveys, and publishing documents, PRS plays a vital role in assisting State Administrations, Underwriters, and the Society’s clients in ensuring the safety of people, floating objects, land undertakings, the safety of carried cargo and the natural environment. PRS is an IACS member and also acts as a Recognized Organization (RO) with over 42 authorizations of flag states. The Polish classification society consistently upholds high standards in maritime safety and compliance.

About the author

Marek Narewski is a Naval Architect working as a Principal Specialist in PRS’ Rules Development Department, with experience resulting from involvement in a number of marine R&D projects and novel technologies implementation in ship design and construction, including also alternative fuels and application of composite technologies.

ClassNK accelerates support for wind-assisted propulsion systems

Urgent and collaborative action is needed if shipping is to come close to achieving the International Maritime Organization’s 2023 revised strategy for reducing greenhouse gas (GHG) emissions. The goal of achieving net-zero GHG emissions by or around 2050, while ambitious, aligns with the netzero targets expressed by countries worldwide, making it inevitable in a sense.

The maritime industry is advancing the optimization of ship operations, the use of low-carbon fuels, and the development of innovative technologies. Among these efforts, the adoption of wind-assisted propulsion systems (WAPS) as a clean technology that emits no GHG has significantly increased in development and implementation.

ClassNK published the first edition of G uidelines for Wind-Assisted Propulsion Systems for Ships in 2019 as a standard for WAPS and ships equipped with the systems, and issued an approval in principle (AiP), based on the guidelines, for the basic design of a hard sail system, which converts wind energy to propulsive force with a telescopic hard sail, and is a fundamental technology of the ‘Wind Challenger’ project that Mitsui O.S.K. Lines, Ltd. and Oshima Shipbuilding Co., Ltd. collaborated. Finally, 1st ‘Wind Challenger’ installed bulk carrier, SHOFU MARU was delivered and registered to ClassNK in October 2022.

ClassNK has continued its efforts to support the development and adoption of WAPS worldwide. To date, five AiP for WAPS have been issued, and the number of involved ongoing installation projects reaches nearly 20, and bulk carriers account for 80% of those.

Additionally, given the increasing opportunities to be involved in actual projects in recent years, ClassNK has incorporated feedback from experienced drawing reviews, surveys, and recent trends, resulting in an update to Edition 2.0 in 2023. The principal safety philosophy of the guidelines is based on functional requirements and risk assessment. Functional requirements include safety and reliability of the systems, safety and reliability for operation, resistance to failure, protection of personnel and environment, interference with ship function, and assessment of compatibility. These guidelines, following the General section, outline requirements for WAPS in Part A, for base ships in Part B, and for surveys in Part C. In addition, considering the identification and mitigation of potential risks arising from the installation

of new and diverse WAPS, conducting a risk assessment has been included as one of the requirements.

As for the specific requirements for the system itself in Part A, one of the examples is loads. Four types of anticipated loads have been identified, aerodynamic loads, loads due to ship motion loads, green sea loads, and other loads. On the other hand, there should be three expected load cases: inservice, stand-by, and abnormal conditions. For each combination of these three load cases against each type of load, criteria corresponding to potential scenarios are provided. Other requirements include structural design, including yield strength, buckling strength, and fatigue strength evaluations for the structural components of WAPS, and driving and control systems, which specify the requirements for electrical, hydraulic, and control systems for operating processes such as rotation, expansion or contraction, inclination, motion, and storage.

ClassNK published ‘Guidelines for Wind-Assisted Propulsion Systems for Ships’ as a standard for WAPS and ships equipped with the systems.

With regard to the requirements for base ships in Part B, it is essential to pay attention to the following factors. The ship’s hull should be designed with consideration for the installation of WAPS and its supporting structures. For assessing the hull girder strength, the loading manual, and the loading computer, appropriate consideration must be given to the changes in the lightweight and position of the center of gravity resulting from the installation of WAPS. In addition, equipment numbers, electrical equipment, deck equipment, gross tonnage, and fire safety, as well as the effect on ship motion and blind sectors due to WAPS should be taken into account.

Here are some actual tips for WAPS installation based on ClassNK’s experience from being engaged in various projects. In terms of the arrangement, firstly, it is essential to comply with the provisions of the class rules for navigation bridge visibility in consideration of the blind spots caused by the WAPS. Navigation lights should satisfy the provisions of COLREG, on top of consideration of the shielding caused by WAPS. Depending on the case,

these items must be confirmed to the flag administration. Regarding interference with cargo handling equipment or helicopter deck, confirmation for the operation at each port of call is recommended. In retrofitting, the installation is likely to bring about changes in the lightweight, longitudinal and vertical centre of gravity. In such cases, an inclining test and update of related documents are required. Besides, it is necessary to verify the risks to personnel, environment, and the structural strength or integrity of the ship that arise from the installation of the WAPS, both for the system and base ship. Ideally, a risk assessment should be carried out with the participation of stakeholders such as the WAPS manufacturer, shipowner, management company, and ship designer, once the specifications of WAPS and the specific ship for installation have been determined. The risk assessment results, which are supposed to be precautions and additional safety measures against the identified hazards, should be appropriately reflected in the designs or related manuals.

For the widespread use of WAPS as a one of the key technologies in the pursuit of achieving net-zero GHG in shipping. ClassNK strives to continue the support of their smooth implementation by establishing appropriate standards and providing reliable drawing review and survey services in line with them.

OneLearn Global offers courses for bulk carrier crews

Crews working on bulk carriers can access courses specific for their needs through eLearning provider OneLearn Global. These courses run alongside comprehensive training programmes relevant to people working across all vessel types.

OLG also offers training opportunities for seafarers in new fuels with a number of initiatives, such as adopting customized learning plans tailored to the technical and safety requirements specific to greenfuelled ships, as well as cutting edge simulation-based eLearning with real-life activities to aid training.

The company, with headquarters in Limassol, Cyprus, adopts a world-class Learning Management System (LMS) that delivers training at the point of need, across devices, whether on shore or onboard, to optimize the learner experience and, in turn, drive engagement through certifications and award badges for positive encouragement and reward.

OLG also adopts the most up-to-date technology to bring the best standard of remote learning to crews. The latest example of this is using revolutionary holograms to provide almost lifelike inperson training to thousands of people at one time. The hologram-projection technology is the brainchild of PORTL, a US-based company that spent a year building a tailormade portal for Columbia Shipmanagement (which OneLearn provides eLearning for).

ONELEARN GLOBAL (OLG)

OFFERS THE FOLLOWING COURSES FOR BULK CARRIERS:

CARGO LIQUEFACTION ON BULK CARRIERS

Trainees can explore the concept of liquefaction in bulk carriers and their associated hazards. This involves identifying and understanding the characteristics of bulk cargoes that are

susceptible to liquefaction. Crew members taking the course will be able to determine the conditions and factors that contribute to liquefaction. Furthermore, this course seeks to develop skills in preventing and mitigating these dangers, including the implementation of appropriate cargo testing procedures and moisture control measures. Additionally, it is important to acquire knowledge regarding the potential consequences of cargo liquefaction, such as stability issues, cargo shift, and vessel capsizing. Finally, the learner will recognize the significance of adhering to relevant international regulations and industry guidelines to ensure safe operations and prevent liquefaction incidents from occurring.

DANGEROUS AND DIFFICULT BULK

CARGOES

The objective of this course is to distinguish the risks and recognize hazards associated with the transportation of dangerous and demanding bulk cargoes. It aims to facilitate a deeper comprehension of the IMSBC Code’s requisites and application for learners. Additionally, the objective of the course is to provide a cargo operations guide intended for Masters, Chief Officers, ratings, shipping companies, and ship operators. Real incident case studies are incorporated to illustrate practical scenarios at sea. Furthermore, it is designed to aid learners in grasping the maintenance of secure and efficient cargo operations through the identification and implementation of safe procedures and practices throughout the carriage of bulk cargoes.

HATCH COVERS

This course provides participants with the knowledge on safe operation, inspection, and maintenance of different types of hatch

covers. Modern hatch covers are complex engineering feats. Thus, several of them are highlighted throughout the course, alongside demonstrations of how they work.

IMSBC CODE

This course aims to assist the trainees in the requirements and use of the IMSBC Code and its application. It provides a detailed guide to the ship’s officers and crew, shipping companies, and ship operators involved in cargo operations on the safe carriage of solid bulk cargoes. The latest updates, supplements, and information on the use of the IMSBC Code are incorporated and subjected to thorough analysis. Through case studies of real incidents at sea, this course helps the learners understand how to maintain safe and effective cargo operations by identifying safe procedures and practices during the carriage of bulk cargo.

A PRACTICAL GUIDE TO RIGHTSHIPRIGHTSHIP RISQ3.0 VETTING INSPECTIONS

The course currently under development, aims to provide crew members with valuable insight and knowledge about the details of the Rightship vetting process, including the criteria used to assess a ship’s safety and environmental performance. The course will provide practical tips and guidelines on how to prepare the ship for Rightship inspections. This can include information on documentation, equipment checks, and overall readiness for assessment.

Furthermore, it encourages a culture of continuous improvement on board by providing insights into how to assess and enhance the ship’s overall performance beyond just meeting minimum requirements.

Achieving safety at sea with Wärtsilä’s Fleet Optimisation Solution

There are more than 12,000 bulk carriers trading around the world, meaning the transportation of cargo is a complex process requiring careful planning, focus on safety regulations, as well as the use of specialized equipment to ensure the safe and efficient movement of goods, writes

Kay Dausendschön, Head of Product Optimisation, Wärtsilä.

Wärtsilä’s Fleet Optimisation Solution (FOS) is designed to achieve the highest level of safety at sea. It makes voyage planning easy by automatically choosing nautical ‘safe to sail’ routes and by assisting crew in the decision making. This means choosing the right route that is not only safe to sail, but efficient, under given conditions. The safety element is also improved by the fact that Wärtsilä’s FOS technology is equipped with a multipurpose alert functionality, providing increased awareness on any navigation hazards.

Diving deeper into the safety domain during- and post-voyage, FOS also enables operators to share all information from the bridge and the navigation network with the shore side. In addition, there are proactive checks and alerts of critical

situations. So, the shore side is notified if something goes wrong. Then, after the voyage, the data is stored and can be analysed for performance improvement and incident investigation.

In cases where an incident did occur – a near miss or something like that –users can export the data into Wärtsilä’s simulation environment. This helps train the crew on critical situations, based on real-life situation, and improve performance over time.

At Wärtsilä, we are already seeing many of our customers benefit from this technology.

One example is AngloEastern, in which bulk carriers account for 40% of all vessels under the company’s technical management. In April 2022, more than 500 vessels in Anglo-Eastern’s fleet were fitted with Wärtsilä’s FOS technology in order to improve safety onboard these ships.

This is also the case for tanker vessels which are designed to transport or store liquids or gases in bulk. One of Wärtsila’s customers, Zeaborn Ship Management, was able to achieve safer navigation thanks to the FOS technology. By improving navigational safety, reducing crew burden

Wärtsilä’s Fleet Optimisation Solution (FOS) is designed to achieve the highest level of safety at sea.

and improving transparency of onboard operations, FOS has become a key part of the company’s drive towards safer and more efficient management of its customers’ fleets.

Ultimately, bulk carriers are essential to the global economy as they are the primary form of transportation for our goods worldwide. Wärtsila’s FOS technology brings vessel, manager, operator, and port together on a transparent, collaborative platform to control the whole voyage while fostering safety, awareness, and efficiency.

Using cloud-based stability management for safer, more stable and more efficient shipping

Digital technologies and onboard data have a critical role in ensuring bulk carriers remain stable, safe and efficient. Solutions like the latest generation of NAPA’s loading computer, which is already a standard for stability management in maritime, are powering a positive shift in the industry’s approach to safety. The change is powered by cloud technology, and is impacting everyone from the bridge to the boardroom, writes Esa Henttinen, Executive Vice President of NAPA Safety Solutions.

Using cloud-based stability management is opening new opportunities for more streamlined data collection, analysis and reporting. This allows teams, both offshore and onshore, to access live shipboard data and all related information in one place, which enables better day-to-day communication on all safety aspects of a fleet, from loading conditions and stability margins to watertight doors status. This provides a comprehensive overview of the stability risks a vessel faces throughout its journey, leading to better utilization of resources and reporting. This is also critical to a swift response in case of an emergency.

By creating a shared situational awareness across teams, cloud-based solutions are making safety a shared responsibility between crew and shoreside teams. This is enabling proactive as well as quick, reactive decision-making to make adjustments to maintain stability as conditions change. By leveraging digital technologies for stability management, users can share this real-time stability data with shoreside teams, empowering them to monitor ship activities in different sea phases as well as pre-plan and advise as needed.

These efficiencies are creating a tangible difference in minimizing the workload for onboard crew as well as reducing the margin for error, especially in emergency management and damage control scenarios. With real-time updates on a user-friendly platform, teams are empowered to make better-informed decisions with a lower margin of error.

Not only can access to this data help improve a vessel’s safety, but it can also contribute to boosting operational efficiency and energy efficiencies, allowing

safety and sustainability to go hand in hand. This can be done by collecting, integrating and analysing data to optimize parameters such as deadweight management, fuel bunkering, water bunkering, hull and trim optimization to make voyages more efficient while maintaining stability and safety at all times.

Over time, building a consolidated database of a vessel’s performance can be used for benchmarking performance and creating operational models for ships on a particular route or class. This eliminates the need to reinvent the wheel when managing aspects like water consumption, production, and wastewater management which, ultimately, benefits the onboard crew.

Cloud-based technologies are helping standardize the way the industry collects, analyzes and actions the data it already has. By building clear data frameworks, digital technologies are empowering the industry to collect real-time information to inform decision-making, from daily operations to strategic decisions allowing it to improve safety, efficiency and stability.

Lab testing shows Shipshave’s ITCH system ensures integrity of hull coatings

Independent laboratory testing has confirmed there is no decrease in the thickness of hull coatings from the use of Shipshave’s In-Transit Cleaning of Hulls (ITCH) solution, thereby addressing a key industry concern over adoption of the innovative system.

The Endures laboratory in the Netherlands was enlisted by Norwegian technology developer Shipshave to perform thorough tests to investigate the impact on the thickness and roughness of anti-fouling coatings from repeated brushing with the ITCH system.

EXTENSIVE TESTING

A number of coated panels treated with two main anti-fouling coatings — selfpolishing copolymers (SPC) and fouling release coatings (FRC) — from three suppliers were exposed to natural sea water over a two-month period and then subjected to a test simulating one year of monthly proactive cleaning, with the layer thickness and surface roughness of the coating measured before, during and after cleaning.

Testing was carried out using four different brushes with varying fibre thickness placed at different angles on the ITCH system.

The semi-autonomous hull-cleaning robot, which can be deployed by a ship’s crew from a portable winch-mounted on the forecastle deck, swipes up and down the hull underwater in transit using hydrodynamic energy to remain attached to the hull.

The newly published test report concluded that “no decrease in coating

thickness could be found for all brush types used on all coatings” and therefore that “the ITCH can be used as a tool to remove fouling as it does not influence or reduce the coating thickness.”

The testing did show some increase in surface roughness, with no further increase after initial brushing, but the resulting roughness was still well within what is considered acceptable for a wellperforming, freshly coated hull. Consequently, the “increase in roughness is neglectable from a hydrodynamical point of view”, according to the report.

INCREASING ITCH ROLLOUTS

The report confirms that proactive cleaning using the ITCH can be performed without any adverse effects to the hull coating, based on rigorous design parameters for the tests.

The positive impact from proactive hull cleaning has been verified in real-life usage of the system that supports test findings from the laboratory.

Shipshave is seeing increasing fleet-wide implementation of the ITCH by major clients following successful trials that have shown significant savings in fuel consumption due to reduced hull drag from removal of biofouling while in transit. Major clients include Stolt Tankers, Klaveness Combination Carriers and Teekay Tankers.

As well as reduced fuel costs and emissions, the solution is able to cut hull inspection and maintenance costs, and ease CII compliance without structural modifications, as well as limit the transfer of invasive species between different ports.

Shipshave’s CEO Aage Hoejmark says the results from the lab tests mirroring

real-world conditions corroborate the actual operating experience reported by clients in using the technology. “This consistency between lab results and field performance validates our claims and reinforces customer confidence in our product,” he says.

“Confirmation from a third party that the ITCH has a negligible effect on fresh hull coatings directly addresses the industry’s concerns regarding impact on the coating. The comprehensive and detailed Endures report will both allay industry scepticism and bolster the already strong trust we have established in the market, encouraging wider adoption of the system,” Hoejmark adds.

ATTRACTING INDUSTRY INTEREST

The coating suppliers and a shipowner that were involved both in the approval and setup of the test have followed the laboratory findings with great interest as the industry has been keen to establish the ITCH technology is a reliable solution for hull cleaning that safeguards anti-fouling coatings while contributing to enhanced operational efficiency and decarbonization, according to Shipshave.

“This should pave the way for broader acceptance and utilization of the ITCH, as it clearly demonstrates its value and effectiveness in a tangible and credible manner,” Hoejmark says.

“These positive results assure that our innovative technology not only meets but exceeds current industry standards, providing a sustainable, high-performing solution. We are committed to continual improvement and transparency, ensuring that our equipment remains at the forefront of industry advancements.”

Shipshave’s CEO Aage Hoejmark.

Testing of the ITCH has demonstrated it safeguards the integrity of hull coatings (all images: Shipshave).

Shipshave’s leap: Pioneering sustainable seas with In-Transit Hull Cleaning

In the vast expanse of the maritime industry, where operational efficiency and environmental stewardship increasingly intersect, Shipshave’s In-Transit Hull Cleaning (ITCH) technology emerges as a beacon of innovation. This system is redefining the norms of hull maintenance, offering a proactive solution that seamlessly integrates into vessels’ voyages, thereby reducing fuel consumption, cutting emissions, minimizing downtime, and steering a course towards lower ETS cost and easier compliance with the Carbon Intensity Indicator (CII) regulations.

At the core of the ITCH technology is a state-of-the-art robotic device, securely tethered to the deck, which employs a sophisticated array of foils and brushes. These tools are meticulously engineered to apply hydrodynamic pressure against the hull, facilitating thorough cleaning operations while the ship is under way. The robot’s vertical positioning along the hull is autonomously adjusted through an advanced onboard control system, utilizing sensors and a rudder for precise navigation. Additionally, the incorporation of an onboard camera delivers feedback on the cleaning efficacy and hull condition, ensuring unparalleled maintenance standards.

The adoption trajectory of the ITCH system underscores its transformative potential. Leading shipowners, including industry giants such as Stolt Tankers and Klaveness Combination Carriers, have integrated this technology following successful trials that showcased its innovative capabilities. With a growing clientele that spans the spectrum of major shipping segments — bulk, tanker, ro-ro, container, and cruise — Shipshave is propelling a cross-industry shift towards more sustainable and efficient operational models.

The iterative development of the ITCH system, culminating in the release of ITCH v2.0, illustrates Shipshave’s unwavering commitment to technological advancement and user experience optimization. This latest iteration not only simplifies operations for end-users but also establishes ITCH as a versatile platform for future enhancements. Among these, the barnacle tool stands out for its efficacy in removing biofouling, a critical aspect of maintaining hull integrity and operational efficiency, further evidenced by the positive reception of demonstration videos on platforms like LinkedIn.

Shipshave’s clientele, a testament to the

At the core of the ITCH technology is a state-of-the-art robotic device, securely tethered to the deck, which employs a sophisticated array of foils and brushes, which applies hydrodynamic pressure against the hull, facilitating thorough cleaning operations while the ship is under way.

company’s innovative vision, reflects a forward-thinking ethos. By adopting the ITCH system, they not only achieve significant fuel savings but also contribute to the reduction of maritime emissions, aligning operational success with environmental responsibility. The economic and ecological benefits of this technology offer a compelling return on investment, sometimes materializing in mere weeks, setting a new benchmark in the industry for marrying profitability with planetary health.

Amidst growing global attention to environmental impacts and regulatory compliance, Shipshave’s ITCH solution represents a pivotal advancement in maritime technology. It not only addresses current industry challenges but also anticipates future needs, ensuring readiness for an era where sustainability is paramount.

As Shipshave gears up for expansion, planning to double its workforce to catalyze the development of innovative technologies, it’s clear that the company is not just responding to industry trends but actively shaping the future of maritime operations. This growth strategy reflects the industry’s eagerness to embrace sustainable solutions that deliver both environmental and economic value.

Shipshave believes that its ITCH technology is not just a product but a

paradigm shift in maritime maintenance, heralding a new era of sustainable shipping. By prioritizing efficiency, environmental integrity, and regulatory compliance, Shipshave is aiming to steer the global maritime industry towards a cleaner, more sustainable future, demonstrating that technological innovation can indeed go hand-in-hand with environmental stewardship and operational excellence.

Methanol a promising alternative fuel for the shipping industry

FROM LOW TO ZERO EMISSION SHIPPING WITH CIP-SERIES

To reduce greenhouse gas emissions from shipping to zero by 2050, we need to ensure that we can use alternative fuels with zero or near-zero greenhouse gas emissions by 2030. The design of the CIP-series vessels provides the possibility of changing the type of fuel in the future without a radical conversion of the vessel. For a relatively small investment, a CIP-series vessel can be converted into a zero-emission vessel.

A carbon-neutral cycle is possible by replacing the diesel generators with a methanol power generator set and then installing methanol tanks, or taking the generator sets off completely, and installing tanks with liquid hydrogen and fuel cells. All these redesign possibilities were taken into account from the beginning of the conceptual design process of the CIPseries. In this article, Conoship International explains how it works to transform the CIP vessel’s fuel into green methanol propulsion and which considerations are good to take into account.

HOW TO CHANGE THE CIP STANDARD VESSEL’S FUEL INTO GREEN METHANOL?

The design of the CIP-series vessels provides the possibility of changing the type of fuel in the future without a radical conversion of the vessel. One of the options is transforming the vessel’s fuel into green methanol. Compared to traditional fossil fuels, green methanol has significantly lower carbon emissions. When produced from biomass or waste materials, it recycles carbon that is already in the atmosphere, resulting in a carbonneutral cycle.

Methanol has the advantage that it is relatively easy to handle and store because it is a liquid in a normal atmosphere. It is toxic and flammable, but these risks are largely mitigated in the design and if ever large quantities of methanol would spill into the sea, this has no long-term negative effects on nature. Due to the properties of methanol, methanol engines burn very cleanly and efficiently, so exhaust gases need no after-treatment.

“By converting the vessel to green methanol fuel, your vessel will maximize fuel efficiency and minimize environmental impact to almost zero,” says Julia Benedictus, Maritime Engineer at Conoship International.

The diesel generator sets can be

replaced with methanol generator sets, and the diesel installation can be used for additives or emergency diesel by the flexible fuel engine. Methanol storage can be placed on an open deck in front of the wheelhouse, where also space is reserved for other methanol equipment that needs to be contained. None of these activities require significant structural work, which makes the refit straightforward.

HOW TO ENSURE A CONSISTENT SUPPLY OF GREEN METHANOL FOR A GREEN FLEET?

Green methanol is produced from renewable sources such as biomass, carbon dioxide capture and utilization, or renewable hydrogen.

Green methanol can be a good alternative fuel for your fleet depending on the sailing route. As green methanol production is still limited, one has to make sure it is available on the sailing route or explore establishing partnerships with renewable fuel producers. Good fuel delivery logistics, including port facilities

and transport modes, are needed to ensure a consistent supply of green methanol.

An example of how green methanol can be created is by gasification of black liquor. This toxic byproduct is produced when wood is converted into wood pulp and then into paper. In comparison with other potential biomass sources for chemical production, black liquor has the great advantage that it is already partially processed and in a pumpable, liquid form. Using black liquor as a raw material for methanol production would have the following advantages:

the process is easily pressurized; v the syngas has a low methane v content;

gasification capital cost is shared v between recovery of inorganic chemicals, steam production, and syngas production.

It will take time to establish the required production capacities, currently plans exist for Finland.

Methanol tanks in front of the wheelhouse.

272 VESSELS ARE ALREADY METHANOL READY

In 2023 45% of all newbuild orders placed were alternative fuel capable, according to data Clarksons Research recently published. There was an increase to 125 orders of methanol dual fuel vessels in 2023.

Steve Gordon, Global Head of Clarksons Research, comments, “The largest share of alternative fuelled orders in 2023 was still LNG dual fuel (220 orders, of which 152 were non LNG Carriers), albeit with an increase to 125 orders of methanol dual fuel vessels in 2023. There were also 55 new orders involving LPG as a fuel and now four with Ammonia. Reflecting future ‘optionality’, there are 579 in fleet and newbuilds that have LNG ‘ready’ status, 322 that are

Ammonia ‘ready’ and 272 that are Methanol ‘ready’.”

WHY INVEST IN A VESSEL OF THE CIP-SERIES THAT EASILY CAN BE TRANSFORMED INTO GREEN METHANOL PROPULSION?

The design of Conoship’s CIP-series is highly future-proof. Additional elements of the design arrangement facilitate a switch to future fuels, like methanol. Since 2021 methanol has attracted strong interest as an alternative marine fuel. The adoption of IMO’s interim guidelines for ships using methyl or ethyl alcohol as fuel (MSC.1/Circ.1621) has been an enabler for ship owners ordering ships that run on methanol.

“The CIP-series vessels are a good investment for the future to remain

Future proofing shipping against the next crisis

Tcompliant with the IMO trajectory towards zero carbon. Methanol is a safe, proven, cost-competitive marine fuel for the commercial shipping industry that can meet or exceed current and planned emissions regulations,” says Maarten Sickler, Sales Director at Conoship International.

The capital investment for a vessel of the CIP-series is lower, because there is no need for pressurization or costly cryogenic fuel tanks and systems.

The design of the CIP-series vessels provides the possibility of changing the type of fuel in the future without a radical conversion of the vessel. The replacement of the diesel generator sets with methanol generator sets requires no significant work, which makes the refit so straightforward.

urbulence across global supply chains is nothing new. But escalating geopolitical conflict and unpredictable weather events are raising the risks for ships, crew and cargo, demanding new levels of awareness and speed of response from both Masters and shipping owners. At the same time, the maritime industry faces an array of new challenges, from crew shortages to emissions management and the evolution to green shipping.

Yet the biggest risk facing every vessel is still human interaction: working at sea remains one of the most dangerous professions. The maritime industry has access to an extraordinary array of data resources that enable efficient tracking, security, route optimization, a better understanding of weather and forecasting, charter party compliance, ship performance, and emissions. Data can transform vessel and crew safety. Digital systems can transform efficiency, enable highly effective preventative maintenance and eradicate tedious administrative tasks for senior crew members.

However, with the vast majority of safety incidents the result of failure to follow rules, regulations and procedures; of mistrusting or overriding information, the maritime industry needs to embrace cultural change and demonstrate the power of data to transform crew safety and well-being. As Captain Steve Bomgardner, Vice President – Shipping & Offshore, Pole Star Global, argues, leveraging digitization and using data to transform the experience of crew members at every level of the on-board operation will rapidly embed information value within the industry and overcome the dangerous mistrust that can lead to catastrophic disasters.

SAFETY FIRST

Shipping companies globally are waking up to the need to improve both their data resources and the way information is being used. There is a growing recognition of the constraints of siloed, legacy data systems and the risks to safety, efficiency and responsiveness created by a lack of trusted, real-time data. Far too many major disasters and day-to-day incidents could and should have been avoided with better, up to date data — such as the

outdated weather information that led to the loss of the El Faro and crew.

Given the enormous pressure on vessels to hit deadlines and avoid delays at ports, crews will inevitably push the boundaries if there is no oversight. There is a reluctance to reroute, due to weather or conflict, given the inevitable delays and added costs. When rerouting could also further delay shore leave or even postpone the end of contract for a crew that has been at sea for up to 18 months, a desire to maintain the schedule can lead to underplaying risk assessments.

Yet the depth of data now available to companies is not just informing efficiency and performance decisions, it is at the heart of building a safer working environment. For example, speed and fuel consumption curves are not simply monitoring engine efficiency; they can flag if the engine is not burning fuel properly. Timely use of information can not only reduce the risk of oil leak or hydrocarbon failure that could cause crew casualties and/or environmental disaster; but also support preventative maintenance that radically reduces the risk of engine failure, avoiding tedious and expensive delays in dry dock while the problem is fixed.

CULTURAL SHIFT

However, simply collecting data is not enough to safeguard vessels and crew. The maritime industry only needs to look at the Deepwater Horizon disaster to understand that adding data alone is not enough. That was one of the most connected, data enabled vessels of its time, yet data mistrust and human interaction led to the explosion that caused the death of 11 crew and the world’s most devastating oil spill.

Today, even when crew have data, its value is often not recognized or understood. Senior crew members spend more time in meetings, creating and reviewing documentation than being hands on. Many perceive any onshore oversight of engine performance or fuel consumption as punitive rather than supportive. As a result, some perceive data and systems as a distraction and burden rather than a vital support in improving safety and efficiency.

To truly utilize joined up information, crew need a better way of interpreting multiple data feeds. They need to see how digitization and data supports their day-today activity and enhances rather than detracts from core activities. Critically,

there needs to be a cultural shift and a recognition that providing a central onshore team with an immediate and complete overview of onboard activity is an important second line of defence against incidents and disaster.

CREW EXPERIENCE

To maximize the value of the extraordinary array of information now available to shipping companies, it is essential to change attitudes to data on board — and that can only be achieved through better education and training and, critically, the delivery of tools that truly improve the day-to-day working experience. Prioritizing vessel safety and crew well-being is a key step in changing onboard attitudes to digitization and data.

For example, one person should not have the burden of deciding whether or not a sensor is faulty; of making the decision to ignore or assume a reading is false. Replacing a single isolated view of the operation with a joined-up perspective can transform onboard understanding of an evolving risk. In addition to improving vessel security, better systems can reduce the tedious administrative overload faced by senior crew members, such as automated digital permit to work systems, to enable more time to be focused on

sailing the vessel and avoiding hazards. This not only improves efficiency but massively boosts morale, which is becoming a significant concern on board many vessels.

Of course, data costs remain a challenge. The cost of high-speed internet when out at sea is prohibitive and many ship owners cannot justify an investment in super connected vessels armed with sensors. That is where hardware free voyage optimization systems can also provide a solution, delivering fleet monitoring, regulatory compliance, performance analytics and voyage optimization in a single view. Even without dedicated hardware, both onboard crew and onshore teams have the additional insight required to boost safety and security.

CONCLUSION

Irrespective of whether the next crisis for ship owners is war, weather or another global health event, one fact is ineluctable: recruiting onboard crew is becoming difficult. With limited shore time and contracts that become ever longer, morale is a big issue on board. The job can be both mundane and high risk. Every day there is an issue, from sickness to fire, grounding or emergency response. Digitization and information will enable ship owners and

Masters to improve decision making and responsiveness but that can only be achieved by focusing on crew safety and morale to foster a trust in data.

When crew recognize that data will enhance the day-to-day working experience, that preventative maintenance and improved weather knowledge reduces risk, and that automated systems can remove the burden of administrative tasks, the response will be overwhelming. Reducing stress and boosting morale will improve crew performance. It will mean vessels move at a better pace and that cargo arrives on time and safely. Data can and must be used to safeguard shipping and create happy seafarers, supported with the information they need to respond effectively to the next crisis.

Norwegian Greentech contracted to equip hybrid bulk carriers

Norwegian Greentech announced on 6 March 2024 that it has been contracted to supply the ballast water treatment systems to two 5,000dwt eco-friendly hybrid bulk carriers that Colombo Dockyard in Sri Lanka is constructing for Norwegian shipowner Misje Rederi.

Under the contract, Norwegian Greentech will supply its compact, energy efficient UV- and filter-based ballast water treatment system (BWTS) to the two vessels, which are part of a ten-vessel newbuilding programme.

The contract for the two vessels is through a call-off from a fleet agreement between Misje Rederi and Norwegian Greentech.

Misje Rederi calls the vessels “Ecofriendly Bulk Carriers”, signifying the company’s dedication to shaping a cleaner, more sustainable future for the maritime industry.

The vessels are equipped with hybrid energy storage system, charging facilities, and combines conventional and ecotechnologies for reduced environmental impact through electrification.

“Our chemical-free BWTS has a highly compact design and is very energy efficient. It has become the favoured BWTS for shipowners that are dedicated to reducing their environmental footprint as well as their operating expenditure,” says Børge Gjelseth, SVP Commercial at Norwegian Greentech.

The BWTS will be equipped with functionalities for remote access and assistance, which is important for cargo vessels that aim to spend as little time in port as possible.

Norwegian Greentech will manufacture the BWTS systems at its headquarters in Fosnavåg, Norway, and ship them to Colombo Dockyard. The company has not disclosed the value of the contract.

Norwegian Greentech is a supplier of ballast water treatment systems and other systems for purification of water for use in the aquaculture industry and in the maritime sector. The company is a subsidiary of HAV Group ASA, which is listed on Euronext Growth in Oslo, Norway.

ABOUT NORWEGIAN GREENTECH

Norwegian Greentech is a supplier of sustainable systems for clean water. Its main product is a purification system for ballast water, but the company is also a significant supplier of purification systems for the ocean and land-based aquaculture industry. The company has sold more than 700 treatment systems so far, and the market is growing rapidly due to international requirements.

Børge Gjelseth, SVP Commercial, Norwegian Greentech.

Captain Steve Bomgardner, Vice President – Shipping & Offshore, Pole Star Global. DC

The all-electric zero-emissions plant, of an initial capacity of 1.2mt (million tonnes), will cut CO 2 emissions by 1mt annually — using less than 10% of the energy of a conventional Portland cement plant.

