May 2023 Issue Dry Cargo International

FEATURES

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CORRESPONDENTS

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Europe Barry Cross

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Maria Cappuccio

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Coal trade stays resilient

Further signs of resumed momentum in commodity import demand around the world have been emerging recently. A continuation of this trend, which seems a realistic expectation, could enable world seaborne dry bulk trade in 2023 to recover from last year’s weakness.

Several positive indicators for the global economy, and strengthening effects of progress on activities in countries importing industrial dry bulk cargoes, are visible. One of the most closely watched events is China’s return to a more normal pattern after the ending of tight pandemic controls. After reviving to 4.5% gross domestic product growth in the first quarter, from 2.9% in the previous three months, a sustained recovery could provide support for commodity usage and imports.

COAL

Many uncertainties still surround the global outlook for energy demand and coal consumption over the next twelve months and longer term. Nevertheless some forecasters are envisaging resumed growth in world seaborne coal trade during 2023 following a flat performance last year.

A forecast published a few weeks ago by the Australian Government Department of Industry was more restrained, predicting a stable volume. In 2023 world coal trade (including land movements, but mostly seaborne) is estimated to total an unchanged 1,335mt (million tonnes). According to

this calculation, steam coal trade may be marginally lower at 1031mt, while coking coal trade rises by 2% to 304mt. Higher steam and coking coal imports into the Asian region are expected to provide support.

IRON ORE

Among iron ore importers, prospects for growth in the period ahead seem limited. Demand for steel from the main consuming industries in many countries is still subdued. Yet the World Steel Association last month suggested that global steel demand could pick up in 2023, growing by 2.3% after a -3.2% reduction in the previous twelve months, despite a flat outcome in Europe this year.

Steel production changes during the first quarter of this year were mixed. In China brisk growth in crude steel output was recorded, compared with the same quarter last year, rising by 6% to 261.6mt. Elsewhere, in the main iron ore importing countries, comparisons based on WSA data showed negative results. In the European Union production was down by 10% at 33.1mt. Japan’s volume declined by 6% to 21.6mt, while South Korea experienced a 2% decrease to 16.7mt.

GRAIN & SOYA

World trade in wheat plus corn and other coarse grains is expected to show a reduction in the current 2022/23 trade year now approaching its end in third quarter 2023. Prospects for an upturn in

2023/24 remain unclear, awaiting the outcome of mid-2023 northern hemisphere domestic harvests in importing countries.

An updated forecast published last month by the US Department of Agriculture suggests that the world wheat and coarse grains trade total could be down by 14mt or 3% in 2022/23, at 419mt. The wheat year ends in June and the coarse grains year in September.

One positive change is EU imports, forecast to rise by 10.8mt (41%) to 37.1mt. But lower imports into the East Asia Region (especially China’s predicted lower volume) and reductions elsewhere are likely to be more than offsetting.

MINOR BULKS

A number of commodities in the minor bulk segment form an ‘agricultural’ bulks category, including various oilseeds and meals, rice, sugar and fertilizers. After totalling an estimated lower 420mt in 2022, seaborne trade may pick up this year according to tentative signs.

BULK CARRIER FLEET

Capesize and larger vessels, statistically defined as ships of 100,000dwt and over, comprise two-fifths of the world bulk carrier fleet. As shown by table 2 the capesize fleet grew by a slower 2% last year. During 2023 a similar growth rate seems likely, based on expectations of higher newbuilding deliveries and higher scrapping.

TABLE 1: STEAM COAL IMPORTS IN KEY ASIAN COUNTRIES (MILLION TONNES)

TABLE 2: CAPESIZE (100,000DWT & OVER) BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)

CRS MILESTONES: from concept to high sophistication

Australian ingenuity for a global market

MH range of Container Rotators

2009: original Rotainer sketches

2010: first Rotainer being commissioned

2009/10: First rotatable container under construction for prototype approvals

2011: First automated lid lifting for container rotators being tested.

2013: Foodgrade containers

Rotainer Eurospec 38 with CRS's specially designed N-S-E-W rotating spreader system

CRS Rotainer® Eurospec 38 upgraded to use with Rotorcon® 2,900mm heavy duty containers

Cement going green?

environmental concerns drive industry shake-up as focus on CO2 reduction increases

Back in 2005 when it was based in Switzerland, and was among the world’s leading makers of cement, Holcim entered India. Then, the principal consideration was to be part of an economy where the demand for all building and construction materials would stay strong for decades in the wake of an official focus on infrastructure building and construction of housing for all income groups. The two Indian cement makers, Ambuja Cement and ACC — in which Holcim took a controlling interest and continued to raise their capacity using both brownfield and greenfield routes — have remained among the more profitable and environmentfriendly units in the industry. What then

would explain Holcim stepping back from India wholesale to sell 63.19% ownership of Ambuja and 54.53% in ACC to the local infrastructure to mining group Adani in May 2022 for a consideration of $10.5bn? (In one stroke, Adani group acquired 70mt [million tonnes] cement capacity across the country while it has plans to build greenfield plants at Dahej in Gujarat and Raigarh in Maharashtra. Following the acquisition, Adani has become India’s second-largest cement group next to Ultratech Cement with a capacity of 135mt.)

Industry watchers say the move — the biggest Holcim capacity exit in terms of size and value — is part of the Swiss

company’s ‘Strategy 2025 – Accelerating Green Growth’ in its march to become the global leader in ‘innovative and sustainable building solutions.’ Cement, like steel, is among the major polluting industries both by way of burning fuels, particularly coal and generation of dust and particles. Holcim chief executive Jan Jenisch said at the time of India disinvestment: “Around 26% of our CO2 emissions are in India. Because of the exit we will have a muchreduced global carbon footprint. We will always make cement, but we will continue to decarbonize it. In the meantime, we are happy to build up other segments like building solutions and products.” Indian total disinvestment falls into a pattern as

Kunal Bose

Bruks Siwertell cement unloader.

the Swiss company is chasing a target of reducing the share of cement in its total revenue to 35% by 2025 from 55% in 2021. In recent times, the company has sold cement business in Brazil, Indonesia, Malaysia and Singapore. Proceeds from all the sales are an enabler to build ‘solutions and products’ as the new growth engine of the company. Holcim says it has invested over CHF5bn in new businesses and there is more to come. Holcim has left behind a rich legacy in India in terms of ‘sustainable value creation with strategic investments ranging from new best-in-class plants to green technologies such as heat recovery systems’.

In the history of global building materials industry, the most epochal development was the merger of two cement giants in July 2015 — Holcim and Lafarge — following which LafargeHolcim was born. Within a year, the company sold three cement plants and two grinding stations totalling a capacity of around 11mt, originally owned and operated by Lafarge, to Indian group Nirma for an enterprise value of $1.4bn. The arrival of Holcim in India speeded up the process of capacity consolidation and restructuring in the industry.

Cement, like steel, is an industry where sustainable operation at fair margins calls for large capacity under a single company roof. India has a cement capacity of 541mt and growing, and production during 2021/22 (April to March) was around 381mt. There have been many mergers and acquisitions over the years where every industry major has participated. Quite a few groups with less than 5mt capacity and not with good linkages with limestone mines have found it wise to exit, pocketing good money in the process.

A spokesperson for Cement Manufacturers Association of India (CMAI)

Ambuja

says “M&A will be a continuing process in the country, specially when many relatively small groups still exist. They may be waiting for better valuations once the economy starts doing better.” For example, Dalmia Bharat, which nurses ambition to scale up capacity from 36mt to 130mt by 2030 by way of organic and inorganic growth is set to acquire multi-location cement mills of the debt-ridden Jaiparakash group. In the meantime, Shree Cement, which owns around 48mt capacity, is said to soon start due diligence of Sanghi Cement with a view to acquire up to 74% of its equity capital to gain total management and operational control. Sanghi Cement has production capacity of 6.1mt. In the past the company came under the radar of potential acquirers such as Ultratech, Dalmia Bharat and JSW Cement.

Indian cement capacity and demand will continue to grow on the back of focused development of infrastructure and housing sectors. The three principal raw materials required for making cement — limestone,

gypsum and coal — are abundantly available in India, supporting industry capacity building. But, as with many other industrial commodities, the world keeps a watch on how China will shed uneconomic and environment-damaging capacity as it remains active in promoting capacity consolidation. Fitch Ratings expects policymakers in Beijing to continue to “focus on eliminating uncompetitive capacity and financially unviable producers...”

At the same time, the rating & research agency’s expectation is production capacity will be encouraged to “move towards resource-rich areas with low operational costs or to regions that exhibit strong market demand. Further sector consolidation is likely to see weaker producers exiting the market or being acquired by large competitive industry leaders. We believe acquirers will be selective in choosing targets and will favour those with product leadership or cost advantages in order to create synergies.”

Cements prospers under new management

Last year when Holcim made a deal with the infrastructure to energy to foods Adani Group for sale of its thriving cement business in India, the Swiss cement maker CEO Jan Jenisch said they had found a “perfect partner in Adani to unleash the next era of growth.” But for the time that Holcim was in India, it significantly increased clinker- and cement-making capacity at multi locations while advancing its leadership in sustainability. Less than a year under the new Adani management, Ambuja Cements has announced the placement of orders for machinery and equipment to expand blended cement making capacity by 14mt (million tonnes). This will come through clinker capacity expansion of 8mt at two sites that would be powered by green energy. This would help increase production of blended green cement by 14mt. The management is hopeful of commissioning new green cement capacity in two years.

Being in excellent financial shape with one of the industry’s highest EBITDA earnings, Ambuja will fund the expansion with internal accruals. Ambuja Cements along with its subsidiary ACC now has a combined capacity of 67.5mt with 14 cement manufacturing plants and 16 grinding units across India. This makes it the industry’s second largest after Ultratech. The CEO of Ambuja Cements Ajay Kapur says: “These brownfield expansion projects are part of our strategy to double our production capacity over the next five years.”

Holcim cement plant.

Bringing relief to the world, both China under the oversight of President Xi Jinping and India are engaged in cleaning up the cement industry using technology and alternative fuels. Cement production requires heating a mixture of minerals to temperatures of more than 1,400°C in a kiln. It is recorded that the industry’s CO2 emissions have increased nearly continuously for several decades, with capacity and production rises. By 2021, the industry’s global carbon emissions climbed to 1.7bn tonnes, making it responsible for about 8% planet warming carbon dioxide releases in air. It is said that, if the industry were considered a country, it would be the world’s third-largest polluter after the US and China. The industry’s cleaning up act as a matter of course has to be Asia centred. The Continent alone accounts for 73% of cement output and 81% of consumption.

Within Asia, the primary responsibility to set the industry firmly towards carbon neutrality rests on China, which is responsible for emissions of around 1.23bn tonnes of carbon accounting for around 14% of the country’s total CO2 emissions.

Beijing is committed under COP-21 to make the country carbon neutral by 2060, while India will try to reach the goal by 2070. But will the two be able to make their cement industry carbon neutral by then? A recent study of China cement scene says the challenge to become carbon neutral will hinge on technology breakthroughs and considerable funding. The report speaks of “advanced and aggressive emission abatement scenarios” calling for investment as big as 345bn yuan ($51.28bn). Some of the big cement

makers in China have the target of reaching peak carbon emissions by 2025. But they are more likely than not to miss the target. What is encouraging, however, is the big investment some are making in cleaner energy sources. An example is Anhui Conch Cement investment of nearly $745m to build photovoltaic power generation capacity of 1GW. In the meantime, the country claims to have commissioned some ‘smart’ energy efficient cement mills in recent years.

Greening of cement or steel is an intensely investment driven exercise as it calls for application of high energy saving technologies, most of that still in the pipeline or conceptual stages. Unfortunately, the cement industry in China had a bad time in 2022 when sales were down, pulling down company revenues, and profits shrank. (Indian cement companies too had seen their profits fall quite sharply in the final quarter of 2022/23.) The country’s National Bureau of Statistics (NBS) has reported a 9.8% year-on-year fall in production to 2.13bn tonnes in 2022 from 2.36bn tonnes in 2021. (Even then, China had over 50% share of last year’s global cement output of 4.1bn tonnes. Incidentally, this was nearly the lowest output in a decade and the largest decline since 1969, according to China Cement Association (CCA).)

The setback in industry working is attributable to zero-Coronavirus movement restrictions for most of the year, shrinking real estate market (the sector has the single biggest share in cement consumption) and input cost rises, particularly of coal. NBS says investment in

fixed assets growing by around 5% and a 10% rise in spending on infrastructure development were not enough to compensate for the 10% contraction in investment in real estate development to $1.46 trillion.

Neither cement nor steel in China is likely to overcome the grimness of the past year in 2023. Fitch Ratings says: “Weak property investment and slower infrastructure fixed asset investment in 2023 will (continue to) put pressure on China’s steel and cement market fundamentals... Cement’s average selling price and volume also face downside risks because the sector has more exposure to property construction, squeezing margins. However, the overall industry margins should remain healthy in the high teens... We believe industry consolidation will continue in both steel and cement, driven by stricter environmental regulations and phasing out of inefficient smaller sized producers... We expect leading players to continue their investment in extending value chains and diversifying geographically.”

What does CCA say about cement demand for the current year? It anticipates demand to be “flat or marginally down.” The demand expected to remain flat, the industry’s overcapacity will remain a subject of concern, putting pressure on cement makers to shut down mills that are unlikely to generate profits or are in regions where oversupply remains an issue. Last year was marked by clinker utilization rate of 65%, a fall of 10% from that in 2021. The Chinese industry is caught in an overcapacity mess made worse by inflation in rises in raw

Anhui Conch Cement.

materials prices, coal in particular.

A country with annual production well in excess of 2bn tonnes will naturally have quite a few groups among the world leaders in cement. For example, China Anhui Conch Group has cement production capacity of 288mt and it is making annually close to 222mt. China National Building Material (CNBM), resulting from the merger of two massive building materials groups will boast a cement clinker capacity of over 400mt.

Besides its major presence in China, Huaxin Cement operates mills in several countries, including Cambodia, Nepal, Kyrgyzstan, Malawi, Tajikistan, Uzbekistan, Tanzania and Zambia. The company has said its future overseas business expansion includes development of ten additional projects in Africa, the Middle East and elsewhere. In the meantime, Huaxin has become majority owner of Oman Cement just under 60% of the equity. Huaxin’s majority ownership of Oman Cement happens when the latter has a few major projects in the pipeline, including a greenfield mill development at the special economic zone at Duqm. Industry observers say with its track record of successfully executing projects in quite a few destinations abroad, Oman assignment will not be a major challenge for Huaxin. China was early to realize that the best way to negotiate resource nationalism, which is taking roots in more and more countries, is to open factories where minerals are found in abundance. Moreover, investment in industry along with infrastructure development is giving Beijing the lever to checkmate Western influence, particularly of the US.

Beijing building plants in foreign countries is serving three objectives: guaranteed supply of raw materials, spread of political influence and creation of condition for bigger market share. Moreover, cement being a bulk material requiring specialized handling, it is economically advisable to make it where limestone is found in good quantities than get supplies from foreign sources. Even then, both China and India have been exporting clinker and cement, albeit amounting to a small percentage of their production. By having some plants close to ports, the world’s two largest producers of the building material have the logistical advantage to be exporters. India-made clinker/cement export destinations are Sri Lanka, Nepal, Bangladesh, the UAE and the US. For China, the principal export destinations are Hong Kong, Myanmar, Japan, Macau and Guinea. The leading

exporters of cement clinkers in 2021 were Vietnam ($1.04bn), UAE ($493m), Turkey ($473m), Indonesia ($356m) and Thailand ($270m.)

A couple of Indian companies Shree Cement and Ultratech Cement too have presence in West Asia. But that is much smaller than what China has achieved there and elsewhere. India has sufficient reserves of limestone to take care of the market to expand to well over 400mt by 2029. According to Indian Bureau of Mines, the country’s reserves/resources of limestone of all categories and grades are an estimated 203,224mt. Since the major part is in the resource category, exploration is required to convert resources into reserves. Karnataka, Andhra Pradesh, Rajasthan and Gujarat are the major limestone rich states, where, therefore, Indian cement capacity is concentrated. Chinese limestone resources are placed at around 138bn tonnes. Limestone is one resource that is found in abundance in many countries in the world besides China, India and the US.

Assessments by several global and national agencies point to more of the same for the Chinese industry in 2023. But the International Monetary Fund (IMF) prediction that the Chinese economy will rebound this year as mobility and activity are picking up after the lifting of Covid related restrictions may bring some good tidings for cement makers but with a few caveats. Against 3% last year, IMF expects the Chinese economy to expand 5.2% this year contributing one-third of global growth. Chinese GDP growth in 2022 missed the official target of 5.5% marking the second slowest pace since 1976. What, however, is of consequence for the Chinese cement makers is IMF saying the

country “still faces significant economic challenges. The contraction in real estate remains a major headwind.” There too are longer-term headwinds which, according to the IMF, need tackling through “comprehensive macroeconomic policies and structural reforms.” The fortunes of cement and steel finding applications in many common sectors are decided by how the economy performs.

Since greening of this binding material will demand large investment, this will logically be transferred in selling prices of cement, giving likely rise to consumer resistance. In a situation like this, Chinese cement makers like their counterparts in steel (ArcelorMittal and Tata Steel) are expected to urge Beijing to defray the difference between production cost of green cement (including agreed industry margins) and selling prices at any discount to cost. That will be an ideal way to incentivize the industry to cut pollution at speed.

Ahead of application of technologies still in development stages, experts recommend that every cement producing country should have a detailed low carbon technology roadmap (LCTR) whose progress is to be periodically monitored. India has already put LCTR at work in its cement industry with the goal to reduce carbon dioxide emission intensity by 45% compared with the 2010 level. One advantage that the India industry has is that close to half the capacity in play has been commissioned in the past decade, when plants incorporated facilities to make operations much more environment friendly than before.

Governments in every cement-making country will be expected to prevail upon producers to install waste heat recovery system (WHRS) to bring down the

Cimbria Moduflex chute for cement loading.

industry’s pollution quotient. CMAI is running a campaign over a long time to put to use the segregated industrial and municipal waste in the kilns as substitutes for conventional raw materials and fuels.

“This way the menace of waste generation could be curbed to some extent as it would promote circularity in the economy,” says a CMAI official. Some countries where the government pressure is strong and cement makers are conscious of their responsibility to keep the environment as clean as possible, the transition to zero carbon emission will be at the desired speed.

VIETNAM : A NEW STAR

The cement industry in Vietnam has grown at a remarkable speed with capacity now close to 110mt. This will further rise to 120mt later this year with the commissioning of a 4.5mt line at Xuan Tanh cement plant and a 2.5mt line at Long Son cement plant. Along with these two major capacity commissioning, some other smaller brownfield capacity in the pipeline will mature. In the midst of expansion of clinker and grinding facilities, the Vietnamese industry has to live with falling capacity utilization. This could not be otherwise as both demand within the country and export sales remain under pressure.

In the past exports growth too has fuelled cement capacity development. Vietnam happens to be the world’s largest

exporter of clinker and cement with a share of 12.5% of global exports of the commodity and its three biggest markets are China, the Philippines and Bangladesh. Why should China, where there is surplus capacity, be importing the material in fairly large volumes from Vietnam? Moving cement to great distances is an expensive and a logistically challenging proposition. For China to meet demand in some coastal regions works out cheaper to import from Vietnam than sending it from the hinterland. No wonder China alone accounts for around 57% of Vietnamese exports of clinker and cement. But such high dependence on a single or a couple of destination for export sales carries with it a major risk, which played out last year.

According to the Vietnamese ministry of construction, the country that exported 46mt of cement and clinker in 2021 experienced as much as 25% slippage in overseas despatches to 24.7mt in the first nine months of 2022. Export setback in China was unavoidable in the wake of demand for cement withering there because of Coronavirus-related restrictions and muted house building activities. As for the Philippines, rising logistics costs and the introduction of antidumping measures restricted cement imports from Vietnam. With the Vietnamese domestic demand being around 65mt, observers point out capacity utilization will take a hit if exports do not

pick up early. Chairman of Vietnam National Cement Association says: “Capacity may be precisely 107mt. But this could easily be supplemented by another 20mt+ by leveraging technology and revising the additive ratio.” Overall working of the industry in a developing economy such as Vietnam will depend to a large extent on government disposition to fund infrastructure development and provide incentives to housing development.

The US, being the world’s largest economy where infrastructure renewal is constantly happening, naturally hosts a large cement industry with 98 production sites and the output is shy of 95mt. Over 70% of cement used in the country is for readymade concrete mixes. The industry has major concentration in Texas, Missouri, California and Florida with production there accounting for nearly 45% of the country’s output. Use of the binding material has increased gradually over the past decade, even while consumption is still well below the size seen before the 2008 financial crisis. Cement prices were down following the financial crisis. But these are improving in line with demand rises. The French Swiss LafargeHolcim and also Heidelberg of Germany have significant presence in the US with mills in multiple locations. In the meantime, the European cement market had a size of 176.58mt in 2021. The market there is expected to record a CAGR of 1.9% during 2023/28.

Xuan Tanh cement plant.

AD Ports Group to purchase five bulk carriers

AD Ports Group, a major facilitator of global trade, logistics and industry, has announced plans to expand its fleet with the purchase of five bulk carriers and three crude oil tankers.

These vessel acquisitions will follow the recently signed agreements as part of the Group’s strategic global expansion objectives to enhance the shipping division under AD Ports Group’s Maritime Cluster.

The five bulk carriers, to be purchased for AED 459 million, form part of the longterm agreement with Saif Powertec, signed in April 2022, for the movement of general cargo and dry bulk cargo between Fujairah Port in the UAE and Bangladesh, the Indian subcontinent, South-East Asia, and other global destinations.

The purchase of three crude oil tankers, with a total transaction value of AED 496 million, will form part of the seven-year vessel pooling agreement formed in December 2022 with KazMorTransFlot (KMTF), a subsidiary of Kazakh National Oil Company (KazMunayGas), for the transport of crude oil internationally.

Capt. Mohamed Juma Al Shamisi, Managing Director and Group CEO, AD Ports Group, said: “AD Ports Group

consistently seeks opportunities to contribute to the development of comprehensive solutions for customers and partners in the energy and maritime sectors. The extension of our fleet with the purchase of another five bulk carriers and addition of an initial three crude oil tankers is a remarkable milestone for our Maritime Cluster and will further enable us to equip our business with the right assets and logistics capabilities to adapt to the evolving global demand within the industries in which we operate.”

“More importantly, the vessel acquisitions are part of a larger expansion strategy by our Group aimed at broadening our portfolio of services and taking our experience and service excellence to the wider bulk shipping and offshore oil markets. We firmly believe that by

challenging ourselves and looking beyond our horizons through dynamic strategic partnerships, we will not only benefit our current and future customers, but also our commitment to the objectives of our wise leadership.”

Under the terms of the strategic partnership agreement between KazMunayGas and AD Ports Group, the two companies will review opportunities to collaborate on a broad range of projects, including the development of a new fleet of shallow-water vessels to support offshore operations in the Caspian Sea and the development of a tanker fleet to support the export of Kazakh oil.

Under the terms of the agreement between Saif Powertec Limited and AD Ports Group’s feeder service, SAFEEN Feeders, the two companies will work closely together to facilitate global trade and cargo services over a period of 15 years.

The continuation of each agreement solidifies AD Ports Group’s collaborative ventures across the Central and South Asian region supporting international trade and enhancing connectivity, providing a solid foundation for growth in some of the most important markets.

INTERCARGO reaches membership milestone

The International Association of Dry Cargo Shipowners (INTERCARGO) has reached an historic membership milestone. The Association now represents 32% of the global dry bulk fleet (total) dwt.

INTERCARGO, which met in Dubai recently for its Semi Annual Meetings, now has within its global fleet more than 3,200 bulkers registered by more than 155 dry bulk owners/managers/ operators, with its membership supplemented by 90 associate member companies supporting the sector. INTERCARGO’s members, who span 30 countries, predominantly operate bulk carriers in the international dry bulk trades, such as coal, grain, iron ore and other bulk commodities.

On behalf of its steadily growing membership, INTERCARGO plays an active role in international maritime regulation including at the International Maritime Organization, where it has Non Governmental Organization

(NGO) status, and as a member of the shipping industry Round Table. Commenting on the membership rise, Dr Kostas Gkonis, INTERCARGO Secretary General, said: “INTERCARGO is an association with a strong international voice and a great deal of weight within the shipping industry. Our progressive growth path over the past few years, together with our high retention rate, reflects the significance of the dedicated work we carry out on behalf of our global membership.”

ABOUT INTERCARGO

International shipping is vital for the global economy and prosperity as it transports approximately 90% of world trade. The dry bulk sector is the largest shipping sector in terms of number of ships and deadweight. Dry bulk carriers account for 43% of the world fleet (in tonnage) and carry an estimated 55% of the global transport work.

The International Association of Dry

Cargo Shipowners (INTERCARGO) unites and promotes quality dry bulk shipping, bringing together more than 245 forward thinking companies from 30 countries, among which more than 155 owners/managers/operators controlling over 40% (in dwt) of the global dry bulk fleet. INTERCARGO convened for the first time in 1980 in London and has been participating with consultative status at the International Maritime Organization (IMO) since 1993.

INTERCARGO provides the forum where dry bulk shipowners, managers and operators are informed about, discuss, and share concerns on key topics and regulatory challenges, especially in relation to safety, the environment, and operational excellence.

The Association takes forward its members’ positions to IMO, as well as to other shipping and international industry fora, having free and fair competition as a principle.

Using hydrogen power on the river Rhine: Rhenus presents its new fleet of low-emission inland waterway vessels

The Rhenus Group presented its concept for future, sustainable inland waterway shipping operations at the international leading ‘transport logistic’ trade fair in Munich. The logistics specialist, which operates around the world, provided information about the progress being made in constructing its three flagships for a new, low-emission generation of vessels. They are powered by a combination of a hydrogen fuel cell, the latest stage VI engines and electric batteries — and the concept for the intended geographical field of operations is unique up to now.

Two push-barge combinations, each consisting of one motorized vessel and as many as three barges, are currently being constructed and another one is in the planning stage. Inland waterway vessels of this size and operational performance will be powered by a scalable and long-lasting lithium-ion battery combined with the latest stage VI engines and a fuel cell operated using hydrogen for the very first time. The new flagships can be reliably navigated, even in strong currents as they occur on the river Rhine, for example.

The Rhenus Mannheim I+II and the Rhenus Ludwigshafen, which is now being planned as well, have a fuel cell that uses hydrogen from the outset; the Rhenus

Wörth I+II is ‘H2-ready’ and its engines can be re-fitted to operate on hydrogen fuel at any time. This means that the emissions limits of the stage VI engines, which have been installed, are far below those of the stage V technology that is normally used for inland waterway shipping.

Having low-emission technology is not only one of the necessities in current and future inland waterway shipping. There is also a challenge that is becoming a more and more pressing problem: dry periods and the resulting shallow water levels on the waterways. By distributing the weight and using a new kind of propulsion concept, the new vessels operated by the Rhenus Group have a good floating position and can be deployed if the water level is just 1.20m deep — this means that they can continue operating even during extreme shallow-water phases.

Representatives from Rhenus and Contargo presented the flagships, their technology and the strategic background in public for the first time at the ‘transport logistic’ fair.

QUOTATIONS FROM SPOKESPERSONS AT

THE PRESS CONFERENCE : Dirk Gemmer, the Managing Director of Rhenus Transport: “Inland waterway

shipping is one of the most sustainable logistics carriers if we consider fuel consumption and emissions of all kinds of harmful substances overall. Our new flagships with their diesel-electric drive system require 30% less fuel than vessels with traditional power concepts — and the drop in fuel is as high as 84% if the fuel cell is used. We’ve brought together the collective expertise of innovative shipping technologies in order to construct fully functional vessels, which can immediately be put into service once they’ve been completed.”

Thomas Kaulbach, the Managing Director of Rhenus PartnerShip: “The reality of climate change has now caught up with the world of logistics: we’ll have to cope with extreme phases of shallow waters occurring more and more frequently in future. Our new vessels have a minimized draught of just 1.20 metres and can still be navigated, even with a heavy load on board.”

Marcel Hulsker, the Deputy CEO of Contargo: “We can map our trimodal supply chains in a climate-friendly manner with these innovative new inland waterway vessels — through electric trucks, railway services operated using green electricity and low-emission inland waterway vessels.”

Oslo Bulk adopts BERG Propulsion upgrade to ensure fleetwide EEXI compliance

MORE ‘NATURAL’ APPROACH MANAGES PROPELLER PITCH TO MEET ENERGY EFFICIENCY REQUIREMENTS, RATHER THAN NEEDING COSTLY ENGINE DERATING OR TORQUE CONTROL

Bulkship Management, the Oslo-based ship manager with a specialty in geared vessels, has confirmed a significant contract to implement BERG Propulsion’s straightforward ‘EPL for EEXI’ power limitation solution across ten ships trading in US Gulf and Caribbean waters.

Submitted to the class for approval, the new Berg Engine Power Limitation solution is of particular benefit to the many ships whose performance requires only moderate adjustment to meet IMO Energy Efficiency for eXisting ships Index (EEXI) needs. In force from 1 January 2023, EEXI means owners must verify that a ship’s attained energy efficiency matches its ‘required EEXI’ by its first subsequent survey.

Rather than using a governor for engine derating or ShaPoLi (shaft power limitation), Berg’s innovative EPL (engine power limiter) is a software-based solution which works with the supplier’s MPC800 control system to limit propeller pitch. Requiring no additional sensors, signals are sent by the BERG EPL to the ship’s controllable pitch propeller (CPP), where brake torque is reduced until the engine power reaches its approved range. The information can be used to verify that attained EEXI matches required EEXI, once entered into the IMO’s data collection system (DCS).

A pilot technical assessment of the 8,036 DWT Bulkship vessel Oslo Bulk 6 indicated that EEXI needs would be satisfied by derating its main engine to comply with the new regulations. Sea trials covering the BERG EPL’s limiting effect on the ship’s BERG MPP950 CPP brought DNV acceptance of the system’s performance as an effective EPL solution. Bulkship has now confirmed orders to install across nine more ships.

“On a CPP installation, it is more natural to limit the engine power output by the accurate governance of the propeller than by limiting the engine rpm setpoint,” said Magnus Thorén, Sales Manager Energy & Efficiency, Berg Propulsion. “We use the main engine signal interface to limit the brake torque created by the propeller. Although it’s for a different purpose, this is based on the wellestablished practice of using a propeller pitch setpoint for overload protection.”

Using the Berg EPL, crew are at liberty to override the function in cases where full power is needed on a password-protected basis, although exceeding the pre-set limit would result in automatic logging for later reporting purposes, said Thorén.

“Our newly released EPL adds to our growing portfolio of novel automation solutions integrated in our MPC800 control platform,” commented Jonas Nyberg, Managing Director – West, BERG Propulsion. “We are continuously developing new software solutions for our existing MPC800 control system,

leveraging the platform already installed in the world fleet. Solutions include fuel optimization systems, hybrid controls and now EPL, among others.”

All ten of the Oslo Bulk ships concerned feature Berg’s MPC 800 control system solution, which is required as a starting point for the BERG EPL solution. However, Thorén disclosed that the solution’s effectiveness had encouraged one buyer already upgrading its ship control systems to MPC 800 control to specify that BERG EPL for EEXI should also be included.

EMS-Tech expands its reach in Europe with the opening of a new office in Haarlem, Netherlands

EMS-Tech, a major provider of custom designed bulk material handling systems, has opened a new office in Haarlem, located northwest of Amsterdam in the Netherlands, marking a significant milestone in the company’s growth and expansion in the European market.

The ribbon-cutting ceremony, held on 3 May 2023, was attended by several members of the EMS-Tech team, the Sr. Trade Commissioner from the Embassy of Canada to the Netherlands, as well as one of the Dutch Directors for EMS-Tech.

“We’re excited to establish EMS-Tech Europe in Haarlem and reinforce our presence in Europe,” said Peter Sorensen, President of EMS-Tech. “This move reflects our unwavering commitment to providing the highest quality technical solutions to our clients worldwide.”

EMS-Tech’s expansion in the region demonstrates its dedication to delivering timely support, fostering innovation, and taking advantage of the vast technical resources available within the European market. With the establishment of EMS-Tech Europe, the company is poised to offer more efficient and effective support to its clients, while creating new opportunities for growth and innovation in the region.

Ocean Technologies and Navguide Solutions help prepare crew for inspections

Ship inspections play a crucial role in ensuring the safety, security, and environmental compliance of vessels at sea. They are an integral part of the regulatory framework that governs the maritime industry and assist in promoting the well-being of crew members and passengers and preventing accidents. They are also increasingly used by charterers looking to go beyond minimum standards and contribute to ensuring high standards of operational excellence in the shipping sector, such as through SIRE and Rightship inspections.

It is increasingly challenging for ship operators to conform with these standards and ensure their crew are sufficiently prepared.

Ocean Technologies Group (OTG), an expert in maritime e-learning and human resource technology solutions, has entered into a partnership with Navguide Solutions, an innovative company specializing in improving vessel inspection performance. The agreement will see OTG distribute a range of specialist e-learning programmes through the multi-award-winning Ocean Learning Platform, providing customers with new resources to help prepare crew for inspections and improve vessel

inspection performance.

Drawing on its teams’ first-hand experience of conducting inspections and audits, Navguide created ten programmes comprising over 200 microlearning resources to help operators improve inspection performance and standards of competence. These complement existing Ocean Learning Library content with practical hands-on guidance on how to deal with real-world situations, supporting crew to better prepare for audits and inspections.

The material aids seafarers by showing clear examples of what good and bad looks like when inspecting equipment across a range of on and below-deck operational areas.

It also includes some gamified simulations that guide crew through inspection interview scenarios. These are intended to help seafarers consider the most helpful responses to inspectors’ questions and give them the confidence to communicate effectively.

The partnership offers a valuable solution to operators at a time when updates to the Rightship questionnaire, and the human factors approach in SIRE 2.0, expected to launch later this year,

will see crew interviews playing a far more significant component in an inspector’s assessment of a vessel.

“These modules are a perfect accompaniment to our existing inspection material as they provide highly-visual, practical examples that can be easily translated into real-world application in the preparation for audits and inspections,” said Knut Mikalsen, OTG’s Director of Learning Solutions

“We, at Navguide, are thrilled and excited to team up with OTG, the largest maritime training provider in the world. They share our vision of empowering everyone on board with necessary on-job skills through interesting tools that are engaging to the modern seafarer. Through this collaboration, we can assist vessel operators in improving inspection results in Port State control, SIRE, Rightship and other audits and inspections,” said Captain Debashis Basu, Managing Partner, Navguide Solutions. He continued, “We aim to empower every seafarer with the vision that helps them pick up noncompliances as they go along, enhancing efficiency, professionalism and confidence in their workplace.”

Supplementary consultation on proposed IGET development

The public are being invited to share their views on updates to the proposed Immingham Green Energy Terminal (IGET) development at the Port of Immingham at a second round of consultation this May and June.

Associated British Ports (ABP) is submitting a proposal to construct and operate a new multi-user green energy terminal to be located on the eastern side of the port. The project includes a green hydrogen production facility to be constructed and operated by Air Products.

This supplementary consultation reflects several refinements which have been made to the scheme following the original statutory consultation earlier this year.

Changes to the proposed IGET development:

LANDSIDE WORKS amendments to the proposed site v boundary; routing of the pipe rack and jetty v access road in the Long Strip woodland;

West Site illustrative layout, v elevation, and drainage; construction vehicle numbers v increasing to deliver additional fill materials for the West Site; permanent adjustment to speed v limits on Laporte Road; Public Rights of Way diversion v (Public Bridleway 36) and removal of informal access in two areas; and temporary removal of Kings Road v street furniture and overhead line works.

MARINE WORKS

marine design changes including v Jetty alignment and length; berth arrangement and associated requirements.

The formal consultation will run between Wednesday 24 May and Friday 30 June 2023.

The project will bring the following benefits to Immingham and the UK: around 10,000 diesel heavy goods v vehicles (HGVs) could be taken off the roads, saving 300,000 tonnes in greenhouse gases each year; £1.5 to £2 billion growth for the v region; and 1,400 direct jobs and approximately v

3,000 indirect jobs for supply chains and local businesses.

ABOUT ABP HUMBER

ABP Humber Ports complex form the UK’s busiest trading gateway. The four ports of Immingham, Grimsby, Goole, and Hull handle more than 58mt (million tonnes) of cargo between them each year worth approximately £75 billion. Across the Humber, the ports support 34,900 jobs and contribute £2.5 billion to the UK economy.

ABP Humber’s major investment programme ensures the ports offer state-of the-art cargo handling infrastructure and equipment, alongside a highly skilled team who can handle a vast array of cargo safely, efficiently and sustainably.

ABP Humber Ports work collaboratively to build long-term partnerships and deliver the right supply chain solutions for customers, including value-added services and new facilities tailored to suit their business needs.

Port Operations are complemented by the Pilotage Service and Vessel Traffic Service which ensure vessels are safely navigated through the Humber Estuary.

ABP Humber offers 364 hectares of development land across its port locations capable of attracting investment and delivering transformational benefits for the economy both locally and nationally.

The ports are all part of the new Humber Freeport, which offers three tax sites with an exceptionally businessfriendly tax and regulatory environment

for potential manufacturing investors.

ABP Humber supports its local communities. The ABP Humber Coastal Half Marathon and 5k is now in its 6th year and complements ABP’s race sponsorship across the country.

ABOUT ABP

ABP, the UK’s leading ports group is Keeping Britain Trading with 21 ports and other transport related businesses, creating a unique national network capable of handling a vast array of cargo. It is driving growth, contributing £7.5 billion to the UK economy every year and supporting over 119,000 jobs. The current investment programme promises to further increase ABP’s contribution to regional economies around the UK. ABP is also an essential partner for the Offshore Wind industry, providing Operations and Maintenance (O&M) for over 50% of the sector’s activity, as well as investing in infrastructure to realize future renewable energy generation.

ABP IN NUMBERS:

~ 90mt of cargo handled each year; v

5,000 hectares of port estate v owned;

1,000 hectares of open storage; v

1.4 million square metres of v covered storage;

87km of quay; v

> 1.5 million vehicles every year; v

¼ of the UK’s rail freight generated; v and

> £55 million investment made in v low emission and renewable energy generation technologies.

The supplementary consultation is on the proposed Immingham Green Energy Terminal at the port.

New dry bulk facility opens at the Port of Montevideo

In Uruguay, the Port of Montevideo has started operations at a brand new quay. TGM2, which at 245 metres in length can accommodate Panamax vessels. The new facility is managed by bulk carrier operator Obrinel S.A. (TGM). Operations commenced with the arrival of the Aquavita Trust bulk carrier, which off-loaded its consignment of 11,000 tonnes of fertilizer.

Obrinel already operates a silo complex at the port, which is accessed via the TGM 1 berth. Originally, the concessionaire started operations in Montevideo in 2012 as a chippings handler. In 2012, it opened TGM 1, which consists of a bulk terminal featuring 12 silos.

Significantly, TGM1, which is located within the actual Bay of Montevideo, has no land access. Instead, it has a three mobile loading points linked to the shore by conveyor belts. Alongside draught is 13 metres, allowing it to accommodate post-Panamax vessels of up to 300 metres in length.

In contrast, TGM2, where construction began as long ago as 2018, does have terrestrial access, despite also being located within the Bay of Montevideo Bay.

According to the National Ports Administration (APN), it has plans to introduce automated unloading at the new berth, which will be linked to the rest of the port complex, and also build a liquid bulk terminal there alongside that for dry bulk. Barry Cross

The Future Arrives Here

In Russia’s Arctic region, Yenisey terminal at the Port of Dikson, which is located on the shores of the Kara Sea, is almost complete. The first berth is reported to be currently 60% finished and is projected to become operational by the end of the summer. Draught alongside the berth will be 16 metres and in the access canal 16.2 metres, with major dredging work being undertaken by the Hydrographic Company.