The project will be jointly developed by EMC Cement (EMC) and HES International (HES) to fully exploit industrially proven EMC Technology, which uses a unique form of ‘mechanical activation’ — to enable abundant allnatural volcanic ash (EMC Volcanics) to substitute 70% of the Portland Cement used in concrete. The intended facility (Plant) will also process end-of-life concrete fines and other minerals towards a sustainable circular economy. Operationally, the Plant will not discharge any waste or biohazards and will meet all environmental regulations for noise and dust emissions.

In addition to being a general application product that complies with applicable standards both in the Netherlands and internationally, EMC Volcanics will address a wide range of concrete-durability challenges such as

sulfate resistance, alkali-silica reactivity, chloride attack, etc. Moreover, EMC Technology will enable the Netherlands to achieve its decarbonization commitments for cement and concrete with a product that can meet the construction sector’s productivity requirements.

The Plant is expected to become operational in Q4 – 2025 / Q1 – 2026. Located at HES’ Bulk Terminal at the Port of Amsterdam — with direct access to rail, truck, sea and canal systems — the Plant will be strategically located for a broad national and wider international reach to Belgium, the UK, France, Germany and Scandinavia. To accelerate market roll-out, a smaller EMC facility will be placed on the HES site during the Plant’s construction. This will expand the successful customertesting already undertaken in the Dutch market, further preparing the construction sector for the full-scale use of EMC Volcanics once the Plant comes online.

Atle Lygren, CEO and co-founder of EMC stated, “In March 2023, Simon Stiell of the UNFCCC made it crystal clear: technology must play a vital role in meeting the need for effective Climate Action. Clearly, a technological approach changing the way we do things can have real impact if allowed to scale. In 2022, the United Nations’ IPCC stated in its pivotal Sixth Assessment Report, ‘Until a very low GHG emissions alternative binder to Portland cement is commercialized, CCS will be essential for eliminating the limestone calcination process emissions’. By replacing 70% of the Portland cement in concrete, low-energy EMC Technology will power the deep and significant Climate Action that the UNFCCC, the IPCC and

the world so clearly demand. This cuttingedge project will serve as a scalable blueprint for real and worldwide Climate Action without needing subsidies, with a product that will deliver undisputable concrete durability while always at a market-competitive price. There is no need for costly CCS — because there are simply no emissions in the first place.”

Jeroen van der Neut, COO of HES commented, “We’re very excited about this partnership with EMC. It aligns perfectly with our strategic aspirations for handling and storing ‘greener’ products and also positively contributes to the Netherlands’ decarbonization commitments. This project solidifies HES’ dedication to ESG targets, hoping it shall serve as an exemplary model for both our clients and industry peers.”

Roon van Maanen, director Energy and & Circular Industry of Port of Amsterdam added, “Establishing the EMC Cement project here aligns with the Port of Amsterdam’s ambition to transition to a carbon neutral port. We believe that this project will set a great benchmark for future sustainable initiatives at the port of Amsterdam.”

ABOUT HES INTERNATIONAL

With its wide range of terminals, HES International is one of Europe’s largest independent bulk handling companies for liquid and dry bulk products. Its companies hold a unique independent position in the supply chain of bulk goods for a wide range of products providing first class access to Europe’s deep draught terminals and excellent hinterland connectivity by barge, rail and truck.

Jeroen van der Neut, COO HES International and Atle Lygren, CEO and co-founder of EMC

THE PORT THAT WORKS

The Port of Brownsville is the only deepwater port located on the US–Mexico Border. With approximately 40,000 acres of land available for development and 17 miles of waterfront access, the port offers a direct route to non-congested international bridge crossings and rail connections.

The Port of Brownsville handles a wide variety of cargo including steel products, liquid, breakbulk, and dry bulk commodities. With the facilities and knowledge to handle international cargo, the port facilitates efficient movement of goods between the United States and Mexico.

The Port of Brownsville’s leadership understands the importance of balancing business with environmental stewardship. Providing a safe, secure, and environmentally-friendly location for international trade is a top priority. It focuses on what matters most to its customers and consistently delivers the most outstanding service.

It is the mission of the Port of Brownsville (Brownsville Navigation District) to be a leader in business development by providing state-of-the-art infrastructure expansion, developing economic opportunities, providing the best transportation facilities possible, and

exhibiting high standards of public administration with the ultimate goal being to improve quality of life and create employment opportunities, gain the public’s trust and confidence in order to increase growth development, and establish the port as a world class port.

The Port of Brownsville is a vital asset to the regional economy. An economic impact study by Martin Associates released August 2019 reports the port is responsible for more than 51,000 jobs and $3 billion in annual state economic activity, with more than 8,500 Rio Grande Valley workers directly employed by activities of the port.

$11.5M GRANT FOR RECONSTRUCTION OF CARGO DOCK 3

The Port of Brownsville’s Cargo Dock 3 reconstruction project has secured an $11.5 million grant under the Texas Department of Transportation’s (TxDOT) new Maritime Infrastructure Program.

On 28 September last year, the Texas Transportation Commission approved a historic $240 million in funding for Texas ports to help increase trade, improve safety, and provide a more robust supply chain for the state and the nation. The Port of Brownsville’s Cargo Dock 3 project is one of 31 projects selected to receive funding.

“We applaud our state leaders for their

support and commitment to strengthen the Port of Brownsville as a leading maritime port,” said Port Director and CEO Eduardo A. Campirano. “It is essential to provide the highest quality infrastructure for our customers and tenants to maintain our status as a strategic asset for the region and the Lone Star State.”

The TxDOT grant will assist in funding the comprehensive overhaul of Cargo Dock 3, enhancing its capacity, efficiency, and safety standards. Located on Windhaus Road on the west side of the turning basin, Cargo Dock 3 began operations in the 1940s and was key for the shipment of agricultural commodities. It is now utilized for general bulk cargo movements.

The reconstruction project consists of three stages, namely, the demolition of the dock, the acquisition of steel piles to provide structural support for the new dock, and the construction phase. This project aligns with the port’s vision of providing world-class facilities to meet the evolving demands of global commerce.

As a pivotal hub for regional and international trade, the Port of Brownsville plays a vital role in economic development and job creation. Today, the port ranks 55th out of the top 150 maritime ports in the nation for waterborne cargo with 8.9mt (million tonnes) transported in 2021, up 30% from 6.7mt in 2020.

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Modern bulk operations at RAK Ports

Situated in the northernmost emirate of the UAE, Ras Al Khaimah, RAK Ports acts as an important maritime gateway for bulk cargo.

RAK Ports comprises five locations, Al Jeer Port, Saqr Port, RAK Maritime City, Ras Al Khaimah Port and Al Jazeera Port.

The container terminal at Saqr Port has been operated by Hutchinson Ports since 2017 and has a modest 350,000 TEU capacity. With Jebel Ali Port in Dubai operated by DP World boasting an annual traffic of almost 19 million TEU Saqr Port servers a smaller, local market.

Also, at Saqr Port the RAK group handles around 70mt (million tonnes) of dry bulk per year. Most of the cargo is sent to the Middle East and South Asia, 40% to Kuwait, 40% to India, 10% to Bangladesh and the remaining 10% to various other nearby nations. Products are mainly mineral products that are sourced from the Al Hajar Mountains which provide a backdrop for the Port. It is a key supply chain partners for quarries and the cement industry.

At the RAK Maritime City location RAK Ports deals with a total of 22 tenants with waterside access, shipyard facilities

and a feeder service from Saqr Port into Jebel Ali. RAK Port provides services ranging from cargo handling, free zone land lease, ship repair, warehousing, training, marine and anchorage services to cruise tourism.

BULK CARGO HANDLING

Saqr Port and Free Zone’s huge annual cargo-handling capacity, coupled with its ability to berth the word’s largest cargo ships, makes it the key gateway in the supply chain for the majority of construction projects in the Middle East Region, boasting the following benefits: 18 metres draught, accommodating v the world’s largest ships; 100+ mt annual capacity; v ten bulk-handling berths, two of v which are Capesize; and 5,300tph loading rate. v

CAPABILITIES

RAK Ports has massive cargo handling capacity, with Saqr Port and Free Zone alone being capable of handling in excess of 100 million tonnes of cargo annually. The world’s largest cargo ships can be

accommodated via two Capesize berths. All types of materials can be handled — ranging from all types of cargo for the construction and related industries, plus a wide variety of project cargo. The port also has extremely quick and efficient vessel turnaround, supported by its large fleet of mobile harbour cranes, ship loaders, dock loaders, telescopic cranes and other equipment.

RAK PORTS FEATURES: direct access to one of the world’s v largest limestone quarries which is the principal supplier of construction materials for the Middle East region; RAK Ports has recently invested in v excess of $250 million in expanding and enhancing its cargo handling operations; strategic location at the entrance of v the Arabian Gulf, where 35% of the world’s seaborne oil passes through and providing excellent access to international markets; and cargo operations meet all v internationally recognized standards and accreditations.

Ports of Indiana shipped 12.6mt (million tonnes) of cargo in 2023, the second-highest tonnage in its 63-year history. This is a 6% increase over 2022 and second only to 2018, when Indiana’s three ports handled 14.8mt of cargo. The largest single cargo increase in 2023 was coal exports from Mount Vernon, which jumped 78%. Fertilizer increased more than 11% overall, with double-digit gains at Mount Vernon and Jeffersonville, while soy products, minerals, ethanol, DDGs and cement also increased.

“At Ports of Indiana, we are privileged to partner with a group of world-class companies that ship critical cargoes to and from our regional economies,” said Ports of Indiana CEO Jody Peacock. “The dedication and hard work of these businesses is why Indiana ranks 12th in the nation for maritime shipping and why our maritime economy is booming. The 2023 cargo volumes were even more impressive considering some of the major challenges facing our industry this past year with low water levels and lock closures.”

Indiana’s three-port system maintained substantial tonnages despite several factors that stymied the U.S. inland maritime industry as a whole: an extended lock closure on the Illinois River, nearrecord low water levels on the Mississippi River, and a weeklong work stoppage by Canadian St. Lawrence Seaway employees.

Ports of Indiana also experienced significant growth in rail shipments during 2023, with rail carloads increasing 28% year over year. All three ports increased rail shipments as Mount Vernon led the way with 39,909 rail cars, a 42% increase from 2022. Overall, Ports of Indiana handled 65,141 rail cars in 2023.

The 2023 business results also indicate that Ports of Indiana’s economic impact increased year over year. A 2023 study found that Indiana’s three ports supported more than 49,000 jobs and generated $8.7 billion annually for the state’s economy, $3.5 billion in annual wages, and $536 million in state and local taxes.

“This is an exciting time at Ports of Indiana,” said Peacock. “We’re going through a transformational period as we build up our internal resources to spur port growth and work through transitions of key terminal operators at all three ports. We’re cautiously optimistic about the 2024 cargo outlook, but we’re more excited about how our team is positioning Indiana’s port system for long-term future growth.”

ABOUT PORTS OF INDIANA

Ports of Indiana is a statewide port authority operating three ports on the Ohio River and Lake Michigan. Established in 1961, Ports of Indiana is a self-funded enterprise dedicated to growing Indiana’s economy by developing and maintaining a world-class port system, and by serving as a statewide resource for maritime issues, international trade, and multimodal logistics.

Ports of Indiana’s Burns Harbor.

Rotterda

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The Spanish Port of Castellón has introduced important environmental upgrades to its South Dock area, where 20 new dust trap screens have been erected. Each is made up of a ten metre high steel structure on which there is a textile mesh. These are capable of reducing wind speed behind the screens by 60% and have been designed to stop particles being discharged into the air during dry bulk handling.

The Port Authority has invested €308,699.83 in the new installation.

Castellón has been in the very forefront in Spain in terms of this type of protection, having invested €1,259,427 since 2016 in the installation of windbreaks and dust screens in both the outer cross dock and in the main north and south docks. In total, the port authority has undertaken 18 environmental protection actions to minimize the emission of particles into the environment.

Among these initiatives is the provision on its website of real-time public information on the air quality in the port environment, as well as the provision of wheel washers to prevent vehicles taking dust outside the port and the approval of a Code of Good Environmental Practices to regulate solid bulk handling operations in the port area. Barry Cross

Port of Itaguaí handles largest Wozmax bulk carrier

In Brazil, Rio de Janeiro’s Baía de Sepetiba has handled its largest ever vessel. The Cabo Apolo, designated as a Wozmax class, docked in the bay recently. At 327 metres in length and 52 metres wide, it carried a cargo of 225,000 tonnes of iron ore, which it offloaded at the Port of Itaguaí.

This was only made possible because of improvements to the overall river structure. The Bay not only allows access to Itaguaí but also to Porto Sudeste and a range of other private terminals located in the Baía de Sepetiba.

PortosRio president Francisco Martins noted that “the improvements to the river infrastructure carried out by the Port Authority have resulted in greater operational efficiency and better safety conditions for navigation, [thereby] increasing the level of competitiveness of the Itaguaí Port Complex.”

PortosRio, which is responsible for a number of ports in the state, stresses that only the widening and deepening of the main channel ultimately made it possible for Itaguaí to receive such large vessels. In breakthrough came in 2023, when the official draught was changed from 17.8 metres to 18.3 metres, thereby allowing access by Wozmax class vessels. Barry Cross

Cargo of Every Flavor.

Port of Rotterdam in full transition in 2023

LESS THROUGHPUT, MANIFEST PROGRESS ON SUSTAINABLE PORT

Last year saw major investment decisions that are contributing to making the port and the logistics chain to and from Rotterdam more sustainable. The financial results were stable, putting the Port Authority in a position to commit to further investments for a future-resilient port in the years to come as well.

Total cargo throughput in the port of Rotterdam this year amounted to 438.8mt (million tonnes), 6.1% less than in 2022 (467.4mt). The fall was mainly seen in coal throughput, containers and other dry bulk.

Throughput rose in the agribulk, iron ore & scrap, and LNG segments.

Cargo throughput down by 6.1% due v to ongoing geopolitical unrest, low economic growth and high inflation.

Manifest progress on making industry v

and logistics chain more sustainable: investment decision made for Porthos, construction of national hydrogen network initiated, new shore power connections in place, land reclamation for Princess Alexiahaven started.

Key developments in container v segment: investment decisions made for expansion of container terminals by APMT and RWG, Container Exchange Route (CER) officially opened, Nextlogic operational, widening of Yangtzekanaal started.

Stable financial result for Port of v Rotterdam Authority.

Port of Rotterdam investment level v continues high.

Boudewijn Siemons, CEO of the Port of Rotterdam Authority: “2023 saw ongoing

geopolitical unrest, low economic growth due to higher interest rates and faltering global trade, all of which had a logical effect on throughput in the port of Rotterdam. However, the year also saw many major investment decisions and milestones in the transition to a sustainable port.

“We made the final investment decision for the construction of the CO2 transport and storage project, Porthos. Construction work also began on the national hydrogen network in the port of Rotterdam. And we celebrated a number of significant developments in the logistics segment this year, such as the announcement of the expansions of the APMT and RWG container terminals, and the opening of the CER. All these developments will take us a step closer to a successful and future-resilient port and industrial complex.”

CREATING ECONOMIC VALUE FINANCES

The Port Authority has had a stable year financially. Revenue rose by 1.9% to € 841.5 million, consisting mainly of contract revenue from land lease, and port dues. As a result of price changes and new contracts, contract revenue rose by € 28.4 million. Revenue from port dues fell by €4.6 million due to a combination of lower throughput and a higher price per tonne.

Operating expenses increased by 3.8% (€10.7 million) to € 292.9 million because of higher payroll expenses and overhead. The operating result before interest, depreciation and taxes (EBITDA) rose on balance by 0.9% to €548.6 million. The net result was 5.6% (€13.7 million) down at €233.5 million (2022: € 247.2 million). The lower net result was attributable to two one-off items in 2023.

Acquired nitrogen deposition rights were revalued downward (€ 8.0 million) in response to the ruling from the Council of State relating to the 25km cut-off. In addition, the Porthos guarantee premium (€7.3 million) was booked, leading to a lower result for participating interests. Furthermore, interest expenses in 2023 were €6.8 million higher because of higher interest rates than in 2022. The dividend proposal for the shareholders (the Municipality of Rotterdam and the Dutch State) was €129.0 million (2021: €132.3 million).

The Port Authority invested a total of €295.4 million, almost 15% more than in 2022 (€257.0 million). The largest investments in 2023 were the investments in quay walls for the container sector (€72.9 million), land reclamation for the Prinses Alexiahaven (€23.1 million) and the fendering in the Rozenburg lock (€12.8 million).

THROUGHPUT

DRY BULK

The throughput of dry bulk in 2023 was 11.8% down on 2022. A striking development in the agribulk segment was the increase in maize imports by 50% after crop failures due to drought and floods in Europe. Coal throughput fell by 20.3% to 23.1mt, mainly because of low demand for energy coal for power production. In 2022, demand for energy coal rose sharply due to concerns about energy security and large increases in gas prices. The throughput of crude oil was 9.9% higher at 28.1mt. Ore stocks were replenished after low imports of ore in 2022 pursuant to low steel production. Outgoing scrap in Rotterdam was 32% higher.

The negative figures for the throughput of other dry bulk are attributable to lower demand for raw materials from European industry. The striking decrease of 49.4% in other dry bulk and the increase of 31.3% in agribulk were caused by a correction of erroneous declarations in the seaport dues system in 2022. After the elimination of this distortion, the decrease in other dry bulk was 24.7% and the increase in agribulk was 3.0%.

CREATING SOCIAL VALUE SHORE POWER

Construction on the shore power installation for cruise vessels at the Holland America Quay began in early June. The Ministry of Infrastructure & Water Management, the Municipality of Rotterdam and the Port of Rotterdam Authority are providing the financing for the building work. Boskalis commissioned a large-scale shore power facility at its Waalhaven location in November. Some of the DFDS vessels that dock in Vlaardingen have been supplied with electricity from a shore power installation since late 2023. Using shore power reduces emissions of CO2, nitrogen and particulate matter. It also reduces noise levels from ships significantly.

DISTRO ENERGY LAUNCHED

Distro Energy, a scale-up of the Port of Rotterdam Authority, has developed an intelligent and fully automated trading platform that allows companies to trade the green energy they produce between themselves locally and to optimize consumption. Initially, the marketplace will grow over the next year, primarily with the arrival of users in the Rotterdam industrial and port cluster. They include not only customers and producers, but also energy suppliers and grid operators.

LAND RECLAMATION PRINCESS ALEXIAHAVEN

The energy transition is generating a lot of demand for locations in the port area. The number of locations available for issue in the current port area is scarce. The Port of Rotterdam Authority is therefore making some areas around the Princess Alexiahaven suitable to accommodate new clients. Just under 10 million cubic metres of sand will be used to reclaim 85 hectares of land. Work began in July 2023 and it will continue until the summer of 2024.

SUPPORTIVE GOVERNMENT POLICY NEEDED

The port of Rotterdam creates significant economic and social value for people in Rotterdam, the Netherlands and Europe. Investments by the Port Authority and the

port business community in Rotterdam focus on numerous projects that facilitate the transition to a new, more sustainable economy. It is therefore essential for the next Dutch government to devote enough attention to related factors such as adequate capacity on the electricity grid, an accessible port, a decisive nitrogen policy, and enough well-trained technical personnel to keep the transition going and strengthen the investment climate for the industry (including the chemical industry) in the Netherlands. This requires active and supportive policy from The Hague in terms of both measures and resources. With future-resilient decisions and a focus on policy implementation, the port of Rotterdam will be able to continue developing its position in international chains, to make an important contribution to achieving national and European climate goals, and to strengthen Europe’s strategic autonomy.

Says Siemons, “We are very concerned about the deteriorating investment climate and competitive position of industry in the Netherlands, including the chemical industry. The sector makes a crucial contribution to the transition to a sustainable economy. To maintain the pace of the energy and raw materials transition, the government needs to make difficult decisions. Companies need to know where they stand, and the Netherlands must once again become the location for the innovative and sustainable chemical industry.”

OUTLOOK

Against the backdrop of geopolitical developments and upcoming elections in several countries, 2024 is also expected to be an unpredictable year. It is all the more important in these turbulent times for the port to maintain a steady course and to implement plans that will further the transition. Construction work will begin on Porthos in 2024 and the development of the second conversion facility will continue. Investment decisions are expected for hydrogen plants, bio-refineries, the Maasvlakte-Zuid rail yard and the Princess Alexia Viaduct on the Maasvlakte. Furthermore, new steps are being taken to establish shore power facilities for cruise vessels, container vessels and RoRo vessels, among others. Work will also continue in 2024 on the deployment and availability of new, renewable fuels, and investments will be made in charging infrastructure for electric trucks to meet the expected demand for sustainable road transportation. DCi

Baltic bulk breaking records

technological advancements drive developments in the region

Louise Dodds-Ely

Strategic developments and green investments shape the future of Estonia’s Port of Tallinn

The Port of Tallinn is the largest port complex on the shores of the Baltic Sea, playing a significant role in Estonia’s transportation system and the economy as a whole. Located on the eastern coast of the Baltic Sea, the three ports of the Port of Tallinn — Muuga Harbour, Paldiski South Harbour, and Saaremaa Harbour — handle a wide range of bulk goods, including export and import goods as well as transit goods. Bulk cargo handled at the Port of Tallinn ports includes grains, aggregates, peat, wood chips, pellets, scrap metal, etc., with a total throughput capacity of about 11mt (million tonnes) annually.

One of the competitive advantages of the Port of Tallinn compared to other Baltic Sea ports and ports worldwide is that Muuga Harbour is home to one of the largest grain terminals in the world. The terminal that is operated by MGT (Muuga Grain Terminal, in Muuga Harbour) has an import capacity of up to 5mt. The export capacity is up to 2.5mt of grain per year,

allowing it to serve large vessels thanks to two 330-metre-long quays and a depth of 17.3 metres.

Fertilizer handling through the Port of Tallinn also takes place at Muuga Harbour. The length and depth of the quay allow it to serve ships up to 75,000dwt, offering ample storage capacity and fast loading speed. For example, the DBT terminal in Muuga Harbour is one of Europe’s most technically advanced and modern terminals, with a throughput capacity of 2.3mt per year. However, due to the sanctions in force, transit of fertilizer of Russian origin has been suspended at this terminal. However, fertilizers from other countries are still handled by several other terminals at Muuga Harbour.

Conversely, the Paldiski South Harbour, handles scrap metal arriving by land and as transit cargo on ships. In this regard, the internal transit transport, where goods brought by small ships are transshipped onto larger vessels, has significantly

increased recently.

FUELLING PROGRESS: SIGNIFICANT INVESTMENTS IN PORT INFRASTRUCTURE AND EQUIPMENT

“Recent investments in the acquisition of new port equipment and the upgrading of existing infrastructure have demonstrated terminal operators’ commitment to improving bulk cargo handling capabilities in the ports,” says Margus Vihman, Member of the Management Board/Chief Commercial Officer of Port of Tallinn.

As part of this, several significant steps have been taken to enhance cargo handling and expand storage options. One notable example is the operator HHLA TK Estonia, the first in the Baltic Sea region to deploy the unique Mantsinen mobile hydraulic crane, which operates on two different power sources — electricity and diesel. “This innovative device increases efficiency and flexibility in handling goods. Also it helps reduce environmental impact,

offering a more sustainable alternative to traditional equipment,” Vihman adds.

Furthermore, HHLA TK Estonia has taken steps towards using green energy by installing solar parks on the roofs of two warehouse buildings with a total capacity of 337kW. “This contributes to the port’s efforts to reduce its ecological footprint and provides an economically efficient solution for energy consumption,” states Vihman.

The main customers using the Port of Tallinn’s ports for bulk cargo handling include various companies dealing with a wide range of materials. There is a range of operators at Muuga Harbour, such as PK Terminal OÜ, which handles handle sawn timber, metal products, and fertilizers. PK Terminal OÜ has developed and implemented an electronic logistics and warehouse accounting programme, customized to serve the needs of terminal customers. The programme exchanges data with the software used by the customers and allows them to receive realtime information on their cargo movement. The data is transmitted to

digital waybills which allows the driver to load the goods without leaving the truck. The result is more efficient use of trucks and reduced fuel consumption per tonne. PK Terminal is also investing in a larger material handling machine with electric motor. The new machine will not only increase work efficiency but will also contribute to the diminishing of the environmental impact.

The other operators at Muuga Harbour include Stivis OÜ, which deals with wood chips, aggregates, peat, and scrap metal; Bulk ja Tank OÜ, specialized in grains, aggregates, and wood chips; and HHLA TK Estonia AS, focusing on grains, wood pellets, and aggregates.

Essential players in Paldiski South Harbour include Esteve AS and Kuusakoski AS, handling various materials and scrap metal. In Saaremaa Harbour, Saaremaa Terminalid OÜ offers services in the field of wood chips.

RAILBALTICA : A GAME- CHANGER FOR THE PORT OF TALLINN AND BALTIC LOGISTICS

For the future, companies operating

terminals and the Port of Tallinn itself have several ambitious plans and projects aimed at increasing volumes, improving efficiency, and expanding the capability of Estonian ports in handling bulk cargo. “One of the most significant initiatives is the construction of RailBaltica, which will bring increased cargo flows, including the transportation of aggregates, sleepers, and other materials,” says Vihman.

There are plans to develop a northsouth cargo corridor, facilitating cargo transport from Finland to central and southern Europe through RailBaltica, making Muuga Harbour a strategic hub with all the necessary facilities for handling, storing, and transshipping goods to RailBaltica.

Attention is also focused on the export of Ukrainian grain and the direction of Central Asian goods through Estonia, diversifying cargo flows and strengthening Estonia’s position in the logistics and transit sector.

EMBRACING THE FUTURE : TECHNOLOGICAL INNOVATIONS TRANSFORMING THE PORT OF TALLINN

“The goal of the Port of Tallinn is to be the most innovative port on the Baltic Sea,” Vihman declares. In recent years, significant progress has been made in technological innovations and digital changes to enhance the efficiency and security of bulk cargo handling in the ports. One notable development is the digitization of work processes, making data management and operations monitoring much smoother and more accurate. Additionally, the ports have begun

implementing so-called smart port systems, which use data analytics, sensor technology, and automation to optimize logistical processes and improve the overall performance of the port.

Special attention has also been paid to onshore power supply (OPS) projects, which allow ships to use the mainland electricity grid while in port, thereby reducing air pollution and improving

sustainability. “These innovations are not limited to specific types of cargo but affect all goods handled in the port, including bulk cargo, offering significant advantages in terms of efficiency and safety,” Vihman concludes.

In summary, looking to the future, the Port of Tallinn focuses on cargo flows related to the RailBaltica project and, thereby, the development of the north-

south cargo corridor. The Port of Tallinn ports demonstrate a commitment to infrastructure modernization, environmental sustainability, and forward-looking projects. In line with global trade trends and technological advancements, these ports play a significant role in the international trade network, offering efficient and sustainable solutions for bulk cargo handling.

The largest soybean meal shipment in history of HES Gdynia

The bulk carrier CSSC Le Havre with a cargo of animal feed arrived at HES Gdynia terminal in the Port of Gdynia, Poland, on the morning of 8 March. The 120,000dwt vessel is more than 254m long and has a draught of 12.8m.

CSSC Le Havre carried over 88,000 tonnes to the terminal, directly from the Port of Santos in Brazil. The delivery broke the previous record for the largest soybean meal shipment volume at HES Gdynia, which was won by the Capesize vessel Maran Astronomer in March last year with over 57,000 tonnes.

HES Gdynia terminal is well capable and equipped to handle vessels of this size and operates storage capacities dedicated for agricultural commodities that accommodate such volumes in its warehouses.

The main seaways in the Port of Gdynia have been recently deepened to 16m and soon HES Gdynia terminal will be handling its commodities on the deeper draught of 15m. With a more accessible approach for larger vessels in the Port of Gdynia, and HES Gdynia’s new storage capacities of 64,000 tonnes being under construction, the terminal is looking forward to larger shipments in the near future.

Photo: ©Tadeusz Urbaniak, Port of Gdynia.

PK Terminal relies on the SENNEBOGEN 875 E Hybrid

EFFICIENT PORT OPERATIONS WITH THE 165 T MATERIAL HANDLER

In the heart of Estonia’s largest port, PK Terminal OÜ relies on innovative solutions for efficient and fuel-saving port handling. Various SENNEBOGEN machines are used to handle different types of cargo, including two units of the powerful 875 E Hybrid material handler supplied by ScanBalt Crane OÜ.

PK Terminal, a major company within the Palgard Crane Group, operates two quays in the port of Muuga, the largest and deepest cargo port in Estonia. Thanks to its depth and modern terminals, the port of Muuga is one of the most modern ports in Europe. When the new terminal opened, the experienced group of companies was faced with the challenge of handling ships of all sizes — from small vessels to Handymax and Panamax ships. In addition, the situation required a track-based machine to move the machine from one quay to another without exceeding the maximum weight. To meet these challenges, the PK Terminal relies on innovative solutions and integrates various SENNEBOGEN machines, including two 875 E Hybrid material handlers.

POWERFUL MACHINES FOR DEMANDING PORT TASKS

With a reach of 29 metres and an operating weight of 165 tonnes, as well as numerous configuration options and tailormade gantry and pylon solutions, the SENNEBOGEN 875 E Hybrid proves to be the ideal material handler for demanding general cargo and bulk material handling in the port.

The impressive performance data enables the terminal to handle a wide range of cargo with maximum precision and speed.

VERSATILE EQUIPMENT FOR DIFFERENT TYPES OF FREIGHT

The port of Muuga plays an important role in the Estonian transit business, with PK Terminal being the largest bulk cargo terminal, handling around one million tonnes of different cargo annually. A selection of grab buckets, hooks and traverses ensures efficient loading and unloading of various cargoes such as granite stone, grain products, wood pellets, steel products or fertilizers. This versatility allows PK Terminal to cover all customer needs.

OPTIMIZED LOADING SPEEDS AND THROUGHPUTS

Thanks to careful planning and the use of state-of-the-art technology, the customer can achieve impressive cycle times of around 40 seconds and, depending on the type of freight, 70 to 90 cycles per hour. Thanks to the SENNEBOGEN Green Hybrid System, fuel consumption has been reduced by up to 35%.

MAXIMUM FLEXIBILITY WITH MINIMUM SPACE REQUIREMENTS

The choice of the SENNEBOGEN 875 E Hybrid material handler offers the PK Terminal not only performance, but also flexibility. The ability to switch between different quays without relying on rails allows the terminal to adapt to changing conditions.

In addition, the machine’s numerous features ensure that cargo can be pushed into the most remote nooks and crannies to make the most of the available space.

COMFORT AND RELIABILITY FOR OPERATORS AND MECHANICS

In addition to impressive performance, the

port material handler is characterized by comfort and reliability for both operator and mechanic. Precise controls, smooth power delivery across the entire load chart and easy maintenance make it the customer’s preferred choice.

Since their inception, the 875 E Hybrid material handlers have been instrumental in helping PK Terminal OÜ increase the efficiency of port operations. The SENNEBOGEN material handlers combine the impressive speed of mobile cranes, which are commonly used alongside rope cranes for loading and unloading large machinery, with a superior budget and an excellent balance between loading times and vessel sizes compared to operating costs.

Lübeck’s port operator LHG increases project cargo and bulk throughput

With the continuing growth in the size of the vessels coming to the Port of Lübeck, the volume of project cargo reaching the port is also increasing, writes Managing Director Sebastian Jürgens. This includes, for example, rotors for wind turbines, which can be transported on the larger vessels. In discussions with customers, Lübeck’s port operator LHG has learned that they would like to handle this type of cargo with the port even more frequently in future. The port is therefore preparing for this in a variety of ways, and is now well prepared.

Lübeck’s port operator LHG is currently mainly focused on the RoRo and forestry products sector. This will remain the case in the future. Beyond this, the port knows how to handle complex, valuable cargo and have good references in

the high & heavy sector. LHG’s handling staff have gained this experience when handling paper rolls, for example. There must be absolutely no damage, otherwise the paper roll cannot be used for subsequent processing in the print shop. This valuable expertise also helps the port to handle other breakbulk projects.

LHG has responded to customer demand by repurposing its Nordlandkai terminal. Today it is a multifunctional terminal for the handling and storage of steel, bulk goods, building materials, general and high & heavy cargo. For this purpose, it has a handling area of almost 500,000m2 available. This includes 170,000m2 of covered storage space, which enables it to guarantee loading regardless of the weather. There is also a 100-tonne mobile crane available for handling containers,

steel products and project loads.

One of the port’s customers in this area is a steel trading partner from the region. This customer has rented Shed 93 at Nordlandkai. Up to 250 tonnes of reinforcing steel per day are processed here on an area of around 10,000m2, in addition to many other steel components. The steel arrives on large ocean-going vessels.

Pure bulk goods are also playing an increasingly important role. Many large construction sites in northern Germany are supplied via the port’s facilities. A company from Hamburg handles around 100,000 tonnes of mineral building materials at Lübeck every year. In addition, the port handles, for example, gravel stones for the renewal of railway lines or fertilizer and feedstuffs in bulk or in big bags.

The export of woodchips, which are shipped from Nordlandkai to Denmark and burnt in power plants for energy generation, is also growing strongly.

LHG does not see itself purely as a port operator, but as a logistics partner with many possibilities. This applies not only to the growing dry bulk and breakbulk business, but also to its traditional RoRo and forest products activities. LHG helps its customers to set up transport and logistics chains. And it still has many new ideas for this.

LHG’s Managing Director Sebastian Jürgens.