The port, which will cover an area of 20ha, will ultimately feature a cargo berth, landside handling and storage facilities, and a connecting dam. There will be a ship loader, which will receive coal shipments via a connecting conveyor belt system. Onshore storage will be in the region of one million tonnes.

Yenisey will mostly handle consignments of coal generated by the Syradasayskoye field. The new facility is expected to handle more than one million tonnes of coal by the end of the year.

Around $939 million will be made in developing the Syradasayskoye field by 2026. The project is being implemented by Severnaya Zvezda LLC.

Yenisey port is expected to add five million tonnes to the annual cargo base of Russia’s Northern Sea Route as from 2026. BC

Long Beach is innovating by testing and deploying the latest technology – new digital infrastructure to improve cargo tracking and electric yard equipment and trucks as we head to zero-emissions operations.

The Port of

Yensley coal berth to become operational by summer

Vysotsk dedicated grain terminal handles first export vessel

The new grain terminal at the Port of Vysotsk, which cost $69 million to build, has handled its first export consignment. A total of 25,000 tonnes of grain was despatched to an unnamed African destination. Grain is loaded on board via hoppers.

It is the first facility in the Baltic region to specialize in grain handling. It has been designed to handle all types of grain, and has an annual capacity of four million tonnes per year. On shore storage is in the order of 240,000 tonnes and loading can be undertaken at the rate of 1,200 tonnes per hour.

There is sufficient draught to enable Panamax ships of up to 50,000dwt to be accommodated.

Inbound grain consignments are made by rail, with up to six hopper wagons attended to at any one time.

Huelva to significantly expand operational area

The Spanish Port of Huelva, which is located on the country’s south Atlantic coast, is to extend its South Quay area. This will allow it to increase its capacity five fold. Although much of the new space will be given over to containers, this will ensure that existing areas can continue to concentrate on dry and liquid bulk handling.

Overall, the port authority is investing $45 million. This will allow it to extend the existing berthing line by 500 metres and thereby offer sufficient draft to accommodate much larger vessels. The extension of the draught will take place over the medium term.

The port authority hopes that by diversifying its current traffic base, it can become a hub port in the Atlantic Corridor, not only for liquid and dry bulk, but also in containerized and other cargo areas.

For more details on the Port of Huelva, see ‘Port of Huelva: expertise places it among top Spanish and EU ports,’ on p21 of this issue. BC

Nectar completes special project with Vigan

Nectar Group recently announced the completion of a heavyweight special project with Vigan. The Vigan pneumatic shiploader NIV 600 arrived at the port and was discharged, handled, and assembled by Nectar’s dedicated team of operatives. This impressive piece of shipping equipment weighs 195mt with a boom length of 30m.

Employed to handle agri-bulk materials and operates continuous ship unloading for vessels up to post-Panamax. This special operation was made possible with Nectar’s comprehensive terminal services and dedicated team.

NECTAR’S CARGO HANDLING CAPABILITIES

Solutions for handling all types of

cargoes; Mobile bagging specialists;

Project cargo including – generators, v frames, mining, shipping, and construction equipment; Specialist, oversized and out-of-gauge

cargo; Containers, flat racks, and ISO tanks;

Big bag and other unitized cargo; v Supporting the offshore wind industry v with wind turbine discharging; Over 50 years of experience in v terminals and logistics with global reach.

NECTAR GROUP

From its establishment in 1972, managing shipping projects and cargo operations in

the UK to working in over 156 global locations across 75 countries. Nectar offers dry bulk handling services worldwide from quayside mobile bagging and bulk discharge services to consultancy, terminal management, maintenance programmes and award-winning mobile bagging & bulk handling equipment; all designed around client’s evolving requirements.

Nectar heavylift project in collaboration with Vigan.

Port of Hamburg in a challenging environment: rise in bulk

The problematic trend in the world economy is affecting throughput at the Port of Hamburg. As in other ports in Northern Europe, seaborne cargo throughput is falling, yet the trend in certain sea trades is positive. As an all-purpose port, Hamburg is profiting from a rise in bulk cargo handling.

As elsewhere, in the Port of Hamburg seaborne cargo throughput for its terminals is currently subject to a challenging economic environment. Persistent geopolitical tension, EU economic sanctions against Russia, high inflation, global reluctance to make purchases and massive warehouse stocks are restraining cargo handling in European ports. In these aggravated conditions, with seaborne cargo throughput of 28.1mt (million tonnes) in the first quarter of 2023, down 10.2% on the same period of the previous year, Germany’s largest port succeeded in maintaining throughput volume at the same level as the final quarter of last year. Container throughput at 18.6mt was 15.9% lower than in the same period of the previous year, with the total of 1.9 million TEU being 16.9% down.

Axel Mattern, CEO of HHM – Port of Hamburg Marketing, stressed that “The tough general economic situation is reflected in current throughput figures for all North Range ports. Among these competitors, Hamburg lies here in midfield. When comparing quarterly returns for the current and last years, it needs to be remembered that at the beginning of last year, Russia was still the Port of Hamburg’s fourth largest trading partner. Sanctions

came into force after the invasion of Ukraine, as is noticeable in this comparison — freight volumes to and from Russia are now missing from the general view. In addition, the at-times unstable economic situation in China on account of the pandemic has continued into this year. Neither of these factors were without repercussions on the Port of Hamburg.” Apart from developments in the European and world economies, the occurrence of strikes locally also impacted the Port of Hamburg’s annual result.

POSITIVE DEVELOPMENTS IN NORTH AMERICA TRADES AND IN BULK CARGO HANDLING

With handling at 152,000 TEU, up 9.5% on the previous year, the USA trades remain a positive feature of seaborne container transport via the Port of Hamburg, with the United States continuing to fill second place after China among the Port of Hamburg’s top trading partners. With 31.7% growth to 52,000 TEU meanwhile, trade with Canada also grew robustly.

Up by 5.4% on the same period of last year, at 9.3 million tons the trend was also positive on bulk cargo handling in Hamburg. The best performer was the liquid cargo sector, with an increase of 12.3%. Imports of oil products rose by 27.4%. Since existing handling capacities facilitated import and further transport of energy sources required at short notice, the port contributed to the reliability of energy supplies. The agribulk sector also grew. Higher exports of grain and feedstuffs, along with higher imports of

oleaginous fruits, fuelled an 11.8% growth to 1.8mt. Grab cargo throughput was almost unchanged on the first quarter of the previous year.

CONTINUITY FOR RAIL SERVICES

During the first quarter, 11.6mt were transported to and from the hinterland by rail, or 3.4% less than in the same period the previous year. The downturn in seaborne container throughput caused correspondingly fewer — 10.1% — containers (635,00 TEU) to be transported by rail in pre- and on-carriage. Wagonload transport was maintained at a stable level. The port’s hinterland infrastructure and intermodality proved factors vital for its resilience and adaptability as a hub. “Primarily for container transport, the first quarter brought difficult operating conditions. Some shipping companies, for instance, cancelled ship calls, while several strikes in March affected port operation in the short term. These factors made it difficult for rail operators to fill their trains,” said Mattern.

PROSPECTS

For the remainder of the year, a recovery in Port of Hamburg throughput total may be expected. “During the first three months we had to report an extreme underlying trend statistically, with the very distinct difference in the background economic factors in the first quarters of the years 2022 and 2023. Multiple crises caused disruption of supply chains and weak economic growth. This has affected throughput,” explained Mattern.

Port of Huelva expertise places it among top Spanish and EU ports

Located at the South-West of Spain, with ideal projection towards the Canary Islands, West Africa, America and Northern Europe, the Port of Huelva is a naturally sheltered port. It is 18km long, with 1,700ha of surface area, which offers a comprehensive portfolio of port infrastructures, equipment and services to host almost any type of vessel, cargo and business activity.

This means that it is able to design door-to-door logistics projects that are customized to the exact needs of the client, resulting in excellent customer satisfaction, sustainability, innovation & multimodality. Its services are highly efficient, and of excellent quality in terms of maritime and inland connectivity for the continuity and integration of global supply chains.

Thus, the Port of Huelva has a firm commitment to a safe, efficient, high quality and environmentally sound dry bulk shipping industry and dry bulk terminal operators, according to its large experience. The Port of Huelva has a vital role in the global and local economy, facilitating all seaborne trade on a global scale, through its dedicated or multipurpose, handle a range of dry bulk commodities.

Combining its ports and maritime expertise with its diverse in-house experience in commercial and business development activities, which include business support in mine resourcing and mineral processing, industrial developments, and energy generation, the Port of Huelva is facing the challenges across the dry bulk sector head on.

STATISTICS

The Port of Huelva is home to the secondmost-important chemical, energy, and industrial cluster in Spain. This places it among the leading Spanish ports, and one of the Top 30 EU Ports.

Annually, it handles over 32mt (million tones) in total: 24mt of liquid bulk (petrol, LNG, biofuels, fats and oils, chemicals, etc.); 5mt of dry bulk (minerals, cereals, fertilizers, etc.); and 2mt of general cargo (+80,700 TEUs, +33,000 vehicles, +23,500 ro-ro units, and breakbulk and project cargo operations).

CONNECTIVITY

On the terrestrial side, the Port of Huelva is the official node of the Atlantic Corridor of the TEN-T Network towards the Canary Islands, and it is connected to the

Mediterranean Corridor through its Dry Port in Seville called ‘Majarabique’.

It can reach a wide hinterland and number of potential consumers and producers, as it already has access to more than half of the population and GDP of the Iberian Peninsula — by road, by air (with two international airports less than an hour away) and by train. In fact, it hosts more than 2,000 trains a year, 30% of which are container trains, and it is expected to host rolling motorways by 2025.

On the maritime side, it is connected by tramp traffic to the whole world. In terms

of short sea shipping, the Port of Huelva is at the top in terms of trade with the Canary Islands, offering five services a week. These services are provided by Naviera Armas, Balearia and Fred Olsen (for ro-ro cargo), and Alisios Shipping Lines (for containers). Together they form RUTA1400, a comprehensive logistics package Huelva–Canary Islands.

Likewise, Containerships connects Huelva with the UK, The Netherlands and Germany.

And, together with the port community, the port is working on different new regular connections with Northern Europe

and Morocco.

However, its vision goes beyond Europe and neighbouring countries, beyond being an alternative to Brexit or a supplementary Euro-African bridge. Huelva has a true potential as a global gateway, as an AfroAmerican-Euro-Asian node that creates synergies with round the world routes.

FACILITIES FOR DRY BULK

Due to its resilience and sustained growth all over these years, as well as to its very competitive port taxes and tariffs, the Port of Huelva is carrying out an investment plan of €240 million, that will run until 2026. This will include more advanced port infrastructure and inner port connections for even smoother port operations and cargo flows; this will allow it to better its already highly specialized port areas.

The Dry Bulk Terminal is formed by the union of three docks, with a total berthing line of almost 2.5km and a draught between 11 and 13m at low tide.

This terminal is equipped with:

12 auto-mobile cranes; v

two automated conveyor belts; v

65ha of dockside open areas; v

+200,000m2 of dockside covered v

warehouses; innovative storm drainage and v environmental management systems that guarantee clean docks; one railway pit for unloading solid v bulk (unique in Spain); and railway accesses and sidings for the v loading and unloading of cargo directly from the different wharves, which are connected to the internal network of

the port and in turn, to the national railway network of Spain

The main goods that it handles are: minerals, clinker, coal, cereals, and fertilizers. Nonetheless, this terminal also hosts breakbulk and project cargo operations like: industrial parts, wind turbines, forest products, or wire rods.

The stevedore-shipping companies are Algeposa, Bergé, Congrasur, Ership and Servimad.

On the other hand, at the end of this public terminal there is an automated private terminal operated by Impala Terminals, which offers:

550m berthing line; v 14m draught at low tide; v 42,000m2 of covered warehouses; v 240,000 metric tonnes of storage v capacity; and 80,000m2 dockside open areas. v

Thus, the Port of Huelva is continuing to grow in a sustainable way in line with its environment, international trade and its Port Community. Port of Huelva, Dry Cargo Hub of Southern Europe. A business opportunity. DCi

Building blocks of civilization

cement — and how to handle it

Ten common mistakes in cement plant conveyor design

Conveyor systems are the veins and arteries of cement manufacturing, writes R. Todd Swinderman/President Emeritus, Martin Engineering. Cement mixtures have many constituents of varying sizes, weights and traits which react differently to being conveyed. These qualities can require slight changes in conveyor design. Modern systems are being tasked with moving greater volumes of cargo — at higher speeds — than ever before. Yet, the common practices in conveyor specification and design are out of date compared with the current safety requirements, serviceability innovations and greater control over fugitive material.

Many cement plant operators view conveyors as simple equipment that merely

transports bulk solids from Point A to Point B at a prescribed rate. In reality, they are complex systems that interact with virtually all major processes, and shortcuts taken in the design and specification stages will have dramatic and far-reaching effects on safety, productivity and the environment. Many decisions affect the initial and future performance of a conveyor system, with leading trends that include designing for lower risk, greater sustainability and reduced life cycle costs.

To help cement plant managers avoid the pitfalls of buying only on the purchase price, experts have compiled a list summarizing ten of the most common design choices likely to result in a conveyor that is less safe, less clean and less

productive over time.

1. NOT KNOWING THE BULK MATERIAL

For decades it has been common practice to use only the bulk density and angle of repose to describe a bulk solid. The Conveyor Equipment Manufacturers Association (CEMA) receives an untold number of requests for bulk material properties that can just be looked up in a table, as if every material variation can be effectively captured in a textbook. But there can be significant problems with this approach.

A simple example of the dangers can be found by considering a very basic requirement: tonnage. CEMA Standard 550: Properties of Bulk Solids has eight different

Cement plants have dozens of conveyors at every point of the production process (all pictures copyright ©Martin Engineering 2023).

bulk density listings for coal, ranging from ~600 to 980kg/m3 (37-–61 lb/ft3). That represents a large potential variation from the average bulk density: ~790 + 190kg/m3 (49 + 12 lb/ft3). So, designing a system to accommodate the average value means that throughput could be over- or underdesigned by +25%. Further, the angle of repose for these eight coal listings varies from 27–45°, a possible variation of +9° from the average. Designing the slope of hoppers or chutes based on the average value could mean that the bulk material doesn’t flow at all, or it might flow so freely that it can’t be adequately controlled by the chute geometry.

RECOMMENDATION: test samples of the v actual bulk solid to be conveyed under the full range of expected moisture content and consolidating pressures, then use this information to design the conveyor system.

2. LOADING ON THE TRANSITION

A common trick of the trade to meet price targets is to reduce the overall length of a conveyor by loading where the belt transitions from flat to troughed, i.e. ‘loading on the transition’. Another approach to shortening the overall length of the conveyor to meet price targets is a design technique known as ‘half-trough transition’. These practices can yield an upfront construction cost savings of $15,000 to $20,000 per conveyor. However, when the practices are used, the result can be a drastic increase in belt wear,

chute wear and spillage.

But these cost-saving measures have a price. When loading on the transition, operating problems begin immediately with the primary issue being fugitive material (spillage and dust). In its transition from the flat tail pulley to the first full trough idler, it is virtually impossible to accurately model the complex 3D belt surface. A common rule of thumb is that it costs ten times as much to do field fabrication as shop fabrication.

When loading on the transition and/or using the half-trough transition in a design, the result is a chute that starts out parallel

to the belt in the transition and then must form a convex curve to follow the belt when fully troughed. This flexure creates an entrapment point for fines that quickly wear the liner and skirt seal, eventually grooving the belt.

With this in mind, the $15,000 to $20,000 savings quickly evaporates in cleanup costs, more frequent maintenance of the seal and liner, and reduced belt life.

RECOMMENDATION: use the full trough v transition distance recommended for the belt and belt width. Start loading after the first full trough idler.

3. USING MINIMUM PULLEY DIAMETERS

The diameters for the conveyor’s main pulleys are usually selected based on the minimum recommended by the belt manufacturer for the life of the belt and splice, based on belt tension. Generally, no recognition is given to the concern that these pulley diameters may be too small to allow other components to function properly.

When smaller drive pulleys are used, it often necessitates the use of snub pulleys to increase the wrap angle so there is sufficient friction to drive the conveyor. To increase the wrap, the snub pulley must be close to the drive pulley, which limits the space available for cleaning the belt at the head pulley and often leads to severe buildup on the snub, which is the first rolling component to contact the dirty side of the belt.

Smaller main pulleys often leave

A dry abrasion tester checks 3-body abrasive wear, such as between a conveyor belt, chute liner and bulk material.

The transition zone is the area where the flat belt converts to a troughed shape.

inadequate space between the top and bottom runs of the belt for accessories that are critical to protecting the belt and maintaining good tracking.

RECOMMENDATION: best practice is to v select a pulley diameter that is at least 600mm (24 inches) diameter or one size larger than the minimum recommended by the belt manufacturer.

4. LACK OF ACCESS

Conveyors are often placed in enclosures or tunnels where one side is so close to the wall that there is no room for a maintenance person to shuffle sideways along the conveyor. Access doors may be located in odd places that allow a minimal view and are so small that no inspection or maintenance can be done through them. Conveyors may be so close to the floor that there is no room to clean under the conveyor. Further, the location of platforms and drive components around the head pulley are often so misplaced that it’s impossible to reach components for proper inspection or maintenance.

RECOMMENDATION: follow CEMA v recommendations for access and clearance, as detailed in Belt Conveyors for Bulk Materials, 7th edition.

5. COVERING KEY COMPONENTS WITH PIPING AND CONDUIT

The support structure of the conveyor makes a convenient rack system for mounting electrical conduit and the piping for plant air or water supply. It’s a common omission not to control the location of conduit and piping runs on a conveyor structure. The fact that this piping and conduit often impede the installation and service of critical components such as belt wander switches, belt cleaners, plows and return

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Strategically located access doors facilitate inspection & service.

This cable tray blocks access for efficiently replacing idlers.

idlers is well recognized.

The conduit and piping rarely need maintenance or relocation, while the components that surround it typically do need frequent inspection and service. To add insult to injury, these plumbing runs are often on the side of the conveyor where there is a walkway, supposedly installed to provide access.

RECOMMENDATION: specify that v conduit and piping runs not be allowed to block or impede access to critical components along the conveyor. At the head and tail pulley, all conduit and piping should be installed with flexible conduit drops to connect components.

6. INSUFFICIENT EDGE SEALING DISTANCE

The free belt edge outside of the skirtboards in the loading zone of a conveyor is called the edge sealing distance. The CEMA standard is based on the distance between the inside dimensions of the skirtboards being equal to two-thirds of the flat belt width, which does not account for the toughing angle.

The European standard is based on a formula for free belt edge.

Calculated to prevent spillage between carrying idlers, neither standard provides adequate edge distance to accommodate the belt tracking and sealing systems. The free edge distance should be based on the distance needed to properly seal the belt. The allowance for belt tracking is based more on the structure and pulley face widths and does not vary significantly with belt width.

RECOMMENDATION: the free belt edge v available for sealing the belt and allowing for belt mistracking should be at least 115mm (4.5 inches), regardless of belt width.

7. POOR CHUTE DESIGN

Chute design has improved in recent years through the use of Discrete Element Method (DEM) modelling programmes, but many chutes are still drafted rather than designed. Even if the bulk material is well specified, the approach to designing the structural support of the chute and the pulleys is based primarily on ease of fabrication and installation, rather than designing for the intended use, which

use the properties that represent the worst-case flow to design the chute using DEM. Design the structure so that it does not impede access to critical components, yet allows adequate access for maintenance as well as future upgrades.

8. INADEQUATE BELT CLEANING

Suppliers are pressured to meet price goals and end up providing equipment that they know will not meet expectations. Often an inadequate number of belt cleaners or cleaners with too low a duty rating are specified. In addition, the space that is provided in the design may not allow the proper installation and service of belt cleaners.

RECOMMENDATION: include belt cleaning v performance specifications in the conveyor requirements. Allow adequate space for scavenger conveyors if the head chute design is such that at least three cleaners cannot fit in the available space and the carryback can be captured in a dribble chute with nearvertical walls.

Adequate space and access to multiple cleaners are critical in preventing carryback and controlling fugitive material.

9. SUBSTITUTING SPEED FOR BELT WIDTH

requires proper access. Usually, an A-frame type of head pulley support, with one leg vertical, provides better access than a table frame design.

RECOMMENDATION: test the bulk solid and v

Conveyors are routinely designed to travel at speeds as high as 7.5 to 11.5m/s (1,400 to 2,300fpm). Some industries have established maximum transport speeds to limit the degradation of the bulk solid and/or control dust. While these practices have their roots in practical experience, they are often stretched to meet price goals. Dust and spillage are directly related to belt speed and tonnage, while wear is a function of the square of the bulk material stream. So the trade-offs between width and speed should

The free edge distance should be based on the distance needed to properly seal the belt.

Modern loading zone design has elements that focus on both safety and productivity.

be considered carefully.

RECOMMENDATION: follow the suggested v maximum conveying speeds listed in CEMA’s Belt Conveyors for Bulk Materials, 7th edition. Underrate or oversize the conveyor.

10. FAILURE TO ALLOW FOR UPGRADING

Many designs leave no room for even modest upgrades or additions. Upgrading by changing the speed alone often results in a throughput decrease rather than an increase, due to plugging problems created by the change in material trajectory or the existing chute cross-section creating a flow restriction. With minimal effort in the design phase and at little or no additional fabrication or installation cost, some flexibility can be built into the system for performance-improving upgrades.

RECOMMENDATION: use standard v components to meet price targets, but allow space in the design for problemsolving upgrades to meet production/cost targets.

CONCLUSION

Deciding to ignore these problematic areas, and purchasing solely on price, usually results in less throughput than specified, higher operating and maintenance costs than budgeted, and reduced safety. Each of the issues, if addressed in the specification and design stages, can easily be justified based on life cycle costing and cost avoidance. Once these design problems progress to the fabrication, installation and operation stages, they may or may not be correctable, at substantially more cost than if they were addressed and funded early in the project.

ABOUT THE AUTHOR

R. TODD SWINDERMAN, P.E./PRESIDENT EMERITUS/MARTIN ENGINEERING

R. Todd Swinderman earned his B.S. from the University of Illinois, joining Martin

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

ABOUT MARTIN ENGINEERING

Martin Engineering has been a global innovator in the bulk material handling industry for more than 75 years, developing new solutions to common problems and

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

Dust and spillage are directly related to belt speed and tonnage.

This conveyor was positioned so close to a tunnel wall that service and upgrades are extremely difficult.

The finesse offered by the Dino bulk truck loader is not always necessary to convey coarse raw materials such as cement, sand or bauxite. For this reason Van Beek also offers the choice of the ‘Dino Light’ type, a basic bulk truck loader. The Dino Light proved to be the ideal solution for the Theo Pouw Group because speed, convenience and safety are very important to them.

“The loading time of our bulk trailer was too long”, explains Hans Kortekaas of Theo Pouw Group. The company produces and supplies primary and secondary raw materials such as concrete. Roel Kneepkens, sales

Dino Light for coarse raw materials — including cement — of Theo Pouw Group

manager at Van Beek, adds to what Kortekaas says: “First of all the machine was running once a week, now it is four to five time a day. With such an increased intensity of loading, it has become necessary to do this faster, more easily and more safely.”

INTRODUCTION

Theo Pouw Group visited Van Beek in person to see what was involved. “We were welcomed and given a tour with a good explanation,” Kortekaas recalls. Following this the raw materials storage and transfer company decided to buy a bulk truck loader from Van Beek.

DINO LIGHT FOR COARSE RAW MATERIALS

“Based on what Theo Pouw Group stated it needed, a configuration was drawn up and offered,” says Kneepkens. The choice was for the Dino Light. Where the ‘ordinary’ Dino is equipped with many options, aimed at cleaning and internal inspection of the machine — for example, for the food industry — the Dino Light is a simplified version for coarse raw materials, such as gravel or sand. All ‘the bells and whistles’ are omitted here.

For example compared with the

standard design the Light version does not have a hydraulic cylinder that can be raised and lowered at the press of a button. There is also no fold-out cover over the whole length of the housing, no ladder and this version has a simplified switch cabinet.

LIGHT BUT STILL HIGH QUALITY

“Some companies do not need the accessories that the Dino has. By removing these options we make a bulk truck loader at a reduced price, that still has the high Van Beek quality”, explains Kneepkens. “For example steel instead of the SS design, if the machine is not cleaned with water or is not used for food.”

EXTRA SWIVELLING WHEEL

The customized Dino Light was in its new place at Theo Pouw within the twelve-week deadline. However it soon became clear that the extra option with a swivelling wheel with a blocking pin was needed instead of the fixed wheels.

These were bought afterwards as an accessory. “The great thing about the Dino Light is that we are not stuck with a particular form. We can always build

further on the existing design on the machine.”

EXPANSION RIMS & DUST UNIT POSSIBLE

The Dino Light can be equipped with new expansion rims that meet the new guidelines better. A dust unit can also be fitted if this considerably improves the process.

“Our service does not stop on delivery of the machine. The client always receives the best possible solution for their problem.”

FULL SATISFACTION

“Cooperation went smoothly and during the process we received clear information about the current situation.” Kneepkens agrees, “The process went without any hitches. We delivered the Dino Light as agreed and there were also no complaints. I can therefore look back on great co-operation.”

DINO LIGHT RANGE

Customers that would like to know more about the Dino can visit Van Beek’s website for details on its varied range, or speak to the company directly.

A cement world

Cement. All around us in various forms, shapes and applications. Cement is a binder, a chemical material used for construction that sets, hardens, and adheres to other materials to bind them together. Cement is seldom used on its own, but rather to bind sand and gravel (aggregate) together. There are many ways to covey, store and process cement and some of the major players in the industry like AUMUND GROUP have been doing so for over a century. This article will explore some of these methods which will give a good perspective on what types of equipment are used for processing and storage of this widespread material.

The process for making this quickdrying grey paste has changed significantly since times long past. The rudimentary methods of yesterday are no longer used to work with limestone; instead, special machinery is used to generate very fine powders in quantities never before seen. Starting in the 19th century, the industrialization of cement production has allowed this material to become present in

a wide variety of construction sites. Countries around the globe have redirected their focuses on producing this material in various capacities with leaders such as China (more than 2,400mt [million tonnes] of cement per year); India (more than 200mt of cement per year); and United States, Russia, Turkey, and Japan (less than 100mt/year).

ACTIVITY, PRODUCTION, STORAGE AND PROCESSING

The AUMUND Group, with its manufacturing companies AUMUND Fördertechnik GmbH, SCHADE Lagertechnik GmbH and SAMSON Materials Handling Ltd, is a leading international specialist in conveying and storage technology, in particular for cement, hot and abrasive bulk materials. From the quarry or port to material preparation, in the production process and on to loading of the finished product, tailormade equipment is designed, manufactured, installed and commissioned all over the world.

The logistics of the various raw

materials, combustibles and additives is an important aspect in the production of cement. Limestone and other raw materials have to be kept in stock in sufficient quantities to ensure continuous production even if there is an interruption in supply. AUMUND offers a range of machines for loading bulk cement and clinker onto trucks, trains or ships. Efficient dust suppression, integrated de-dusting and optimized automated operation are available at capacities between 100 and 750tph (tonnes per hour), in some cases even up to 900tph.

In the cement industry more than 20,000 AUMUND Group references are being applied worldwide. With their proven quality, reliable operation, high conveying capacities, long service lifetime and low operating costs AUMUND bucket elevators have become a synonym for efficient vertical transport of any kind of bulk material. Dependent on material, application and local conditions, the bucket elevators are supplied either in central chain or belt design.

Example of a typical cement plant.

AUMUND GROUP bucket elevator.

SAMSON MATERIALS HANDLING –ECO HOPPERS

The SAMSON Eco Hopper is an ecologically sensitive solution fulfilling all needs for the efficient import of dry bulk cargoes. The hoppers are designed to suit the characteristics and flow properties of virtually any bulk material. Rates of 5,000tph may be achieved, subject to grab crane performance. The throughput of the terminal can be increased by adding one or more hoppers, and ensuring that onward handling systems can accommodate the increased capacity.

Functions and characteristics include: extensive dust control features (flex flaps, dust seals, dust control filters, air compressor); multiple discharge options: to conveyor, to truck, via telescopic chute,

through ancillary material feeder; multiple travel options: rail, static or pneumatic tyre mounted, or powered and towable travel, Increased safety features (level detectors, strain gauges, structural design to withstand overload to top of skirt), robust design (top shroud, grab impact grill).

Benefits include: the minimization of fugitive dust; adaptability to a range of onwards processing or logistics requirements; ability to be used on non-dedicated quays and moved off the area when not in use; flexible positioning to suit the unloading vessel; and the ability to work with a wide variety of materials with differing characteristics.

The pictures below show the comparison between a regular hopper with no filtration system and a SAMSON Eco

Hopper with state-of-the-art filters, that not only contribute towards close to zero environmental impact, but also to reduced loss of material due to elements.

CONCLUSION

Many dry bulk commodities such as cement are prone to spillage and can cause dust, posing issues for ports that will become ever more widespread due to ever tightening of pollution guidelines, regulations and laws. This is especially concerning for low volume operators that work occasionally or seasonally and will not be able to invest in hefty infrastructure projects as easily as operators and ports with regular flow. Ports handling dry bulk need to consider the vast differences between handling containers and the issues faced with dry bulk goods.

No-filter hopper –great environmental impact and loss of materials due to wind or other elements.

SAMSON eco- hopper – zero environmental impact and no loss of materials due to wind or other elements.

Rugged Energy & Data Transmission Systems

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

www.conductix.com

CICSA MECHANICAL CHAINS TO MOVE CEMENT — AND OTHER COMMODITIES

The CICSA Group is continuing on the challenging growth path that it has followed for years has recently completed a strategic investment by finalizing the acquisition of ‘CADERSA, Cadenas y Derivados S.L.’. CADERSA, of Barcelona, is a major company in Spain, and is renowned for the production of mechanical chains for bulk materials handling applications — including cement handling.

In its almost 50 years of operation, CADERSA has retained a strong focus on highquality production, paying particular attention to the markets of the Iberian Peninsula, North Africa, and Central and South America.

CICSA expands in Spain and invests in the mechanical chains industry Growing Into Performance.

CICSA is delighted to welcome the CADERSA team, with which it has always maintained excellent relationships, and is very pleased that it has become part of the CICSA Group. By combining the respective skills and specificities of the two companies, CICSA can continue on the path of internationalization and growth that has led it to expand its strong position in highly qualified industries so far. These include the production of cement, power generation, biomass treatment, mining, aggregates and inert materials.

Full range of dry bulk solutions.

The Moduflex loading chutes are designed to grant high capacity, great performance, and long-term reliability. The Moduflex sturdy structure allows its installation in heavy duty environments, like ship loading, rail and road transport, and warehousing. Cimbria is a global leading manufacturer of conveying equipment, covering a wide range of dry bulk applications from agricultural products to industrial commodities, cement, fertilizers and other raw materials. Our broad experience ensures our clients receive the customized solutions they need to grow their business.

Through this operation, CICSA is able to leverage clear synergies and great product complementarity, while accessing new markets and new industries, completing the production range of chain solutions for bulk materials handling applications, with deep and transversal expertise ranging from round steel link chains to pin and bush chains.

ABOUT CICSA

CICSA is a major manufacturer of chain systems for bulk material handling solutions, focusing on round steel link chains, mechanical chains and forged chains.

Headquartered in the North of Italy, the CICSA Group of Companies includes an Italian unit manufacturing round steel chains, a Spanish unit manufacturing mechanical chains, and two sales units incorporated in India and in China. The global business is supported additionally by sales offices and agents in more than 60 countries worldwide.

CICSA manufactures a wide range of highly wearresistant steel chains, chain shackles, chain sprockets, wheels and components. Thanks to its outstanding expertise in the field, it also offers turnkey bucket elevators and chain conveyors.

The best bulk truck loader in the world

Deployed

Bedeschi puts environmental protection at the forefront of cement handling

The past 22nd of April was World Earth Day — a day to raise awareness on the need to invest in our planet and improve our environment.

Concrete is the most widely used material in the world, second only to water. However, while the cement market is continuously growing due to the increasing demand for infrastructures, roads and buildings, its carbon footprint is also growing.

Cement is the source of about 8% of the world’s CO2 emissions. For this reason, on 25 April, the European Parliament adopted a set of proposals designed to reduce

carbon emissions from heavy industries in the EU. Achieving these emission reductions in the next decade is crucial for Europe to become the world’s first climateneutral continent by 2050, and to make the European Green Deal a reality.

Furthermore, Bedeschi is very committed to helping its customers to lower CO2 emissions and respect environmental standards by offering ecofriendly solutions.

The company’s R&D Department is constantly working to improve the capability of the company’ systems, focusing on environmental protection, energy

efficiency, investments in eco-friendly and innovative equipment and pollution prevention.

RECENT INSTALLATIONS

Below are details of some of the most effective solutions that have been implemented and installed by Bedeschi so far in 2023:

ECO-HOPPER

For Takoradi Port in Ghana, Bedeschi supplied 3km of belt conveyors, two shiploaders and one eco-hopper, boosting production and revolutionizing the

The Bedeschi eco-hopper at Takoradi Port in Ghana.

management of the whole terminal.

Bedeschi’s eco-hopper is an economical and flexible solution, able to satisfy the highest environmental standards, thanks to its ability to minimize dust pollution, ensuring maximum efficiency during the grab discharge cycle.

The movable eco-hopper supplied runs on rails and is designed for direct unloading of clinker, manganese and bauxite directly to trucks at a rate of 600tph (tonnes per hour). The project involves state-of-the-art equipment in terms of environmental standards (the dust collection and dedusting system have been specifically designed for this application in order to match the client requests and the strict environmental conditions requested).

The jet filters for the dust collection are positioned in the upper part of hopper and along all the sides: this allows the system to minimize the dust emission and comply with the environmental regulations. This type of system equipped with bag filters is exclusively suitable for clinker handling, due to the high performance handling this type of material. The upper part of the filter is used for the collection of the clean gas and includes the bag arrangement plates, provided with the holes for bags fixing (tube sheet), and the blowpipes for bag cleaning. It may be installed directly on the top part of the conveyor chute.

The dust suppression system, based on dry fog, is applicable only for manganese ore and bauxite. This system uses highpressure nebulized water to create a dry fog and suppress the dust in the transfer points using pressurized water: the ramps generate a curtain of micro droplets of water that capture the dust making it precipitate. The ramps are ideally

positioned at the points where the material falls.

PIPE CONVEYOR

The SECIL Group has awarded Bedeschi with a contract to supply a new pipe conveyor to handle different kinds of alternative fuels at the Outão Cement Plant in Portugal. This project further strengthens the co-operation started with SECIL more than 20 years ago and it is part of the major R&D Clean Cement Line Project which aims to develop and demonstrate a new cement production technology.

The CCL project aims to bring the Outão cement plant to the forefront of energy efficiency and the lowest CO2 emissions among European cement producers. The project is partly funded by the Portugal 2020 Government incentives programme, and it aims to develop a new concept of cement production. Bedeschi’s delivery to SECIL Group will contribute to eliminating the dependence on fossil fuels. The concept of Industry 4.0 will become essential for the plant’s management for improving efficiency and optimizing the processes; therefore, a digitalized system will be integrated into the whole plant.

The pipe conveyor supplied has a diameter of 250mm and conveying length of 350m and will grant safe and clean transportation of alternative fuels at a rate of 300m3/h. It has been designed with vertical curves to follow the ground profile and to overtake obstacles and with horizontal curves to fit with the layout constraints without intermediate transfer

points. The belt forms a closed tubular section both in the carrying and return path; the conveyed material is protected from wind and rain all along the route.

STACKER AND RECLAIMER

Bedeschi has been awarded a contract to supply two apron feeders, two crusher units, one stacker, one reclaimer and one pipe conveyor to be placed in the primary and secondary crushing area of the new Lehigh Mitchell cement plant in Indiana, USA, to replace the existing machines.

The Lehigh Mitchell cement plant (owned by Heidelberg Materials) will be completely renewed to increase its productivity and comply with the highest environmental standards. The new production capacity will be four times the amount of cement produced by the old facility and will be state-of-the-art in terms of environmental standards. In fact, Heidelberg Materials’ global commitment is to decrease the amount of CO2 emissions by 2030 and to achieve carbon-neutral concrete by 2050. A sustainable feature of new facility is the ability to use 100% natural gas, which will reduce CO2 of clinker production by 25–30%. When completed, the Lehigh Mitchell cement plant will be one of the highest producing and most efficient cement plants in North America.

Together with the supply of the apron feeders, the company is also finalizing the installation inside the plant of two crusher units, one stacker, one reclaimer and one pipe conveyor. Both stacker and reclaimer are installed inside a longitudinal storage area. The stacker handles limestone at a capacity of 1,200tph, while the reclaimer has a capacity of 650tph.

Bedeschi pipe conveyor for the SECIL Group.

Bedeschi stacker and reclaimer for the Lehigh Mitchell cement plant in Indiana, USA.

The ScrapeTec energy-saving formula also cuts costs

At many trade shows, the ScrapeTec team learns a lot about the immense energy costs associated with dust extraction on conveyor systems. These fixed costs are often cited as an argument against investing in innovations for dust protection. This is true for all bulk materials, but is particularly relevant for the cement handling sector.

The ScrapeTec energysaving formula: energy costs for dust removal minus DustScrape. The calculation is simple: By investing in a ScrapeTec dust protection solution around the DustScrape at the transfer points of a conveyor system, the entire energy costs of dust extraction can be saved — so they are reduced to zero.

This is because the use of the filter module DustScrape and the innovative sealing solutions AirScrape and TailScrape allow the dust extraction to be turned off. The seals work contactlessly with special profiles and thus create the Venturi effect: the air is sucked inwards. Dust does not escape, and the bulk material also remains on the conveyor belt.

The DustScrape, with its special and robust filter cloth, captures the dust that arises from the fall energy before transfer/ feeding in the direction of the conveyor. The interplay of these components has now proven itself worldwide wherever dust protection solutions have been sought.

The argument for energy savings is relatively new and comes from specific customer experiences. The affected customer was convinced and highly motivated to equip other systems with DustScrape, AirScrape, and TailScrape after demonstrating the cost savings on a

conveyor system that is under their own control.

Regarding costs, the use of the ScrapeTec dust protection solution can also save cleaning, maintenance, and repair costs, as the solution is maintenance-free since the contactless seals operate without friction, do not wear out, and also leave the conveyor belt intact. Furthermore, downtime for cleaning is also eliminated.

ScrapeTec has gained a lot of experience in presenting the advantages of using a dust protection solution around DustScrape to interested operators of systems individually. Cost savings are one of the most important arguments from a business perspective, especially in discussions with those responsible for accounting to shareholders.

FABA is the distributor for Scrapetec.

ScrapeTec’s AirScrape system in situ.

A concrete commitment from Siwertell to the environment

As the United States (US) embarks on a drive to improve its infrastructure, the demand for cement has boomed, writes Lindsay Gilliland. As a result, a number of companies are looking to increase capacity and equip themselves with enclosed Siwertell ship-unloaders that meet both volume increases and environmental protection.

In North America, infrastructure is a big deal. While there are enormous cities throughout the US, the population, in general, is far more spread-out across suburbs and rural communities. Of the top ten biggest cities in America, just four have over two million people. Compare this with Paris, Europe’s tenth biggest city, with 2.1 million; or Wuhan, China’s tenth largest, with 7.9 million.

This ‘sprawl,’ as it is known, places an outsize importance on infrastructure for getting people from one place to another. There is a reason that the Pacific Coast Highway and Route 66 are so iconic; in the US, the open road is the main way of getting around, and trucking is the main method of getting goods around, as well.

In the 1950s and 1960s, building new roads was considered a national defence matter; the 1956 National Interstate and Defense Highways Act enshrined into law the importance of highways for evacuating cities and deploying troops, and set off the largest public works project in the history of the country. Those highways and bridges were built to last, and last they have; today, most of a century later, they are still standing. But in many places, American

infrastructure is reaching or has even exceeded the end of its life; and to make matters more complicated, it is now having to contend with extreme weather events its builders could not have known about or planned for.