Managing the shifts in new developments in grain processing at Baltic ports and terminals by 2024

Baltic ports and terminals have long been essential centres in the world’s grain trade, acting as vital conduits for the movement of agricultural products between Asia, Europe, and other regions, writes

Petar Karaivanov, CEO, EPIC VENTURES COMMUNICATIONS

Changes in market dynamics, technical breakthroughs, and changing environmental concerns are reshaping the grain handling scene in these ports.

Grain handling is merely one aspect of the maritime sector that is being revolutionized by digitization in 2024. In order to maximize operations, Baltic ports and terminals are adopting automation, IoT (Internet of Things), and data analytics more and more. Conveyor systems, robotic solutions, and automated cranes are enhancing productivity, diminishing turnaround times, and optimizing the loading and unloading methods. Smoother grain flow through the ports is ensured by AI (Artificial Intelligence)-powered realtime monitoring and predictive maintenance, which minimize downtime and enhance throughput capacity.

Green initiatives in grain handling are being given priority by Baltic ports and terminals due to the increasing awareness of climate change and environmental sustainability. Port operations are using renewable energy sources, such wind and solar electricity, to lower their carbon footprint. Furthermore, environmentally friendly handling tools are becoming prevalent resulting in cleaner air and rivers.

Examples of these tools are electricpowered machinery and low-emission automobiles. Along with enforcing strict waste management and recycling policies, ports are looking into cutting-edge solutions like carbon capture and utilization in an effort to reduce their negative environmental effects.

To meet rising grain shipments and larger ships, Baltic ports and terminals are investing in infrastructure renovations and expansion projects. Deepening docks, channel dredging, and the construction of larger storage facilities are all underway to increase capacity and meet the grain trade’s expanding demands. Furthermore, developments in rail and road connectivity improve hinterland access, allowing for seamless grain delivery to and from ports while also lowering congestion.

Smart contracts backed by blockchain enable immutable and transparent transactions, decreasing paperwork, minimizing conflicts, and speeding up payment procedures. This connection improves traceability by maintaining grain integrity and quality along its path, hence increasing stakeholder trust.

In a rapidly changing global market, ports and terminals are adjusting to shifting trade patterns and market dynamics. Grain supply and demand fluctuations, geopolitical developments, and trade policies all require port operations to be agile and flexible. Ports are expanding their service offerings by catering to specific

markets and value-added services like grain processing and packaging. Collaborations and partnerships with supply chain stakeholders are increasing resilience and allowing ports to capitalize on emerging grain trading opportunities.

As Baltic ports and terminals navigate the complexities of the grain trade landscape in 2024, embracing innovation, sustainability, and adaptability will be key to maintaining competitiveness and meeting the evolving needs of stakeholders. By leveraging digitalization, prioritizing environmental responsibility, investing in infrastructure, integrating blockchain technology, and adapting to market dynamics, these ports are poised to continue playing a vital role in facilitating the global flow of grains while paving the way for a more efficient, sustainable, and resilient future.

As Baltic ports and terminals manage the intricacies of the grain trade landscape in 2024, embracing innovation, sustainability, and agility will be critical to remaining competitive and satisfying the changing expectations of stakeholders. By leveraging digitalization, prioritizing environmental responsibility, investing in infrastructure, incorporating blockchain technology, and adapting to market dynamics, these ports will continue to play an important role in facilitating the global flow of grains while paving the way for a more efficient, sustainable, and resilient future.

Grain handling at the Port of Riga.

Port of Aabenraa in Denmark: wide variety of cargoes handled

MAIN BUSINESS AREAS

Port of Aabenraa consist of two distinct port facilities — Aabenraa City Port and Port of Ensted. The Port of Aabenraa can handle everything from dry and liquid bulk to ro-ro and general cargo.

The city port primarily focuses on traditional port operations, efficiently

managing around 2.2mt (million tonnes) of various products, primarily in bulk and breakbulk. The port handles bulk materials as feedstuffs, grain and fertilizer for the agricultural sector, road salt, wood pellets and wood chips used as bio-energy, and a wide range of materials such as gravel, stones, granite chippings and raw materials

v Revenue: DKR50 million

v Number of employees: 18

v Owner: the municipality of Aabenraa

from the sea that are used in the building and construction industry. Liquid bulk includes products such as crude oil, organic oil, chemicals, molasses, fish oil, soya oil, etc.

Notably, the Port of Aabenraa recently acquired full ownership of Port of Ensted, a former power plant and coal storage/transit facility with a yearly

handling capacity of 6–8mt. At Port of Ensted, the existing power plant technical infrastructure is available for innovative projects, complemented by 350,000m2 and a substantial water depth of 18 meters.

The main customer and shipbrokers at Port of Aabenraa are Stema Shipping, Brdr. Ewers, Nature Energy, E.Krag Råstoffer, Faxe Kalk, Rimeco, Aalborg Portland and SDK.

GREEN PROJECTS

The Port of Aabenraa is actively involved in

advancing the green transition across various segments and industries. Within the Aabenraa City Port, initiatives are underway for a Phase 1 E-methanol bunkering facility. Meanwhile, the Port of Ensted facility’s robust infrastructure supports large-scale green development projects, including Power-to-X, a bunkering facility for E-fuels, and the establishment of a biomass products hub. These endeavours align with the port’s commitment to make significant contributions to sustainable energy practices.

FUTURE DEVELOPMENT

The ongoing transformation of Port of Ensted from a coal storage/transfer facility to a state-of-the-art multifunctional port is a significant focus for future development. Port of Ensted is poised to become a regional driver, attracting new industries to leverage its technical infrastructure. Simultaneously, it will fortify logistical chains in Southern Denmark through its current and future port operations, strengthening its role in handling a diverse range of products.

A lot is happening in the southern Baltic Sea

Shipping activities in the southern Baltic Sea are concentrated in several transshipment centres. The largest in terms of turnover is the Port of Gdańsk, which last year handled a total of 81mt (million tonnes), 12.7mt more than in the previous year. Such good results were primarily due to the Naftoport fuel terminal, which handled 471 tankers in 2023 and transhipped 36.6mt of cargo (an increase of 49% year-on-year). This is the result of the entire region switching from Russian oil, previously imported via land pipelines, to crude oil imported by sea from all over the world. Polish ports have taken over significant amounts of Ukrainian grain, which until now was transported through the Black Sea. Hence, large increases in this cargo category are visible in every centre. In the port of Gdańsk, the increase in grain transshipment in 2023 was as much as 60%. year to year and amounted to 3.1mt.

The Port of Gdańsk also operates the Baltic Hub — the largest container terminal on the Baltic Sea, which last year handled over 2 million TEU. The largest container

ships in the world arrive at the Baltic Hub, including: Maersk Line, and in 2023, the terminal’s success was the launch of the new FAL1 service in co-operation with CMA CGM.

It is worth adding that preparations are under way to locate a floating FSRU (Floating Storage Regasification Unit) in the Gdańsk area, capable of unloading, storing and regasifying LNG. The FSRU terminal would have a regasification capacity of approximately 6.1 billion m3 of LNG per year. The terminal is scheduled to start operating at the turn of 2027/2028.

The second-largest port in terms of transshipment volume in the south is the port complex of Szczecin and Świnoujście. Last year, 35.5mt of cargo were handled here, most of which was grain and energy raw materials. Just like in Gdańsk, a 60% increase was also recorded in Szczecin in grain transshipments, which consisted primarily of Ukrainian corn and wheat sent to African countries and ports in Western Europe.

An important part of the Szczecin and Świnoujście port complex is the LNG gas terminal in Świnoujście. Last year, it handled 62 LNG tankers, which delivered a total of 4.66mt of LNG to Poland.

The third port in the southern Baltic Sea — the Port of Gdynia — handled a total of 29.4mt of cargo last year. It was

dominated by general cargo (15.1mt) and grain (6.8mt). Other significant items include fuels — 3.5mt and coal and coke — 2.8mt. The volumes of the coal, after the record year of 2022, decreased in all Polish ports.

Gdynia also has a container terminal (Baltic Container Terminal), where 873,892 TEU were transshipped in 2023.

Agribulk cargoes from Ukraine also had an important share in the transshipment of smaller Polish ports. For example, in Kołobrzeg, which last year transshipped a total of 278,000 tonnes of cargo, Ukrainian corn accounted for as much as half of the turnover.

The ports of Gdańsk and Gdynia are deep-water ports where ships with a maximum draught limited by the Danish Straits (14.5–15m) can call, while the port in Szczecin, after recently modernization and deepening from 10.5m to 12.5m, can handle ships with cargo up to 40,000dwt. However, the most frequent guests are smaller and medium-sized ships from shipowners such as Wilson Ship Management and Wagenborg.

A completely new sector of shipowner activity in the southern Baltic Sea is the offshore sector. Several large wind farms are planned to be built here and, as a result, leading global companies have become very interested in this market.

The future Polish hub for offshore wind energy will be the ports of Szczecin and Świnoujście. The installation port of the Baltic Power offshore wind farm is being built in Świnoujście, for which the Polish fuel giant Orlen group is responsible. In turn, in Szczecin, the Danish company Vestas is building a plant to produce blades for the Vestas – V236-15.0 MW offshore wind turbine. The infrastructure of the former ST3 Offshore plant will be used in the second Vestas factory in Szczecin. It will be used to assemble wind turbine nacelles. In January this year, the Szczecin and Świnoujście Seaports Authority signed an agreement with a Spanish company from the offshore sector, Windar Renovables. The agreement covers a 30year lease of port areas. A factory will be built here to produce towers for installing wind turbines with a capacity of 20 megawatts.

In the coming years, a new deep-water container terminal is to be built in the port of Świnoujście. Work is currently under way to mark out a completely new approach track. This is a huge investment involving the excavation of a 70km-long waterway, 17 metres deep and 500 metres wide. The project value is PLN7.4 billion, of which PLN2.8 billion will come from EU subsidies. The new waterway is to bypass German territorial waters.

Klaipeda Port: better than expected results despite geopolitical unrest

Panamax ready for loading at KLASCO dry bulk terminal.

Maritime trade in the Baltics continued adjusting to the changed geopolitical situation during 2023. Cargo turnover in the eastern Baltic ports followed a downward trend. However, Klaipeda Port in Lithuania performed better than expected by handling 32.7mt (million tonnes) [–9% year on year]. The loss of transit cargo from Russia and Belarus (mostly fertilizer) was partly compensated by increase in timber, agricultural products, and LNG. The threshold of one million TEUs was once again exceeded, and despite of 12% decrease in containerized tonnage it contributed almost one third to the total cargo turnover in the port. All dry bulk cargoes remained at the same level (9.2mt).

Traditionally strong in the bulk sector, Klaipeda Stevedoring Company KLASCO is making significant strides towards sustainability. The introduction of an environmentally friendly, efficiencyenhancing electric E-Crane for bulk cargo handling in the southern region of the Klaipeda port underscores this commitment. Furthermore, the implementation of a modern terminal management system later this year, along with the upgrading of the monitoring system at the liquid fertilizer terminal, aims to optimize handling processes while upholding the highest safety standards.

This entails not only seeking out novel cargo streams but also delivering intelligent, efficiency-boosting solutions to clients. This year, KLASCO introduces an

innovative approach to packing and blending fertilizers within the port, tailored to meet the specific requirements of customers. This initiative streamlines the distribution process from the terminal to the end user, thereby saving valuable time for the customer.

Recently, KLASCO has emerged as a pivotal player in Lithuania’s inland waterway logistics landscape. Cargo at KLASCO is efficiently loaded onto barges, facilitating transportation from the port of Klaipeda along the river Nemunas. The Nemunas waterway, linked through the Port of Klaipeda to international routes in the Baltic Sea and connected via the Curonian Lagoon to the Western European inland waterway system, further enhances the connectivity and accessibility of KLASCO’s logistical operations.

Driven by evolving geopolitical dynamics and shifts in logistical networks, the imperative to diversify its cargo handling portfolio became evident. KLASCO is poised for significant transformations as it ventures into container handling, backed by a substantial investment of €12 million. In addition to conventional container handling operations, the terminal will offer container repair services. Situated in the southern part of Klaipeda port, on the Smelte peninsula, the terminal will also undertake the handling of oversized heavy cargo, including wind turbine segments.

Klaipeda stevedoring company BEGA took into account evolving geopolitical

conditions and continued transformation of its terminals. This strategic move aimed at successfully reaching export markets and securing import of products essential to the agricultural sector. BEGA successfully restructured the fertilizer export terminal to provide a complementary export service for Lithuanian grain and other agricultural products. This increased BEGA’s agricultural product storage capacity from previous 400,000 to almost 600,000 tonnes while loading three ships simultaneously.

On the other hand, due to sanctions and other reasons leading to disruptions in traditional fertilizer production and supply chains, both the port and farmers experienced the impact of losing access to fertilizers from sanctioned countries and local markets. By adapting facilities for the discharge and temporary storage of bulk products, BEGA created opportunities for fertilizer imports from the United States, North Africa, and other distant markets. Furthermore, by investing in additional bulk cargo bagging equipment, bagging capacity was increased more than threefold from 2,500 to 8,500 tonnes per day. Currently, various fertilizers packaged in big bags at BEGA are delivered to their final recipients in Lithuania, other Baltic countries, and Poland.

Besides that, in 2023 BEGA was involved in transportation of the largest homogeneous oversized cargo ever handled at the Klaipeda seaport. The

1,500-tonne reactor was successfully unloaded from a specialized vessel at BEGA berths and transported to the oil refinery of ORLEN Lietuva in Mazeikiai, Lithuania. Several other oversized cargo units were also unloaded at BEGA.

Malku Ilankos Terminal (MIT) is one of the most successful agricultural and bulk

product handling terminals due to its continuous development. The year 2023 was an exceptional one with a record throughput of 1.33mt and 236 vessels. Last year, the terminal invested around €2 million and expanded its bulk storage capacity to store as much as 160,000 tonnes of bulk cargo. It included building

two new cement tanks taking their total number to five with storage capacity up to 6,000 tonnes at a time. Most of the cargo is handled in an environmentally friendly way -— using electrical equipment. Aiming to minimize the environmental impact of operations, a 320kW solar panel was installed on the roof of the warehouse.

Cement tanks at MIT dry bulk terminal.

Busy day at BEGA dry bulk terminal.

Major infrastructure developments under way at the Port of Gdynia

Over 100 years since its creation and establishment as the primary hub of Polish foreign trade, the Port of Gdynia is now undertaking ambitious investments to expand its transshipment capacity. The primary goal of the current investment is to facilitate the calling of larger bulk and container vessels, with a maximum length of 400m, beam of 58m, and a maximum draught of 14.7m. Additionally, the investment aims to enhance navigation conditions and the safety of hydrotechnical structures. The project involves rebuilding 4km of the port canal and approximately 1.5km of quays.

The amount of bulk cargo transshipped at the Port of Gdynia depends on the macroeconomic situation, which has been affected by ongoing war in Ukraine since 2022.

BULK CARGO HANDLING IN THE PORT OF GDYNIA IN 2023

Coal & coke: 2.83mt (million tonnes) v

Iron ore: 0.01mt v

Agriproducts: 6.76mt v

Other bulk: 1.02mt v

Oil and petroleum products: 3.54mt v

Total throughput in the Port of Gdynia in 2023: 29.40mt

PLANS

The dredging of selected parts of the port basins to a depth of 16m is nearing completion. v

The reconstruction of port quays is currently under way. In December 2022, a contract was signed for the reconstruction v of The Indian Quay, which is intended for bulk carriers loaded with grain and fodder and is expected to be completed in the fourth quarter of 2024.

v

Preparations are under way to modernize the liquid fuel handling station.

Terminals operating in the Port of Gdynia are investing independently in increasing their transshipment capacity. v

v

New warehouses are being constructed, including those for handling agricultural products.

The tender for the grain terminal at the Port of Gdynia is currently under way. The new tenant will enhance the v transshipment potential.

Companies involved in bulk handling at the Port of Gdynia: HES Gdynia Bulk Terminal Ltd., Baltic Bulk Terminal Ltd., PERN, OT Port Gdynia Ltd., SPEED Ltd., AALBORG Portland Polska Ltd., ALPETROL Ltd., KOOLE Tankstorage Gdynia, Grain Terminal (the selection of the tenant is currently in the tendering process).

Port of Loviisa, agile service centre for industrial cargo

The Port of Loviisa in Finland serves as a conventional port for customers mainly in bulk and breakbulk cargoes. It is a flexible service centre specialized in energy cargoes, mechanical forest industry cargoes and dry bulk.

Port operators’ efficient cargo handling equipment allows the Port of Loviisa to meet its clients’ needs flexibly and to offer solutions for even the most demanding service requirements.

The Port of Loviisa is a full service port, where the needs of each customer are considered individually. Its values are responsibility, co-operation and productivity and it creates possibilities for adaptable, responsible and productive port operations.

Cargoes handled in port are: Energy sector cargoes consists of v woodchips, energywood, REF cargoes (refuse-derived fuel), wood pellets and coal. The port supplies some major

energy producers in southern Finland. Construction industry cargoes v consists mainly of cement, sawn timber, poles, steel and metals. Agribulk cargoes like grains v Other industrial cargoes, i.e. salt and v other raw materials.

The past couple of years have changed the profile of the goods dramatically, as there has been a major shift in the Finnish flow of logistics as the eastern border has been closed and traffic to the Saimaa lake area

FACILITIES

56,500m² warehouse space

11ha space for outside storage

Grain storage capacity: 115,000 tonnes

Three cement silos with a capacity of 11,500 tonnes

Expansion area available

SERVICE PROVIDERS

Loviisa Forwarding & Stevedoring

BB Logistics Oy

Suomen Viljava Oy

SCHWENK Suomi Oy

Cargo Connexion

has seized. The port is doing well handling its new cargoes as, at the same time, Finnish society is in the middle of renewing its energy resources into more sustainable ones and from other sources.

Port of Loviisa is located less than 100km from Helsinki, Lahti and just 77km from Finland’s logistics artery, the Ring III road. Loviisa has great road and rail connections to everywhere in Finland. It can serve customers as a distribution centre for road traffic and as a distribution hub for coastal traffic. It is located only a short fairway away from the shipping routes of the Gulf of Finland, due to which the vessels visiting the port save time and money in pilotage fees. Loviisa can serve ships up to Supramax-size with a cargo intake of 30,000 tonnes.

Excellent transport connections: seven minutes from motorway E18; v train connection; and deep fairway, draught 9.5m. v

Loviisa is part of one of the biggest general ports in Finland and the traffic volumes are included in Port of Helsinki´s statistics. The total amount of goods in tonnes last year in port of Loviisa rose up to 950,000 tonnes. The turnover was €2.1 million. Most of the traffic was international goods traffic, but there was also some Finnish coastal traffic as well as some terminal traffic.

A port is never completely ready; this is also true at the Port of Loviisa. New types of goods sometimes need new kinds of handling equipment or storage facilities. These are planned and constructed together with the customer companies. In 2023, investments were concentrated on different kinds of improvements of the port area.

YILPORT Gävle continues to focus on electrification

YILPORT Gävle is located in Sweden and is the home to a general cargo terminal as well as a container terminal, which happens to be the largest container terminal on the Swedish east coast. Being set in the heart of mid-Sweden and its close proximity to large industries, a lot of base industry exports are being made through YILPORT Gävle’s two terminals.

A lot has happened in the past few years for YILPORT Gävle. In 2020, the port built a shared-user automated paper warehouse. In 2022, the container terminal expansion was finished, doubling the yearly capacity. In 2023, the General Cargo terminal needed to expand its area for sawn timber stuffing and prepared an area five times larger than before. The

timber is stored there and later on stuffed into containers with the help of load plates in order to not drive trucks into the containers.

Now, YILPORT Gävle is continuing ahead on its sustainability journey. Last year, the terminal expanded its equipment fleet with eco-friendly options. This includes six reachstackers, two forklifts, and an empty container handler from Kalmar’s Eco Efficient product line. And a significant milestone was met with the introduction of the port’s first fully electric knuckle boom crane, a Liebherr 150, which is the latest addition to their equipment fleet. The versatile crane can be used to serve all types of general cargo and is replacing two older diesel-powered cranes.

But YILPORT Gävle is not stopping there. In addition to this milestone, YILPORT Gävle has recently carried out electric conversion on two of its mobile harbour cranes to further reducing its CO2 emissions. The cranes, one Liebherr 400 and one Liebherr 500, are now fully electric and have not seen any drop in weight capacity. To ensure mobility between the different quays and vessels, this solution is

paired with a small, biofuel-driven engine which allows for uninterrupted operations.

The ongoing transition from diesel power to using electric powered marks a substantial step forward in YILPORT Gävle’s mission to shrinking its carbon footprint. The YILPORT Gävle General Cargo terminal is expecting that the result of converting the terminals’ most utilized cranes to be an annual 75% reduction in fuel consumption.

YILPORT Gävle’s sustainability initiatives extend beyond equipment

electrification. As fate would have it, the General Cargo terminal’s trucks accounts for most of the pickups and deliveries to the Container Terminal due to its extensive CFS operations handling mostly steel, paper and timber.

In order to streamline the container pickup and delivery processes, YILPORT Gävle has implemented a vehicle tracking phone app for all truck drivers to use when picking up or delivering a container. The app has been made to create fair and efficient ‘first come, first served’ system

with precise GPS technology that minimizes waiting times by identifying the closest truck to its designated container. This integration of GPS technology with the terminal’s operational system ensures real-time updates for truck drivers if anything changes, transparency and control over deliveries. And all GPS data is deleted after the transaction is completed.

With shorter queues within the terminal, there’s less idle time for trucks awaiting their turn, resulting in reduced emissions in the long run.

Alfa Laval sustainable solutions support IMO’s net zero ambitions

SUSTAINABLE SOLUTIONS AND TECHNOLOGIES

There is an increasing focus within Alfa Laval to support customers towards the energy transition to meet the IMO’s recommendations for reducing GHG & CO2 by 2030 and to achieve net zero target by 2050. By innovations supporting alternative fuels like biofuels, methanol & ammonia and new technologies like air lubrication, wind propulsion & carbon capture, Alfa Laval supports its customers to redefine the onboard energy landscape and enhance ship efficiency.

COLLABORATING WITH PARTNERS

Strategic partnerships with known marine players for focusing together on developing new solutions can assist Alfa Laval’s customers in decarbonizing their ship operations. When working together with other industry players, in different structures the company ensures that the right innovations and solutions appear within the short timeframe that can help to meet sustainability requirements in the marine sector.

SOME EXAMPLES OF SUCH PARTNERSHIPS:

Project REMARCCABLE: Alfa Laval has v joined project REMARCCABLE, the world’s first initiative demonstrating end-to-end shipboard carbon capture at scale. Alfa Laval will bring its technological expertise to help understand the challenges and opportunities of deploying carbon

capture technology on ships while sailing.

Oceanbird: Alfa Laval and Wallenius v have joined forces to supply wind power solutions — both windassisted and wind propulsion — to the shipping industry. Oceanbird provides a revolutionizing alternative, or complement, to fossil-driven cargo vessels.

Maersk & Mc-Kinney Møller Centre: v Alfa Laval as a partner at Maersk Mc-Kinney Møller Centre (MMMC), plays an active role in accelerating the development of sustainable solutions for the maritime industry. Through collaborative research and innovation activities, the centre focuses on creating low- and zero-carbon technologies to handle new green fuels or solutions to improve overall energy efficiency.

Methanol Institute: Alfa Laval is a v member of the Methanol Institute, a global association promoting the use of methanol as a marine fuel by supporting with essential methanolbased technologies and solutions.

Getting to Zero Coalition: an v industry-wide initiative aiming to achieve commercially viable zeroemission vessels by 2030, with Global Maritime Decarbonization & World Economic Forum.

ISO regulation: a coalition for v alternative fuels

ADVANCING TOWARDS FUEL SAVINGS AND EFFICIENT OPERATIONS

To be able to support on sustainable commitments, Alfa Laval provides solutions supporting energy efficiency, clean energy, water and circularity.

Energy efficiency is one of the most important ways to reduce emissions from shipping. By improving the efficiency of ships, it is possible to reduce fuel consumption and emissions without sacrificing cargo capacity or speed.

Looking at the energy efficiency solutions, Alfa Laval has a wide range of technologies and solutions available for energy efficient sailing and mitigating emissions.

Alfa Laval OceanGlide is a unique air lubrication solution with fluidic technology. It creates an even and controllable air layer across the entire flat bottom of the vessel, which is the best setup for reducing friction and drag between the hull and the water. By reducing the friction, OceanGlide can provide reliable propulsion power savings of up to 12%. The result is lower fuel consumption, less CO2 and a substantial impact on EEDI (Energy Efficiency Design Index), EEXI (Energy Efficiency Existing Ship Index) and CII (Carbon Intensity Indicator).

The new improved two-stage AQUA Blue E2 freshwater generator cuts the seawater needs and power consumption for freshwater generation into half. Shipowners can get twice the fresh water out for the energy put in, or they can use

Alfa Laval OceanGlide.

the added efficiency to save in other ways.

Waste heat is a readily available but under-utilized energy source on board. By taking advantage of otherwise wasted thermal energy, Alfa Laval’s waste heat recovery portfolio significantly lowers fuel consumption and emissions.

The Alfa Laval E-PowerPack converts waste heat directly into clean electrical power, giving marine vessels a plug-and-play efficiency upgrade for meeting sustainability requirements. Based on Organic Rankine Cycle (ORC) technology, this compact and easily installed module can make use of a wide variety of gas and liquid heat sources on board.

The Aalborg Micro economizer extends a remarkable opportunity to vessels towards saving fuel and reducing CO2 emissions. It is an alternative to conventional exhaust gas boilers, offering higher efficiency, and a radically reduced footprint. Its game-changing compact and flexible design has opened avenues to waste heat recovery for the ships where it was earlier impossible to have full coverage due to space constraints. That enables ships to save up to 25% on fuel and comply with emission regulations.

In 2022, StormGeo, part of Alfa Laval, with its innovative software and services suite for shipping customers, provided

route optimization services to its customers for more than 71,000 voyages. Fuel savings from route optimization averages 2.5%. This equates to saving 488,125 metric tonnes of fuel and the removal of 1.5 million metric tonnes of CO2 and more than 24,000 metric tonnes SOx from the atmosphere and ocean. This is the equivalent of removing 319,000 cars from the road for one year.

ALWAYS PRESENT, ALWAYS ON CALL

To further improve vessel operations, Alfa Laval supports its customers to keep sailing with least downtime and maximum product efficiency. Remote support is available around the clock through 24/7 Service & Support connected regional hubs, with a world-wide network of service engineers when needed. With over 100 years of serving the shipping industry, Alfa Laval enables its customers to elevate onboard energy efficiency, maximize vessel uptime and minimize environmental impact.

Strategic expansion and sustainable initiatives at Grenaa Port in Denmark

Grenaa Port, situated as Denmark’s premier central deep-water port and serving as the primary gateway to the Kattegat, stands out for its commitment to responsiveness and flexibility. As a pivotal player in Denmark’s industrial and commercial landscape, Grenaa Port catalyzes growth and prosperity through its adept handling, loading, and storing of diverse cargo for its partners.

INVESTING IN INFRASTRUCTURE AND INNOVATION

The port’s recent endeavours include strategic investments aimed at bolstering its capabilities in bulk operations. In line with this vision, Grenaa Port has embarked on acquiring state-of-the-art equipment, exemplified by the procurement of a new crane dedicated to bulk operations. This investment underscores the port’s

commitment to enhancing efficiency and optimizing its handling of bulk cargo.

EXPANSION PLANS AND COLLABORATIVE VENTURES

Looking ahead to 2024/25, Grenaa Port is poised to further expand its bulk handling capacity. Plans are under way to construct additional bulk halls (warehouses) to accommodate a mix of bulk production

AQUA Blue E2 freshwater generator.

activities, reflecting a proactive approach to meeting evolving market demands. Furthermore, the port is pressing forward with ambitious initiatives to enhance its existing methanol facility, showcasing its proactive approach towards embracing emerging trends and technologies.

STRENGTHENING PARTNERSHIPS AND COLLABORATION

Grenaa Port’s commitment to excellence extends beyond its operational capacity to encompass strategic partnerships and collaborations. A notable collaboration with Stena Recycling is emblematic of this ethos, with mutual investments earmarked for handling equipment and development areas. This synergistic partnership underscores the port’s concerted efforts to foster innovation

and sustainability across its operations.

THRIVING BULK OPERATIONS

Against the backdrop of dynamic market conditions, Grenaa Port continues to witness robust activity across all categories of bulk cargo. Notably, the port maintains its stellar performance in handling wood chips and wood pellets, reaffirming its position as a preferred hub for forest product logistics. Despite the challenges posed by the unpredictability of forest product batches, Grenaa Port’s commitment to efficiency and quality remains unwavering.

SUSTAINABLE PRACTICES AND RESILIENCE

Grenaa Port’s steadfast commitment to sustainability is exemplified by its

investment in green initiatives, including the implementation of a 20MW shore power system. This initiative not only underscores the port’s dedication to reducing emissions but also reflects its resilience in navigating challenges such as the complexities posed by the Covid-19 pandemic.

In conclusion, Grenaa Port’s strategic investments, collaborative ventures, and unwavering commitment to sustainability position it as a beacon of innovation and resilience in Denmark’s maritime landscape. With a focus on responsiveness, flexibility, and sustainability, Grenaa Port continues to chart a course towards continued growth and prosperity for its stakeholders and the communities it serves.

Promising outlook for the Port of Kiel

The handling business at the Port of Kiel is going well. In challenging economic times in the German market, the Baltic port was able to grow in its two major business areas last year.

SEEHAFEN KIEL GmbH & Co. KG recorded a passenger record of 2.8 million ferry and cruise passengers (+22% p.a.) as well as a record handling volume of 7.9 million tonnes (+3% p.a.). This positive trend is also reflected in the bulk and general cargo segments, for example in the handling of construction materials and paper.

Paper and pulp handling at the Port of Kiel’s highest-volume terminal, the Ostuferhafen, has been running at a good level for several years now and the outlook is promising. Almost 700,000 tonnes of paper from Sweden were handled at the multipurpose terminal last year, and the trend is rising. With its multimodal facilities, the terminal is the ideal distribution platform for all types of ship, intermodal, rail, and road transportation in Europe as well as traffic to Scandinavia.

At the beginning of February 2024, the Port of Kiel handed over new state-of-the-art warehouse space of 6,500m2 to SCA Logistics GmbH in Kiel’s Ostuferhafen, which can be integrated into the warehouse concept of the customer Holmen Iggesund Paperboard.

“We are delighted with the positive development of SCA Logistics & Iggesund Holmen Paper AB in Kiel. By creating additional state-of-the-art storage capacities at short notice, which are individually tailored to our customers’ requirements, we are actively supporting the trend of increasing volumes at the port,” says Dr. Dirk Claus, Managing Director of SEEHAFEN KIEL GmbH & Co. KG

With this step, we can significantly increase the area productivity for roll goods in the space that will be freed up. We are therefore ideally prepared for future positive volume developments,” says Jörn Grage, Managing Director of SCA Logistics GmbH Kiel.

SCA Logistics is the logistics service provider of the SCA Group. SCA produces paper for packaging and printing, pulp, wood products, renewable energies, and efficient transportation solutions. Holmen Iggesund Paperboard AB produces a special paperboard to produce the highest quality cardboard and packaging, which is distributed worldwide from Kiel.

Photo: ©Tina Kropp.

Photo: ©Tina Kropp.

Freyer GmbH, headquartered in the Rhine port of Germersheim, southern Germany, operates in the field of port handling, storage, and transportation of bulk and general cargo. The company is connected to all major waterways in Europe through the river Rhine.

In recent years, Rheinhafen Germersheim has evolved to become a powerful and modern freight hub in the economic region of RhinelandPalatinate/Baden/Alsace, often referred to as the ‘gateway to the world’. Thanks to its trimodal infrastructure, the port provides customers with excellent opportunities for import and export from the harbour quay.

In 2019, Freyer decided to acquire the first Fuchs material handler for port handling, an MHL375. The demands on port handling machinery at Rheinhafen Germersheim are highly challenging and diverse. Customer expectations for the Fuchs machine are accordingly high: optimal reach and high stability, along with agility, performance, and reliability.

From the first day, the MHL375 impressed with its remarkable handling performance. It ensures swift loading of scrap on to ships while simultaneously allowing space-efficient storage of materials on the premises. The mobile version of the MHL375 distinguishes itself with exceptional flexibility throughout the entire port area.

The positive experience with the MHL375 prompted Freyer to acquire the brand new Fuchs F120 MH, to increase handling volume.

The F120 MH is mainly used for loading and unloading ships with a payload between 1,000-5,000 tonnes (2,204,622–11,023,113 lbs), handling various bulk goods such as gravel, sand, fine gravel, granite stones, scrap, logs, fertilizer and grain. Thanks to the quick coupling system, the operator can easily switch between different attachments within minutes, all from the driver’s seat. Tool Control allows the individual adjustment of oil quantities and pressures for attachments via the display. The integrated rotary motor in the quick coupling system enables the use of

customized robust portal undercarriage and generously dimensioned support area. This ensures secure positioning at the quay wall, even when handling heavy loads with a maximum reach of 28m. The gantry undercarriage provides an exceptional bird’s-eye view of more than 12m and is ideal for loading silos. In addition, passing trucks can be loaded and unloaded quickly and efficiently.

A standout feature of the F120 MH is the Blue Hybrid System, which stores excess energy when lowering the loading equipment to use it in the next loading cycle. Together with thermal regulation that ensures the optimal operating temperature of the hybrid system, the F120 MH achieves the highest energy efficiency.

BLUE HYBRID SYSTEM

The Fuchs Hybrid System increases v energy efficiency and enables energy savings of up to 35% through recuperation.