In recognition of this, announced in July 2021, the US’s Bipartisan Infrastructure Law allocates US$110 billion for repairing and upgrading roads and bridges, US$50 billion in ‘weatherization’, and interestingly, also invests US$66 billion for building and upgrading rail lines.

There is one thing that is needed to support all this work: concrete. The US uses a great deal of cement every year; around 103mt (million metric tonnes) of it as of 2019. The vast majority of this material is provided by domestic producers; in 2019, 89mt of concrete was produced domestically, with around 15mt, or 14%, imported. According to a 2021 report authored by PEC Consulting Group and PENTA Engineering Corp, many domestic plants have been closed due to costs for imported cement combined with concerns over pollution, but those that are open are now reaching capacity.

If the US is to embark on a massive spree of infrastructure renewal, then, it will need more cement than domestic producers can provide. If America’s ports are to make intelligent decisions about what sort of additional capacity to provide, they must examine the global state-of-theart in handling of cement and clinker. Fortunately for them, they will not have to look far.

A HIGH BAR

Siwertell screw-type technology has a worldwide reputation for high-capacity, environment-friendly cement handling. Almost since the very beginning of the Siwertell brand, the cement handling industry has taken advantage of the totally enclosed conveying lines that Siwertell screw-type ship-unloaders offer.

The first Siwertell ship-unloader was delivered to the cement industry in 1975, with today’s unloaders able to reach continuous rated capacities in excess of 2,000tph (tonnes per hour). The US has numerous, long-standing references for Siwertell unloaders, including a pioneering delivery in 2006 to Houston Cement Company, in Houston, Texas. The operator could sell more cement than it could import and needed to replace an existing pneumatic ship unloading system. It ordered a rail-mounted Siwertell ST 640-D unloader, which delivered cement unloading rates of up to 1,500tph, setting a new world record at the time.

Its high-capacity capabilities meant a reduction in unloading days of 50%, translating into a 50% reduction in berth occupancy and the possibility of higher annual intakes; return on investment was achieved in less than two years. The unloader has now handled more than 10mt of cement.

Now standard, the unloader was also one of the first to feature an auto level mode, which ensures peak efficiency by keeping the vertical conveyor’s counterrotating inlet feeder at an optimum level;

not digging too deep, or too shallow.

The Houston Cement Company order was a catalyst for many more Siwertell cement handling ship-unloader orders in the US, most recently received is a new Siwertell 490 M-type ship-unloader contract for the cement and ready-mix concrete producer, ARGOS USA. It offers a continuous rated capacity of 800tph and is designed to accommodate vessels up to 65,000dwt. The unloader will be assembled on site and is planned for delivery in February 2024.

CLEANER , HIGHER CAPACITIES

Also in Houston, Sesco Cement elected to make a transition under consideration by a number of operators to boost import volumes; switching from bagged to bulk cement. Sesco Cement chose a Siwertell ST 640-M ship-unloader for the task at its new import terminal.

Commissioned in 2020, the unloader handles cement at around 1,500tph, discharging vessels of up to 80,000dwt. “In performance tests after installation, the ST 640 M-type unloader handled cement at a throughput of up to 1,650tph,” says Ken Upchurch, SVP Sales and Marketing, Bruks Siwertell. “Since making the switch from bagged to bulk material, the port has experienced a complete step-change in efficiency.”

Other US facilities to benefit include Colonial Group’s Georgia Kaolin Terminals, in Savannah, Georgia, with the completion of a new high-capacity Siwertell shipunloader installation. Ordered to support the company’s strategy for sustainable cement import growth, the Siwertell 490 F-type ship-unloader offers high throughship efficiencies and a rated cement handling capacity of 800tph, discharging vessels up to 55,000dwt.

This was another company that was looking to transition from bagged to bulk deliveries of cement, significantly increasing the terminal’s unloading capacity, which in turn delivers faster vessel turnarounds on the jetty, and with that, cost-savings.

Environmental considerations were also a key factor in Colonial’s choice of equipment, and because the Siwertell unloader has an enclosed dry bulk material conveying line, ensuring no dust emissions or spillage, it is permitted to operate within this historic port and complies with its strict environmental regulations.

CONTAINING THE CLOUDS

These units serve as effective showcases of all the features that make Siwertell unloaders ideal for handling cement. One

of the most important is the mitigation of dust emissions, which is a serious issue for many powdery cargoes, but particularly for cement. Cement is formulated to react with water, cure and solidify, making it detrimental to health when breathed in and negatively impacting the environment.

“People who have worked on a building site, or lived or worked near one, will likely be familiar with yellowish clouds of cement dust; the reason why construction workers wear masks when handling it,” explains Upchurch. “Moving cement is only a part of the operation in these places.

“Now imagine a facility where unloading, storing, and moving cement around is the entire point, and you can see why we must place such an emphasis on protecting the environment from the effects of dust.

“In this context, it is not difficult to see why the continuous, enclosed handling offered by Siwertell technology is preferable to open handling,” he notes. “Once the rotating inlet feeder is submerged beneath the material’s surface, the system is fully enclosed, with cement only moving inside the unloader’s conveyor system.”

OPPORTUNITIES GALORE

It is not only large-scale systems that are needed. In 2020, Bruks Siwertell delivered a Siwertell 5000 S road-mobile shipunloader to US operator Ozinga, following an investigation by the company into the best cement handling technologies available.

Ozinga needed a piece of equipment that would help it answer vessel calls with high throughput, but also be able to redeploy and move to where it was needed. As well as being able to deploy and repack within an hour, the system can handle large volumes of cement for its

compact size. The dust filters on the Bruks Siwertell unloader add an extra layer of certainty against dust emissions.

Ozinga specializes in concrete, dry bulk materials, and natural gas energy solutions, and has an extensive network of truck, rail, barge, and ship terminals. Its operations are predominantly focused in the US Midwest, where the new ship-unloader is making its mark, delivering a continuous rated unloading capacity of 300tph for vessels up to 5,000 dwt.

The trailer-based, diesel-powered system is fitted with dust filters and a double-bellows discharge arrangement with an automatic shifting function. It features advanced digital technology for diagnostics and troubleshooting as well.

Advanced digital capabilities are also included on a pair of new 5000 S Siwertell road-mobile ship-unloaders destined for an undisclosed US operator. They will provide a flexible, environmentally friendly solution for unloading cement at planned future sites in the US Midwest and Southeast, enabling better access to barges and port facilities.

Their commissioning is due for completion later this year, and to reduce environmental impact even further, will have electric as opposed to diesel-drives.

These and many others offer clear signs that the US’ infrastructure renewal drive is already stimulating demand. “In the US, the cement market is huge right now,” Upchurch says. “We have systems operating all across North America, so it is not surprising that terminal operators have heard of our technology’s capabilities. But to be able to help terminal operators bring online the most efficient, clean, and highcapacity systems, at a time when this is sorely needed — and ultimately, to be part of helping America to rebuild itself — what an opportunity!”

Cimbria Moduflex chutes: superb choice for the loading of bulk products

For 75 years, Cimbria, a world expert in the field of high-tech technologies and services applied to conveying of various products, has been serving companies all over the world with specific solutions for bulk handling. The range of products offered to the cement business is named Moduflex and comprises different lines of loading chutes. These chutes are especially designed and built to ensure a perfect job in the field of limestone, fly ash, clinker, minerals, where extreme heavy-duty resistance and volume handling are mandatory.

With more than 17,000 systems sold to various industries worldwide, including the very high demanding sector of port terminals, Cimbria profits from the experience and the firm foundation of knowledge which is of constant benefit to customers around the world who invest in bulk loading equipment.

MODUFLEX LOADING CHUTES: OFFERS STURDY PRODUCTS THAT ARE MADE TO LAST

Cleanliness, precision, safety: an authentic mantra when it comes to Moduflex, the Cimbria range of telescopic loading chutes, designed for loading dry bulk materials without any fugitive dust. The range has been developed to meet various business needs, from cement products, to industrial commodities and raw materials or chemicals and can be used permanently or for special needs. The layout of loading chutes can be adapted to tank trucks, open trucks, dumper trucks, railcars and open/closed containers. The range also features specific solutions for ships, is compliant with port loading needs, and is highly suitable for loading in warehouses

and stockpiling. All the chutes offer great durability and high capacity.

Indeed, the resistance is the primary feature of the range. The chutes are made to cope with heavy-duty operations, and

have the endurance to handle extremely high-volume loading. The flexible outer chute is made of PVC-clad polyamide, and it is suitable for loading in a temperature ranging from –35 °C up to 70°C. The chloroprene rubber-clad polyamide, with increased wearing qualities and protection against UV light, gives shape to solutions intended to treat products with a temperature of up to 130°C. Inlets are provided in mild steel, stainless steel, wearresistant steel or ceramic inserts for highly abrasive products. Heavy-duty metals are also used for the other components and especially for the outlet skirts and the supporting rings. The internal cones can be specified in nylon, mild steel, stainless steel or resistant steel depending on the usage. Materials, as well as design features, have been studied to solve specific issues related to operations involving different bulk products and means of transport. So the flexibility, together with the maximum sturdiness of the whole project are the real

plus of this range that is built to fit and cope with the heaviest-duty operations.

MODUFLEX LOADING CHUTES: MODULAR SOLUTIONS FOR EFFICIENT RESULTS

The Moduflex range offers many different options specifically developed for the various bulk material applications. A specific range of accessories enhances the great versatility of these chutes, which become truly ‘made to measure’ and can be adapted to suit 99% of all known applications within the dry bulk industry, thanks to the various combinations of standard components.

The very best advantage of Moduflex is its modular structure, which ensures the client receives the solution matching his specific purpose. For regular maintenance, and in the event of accidental damage, it is only necessary to replace the affected section rather than the entire chute assembly. Besides obvious savings in direct costs, there is another important cost benefit in terms of reduced plant downtime. Furthermore, the base of standard components assures operators that the Moduflex chutes are always built of well-founded, well-tested technology and entails quick access to standard spare parts, if a breakdown occurs.

The Moduflex loading chutes can cater

for capacities up 4,000m3/h in the standard configuration, and a drop of more than 30 metres. This high level of flexibility can only be achieved using a loading chute, and is not possible with alternative loading methods. Systems are produced in sections in two standard modular lengths, 300mm (12in) and 600mm (24in) and a range of diameters determined by throughout capacity.

MODUFLEX LOADING CHUTES: DUST-FREE OPERATIONS IN CLOSED SYSTEMS

The Cimbria Moduflex range is specifically designed to allow the dust-free loading of bulk products. Every part of the system has been optimized so dust cannot escape from the loading solution in closed environments. This is critical in businesses with an intrinsic risk of creating waste and dust, especially for the impact that dust can have on the quality of the loaded material, as well as on the quality of the surrounding environment and working conditions.

To prevent all risks related to dust, Moduflex is equipped with specific features to avoid dust all through the process. A range of filtration modules is offered with the inlets as an integral part of the chute, which together with a reverse jet air system produces the necessary negative pressure to return all filtered dust into the delivery stream, while the particular design

of the cones ensures effective separation of the material stream from the dust-laden upward airflow.

Moduflex is widely used for the loading of tanker trucks and closed railway wagons, a challenging supply due to the number of trucks’ and wagons’ doors. Cimbria Moduflex loaders are designed to cover the hatches with an outlet cone ensuring a dust-free loading. The ‘secret’ lies in the design of outlets that seal the opening and contains the dust inside the container, guaranteeing a safe and clean process for operators.

In addition, the loading chutes are equipped with an outlet coupling fitted with three adjustment wire bushes, which are mounted to allow quick adjustments of the outlet, making sure it is in a straight horizontal position.

For port terminals, Moduflex offers applications for the tanker shiploading, which requires a transport arm with the ability to pivot up and down together with the loading, so that the chute remains in a vertical position. The different sizes of ships and the movements caused by the tide, force the precision with the height adjustment, in order to allow the correct flow of the product, minimizing the wear factor on the entrance and on the guide cones of the slide. Furthermore, loading

tankers require a wave compensator at the outlet, to even out the small movements caused by the waves, to have a constant seal between chute outlet and the tanker hatch during loading.

MODUFLEX LOADING CHUTES: SERVICE AND SUPPORT

Cimbria is always at the forefront when it comes to optimizing and upgrading bulk loading stations. Smart solutions, often custom-made at first, are regularly added to the standard programme after proven success. Thus, customers of Cimbria can always be certain to have purchased thoroughly tested and documented products. The vast programme of products is completed with a great emphasis on the consultancy approach ensuring targeted advice, enabling customers to select the very best solution to match both the specific technical and financial conditions. In addition, the after sales reaction to any issues is very quick and efficient thanks to the always in stock spare parts.

ABOUT CIMBRIA

Cimbria is a global brand of AGCO and is a major force in industrial processing, handling and storage of grain and seed, as well as animal feed, foodstuffs and other

bulk products. Cimbria works together with its customers to design, engineer manufacture, install and service individual machines, customized systems and complete turnkey installations.

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 help farmers sustainably feed our world. Founded in 1990 and headquartered in Duluth, Georgia, USA, AGCO had net sales of approximately $12.7 billion in 2022.

Maximizing the service life of dry bulk handling systems: a guide to slide gates and diverter valves with Vortex Global

Dry bulk handling systems require significant maintenance, which can lead to costly downtime and create messy working conditions. To mitigate these challenges, it’s crucial to consider key principles when designing dry bulk solid handling components used in these systems. This includes addressing wear and abrasion to limit maintenance, decrease production downtime, and extend the product’s service life. In this guide, we’ll explore how slide gates and diverter valves can be optimized to extend their service life.

SLIDE GATES

Slide gates are utilized for controlling dry bulk materials in gravity flow and dilute or dense-phase pneumatic conveying applications. There is a range of materials that slide gates handle globally, which is why manufacturers of slide gates are tasked with developing methods to extend the service life of these valves. Fortunately, a well-manufactured slide gate can be designed to allow for in-line maintenance, reducing downtime facilities experience while making repairs.

Vortex Titan Slide GateTM with replaceable wear liners.

Vortex Titan Slide GateTM bonnet seal replacement.

The most effective way of limiting maintenance requirements involves implementing strategies and features to limit wear. Bonnet seals are crucial to preventing material migration into the bonnet area. Otherwise, gate actuation issues and dusting into the atmosphere can occur. In applications where abrasive materials are handled, wear-compensating bonnet seals can be constructed from hard polymer and compressed rubber backing. As the polymer experiences frictional wear from multiple actuations over time, the compressed rubber load seals continuously force the polymer seal against the sliding blade. This ensures a consistent seal with limited maintenance intervention, even as the hard polymer seals wear over time.

Removable access panels are key to inline inspection and maintenance. The Vortex® Titan Slide Gate™, for example, is designed so that the bonnet seals can be replaced easily when the gate remains inline. Simple tools can be used to remove the slot covers, and new bonnet seals can be driven into the milled access slots. The worn bonnet seals are simultaneously ejected out the other side of the gate. The Vortex® Titan Slide Gate™ is equipped with replaceable abrasion-resistant liners at the gate inlet to protect the gate’s inlet, blade, rollers, and side seals from abrasive wear caused by the material flow stream. For added durability, the gate’s rollers are made of hardened steel, and they are camadjustable for in-line maintenance.

DIVERTER VALVES

Diverter valves are typically used for converging two or more lines of cement mixing material into one. They can also be used for separating one line of material into several. When designing diverters that frequently handle heavy-duty materials it is crucial to address the materials abrasive nature. By addressing these concerns when sourcing a diverter, downtime and maintenance can be minimized.

Many bucket diverters and flap diverters have thin elastomer seals adhered to the blade’s perimeter. These seals are continually exposed to the material flow stream. Unfortunately, since most diverter designs do not offer necessary protection for internal seals, they erode or tear away in service, rendering them ineffective. To extend service life, Vortex® Titan Lined Diverter™ seals are constructed from a full sheet of thick rubber or kryptane, sandwiched between the diverter blade and a metal plate. Titan Lined Diverter™ are designed so that the leading edge of the blade enters a recessed area to protect the

Vortex Titan Slide GateTM live loaded bonnet seals.

Vortex Titan pivoting chute diverter.

Vortex Titan lined diverter: recessed blade and seal.

seals from the material flow stream. This will ensure that the diverter provides a positive seal across the opposite leg(s), preventing material leakage, crosscontamination, and dusting past the blade into the opposite leg(s).

Equipping diverters with replaceable abrasion-resistant liners can also address concerns of handling abrasive materials. The purpose of these liners is to protect the diverters material contact areas and other internal mechanisms from wear caused by the material flow stream. The

liners may be constructed of metal materials like 400 Brinell Hardness Number (BHN) abrasion-resistant steel and chromium carbide or even polymers depending on the application needs. Abrasion-resistant liners are critical for return-on-investment purposes because they ensure that heavy-duty materials do not abrade irreplaceable parts, resulting in full diverter replacement.

In applications where crosscontamination is not a concern, the Vortex® Aggregate Diverter™ can be utilized with rock box liners, also known as honeycomb liners, along the bucket blade and outlet chutes. The rock box design enables abrasive, dry materials to accumulate in the grid areas. As materials flow through the diverter, particles abrade upon themselves, rather than abrading upon the diverter’s material contact areas.

Unlike traditional diverters, the Vortex® Aggregate Diverter™, Pivoting Chute Diverter™, and Titan Lined Diverter™ feature a removable access panel design. This allows its interior inspection and/or maintenance to be performed while the valve remains in-line. These diverters are also equipped with wetted parts that can be removed and replaced through the removable access panel. This accelerates

the maintenance process and prolongs a diverters service life.

CONCLUSION

In conclusion, it’s crucial to apply principles to design dry bulk solid handling components that optimize their service life, limit necessary maintenance, and decrease production downtime. Specifically, slide gates and diverter valves can be optimized using a range of features that limit wear and abrasion. Removable access panels, wearcompensating bonnet seals, and replaceable abrasion-resistant liners are key to minimizing downtime and increasing service life. The Vortex® Titan Slide Gate™, Aggregate Diverter™, Pivoting Chute Diverter™, and Titan Lined Diverter™ are all examples of dry bulk handling components that have advanced designs featuring in-line maintenance, removable access panels, and other performance-enhancing features. By embracing these principles and adopting innovative designs, facilities handling dry bulk materials can increase production time, minimize downtime, and retain the

longevity of their equipment.

ABOUT VORTEX GLOBAL

Vortex Global Dry Bulk Equipment is a major manufacturer and supplier of slide gates, diverters, and other related components for handling dry bulk materials. The company has extensive experience in designing and engineering dry bulk handling equipment for various industries. Vortex Global has a strong reputation for providing high-quality solutions that are built to last and withstand the rigorous demands of the industry.

The company’s focus on innovation, quality, and reliability has earned it a significant market share, with customers located around the globe. Using state-ofthe-art technology and an experienced team of engineers, Vortex Global creates products that meet or exceed customers’ specific needs and requirements.

Vortex Global takes pride in offering personalized attention to its customers, providing expert support and advice throughout the entire equipment lifecycle. The company’s goal is to ensure customer satisfaction and loyalty by delivering superior quality products, on-time delivery, and exceptional customer service.

In addition to providing high-quality dry bulk handling equipment, Vortex Global is committed to minimizing the environmental impact of its products and processes. The company strives to reduce waste, conserve resources, and minimize energy consumption and greenhouse gas emissions in all aspects of its operations.

Vortex Global’s dedication to quality, innovation, and environmental responsibility has helped establish its prominent position in the dry bulk handling industry.

Vortex Titan aggregate diverter — honeycomb liner.

Vortex Titan diverter: clean and maintenance access panel. Titan lined diverter.

CCL installs new system to allow effective loading of clinker and cement

Cleveland Cascades Limited (CCL) is a specialist in the design and manufacture of bespoke dry bulk loading chutes, to handle cement and clinker, as well as other bulk commodities.

Based in the north-east of England, the company has built a population of over 650 systems, working in bulk handling facilities worldwide. It is best known for its Cascade controlled flow technology chute which has established the company as a leading global force in ship and silo loading chutes. The range of freefall chutes complements the cascade and has applications in tanker loading and vehicle loading, as well as ship and silo loading. CCL has developed a worldwide reputation for quality, wellengineered, high-performance chutes, backed up by excellent customer service and global lifetime product support.

THE CASCADE CONCEPT

Traditional dry bulk loading systems allow material to free fall and in doing so pull volumes of air down with the falling material. This air needs to escape at the base of the chute and when doing so it carries the separated material particles causing highly visible dust emissions.

Unlike freefall chutes, the Cascade chute gently supports the material being loaded all the way down the vertical length of the chute and in doing so maintains a constant and low velocity, which together with the cone shape keeps the material in mass flow form. The low velocity ensures the material

Controlled loading of clinker through Cleveland Cascades’ oppositely inclined chutes.

Cleveland Cascades clinker loading system suspended on CHIA mobile shiploader.

does not pull air down with it and therefore if there is no air to escape there is no dust.

The Cascade system also carries the benefit of reduced degradation of material as the low velocity material constantly flows on to material within the chute and therefore reduces degradation and impact abrasion.

Cleveland Cascades

Limited guarantee the throughput, dust emission, degradation performance and liner wear with any chute supplied in a way that can be easily measured or demonstrated to the customer. Regular clients include: Bedeschi, PHB Weserhutte, Bruks Siwertell, NK Tehnologija, CHIA, REEL Alessa and Samson MH.

RECENTLY DELIVERED PROJECTS

INCLUDE :

a clinker loading cascade v chute for Samson MH, recently installed at the Port of Djen Djen in Algeria;

an alumina loading v cascade chute for CCL’s client REEL Alesa, to be installed in Queensland, Australia;

a free-fall telescopic v chute, loading metal concentrates for CCL’s client PHB Weserhutte, destined for Indonesia;

an iron ore loading v cascade chute for CHIA, which CCL’s site engineers recently commissioned at the Port of Motril, near Malaga, Spain.

Over the years Cleveland Cascades has produced many chutes for the handling of clinker and cement, often loading both materials through the same system. In order to load clinker effectively, and resist abrasion wear inside the chute — each surface handling the material is lined with a sintered alumina ceramic. There are occasions however where impact protection is critical, such as when handling large lumps of clinker. For these occasions CCL employs hardened steel liners in its head-chutes as material is

received from the conveyor.

At the point where the material reaches the cascade cones, it is under sufficient control to greatly reduce impact concerns. Effective loading through the Cascade chute is complemented by the skirt outlet, which further suppresses dust emissions as the material exits the chute.

When loading cement, the skirt outlet is switched for a solid rubber tube outlet. This tube has a marker line on it halfway

down its length to serve as a visual aid for operators. In order to prevent any excessive dust emissions when loading cement, the tube skirt remains partially buried within the material during loading. The liquid-like flow of cement powder means the material flows out from the chute in an almost horizontal plane.

Although the concept of the cascade chute has been the consistent factor of the Cleveland Cascades chutes over the years,

Cleveland Cascades system loading clinker, with cones exposed for material view.

CCL is driven by continuous improvement both in the product and the service provided. Cleveland Cascades Limited has a modern design office and staff with many years of loading chute design experience, utilizing the latest Autodesk software for 3D modelling and analysis. 3D model data can be exchanged to ensure interfacing and space envelopes match clients’ facilities. User-friendly design features are constantly evaluated to make the installation and

maintenance of CCL’s products as easy and as safe as possible.

The Cascade chute is fitted with a full suite of electrical components for safe operation and control. These components control lowering and raising of the chute as well as signalling for potential blockages. The instruments used are under constant review with the aim to provide the best and most reliable instrumentation possible for every loading scenario. All the functions

feedback to the shiploader control system and are interlinked with the conveyor system feeding the chute. The capabilities are also under constant review, with features such as adaptive overload monitoring and accurate positional feedback being recent developments.

The result for the terminal using the shiploader and chute is a very safe and reliable loading system which is extremely simple to use.

Cleveland Cascades system loading clinker, with shroud lowered to prevent fugitive dust.

Focusing on GAMBAROTTA GSCHWENDT’s ESPC bucket elevators

This article outlines the design factors of GAMBAROTTA GSCHWENDT central chain bucket elevators that are a low-cost and long-life solution for the transportation of bulk materials including cement and clinker.

ABOUT GAMBAROTTA GSCHWENDT

GAMBAROTTA GSCHWENDT SRL is a family-owned business, which was founded in 1919 by Umberto Gambarotta Senior in Trento after World War I. At that time, its main focus 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, Umberto Gambarotta Jr. (father of the current CEO, Davide Gambarotta) joined the family company and 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. Thus GAMBAROTTA GSCHWENDT transformed itself from a mechanical repair specialist, with exclusively local clientèle, to a company dedicated to the design and supply of conveyor systems for process plants.

Between the 1980s and the 1990s, the company underwent a significant international expansion: from a European industrial perspective (especially in Germany, ever since 1958), GAMBAROTTA GSCHWENDT acquired a wide-ranging presence, by winning important foreign orders that led to the opening of commercial offices, first in the Americas, in Asia and then in Africa and Australia.

The new establishment of the Gambarotta Group, led by the current CEO, Davide Gambarotta, took place between 2019 and 2020 and is made up of five leading companies in the sector and about 130 people specialized in 44 different fields. These companies are:

GAMBAROTTA GSCHWENDT SRL; v

GAMBAROTTA AUSTRALIA; v

MDG HANDLING SOLUTIONS SRL; v MDG AMERICA INC.; v and OSSITAGLIO SRL. v

Today, GAMBAROTTA GSCHWENDT’s main products encompass: bucket elevators, screw conveyors, drag chain conveyors, pan conveyors, apron feeders, loading bellows, rotary valves, slide gates and top-quality spare parts for the above-

mentioned equipment.

GAMBAROTTA GSCHWENDT BUCKET ELEVATORS

For industries where the vertical transport of solid bulk material is crucially important, GAMBAROTTA GSCHWENDT supplies bucket elevators according to the characteristics of the material to be conveyed, such as particle size, temperature, humidity, stickiness, abrasiveness, etc.

Wherever vertical transport is required, GAMBAROTTA GSCHWENDT bucket elevators play an important role.

The cement industry itself has to deal with the issue of raising different types of materials (limestone, pozzolan, chalk, various additives, raw meal, clinker, cement, alternative fuels, ash, and others).

Other than the slow elevators used for lifting large materials (100–350mm) with gravitational discharge, there are two categories of elevators often used in the cement plants — belt bucket elevators and chain bucket elevators: Belt bucket elevators: suitable for v materials with fine or small grain, and with a temperature of less than 120°C (max 150°C). They allow high capacities (1,800m3/h and more with bucket filling coefficient <80%) or high lifting heights (wheelbases up to 150m and more).

Chain elevators: suitable for materials v with medium grain size (up to 80–100mm) and also for high temperatures. However, these elevators are not suitable for high lifting heights (60–70m wheelbases are already exceptional). The limitation of their use for large wheelbases is due to the weight of the chains, which grows as the breaking load, that becomes necessary to use, increases.

FACTORS TO BE CONSIDERED FOR CHAIN ELEVATORS

Generally speaking, chain drives are characterized by the discrete nature of the pitch of the meshes and the number of teeth ‘Z’ of the wheels (Z real if the wheel is toothed, or fictitious if the wheel is smooth). This makes the chain drive unique and leads to advantages and disadvantages. The advantages include, besides the lower load on the shaft bearings, the certainty of a transmission without slippage between the chain and the wheel, if this toothed.

The disadvantages are the vibrations and the resultant noise caused by the

impact of the teeth on the wheel, and even more from a phenomenon that we will call ‘polygonal action’ that occurs due to the fact that the chain, wrapped around the wheel, forms a polygon rather than a circle. This leads to a floating movement of the chain.

While designing a conveying machine that uses mechanical chains (mesh formed by pins and bushes joined by side plates), we should consider a fairly long chain pitch (distance between the pivot points) to minimize costs. The chains in fact, often constitute a very important part of the overall cost of the machine. However, this clashes with the polygonal action, which requires the chain pitch to be reduced to lower values.

When the drive wheel of a chain drive works at constant speed, the speed of the chain itself is not constant but faces periodic fluctuations. This fluctuation, which is caused by the fact that the chain, when wound on a wheel and whether it is toothed or not, forms a polygon rather than a circle, and is known as a ‘polygonal action’; the chain is said to move with a ‘polygonal speed fluctuation’ gene rating dynamic loads to be taken into due consideration.

Many studies show that the dynamic load of the chain due to this ‘polygonal action’ is similar to that of a simple forced vibration where its intensity increases with increasing speed up to the value of the critical speed.

Higher speeds produce smaller dynamic loads. It should be noted that the speed of bucket elevators is much lower than the critical speed, however, the masses who have to move the chains due to their own weight, the weight of the buckets and the weight if the transported materials, are important. Such masses, subject to frequent speed reversals, and therefore subject to alternate accelerations, lead to non-negligible efforts of cyclically variable intensity, generating vibrations and therefore noise.

The experimental results show that the teeth number of the wheel and the chain pitch are the main factors that influence the dynamics of the chain, i.e. the polygonal speed fluctuation.

The fluctuation decreases with the increase in wheels teeth number and with the reduction of the chain pitch.

The mechanical chain with the shorter pitch works more fluidly, and with less vibration, due to the less polygonal speed fluctuation.

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It is understandable why the round steel chain ring elevators, which have a very short wheelbase, are less noisy.

Designers of chain elevators therefore need to identify the geometric parameters of chain pitch and the number of teeth of the wheel that determine a fair compromise between the costeffectiveness of the transmission and transportation that is as fluid as possible.

SPECIAL FEATURES OF GAMBAROTTA GSCHWENDT CENTRAL CHAIN ELEVATORS, TYPE ESPC

In recent decades it has been noted that the type of central single-chain elevator, following the strong marketing push of some leading manufacturers, has become the most requested chain elevator.

GAMBAROTTA GSCHWENDT is following this trend at the expense of the historic EVD and EVR elevators, which use the two round steel chains with oval rings.

Among the many bucket elevators with chains that are part of GAMBAROTTA GSCHWENDT product range, there are ESPC bucket elevators, classified as fast elevators with centrifugal discharge with a single central chain.

GAMBAROTTA GSCHWENDT produces ESPCs with a single row of buckets driven by a single gear wheel.

They are used for medium grain sized materials, <100mm, and have a maximum lifting capacity of about 600m3/h. This capability fulfils 80–90% of the current market demands.

For higher capacities, GAMBAROTTA GSCHWENDT uses chain elevators, the ESPLV series. These have buckets connected to the two side chains, driven by two toothed wheels (see Figure 3), and reach a lifting capacity up to 2,000m3/h with bucket widths of 1,600mm, speed 1.6m/sec and 80% filling factor. This is the most compact and cost-effective solution for large lifting capacity.

The GAMBAROTTA GSCHWENDT ESPC central chain bucket elevator boasts some unique chain and wheel drive characteristics.

The GAMBAROTTA GSCHWENDT chain

The choice of the chain pitch adopted by GAMBAROTTA GSCHWENDT was made by taking into consideration the technical issues presented earlier in the article, combined with the company’s extensive experience with the supplies of chain buckets elevators.

These considerations and experiences, for a maximum ascent speed of 1.6m/sec (96m/min) of the GAMBAROTTA

GSCHWENDT ESPC, led the company to adopt only two types of chain pitch: pitch 1,500mm for smaller equipment, and 180mm for the larger ones.

GAMBAROTTA’s goal was to reach the maximum benefit for its customers: lowcost and long-service life. The company chose a simple mechanical chain, which

Drive station of ESPC B.E.

FIGURE 2: Single sprocket wheel for ESPC B.E.

follows the standardization base of the DIN 8167 regulations. It is also workable on machine tools by many manufacturers, to form the three characteristic elements of the chain: plates, pins and bushes.

Various sizes of resistant elements are provided to obtain chains with different breaking loads suitable for the chains of special elevators.

Other manufacturers use chains with special parts and expensive forged materials, which require specific moulds and equipment.

The considerable cost of these chains limits the production to a few models, perhaps only three or four. This sometimes means that elevators have to be equipped with an exaggerated chain, due to their cost.

GAMBAROTTA GSCHWENDT determined some important parameters of the chains, including the thickness of the bush and the hardness of the contact surfaces subject to sliding:

The bush is of the thick type. The v hardened peripheral areas (internal and external) are thus separated by a tenacious interposed zone to withstand those dynamic loads, which cause undesired vibrations, due to the polygon action mentioned above.

The surfaces in contact between the v pin and bush and between the bush and wheel teeth are heat treated in order to impact high hardness, and then resist for long wear.

To ensure a long service life, the GAMBAROTTA GSCHWENDT chain is selected by comparing the real safety factor (ratio between breaking load and working load) with a minimum safety factor calculated with a particularity.

This minimum factor can change from elevator to elevator as obtained, starting from a common basic value, which is then influenced by the value of wear cyclicity (of wear cycles per unit of time). The cyclical wear is due to the ascent rate and the wheelbase parameters of that precise elevator; directly proportional to the speed and inversely proportional to the wheelbase.

In a transmission chain, each link undergoes four wear cycles for each complete devolution: one at the beginning and one at the end of its contact with the upper and lower wheels. The cyclicity value is therefore maximum for low and fast

elevators and is minimum for high and less fast elevators.

With this selection and with the geometric dimensions chosen for the chain, the specific contact pressure between pin and bush has low values, generally lower than 30N/mm2, with a consequent increase in operating life.

THE GAMBAROTTA GSCHWENDT TOOTHED CONTROL WHEEL

GAMBAROTTA GSCHWENDT elevators chains are manufactured with control gear, with interchangeable sections. Therefore, ESPC elevators also have a control gear wheel (see Figure 3).

The main reason for this choice is that only the gear wheel can guarantee a slipfree transmission for all operating conditions.

It should be noted that the phenomenon of polygonal action happens on smooth wheels as well, where the real teeth constituted by the points of support of the bushes on the wheel circumference.

During the operation of an elevator, possible slippage between the smooth wheels and the chain can occur.

This may be due for instance to the pulsations caused by the dredging of the material or the possible discontinuous flow

of material being fed into the base.

Furthermore, the smooth wheel system requires consistent values of chain tension to create the friction necessary to guarantee the transmission of motion from the wheel to the chain. This causes an unwelcome chain overload and an undesired increase in the load on the drive shaft bearings.

Some chains designed to work on smooth wheels, in addition to the bushings, also have the edge of the plates that rest, sometimes causing a flexure, which is not suitable for secure resistance.

The plates of a chain wound on a gear wheel, on the other hand, are always subjected to pure traction.

Finally, even the choice of the diameter of the drive wheel has an impact on the wear of the chain since it determines the magnitude of the friction angle between the pin and bushing which occurs at the beginning and end of the rotation of the chain on the wheel. A higher number of teeth, and therefore a larger diameter wheel, corresponds to a lower rotation angle, followed by a lower intensity of wear.

GAMBAROTTA GSCHWENDT is always committed to producing machines of great strength, durability and above all maximum reliability.

FIGURE 3: Double sprocket wheel for ESPLV B.E.

Product Focus; K-Commander® Series keeps cement conveyors on track

EXPERIENCE INCREASED PRECISION AND PERFORMANCE WITH K-COMMANDER®

We often say that conveyor mistracking is at the core of other productivity issues. Whether it be material spillage, componentry damage, or damage and premature wear to the belt itself — it all leads back to how well (or poorly) the conveyor belt is tracking. A well-aligned conveyor is: effective, efficient, and safe. This is vital when handling bulk products including cement, limestone and clinker.

The team at Kinder Australia has developed an innovative range of systems that have been designed to do just that — keep the belt aligned, level and true. They’re called the K-Commander® Series.

Ideally a pivoting, self-centralizing belt training system, which rotates freely when the belt experiences mistracking behaviour should be installed. Other options include fixed tracking solutions without rotating structure. With the customer’s needs in mind, Kinder’s field application engineers and specialists can assist in selecting the correct K-Commander® tracker for the specific application.

The K-Commander® Series are as follows:

K-Commander® Conical Tracker v K-Commander® Control Series v

K-Commander® Prime Tracker v

K-Commander® Direct Series v K-Commander® Guide Series INV v

K-Commander® Conical Tracker Featuring a unique conical shape, the braking action drags the tracker forward on the side that the belt is mistracking towards. The K-Commander® Conical Tracker operates without the need for the belt edge to make contact — which is conventionally needed

to engage tracking motion. To add to this, unlike other tracking systems that rely on contact with a side guide roller to activate tracking, the K-Commander® Conical Tracker is an active belt tracking system that continuously tracks the belt.

K-COMMANDER® CONTROL SERIES

The installation of the K-Commander® Control Series is only for the return side, being the most critical surface of the belt in order to maintain belt alignment. The unique engineered action of the central ball and socket link is encased in a rubber covered steel tube. This protects the internal mechanics and ensures that the belt runs true.

K-Commander® Prime Tracker Alldirection belt tracking featuring flexible 360° rotational capability, with its separate

axial and rotational function allowing for the double axis pivot bush. The K-Commander® Prime Tracker has been designed with two key stages. The first stage focuses on the inner shell which contains the shaft and an engineered pivoting bush allowing the axial movement of the tracker. The inner shell is protected by a flexible EPDM rubber boot. The second stage focuses on the roller bearings, which allows the rotational movement of the tracker. The roller bearings connect the inner shell and the outer shell and are protected by a labyrinth seal.

K-COMMANDER® DIRECT SERIES

The installation of K-Commander® Direct Series can also assist with correct conveyor belt tracking. These are a pivoting base style, available in both trough and return applications automatically providing belt centring. The outboard servo rollers cause the idler frame to pivot as they contact the belt edge and this swivel action causes the belt to realign automatically. To further aid belt tracking, Kinder Australia offers rubber lagged rollers (trough and return) as an option for the belt tracker.

K-COMMANDER® GUIDE SERIES INV

An all-purpose conveyor belt alignment idler ideally suited to short centred or reversing conveyor applications. The two inverted vee rollers, put pressure down onto the belt, promoting centralized belt training. The universal frame adjusts to all types of mounting structures and is installed just after the head pulley, or prior to the tail pulley.

Wood from the trees?

handling wood pellets and other biomass cargoes as we strive for carbon neutrality

Port of Belledune leads the way in New Brunswick with major developments at its Green Energy Hub

The lush green forests of New Brunswick are the envy of many. However, even a lot of local residents may not even know exactly how rich of a commodity their own backyards produce. Enter forest biomass — the wood waste left as a result of strategic forest management and local sawmill processing. In being resourceful and taking that ‘waste’ and turning it into valueadded products, wood pellets can be produced and thus, a source of clean energy is created. It is arguably New Brunswick’s greatest underutilized resource.

GREEN ENERGY HUB

The Port of Belledune’s Green Energy Hub is a specialized development district on port lands welcoming green energy projects and complementary, low-carbon industries. Opportunities over the next several decades include green hydrogen production, wind, solar, nuclear power by way of small modular reactors, advanced energy storage systems and of course, biomass. As part of the port’s Master Development Plan, which plots the Authority’s strategic journey through to 2052, renewable energy, clean industry and

manufacturing will be prioritized to serve emerging markets in Canada and around the world.

There continues to be growing interest locally around wood pellets as well, and their ability to be a clean energy solution for the domestic market. The question is whether it is possible to utilize the provinces’ own supply of biomass while continuing to be profitable and successful in supplying customers overseas. In 2016, the provincial government of New Brunswick released its Climate Action Plan (CAP), including the lofty goal of eventually

transitioning to a drastically carbonreduced economy. An important part of CAP that will directly influence businesses around the region is the eventual phasing out of coal being used to produce energy.

The port’s biomass industry makes use of more than 24 hectares (60 acres) of laydown area outdoors, as well as a transit warehouse capable of holding 6,500m2 (69,965.4ft2) and a bulk warehouse with a capacity of 6,248.7m2 (67,260ft2).

RECENT DEVELOPMENTS

The recent completion of work done to connect Terminals 3 and 4 a project funded by the National Trade Corridors Fund (NTCF), means greater efficiency in offloading bulk cargo such as wood products, thereby speeding up productivity. As well, the port’s new wood pellet conveyor system is made to handle the loading of pellets with minimal dust and fewer greenhouse gas emissions by virtually

eliminating the use of heavy equipment and enabling it to load the vessels more efficiently — drastically reducing the idling time of the vessels.