Due to the energy recovery, the v installed diesel engine power and, consequently, fuel consumption were significantly reduced.

During each loading cycle, excess v energy is stored and subsequently utilized to lift the boom in the next loading cycle.

All components are safely and v conveniently accessible from the service platform.

It is thermally controlled to permanently v maintain the optimum operating temperature of the hybrid system and thus ensure maximum energy efficiency.

TOP- CLASS SERVICE

The daily tasks handled by the new F120 MH require a top-class service. Therefore, the comprehensive, long-standing experience with Kiesel Service was a crucial factor in the purchasing decision. A service team, specially trained for the F120 MH, consisting of Fuchs and Kiesel personnel is available around the clock to perform maintenance and service quickly and competently.

Freyer GmbH has been active since the founding of Germersheim Harbour in 1969, offering its customers individual solutions in port handling, storage, and transportation.

The use of state-of-the- art equipment and technology ensure customers a swift and seamless handling of goods. The storage infrastructure consists of open and covered silos as well as spacious storage capacities in outdoor areas and halls with more than 10,000m3 of storage volume. This enables precise, sorted storage and environmentally friendly handling of bulk goods.

“We continually take measures to increase efficiency in our company.” said Peter Freyer, managing director, Freyer GmbH. “Previously, handling operations were carried out with five port cranes. Gradually, we are now replacing these port cranes with modern handling machines. The new F120 MH giant with the Blue Hybrid System is a tailor-made machine for our daily operations, delivering exceptional handling performance, meeting all safety requirements, and significantly boosting our efficiency.”

Freyer acquired a brand new Fuchs F120 MH.

BREAKBULK EUROPE BOOTH 1D50

MAY 21 – 23 · ROTTERDAM, NETHERLANDS

TOC EUROPE BOOTH J52

JUNE 11 – 13 · ROTTERDAM, NETHERLANDS VISIT US AT

REDUCING THE RISK OF CATASTROPHIC BELT DAMAGE

Prevention is better than cure CONVEYING ADVICE

It is estimated that up to 80% of belts that are replaced prematurely are as a result of accidental catastrophic damage. Some regard such damage as impossible to avoid so they use cheap, low-grade ‘sacrificial’ belts. Ironically, the time and money spent on the seemingly endless purchase and changing out of replacement belts, the cost of repairs and the loss of output due to such stoppages is actually far more expensive. Fortunately, there are several ways to significantly reduce the risk of serious, costly damage. As the Dutch philosopher, Desiderius Erasmus, famously said around AD 1500, “Prevention is better than cure”.

IT IS NOT WHAT YOU EXPECT...

The biggest single cause of catastrophic conveyor belt damage is trapped foreign objects such as sharp pieces of metal. When lodged in a chute or some other part of the conveyor mechanism, they can puncture the belt cover, penetrate the carcass and cut the belt lengthwise as it is pulled against the object, often over its entire length in a matter of minutes. The first step in reducing the risk and minimize the extent of the damage is to identify where objects are most likely to become trapped and take preventative measures such as installing skirts or screening for example.

At the same time, areas where spilled materials build up need to be regularly checked and quickly cleared. Apart from increasing the chances of an object becoming trapped, waste build-up is a common cause of damage to idlers and

drums, which can cause a lot of collateral belt damage. A significant proportion of belt damage is caused by incorrect installation of auxiliary equipment, damaged, protruding steelwork and components vibrating loose and ultimately becoming detached. The best way to avoid such problems is regular inspection (at least daily) backed up by a preventive maintenance schedule including a policy of rapid replacement of worn or damaged components.

IT IS WHAT YOU INSPECT

The importance of daily inspections cannot be over-emphasised. Regular, preventative maintenance, good quality components and a clean working environment all help to prevent damage and extend conveyor belt life. Other factors include making sure that any scrapers are correctly adjusted and that drum linings (where applicable)

Engineered for the task - up to four or five times longer working life.

are in good condition. Belt tracking is also important because a mis-tracked belt can catch on the conveyor framework. Again, having a clean environment is important because mis-tracking is often caused by material build-up on the bottom side of the conveyor belt or drums and pulleys.

The loading point of any conveyor should always be a target for scrutiny because it is often the source of damage. Key factors include making sure that loading is central and at the same speed and direction as belt travel. If necessary, reposition or redesign chutes to reduce the velocity of free-falling material.

ENGINEERED FOR THE TASK .

Having taken such preventative measures, the risk of serious damage can be substantially reduced even further by fitting a conveyor belt that has been specifically engineered so that it will not be cut, torn or ripped to shreds under the slightest provocation and will run for years as a result. Specialist belts such as Fenner Dunlop’s UsFlex and Ultra X range, are proven to last up to four or five times longer than conventional multi-ply conveyor belts. This is because they use uniquely designed, very high-quality rubber and fabric plies that, unlike conventional fabrics, allow the transversal (weft) strands to stretch. As the trapped object is pulled through the belt, the strands gather into a bundle that eventually becomes strong enough to stop the belt in its tracks rather than propagate over a much long distance. The design of the fabric also allows the energy created by heavy impact to be dissipated over a much wider area rather than rupture the inner carcass.

Although the initial purchase price may appear high, specialist belts will, over their lifetime, cost substantially less than even the cheapest, thickest ‘sacrificial’ belt. Beware, however, of cheap imitations because all the evidence points to them having more than 60% less rip & tear resistance compared to the real thing, which is why they cost less to make. As they say, price is what you pay but cost is what you actually spend.

It is not what you expect, it is what you inspect.

A world expert in bulk material handling solutions, Martin Engineering, has restructured its Italian business and relocated to a new purpose-built facility to boost customer service and accelerate growth.

The move heralds a new chapter for the Italian branch of the US engineering firm, which supplies belt conveyor products and material flow aids to bulk handling and material processing companies to boost production efficiency and workplace safety.

Martin Engineering has been present in Italy for more than 30 years, supporting the country’s producers of coal, cement and aggregates. Moving to a new fit-forpurpose warehouse near Monza, north-east of Milan allows the company to broaden its remit to solve material handling problems in sectors like recycling, glass, steel, paper and ports.

The new location also enables

Martin to bring a wider range of products to the Italian market, including the innovative N2® remote monitoring system for conveyor belt cleaners, which enables maintenance teams to track conveyor belt cleaner blades on a mobile app. Also being introduced in Italy is Martin’s unique range of CleanScrape® belt cleaners, which are proven to last up to four times longer than standard cleaners with no retensioning or extra maintenance required after installation.

Restructuring the business means that Martin Italy is now jointly led by Sales Manager Matteo Manghi, who heads a team of sales engineers and service technicians, with Administration and Accounts Manager Simona Farina, who is responsible for accounts, customer service and head office functions. Both Manghi and Farina report directly to Robert Whetstone, Martin Engineering’s Area Vice President for EMEAI (Europe, Middle East, Africa and the Indian subcontinent).

Manghi said: “It’s an exciting time for Martin Engineering in Italy as we now have the capability to apply our bulk handling expertise in new ways to solve problems for customers in a broader range of industries. Our new facility gives us the

Martin Engineering Italy’s leadership team: Sales Manager Matteo Manghi (left) and Administration and Accounts Manager Simona Farina (right).

Martin Engineering’s Italian Business Unit serves bulk handling industries across the nation and Sicily.

space to assemble and distribute our products for installation by our team of trained specialist service technicians.”

Farina said: “Martin Engineering has a long history in Italy and the move to our new headquarters represents a new beginning for our Italian business. We are now in a strong position to provide better service to our existing loyal customers and we have a solid base from which to grow our business into new segments of the market and bring new customers on board.”

Robert Whetstone said: “Italy has been a key market for Martin Engineering and we firmly believe there are opportunities for growth. Investing in our new office and warehouse facilities will allow us to bring a broader range of products and solutions to Italian customers. I am proud of what our Italian team has achieved through the transition and I look forward to future success supporting our customers.”

ABOUT MARTIN ENGINEERING

Martin Engineering has been a global leader in bulk material handling for more than 80 years, continuously developing new solutions to make high-volume conveyors cleaner, safer and more productive. 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.

Knowledgeable and trained technicians are dedicated to bringing their experience and great service to Italian customers.

The 500+ page reference books are available in several languages and have been downloaded thousands of times as free PDFs from the Martin website. Martin Engineering products, sales, service and training are available from 17 factoryowned facilities worldwide, with whollyowned business units in Australia, Brazil,

China, Colombia, France, Germany, India, Indonesia, Italy, Malaysia, 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.

A technician makes the final tensioning adjustment this Cleanscrape™ blade will need for the life of the cleaner.

New LHM 800 delivered...

Atype LHM 800 Liebherr mobile harbour crane has arrived at Marcor’s Hartel Terminal at the Port of Rotterdam, to serve as logistical bridge between the port’s quay and storage warehouses for dry bulk cargo.

The crane will support a larger infrastructure at Marcor Stevedoring B.V. that handles approximately 6mt (million tonnes) of loose, bagged and containerized bulk cargoes annually

A lifting capacity of 104 tonnes and SmartGrip technology enable the LHM 800 to increase the handling rate as the system utilises the grab capacity in full

The new LHM 800 fits into the strategic growth of the terminal’s expansion, with its focus on more sustainable operations by using more renewable energy and cleaner drive concepts. A second LHM 800 has also been ordered and is scheduled to be shipped to Marcor later this year. The Hartel Terminal has a 130,000m² terminal

and a 600-metre quay with a 16-metre draught alongside. It has vessel handling options from barges up to 120,000dwt Baby-Cape vessels, both for board-toboard transshipment and discharge to/from the terminal.

CONTRIBUTING TO A GREENER BULK INDUSTRY — AND NO DIESEL ENGINE IS NEEDED

The LHM 800 will do its work without generating additional local emissions and will also feature a quieter noise profile. Under ideal operating conditions, upwards of 2,000 tonnes of dry bulk capacity can be achieved. A boom length of 64 metres and eye-level height of 30.8 metres help ensure that the crane can optimally load cargo between the quay and storage facilities. Further technical innovations help meet the terminal’s present and future needs. The crane’s electric drive unit, ergonomic cabin, and more digital features like touch

The LHM 800, the flagship model of Liebherr’s mobile harbour crane portfolio, is loaded onto the Bravewind via RoRo method for its delivery to the Marcor Hartel Terminal.

panel pave the way for future assistance and partial automation systems. These advantages make the crane’s operation more efficient, saving time and money for the operator.

The LHM 800 will be used for handling dry bulk commodities such as agri-bulk, biomass, fertilizers, and mineral bulk cargoes. The crane will increase the throughput and efficiency of the terminal, which is expected to reach 10mt per year by 2025.

GROWING NEED FOR LOGISTICAL CAPACITY

Growth in the green infrastructure sector also requires growth in logistics capacities. Marcor operates primarily in the discharge, loading, storage, and treatment of dry bulk commodities including agri-bulk, biomass, concentrates and ores, industrial minerals, jumbo bags, and other bulk. Ship-to-ship operations are also part of their services. And the market size and growth are

significant both in the region and globally.

In 2023, the throughput of dry bulk cargo at the Port of Rotterdam reached approximately 64mt (metric). In 2022, the EU consumed a total of nearly 14.83 metric tonnes per capita of raw materials including biomass, metal ores, non-metallic minerals, and fossil energy materials. According to a report of the World Bank, the European mineral raw materials industry demonstrated a considerable increase in the production of minerals needed for clean energy technologies. A wide range of minerals and metals for implementing renewable energy strategies and their related infrastructure are part of what is driving this growth. These include copper, lithium, nickel, cobalt, graphite, and more.

The LHM 800 is part of this growth strategy. The floating terminal in Rotterdam is supported by the expansion of the dry bulk terminal at the Hartel Terminal. This expansion has required redevelopment and construction of new and high-end storage facilities. Sustainable and efficient storage and stevedoring operations are being phased in at the site.

“With the LHM 800, we have gained a competitive edge in the dry bulk market,” comments Danny Swart, Director of Marcor Stevedoring. “It is a versatile and powerful machine that can handle any type of cargo, from ore to grains and fertilizers. It also reduces our fuel consumption and emissions, which is in line with our sustainability goals.”

SMARTER BULK HANDLING

One of the assistance systems that aids in optimal bulk operation is Liebherr’s inhouse-developed SmartGrip technology. The system optimizes the grab entry angle and adapts to the bulk material in use without the need to change the grab. When used, SmartGrip also fills the grab based on an optimum load graph, which reduces overload and its effects on the crane’s structure. In the end, these features help save time and required energy for the operations.

Marcor Stevedoring and Liebherr are partners in progress, moving the dry bulk industry forward with their innovative and sustainable solutions.

ABOUT LIEBHERR-MCCTEC ROSTOCK GMBH

Liebherr-MCCtec Rostock GmbH is one of the leading European manufacturers of maritime handling solutions. The product range includes ship, mobile harbour and offshore cranes. Reachstackers and components for container cranes are also included in the product portfolio.

The region is a major hub for the global dry bulk trade, handling commodities such as coal, iron ore, agri-bulk, and biomass, which are essential for the energy, steel, and food sectors.

A milestone for Marcor and Liebherr: this LHM 800 is the first crane of its kind to operate with an all-electric drive system. With its 64m reach and peak dry bulk operating capacity exceeding 2,000tph, it perfectly aligns with Marcor’s bulk, bagged and containerized stevedoring operations.

The LHM 800 has been successfully delivered to the Marcor Hartel Terminal, enhancing the terminal’s operational capacity with its advanced, electric drivetrain and significant load handling capabilities (photo: Peter Van Geest).

ABOUT THE LIEBHERR GROUP

The Liebherr Group is a family-run technology company with a highly diversified product portfolio. The company is one of the largest construction equipment manufacturers in the world. It also provides high-quality and user-oriented products and services in a wide range of other areas.

The Liebherr Group includes over 140

companies across all continents. In 2022, it employed more than 50,000 staff and achieved combined revenues of over €12.5 billion. Liebherr was founded in Kirchdorf an der Iller in Southern Germany in 1949. Since then, the employees have been pursuing the goal of achieving continuous technological innovation, and bringing industry-leading solutions to its customers.

With the central pressurized J2P (jet-toplume) nozzle, the unit offers excellent reach and wind resistance (all pictures ©BossTek).

Versatile atomized mist cannon

In response to input from customers across the demolition and bulk material handling sectors, a major provider of atomized mist technology has introduced a powerful new mobile mid-sized dust control cannon. The DustBoss® DB-45 Surge® is the next iteration of the popular Surge series featuring an innovative pressurized centre nozzle paired with the industry-proven fan and misting ring system to suppress both surface dust and airborne particulates. With three remotecontrolled stages and precision oscillation for optimum command over water volume and coverage area, the DB-45 Surge delivers the dependability of atomized mist along with J2P (jet-to-plume) nozzle technology that surges for over 200 feet (60m), even in troublesome windy conditions. The result is an easily maneuverable, autonomous, and versatile dust control solution for outdoor operations in all weather conditions.

“Our first iteration of this technology

was larger for operations with high-reach cranes and enormous coverage areas,” explained BossTek Dust Control Specialist Mike Lewis. “Managers of medium and smaller operations were impressed with the existing technology but wanted a lighter and more compact option that offered the same excellent field-tested versatility and results. With a 200-foot (60m) throw range, I’d say that most of our customers will be well-served by the new model.”

Demolition contractors with high-reach cranes, port operators that host tall cargo ships, and bulk handlers with tall stockpiles of raw material commonly experience windy conditions high above the ground. In turbulent situations, dust is lifted into the atmosphere and carried beyond the site line over long distances, which can lead to permit violations. Operators often mitigate particulate emissions using sprinklers or hoses to saturate a material’s surface. The stronger the wind, the more

water pressure is required to break through the wind shear, resulting in greater amounts of water filling the surrounding work area — often 300GPM (1,135 lpm) or more.

The DB-45 Surge combines the power of a 25-horsepower industrial fan, misting ring and heavy-duty barrel with the reach of a central high-pressure spray nozzle. The misting ring introduces millions of tiny dust capturing droplets into an area for proven dust suppression. The pressurized spray resists wind shear and uses the force of the wind to further fragment droplets, enhancing its dust suppression capabilities. This is achieved with a maximum of 72GPM (372 lpm) and as little as 17GPM (77 lpm) when using only the misting ring and fan. The cannon also features a VFD (variable frequency drive), which allows the unit to operate more efficiently at lower water pressure.

The three stages are easily input by the touch screen system, protected by a sealed

DustBoss® DB-45 Surge®

Fusion features a genset on a mobile carriage for greater versatility.

NEMA 4 cabinet or controlled by a heavyduty hand-held remote control with a 1,000 foot (305m) range. Stage one is highly effective on moderate days and uses the powerful 30,000CFM (849.5CMM) fan and misting ring for wide area coverage. For windy days, stage two features a pressurized stream delivered by the J2P nozzle to pinpoint the source of the dust. On high wind days, operators can choose stage three which utilizes the fan, misting ring and center nozzle for maximum coverage.

This allows the DB-45 Surge to be ‘set it and forget it’ autonomous equipment, unlike hoses and industrial sprinklers, which typically require constant manual labor to monitor and operate. Manual operation keeps workers in active zones near moving equipment, increasing the chance of injury and raising the costs of operation for

sprinklers and hoses due to extra labor and possible liability.

The DB-45 Surge addresses wind, labour and water usage issues. While striving to stay compliant with dust regulations, operators can now better match the water requirements to the specific application. Fed by a standard 1½in. (38mm) hose with a cam-and-groove quick disconnect coupling, the powerful booster pump delivers as much as 500 PSI (27.5BAR) of water pressure to the center nozzle.

The coverage area is extended with the customizable 260º horizontal oscillation range and 0–50º vertical throw angle. Mounted on a heavy-duty roadworthy trailer for towing at highway speeds with a standard ball hitch, it can be placed by a pickup truck, skid steer or lift truck wherever dust suppression is needed. As

The far reach of the J2P (jetto-plume) nozzle allows for greater precision when controlling dust emissions.

supplied, the DB-45 Surge can run potable or non-potable water, as it is equipped with two in-line 30 mesh, 595 micron filters to avoid clogging. One filter is located at the water entry point to the booster pump and another is located prior to the pipe feeding the central nozzle.

Other options are already available, including tower mounting for permanent locations. The cannon is also available as part of the company’s popular ‘Fusion’ lineup, pairing the DB-45 Surge with a trailer-mounted generator to alleviate the need for a nearby power source. With a 15HP booster pump, the unit only requires a 45kW generator, which most demo contractors already have in their equipment arsenal.

“The DustBoss product line is known for its rugged quality and long service life, often described as one of the most reliable and low-maintenance pieces of equipment on any job site,” Lewis concluded. “Our three-year or 3000-hour warranty is evidence of our confidence in the products. The DB-45 Surge is designed with that same philosophy: it’s built to last.”

ABOUT BOSSTEK

BossTek is renowned worldwide for its dust control solutions for the storage and handling of clinker, petcoke, coal, rock and aggregate, as well as controlling air quality during demolition, shiploading, recycling and scrap processing, mining, and earthmoving activities. The company’s DustBoss product line utilizes atomized mist technology propelled by powerful fans to capture fugitive particles over a wide area.

Avoiding steel cord disaster

A GUIDE TO STEEL CORD CONVEYOR BELT RIP DETECTION SYSTEMS AND RIP-STOP BREAKERS

Because of its strength, handling characteristics and low elongation, steel cord belting is mostly used to convey bulk materials over long

Getting the low-down...

distances. Compared to conventional multi-ply belting, they are appreciably more costly but provided they have been manufactured using good quality abrasion and ozone- and ultravioletresistant rubber, a steel cord belt should justify the investment by

running for years.

Unfortunately, their ‘Achilles heel’ is that they can be very vulnerable to trapped objects penetrating the rubber covers and between the cords and ripping the belt longitudinally, sometimes over its entire length in a

Louise Dodds-Ely

matter of minutes. Here, Fenner Dunlop’s Rob van Oijen, provides an insight into early warning systems and how to limit the extent of such a disastrous event.

RIP DETECTION SYSTEMS

The cost of replacing a steelcord belt, both in monetary terms as well as lost production, can be exceptionally high. Because of the huge variety of different specifications, steel cord belts are normally made to order, with lead-times usually 18 weeks or more. In an effort to minimize the amount of damage, a number of operators use rip detection monitoring systems.

These work by using detection loops embedded at pre-determined intervals in the belt during the manufacturing process. A transmitter and receiver are positioned on the conveyor structure opposite each other on either side of the belt (Diagram 1). This is usually behind the loading position to provide protection in the area where there is the greatest exposure to risk. Multiple detection locations are also possible. The transmitter sends electro-magnetic signals to the receiver at regular intervals. When a signal is not received by the receiver, caused by a damaged detection loop for example, then an alarm is triggered or, depending on the type of system, the conveyor is automatically stopped.

A second method of condition monitoring is to continuously scan the integrity of the steel cords for breaks or damage. This also allows monitoring behaviour of splices, checking anomalies pointing out damages or even upcoming failures. This method of scanning is typically combined with the rip detection.

Having the detection loops fitted during the manufacturing process is, of course, an

additional expense and the detection systems themselves can be quite costly. Even if the receiver is linked to the conveyor drive and automatically stops the belt when damage is being indicated, for optimum safety they should still be physically monitored. If someone does not quickly respond to an alarm, then an enormous amount of damage can occur. In some cases, detection systems with an automated stop function can be oversensitive and prone to raising false alarms. If this happens too frequently then there is a tendency for operators to simply over-ride the system, which defeats the whole objective.

Modern day scanning and rip detection systems however can also be linked to a

local LAN network, or even directly to available cellular coverage to allow status information to be transmitted to a centralied cloud-based dashboard. This dashboard can be accessed via the internet and trigger push notifications to relevant people or groups to minimize time between events found by the monitoring equipment and response time. It also allows fine tuning of signals, manually or with the help of AI technology, to reduce the level of false positives.

USING BREAKER PLIES TO INCREASE RIP RESISTANCE Breaker plies are designed to provide a significantly increased resistance against longitudinal ripping. Ultimately, the use of breakers is one of damage limitation. The

Early warning rip detection systems can limit the amount of damage being caused.

Diagram 1.

Early warning systems can minimize the extent of the damage.

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 infinite 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

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 penetrates between the steel cords and starts to rip the belt. As with detection loops, breaker plies are embedded in the rubber covers during the manufacturing process. There are numerous types and strengths of breaker used. The lighter weight versions are designed to simply absorb and dissipate energy whereas stronger, heavier weight breakers (commonly referred to as ‘Rip Stop’ breakers) can actually stop the belt and limit the amount of damage even more effectively.

TYPES OF BREAKERS

Breakers generally fall into two different categories or types — ‘fabric breakers’ (also referred to as textile breakers) and ‘steel breakers’. Both types are usually embedded in the top cover above the steel cords over the full width and length of the belt, effectively creating a protective layer. It is also possible to have two breaker plies with one located above and the other positioned below the steel cords. However, this can sometimes cause troughing problems in relatively narrow

belts because of the increased cross rigidity.

Various strengths and densities of fabric (mostly nylon) are used to make fabric breakers whereas steel breaker plies consist of transversal steel wires held in position by longitudinal binder wires. As with the fabric versions, there are a wide range of strengths based on the size and pitch of the steel wires. Although having a steel wire breaker would logically seem to imply a much greater strength compared to a fabric breaker ply, this is not necessarily

the case. The steel breaker wires do not stretch and gather together to create a barrier in the same way that fabric plies can. However, the advantage of a steel breaker is that very sharp trapped objects do not cut through the steel wires as easily as they can through conventional fabrics.

POSITIONING OF THE BREAKER PLY

According to ISO 15236-1, a breaker ply should be positioned at a distance of at least 1mm from the longitudinal cords. The width of the breaker ply should be at least 10mm from the belt edge but no more than 100mm less than the width of the belt. On this basis, the breaker ply is regarded as part of the cover, which means that the cover thickness is measured from the steelcords. However, if the ply is less than 1mm distance from the longitudinal cords then it is considered to be a weft transversal reinforcement and therefore part of the actual carcass. This means that the cover thickness is measured outwards from the surface of the ply.

It is generally advisable to position the breaker as close to the actual steel cords as possible because it maximizes the amount of rubber that would have to be worn away by abrasion before the breaker ply is reached. When requesting quotations, it is important to specify very clearly if the total thickness of the top cover should include the thickness of the breaker or not.

CLEAR AND PRECISE BELT SPECIFICATIONS

It is vitally important that the specifications provided to potential suppliers could not be subject to interpretation or misunderstanding. This especially includes whether or not the thickness of the breaker ply is included in the measurement of the thickness of the top cover. This is essential not only in terms of the anticipated operational lifetime of the belt but also, very importantly, it is needed to

Diagram 2 — steel breaker ply.

UsFlex breaker ply can resist hugely destructive forces.

The transversal strands gather together that can eventually become strong enough to stop the belt (enhanced image).

ensure that all potential suppliers are providing quotations based on exactly the same specifications.

‘STRAIGHT-WARP’ FABRIC BREAKERS

A third ‘super-strength’ type of breaker ply is also available. This is a specially adapted version of the unique Dunlop UsFlex woven ‘straight-warp’ polyester/nylon fabric. UsFlex single and two-ply belts have a long and highly successful track record for handling some of the toughest working conditions imaginable. Laboratory testing and many years of practical experience has proved that the rip resistance of UsFlex fabric is up to five times greater than conventional fabric ply material, which makes it an exceptionally strong and effective breaker ply.

What creates these strengths is a very cleverly engineered ply construction that consists of extremely strong strands of polyester running longitudinally and heavyduty nylon transverse strands held in position by a strong yarn. The strands are completely straight in both directions and are not interlocked in the conventional manner. As with conventional breaker plies, the UsFlex fabric layer is embedded just above the steel cords. This also provides extremely effective impact protection of the steel cords because the fabric dissipates the peak point of impact energy over a much wider area.

THE BEST OF BOTH WORLDS?

Some operators, including some of the biggest users of steel cord belting in the

world, choose to have fabric breakers and rip detection systems. The fabric breakers are fitted in the top cover and the detection loops are fitted in the bottom cover below the cords. It is important to remember that rip detection systems use electro-magnetic signals so they cannot function properly if a steel breaker ply is fitted. If you want an early warning detection system backed up by rip breakers then fabric breaker plies are the only option.

CHOOSING THE BEST TYPE OF BREAKER FOR YOU

The primary factor to take into consideration when deciding on which type of breaker to use is the type of material being carried and how it is loaded on to the belt. Unless the materials being conveyed are particularly sharp or there is a likelihood that it may contain sharp foreign objects (mining tools for example) then my recommendation is to use either conventional fabric breakers or the special UsFlex breaker ply. This is based on extensive laboratory comparison tests and field experience, which show that transverse reinforcement with textile is more efficient in preventing longitudinal rip damage. Fabric breakers are also longer lasting than steel transverse reinforcement. If heavy materials are being dropped onto the belt surface then a full UsFlex breakerply layer is recommended.

BALANCING THE RISK

Choosing whether or not to have rip detection or rip breakers is usually a

question of balancing the added cost against the risk of damage and the potentially huge financial consequences of replacing the belt and the loss of production. I do believe that it is better to have some form of ‘insurance’ rather than none at all. If you can convince those who hold the purse strings, rip stop breakers will at least minimize the risk of steel cord disaster.

ABOUT THE AUTHOR

Rob van Oijen is Manager Application Engineering for Fenner Dunlop Conveyor Belting in The Netherlands. He has specialized in conveyors for over 15 years, supporting businesses throughout Europe, Africa, the Middle East and South America and is one of the most highly respected application engineers in the industry.

Handling aggregates from self-unloading vessels: Telestack offers flexible and cost-effective systems

Traditional methods of using wheel loaders.

The drive to extract any cost from the movement of aggregate remains a priority for any stakeholder. As a fundamental commodity in the construction supply chain, the focus on how it is moved and handled continues in an effort to reduce the high level of labour and time involved in the process. While the majority of aggregates in Europe have historically been moved by truck and rail, increasing efforts to reduce environmental impacts, road congestion and pollution are driving companies to seek eco-friendly, efficient and reliable alternatives, such as marine transportation.

Transporting and handling aggregate cargo using self-unloading vessels offers significant advantages to companies seeking an environmentally responsible shipping solution. From crushed limestone to sand, gravel and stone, belt self-unloading technology offers significant advantages including reducing cost as a result of the reduced labour required to complete the process. Short sea shipping routes in the North Sea, the Atlantic Ocean and the Mediterranean provide a well-established transportation network to facilitate the process and the development of selfunloading vessels are designed to facilitate the process.

Carl Donnelly, International Sales Manager with Telestack, the stalwarts in mobile port equipment, explains the benefits of self-unloading vessels, “Belt self-

unloading vessels are equipped with long, discharge booms and integrated conveyer belts. When aggregate cargo is discharged from the vessel, it is smoothly delivered directly from the holds along conveyer belts through the boom to shore at a rate of up to 3,000tph [tonnes per hour] and more.”

It is at this point however that many ports encounter difficulties in handling the aggregates from the discharge boom point and onwards to storage or trucks for ongoing transport. Typically, this is done via a dedicated fixed hopper/conveyor system which transfers the material to the storage area. This means that the port’s infrastructure needs a dedicated area for discharge, which in some cases is not feasible and limits the flexibility of the both the vessel owner/operator and the port / stevedore on shore.

In the event of no fixed hoppers/conveyor system, the material is transferred directly to the ground for handling with wheel loaders, grabs and trucks. When handling tonnages of up to 3,000tph, this can mean many wheel loaders, trucks operating in the boom discharge point struggle to keep up with the tonnage requirements of transferring the material away from the shore side. The self-unloading vessel has a fixed window to discharge, so this puts many pressures and costs on the shore operators to move/ transfer the material as quickly as possible

to ensure unloading rates are maintained.

Donnelly continues “This greatly increases the cost per tonne via double/ triple handling of the aggregate via the auxiliary equipment with high fuel and labour costs. This also highlights a major safety concern working under pressure with an extensive range of equipment required in a single area during the unloading phase.”

In certain scenarios where the vessel can discharge directly to the storage area, the limited space requirements means the material still needs to moved or stockpiled to maximize the current infrastructure, again causing a ‘bottleneck’ in the handling process while increasing costs and further traffic on site. Also, this technology means the vessel or discharge boom does not have to move at any stage during the unloading process to fill the stockyard area, as the mobile unloading/stacking system is doing the material transfer saving time and labour.

Telestack offers a solution to this issue by utilizing a mobile conveyor systems direct from the discharge point (vessel discharge boom) to the storage area, while eliminating the need for any wheel loaders, grabs or any further resources. These mobile conveyor systems allow the equipment to be used when the vessel is berthed and the moved off-site or into the storage area, which makes it a perfect solution for multi-cargo berths who do not

eft unchecked, spillage and airborne dust can be extremely dangerous and expensive. Fugitive material in any form is a costly concern, whether to workers’ health or to conveyor belt components.

Martin’s transfer point products (such as belt support, sealing and tracking) control the load on the belt and diminish dust-related problems. When bulk material transfer systems are properly designed and maintained, operations run cleaner, safer and more efficiently.

Martin Engineering. Very good.

IMPACT CRADLES

SLIDER CRADLES

TRACKERS

have a dedicated unloading facilities.

The range of designs from Telestack allow for handling rates from 200 tonnes/hour to 1,000 tonnes/hour from smaller 3,000dwt to 10,000dwt selfunloading discharge vessels. The range also extends for the largest self-unloaders with handling rates from 1,000tph up to 3,000tph of aggregates. These proven designs allow for a self-propelled mobile system that can handle the smallest to the largest self-unloading vessels, all ensuring the same principles of: reducing costs per tonne; v eliminating double/triple handling at v

the shore side; removing wheel loaders/trucks and v grabs from the handling process (fuel/labour); improving site safety (less traffic in v specific area); reducing dust and emissions (all v electric mobile conveyor systems); and direct material transfer from ‘Vessel to v Stockyard’ — removing ‘bottlenecks’.

The optional all-electric driven units ensure the environmental and emissions concerns are addressed in all cases, meeting stricter port regulations reducing carbon footprint.

Also, further options in relation to dust enclosed conveyors systems and dust extraction can all be utilized on the equipment, depending on local regulations.

The Telestack mobile conveyor systems utilised in combination with the selfunloading vessels offers a significant advantage in offering new opportunities for ports/stevedores to establish new business and processes which will make them more competitive in their industry. By improving this process of handling the material more efficiently operators can utilize space on the shore and increase bulk tonnages through their facility.

A flexible alternative method using Telestack mobile equipment.

Self discharging vessel — Telestack mobile conveyor system.

Pulleys, idlers and idler frames from REPA Conveyor Equipment

REPA Conveyor Equipment B.V. (REPA CE) based in the Netherlands specializes in producing high quality pulleys, idlers and idler frame for customers worldwide.

REPA CE is a member of the REPA Group, which has been in the belt conveyor business for over 27 years. The company has recently relocated to new spacious office and warehouse facilities in Alkmaar, the Netherlands.

CAPABILITIES

REPA CE has a strong in-house engineering capability that provides tailor-made designs. It selects and optimizes the best engineering solutions to meet specific customer demands, and environmental conditions for a large range of industrial applications that include but are not limited to the following: bulk materials handling (coal, cement, etc; mining; minerals; recycling industry; poultry industry; food industry; mushroom industry; palletizing industry; and agriculture industry. It also supplies custom made rollers to all kinds of industries.

REPA CE’s product range includes; pulleys and idlers (for all belt conveyor v systems including trough conveyors and pipe conveyors); pulleys up to 20 tonnes maximum v (shell & shaft combined); pulleys (cylindrical/crowned — v ceramic/ rubber/PU lagging); thermally controlled heater pulleys; v belt guide rollers/re-tracking idlers

v and frames; steel rollers to (DIN, CEMA, SANS, v GB etc. standards); HDPE rollers/belt scrapers; v carrying and return training idlers; v rope pulleys & wheels; v idler/trough frames; v

steel structures; and v canopies/covers. v

REPA CE’s manufacturing capabilities consist of three large modern factories based in China, employing approximately

470 employees. The third factory was acquired in 2018 and is purely focused on HDPE and PU products which has room for expanding operations threefold once the demand in the market picks up.

first factory (200,000m²): v for pulleys and idlers; second factory v (87,000m²): for idlers, idler stations and structural steelwork; third factory (9,701m²) : v HDPE idlers, belt scrapers, PU/ HDPE components.

All factories have a full complement of modern and well maintained equipment fit for purpose, consisting of the following: profile cutting v equipment and hydraulic plate rolls (pulley shells); hydraulic brake presses/ bending and v punching machines (structural steelwork); the latest welding technology v (qualified operators & procedures to AWS/ EN standards); robotic welding line for structural v steelwork and idler frames; heat treatment facilities; v Non-Destructive Testing (carried out v by certified level II NDT technicians); a full range of conventional and CNC v horizontal lathes, boring and milling machines (shell, end discs, shafts); rubber vulcanizing, including autoclave v and high quality corrosion protection facilities (including powder coating); dynamic and static balancing; v PU/ HDPE extrusion and CNC v machining centres (third factory); and zinc plating and hot dip galvanizing are v carried out by approved sub-suppliers under strict quality and environmental controls.

All operations are supported by a qualified and dedicated QC department which includes a full time resident engineer (expat), operating in all factories, providing technical support, inspections and assistance on manufacturing processes. This is further enhanced by in-house inspection and testing facilities, nondestructive testing and mechanical/chemical analysis laboratory in accordance with and certified to:

ISO 9001:2015 Quality Management v Systems.

ISO 14001:2015 Environmental v Management Systems.

ISO 18000:2007 Occupational Health v & Safety Management Systems.

ISO 3834-3 – Quality Standard for v Fusion Welding and Metallic Materials. Customers are provided with Inspection &

Test Plans (ITP) prior to commencement of work (if required) for approval and final manufacturing data book (MDR) consisting of inspection, test reports, material certification and welding documentation are compiled progressively until final completion. Weekly progress and inspection surveillance reports complete

with photographs are issued on a weekly basis throughout manufacture upon request as part of REPA’s total commitment to its quality and customer satisfaction programme.

Idlers are designed and supplied by REPA CE in accordance with: DIN 22112-3 – Testing Requirements. v

Strict T.I.R. control according to DIN v 22112-2.

Dynamic Balancing – Class G40/G16 v according to ISO 1940:2005. These two manufacturing facilities combined are capable of producing approximately 2,000,000 high quality energy saving idlers annually.

Superior Industries, Inc., a US-based manufacturer and global supplier of bulk material processing and handling systems, has announced the launch of version 14.0 of its TeleStacker Conveyor PilePro™ Automation programme. This latest edition brings significant enhancements to user interface and functionality.

Included among the notable changes is the introduction of an updated touch screen boasting a higher resolution to enhance visibility in outdoor settings. Additionally, the screen’s protective housing has been fortified to withstand fluctuations in temperature more effectively, ensuring great performance in various conditions.

Also new, each screen is now loaded with an on-demand view of the owner’s manual. A PDF viewer provides screenspecific instructions from the owner’s manual for each step in the automation user experience.

The upgraded technology applies to all new TeleStacker Conveyors effective 1 March 2024. Owners and operators can upgrade their existing conveyors and should contact their local dealer or

ABOUT SUPERIOR INDUSTRIES, INC .

From Rock Face to Load Out®, Superior Industries engineers and manufactures groundbreaking bulk material processing and handling equipment plus cutting-edge components. The 52-year-old

manufacturer supplies bulk crushing, screening, washing and conveying systems plus all related parts and services for industries like aggregates and mining. In addition to manufacturing from its hometown in Morris, Minnesota, USA, Superior operates four additional US facilities, plus operations in South America and Asia.

Superior’s Aftermarket Parts department directly for more information.

Justifying conveyor system equipment upgrades

From mining to biomass, industries that handle bulk materials depend on intelligent, hardworking individuals who can be trained and promoted to positions from which they go on to make experience-based decisions, writes R. Todd Swinderman, CEO Emeritus/Martin Engineering. Using their expertise, they are often tasked with identifying conveyor system issues and proposing critical changes to improve production, safety and efficiency. These projects typically require capital investments, and convincing management to earmark budgets for improvements requires supporting data, solid ROI projections, thoughtful persuasion and good timing.

“Collecting the proper data and presenting convincing arguments is almost an art form,” said Dan Marshall, Process Engineer at Martin Engineering. “The first few times you do it can be frustrating and tedious. But reviewing some of the company’s past proposals — including those that were rejected — is always educational and working with the manufacturer of the proposed equipment can be helpful.”

CHOOSING THE RIGHT KPIS

Measuring performance requires data, so determining the most relevant Key Performance Indicators (KPIs) is important. These measurements help create evidence for stakeholders so they can make informed budget decisions. From a single piece of equipment to an entire project involving multiple components, KPIs should be part of any strategic process to assess performance and help set objectives. Often displayed in graphs or charts for visual effect, performance measurements relay trends and progress related to a goal that can be easily recognized and absorbed.[1]

There are two types of KPIs, leading and lagging. Leading KPIs are those that indicate future problems which can cause expensive unscheduled downtime, such as

[1] Swinderman, R. Todd; Marti, Andrew D.; Goldbeck, Larry J.; Marshall, Daniel; Strebel, Mark G.: Foundations; Fourth Edition; pg. 465, pg. 443; Martin Engineering; Worzalla Publishing Company; Stevens Point, Wisconsin 2009.

https://foundations.martin-eng.com/foundations-4book-download

[2] Swinderman, R. Todd; Marti, Andrew D.; Goldbeck, Larry J.; Marshall, Daniel; Strebel, Mark G.: Foundations for Conveyor Safety; First Edition; pg. 451; Martin Engineering; Worzalla Publishing Company; Stevens Point, Wisconsin 2009.

https://foundations.martin-eng.com/foundations-4book-download

Mean Time Between Failure (MTBF).

Lagging KPIs are those that happen during or after downtime, such as “reactive maintenance.” Keep in mind that KPIs require a reasonable period to collect the data, sometimes stretching across an entire year or more. Benchmarks by which to measure failure or success of the performance metrics are essential.

COMMON TYPES OF BULK HANDLING KPIS:

Unscheduled downtime: labour and v servicing during an emergency shutdown are estimated to be three to seven times more expensive than scheduled downtime when workers are not pulled from other essential duties and contractors have time to offer competitive estimates. For example, just a one-percent difference in system availability for a coal-fired power plant could be worth one to two million US dollars in annual revenue. The cost of even the shortest unscheduled outage is prohibitive.

When calculating the cost of downtime, common expenses to include are:

A. Lost opportunity cost (missed sales, supply line impact, etc.)

B. Purchase of replacement components

C. Maintenance labour

D. Subcontractor labour

E. Consulting and engineering fees

F. Testing and analysis

Labour costs and fees: although v these are included in determining the cost of unscheduled downtime, they are both leading and lagging KPIs, essential budget line items to determine the viability of any pending project. All maintenance related to the targeted project component(s) should be logged, including servicing of the system leading to and from the component(s).

Direct and indirect costs: direct v costs can include labour, but generally also cover replacement equipment, contractor costs, production losses and injuries. Indirect costs are investigations and settlements as a result of injuries or accidents, increased energy usage, increases in insurance premiums, MSHA or OSHA fines and qualitative costs like poor morale, etc.

MTBF: mean time between failures is v the average uptime between unscheduled outages. It is a vital

Project planning can be time-consuming, so schedule quiet desk hours to focus (all images: ©Martin Engineering 2024).

performance metric to measure safety and equipment design and aids in determining new equipment’s return on prevention (ROP) as compared to existing equipment.[2] ROP is an abstract representation of the potential economic success of occupational safety and health. Equipment with a better ROP is generally higher quality, with less maintenance required. It can be expected to carry a somewhat higher purchase price, so MTBF is key to justifying the cost and safety benefits.

To calculate MTBF, review the history of the system or equipment, compile the times between each failure, add them together and divide by the number of periods. For example, six failures have five periods of uptime between, so if the total uptime is 22 days, dividing that by five makes the mean 4.4 days. To increase the impact of the dataset, add the number of workers and man-hours for each downtime period and calculate the direct cost in labour. [Fig.1]

Opportunity cost: opportunity cost is v the value of production lost due to unscheduled events such as machine breakdowns, shutting down to clean up fugitive material or safety incidents. The concept is that if the product is not available for processing, and therefore sale, a profit opportunity is lost. [Fig.2]

MAKING THE CASE

“As technical people who work with the equipment day in and day out, perhaps the

most difficult part of this process is having to justify or ‘sell’ it to management,” said Marshall. “To do this, operators need a good narrative, solid data, reasonable cost projections and a convincing ROI (return on investment).”

Stakeholders will typically visit the area when the system is working well, so photos and video bolster the narrative and help

with visualization. More is better, and quality matters. Graphs are also invaluable for visualization, so plan KPIs with a clear X & Y axis that will reveal evident ‘differences over time’ or ‘costs per unit’, etc.

ROI is extremely important in any equipment purchase but calculating it can be tricky. That is why all direct and indirect

costs need to be applied. The goal for many smaller projects such as belt cleaner upgrades is to get the payback period to one year or less. [Fig.3] Categorize all possible causes of increased costs and then figure out the costs associated with each category.

For example, calculating ROI to upgrade belt cleaners starts first with isolating a cleaner, then identifying the challenges associated with it. Likely one category will

Figure 1 – MTBF calculated over a sample period.

Figure 2 – Opportunity cost calculation.[2]

Figure 3 – ROI payback over the specified time.[1]

be spillage from carryback. Some of the common costs associated with spillage are cleanup time/labour, low air quality, safety (lockout/tagout, PPE, etc.), replacement parts (fouled rollers and machinery) and unscheduled downtime. [Fig.4]

Although ROI is a focus for management, Return on Prevention is arguably just as important. Staying with the example above, lower quality equipment may offer a quicker ROI but might only clean 80% of material from the belt and deliver a shorter service life before unscheduled downtime starts all over again due to dust and spillage. Higher quality equipment with proven performance may be a higher cost with a slightly extended ROI, but the cost is generally justified over the long term. Reviewing equipment specs, examining the construction and evaluating case studies from similar applications can help determine ROP.

Successful proposals generally offer a direct line to a solution and the next steps for implementation. Make sure the intent of the project is clear, the bottom line is as close to the real outcome as possible and that all project variables are considered (downtime, labour, installation obstacles, special equipment such as cranes and any associated safety regulations or certifications). To ensure that projects will meet government-mandated safety standards, insist on factory-trained technicians with certifications from OSHA, MSHA and other industry-recognized organizations. Many equipment suppliers contract their installation and service functions to outside firms, which often represent dozens of different product lines. Personnel trained by the equipment manufacturer and dedicated solely to its proper care will have greater knowledge and experience, ultimately delivering superior results over the long term.

DETERMINING THE INVESTMENT STRENGTH

One of the most anxiety-inducing aspects of this process is determining how to make the best financial decision on equipment. Luckily, there are the general calculations of net present value (NPV) and internal rate of return (IRR) to help with this endeavour. These are financial tools that can be used to compare investment options, including safety investments.

NPV is a financial measurement of life cycle costing where two or more options are evaluated based on initial price, annual costs and expected life as expressed in

terms of today’s currency. Generally, the option with the highest NPV would be the wisest choice. IRR shows the annual compounded rate of return on an investment and is defined as the interest (or discount) rate that makes the NPV equal to zero.

NPV and IRR are calculated in Figure 5. The calculations are linked to:

Cash flow = the expected savings for v a specific year minus the costs of operating and maintaining the project in that year.

I = the total number of periods v

Figure 4 – ROI categories for a belt cleaner replacement.[1]

Figure 5 – NPV and IRR are common industry-wide tools used to approximate investment strength.[2]

(usually years) used in the analysis.

Initial investment = the initial v purchase, delivery and installation costs of the project.

R = the weighted cost of money for v the company from all sources: borrowing, selling stock, etc.

Expressed as a decimal and often called the discount rate, this can also be thought of as the inflation rate.

IRR = the discount rate that makes v the NPV equal to zero.

HALF MEASURES OFTEN ACHIEVE LESS THAN HALF RESULTS

Purchasing decisions are often based more on price and what’s in the budget than on achieving performance (ROP) and reducing costs. A common question is: “This is what I have in the budget, what can you do for that?” The correct answer is often, “Nothing.” That’s because taking half measures often only temporarily treats the symptoms of conveying problems and doesn’t address the root causes. To illustrate the point, a belt cleaning case study[3] is analysed using actual customer data and making some assumptions based on industry averages.[2] The installation and maintenance costs consider that the conveyor is a reversing design and dual belt cleaners were installed at both ends. It’s critical to specify equipment that is designed for safety and ease of service, rather than just seeking the lowest-cost options. These components may carry a slightly higher initial price, but they will pay off over the life of the equipment and ultimately result in lower life cycle costs.

Belt cleaning effectiveness is the percentage of material the cleaner removes from the belt and is measured by the grams per square metre (g/m2) that the cleaner removes from the dirty portion of the belt. Many manufacturers claim 98% or more cleaning efficiency without specifying 98% of what: 98% of 500g/m2 or 98% of 100g/m2

CUSTOMER DATA

of carryback? The desired result is not cleaning efficiency, but the effectiveness in reducing carryback — expressed in the tons of fugitive material that have to be cleaned up. In this study the carryback levels were measured by a technician using a standardized test method. Equipment design and effective maintenance are keys long-term safety and cost control. Components that are engineered with these priorities will deliver longer service life and reduce maintenance costs, while minimizing the risks inherent to bulk conveying. In this analysis, the effectiveness is assumed to be 50% for the precleaner and 55% for the secondary. It was assumed the cleanup was done manually by shoveling at a rate of half a tonne per hour and labour cost is $25/hour.

The five-year time frame was chosen as a reasonable life for this type of equipment. Doing nothing is costing $800,800 in discounted cash flow over five years. For spending an additional $10,000 up front on equipment and $5,000 a year in maintenance, the additional cash flow for the full solution (installing two cleaners on each end of the reversing conveyor) compared to the half solution is $201,700 on labor alone for the dual cleaning system vs. a single belt cleaner on each end of the conveyor and $578,000 compared to doing nothing.

If the one-year ROI on the initial investment for the full solution compared

ASSUMPTIONS

to the half solution is considered as savings divided by costs, it would be ($211,250 –46,500)/$20,000 = 1.76 or 176%, which is very good. But ROI doesn’t tell the whole story, and that’s why the NPV method should be used. One could also consider adding tertiary cleaners, but at some point there is a diminishing return, as it’s not possible to clean a conveyor belt 100% consistently over time.

A company’s cost of money may be different, or it may have a different labour rate. Once the NPV spreadsheet is set up, it’s very easy to change assumptions, costs and savings to compare the results. If the cash flow from added sales and reduced accident exposure and other identifiable costs are included, it becomes even more clear that best financial, safety and production is the full solution. As is the case of most upgrades for the control of fugitive materials, the ROP is so great that the Internal Rate of Return is off the charts.

PROJECT MANAGEMENT

The success or failure of a project can come down to good project managers. They manage the schedule and budget to ensure that work is completed on time, and on budget. Establishing reasonable and

[3] Martin Engineering Problem Solved Paper, https://www.martineng.com/content/case_study/16434/belt-cleanersreduce-carryback-78-percent

a Assume the dirty belt has 100g/m2 of carryback. Effectiveness = 100g/m2 x [(1–50%) x (1–55%)] = 22.5g/m2 remaining on belt after cleaning or (100g/m2–22.5g/m2)/100g/m2 x 100% = 77.5% effective.

FIG 6: BELT CLEANING CASE STUDY DATA

FIGURE 7: NPV OF CLEANUP LABOUR SAVINGS FOR HALF AND FULL SOLUTIONS

Groundbreaking Solutions

KOCH Solutions stands at the vanguard of material handling, driving progress with over three centuries of combined expertise and a global portfolio boasting 10,000 projects. At KOCH Solutions, we are redefining material handling excellence with our advanced stockyard systems. Meticulously engineered to cater to the dynamic demands of high-capacity operations, our solutions stand out for their modular innovation and seamless integration into existing workflows. Crafted from a blend of tried-and-tested components, each system we devise is a testament to our commitment to tailor-made efficiency. We don't just provide equipment; we deliver comprehensive, turnkey solutions that resonate with your unique specifications, ensuring operational effectiveness paired with economical investment and operating costs. Our ethos is to forge a path of progress in material handling that aligns with your vision of growth and efficiency.

clear expectations for co-workers, vendors and subcontractors helps ensure the quality of the finished product. Some manufacturers offer conveyor inspections and cleaner maintenance as part of a managed service relationship. Their monitoring systems can track component wear and update the service technician and/or operations personnel via wi-fi or cell phone on upcoming service needs. Some new systems can even adjust belt cleaner tension automatically, and the technology will also send an alert through a mobile app in the event of upset conditions.

Factory-trained service technicians provide an added set of eyes on the conveyors, travelling to and from the equipment to be serviced and logging details in their service reports. Because they see so many different applications, they can often alert on problems that maintenance personnel don’t see or have become accustomed to ignoring. With factory-direct managed service, the responsibility for maintenance falls on the manufacturer, allowing the staff to focus on other priorities.

At first glance it may seem that a plant

has the in-house capacity to maintain belt cleaners, and hiring a managed service provider doesn’t make sense. The reality is a conveyor will run with a belt, a head and tail pulley and a drive — maintaining everything else can be put off (and often is) for production at any cost. A ‘run until broken’ philosophy means more than nonfunctioning equipment — it can increase unplanned downtime, exacerbate financial issues and affect worker morale, too. Then, in the rush to patch things together, maintenance workers are tempted to take shortcuts and work around established procedures, exposing them to greater potential for injury. In contrast, a service contract that employs factory-trained technicians will often result in problems being identified before they become catastrophic failures, reducing downtime and further equipment damage.

Factory-trained direct service personnel and replacement parts are key to obtaining expert maintenance for optimum performance and component life, leading to on-time deliveries and high customer satisfaction. Some manufacturers will even supply free remote monitoring and reporting equipment that’s accessible by wi-fi or cell phone. These managed service technicians, supported by a financially stable, well-established manufacturer and armed with the specific knowledge and equipment to do the job, are often the answer to common belt cleaning problems.

Clear scope, budget and timeline management are critical to a successful project.

Collaborating with factory-trained technicians delivers the most economical solutions.

For these technicians, who spend every day assessing and servicing belt conveyors, maintenance and repairs become more of a precise science than a judgement by rule of thumb.

PRIORITIZING SAFETY JUSTIFIES THE COST

Often issues like excessive dust, mistracking, spillage, carryback, etc. are considered commonplace and ‘the cost of doing business’. In reality, they are extremely unsafe, costly and easily remedied with modern equipment. A common injury for cleaning or maintenance personnel is a muscle strain. The OSHA Safety Pays Calculator [4] estimates the cost of a single lost time muscle strain injury at $32,023 in direct

maximize productivity and reduce downtime.

ABOUT THE AUTHOR

R. Todd Swinderman, President Emeritus/ Martin Engineering, 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 served as President of the Conveyor Equipment Manufacturers’ Association (CEMA) was the editor of CEMA’s 6th and 7th editions of Belt Conveyors for Bulk Materials, The Design Guide for Belt Conveyors. Swinderman is active on several CEMA committees including Chair of the Bulk Safety Committee and is a member of the ASME B20 committee on conveyor safety which set US conveyor safety standards. Swinderman retired from Martin Engineering to establish his own engineering firm, currently serving the company as an independent consultant.

ABOUT MARTIN ENGINEERING

Martin Engineering has been a global innovator in the bulk material handling industry for more than 80 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 18 factoryowned facilities worldwide, with wholly owned business units in Australia, Brazil, China, Colombia, France, Germany, India, Indonesia, Italy, Malaysia, Mexico, Peru, Spain, South Africa, Turkey, Japan, the USA and UK. The firm employs more than 1,000 people, approximately 400 of whom hold advanced degrees. [4] https://www.osha.gov/safetypays/estimator accessed

and $35,225 in indirect costs for a total of $67,248. If there is a history of safety incidents, improvements can often be justified on safety alone. Identifying that an issue exists is the first hurdle; another is asking for help collecting data and making sure it’s recorded correctly. Keeping the project and equipment decisions simple and safety-focused is the best approach.

“The earlier service technicians are brought into the process, the more they can assist,” Marshall added. “We often walk the belt and inspect conveyor systems along with operators to find practical solutions that can help define their KPIs, narrow the scope of data collection and get them to their goal faster and more safely. Regularly-scheduled reviews of conveyor belts, cleaners, tracking, chutes, dust control and other components from experienced specialists with extensive training and expertise will help conveyor operators

Regular inspections by factory-direct professionals help minimize downtime and improve efficiency.

ROXON Overland Conveyor modernization to gearless drives

Since the 1980s, ROXON has delivered long overland conveyors to all major companies in the Nordic countries. One example is a 3km-long overland conveyor delivered in 1988 which is still in operation in Sweden. For the first time, ROXON changed the belt on this same conveyor in 2022.

The history and track record of ROXON in deliveries of overland and high-

capacity conveyors is long. LKAB Malmberget, ROXON’s customer since the 1970s, purchased a 1.7km-long underground conveyor which was delivered in 1999. LKAB has recently decided to change the original drives to direct drives, more precisely permanent magnet motors. At the same time the capacity of the conveyor is increased from 3,000tph (tonnes per hour) to 3,600tph.

LKAB Project Manager Pär Sundqvist explains the background of the modernization. “The upgrade of the drivetrain for this conveyor is done primarily for capacity reasons, but also from the perspective of energy efficiency. By doing this upgrade we expect a possibility to increase the utilization of the whole production line of the mine by somewhere around 2–5%.”

The change from traditional geared drives to gearless drives is creating significant changes to conveyor dynamics since the inertia of drive station is significantly reduced. Therefore, LKAB ordered expert services from ROXON to execute the dynamic analysis of the conveyor. In a dynamic analysis starting, stopping, emergency stop — and all other possible scenarios — are simulated to find out transient tensions during the specific event.

Dynamic analysis answers the following questions:

How should the braking be done to v minimize the maximum transient belt force but holding sufficient minimum tension considering all cases?

What will be the counterweight v movements in all situations?

Is there a need for a capstan brake? v How to execute an emergency stop v

without risking safety or harming the conveyor etc.

ROXON optimizes all overland conveyors using dynamic analysis tools (>1km in length, very high capacity or exceptional geometry). These conveyors are complex machines and the results from a dynamic analysis define the conveyor function in detail to ensure high availability and safe operation for decades.

Teemu Lahti, Product Manager for belt conveyors was responsible for the dynamic analysis and has executed many projects in co-operation with LKAB.

“It was a privilege to be part of this project and help LKAB who we have long history together. Obviously, the calculation and conveyor design has developed a lot in the last 25 years but still it’s great to see that the original design has offered great

reliability and safe operation for the customer. The modernization project was started by reviewing all original data and then evaluating proposals from LKAB, taking into consideration how the modernization was planned and which components were preliminarily selected. Together we found out the suitable technical solution and LKAB can proceed with the execution.”

ROXON is also delivering a new drive pulley and renovating the old one to act as a spare part for LKAB. ROXON fabricates and renovates the pulleys in Haparanda very near to the company’s major customers in northern Sweden.

Companies looking for expertise on overland conveyor solutions can trust ROXON which provides the full range of services from basic design to deliveries and even modernizations of existing equipment.

Mastering conveyor belt misalignment: how Tru-Trac’s innovations enhance bulk material handling efficiency

In bulk material handling operations, conveyor systems play a pivotal role in ensuring the efficient and safe transportation of materials. These systems, crucial to industries like mining, port terminals and power plants, face numerous challenges that can significantly impact their operation — key among these being belt misalignment.

Dry Cargo International spoke to Shaun Blumberg, COO of South Africa-based original equipment manufacturer Tru-Trac, about the complexities of these systems and the importance of engaging with a knowledgeable conveyor solutions provider.

“Conveyor systems are critical to the functioning of any bulk material handling operation, but belt misalignment can lead to material spillage and loss, belt slipping accelerated wear and tear on components and excessive dust,” says Blumberg. “It can even cause belt and structural damage, which inevitably means costly production downtime, increased power consumption and higher labour costs.”

He explains that the off-centre travel of the conveyor belt along the conveyor system can be caused by a number of factors. The conveyor structure could be damaged, the foundation may not be level, there may be ill-fitting components or belt splices may be of a poor quality. Other possibilities include improper belt storage which leads to warping or bowing, the

excessive tensioning of the belt, pulleys being out of alignment with the conveyor centre line, or return idler spacing being too wide to track the belt. Misalignment can also be caused by the uneven placement of load on the belt.

Addressing these challenges requires a multifaceted approach, he argues, combining technical expertise, applications knowledge and the latest technology to deliver fit-for-purpose solutions. Blumberg emphasises the importance of partnering with a conveyor solutions provider that has the necessary capabilities to address conveyor related challenges through its level of experience and technical expertise in such applications.

“Furthermore, leveraging the experience of conveyor specialists to

identify and resolve common conveyor related problems will enhance efficiency, reliability and the capability to meet the evolving demands of the industry” he continues.

Tru-Trac’s commitment to providing fitfor-purpose conveyor misalignment solutions means delivering proven solutions for this prevalent problem that not only address immediate issues but also contribute to overall productivity and efficiency. This approach, Blumberg says, helps reduce wear and tear on components, minimise unscheduled downtime and ensure compliance with industry standards and regulations, while enhancing workplace safety and positioning businesses for long term competitiveness and sustainability.

Showing how the TruTrac Taper Trough Tracker corrects belt misalignment.

A Tru-Trac V-Return Tracker keeping the conveyor centred in a dry cargo handling application.

Belt misalignment occurs where the belt drifts off centre, causing numerous issues that translate into operational inefficiencies. Designed to correct misalignments and keep conveyor belts centred, Tru-Trac® Belt Trackers provide a permanent solution to this common challenge. These high performance tracking

solutions do not damage the conveyor belt in any way and activate automatically to provide immediate and continuous adjustment to recentre the belt.

The design features include a unique centre pivot, maintenance free operation with no need for edge contact and a vibration free rolling action that ensures

the tracker operates in all conditions, including on reversible belts. The trackers can be installed above or below the belt on the return side, making them suitable for varying applications.

“By ensuring the conveyor belt remains precisely aligned, our high performance tracking solutions mitigate the risk of

A Tru-Trac impact bed absorbing impact at a transfer point.

The Tru-Trac motorized brush scraper is suitable for chevron or ribbed conveyor applications.Titan dual-feed All Wheel Travel 800-6 Bulk Reception Feeder undergoing a full testing procedure prior to dismantling and dispatch to site in Oman.

accidents and optimize the efficiency and cost effectiveness of bulk material handling operations,” Blumberg says.

With almost three decades of experience, Tru-Trac has evolved into a global belt tracking specialist with exceptional expertise in the design and manufacturing of conveyor belt misalignment solutions. “Our patented selftracking roller systems have evolved into the gold standard for addressing conveyor belt misalignment challenges globally,” he explains. “Our customers also appreciate how user-friendly our solutions are, allowing for easy and versatile installation with low maintenance.”

He highlights that efficient performance of these belt trackers ensures they are cost

effective and deliver the lowest total cost of ownership. They are also versatile in their application, being able to performs in all conditions from wet to dry, from underground to above ground, and even on reversible belts.

“Tru-Trac Trackers only need to be installed where misalignment occurs, and one tracker can align 50 meters of belt, or up to 100 meters on overland belts,” says Blumberg. Among the variety of tracking solutions is the Tru-Trac Return Tracker, which has an inner stationary drum that pivots laterally with the belt, and an outer rotating drum that tapers towards the ends – creating a smaller diameter on the edges.

“When the belt drifts off-centre, it encounters the tracker’s tapered ends,

causing a change in peripheral speed,” he explains. “This compels the tracker to pivot in the opposite direction, guiding the belt back towards the centre.”

The complexities associated in managing dry cargo handling operations underscore the need for effective tracking solutions. Established almost 30 years ago, Tru-Trac has the depth of industry knowledge, technical expertise and operational scale to service and support customers across the globe. The company has a sales and distribution network spanning 80 countries, and its innovative solutions are specifically aimed at addressing these challenges, providing efficient and reliable enhancements to conveyor system performance.

Use of Tru-Trac I-Lock skirting will prevent loss of material on conveyor handling equipment.

A Tru-Trac Slider Impact Frame used in conjunction with a Tru-Trac Sliding Impact Bed supporting a conveyor belt under a loading zone will prevent dust and material loss.

TAKRAF

Group secures major project award with SNIM for F’Derick iron ore project in Mauritania — conveying systems are an integral part

Continued success in West Africa:TAKRAF Group has signed a contract for a complete iron ore in-pit crushing, screening and material handling system together with a train loading station in Mauritania. Conveyor systems represent a major part of this contract.

TAKRAF Group, a world leader for innovative technological solutions for the mining and associated industries, has signed a major contract with Société Nationale Industrielle et Minière (SNIM) for the supply of a complete iron ore crushing, screening, and material handling system, along with a train loading station for the F’Derick project in Mauritania.

The F’Derick iron ore deposit, known for its natural richness in hematite, is part of SNIM’s iron ore complex in Mauritania. With current production of approximately 12mt (million tonnes) per annum, SNIM aims to increase this to 18mt through the development of the F’Derick project, thereby contributing to the country’s iron ore production.

The contract, signed at the end of 2023, marks a key milestone as SNIM begins development work on site. An inauguration ceremony was held in the presence of Mauritanian President of State Mohamed Ould Ghazouani, underscoring the importance of this collaboration

Highlights of TAKRAF’s scope of supply include:

LOT 1 primary crushing plant; v apron feeder; v belt conveyor CV-1; v secondary crushing plant with pre- v screening; belt conveyor CV-2 and transfer tower v TT-1; and required auxiliary systems and v accessories.

LOT 2

belt conveyor CV-5; v train loading (loadout) station; and v required auxiliary systems and v accessories.

TAKRAF designed the system in order to feed the train load-out station with an average loading rate of 100 wagons per hour.

Delivery of the equipment to the port of Nouadhibou is expected to be completed in approximately two years.

Commenting on the award, Thomas

Jabs, CEO of TAKRAF Group, said: “This project is of paramount importance to the country of Mauritania and is a testament to the excellent co-operation and expertise of SNIM and the TAKRAF Group. Our teams from Europe, South Africa, North America and Asia will work seamlessly to leverage their skills and knowledge. We would like to thank SNIM for their trust in our capabilities, the State of Mauritania for their support and all the planning and design teams involved. This award underlines our global strength in delivering complex bulk handling systems.”

Norbert Neumann, TAKRAF Group Sales Manager responsible for securing the project, adds, “The F’Derick project deepens our longstanding partnership with SNIM, which began over a decade ago and further strengthens TAKRAF’s commitment to contribute to the growth and prosperity of the region. SNIM remains an important client for TAKRAF, and we expect many more success stories to come. Our collaboration, dating back to the early

2000s, demonstrates our reliability, successful project implementations, and service-oriented approach. We would like to thank SNIM for their continued trust and constructive collaboration.”

ABOUT TAKRAF GROUP

TAKRAF Group, through its established and well-known brands, TAKRAF and DELKOR, provides innovative technological solutions to the mining and associated industries. With experience acquired over more than a century, the Group is well positioned to provide equipment, systems and services that best satisfy its clients’ mining, comminution, material handling, liquid/solid separation and beneficiation requirements. Servicing owners and operators around the world, TAKRAF Group’s engineered solutions are customized to the unique project requirements and are aimed at lowering the total cost of ownership and reducing environmental impact by improving efficiency with safe and reliable equipment.

The F’Derick project in Mauritania. From right to left, the primary and secondary crushing stations, leading to the transfer tower and train loading station via a network of conveyor installations. This complex system is the result of TAKRAF’s expertise in delivering complex bulk material handling systems.

TAKRAF Sales Manager, Norbert Neumann, alongside SNIM Director Projects, Ahmed Ould Mohamed Ahmed and TAKRAF’s local representative Mohamed Saleck Haidalla (right).

Tsubaki Conveyor Systems India Pvt Ltd’s state-of-the-art products

Tsubaki Conveyor Systems India (formerly known as Mahindra Tsubaki Conveyor Systems) is a wholly owned subsidiary of the Tsubaki Group, Japan.

Tsubaki Conveyor Systems India (TCSI) is a respected supplier of bulk handling equipment and systems and unit handling systems for various specialized applications.

Over the years, TCSI has earned the trust of its customers and established a strong presence in the field. With over 4,000 installations in India and internationally, TCSI has a vast knowledge base to handle most challenging assignments in the material handling field.

TCSI has a state-of-the-art manufacturing facility, located at Pirangut near Pune. TCSI’s operations are certified for Quality Management standards ISO 9001:2015; Environment management standards ISO 14001:2015 and Occupational Health and Safety management standards ISO 45001:2018.

TCSI’s major product portfolio includes: Bucket elevator: with a track record v of a successful supply of over 1,500 systems, TCSI is a major supplier of chain & belt bucket elevators. Its highest capacity supplied chain bucket offers a capacity of 2,500 tonnes per

hour for roller press application, and its tallest supplied belt bucket elevator is around 119m for feeding to a pre-heater in a cement plant.