New to the Belledune Port Authority in the biomass family is GDS Group working out of the port’s wood pellet building at Terminal 3. The building started to receive product early this year. GDS’s product stems from softwood logs grown in the Gaspé Peninsula and on Anticosti Island,

and is offered in a variety of dimensions including wood pellet and wood chip formats. Other lumber businesses working out of the Port to export biomass are Groupe Savoie, Great Northern Pellets (J.D. Irving) and Shaw Renewables — the first wood pellet exporter to join the Port, back in 2007.

Says Andrea Frascione, Director, Marketing and Communications at the Port of Belledune, “In 2022, the port saw the transfer of 387,710 metric tonnes of wood products, the majority of which were pellets. In 2023, the Port of Belledune is projected to close out the year with 510,000 metric tonnes — no doubt thanks, in part, to the arrival of GDS.”

And in terms of technological capabilities, the port has been utilizing a sophisticated geographic information system (GIS) for land and infrastructure development. QSL uses a drone for inspections and calculating volumes of dry bulk storage piles.

A CLEAR CHOICE FOR BIOMASS EXPORT

The Port of Belledune is strategically located near the Northumberland Strait,

boasting a deepwater facility that is icefree, year-round. It connects to rail directly on the marine terminals, making it an ideal location in Atlantic Canada for export. The Trans-Canada Highway is also located just 4.8km from the terminal grounds, and can be accessed directly from the main road in Belledune.

The Belledune Port Authority owns 1,600 acres of industrially zoned land adjacent to the port, offering ideal conditions for future development opportunities. This includes the potential to welcome more biomass producers.

New Brunswick has significantly played a pivotal role in the world’s quest for cleaner energy and reducing worldwide carbon emission output. What’s more, is that the province is poised to contribute even more through escalating wood pellet exports from the Port of Belledune and its suppliers.

Clearly, the greatest resource at the province’s disposal is one that resides in our own backyards. The Port of Belledune’s supply to the world positions it at the forefront in creating a cleaner, healthier, and safer world.

Global leader in bespoke dry bulk loading chutes

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

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

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

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

Ship Loaders

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Truck Loaders

Tanker Loaders

The role of biomass in energy is growing: PSB Inspection is ready

PSB Inspection was founded by Peter Bagchus as a 100% private enterprise in 2016, and has been fully operational since 1 February 2017. The company operates from its head office in Rotterdam port area in the Netherlands. Its team of 12 works on the principle of: “Giving up is not an option, we are always available for both our customers and any future customers!”

The team consists of highly experienced surveyors, offering the highest possible quality services in the field of inspection, sampling, sample preparation and analytical services. PSB Inspection employees have a broad spectrum of experience in the field of; weight determination of inland vessels, draft surveys of seagoing vessels, gauging, stockpile inspections of coal, gas/toxid measurements, temperature controls of stockpiles and coal, biomass, alternative fuels, metal and mineral loads and wide inspections of seagoing vessels and inland vessels.

PSB Inspection is well-known and accepted by international producers/consumers, international trading companies and industrial users of solid

fuels. All activities are performed in accordance with the most recent

International Standards ISO and/or ASTM standard and internal quality procedures. The company operates in Europe, Turkey, USA, South Africa (and is expanding on that continent to other countries), LATAM and UK.

BIOMASS

PSB Inspection knows it is important to follow the market and consequently to continuously diversify its product flows and expand its service portfolio in line with the requirements of its customer base.

Currently, the uncertain situation worldwide requires creative solutions regarding the extraction, transport, and use of fuels. While the largest market so far has been in coal, it is becoming increasingly important as a customer to become less dependent on the global raw material flow and supply, but to look for fuel production closer to home.

Currently, the uncertain situation — not only in the energy market but worldwide — requires creative solutions in terms of diversification in the use of (solid) fuels and transporting same. Coal is and will remain until further notice the largest energy source, but it is becoming more and more important that the world becomes less

dependent, i.e. there is an urgent need for alternative energy sources coming from alternative supplying countries not only coming from the far end of the world but also ‘closer to home’.

A good example of this is the increasing worldwide demand for biomass. Despite the fact that there are question marks raised about biomass as a fuel, it contributes to the energy mix and helps to meet the demand for energy, which is growing. Added to this, environmentally friendly energy sources — like biomass — are urgently needed.

It goes without saying that the transport of biomass cargoes must also meet the same sustainability criteria to fit in with the entire climate change discussion/strategy. Basically, this strategy comes down to decreasing the emission of CO2 It is noteworthy that, other than production forestry, raw (woody) materials left on the forest floor can emit methane gas if they remain unused. This can be 21 times worse than the emission of CO2, which clearly does not serve climate change goals at all, and also further proves to added value of biomass. All this is recorded in various European Climate Agreements which are actively promoted and safeguarded.

In the longer term, the aim is to use sustainable biomass and/or liquid biofuels for high-value applications in economic sectors where there are few alternatives. Examples include as a raw material in industry and as a

fuel in heavy vehicles, aviation, and shipping. It needs to be said that the latter is already happening but on a smaller scale than in the electricity-producing sector.

To ensure that biomass becomes the most sustainable possible, several European climate agreements have been made about the raw materials to be used, production process and use of these products, as mentioned above. In this way, the sustainability of imported biomass in the countries of origin is actively promoted and secured, i.e., it requires e.g., SBP or FSC certification guaranteeing it complies with the regulations set and concluded in the reigning agreements, not only in the EU but globally.

Only then can it be said that biomass is contributing not only to the current energy mix but also to the concerns on the climate change.

The Port of Immingham: helping to power the UK with biomass

Associated British Port’s (ABP) Port of Immingham is the leading UK port specializing in the latest facilities and equipment to store and handle biomass.

The team at the state-of-the-art Immingham Renewable Fuels Terminal (IRFT) work closely with customers to offer safe, efficient, and cost-effective handling of cargoes.

IRFT has the latest leading-edge handling and storage solutions and is Europe’s largest biomass handling facility bringing in the bulk energy cargo (wood pellets) to fuel the UK’s leading power plants.

Up to 200,000 tonnes of wood pellets can be discharged and stored in eight silos. The facility can handle 6mt (million tonnes) per year with two

dedicated Bruks Siwertell continuous ship-unloaders, and fully automated enclosed conveyors which transport the biomass to the silos for storage. A reclaim system efficiently delivers high volumes of cargo for onward transit by rail.

An investment of £150 million has been made into facilities and equipment at the terminal to ensure it is at the forefront of technology.

The team at IRFT is focused on the continuous improvement of the operation and is always implementing new ways of working that improve the Health and Safety of all terminal users, and the efficiency and productivity of the terminal’s operations.

ABP can offer tailor-made facilities to

meet customers’ needs and solutions through continued investment.

The port, located on the Humber Estuary, can also handle some of the largest vessels in the world at the Humber International Terminal (HIT), which is ABP’s largest terminal. It benefits from excellent road and rail connectivity to the rest of the UK.

The Port of Immingham in the Humber Estuary is one of the UK’s largest ports by tonnage, handling around 50mt of cargo every year. The deepwater port is a critical link in the supply chain for energy production. Its prime location connects it to Europe and the rest of the world and helps power the nation and serves to cement the Humber as the ‘UK’s Energy Estuary.’

Pellet power feels the heat of global attention

The balancing act of achieving carbonneutral promises against a background of energy insecurity leads many to the same questions: could biomass be the answer to the global quest for renewable power and can the producers keep up with demand?

Although slowing, global populations are currently still on a trajectory to increase by two billion people over the next 30 years, according to the United Nations. This naturally translates into higher energy demands, but now that the world can no longer turn a blind eye to the climate impact of fossil fuels, it is likely that, sooner or later, their use will come to an end.

Since the start of human existence, people have burnt wood fuel for heat and light, it has just become more and more sophisticated, with the global biomass industry now commanding centre stage for many countries’ energy mixes.

Although biomass, the general term for organic material burnt for energy, is not without its environmental toll, many believe that it is better to use raw materials that can be renewed in a generation, rather than those that regenerate over millennia.

A BOOMING MARKET

According to a Future Markets Insight report, Quest for discovering Renewable, Environmentally Sustainable Fuel Sources revving up sales of Wood Pellets, the global wood pellets market was forecasted to reach a value of US$9.21 billion by the end of 2022, and is further projected to experience a compound annual growth rate (CAGR) of 11% from 2022 to 2032.

By the end of this forecast period, the global market value for wood pellets is estimated to stand at US$26.15 billion. To put this growth in context, in 2021, the industry was valued at US$8.3 billion.

In line with these findings, the US, a net biomass exporter, continues to see industry growth. North American biomass, often bound for Europe to meet what seems to be an insatiable appetite, has a critical role to play in the global shift to renewable energy, and all eyes are on the industry to see how it will keep meeting demand.

ADVOCATES FOR WOOD ENERGY

Supporter of renewable wood energy as a sustainable, low-carbon power source is the US Industrial Pellet Association (USIPA). Founded in 2011, the USIPA has acted as a trade association for the wood energy sector, promoting sustainability and safety practices within the industry. “We

advocate for wood energy as a smart solution to climate change, and we support renewable energy policy development around the globe,” says the USIPA.

Its members, including Bruks Siwertell as one of its original supporters, represent all aspects of the wood pellet export industry, including pellet producers, traders, equipment manufacturers, bulk shippers, and service providers.

“Bruks Siwertell is proud to call most of the key industry leaders customers,” says Ken Upchurch, SVP Sales and Marketing, Bruks Siwertell. “These relationships have developed largely due to the influence of the USIPA organization and the annual conference.

“This year’s trade event in Miami was very active and boasted participation levels similar to pre pandemic levels,” Upchurch continues. “The discussions around the future of the wood pellet industry further solidifies Bruks Siwertell’s belief that the industrial wood pellet market will remain robust for many years to come, and is doing its best to keep up with staggering rises in demand.”

SUSTAINABILITY STARTS AT SOURCE

The USIPA is far from alone in its advocacy for biomass as a renewable energy resource. An essential element in the environmental impact of biomass is the source of its raw material. If this comes from forests that are sustainably managed, with trees replanted and regrown within the timeframe of a generation, biomass pellets are deemed renewable. They must, however, not contribute to overall deforestation or negatively impact a forest’s ability to sequester carbon. It is the responsibility of pellet manufacturers to ensure that their sourcing decisions are sustainable.

If these conditions are met, it is generally accepted that sustainably generated wood pellets are carbon neutral when burned. This is because they are made from trees that have absorbed atmospheric carbon during their growth span, which is then released through combustion. In contrast, fossil fuels release ancient carbon, long removed from the current carbon cycle.

One of the most prominent and longstanding advocates for biomass is global renewable energy company, Drax Group. Drax has three critical messages when considering the use of biomass as an energy source. Firstly, it notes that biomass pellets produce 80% fewer CO2 emissions when

combusted in comparison to coal, as well as lower levels of sulphur, chlorine, and nitrogen. Secondly, according to the International Renewable Energy Agency (IRENA), wood pellets have an energy density of 11 gigajoules/m3, compared to 3 gigajoules/m3 from fresh wood or wood chips, and thirdly, when used in highefficiency wood pellet stoves and boilers, biomass pellets can offer a combustion efficiency up to 85%.

THE PERFECT PELLET

Biomass pellets are formed from a huge range of organic material, and often from forestry waste, end-of-life timber and byproducts from the sawmill industry such as wood chips, offcuts and sawdust; essentially wood that is unsuitable for other industries. Bruks Siwertell technology is able to handle, process and convey all forms of processed wood, including chippers, waste wood residue systems, such as milling and grinding machinery, and air-supported conveying systems including The Belt ConveyorTM and the TubulatorTM.

Screening is an important element of pellet plants, along with the dryers that ensure wood fractions have a moisture content below 12%. Once this is achieved, all residues are converted to a fine powder and compressed, under intense pressure through a grate, to form the familiar short, dense biomass pellets, typically between 6 and 8mm in diameter and a maximum of 30mm long. The uniform shape of biomass pellets not only ensures the density of material required for combustion efficiency; it also makes it easier to transport.

MAKING THE MOST OF RAW MATERIALS

Much of the value in biomass is tied up in the production and handling of the pellet. Not only is its contents-source critical in terms of its sustainability credentials, but so are these elements.

Pellet plants receive raw materials via a number of methods, this includes bulk truck deliveries. Trucks are offloaded using hydraulically operated tipping platforms, which lift the entire truck and allow freeflowing processed wood chips to dump out of the back of its trailer and into a receiving hopper. Hence the name truck dumpers. Bruks Siwertell is a major supplier in the market in both drive-on and back-on truck dumper versions. Due to the inherently dusty nature of these loads, the company has developed many ways to mitigate

against dust emissions.

Primarily, dust is controlled by the truck dumper’s low-profile, end-pivot design, which ensures that cargo is unloaded at a low elevation, approximately 2.5m above the ground, and directly into the back end of the hopper, which is often covered.

This technology is just the start of Bruks Siwertell’s contribution to the biomass industry. From the receiving hopper, raw materials are conveyed to the woodyard, where Bruks stacker reclaimers are seen as the industry model for fully automated, high-volume wood chip storage and reclaiming.

For example, Bruks circular blending bed stacker reclaimers (CBBSRs) lay down successive layers of biomass material in a continuous 360° rotational pattern using a stacking conveyor that pivots through a complete circle. With a true first-in firstout (FIFO) mechanism, with the oldest material in the pile always being reclaimed first and blending reducing any variation to a minimum, they ensure minimal material degradation and minimize the unnecessary loss of material through microbial action.

BIOMASS: A GLOBAL STAGE

Some biomass operators, like Drax Group, use Bruks Siwertell technology that not only spans continents, but the entire supply chain from the pellet plant to the port. In the US, Bruks technology installations for Drax Biomass include two entire woodyards, two dry chip handling systems, a ship loader in Baton Rouge, and two dry shaving systems with two residual systems.

The pellets loaded in Baton Rouge take a transatlantic journey to the UK, where they feed the 4GW Drax power station, in North Yorkshire; one of the largest biomass

plants in Europe. Pellets get to the plant from multiple sources, including via four Siwertell ship unloaders: one pair is operated by Associated British Ports at the Immingham Renewable Fuels Terminal (IRFT), and the other is operated by Peel Ports at the Ligna Biomass terminal in Liverpool.

Biomass’ low carbon emissions, even when factoring in its entire supply chain, means that the industry can go a step further than carbon neutral, and aim for carbon negative through the use of carbon capture technology, for example, bioenergy with carbon capture and storage (BECCS). Drax is trialling BECCS at the UK-based Drax power station.

DENSITY MATTERS

Different raw materials produce different grades of pellets, with the densest woodbased ones destined as fuel for use by power utilities, including combined heat and power facilities. For example, Denmark’s Avedøre combined heat and power (CHP) station is one of the most efficient in the world. Its owners, Ørsted, embarked on a conversion from coal to biomass several years ago as part of its target to phase out coal power completely by 2023.

An important part of its transition is a rail-mounted high-capacity Siwertell ST 790 D-type ship unloader, which has operated in the Avedøre harbour since 2013. Originally chosen for its ability to unload both coal and biomass cargoes interchangeably, it now exclusively handles biomass after Ørsted converted the plant for full-biomass operation in 2016.

The efficient use of both heat and power is not an unfamiliar concept in

bioenergy circles. In southeast Asia, at the Tembusu Multi-Utilities Complex (TMUC) on Jurong Island in Singapore, wood chips, and palm kernel shells are part of the biomass energy mix. The facility also triples up as a power, desalination, and wastewater treatment plant. Two ST 640-M railmounted Siwertell unloaders have served the TMUC since 2012, alternating between unloading coal and various biomass cargoes.

EVERY LINK IN THE CHAIN

Siwertell ship-unloaders have a global reputation for handling biomass. They are able to discharge vessels quickly and efficiently, with minimal material degradation and dust emissions, and no spillage. They achieve this while also mitigating biomass’ inherent fire and explosion risk.

Bruks Siwertell’s entire range of equipment ensures a true end-to-end supply chain for the biomass industry, and with sustainability at the heart of the technology, the company is able to provide both pellet producers and end users with the means to minimize waste, maintain lower material costs and maximize efficiency and environmental protection.

“With forestry equipment, such as chippers, a whole range of woodprocessing technology, truck dumper systems at receiving facilities, fully automated woodyards, advanced aircushion conveying systems, and marketleading ship loaders and unloaders, Bruks Siwertell is in a prime position to help pellet producers and users keep up with demand, and make the best of opportunities presented by this growing market,” Upchurch concludes.

Bruks CBBSRs lay down successive layers of biomass in a continuous 360° rotational pattern.

Handling aggregates from self-unloading vessels

Telestack offers flexible and cost-effective systems

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, a stalwart in mobile port equipment, explains the benefits of self-unloading vessels, “Belt selfunloading vessels are equipped with long, discharge booms and integrated conveyer belts. When aggregate cargo is discharged from the vessel, it is smoothly delivered

VESSEL DIRECT TO STOCKYARD

HANDLING AGGREGATES FROM SELF-UNLOADING VESSELS

Range of unloading solutions with handling rates up to 3,000 TPH. These proven self-propelled mobile systems can handle from the smallest to the largest self-unloading vessels, with many benefits:

•Reduce costs per tonne

•Eliminate double/triple handling at the shore-side

•Reduce fuel/labour costs by removing wheel loaders/trucks and grabs from the handling process

•Improve site safety with less traffic in specific area

•Reduce dust emissions with a comprehensive range of dust management options

•Eliminate CO₂ emissions with all electric mobile conveyor systems

•Direct material transfer from ‘Vessel to Stockyard’ – remove ‘bottlenecks’

www.telestack.com sales@telestack.com

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 ports 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 mean 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 system 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 allows 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 have a dedicated unloading facilities.

The range of designs from Telestack allow for handling rates from 200tph to 1,000tph from smaller 3,000dwt to 10,000dwt self-unloading 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 selfunloading vessels, all ensuring the same principles of: reduce costs per tonne; v eliminate double/triple handling at the v shore side; remove wheel loaders/trucks and v grabs from the handling process (fuel/labour); improve site safety (less traffic in v specific area); reduce dust and emissions (all electric v mobile conveyor systems); and direct material transfer from ‘vessel to v stockyard’ – remove ‘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 utilized 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.

Blown away...

Neuero has delivered a Multiport M600 to Port Kasim in Karachi, Pakistan, which will greatly improve operational efficiency.

NEUERO Multiport M600 unloader revolutionizes operations at Port Kasim

Major player NEUERO Industrietechnik offers a wide range of bulk handling equipment — both pneumatic and mechanical.

NEUERO’s pneumatic ship-unloaders can be used to handle grain, feed, biomass, and many other dry bulk materials, depending on the customer’s requirements. They can be used to unload many types of bulk goods, particularly from the food sector, as well as for products from the power plant and aluminium industry.

NEUERO’s shiploaders and unloaders set quality standards worldwide. They protect the environment as well as the health and safety of employees (EH & S) through their innovative technologies.

Special features offered on the shipunloaders include:

Automatic suction nozzle: the v NEUERO suction nozzle is characterized by an automatic electric side air control system, which allows the unloading power to be perfectly adjusted to the conveyed product and

operating conditions. In addition, an automatic nozzle lowering can be used. This controls the immersion depth of the nozzle depending on the vacuum and thus ensures continuous suction operation with high average power.

Boom lowering: the ability to lower v boom to the ground offers a special advantage in the maintenance and possible replacement of individual parts, e.g. wear plates in the conveying elbow, rope winches, rope rolls, etc.

by the sophistication of today’s pneumatic bulk handling systems

Louise Dodds-Ely

This avoids the need to carry out any possibly dangerous work at high levels. A lower boom to ground also reduces wind loads during typhoon.

NEUERO’s designs are unique and tailored to the customer’s requirements and local conditions. NEUERO distinguishes between three types:

MULTIPORT

unloading capacity up to 800tph v (tonnes per hour), based on wheat; supply via the low or medium voltage; v use of diesel generators is possible; v stationary, rail or rubber-tyred v steerable wheels; broad coverage of the ship’s hold by v horizontal and vertical telescopic tube; auxiliary winch for residual cleaning on v the boom for an excavator or front loader; and if necessary, with explosion protection v concept following ATEX guidelines.