Chain conveyor: TCSI has v supplied in excess of 2,000 chain conveyors for various applications

Chain bucket elevator.

Belt bucket elevator.

— including RABH, WHRS, coal feeder, The longest chain conveyor it has supplied is about 95m handling soda ash.

TCF feeder (thickness compensating v feeder): this is a versatile product , which can receive bulk material through self-dumping trucks/truck

tipplers and can discharge to subsequent conveying system as per required capacity. TCSI has a substantial supply record for these machines for various applications.

Other products in the manufacturing range include apron feeder. coal feeder, gravimetric feeder and specialized conveyors such NFV, LC etc.

Gentle handling of dry bulk products with Bühler conveying technologies

In the dynamic landscape of dry bulk product handling, Bühler stands out for its innovation, efficiency, and adherence to the highest safety standards. The company’s expertise in developing a range of conveying technologies is a testament to its deep understanding of the industry’s demands. Central to Bühler’s offerings are elevators, chain- and belt conveyors as well as shiploaders and unloaders, all designed to handle a variety of commodities with care and efficiency.

BÜHLER’S OFFERINGS IN CONVEYING TECHNOLOGIES

Chain conveyors: Bühler’s chain v conveyors exemplify the company’s commitment to innovation. Despite their compact size, these conveyors efficiently transport large volumes over long distances while ensuring the gentle handling of materials. This gentle approach is crucial in maintaining the quality of granular and floury bulk goods. For environments with stringent hygienic demands, Bühler’s specialized chain conveyors, equipped with self-cleaning features and food-grade materials, demonstrate the company’s focus on food safety and efficiency.

Belt conveyors and elevators: the v company’s belt conveyors and

elevators complement its chain conveying systems. Optimized for respectively vertical and horizontal transportation, these are essential in processing plants where space efficiency and operational effectiveness are key. Bühler has integrated advanced safety features and sensors into these systems to enhance operational reliability and protect both the product and the workers.

Tubular conveyor ‘TUBO’: with the v development of the ‘TUBO’, the new tubular conveyor, the company once again shows its strive for excellence, taking a proven solution and improving

the technology behind. The new design can transport bulk-material in processing industries with a great amount of flexibility, while having lowered energy consumption and breakage.

VERTICAL CONVEYING MADE EASY

Whether in silo plants or processing facilities — for process-related reasons it is almost always necessary to elevate products. Bühler’s elevators (see Picture 1 below) operate extremely economically and efficiently thanks to their low energy consumption. Bühler offers three lines: Basic, Ex-Protection and heavy-duty.

Chain bucket elevator.

Apron feeder.

Photo 1: The heavy-duty line’s belt and bucket elevator is ideal for the vertical transport of bulk materials at capacities of up to 1,400tph.

The heavy-duty line’s belt and bucket elevator is ideal for the vertical transport of bulk materials at high throughput rates. It can lift up to 1,400tph (tonnes per hour) of products up to 80 metres. Suitable products include grains, compound feeds, pellets, and oilseeds. With its robust construction, modular system and good wear protection, this high-performance elevator is used at port terminals, storage facilities, and in processing industries. Typical areas of application are port facilities, shiploading and unloading and larger silo plants.

CHAIN CONVEYORS – HEAVY-DUTY LINE : HIGHPERFORMANCE HORIZONTAL CONVEYING

There is a wide range of applications in silo installations and processing plants for the trough chain conveyor (see Pictures 2 & 3):

for material acceptance, it conveys the material from the intake hoppers from the train or truck. It later distributes the material in the silo cells or discharges it. With the chain conveyor, Bühler offers a highperformance conveyor that can transport up to 1,200tph of product, over distances of up to 150 metres.

FORGED CHAIN LINKS

Chain links that are forged (see Picture 4) give the heavy-duty line a particularly high degree of longevity. This product is characterized by a high load capacity with simultaneously low wear.

Pictures 2 (& 3, below): chain conveyors are an ideal solution for heavy-duty applications.

Picture 3.

Picture 4.

Application areas are silo and port facilities with high handling volumes.

ENCLOSED BELT CONVEYORS

Bühler’s enclosed belt conveyors (see Pictures 5 & 6), equipped with spot filters, are popular because they not only meet hygiene standards but also enhance plant

safety by minimizing suspended dust and reducing explosion risks.

In conclusion, Bühler’s role in the field of conveying technologies is characterized by a continuous drive for excellence. Its comprehensive solutions in chain conveyors, belt conveyors, elevators, and

shiploading and unloading systems not only meet the industry’s needs but also paves the way for a more efficient and sustainable future in bulk material handling.

For details on Bühler’s expertise in grain handling equipment, please see ‘Bühler boasts worldwide presence in grain processing activities’ on p135 of this issue.

Pictures 5 (& 6 below): Bühler’s enclosed belt conveyors are in use at global food provider COFCO International’s facility in Timbúes, Argentina.

Picture 6.

Gearless conveyor drive strategic partnership to reach even greater heights

TAKRAF and ABB, a global technology leader in electrification and automation, recently renewed their ongoing strategic partnership regarding the deployment of Gearless Conveyor Drive (GCD) technology on TAKRAF bulk material handling solutions enabling a more sustainable and resource-efficient future.

ABB Head of Sales Mining Germany, Frank Kschamer and Thomas Jabs, TAKRAF Group CEO, together with Ulf Richter (ABB Product Manager Mining Conveyor Systems), Frank Enderstein (TAKRAF Group Head of Sales & Marketing) and Daniel Greune (TAKRAF Group Vice President Systems) entrenching both partners’ commitment to the strategic partnership at the recent celebratory event held in Leipzig, Germany.

In an important development for the global mining industry and as a commitment to both groups’ efforts in achieving a more sustainable and resource efficient future, TAKRAF Group and ABB, renewed their ongoing strategic partnership, dating back to 2011, regarding the deployment of GCD technology.

Gearless drives eliminate the need for a gearbox, hereby significantly reducing the

number of main wear parts, which results in increased efficiency and reliability, as well as less maintenance being required.

Further advantages include a considerable reduction in the drive system’s footprint and emissions. In fact, for a large copper mine in Chile, studies showed that CO2 emissions were

reduced by 66% as compared to diesel truck engines for the same copper production volume.

In 2019, TAKRAF delivered equipment for the principal ore transport system for Chuquicamata, one of the world’s largest copper ore mines, moving ore extracted underground to an above-ground

From left to right: Ulf Richter (ABB Product Manager Mining Conveyor Systems), Frank Kschamer (ABB Head of Sales Mining Germany), Thomas Jabs (TAKRAF Group CEO), Frank Enderstein (TAKRAF Group Head of Sales & Marketing), Daniel Greune (TAKRAF Group Vice President Systems).

processing plant using GCD technology (11 x 5MW gearless synchronous motors). This incredible system, boasting a total installed drive power of 58MW, transports crushed copper ore from underground storage bins to the surface along a 7km underground tunnel that overcomes 1km of vertical elevation. Once on the surface, the ore then travels along an overland conveyor that transports it the final 6km to the distribution silo.

Thomas Jabs, TAKRAF Group CEO, had this to say recently at the strategic partnership event, “We are proud of our ongoing partnership and association with our drive technology partner, ABB. This is a relationship that dates back more than 12 years and has resulted in some incredible technology achievements, not to mention delivery of the world’s most powerful belt conveying system at Chuquicamata using GCD technology. GCD’s bring numerous benefits, which are important to us as a company and the complete solution offering we present to our clients. With decreasing ore grades, ever-deeper mines and a general tendency to move from an

open pit operation to underground, powerful, efficient and small footprint conveyor drives will only become evermore important in an industry in which safety and sustainability are also increasingly important. We look forward to this new chapter and, together with ABB, look forward to future GCD installations.”

TAKRAF AND THE CHUQUICAMATA COPPER ORE MINE

The incredible ore transport system, from TAKRAF, for Codelco’s Chuquicamata Underground Mine Project in Chile, transports crushed copper from

underground storage bins to the surface along a 13km conveyor system, 7km of which is underground.

The underground system (comprising two conveyors of about equal length) as well as the overland conveyor boast advanced gearless drive technology provided by TAKRAF’s drive technology partners, ABB. Total installed drive power for the entire system, including various feeder conveyors, totals 58MW, of which there are 11 x 5MW gearless synchronous motors.

Another significant achievement is the installation of the newly developed steel

cord belt, ST10000, on the uphill tunnel conveyors. This marks the world’s very first conveyor system to employ this premier steel cord belt technology.

TAKRAF Group, through its established and well-known brands, TAKRAF and DELKOR, provides innovative technological

solutions to the mining and associated industries. It leverages its experience, acquired over more than a century, to provide equipment, systems and services that best satisfy its clients’ mining, comminution, material handling, liquid/solid separation and beneficiation requirements.

Owners and operators around the world trust TAKRAF’s engineered solutions to lower the total cost of ownership and reduce environmental impact by improving efficiency with safe and reliable equipment. TAKRAF Group offers sustainable solutions backed by expert service.

Conveyors represent a major part of Condor’s product line

Since 1959 with Ferdinand Kisslinger as owner, the Condor corporation (which includes Condor and Isomonte) is a recognized supplier of solutions for material handling bulk such as soy, wheat, sugar, fertilizer, coal, salt, and iron ore for maritime and river pier, train cargo, factory, silo, and warehouse store.

In a strategic partnership with Germany, its factory installs mechanical and pneumatic equipment for a wide variety of companies, always leading technological developments for bulk solids handling.

The group’s activities involve the integration of systems for storing, processing, and handling of bulk handling, equipment, and electromechanical control systems. Nowadays, the group works mostly on infrastructure projects in Brazil, supplying technologically advanced equipment to meet the needs of its clients.

Condor’s pursuit of technological development highlights the group’s commitment to increasing its already prominent position in the Brazilian and international markets. Led by its history of innovation since 1959, Máquinas Condor reinforces the material handling bulk market, delivering effective and competitive solutions. With a forward-looking approach, the group is actively driving technology innovation and making significant contributions to its industries.

PRODUCT LINE

Máquinas Condor stands out as an expert in manufacturing a wide range of essential industrial equipment for the logistics and port sectors. The portfolio includes ship and barge loaders and unloaders, pneumatic conveyors, belt conveyors, enclosed belt conveyors, bucket elevators, and chain conveyors. The company also provides expertise for special projects and turnkey solutions for intermodal terminals and integrators, ensuring operational efficiency and excellence in every application.

Condor’s reputation is built on decades of innovation, quality, and dedication to the specific needs of its clients. Beyond producing high-quality equipment, the company has strong expertise in customizing, and adapting to the unique challenges of each project.

Whether enhancing logistical efficiency, optimizing port operations, or developing solutions that fit each customer, Máquinas Condor is an ideal partner for driving operational success across a range of industrial sectors.

COMPANY CLIENTS

Máquinas Condor S/A boasts an extensive and prestigious client portfolio, spanning various sectors of the national and international industry. The confidence shown in its services and equipment contributes to its ongoing success in serving important and benchmark players in the field. These partnerships reflect not only the quality of the products but also Condor’s dedication to meeting the specific needs of each client, establishing Máquinas Condor as a reference in industrial equipment manufacturing.

RECENT TECHNOLOGICAL DEVELOPMENTS

Máquinas Condor is advancing its product line with enclosed belt conveyor technology. This development reinforces its commitment to excellence and sustainability, providing an innovative solution for the large-scale grain handling. Benefits of the enclosed system include excellent environmental control, absence of leaks and dust emissions, ensuring operational safety — with bearings protected against explosive atmospheres. With reduced maintenance needs and a modular, standardized construction, this technology elevates operational efficiency, providing better visibility in port operations.

ABOUT CONDOR GROUP

The Condor Group an ‘equipment modelling’ approach in its projects, which helps it to stand out among competitors. This approach, using specific software, significantly pushes machine development, improving reliability, and ensuring the excellence of the final product. In addition to remarkable agility in development, the methodology incorporates essential considerations about equipment design and operation through structural analyses and detailed monitoring of production processes. This results in reduced overall execution and manufacturing time, enabling quick market entry, thereby strengthening competitiveness and business reliability.

Condor is a highly advanced company, which uses advanced software to achieve exceptional results. This use of advanced software, combined with extensive knowledge of equipment and Finite Element Analysis (FEA) practices, demonstrates a commitment to technical excellence, focusing on precise analyses and detailed simulations. This emphasizes the dedication to meeting the demands of an increasingly demanding market.

Why cover your conveyor belt? STANDARD INDUSTRIE explains

Belt conveyors often generate dust and material losses, resulting in frequent cleanings, loss of productivity and a negative impact on the environment and operators’ health. The presence of dust containing CMR chemical agents increases the risk to the health and safety of workers, as well as creating a nuisance for neighbours. In addition, maintenance work on conveyors can be frequent and risky.

To address these issues, STANDARD INDUSTRIE International has designed and further improved a containment solution called LIFTUBE®. This patented item of equipment is placed on belt conveyors to optimize their tightness. This system ensures a reduction in dust emissions, material losses, maintenance time and guarantees operator safety.

LIFTUBE® replaces three roller stations on conventional conveyors. In practical terms, standard one-metre modules that can be upgraded are easily installed on all or part of a new or existing conveyor, while retaining the original belt, frame and motorization. The system is installed between the loading and unloading points, and is available in widths from 500 to 1,600mm.

Thanks to the LIFTUBE® design, the belt is contained within a sealed envelope, reducing the risk of material escaping to the outside. Because the cover can be clipped on, it fits perfectly into the upper grooves of the edge supports. It is also watertight thanks to the foam-laminated hoops installed at each end, which enclose the strip.

When a plant shows interest in covering its conveyor with LIFTUBE®, STANDARD INDUSTRIE International systematically carries out a full on-site audit to study the installation of the conveyor and the behaviour of the belt during material transport.

If a new conveyor is to be installed, the LIFTUBE® study is carried out on the basis of plans and according to the plant’s objectives. For example, in a limestone quarry: to avoid as much loss as possible when material falls onto the belt.

During the site survey, the following control points are addressed:

Study of feeding points. This is where v there is a major safety issue for operators. This area of the conveyor is particularly in need of protection.

Check the width of the conveyor, v troughing and inclination.

Observe the belt running when empty v and loaded. See if it runs to the left or to the right. Check in which direction it moves the most, and whether it vibrates.

Check whether the belt is turning v over.

Check where the material falls. This is v where there is a major risk of material loss and the spread of dust. The material must be prevented from spreading across the entire width of the belt.

Validation of the need for an v installation resistant to high temperatures.

Check the motor power required for v

The VEOLIA power generation plant in Germany chose the LIFTUBE® to reduce emissions by sealing its ageing conveyor belt.

the planned equipment (more or less than 20 metres of LIFTUBE®).

THE BENEFITS OF LIFTUBE® INCLUDE :

All areas of the conveyor equipped v with LIFTUBE® are protected, guaranteeing operator safety. Sealing is optimized to prevent dust v emissions.

The belt edge is held in place along its v entire length, avoiding the chain effect. The drop zone is equipped so as to v keep the vein of material well in the middle and to achieve throughputs of around 10 to 15% higher with the same width of strip. This equipment ensures that all the material flows in the right direction and not into the environment.

The unique roller tilting system v provides easy access for changing this wear part.

The LIFTUBE® can be fitted to belts v with an incline of up to 22°.

Some LIFTUBE® installations can v handle more than 1,000 tonnes of material per hour.

ON WHICH TYPES OF CONVEYORS AND FOR WHICH APPLICATIONS IS THE INSTALLATION OF LIFTUBE RECOMMENDED?

In mines and quarries: conveyors for v transport to crushers, conveyors at mine exits (ores: gypsum, anhydrite, etc.)

In cement plants: kiln feed conveyors v (transport of coal, alternative fuels), mill feed conveyors, fly ash conveyors,

clinker cooling conveyors, clinker feed conveyors, shipping dome conveyors, truck loading conveyors, etc.

Glassworks: cullet and broken glass v conveyors (production scrap), protection against crystalline silica dust emissions.

Waste treatment and biomass v power plants: conveyors for fuel, sawdust or hazardous waste.

Steel industry: conveyors v transporting ore, limestone, coke, coal and sinter.

CASE STUDIES IN THE USE OF LIFTUBE®

VEOLIA GERMANY - POWER GENERATION

PROBLEM: this recycled wood plant producing energy based in Bavaria was looking for a solution that would fit in with its plan to reduce emissions and seal its old conveyor belt. The passage of shredded wood of different particle sizes required optimum sealing to avoid overflowing and the risk of the belt shifting. The 650mm belt is fed with raw material by a loader, which delivers all types and shapes of wood regardless the size of material. This creates jolts in the belt and risks the covers being torn off. In addition, the specific nature of the region, with its high snowfall in winter, meant that the hoods had to be more resistant.

SOLUTION: STANDARD INDUSTRIE, in collaboration with REMA TIP TOP, developed a specific solution to meet the requirements of the plant’s main conveyor sealing project. As a result, 55 metres of LIFTUBE® 650 were installed on a conveyor belt carrying shredded wood to the boiler for energy production.

RESULT: raised hoods with an extra-large opening allow wood to pass through without a badly trimmed board tearing the hoods off. What’s more, if a piece gets stuck, the oversized hatch allows the user to grab and pull out oversized pieces. What’s more, the LIFTUBE® design offers a special joint to ensure watertightness. The hoods have been developed with a thickness greater than the standard dimensions to withstand the weight of the snow, so they won’t sag.

WIENERBERGER FRANCE - BRICKWORKS

PROBLEM: Wienerberger is a brick and tile factory that dates back to 2011 and produces 150,000 tonnes of bricks a year. To achieve this level of productivity, the heart of the plant, where production takes place, is automated: “Everything works by itself. That’s our advantage here. We are

one of the most automated and robotized plants in the group.”

In 2021, regulations will require factories using silica to control the emission of so-called CMR (Carcinogenic, Mutagenic, Reprotoxic) dusts. This is what is motivating the Group to invest in improving the safety of its staff.

SOLUTION: the project involves equipping three existing belt conveyors:

TB3: complete LIFTUBE® equipment v on a 1,200mm-wide belt transporting clay.

TB2 & TB1: partial LIFTUBE® v equipment on a 1,000mm-wide belt, mainly at the drop points and the protection of re-entrant points. The hood prevents dust emissions. It prevents the conveyed product from being polluted by contact with the outside environment. The thickness of the cover is greater, adapted and recommended for product chutes. The centreing plates channel the material in the middle of the belt so that it is not in direct contact with the lateral curtains, thus limiting wear on the lateral curtains.

RESULT:

Environment: reduced dust emissions v

between loading and unloading.

Quality: full protection of the v material. No product pollution.

Total safety: protection of entry v points.

Economy: minimum and very simple v maintenance.

Cost-effectiveness: optimized flow v rates.

Standard, adaptable, upgradeable v components.

Installation of the LIFTUBE® system v without modifying the installed power.

CONCLUSION

To meet the challenge of efficient powder waste management in processing industries, containment devices on conveyors are becoming essential. While current solutions such as the LIFTUBE® are effective,

STANDARD INDUSTRIE

International understands that changing environmental standards and increasing corporate environmental awareness are driving a continuous search for innovation. The future of powder waste management will involve the integration of intelligent technologies, increased automation and even more sustainable practices. However, it is vital to remain vigilant when it comes to implementation costs.

WIENERBERGER France — brickworks relies on the LIFTUBE® to prevent material falling onto the belt.

Optimizing conveyor performance with indurad technologies

Conveyor belts are crucial in bulk material handling, ensuring the smooth flow of commodities. However, challenges like misalignment, chute blockage, wear, and inaccuracies in belt scales can lead to maintenance costs, unplanned downtime, and production loss. indurad’s solutions comprehensively address these issues, optimizing conveyor belt operations and reducing associated risks for a more efficient material handling process.

indurad’s iBelt is a contactless, off-the-

shelf solution addressing challenges in various bulk commodities, including iron ore, copper ore, sulphur, potash, etc. The 2D radar scanner, mounted above the conveyor, scans material cross-sections, providing real-time volumetric flow measurements based on a fixed speed value or in conjunction with indurad’s speed radar. Customers can incorporate fixed or dynamic density inputs to archive gravimetric measurements (e.g. tonnes per hour). Dual 1D radar scanners on each

side of the belt ensure precise belt alignment measurements and freeboard for operator intervention, preventative maintenance, and process optimization.

iBelt offers configurability for customers to tailor the system to their needs by selecting specific sensors and features. In addition, advanced features like centre of gravity determination, material height distribution analysis, and freeboard measurement are available through sophisticated software algorithms.

The system’s readings are accessible through a user-defined PLC interface, ensuring seamless integration with existing systems. Users can also access information via indurad’s web-based interface from laptops and mobile devices, providing real-time insights and control over critical parameters. iBelt’s flexibility and accessibility underscore its adaptability to diverse operational environments.

Installation and commissioning are typically done within a single customer shift. indurad facilitates a smooth experience by providing all necessary manuals, instructions, and drawings, simplifying the process and significantly reducing costs by minimizing installation, travel, and commissioning times.

Unlike belt scales, iBelt operates maintenance-free and proves resilient in various environmental conditions, including dense fog, dust, rain, or snow. This durability sets it apart from other optical systems like lasers or lidars. Additionally, iBelt seamlessly integrates with other indurad solutions, enhancing capabilities for inventory measurement and stacker/ reclaimer optimization.

Currently, over 250 iBelts operate worldwide, from the Arctic Circle to the desert. Just recently, a major global

fertilizer producer employs more than 30 self-calibrating iBelt units in their underground mines. Positioned on main conveyors, these units provide real-time measurement of mined material volume flow, effectively preventing spillage and avoiding conveyor overloading. The customer took charge of installing and commissioning these units with the use of virtualized processing machines, showcasing a proactive embrace of cutting-edge technology for optimized mining operations.

Remaining at the forefront of the industry, indurad upholds its competitiveness through a commitment to innovation in both commercial and technical realms. indurad’s DNA includes continuous software and radar sensor development, ensuring our solutions stay at the cutting edge. indurad is evolving with industry demands by introducing new business models such as Software as a Service and OPEX models, aligning with the evolving needs of the mining and bulk material handling sector. This strategic approach reflects our commitment to sustainability and the pursuit of efficient production practices.

Expert interview: steel alternatives for wear protection in conveyor systems

Steel is considered the material of choice for protecting surfaces against wear in conveyor systems for heavy materials. In practice, however, steel reaches its limits in many cases. Rico Harting, Product Manager at REMA TIP TOP , has been developing solutions for efficient and sustainable wear protection in conveyor systems for many years.

In this interview, he explains which alternative materials should be considered for wear protection and how modern composite systems such as REMALOX HD help to reduce repair and maintenance costs and significantly increase operating runtimes.

Q: What are the key challenges in conveying heavy materials?

A: It is no secret that heavy or sharp-edged conveyed materials such as stones and ores are more abrasive than light or round materials. Therefore, increased wear can occur along the entire production process. Loading and transfer points, where the heavy material is transferred from a conveyor belt into a hopper or onto a chute, for example, are particularly critical. Depending on the conveying speed, drop height and impact angle, wear on component surfaces can be particularly high here. This increases maintenance and servicing costs and reduces the service life of a system. Some companies have to stop the operation of their conveyor system several times a

year to maintain the wear protection at critical points.

Q: What role does steel play in protecting against wear in conveyor technology today?

A: Steel is undoubtedly considered the material of choice for protecting the surfaces of vibratory conveyors, cyclones, chutes, loading points, hoppers, etc. against wear caused by heavy materials being conveyed. Plates, sheets and strips are usually used, with wear-resistant steel alloys depending on the load. In medium- to heavy-duty applications in mining and quarrying, and

also in gold mines, steel is very common for lining surfaces, although steel is not always the best solution in individual cases. Operators often rely on steel despite the fact that lighter solutions made of rubber would be more suitable. Others stick to steel despite the fact that it does not meet the demanding requirements.

Q: Where does steel reach its limits in wear protection?

A: Although steel plays an important role in wear protection in the conveying of heavy materials, there are application scenarios where steel reaches its limits

REMALOX HD.

Rico Harting, Product Manager at REMA TIP TOP.

and other wear protection technologies lead to better results. When conveying highly abrasive materials, even highly wear-resistant steel can become severely worn over time. Edges are ripped or fatigue cracks occur due to shock impact. In addition, steel can corrode under extreme conditions — such as moisture, heat and acid. And anyone who has experienced iron ore dropping from a great height into a hopper with a steel lining can confirm that steel does not help to protect against noise in plants. Other materials or composite systems are often more suitable in these cases.

Q: What are the alternatives to wear protection with steel?

A: As alternatives to steel, rubber, ceramics and composite systems made of these two materials are generally considered for wear protection in conveyor systems. One advantage of rubber is that it can elastically compensate for the impact of conveyed material, which significantly reduces noise in the system, among other things. However, rubber is only suitable for heavy materials to a

limited extent. A better alternative in this case is wear protection made of ceramic plates and components, which are very resistant. That said, ceramics are relatively brittle, which is not a problem when heavy material slides or rolls over the surface. It becomes critical, however, when the material being conveyed impacts vertically on the ceramic surface from a great height. In such cases, surfaces can break and edges can flake off.

Q: What advice do you have for companies that want to improve their wear protection?

A: It is worth looking beyond steel, rubber and ceramics and taking a look at new concepts. Composite systems such as REMALOX HD combine the strengths of rubber and ceramics to provide durable and economical wear protection. REMALOX HD features a rubber matrix that absorbs impact energy, while embedded ceramic elements protect against wear. A metal backing enables easy screw fastening to the application surfaces. REMALOX HD has proven particularly effective in plants with large conveying volumes of

crushed material, long maintenance intervals of 12–15 months, and structurally unfavorable impact angles, where ceramics alone are not suitable for robust wear protection.

ABOUT REMA TIP TOP

REMA TIP TOP is a globally operating system provider of services and products in the field of conveying and treatment technology as well as tyre repair. The company has a global service network and offers a wide range of rubber products, linings and coatings for both the industrial and automotive sectors. Over almost a hundred years, the company has built up unique expertise in materials development and industrial services and is active in the belting, material processing, surface protection and automotive sectors. At the end of the 2022 financial year, REMA TIP TOP generated sales of about more than €1.3 billion.

Worldwide the company employs 8,000 employees and has more than 190 subsidiaries and associated companies — including well-known brands such as Dunlop Belting Products South Africa and Asplit.

REMALOX HD.

K-Floshield® ensures smooth material flow

Not all conveyed materials are the same, and therefore not all lining media should be the same. Blockages and flow problems may be encountered because of poor chute design and varying moisture content. Each lining application must be evaluated properly, taking into consideration all aspects of the material being handled. These factors determine the grade, material and style of the lining media used.

Some factors to consider: material/particle size and v concentration; material moisture content v & environmental conditions; impact strength;

v abrasion;

v chute shape & head room restriction;

v and Kinder Australia can offer lining media v to suit a wide range of applications, to stop common issues such as bridging/arching, caking, ratholing and wear.

K-Floshield® is solving those difficult, ‘violent material’ situations. K-Floshield® Polished High Chrome Liner is an extreme impact and abrasion-resistant wear liner solution that solves blockage and hang up problems within a multitude of heavy-duty applications. Pre-polished, high strength chromium carbide top layer is fused onto a mild carbon steel base plate. The pre-

polished top layer can withstand extreme abrasion and is ideal for applications where material carry back and wet/sticky conveyed material is a major concern. The combined polishing action delivered by the top layer and the highly abrasive bulk material qualities delivers a low co-efficient of friction and reductions in surface scratching. These unique properties further aid the slipperiness of the wear liner and thereby minimizes the incidences of hang ups and blockages.

Features:

low co-efficient of friction plus v extreme wear protection; extreme impact applications for v ‘violent’ material; and polished chromium carbide top layer. v five to six times more wear resistant than steel.

Digging into grain handling

Heyl & Patterson’s barge unloading and rail positioning systems for grain handling operations

Heyl & Patterson has been setting industry standards for engineering and manufacturing of heavy bulk material handling equipment since 1887. Heyl & Patterson was initially devoted to the coal industry but shifted its focus into the grain industry in the 1980s with the engineering and manufacturing of continuous barge unloaders (CBU). Establishing their presence within the grain industry proved

to be a pivotal point for H&P as grain plays a vital role within bulk material handling due to its widespread use as a staple food and feed ingredient.

Grain is one of the most handled bulk materials, and its sheer volume requires efficient and effective handling methods to ensure secure and smooth transportation and storage. With the industry’s most overengineered line of barge unloading

systems, H&P offers unloading methods like its CBU, Grab Bucket Unloader and Barge Haul for efficient handling of materials like grain.

Heyl & Patterson is a leader in the engineering and fabrication of continuous barge unloading systems. H&P has engineered and manufactured many CBUs for grain exporters along the Lower Mississippi River. Its CBU makes it easy to

Heyl & Patterson’s Continuous Barge Unloader.

Louise Dodds-Ely

unload barges quickly and efficiently without risking the safety of employees or the environment. These machines feature a free digging rate of up to 120,000 bushels per hour, maintaining a much higher average offloading rate compared to other barge unloaders. With a lifespan of 50+ years, the H&P CBU has made its name as the most rugged and efficient machine along the river.

Heyl & Patterson also offers the Grab Bucket Unloader. While less common for H&P in the grain industry, this machine is field proven to offer maximum capacity with a free digging rate of 1,000 tonnes per hour and can be engineered to accommodate almost any application depending on site requirements. The Grab Bucket Unloader is environmentally sound and has an efficient design that is used to minimize maintenance and downtime. The sophistication of this machine proves beneficial for many customers.

Next is the Heyl & Patterson Barge Haul System, a low-cost method of positioning barges along a river. Barge Hauls are utilized in Grab Bucket Unloaders and Continuous Barge Unloaders, as well as other bulk material loading applications as an integral asset to move barges at an adjustable speed to keep them in alignment with the dock and to eliminate the need for constant tugboat use. These machines feature robust construction for maximum availability and safety and are available for new or existing installations.

All these high-capacity machines have solved a variety of challenges faced by H&P’s grain customers. Engineering design for efficiency and high throughput can be a challenge but plays a crucial role in the success of the company’s machines.

Optimizing the efficiency of handling systems allows for smooth flow, minimal dust generation, and limits effects to the environment. H&P embraces the impact that its machines have on the functionality of its customers’ sites, which is vital to their success. H&P values the impact that it has on its customers and ensuring that they are successful is always the number one priority.

Beyond the bounds of barge unloading, Heyl & Patterson also offers a variety of railcar positioning systems that provide solutions for many inland grain terminals. These sites need specialized systems to move railcars, packed full of grain materials, efficiently and quickly to keep the material as dry as possible. Quickly transporting grain from one location to another limits the possibility of moisture in the grain. Railcar movers and positioners are specialized pieces of equipment that are used for moving or progressing railcars short distances at a time. These machines are designed to move railcars safely and efficiently without the need for a locomotive. By replacing the need for

locomotives or other mobile pieces of equipment, these electromechanical machines have little to no impact on the environment. These devices can be designed to satisfy various sizes and configurations to meet specific needs of any facility.

Heyl & Patterson offers two specific types of railcar positioning systems that can be altered to the needs of each site. First is the Railcar Positioner that is meant for longer strings of cars, ideally up to 200, while the H&P CUB is specifically designed for sites that need to move smaller strings of cars, one to ten railcars. Both types of positioning systems are made to be more precise than traditional methods and can be automated.

Heyl & Patterson has continued to evolve with today’s technological advancements to support the industries it serves. Heyl & Patterson is a trusted partner to many facilities and finds value in continuing to provide for these relationships. The company’s customers rely on Heyl & Patterson to keep their business moving forward.

Railcar positioner.

The Heyl & Patterson CUB.

Cimbria goes further: AI takes optical sorting to new levels of efficiency and quality

With the brand-new AI powered software, BRAINTM, Cimbria introduces a highly advanced control system in its top range optical sorters. As an AI first mover in the optical sorting business, Cimbria combines many years of solid knowledge and expertise with high technology and artificial intelligence. The result is the ability to easily create the most complex recipes for the best optical sorting ever, increasing efficiency with up to 18%.

Artificial intelligence (AI) now allows customers to experience easy and simple handling of optical sorters from Cimbria while operating at a highly advanced level. The combination of human operation and machine learning increases the precision

sorting of raw materials for impressive results.

“With BRAIN we have revolutionized the way our top range optical sorter operates. Our many years of experience and in-depth knowledge of what makes the best possible sorting are key in creating the most complex recipes for optical sorting. This simplifies the manual operation of the machine because the right settings have already been adjusted for an optimized outcome through artificial intelligence,” explains Michela Pelliconi, Head of Sales Optical Sorting at Cimbria, and continues:

“A complex algorithm of the BRAIN software enables the SEA.IQ PLUS optical sorter to identify elements even more

precisely and distinguish colour, shape, size, and defects quickly and easily, saving precious time and manual workload.”

The highly qualified and thus very attractive technical staff overseeing optical sorters benefit from BRAIN, which simplifies machine use by providing AI generated recipes. This reduces reliance on individual interpretation, leading to faster and simpler operations. This enhanced application allows operators to manage multiple sites and machines, increasing overall efficiency by approximately 18%.

Artificial intelligence is as good as the data it is built on. With Cimbria’s market leading knowhow and decades of experience, the AI powered software is

based on unique insights as well as massive and long-term experience on the most optimal sorting processes to secure the best quality of the end product.

“AI is an inevitable part of global business in 2024. At Cimbria, we are very proud of being the very first in our industry to introduce the extensive benefits and possibilities of artificial intelligence. With the launch of BRAIN, we have taken the first step into the endless opportunities of AI with the main focus on improving efficiency and quality for our customers,” says Pelliconi.

ABOUT A/S CIMBRIA

Cimbria is a world leader in industrial processing, handling, and storage of cereals and seeds as well as animal feed, food, and other bulk products. Cimbria works closely with its customers to design, manufacture, install, and service customized solutions, individual machines, and complete turnkey systems. Cimbria is a global brand owned by AGCO Group.

ABOUT AGCO

AGCO is a global leader in the design, manufacture and distribution of agricultural machinery and precision ag technology. AGCO delivers customer value through its differentiated brand portfolio including core brands like Fendt®, GSI®, Massey Ferguson®, Precision Planting® and Valtra®. Powered by Fuse® smart farming solutions, AGCO’s full line of equipment and services helps farmers sustainably feed our world. Founded in 1990 and headquartered in Duluth, Georgia, USA, AGCO had net sales of approximately $14.4 billion in 2023.

Innovation behind VIGAN’s grain handling expertise and reputation

Based in Nivelles, Belgium, VIGAN Engineering S.A. stands as a prominent figure in the bulk handling industry, boasting over 55 years of pioneering expertise. Renowned for its provision of handling solutions for dry bulk products, particularly focusing on agricultural commodities like cereals, the company has solidified its reputation as a reliable equipment provider. VIGAN’s extensive product portfolio includes grain pumps, pneumatic shipunloaders, and turnkey solutions for complete port terminals. With an

impressive 99% of its business exported, VIGAN has a strong global presence, with its equipment installed in ports around the world.

VIGAN’s commitment to innovation and customer satisfaction sets it apart in the industry. The company offers a range of equipment tailored to specific port requirements. Grain pumps, compact and mobile machines, offer exceptional efficiency with peak outputs of up to 250tph (tonnes per hour). These pumps provide rapid implementation without the

need for heavy mechanical handling investments. Additionally, VIGAN’s gantries, available in pneumatic and mechanical variants, cater to different capacity needs, with pneumatic gantries capable of reaching 800tph and mechanical gantries achieving throughputs of up to 1,500tph.

ENVIRONMENTAL ASPECTS

Environmental issues are now a major concern and requirement in most projects. VIGAN has successfully reduced power consumption through the implementation

of multi-stage turbo blowers and inverter technology in pneumatic unloaders. These advancements allow for automatic power regulation based on demand, leading to more efficient energy usage.

Port equipment may be located in urban areas or near environmentally protected zones with strict noise regulations. Therefore, VIGAN has taken on the challenge of developing bulk handling equipment that meets stringent noise standards. Through thorough calculations, research, and on-site assessments, VIGAN has developed specialized expertise in creating noise mitigation systems for various components such as turbo sets, machine rooms, and suction pipes, ensuring compliance with noise regulations while maintaining effective operation.

VIGAN pneumatic suction technology also minimizes dust emissions. Its closedcircuit systems with overpressure filters keep dust contained, reducing emissions to around 3mg/m³.

TREND

Moreover, the current trend for VIGAN also leans towards pneumatic machines equipped with increasingly large unloading capacities.

VIGAN stands at the forefront of innovation once again, securing a landmark contract with SOSIPO for the installation of the world’s second pneumatic unloader boasting an impressive discharging capacity of 800tph. Mohamed El Khattabi, VIGAN’s sales director, expressed profound satisfaction, attributing this achievement to its longstanding partnership with SOSIPO, which spans over four decades. As a subsidiary of the National Interprofessional Office for Cereals and Legumes (ONICL), SOSIPO oversees cereal silos across

multiple ports in Morocco. The decision to invest in a second 800tph pneumatic unloader underscores SOSIPO’s unwavering trust in VIGAN’s engineering prowess. El Khattabi commended the relentless efforts of VIGAN’s Research and Development Department in overcoming the technical challenges posed by such monumental projects. This latest endeavour marks the fourth VIGAN gantry to grace the port of Casablanca under SOSIPO’s management, reaffirming Morocco’s position as a global reference in the field.

Also recognizing the escalating demand for larger and more efficient grain intake near the capital, the port of Callao, Peru recently granted VIGAN the contract for two NIV800 machines. With a combined nominal capacity of 1,600tph, this represents the highest pneumatic unloading capacity at a single site in Latin America, rivalling the world record set in Morocco by SOSIPO. Dirk Janssens, Commercial Director at VIGAN, expresses pride in securing Peru’s confidence once again and emphasizes the company’s commitment to advancing technology for more substantial and eco-friendly cargo handling.

VIGAN, boasting a legacy spanning five decades, distinguishes itself as a pioneer in the design, manufacture, and assembly of cutting-edge machinery. The company’s vertical integration approach ensures complete control over every aspect of operations, from initial design and calculation to shipping. In contrast to some competitors heavily relying on subcontractors, VIGAN maintains a meticulous and hands-on process.

VIGAN’s commitment to delivering topnotch machinery is exemplified by its practice of pre-assembling and rigorously

testing each machine in our factory. This meticulous care, from the initial design phase to commissioning, has been a cornerstone of VIGAN’s success.

While embracing new technologies, VIGAN remains cautious about the potential interference of sophisticated electronics in machine availability. The company prioritizes durability and availability to prevent the machine’s unavailability when needed the most. VIGAN stays vigilant, implementing new technologies only when proven durable and easy to use.

An exemplary demonstration of this dedication lies in the establishment of a specialized department solely focused on the design and production of electrical components. From essential electrical panels to intricate wiring systems, VIGAN’s unique feature sets it apart as the industry’s sole player with such a dedicated department. Since its inception, this department has experienced continuous growth, a testament to VIGAN’s unwavering pursuit of improvement. Integrated seamlessly within the company, this department epitomizes expertise in crafting top-tier electrical components. This expertise translates directly into the reliability and outstanding performance of VIGAN Engineering’s agribulk material unloaders.

As VIGAN introduces a new generation of continuous ship-unloaders with increased capacity, the company emphasizes the importance of maintaining durability and availability. Upscaling machine size involves addressing multiple parameters, including turbine size, piping diameters, air-lock sizes... VIGAN has successfully solved these challenges in the near past, showcasing its ability to adapt to

Motor Driven Reels

• Monospiral and Level-Wind configurations

• Rugged and dependable magnetic coupler for dusty environments

Rugged Energy & Data Transmission Systems

Cable Festoon

• Corrosion-resistant, long-life rollers; precision sealed bearings

• Systems customized for the application

• Preassembled option, for easy installation

Slip Rings

• Allow infinite rotation

• Combined power, control and media (water, air, oil, vacuum, other)

• Available with ATEX and SIL 3 certification

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!

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evolving industry needs.

CONCLUSION

With over 50 years of solid experience and adherence to strict European standards,

VIGAN stands as a reliable and innovative leader in the field. The company’s unwavering dedication to innovation, precision, and reliability has propelled it to the forefront of the industry. As VIGAN

continues to push boundaries in pneumatic cargo handling, the recent projects in Peru and Morocco reaffirm its commitment to providing cutting-edge solutions that meet the evolving needs of the industry.

Bühler boasts worldwide presence in grain processing activities

Bulk equipment giant Bühler has particular expertise in the grain handling market. Bühler understands the whole process. A huge part of the world’s grain is processed on Bühler’s equipment. It works with companies all over the world, big and small, in many different climates and situations.

Bühler is constantly creating more efficient ways of shiploading or unloading, grain conveying, cleaning, drying, dedusting, processing and grain storage — or introducing new digital services to help increase productivity and quality.

BÜHLER’S CUSTOMER AND DIGITAL SERVICES

Fast, professional, and reliable services for customers represent a major differentiator

for Bühler. Services improve the performance and productivity of our customers’ existing installed assets, and have become key enablers to making its customers’ plants more efficient and sustainable at the same time. Apart from measurable improvements in the sustainability of customers’ assets, the Bühler service portfolio delivers key benefits such as cost reductions, yield improvements, improved personnel and machine safety, better uptime, capacity usage, food and feed safety, and lifetime extension. Modernization projects play a vital role for Bühler’s customers.

In addition, digitalization is another key aspect of Bühler’s innovation strategy. The company has embraced data analytics to

develop digital services that enhance productivity, quality, and safety. These systems enable real-time monitoring, enabling customers — supported by Bühler’s process experts — to better predict and control production, thereby ensuring high standards of food safety and operational efficiency.

EXPANSION OF THE APPLICATION & TRAINING CENTER SET-UP

Bühler’s Application & Training Centers offer dedicated training for its customers, providing them with a collaborative platform to test new product ideas and experiment with product innovations. Over the last few years, the global network of application centres has expanded,

Picture 1: Bühler’s Portaload shiploaders ensure stability during operation and when parked.

Picture 2.

offering a state-of-the-art set-up for customers to drive innovation. Two new projects in the field of grain processing are particularly worth mentioning:

Firstly, a new Grain Processing v Innovation Center (GPIC) in Kano, Nigeria, currently under construction and expected to open its doors in the second quarter of 2024. This centre will be focused on the development of products, recipes, and processes using local grains, such as sorghum, millets, maize, soybeans, fonio, and pulses with the overall objective to improve the local value-add in the food system of the country.

Secondly, construction on a new Grain v Innovation Center (GIC) in Uzwil/ Switzerland has begun, where Bühler and its customers and partners will develop, test, and scale sustainable and efficient solutions for grain and feed processing to improve food and feed solutions. The GIC is scheduled to

start operations by the end of 2024.

ABOUT BÜHLER

Bühler is driven by its purpose of creating innovations for a better world, balancing the needs of economy, humanity, and nature. The company spends up to 5% of turnover on research and development annually. In 2023, around 12,500 employees generated a turnover of CHF 3.0 billion. As a Swiss family enterprise with a history of 163 years, Bühler is active in 140 countries around the world and operates a global network of 105 service stations, 30 manufacturing sites, Application & Training Centers in 25 locations around the globe, enabling the company to react fast to market trends and consumer needs. Its global reach, combined with its focus on tailored solutions and advanced digitalization, positions the company as a key partner in the industry, providing reliable and innovative solutions. Proximity to customers is vital.

Bühler has for a long time played an indispensable role in the gentle and effective handling of commodities such as grains, oilseeds and derivatives for the food and feed industry. The company is well known for its wide range of automation systems and bulk handling equipment — such as mechanical conveyer systems or silo/storage solutions — but it also has a long history of designing, constructing and supplying continuous shiploaders and unloaders, along with combined systems for loading and unloading.

SHIPLOADERS/UNLOADERS

Grain and derivate transshipment is a business in which a one cent difference per tonne can create a competitive advantage. Keeping shiploading and unloading costs low and efficiency high is therefore vital.

Bühler offers Portaload shiploaders (see pictures 1, 2 & 3), Portalink ship-unloaders and Portacombi shiploaders/unloaders which combine both. The pictures feature

Picture 3.

(Picture 4 [and 5 & 6]: COFCO International has invested in Bühler’s enclosed belt conveyor system for its Timbúes facility in Argentina in 2023.)

Bühler’s Portaload shiploader which comes as a mobile shiploader installed on rails, ensuring stability during operation and when parked, or as a stationary shipunloader comprised of three towers, each with a horizontal loading boom. Of the three loading booms, two load simultaneously while the third moves into position to enable a hatch change without interrupting the loading process. Portaload shiploaders are sturdy, hard-wearing and equipped with advanced instruments,

enabling them to load quickly, safely and efficiently at low operating costs.

ENCLOSED BELT CONVEYORS TO MOVE GRAIN AND OTHER COMMODITIES

COFCO International is a global food provider specializing in grains, oilseeds, and sugar, and invested in Bühler’s enclosed belt conveyor system for its Timbúes facility in Argentina in 2023 (see pictures 4–6). The decision was prompted by Argentina’s stringent food hygiene and safety

regulations, specifically regarding dust presence. Bühler’s enclosed belt conveyors, equipped with spot filters, not only meet hygiene standards but also enhance plant safety by minimizing suspended dust and reducing explosion risks.

For information on Bühler’s specific conveying technologies, please see ‘Gentle handling of dry bulk products with Bühler conveying technologies’ on p109 of this issue.

Picture 6.

Large-diameter bulk storage projects keeping reclaimer manufacturer busy

A Laidig reclaim system designed for large-diameter silo and dome applications.

The year 2023 was a big one for big storage, writes Mandi Steffey, Sales Marketing Manager at Laidig Systems, Inc. As the world’s political climate impacted food security and supply chain stability, grain

processing companies around the globe started seriously investing in not just facility upgrades, but greenfield projects, as well.

The uptick in activity has kept Laidig Systems, Inc., a bulk material storage and

automated reclaimer designer and manufacturer based in the United States, busy helping customers find the right equipment to continue operating efficiently.

Growing storage diameters are a main

Exterior view of port facility silos using Laidig reclaim systems for unloading.

facet of this uptick in activity. Some port facilities known globally for grain and meal exports have and continue to erect large silos and domes — some a staggering 60 metres in diameter — to keep up with worldwide demand.

As long-term human and animal food storage becomes even more prevalent in the future, the technology used to handle and unload those materials will become just as important. The main reason for this is simple: the precious material inside silos and domes must be effectively and safely reclaimed and unloaded.

When storage volumes increase, material flow issues inside silos appear more frequently, highlighting the need for reliable unloading equipment. Grains, and especially meals processed from grains, do not flow well from large structures. When stored in large tanks, materials like soybean meal and DDGS tend to cake up and become hardpacked, making the unloading process challenging.

When facilities are forced to shut down their process to deal with silo bridging, channel flow, or other storage problems, their efficiencies take a huge hit. The time lost dealing with bridged or blocked grain can cost companies significant amounts of money, and many businesses literally don’t have time for downtime.

A reclaim system is one way to guard against a stop or slowdown in production. While there are a handful of different reclamation methods commonly used in the industry, an automated, screw-type mechanical silo/dome bottom reclaimer has proven extremely effective in unloading grains and meals.

Laidig specializes in this kind of aggressive reclamation technology. In a typical large-diameter application, the screw auger is designed to start and operate under a full load of material. The screw rotates about its own axis, pulling material toward the centre of the silo floor to be discharged. At the same time this is happening, the screw slowly advances around the silo, sweeping the entire floor in a clockwise or counterclockwise motion. As the material is augured to the middle of the floor, it flows down through a centre chute and into a discharge auger, conveyor, or other delivery method for truck, train, or ship loadout.

These machines are paired with automated, push-button operation technology and can be paired with a wide range of system controls configurations. The systems as a whole are designed for not just ease-of-use, but safety, as well. Since the unloading is completely handled through mechanical means, facilities do not

have to use manual labour to start or finish the silo unloading process. To ensure the operator’s safety in terms of servicing the machine, all maintenance points are located outside the silo.

While the effectiveness of any bulk storage plan relies upon a number of factors, the key to success for largediameter storage is in the planning stages. It is essential that the reclaim system is designed for the exact silo in which it will be installed, because the large and asymmetric material loads commonly seen at port facilities are known to create not only the previously mentioned flow issues, but structural integrity issues, too.

The technology and design in Laidig reclaim systems have been historically relied upon to solve issues many port facilities regularly encounter:

First-in, first-out (FIFO) inventory v control.

Material bridging or other flow issues. v Product infestation and contamination. v Operator safety challenges. v

Laidig has installed and commissioned thousands of systems, including at large, notable terminal facilities in North America, South America, Asia, and Europe. Many of these systems have been in successful operation for decades.

Laidig Systems installing reclaim system at large port facility in Brazil.

Reliable storage solutions get safer with improved materials

Prado Silos, a highly experienced European silo manufacturer, starts 2024 scaling up manufacturing capacity and enhancing performance of storage solutions with new, more resilient materials.

Over the last years, concerns around commodities supply chains have dominated the headlines — from disruption in traditional trade routes and trade restrictions, to ravaging wars and spreading conflicts. On top of this, renewed interest in underpinning food and energy security has helped bring fresh interest in logistics and storage as the best tools to weather down the worst effects of crisis present

and future, with silos as the most costeffective remedy to secure supplies and help avoid markets shocks.

With more than seven decades of experience delivering silo systems around the world, Prado Silos has become a trusted supplier of storage solutions in more than 100 countries, tapping new opportunities that emerge in the bulkhandling industry with a growing portfolio of industries served.

With a long tradition serving port installations and food industries that need safe and reliable logistics, Prado Silos feature in some of the world’s most

important grain hubs, which in turn has endowed the company with a solid set of knowledge and the capacity to adapt to the newest requirements and trends in logistics.

“Adapting our silos to our customer’s needs requires a full understanding of their concerns and how we can make our silos fit in their logistics strategy,” says Javier Resano, managing Director of Prado Silos. “To remain competitive, we are forced to leave the comfort of an all-standard, onesize-fits-all approach to the silo business and provide new solutions in fields like energy consumption, environment, and

safety and security,” he added.

As new interest builds up around the handling and storage of materials such as biomass, the Biscay-based company ranks among the very few suppliers of steel silos that can manufacture competitive solutions that abide by the most demanding regulations in terms of explosion safety, while at the same time making sure the contents inside remain in optimal condition for their later use.

In this sense, some of Prado’s latest projects have been devoted to industries that are new to the use of silo, adapting the steel silos to their requirements. As energy producers move to more sustainable sources of energy, Prado has managed to partner with them supplying solutions that allow for a proper handling of these contents. These solutions include the introduction of greater safety margins to allow the use of heavy-duty reclaimers, or using new materials, like stainless-steel inner smooth walls or painted interiors for materials that are extremely corrosive to the steel, making an investment in silos the most cost-efficient.

Likewise, sectors familiar with grain silo

the go-to for silo manufacturers as a way to extend the service life of their silos. Now Prado has taken the strategic approach to service their silos with ZM310 coating, made with a special layer of ZincMagnesium-Aluminum that extends protection of the steel and make it last rust-free by three to five times longer than zinc-only coatings.

“Part of our strategy is to stay up-to date with the markets’ new trends and

storage like feed mills, flourmills, or grain depots, are looking for new solutions that add reliability to their operations. And here Prado has found a new area for improvement with the use of steel that works better under corrosive atmospheres.

Already using some of the best steel in terms of mechanical properties compared to other manufactures (which allows Prado to supply lighter, yet stronger silos with lower transport and maintenance costs), Prado is now looking at the surface for a better service.

Traditionally, zinc-only coating has been

developments, finding ways in which we can bring them to our segment in a way that adds value to our customer’s investments”

That affects also the way Prado delivers, and staying up-to-date with the latest trends in industry has proven key. Nowadays, Prado’s factory boasts state-ofthe-art machinery and technologies, with all lines fully automated and equipped with Computer Numeric Control which reduces costs and helps keep quality in line.

In the last year, the Prado factory has added two new machines to enhance their capacity and add new products to the range of solutions under their scope. A combined bending and laser cutting robot and a new profiling machine came to reinforce the capacity of Europe’s newest silo factory.

All this allows Prado to enter 2024 with a plan to underpin its footprint in the market where it operates and to enter new ones, with the focus now in enhancing the R&D efforts to grant access to new opportunities while keeping its strong position in the segments where it operates. “Our backlog for the year gives us a glimpse of what is to come, and all that points to more Prado Silos in the major storage projects in the world,” says Resano.

Spraystream dust control systems in the grain handling environment

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. This is particularly true in the grain handling environment. Health and environmental regulations are becoming increasingly stringent in this respect, so dust control is essential. Spraystream offers cutting-edge atomizer technologies that reduce the spread of dust by about 90%. This makes it possible to create a dust-free and safe work environment for employees, as well as for the entire neighbourhood.

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

The use of water atomizing allows for the atomizing of the largest possible surface area.

In addition, Spraystream’s innovative technologies help suppress unpleasant odours and allow for the cooling and decontamination of the space. All solutions are tailored to the specific requirements of the customer, and are in compliance with the latest industrial standards.

Spraystream fog cannons have become increasingly popular in recent years due to their effectiveness in suppressing dust and reducing fire risk in grain handling applications. The Spraystream machines emit a fine mist of water droplets that can capture dust particles and prevent them from becoming airborne, which is especially important in industries where dust is a significant hazard.

PORTS AND TRANSSHIPMENTS

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.

A SAFER AND HEALTHIER ENVIRONMENT FOR WORKERS

Grain handling facilities, in particular, can benefit greatly from the use of fog cannons. These facilities handle large volumes of grain, which can produce a significant amount of dust during the handling process. This dust can be a major health hazard for workers and can also create a risk of explosions and fires. In addition, the dust can settle on equipment and machinery, causing them to malfunction or break down.

By using fog cannons, grain handling facilities can significantly reduce the amount of dust in the air, creating a safer and healthier environment for workers. Spraystream cannons can also reduce the risk of fires and explosions by preventing

dust from accumulating on surfaces and equipment.

The effectiveness of Spraystream cannons is due to the fact that they produce very small water droplets. These droplets are so small that they can float in the air and capture dust particles as they pass through. As the mist settles, it pulls the dust out of the air and onto the ground, where it can be easily cleaned up.

SPRAYSTREAM REDUCES THE RISK OF FIRES

In addition to their dust suppression capabilities, Spraystream cannons can also be effective in reducing fire risk in grain handling facilities. Grain dust is highly combustible and can ignite very easily, leading to fires and explosions. By reducing the amount of dust in the air, Spraystream cannons can lower the risk of ignition and reduce the potential for fires.

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 any issue.

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

The intuitive machines are also very v 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 Spraystream uses rapid-lock systems.

FIXED NOZZLE SYSTEMS & CUSTOMIZATION

Not every dust problem can be solved in the most efficient way with standard machines. That is why Spraystream also

provides customized systems. This can range from minor adjustments to standard machines, or completely customized installations. This way, Spraystream can perfectly meet the customer’s needs and budget. A team of engineers has the knowledge and experience to develop custom-designed atomizing systems. An assembly and maintenance team ensures perfect installation and after-sales service over the whole world through a dealer network.

In conclusion, Spraystream atomizing systems are an effective tool for reducing dust and fire risk in grain handling facilities. By emitting a fine mist of water droplets, they can capture dust particles and prevent them from becoming airborne, creating a safer and healthier environment for workers. They can also reduce the risk of fires and explosions by preventing dust from accumulating on surfaces and equipment.

When a dust problem can not be solved by a standard fog cannon, Spraystream can provide customized systems.

NNOVATIVE SOLUTIONS OF THE HIGHEST QUALITY FOR ALL CUSTOMERS

Cutting-edge solutions of superior quality put Spraystream at the forefront of the global market in the field of atomizer technologies. Quality was and is absolutely paramount to Spraystream. The company strives to innovative its technologies every day to sell the best possible systems. Sustainability is key in this respect: Spraystream systems are ecological and designed with wear-resistant materials for extensive use. The needs of customers always come first, and Spraystream strives to establish long-term relationships, thanks to its excellent service.

BOUT SPRAYSTREAM AND THE SAVIC ROUP

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

As a pioneer in its field, Spraystream has a its own dedicated internal R&D department and production unit. A team of driven engineers ensures the careful handling of all projects, from quotation to after-sales service. Customers are welcome to hire one of Spraystream’s cutting-edge machines.

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

Operational advantages of CommTrac TOS in the grain market

TBA’s bulk and general cargo terminal operating system, CommTrac, is in use in over 40 installations, managing numerous operations throughout the UK, as well as those as far flung as India, Mozambique, Australia, Canada and South Africa, for customers including Associated British Ports, Peel Ports and APMT.

Unlike the container terminal environment, where a terminal operating system (TOS) is a standard prerequisite, the bulk cargo sector is so operationally diverse that a single system was not considered feasible and so ports and terminals remained reliant on manual processes. Where digital systems were present, they would be separate from one another, with data being transferred from one system to another. Operations, management, finance and planning stakeholders had no central hub of information, no ‘single source of truth’, making it difficult — often impossible — to obtain real-time operational information.

Regrettably, this is still the case for many bulk ports and terminals around the world — and TBA continues to evangelize the benefits of a bulk TOS to new customers every year — but there is now wide recognition by the industry that a centralized, consolidated, integrated TOS has huge operational advantages. Adopting

a TOS can unlock increased efficiencies, allow for greater automation, and make growth aspirations far more feasible.

CommTrac is a sophisticated and hugely scalable product, but it started life as a bespoke inventory management solution developed for a single grain terminal in the UK. Founded in 1976 as a specialist instrument engineering company, DB Controls was commissioned to develop the system for Peel Ports, then known as Mersey Docks and Harbour Company, in Liverpool, UK.

“In the beginning, they bet on us when we had nothing but an idea,” recalls Managing Director, David Trueman. “We were bright and we were innovative, but we didn’t have anything. They took a chance.”

The project primarily involved the installation of a SCADA electrical and control system at nine new grain silos, and this was the first time that the company had experienced any form of digitization within its operation. The project was a success and directly inspired the development of what would ultimately become CommTrac. As Trueman recalls: “The customer explained that all their inventory management was being done on paper. They saw how the SCADA system we had installed was managing the plant and collecting data, alongside their weighing

system, which was also digital. And they asked how difficult it would be to build an inventory management system in the middle?”

And so, the DB Controls team started development of a bespoke solution for the customer. “We lost money on the project because we didn’t know how long the system was going to take to build, but nevertheless we built it. And it worked perfectly!”

As soon as the system was up and running, it began to attract the attention of other players in the industry. Tilbury Docks faced similar challenges at their grain terminal on the Thames and were interested to explore how the system could be adopted for their use. Meanwhile Mersey Docks had developed a new animal feed store and wanted to expand the system to manage this too. At this point, DB Controls realized that it had something special on its hands. “This very bespoke system we created to meet the requirements of a single terminal was now managing three terminals, and we thought, why stop there?”

The first version of the software was called MOATS – Management Operations And Tracking System. “Our focus at that time was on providing inventory management with a strong influence on

traceability of the cargo,” said Trueman. “In the food sector, people were already doing traceability, but we were probably the first to bring it to the raw materials sector.” This focus on traceability proved timely as European legislation was also introduced at this time giving the feature even more relevance.

THE LAUNCH AND DEVELOPMENT OF COMMTRAC

Following the huge success of these projects and recognising the potential of the software as a commodity tracking system with applications for a wide range of operations, DB Controls made the decision to shift their focus and formed a new subsidiary called DBIS. Thus began two years of intensive development and establishing a fully formed product: CommTrac.

The development team took this opportunity to address the architecture and methodology of the software. Instead of a traditional desktop Windows application, a web-based platform was instead adopted. While this software as a service (SaaS) approach is now a very common approach to software develop-

ment, at the time it was less so, especially in the industry. However, this decision gave CommTrac incredibly solid foundations for further development in years to come.

Adopting a web-based platform further paid off with the ease with which CommTrac could be accessible via mobile devices. Following the introduction of the iPhone in 2007, smartphones have achieved near ubiquity and their application within a bulk terminal environment is obvious to anyone with direct experience of these sites. Interacting with a traditional desktop computer, or even a laptop, is often impractical, and one of the reasons why resorting to paper-based record-keeping remained so prevalent.

The smartphone changes that. On-theground employees can use an accessible mobile solution, giving them timely access to information and allowing them to easily document their actions. This can enhance both their personal efficiency and that of the entire operational process. The CommTrac mobile application, introduced in 2016, was designed to prioritize simplicity, ease of use with minimal touchscreen interactions, and wide compatibility with different mobile

operating systems and hardware. Key operational areas such as event logging, cargo tallying and scanning cargo barcodes are all perfect use cases for a mobile-based application.

CommTrac is now used in a range of different bulk and general cargo settings, including coal, fertilizers, wood pellets and minerals, but grain is where it all started, and is still a particular area of expertise all these years later.

When considering the source of CommTrac’s success, Trueman puts it down to not only the outstanding TBA employees who have contributed to the product’s development, but also points to the very origins of the company. “If you’re an engineering company then you don’t understand how to produce software. And if you’re a software company you don’t understand the real-world processes or what’s really important to the customer. The fact that we are an engineering company and a software company means that we transcend those two disciplines and that gives us a deep understanding of what our customer’s needs really are, sometimes before they realize it themselves!”

System integration is key to grain handling systems from Dinnissen

Dinnissen Process Technology built its first machines in 1948. Today, more than 75 years later, billions of people around the world consume products that have been processed by Dinnissen machines.

Dinnissen is an expert in process technology in the world of powders, particles and granules, including bulk grains. Its solutions are trusted by the biggest producers and brands in the world.

All Dinnissen-machines are known for their high quality, reliability and innovative features. As a system integrator, Dinnissen can handle the customer’s entire process including product intake, conveying, dosing and weighing, mixing, grinding, crushing, sifting, and packaging. Customers can rely on Dinnissen to: optimize performance and efficiency v throughout the entire process; carry out all engineering, production v and installation in-house;

provide extensive service and test v facilities; develop innovative customized v solutions, for every challenge; and share its knowledge about the process v through more than 75 years of experience in the industry.

From single machines to complete turnkey processing lines, everything is done with a strong focus on quality, reliability and continuity. By keeping engineering, production, testing, installation, commissioning and service in-house, Dinnissen does not have to rely on others, and that’s why others can rely on Dinnissen.

Regardless of which industry its customers operate in, Dinnissen optimizes, innovates, and automates their entire production processes with customized solutions.

AUTOMATION & CONTROL

A production line that is automated as far as possible becomes more important every year. Dinnissen has its own team of control specialists to develop the best solutions for both simple and complex challenges. These solutions are based on more than 75 years of process experience.

PRODUCT INTAKE

Whether the need is to empty bags, Big Bags, tanker trucks or silos, Dinnissen has a proven solution for every situation. It offers fully automatic or manual equipment, and safety, hygiene and efficiency are key.

CONVEYING & HANDLING

For customers that want to transport powders, grains or granulates over a short or long distance, and want to do so hygienically, dust-free, efficiently, energyefficiently and also carefully, Dinnissen

offers several proven pneumatic and mechanical solutions for the most diverse packaging units. These solutions have proven themselves all over the world.

FEEDING & WEIGHING

Everyone understands the importance of correct weighing and continuous or batch dosing — including accurate registration of volume and weight. Dinnissen can help in this area, with both gravimetric and volumetric solutions.

MIXING & PROCESSING

Powders, granulates, extruded products, micro-ingredients, from liquids to fresh

vegetables; with Dinnissen solutions, the customer achieves exactly the desired homogeneous result. This is done fast to save time, costs and energy, and accurate to prevent product damage.

MILLING & GRINDING

Dinnissen helps to quickly and efficiently grind and break ingredients to exactly the right composition and grain size. Key concepts here are uptime, hygiene, energy savings, minimal waste and the prevention of contamination.

SIFTING

Whatever solution the customer is looking

for, Dinnissen has a wide range of innovative solutions ready to sieve powders, grains and granules quickly and reliably with exactly the desired end result.

PACKAGING

Dinnissen offers solutions that make it possible to pack quickly, efficiently, hygienically and dust-free according to international guidelines. It also has optimal logistical solutions for, say, one Big Bag a week or 50 Big Bags an hour.

It can also help empty or fill barrels, bags or octabins. Dinnissen has the answer to all questions and a solution for every challenge.

Gentle cargo handling...

When it comes to bulk material handling applications, hoppers are a crucial component for material flow and control. Poorly designed transfer systems and hoppers can produce dust issues, irregular material flows and even product degradation. For these reasons, it is important to choose hoppers for dry bulk loading systems that are designed and sold by vendors who understand material behaviour, and who can couple that expertise with design knowledge to supply hoppers that best suit the product and space needs.

DSH Systems’ specially designed hoppers are made to be as simple as possible, whilst doing the absolute most to protect the assets and products of its customers. Specifically developed to reduce and control dust when bulk loading dry, granular free-flowing products, DSH is the invention of Trevor Schwass, who hails from the sunny Hawkes Bay region on the east coast of New Zealand. Schwass was working as a maintenance site engineer at

Ravensdown fertilizer plant in Napier when he first developed the DSH System. The site was suffering from huge amounts of dust that was being created during loading, so with worker health and air pollution at the forefront of his mind, Schwass used his expertise to set about solving the dust problem that has plagued the bulk handling industry for years.

In 2004, after several years of designing, tinkering, and fine-tuning, DSH Systems’ award-winning dust suppression hopper was born. Schwass managed to create a simple, autonomous systems that required minimal utilities, maintenance, or expertise to install, and the ‘magic bucket’ has been clearing the air ever since. After that first installation in New Zealand, thousands of DSH systems have since been installed across the globe. With its handpicked and trusted worldwide distribution network, DSH Systems’ units have been fitted everywhere from ports in Japan to quarries in France, and everywhere in between.

DSH Systems’ Dust Suppression

Hopper system is the preferred choice of many industries due to its unique and efficient features. With its simple and ingenious design, the systems are easy to install and can be designed to fit both new and existing structures with minimal downtime. The DSH hopper is installed under a loose bulk material infeed point, where it is suspended in a fixed location above a receiving vessel or loading area. As the hopper fills the product level rises and the springs extend, progressively opening the flow control gap and balancing the product flowing in and out of the hopper. As the product passes through the hopper, our unique design expels air and compresses the product into a solid column as it exits the hopper. The solid discharge column falls through the air virtually dust free for many metres, before driving into the pile formed on the floor or in a receiving vessel, resulting in minimal dust release and product loss. Working autonomously and requiring very minimal maintenance, DSH Systems units are a

game changer for the dry bulk handling industry.

With its range of construction materials and sizes, DSH Systems’ dust suppression hoppers can be used with a vast number of dry bulk materials. Available in polyethylene for general applications, steel for mild steel, electro-galvanized, Corten or Hardox, where aggressive or abrasive materials are being handled, 304-grade stainless steel for the handling of warm or abrasive materials, and 316grade stainless steel for food grade handling and corrosive materials, there is a DSH for almost every application. With installations moving everything from grains and meals to fertilizers and quarry goods, the company has tested or installed a DSH hopper for over 60 different dry bulk commodities.

One recent installation DSH has overseen is the port at Phu My, Vietnam, the country’s leading port for dry bulk commodities. Incoming grain from ships and soybean meal produced at the adjacent soybean crushing facility is transferred at the port to trucks and barges for shipment to locations throughout Vietnam. These active grain loading and transfer operations previously produced huge amounts of dust, resulting low visibility, worker health and environmental concerns,

cleaning and operations issues and poor air quality.

To solve these issues, the port initially invested in DSH Systems in 2021, and has since installed hoppers at five key grain transfer locations at the facility, including inside a warehouse, at a barge loading dock, and at three truck loading locations. Since then, an additional six systems have been installed at the port, and ground operation employees have reported a dust reduction of up to 85%. “It needs very minimal maintenance and it is a very efficient system,” said one operator. “Everyone is very satisfied with the system and we are looking to install more dust suppression hoppers in the future.”

With every hopper installed, DSH contributes to better worker health as well as environmental protection, all whilst ensuring a clean and efficient loading method. By limiting dust generation, a DSH hopper minimizes fugitive particles escaping into the air, preventing the pollution of precious oceans, waterways and other areas, and minimizing health hazards for both humans and animals associated with the inhalation of dust. DSH strives to offer exceptional products and service, all whilst being proudly Kiwi-owned and operated.

A smart approach to overcome air draught challenges: a case study

A cargo handling system shapes the operational landscape onboard a transshipper, writes Bagya Vivekanandhan, Technical Designer, ShiELD Services. At its core, it comprises key components such as hoppers, cranes and grabs, belt conveyor systems, as well as shiploaders, all working collectively for a synchronized material

flow. During cargo transfer on board, there are multiple transfer points involved, the first one being the hoppers that receive cargo from the deck cranes. Therefore, it sets the course for a progressive and profitable cargo transfer rate.

The hopper design, including size, geometry, and accessories, mainly depends on the cargo characteristics, desired cargo transfer rate, and the available space on the transshipper. Depending also on the project requirements, a belt feeder is installed right below the hopper outlet to regulate the volume, distribution, and speed of the cargo being transferred onto the other conveyors. Moreover, additional flaps are installed around the hopper upper opening to contain potential cargo spillage during the discharge from the grab.

One of the consequences of this arrangement, i.e. installing the conveyor and hoppers on the vessel’s deck, is that the air draught of the transshipper is usually much higher than that of a traditional bulk carrier and this can result in limitations when the transshipper must load cargo from a

standard jetty or loading facility.

CASE STUDY

The project requires an existing Supramax bulk carrier converted into a transshipper with the installation of a complete cargo handling system including hoppers, deck cranes and grabs, belt conveyors, as well as shiploaders. During the development of the design, transshipment specialist

Shi.E.L.D. Services had to address an air draught issue which eventually involved a smart modification of the hopper features.

As per the loading plan, the transshipper is moored to the jetty on its starboard side where the hoppers are installed. The cargo is loaded directly at the port into the transshipper holds through a shore loading boom, which, considering its size and the operating parameters, determines the admissible air draught of the vessel to be loaded. This required a thorough study of the heights of the conveyor system during the design phase.

A preliminary study highlighted that, due to the high transshipper air draught, a

Hoppers fitted with foldable anti-spillage plates.

Bagya Vivekanandhan, Technical Designer, ShiELD Services.

potential interference between the hoppers and the shore loading boom had to be rectified to make sure that port loading operations could be carried out as planned.

For this purpose, Shi.E.L.D. Services investigated the following aspects to identify the ones on which we could intervene to find a possible solution.

Vessel draught: the v transshipper arrives at the jetty in ballast condition. In this project’s context, opting for a heavy ballast condition to reduce air draught was dismissed due to the time-consuming nature of filling/ emptying the ballast hold. The time required for ballast and deballast operations was a significant factor in this decision-making process.

atmospheric factors such as wind and currents have a significant impact on water levels that cannot be overlooked.

Tide: the fluctuation of water levels v caused by tides inevitably affects the elevation of the transshipper (air draught) in respect to the height of the loading boom of the jetty. Additionally, in this specific location, local

Design of the cargo handling v equipment: since the transshipper is loaded dockside on its starboard side, which corresponds to the side where the hoppers are installed — among the tallest elements of the entire conveyor system — Shi.E.L.D.

Services had to focus on defining the precise height of the hoppers. This is to allow the shore-based shiploader to safely reach the cargo holds for the loading operations. It’s understood how crucial this aspect of the design is to avoid having excessively tall hoppers once the transshipper is in place for loading, as neither the hoppers nor the shore-based loader can be adjusted at that point.

Foldable anti-spillage plates elevated for offshore operations.

Use of spillage plates during offshore transshipment.

Taking into account the operating needs and a cost-benefit analysis, Shi.E.L.D. Services evaluated the below listed possible solutions.

Of the four hoppers installed on the v starboard side of the vessel, the two central ones can be designed as movable type, allowing them to be shifted backward to create room for the loading boom. However, this would only be achievable with the installation of additional equipment resulting in higher costs and longer delivery time.

Lower the hoppers, but this would v also reduce the size of the hopper upper opening and reduce its volume. This would increase the risk of cargo spillage while feeding the hopper with the grab and increase the crane cycle, reducing the transshipper’s loading performance.

The anti-spillage plates, which v contribute to the hopper height, are usually fixed elements and most of the times just a simple extension of the hopper walls. Shi.E.L.D. Services decided to make the anti-spillage plates separate and independent from the hopper walls and make them foldable and actuated by an hydraulic

system. The plates would be raised only during the offshore transshipment operations, whereas they would remain folded at port, when the cargo handling system is not in use. In this configuration the transshipper air draught was reduced enough for the shore loading boom to safely overcome the hoppers and to guarantee safe operations at port under any vessel loading conditions and with any tide.

CONCLUSION

Thanks to its holistic approach, Shi.E.L.D. Services was able to find a simple yet clever solution that helped overcome a strict limitation, which brought a great benefit to the project performance and the client’s success.

ABOUT SHI.E.L.D. SERVICES SRL

Shi.E.L.D. Services is a logistics management consulting services company that helps commodity traders, bulk shipping companies, port owners/operators, and other stakeholders in the dry bulk logistics sector. It enables companies to streamline their supply chain workflows, reduce operating costs, and maximize profitability. Shi.E.L.D. Services specializes in designing

innovative and bespoke dry bulk logistics solutions and comprehensive technical consultancy that help unlock new opportunities.

Shi.E.L.D. Services’ expertise in logistics consulting services is deeply rooted in the dry bulk shipping sector. Its team of dry bulk shipping leaders and professionals has served in the core leadership at Coeclerici, one of the world’s leading industry players. It has, since then, built a reputation for excellence, reliability, and efficiency in the maritime logistics and shipping sectors.

As trusted partners in the operation of bulk carriers and transshippers, Shi.E.L.D. Services ensures the continuity of the logistics chain in challenging environments, providing critical first and last-mile connectivity with its fleet of custom-built transshipment vessels and feeder barges. Shi.E.L.D. Services has worked on several groundbreaking projects in Asia, Africa, and the Middle East, including the world’s first transshipment of granulated sulphur in the Black Sea.

Shi.E.L.D. Services is the consecutive winner in the ‘Bulk Logistics Excellence’ category at the IBJ awards 2019 and 2022, followed by the ‘Lifetime Achievement Award’ won by the CEO in 2023.

Hoppers form important part of Loibl bulk handling product line

German company Loibl is a renowned expert in the bulk handling field, its product range includes: hopper cars and feed hoppers; material feed systems; shiploaders and unloaders; equipment for

port handling in general; and more.

LOIBL BULK HANDLING HOPPERS

This article focuses on Loibl’s hopper expertise. Loibl is a reliable partner for all

types of hopper cars. Whether mobile hoppers with their own drive, semi-mobile solutions coupled to another means of traction or stationary solutions, Loibl supplies customized hopper cars for every

requirement. Its hopper cars are adapted to the bulk material, whether coarse or fine-grained, light or heavy. Loibl can adapt the size and geometry of our charging and feed hoppers to all requirements and supply appropriate discharge technology. Free-flowing bulk solids, dry bulk solids, and slightly moist bulk solids can all be handled by Loibl hoppers.

FEED HOPPERS & HOPPER CARS AT A GLANCE

modular and partially bolted v construction; the design is created in 3D using the v latest drawing programmes; consideration and implementation of v all customer wishes and requirements; the components are manufactured in a v certified company using the latest production processes; and the load-bearing structures are v designed in accordance with the latest European regulations, taking into account the guidelines applicable at the installation site

INNOVATIVE SHIP-UNLOADING

Charging hoppers and hopper cars are usually required for ship-unloading of bulk goods using an excavator or crane. They act as a link between an unloading device or excavator and the subsequent transportation solution for the bulk material. Belt, chain or pan conveyors are used as discharge devices.

CUSTOMIZABLE

Hopper cars can be equipped with additional solutions, including filter systems and dust retention systems or special mechanical constructions and other equipment.

KEY FEATURES

Linings can be equipped with sliding v plastics. Water spraying devices enable safe v operation in explosive ambient conditions.

Feed hoppers and bins can be lined v with a wide variety of wear-resistant metallic materials.

Feed hoppers and bins can be v equipped with mechanical and/or pneumatic discharge aids.

Automatic water-wash systems for v cleaning the hopper surfaces during product changeovers.

Extraction and filter systems can be v integrated to ensure environmentally friendly, low-dust operation Platforms, maintenance walkways and v access points in the design are adapted to customer requirements and

integrated into the design

CASE STUDY: INSTALLATION HOPPER CAR

AT PORT ODDA IN NORWAY — FEED

HOPPER FOR SMELTING PLANT

RETROFIT PROJECT IN NORWAY

Enclosed between mountains and fjords lies the zinc smelting plant for which Loibl Förderanlagen GmbH supplied a customized feed hopper system. The factory is being fundamentally modernized and extensively expanded.

In the process, the decades-old ship unloading system was replaced by a new one. The Loibl hopper car is an important part of the ship-unloading process. It is the link between the handling dredger and the conveyor system. The feed hopper leads right up to the factory and is equipped with modern and innovative solutions, including

a dust retention system to enable dust-free ship-unloading.

BRIEF OVERVIEW

The hopper car runs on rails in the harbour and can be moved together with a transshipment dredger as needed. The dredger feeds the hopper with bulk materials that are needed for the zinc smelting plant and are delivered by ship.

The integrated extraction with filter system and special dust retention system in the bin prevents dust from developing in the surrounding area. Underneath the bin is a bin discharge conveyor, transporting material onto a stationary conveyor.

WEAR-RESISTANT CONSTRUCTION

A special plastic lining was selected for all surfaces in contact with material in order

to improve wear resistance and gliding properties.

The dust retention system is likewise used in a reinforced version adapted to the customer’s needs. An integrated sprinkler system takes care of cleaning the bin.

DUST REDUCTION & WATER PROTECTION

The sophisticated extraction system of the feed hopper continuously extracts dustladen air. A rotary valve discharges the filtered dust onto a discharge belt and conveys it into the main material flow.

An additional special construction, the spillage board from Loibl, is used to collect spilled material during the transfer from ship to bin in order to guide it back into the ship. This protects the surrounding sea, so nature remains unaffected.

SCOPE OF SUPPLY AND SERVICES

basic and detail engineering; v static design of the steel structure; v manufacturing in Straubing, Bavaria; v steel construction EXC3; v feed hopper and bin; v weighing system; v spillage board; v dust suppression system; v extraction with filter system; v LASHBELTCON® — belt conveyor; v electrical and control system; v assembly; and v commissioning. v

ENVIRONMENTAL RESPONSIBILITY AND SUSTAINABLE BUSINESS

Zinc is an essential raw material for numerous industries, which is usually delivered by ship. Investments in innovative conveyor and filter systems are crucial to protect people and nature and to maintain the economic viability of plants in the long term.

GAMBAROTTA GSCHWENDT Eco Hopper customized to meet user needs

GAMBAROTTA GSCHWENDT SRL was founded in 1919 by Umberto Gambarotta Senior in Trento after World War I and its main business was general mechanical work such as truck fixing, modifications transforming trucks from fixed to tipping, 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 Mr. Umberto Gambarotta Jr. (father of the current CEO, Mr. 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 1980s to the 1990s there was great international expansion of the company: from a European industrial reality (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 specialised in 44 different fields. The companies involved are:

GAMBAROTTA GSCHWENDT SRL, GAMBAROTTA AUSTRALIA, MDG HANDLING SOLUTIONS SRL, MDG AMERICA INC. and OSSITAGLIO SRL.

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.

Davide Gambarotta – CEO, GAMBAROTTA GSCHWENDT SRL

Nowadays 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.

One of GAMBAROTTA GSCHWENDT latest products is the Eco Hopper, which can be considered the ultimate shipunloader evolution. Some of its features are detailed below.

The unloading process at the terminal is becoming greener than ever, since the GAMBAROTTA GSCHWENDT Eco Hopper can minimize dust pollution.

The loading capacity to the truck has been maximized, to a maximum of 1,500 tonnes per hour, thus meeting the needs of all its customers. Furthermore, the hopper storage capacity is 150m3

According to its application, the Eco Hopper can be designed with rubber tyres or rail bogies.

All GAMBAROTTA GSCHWENDT equipment, hence including Eco Hoppers, is completely customized according to the requirements of customers, and is designed, produced as well as erected by the company, following its high standards.

Should customers need it, GAMBAROTTA GSCHWENDT can provide commissioning and start-up on-site assistance as well as training for local staff.

Great British bulk

Port of Tilbury’s Grain Terminal still a key strategic facility after 55 years

The UK’s largest import/export grain terminal at London’s Port of Tilbury has been operating on the same site on the River Thames for over five decades and this year it reaches its 55th year anniversary.

Built at a cost of over £50 million in today’s money, the grain terminal has processed over 40 million tonnes of product since opening in 1969. It currently handles up to two million tonnes of grain, wheat, barley and beans every year to help meet the UK’s import and export requirements.

A vital supplier to major global brands, grain is handled at the terminal daily through its import and export capability and is a key supporter of the agriculture industry in the south east of England as well as the flour milling and bakery industries. The terminal regularly handles cargoes from in and out of the UK and to countries across the world from the USA and Canada to European Ports and Australia.

The Tilbury Grain terminal is the key strategic facility in the South East of the UK for the grain import and export markets handling grain from around the world. Its berths have space to host postPanamax vessels with cargoes greater than 40,000 tonnes, but can also handle a range of coaster vessels on its inner and outer berths. The terminal also operates a monthly coastal shipping service from

Tilbury to its sister port in Kirkcaldy, Scotland for Carr’s Milling and a barge service to ADM Erith oil plant.

The grain terminal suffered a fire which damaged part of the facility in 2020; however, the grain operation was not interrupted for customers and following a large scale demolition and rebuilding project, new concrete silos have been erected and will become fully operational in the first half of 2024, bringing a combined total storage on site to 134,000 tonnes, underpinning the Tilbury grain terminal as the UK’s largest import and export grain handling facility.

The new concrete silo will be in addition to ten newly built steel silos and a flat store with a combined storage capacity of 34,000 tonnes, which became operational in September 2022. These steel silos are filled with a 650 tonne per hour transfer conveyor system which also serves the automated filling system for the 14,000 tonne flat store. The transfer conveyor also delivers grain directly from the terminal to two adjacent customer flour mill sites. Modernization of the terminal is set to continue in the coming years to guarantee the long term future of grain operations at Tilbury.

Peter Ward, Commercial Director at The Port of Tilbury said “The grain terminal in Tilbury plays a major role in supplying businesses from around the world with the grain needed to support

their brands. As the UK’s largest grain facility, we have been an essential part of the UK agricultural supply chain for imports and exports for 55 years and through our continued investment in our people and our business, we are delivering unrivalled service for our customers.”

The Port of Tilbury is also the number one UK port for forestry products, construction materials, paper, recyclables and warehousing space. The port has a strong market presence in bulk commodities, ro-ro, cars and cruise vessels. Its busy container terminal handles a mix of short and deep-sea services and has the greatest reefer (refrigerated container) point connectivity in Europe.

Tilbury’s strategic location makes it a natural point for distribution, with nearly 20 million people living within 75 miles. Serving the UK’s market, the port offers customers excellent transport links to and from the UK’s capital and across the South-East where over 50% of the population live and work. The port is a diverse multi-modal hub, covering around 1,100 acres (850 acres and the London Distribution Park, in addition to the Tilbury2 site) and is well positioned to access the M25 orbital motorway and rest of the UK’s national motorway network. In addition, there are direct rail connections within the port and dedicated barge facilities. The Port of Tilbury is a partner of the Thames Freeport.

Port of Tilbury’s Grain Terminal.

Jay Venter

Port of Middlesbrough welcomes first international shipment of renewable energy cargo

AV Dawson, owner and operator of Port of Middlesbrough, has welcomed its first international shipment of renewable energy pellets.

The vessel was loaded with 7,000 tonnes of recyclable fuel pellets, which were processed by Waste Knot Energy (WKE) at their newly commissioned processing plant and storage facilities, located at Port of Middlesbrough.

The waste-to-energy pellets are created by recycling old industrial plastics. They are processed and the plastics are removed and then dried to become Solid Improved Recovered Fuel (SIRF). The

pellets are used as an alternative to coal, producing green energy whilst contributing to a circular economy.

Charlie Nettle, AV Dawson’s group managing director, said “Securing this exciting new project at Port of Middlesbrough is a big win, not only for AV Dawson but also for Teesside. This revolutionary new product is supporting the journey to net zero by enabling businesses to transition from fossil fuels to a new source of green fuel. Attracting this project to Port of Middlesbrough is also contributing to Teesside’s wider positioning as a hub for green energy.

“Having built a first-of-its-kind processing facility back in 2021 and a purpose-built storage warehouse, especially for the project, it’s great to finally see the first international shipment being exported. This project is over two years in the making, so this is a very proud moment for us and WKE to see it come to fruition.”

It’s fascinating to be involved in these new green fuel and waste-to-energy sectors as they develop and it’s fantastic to now be chartering ships through our ships agency Cockfield Knight and loading these ships at our site, so the pellets can be

The first load of recyclable pellets being loaded onto a vessel at Port of Middlesbrough.

(Credit: Chris J Parker Photography.)

exported across the world.”

The opening of the plant marks the start of a new chapter for the family firm, as it expands into renewables and recyclables markets, contributing to the port’s environmental focus and green credentials and supporting its Environmental Social Governance (ESG) strategy.

WKE CEO, Ian Jones, said “This is a huge milestone for us as it represents the completion of commissioning, from the waste arriving at our plant to the product being shipped out.

“We’re ideally located for bulk

shipments and we can do anything from 3,000 tonnes to 10,000 tonnes in a single shipment.

“It’s an exciting time for WKE as we have multiple transfrontier shipments being put in place for new customer trials across a range of industries in 2024, including cement and paper mills in the UK, Europe and further afield.

Charlie continued, “I look forward to seeing the growth of WKE and supporting it with future shipments from Port of Middlesbrough. Construction of this processing plant and storage facility was

part of a £10m masterplan to invest further in our port facility. We will continue investing in our site and our quayside to accommodate larger vessels carrying a wide range of cargo, especially dry bulk.”

“While we continue to work with long term customers in our traditional markets for dry bulk and break-bulk cargo, we also need to diversify into new markets. We’re focusing particularly on new dry bulk markets as we have recently invested in further capacity in our rail terminals, so we are able to offer customers a seamless port and rail logistics solution.”

Spot Ship allows ship brokers, charterers, and operators to make data-driven decisions faster than ever before

Spot Ship is a platform built for brokers, charterers, and operators that provides its users with powerful tools designed to drastically increase productivity and market visibility, writes James Kellett, CEO, Spot Ship.

Spot Ship uses powerful AI and machine learning tools, including the most accurate data parsers on the market, to collate, extract, and display our clients’ data, empowering them to make informed decisions in a fraction of the time compared to conventional practices. Spot Ship also provides an emissions calculator, port database, and global fleet tracking (complete with comprehensive owner/ operator commercial information), as well as voyage and TCE calculators.

Instead of sorting through thousands of emails and instant messages every day, Spot Ship automatically extracts insights around vessel availability from the user’s inboxes, presenting them in a digestible format within the platform’s Position Directory. Here the data is split into two parts within a single page: a fully dynamic, live AIS map with commercial information that gives the user an immediate idea of where their commercial positions are and a fully searchable and filterable Excel-style table. Through a combination of static data from Spot Ship’s own extensive database and dynamic data extracted from users’

mailboxes, we show a comprehensive report of vessel availability, including open location, vessel specifications, and estimated journey times. Used on its own or in conjunction with the laycan search feature, Spot Ship users are able to drill down into their data to find the best vessel for their needs.

Leading brokers such as McQuilling, Steem1960, Antares and Harald Sander use Spot Ship to stay ahead of their competition.

The Cargo Directory has the same extensive functionality as the Position Directory, orientated and adapted to cargos. This enables users to see on the interactive map the location of their commercial data and its associated port, as well as search and filter through the table. Spot Ship will also release a cargomatching tool to quickly and easily provide ‘best options’ based on user data.

As well as reducing the administrative burden of its users, Spot Ship also empowers better decision-making in areas of carbon reduction and sustainable shipping. Through a combination of sea route algorithms, vessel and cargo tracking, and our emissions calculator, our users are able to sort vessels by forecast CO2 emissions for a particular voyage. An issue increasingly more important with the introduction of the EU

ETS in January of this year.

The year 2023 was a significant one for Spot Ship, which saw it sign partnership agreements with some of the biggest names in maritime technology. In August 2023, Spot Ship partnered with Sedna, the maritime communications platform, to provide its data parsing services to Sedna’s numerous clients, including the most significant owners and charterers globally (including Centurion Bulk, Fednav and Swire Projects). In October of the same year, Spot Ship partnered with Sea by Clarksons to provide automation for its vessel and cargo matching process.

March 2024 saw the launch of Spot Ship’s offshore vessel functionality and we are proud to be the first online platform to provide comprehensive support for brokers and charterers in this vessel category.

Interactive Table, Spot Ship.

Interactive Map, Spot Ship.

James Kellett, CEO, Spot Ship.

A&P Falmouth Awarded government funding for shore power project

A&P Falmouth will reduce emissions in port by providing sustainable clean shore power solutions to vessels after it was successful in a bid to the UK Government’s Zero Emission Vessel Infrastructure fund (ZEVI).

A&P Falmouth is part of APCL Group, the global ship building and ship repair organization.

The facility is one of the world’s largest natural deep-water harbours, with large graving docks and extensive along-side deepwater berthing. A&P Falmouth provides vital ship repair and in-service support to the Royal Navy and Royal Fleet Auxiliary.

The £12m shore power project will see A&P Falmouth provide the UK’s first multivessel flexible shore power connections on Cornwall’s Atlantic Peninsula in partnership with engineering design specialist Marine Zero. As well as reducing CO2 emissions, the technology will also reduce noise import.

The Falmouth, Atlantic & Peninsula Clean Shore Power Future project is part of the Zero Emissions Vessels and Infrastructure competition (ZEVI), which was announced in February 2023, funded by UK Government and delivered in partnership with Innovate UK.

As part of ZEVI, the Department for Transport allocated over £80m to ten flagship projects supported by 52

organizations from across the UK to deliver real world demonstration R&D projects in clean maritime solutions. Projects will take place in multiple locations from the Orkney Isles to the Southwest of England.

A&P Falmouth has partnered with Marine Zero for the design and specification of the multiple 1.5MVA shore power systems. The project will be scalable to meet future increased capacity demands of larger vessels and additional connections at A&P Falmouth. Work is already underway and is expected to be completed by Q1 2025.

Mike Spicer, Managing Director of A&P Falmouth said “Sustainable shore power plays a vital role in global and national efforts to reduce the impact of the maritime industry on the environment. Our strategy at A&P Falmouth is to achieve net zero across our operations by 2030, so this hugely exciting project will be a significant milestone on that journey. It is testament to the strength of our bid and our reputation in the industry that we were chosen by UK Government to be one of the recipients of this funding.”

“There is no doubt that shore power will play a critical role in reducing emissions for vessels at berth. We are delighted to be partnering with A&P Falmouth as they take this major step towards their net zero future, said Andy

Hurley, Marine Zero director.

“Installing shore power is a complex challenge, particularly at a large multivessel shipyard such as A&P Falmouth. The UK Government’s ZEVI award is a significant and welcome recognition — both of the relevance and wider impact of clean maritime solutions, as well as our technical capability and ambition to deliver them.”

Announcing the winning bids, Transport Secretary Mark Harper, said, “All of our winners are at the cutting edge of the nation’s maritime industry — a crucial part of this government’s plan to grow the economy, creating better-paid jobs and opportunity right across the UK.”

ZEVI is part of the UK Shipping Office for Reducing Emission’s (UK SHORE), focused on clean maritime technologies that can be scaled rapidly to decarbonize the UK’s domestic maritime sector. In March 2022, the Department announced the biggest government investment ever in the UK commercial maritime sector, allocating £206m to UK SHORE, a new division within the Department for Transport focused on decarbonizing the maritime sector. UK SHORE is delivering a suite of interventions throughout 20222025 aimed at accelerating the design, manufacture and operation of UK-made clean maritime technologies and unlocking an industry-led transition to Net Zero.

Cleveland Cascades complete system installation in Asturias, Spain

Cleveland Cascades Engineers recently carried out installation and commissioning for one of its systems supplied to Asturias, Northern Spain.

The system is one of Cleveland Cascades’ 1100 sized Cascade systems designed to load Clinker at up to 1,000 tonnes per hour.

A Pivoting head chute is included in the supply for interface with a mobile ship loader. The chute is 20m in length and retracts to 5.25m for storage.

The steelwork is finished Hot Dip Galvanized for corrosion protection, running faces of the cones and deflectors are lined with ceramic tiles for abrasion resistance.

The system features the company’s typical electrical suite for safety and automation including; downward motion detection, position monitoring, material detection, slack rope and load monitoring.

Cleveland Cascades’ Engineers visited the site to support the customer with the installation of the system, which included the interface connection for the pivoting and fixed head chute followed by the cascade and shroud.

All functional checks were completed and the system Hot commissioned with trial loading.

The installation was a success for the customer, which is now able to commence loading with the next scheduled vessel.

ABP pioneers grain-monitoring robot to revolutionize safety in agricultural storage

Spearheading innovation in agricultural storage and safety at work, Associated British Ports (ABP), has teamed up with partners Crover Ltd, the robot’s creators, as well as Camgrain, Holkham Farming Company and Morley Farms to further develop and pilot a grain-monitoring robot that can substantially enhance workplace safety and enhance grain store.

The ‘CROVER’ robot is the first robotic device able to ‘swim’ or move with minimal effort through grains stored in bulk, such as wheat, barley and oilseeds held in storage and is intended to enable farmers and grain storage operators to improve the health and safety of their grain storage and transport operations.

The prototype, which is being tested at ABP’s Port of Ayr in Scotland will also help maintain grain quality during long-term storage, reduce energy costs from cooling and aeration and avoid unnecessary chemical interventions. This will reduce grain claims and rejections, labour costs from integrated pest management (IPM) grain storage operations.

Prior to the existence of this robot, checking the moisture levels of piles of grain was a manual process, which is both time consuming and produces varying

degrees of accuracy. It also increased the risk of avalanches when operatives had to climb up a stack of grain to take readings on moisture and heat. This robot enhances workplace safety because it has the ability to ‘climb’ to the top of a tall pile of grain and insert a metal rod vertically, which helps monitor the levels with a significant level of precision and eliminates the need for a manual process.

Duncan Welberry, ABP Head of IT Business Partnering, Data & Analytics, said, “Safety is a core value for ABP and because our ports naturally bring a wide variety of businesses across the supply chain together, they are ideal innovation hubs for developing tools and systems to enable safer workplace practices. “This grainmonitoring bot is the latest addition to our smart tech devices, which include drones, wearables and more. We are excited about this collaboration and look forward to seeing what lessons it can reveal for the wider farming and grain storage industry.”

Connor Lyons, ABP Business Innovation Lead, commented, “Being part of the creative R&D process is always immensely rewarding. The idea to integrate the CROVER robot was born by developing a deep understanding both of our

customers’ challenges but also the situations our colleagues in operations deal with everyday. I am proud that we have been recognized and rewarded a grant which will further accelerate innovation in this space.

“This project is an excellent celebration of science in practice and with British Science Week coming up in March, it’s a powerful reminder that ports are hubs for innovation and can offer a variety of exciting jobs from Engineering to R&D.”

“We are delighted to have won this funding with ABP and are grateful to have a partner with the space, operations and vision to help us test this tool in a realistic environment and refine its capabilities.” added Dr. Lorenzo Conti, Crover Founder & Managing Director.

The project has been awarded £335K by Innovate UK as part of the Department for Environment, Food and Rural Affairs’ (Defra)’s Farming Innovation Programme (FIP) fund. As the UK’s innovation agency, Innovate UK helps businesses to grow through the development and commercialization of new products, processes and services, supported by an outstanding innovation ecosystem that is agile, inclusive and easy to navigate.

‘CROVER’ Robot.

Wingsail pioneers WingTek secure £2.2m Innovate UK and UK Department of Transport Clean Maritime Demonstration Competition

Bristol-based maritime engineering startup WingTek, in collaboration with the National Composites Centre and the University of Bristol, has won a £2.2m innovation grant. Awarded under the UK Department for Transport Clean Maritime Demonstration Competition, the funding from Innovate UK is to develop further the WingTek Wingsail, a unique Wind Auxiliary Propulsion (WAP) system designed to be retrofitted easily to existing commercial vessels.

Wind Auxiliary Propulsion is a technology that complements existing ship propulsion systems; primarily the marine diesel engines burning fossil fuels which power vessels of all types across the global fleet. WAP enables significant reductions in fuel use and therefore harmful emissions from these ships.

Neil Richards, WingTek Managing Director, said: “WingTek’s innovative Wind Auxiliary Propulsion system has received a significant boost thanks to the help and support of Innovate UK leading to this grant. We are delighted to be working with a fantastic set of project partners at the University of Bristol and the National Composites Centre and we are now well supported to fast-track the development on the route to commercial production.”

The project will deliver two full-size operational prototypes, one on-shore for

long-term testing and development and a second unit installed on a commercial UK vessel for sea-trials, with the project scheduled to complete by March 2025.

A HYBRID ENERGY SOLUTION FOR INTERNATIONAL SHIPPING

“Think of this as a renewable energy fuel saver for commercial ships,” explained Richards. “Wind is free and available across the planet and can be harnessed by the world’s existing shipping fleets to reduce its consumption of fossil fuels.”

There are around 55,000 commercial ships in excess of 5,000 tonnes worldwide, burning an estimated 250 million tonnes of fossil fuels annually.

HARNESSING WINDPOWER TO REDUCE DEPENDENCE ON FOSSIL FUELS

Richards added: “Any reduction in this colossal fuel consumption has immediate benefits. The commercial and environmental value of adding WingTek Wingsails is evident — on routes such as the North Atlantic and the North Sea, the savings can be substantial and rise significantly when used in conjunction with weather routing.”

“We can save ship operators fuel costs and greenhouse gas emissions, whether the ship has a traditional engine burning fossil fuels or one burning newer, but more expensive, clean alternatives. Our wind propulsion systems can be retrofitted to existing vessels, designed into new-builds, and easily removed when decommissioned or re-installed on another vessel in the fleet,” continued Richards.

REDUCING PRESSURES ON SHIP OPERATORS

WingTek Chairman, Roger Francis, said: “We started with a sea-proven design with a long pedigree which we’ve refined and developed based on our own direct maritime operational experience. The result is a resilient solution developed using state of the art tools, materials and

control technologies.”

“Fleet operators are under pressure to reduce their carbon emissions and operating costs by reducing dependence on fossil fuels. The WingTek Wingsail system provides a practical and workable solution for both vessel owners and charter operators”.

INNOVATEUK SUPPORTS NET ZERO FOR MARITIME OPERATORS

InnovateUK has awarded the “Wings for Ships” project led by WingTek Ltd a grant of £2.2m under the UK Clean Maritime Demonstration Competition Round 3 (CMDC3), for wind-assisted ship propulsion development aimed at helping the shipping industry reach Net Zero by 2050.

Under the grant, project partners The University of Bristol (UoB) and Bristolbased National Composites Centre (NCC) will work with WingTek to deliver two prototype wingsails for the project.

THE NCC AND UNIVERSITY OF BRISTOL BRING RESEARCH EXPERTISE TO THE PROJECT

The National Composites Centre will contribute its knowledge and expertise in composite design and structural analysis in the development of the two demonstration prototypes.

James Graham, Chief Engineer for Surface Transport at the NCC, said: “The CMDC3 award is an example of how the National Composites Centre is well positioned to support the marine sector realize their Net Zero ambitions. With expertise ranging from digital engineering to state-of-the-art end-of-life solutions, we are on board with support to accelerate the design, manufacture, and operation of UK-made clean maritime technologies.”

The University of Bristol will provide their expertise in 2D and 3D computational fluid modelling of aerodynamics, wind tunnel facilities for physical model testing and energy system modelling.

Professor Ann Gaitonde from University of Bristol’s School of Civil, Aerospace and Design Engineering, said: “We are excited to be part of the WingTek Wings for Ships project. The WingTek Wind Assisted Propulsion technology being developed has the opportunity both to transform the emissions from shipping and allow straightforward adoption by the commercial fleet.”

WingTek Wingsail.

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