FLEXIPORT

pneumatic ship unloading for non- v free-flowing materials; the vertical tube can be equipped with v a rotating feeder to loosen up the product; and full coverage of the ship’s hold due to v additional extending and kick-in-kickout movement of the vertical boom.

TOWER unloading capacity of up to 1,600tph, v based on wheat; movable on rails; v optional with a loading boom; v integrated auxiliary winch per boom; v two separate suction lines (50% each); v and integration of various conveyor v elements, such as container scales, magnetic separators, etc.

MULTIPORT M600 FOR PORT KASIM

NEUERO is proud to improve the operating efficiency of Port Kasim in Karachi, Pakistan, with the delivery of a NEUERO Multiport M600. The Multiport M600 is suitable for unloading Panamax type ships of 70,000dwt.

To satisfy the customer’s requirements, and to give higher unloading efficiency, Neuero has fitted the unloader with three truck loading outlets — the third outlet is also able to load portable belt conveyors, To improve final hold cleaning efficiency, Neuero has also supplied a 15-tonne auxiliary winch, so that larger payloaders can be used, which greatly reduces the cleaning time.

The suction nozzle of the Multiport M600 is equipped with ADS — auto dipping system — in order to allow part automation and ensure optimal suction nozzle performance.

need of an efficient system to unload grain, and the Neuero Multiport M600 pneumatic ship-unloader exactly meets this need, and is of great help.

TECHNICAL SPECIFICATIONS:

capacity of M600 ship-unloader: v 600tph; suitable for unloading Panamax type v vessels of 70,000dwt;

two turbo blowers connected in v series and parallel;

three truck exits — or third for v mobile belts;

15-tonne auxiliary lift for quick v leftovers from hatch with grain; suction nozzle with ADS — auto v dipping system — to ensure nozzle optimal performance; and power supply with an 810kVA v generator.

ABOUT NEUERO

NEUERO is ISO certified and follows strict guidelines for work safety, health and the environment. More than 300 customers already rely on NEUERO’s expertise. Its unloadings offer continuous unloading performance, even during residual cleaning. Less dust is generated during loading with NEUERO’s special engineered loading head and noise reduction through its insulated machine houses. Lightweight designs make NEUERO’s machines very safe and

Rainbow Heavy Machines (RHM) GENMA creates value for clients with high-quality and efficient technical equipment and services.

The company recently heard some good news in relation to a client’s grain terminal in Jiangxi. As of the end of February this year, the total operation of two GENMA pneumatic grain ship-unloaders — designed and built by Rainbow Heavy Machines (RHM) — has exceeded one million tonnes, and the professional grain unloading capacity of GENMA grain unloaders has been continuously realized.

It is reported that since the equipment was put into production in May 2021, operations have been stable and various target parameters have been achieved. This has not only reduced costs and increased efficiency for its client’s terminals, but has

also playing an active role in the construction of green ports, which demonstrates the strength of GENMA brand.

IMPROVED WORK EFFICIENCY AND REDUCED GRAIN LOSS

Wang Xi, the leader of the grain unloader shift who has worked at the client’s terminal for many years, couldn’t help but give a thumbs-up sign when talking about the performance of the GENMA grain unloader. “The GENMA grain unloader is advanced in technology, and the food can be continuously sent ashore by operating the ‘big straw’ at the head of the equipment. Compared with the gantry crane, the GENMA grain unloader offers obvious advantages in grain unloading efficiency. At the same time, the conveying

GENMA reports successful operation of its unloaders at Jianxi, with over 1mt of grain handled at the customer’s terminal

system of GENMA grain unloader is closed, so it is not easy to spill the grain during the unloading process, which reduces the loss.”

Before this, the client’s terminal used a gantry crane to unload grain, with an average grain loss rate reaching 1.45%. For every tonne of grain unloaded, the loss exceeded 14kg. After the two GENMA pneumatic ship-unloaders were put into operation, the loss rate of grain fell from 1.45‰ to 0.72%. Therefore, 730,000kg of grain that would have been lost was saved — this perfectly solved the problem of the large losses associated with the traditional loading and unloading of grain.

IMPROVED OPERATION CLEANLINESS — MORE ENVIRONMENTALLY FRIENDLY

What surprises Wang more is the excellent environmental protection performance of GENMA grain unloader.

“The dust removal technology adopted by the GENMA grain unloader has an obvious effect in terms of dust removal, and there is no dust explosion in the whole unloading process, and the working site is clean and has no pollution. GENMA’s grain unloader can not only meet the strict environmental requirements, but can also create a clean and tidy working environment for our on-site operators. We appreciate GENMA so much,” says Wang.

Considering the importance of environmental protection, GENMA’s grain unloader innovatively adopts the dust removal technology with independent intellectual property, adding ‘double insurance’ to dust suppression. The new dust suppression hopper makes the equipment automatically adapt to the

incoming material flow during operations, making the blanking more concentrated, and forming a uniformly falling stock column at the inner mouth of the hopper outlet, solving the problem of dust overflow during blanking, and ensuring clean operations on site.

IMPROVED OPERATIONAL ACCURACY AND REDUCED MANPOWER INTENSIVE

In addition, in order to reduce labourintensive duties for the equipment operator, the GENMA grain unloader is equipped with an adaptive suction nozzle, which can detect in real time, and automatically adjust, the depth of the suction nozzle into the material during the operations. This ensures the stable working state of the suction nozzle. The system programming guarantees the accuracy of the equipment’s operation, avoiding the risk of human error and a high equipment failure rate. It also converts the traditional artificial control link into an

artificial monitoring link, effectively reducing the intensity of the manpower required, thus achieving a more humanfriendly operation.

In the end, when it comes to how he feels about GENMA’s service, Wang knows that an effective after-sales service is in place, and that the after-sales service engineer is professional in terms of technology and timely follow-up. This ensures the long-term and stable operation of the equipment, and makes the use of GENMA products worry-free. He also said that as a result of this co-operation, a good partnership has been built between the terminal shift of the company’s logistics department and the GENMA project team.

Throughout, GENMA — a brand of RHM — has taken customer demand very seriously, and adheres to the principle that the customer comes first. It provides onestop solutions that integrate high-end equipment design, R&D, production and services for industry clients. It is introducing high-quality products to the market, and in this way plans to gain favour of customers with efficient and friendly customer service.

In the future, Rainbow Heavy Machines (RHM) GENMA will continue to adhere to the core value of ‘professionalism, innovation, responsibility and win-win’. It will simultaneously improve product innovation and after-sales service, and continuously expand GENMA’s brand technology and service fields, and constantly create value for its customers.

VIGAN is a prominent manufacturer of shiploaders and unloaders, headquartered in Nivelles, Belgium. Founded in 1968, the company has decades of experience in providing innovative solutions for the loading and unloading of bulk materials such as grains, seeds, animal feed and some chemical products (alumina, soda ash, …).

VIGAN’s solutions are known for their reliability, efficiency, and flexibility, allowing customers to handle a wide variety of bulk cargo with ease. The company offers a range of solutions to meet the specific needs, including stationary, mobile (rubber tyres or rails), and combined loaders and unloaders. VIGAN’s equipment can be customized to fit any port or terminal, ensuring seamless integration into existing infrastructure.

PNEUMATIC UNLOADING

Pneumatic unloading is becoming the preferred technology to unload cargo from large vessels: commodities include grains and oilseeds, but also less free-flowing material such as dried grain solubles, soybean meal and other less free-flowing materials. To do so the pneumatic unloader will use a special ‘cutting’ nozzle that helps fluidize the compacted material prior being sucked up. Pneumatic unloading is initiated by creating a vacuum and transferring that over a piping system. As the cargo does not contain air, a special suction nozzle is designed that has a regulated air inlet kept above the cargo surface. That regulated air inlet makes it possible to opt for the appropriate air/cargo mix, allowing a maximum suction capacity as it is influenced by the cargo density and its

VIGAN: 55 years of optimizing and upgrading pneumatic handling — and following the science to maximize efficiency

granulometry and free flowing properties.

Ultimately, pneumatic unloading is a process of air lifting. One needs an air speed that is enough to carry particles over a distance. This principle is based on physical laws and therefore air speed, pipe diameter and length, friction and ratio air/cargo all add to the equation. Physical laws are embedded in precise equations.

This doesn’t mean that the process can’t be optimized. And that is what VIGAN has been doing over the last 55 years. It selects steel alloys with excellent wearing resistance and minimal friction, as well in the telescopic piping systems as in the elbow and the flexible pipes. It continues to optimize the powering of its turbines

through soft and hardware improvements.

VIGAN uses the latest bearings and gaskets to maintain the vacuum and minimize pressure losses. It also uses software to help its customers steer the machines and troubleshoot in case of issues.

CUSTOMER SERVICE

VIGAN’s first goal is customer satisfaction. The integration of customer service into the sales department of spare parts is a fundamental aspect of the philosophy at VIGAN. The company always aims to offer its customers a flexible solution.

VIGAN is committed to providing excellent customer service to its clients. It doesn’t just offer spare parts for up to ten

years — it still sells spare parts for VIGAN machines that are 30 to 40 years old.

VIGAN also offers technical assistance to its clients. This includes inspections of VIGAN machines, with the production of a report that includes findings, condition of the machine, recommendations for maintenance or adjustments to be made, and possibly a list of possible parts to be changed in order to modernize a machine.

As physical laws are older than VIGAN one might say that its machines are timeless. They have great life expectancy, but if one is regularly implementing new technologies on its machines (and VIGAN does), it might seem that equipment that is ten or more years old is outdated. VIGAN

keeps its finger on the pulse. Its service and after-sales team together with the sales people inform customers about what is new.

With the latest energy crisis energy consumption is a particularly hot item. VIGAN has developed upgrade modules where an existing machine can be equipped with new electrical engines and frequency steering to reduce consumption further. This step has minimal impact on the machine and its global layout. Within the same cabin, integrated frames are placed, holding the new engine directly connected to the existing turbine. A new electronic frequency steering is installed. In some cases, with downtime of less than a week, the work carried out means that the customer is able to operate at an energy consumption reduced by 25%.

But also, the latest piping, elbows and other parts can be installed on older machines. VIGAN keeps track of all its machines that are still running and keeps exact drawings and pictures of the project as built. It is one thing to produce and market machines, VIGAN also likes to keep its customers as happy as possible. It is

ready to maintain the standards of all its machines — not only the ones it is building now, and will build tomorrow. Whether the work involves changing engines or piping systems, such an intervention must be well programmed beforehand. Customers get the dimensions of the new configurations, prepare the cabins supported

therefore

by VIGAN’s team and plan for a small working break. Costly? Not really. Depending on its customers’ unloading rate, the cost of an upgrade can be recouped in only one to two years. Whatever the situation, the investment will be paid back by the energy track, reduced demurrage costs and the ease of operation.

VIGAN turbo blower in machine room.

Hold your breath

environmental bulk handling

Upgrading ship-unloaders with NEUERO turbo blowers saves energy and reduces noise levels

Ship-unloaders are vital links in the bulk handling logistics chain. Operators that own an old ship-unloader should consider the benefits that switching to a NEUERO turbo blower can offer. With shorter delivery times, lower energy consumption, reduced noise levels and increased reliability, the NEUERO turbo blower is an ideal choice when it comes to modernizing ship-unloaders.

CASE STUDY

A satisfied customer in Hamburg reports that replacing a 315kW roots blower with a 250kW NEUERO turbo blower was an excellent decision. Not only is the

Jay Venter

performance of the turbo blower impressive, but it has resulted in significant energy savings. By changing from 315kW to 250kW, an impressive 20% energy saving can be achieved. This is a significant step towards more efficient and sustainable operations.

A positive spinoff reported by the client is how amazed he was at the quietness of the fan, describing it as “feels like my living room.”

SHORTER DELIVERY TIMES

The procurement of a new roots blower can often involve lengthy delivery times, which can disrupt operations. With the NEUERO turbo blower, customers benefit from shorter delivery times so that they

can put their systems back into operation quickly and maximize productivity.

LOWER ENERGY CONSUMPTION

Efficiency is key when it comes to shipunloader operations. The NEUERO turbo blower offers lower energy consumption compared with roots blowers. By using modern turbo technology, the energy is used more efficiently, which can lead to significant cost savings.

REDUCED NOISE LEVELS

Noise is a common problem with roots blower ship-unloaders. Not only can the noise be a nuisance to workers, but it can also cause noise pollution in the surrounding area. The NEUERO turbo blower is

characterized by its remarkably quiet operation. This noise reduction creates a more comfortable working environment and helps meet noise regulations.

INCREASED RELIABILITY

The NEUERO turbo blower offers increased reliability compared with roots blowers. By integrating the rotors into the same shaft of the motor, the susceptibility to mechanical problems is reduced. The fan has vibration and temperature sensors on the bearings, which indicate deviations at an early stage and can thus prevent failures. In contrast, roots blowers require the use of hydraulic oil, oil coolers and gearboxes, which introduce additional maintenance requirements and potential risks of failure.

With the NEUERO turbo blower, users not only benefit from shorter delivery times, lower energy consumption and reduced noise levels, but also from significant cost savings thanks to the energy efficiency of the blower. Upgrading a shipunloader and taking advantage of the NEUERO turbo blower enables uses to increase productivity, reduce operating costs and experience reliable and quiet performance like never before.

Penkert’s loading chutes protect environment without sacrificing performance

The company Penkert GmbH has been a manufacturer of high-quality occupational safety products in Germany for 55 years and employs 30 people.

In addition to the production of occupational safety products, the manufacturing and assembly of machine protection equipment has been the core business since then.

Its most important business partners and customers include plant manufacturers for the bulk materials industry, as well as mill builders and the area of loading onto ships, trucks and in freight transport.

In co-operation with its customers, the company manufactures and design customfit products.

For Penkert, it is especially important that its products protect the environment while still providing the best performance. Its loading chutes prevent, among other things, dust, dirt, substances, etc. from entering the environment.

PENKERT LOADING CHUTES

Penkert’s loading chutes are used in factory halls and outdoors, in dry and wet weather, in summer and winter.

This means that their functionality must be guaranteed regardless of climatic and thermal loads. An important requirement when unloading, loading and conveying rubble is a fast, smooth process without environmental impact. In order for loading chutes to meet this practical requirement, they must meet a number of technological requirements. In detail, these are: ensuring a continuous out-out v process;

dust-free conveying or loading; v all-weather use; v

abrasion resistance even for abrasive v goods;

avoiding static charge for flammable v materials;

heat resistance for hot conveyed v goods;

large hub to be able to fill even small v vehicles and containers; and small height, guaranteed maximum v clearance height.

The precise adaptation to the carrier and the operational conditions ensure uncomplicated handling and a long service life.

MATERIALS

Products are successful if they are maintenance-free and durable. Depending on the type of goods to be loaded, the material is determined, as a rule, leather,

textile fabrics or plastic films are the starting material. By coating with plastic or laminating with foil, the material properties can be adapted to the purpose of use. It is important that both the promotional goods to be delivered and the operational conditions are fully taken into account.

DIMENSIONS

Penkert’s loading chutes are manufactured in sizes of about 200mm nominal diameter, increasing by 50mm each unit of measurement, up to about 2,000mm diameter. Different dimensions are also possible on request.

PERFORMANCE

In order to guarantee the exact folding, rings are sewn in spring steel wire. An additional stabilization is obtained by folded spiral springs, which carry the hose back without any problems. A stroke ratio of minimum to maximum longitudinal extension up to 1:10 is possible.

DOUBLE LOADING CHUTES WITH VENTING

This type of execution is used when filling closed containers, dust-saturated air hinders the outage process and cannot escape.

SINGLE LOADING HOSE WITH FILTER VENTING

In case of low dust, single loading chutes

are sufficient. They represent a cheaper solution. The air dusted by a filter escapes outdoors like a vacuum cleaner.

ASSEMBLY

At the silo or conveyor system, a connection plate is mounted, which has a nozzle for fastening the loading hose. The installation on it is uncomplicated. A filling cone can be attached to the lower end of the hose, which fits into the openings of the silo vehicles and containers.

AREAS OF USE

With loading chutes, small-piece, granular and powdery, hot and abrasive goods are carried, loaded or transported. The main users are cement factories, chemical plants, mill companies, malting plants, concentrated feed manufacturers, salt and coal mines, coal-fired power plants, companies in the food industry and many more.

CERTIFICATION

Penkert is now officially ISO 14001:2015 certified, focusing on the protection of people and the environment.

The certification is the first step towards a sustainable future, where environmental awareness is not only established, but also lived.

Penkert’s loading chutes prevents dust, dirt, substances, etc. from entering the environment.

Handling challenges with waste-derived materials

Spiralling energy costs, pressures on extractive resources and the drive to reduce carbon emissions are prompting more and more heavy industry sectors to switch to wastederived fuels and raw materials.

Operators already using such alternatives know that handling them can be tricky. Alan Highton of Martin Engineering explores some of the problems experienced in the cement industry and how they can be overcome.

The cement industry was among the first sectors to investigate the use of costeffective alternatives to the likes of coal and pet coke. As far back as the 1970s, plants in Europe and the US were blending fossil fuels with shredded tyres and offcuts from timber production.

Since then, with fuel typically accounting for more than a quarter of cement clinker production costs, an increasing number of producers have been sourcing alternatives. Recent years have seen things accelerate as producers seek to secure suitable waste streams to optimize the use of available materials and deliver on their net-zero carbon commitments.

Today, a handful of cement plants around the globe are able to boast 100% cent alternatives fuels, raising the bar for the sector and challenging fossil fuel-reliant plants to look to locally available wastes as fuel sources — from non-recyclable plastics, commercial mixed wastes and shredded upholstery to biomass like rice husks, sugar cane bagasse and pelletized animal meal.

BUILDUPS, BLOCKAGES AND BREAKDOWNS

The choice of alternative fuels requires careful consideration as the implications for productivity and process design can be significant. One of the key differences between solid fossil fuels and wastederived alternatives is their flow characteristics, largely determined by their physical makeup and moisture content.

Efficient and continuous material flow is a critical element of dry-process cement manufacture, and any accumulation or blockages can choke a plant’s profitability. Hang-ups in storage systems and buildups in chutes and process vessels can cause serious blockages that impede equipment performance and reduce efficiency.

Material buildup can occur in many places, and in several forms. Accumulation often occurs in riser ducts, feed pipes, cyclones, transfer chutes and storage bins,

Copyright © Martin Engineering 2023

A wide range of alternative fuels like bagasse pictured here are used as fuel in the production of cement.

as well as kilns and coolers. In extreme cases, massive buildups can suddenly break loose and suffocate the process, potentially causing significant damage to equipment and almost invariably prompting the need for unscheduled downtime

It’s worth stating that buildups of alternative fuel materials can happen even in well-designed systems. Changes in process conditions, the raw materials themselves or even the weather can have an effect on material flow, and a small amount of accumulation can quickly grow into a serious blockage, with obstructions often leading to other problems. Accumulations of some alternative fuels are even susceptible to spontaneous combustion, while others may accelerate wear, tear and corrosion of structures, and deterioration of conveyor components. A preventative approach to controlling buildups and blockages is the only way to address these issues and prevent unscheduled downtime.

FLOW PROBLEMS AND SAFETY RISKS

Lost production is usually the primary cost of flow problems, but the expense can become apparent in a variety of secondary ways. Shutdowns to clear blockages and buildup also cost valuable process time and maintenance hours. That increases maintenance costs and diverts service teams away from core activities, potentially introducing needless safety risks.

Refractory walls can become worn or damaged by tools or cleaning techniques. When access is difficult, removing material blockages may also introduce serious risks for personnel. Working platforms are usually needed to reach access points, and there’s a risk of exposure to hot debris, dust or gases when chunks of material

Copyright © 2023 Martin Engineering

The residual exhaust of alternative fuels can abet accumulations and blockages throughout in the preheater.

stuck to the sides of a silo, hopper or bin are suddenly released. If the discharge door is in the open position, material can suddenly evacuate, causing unsecured workers to get caught in the flow. Cleaning vessels containing combustible dust — without proper testing, ventilation and safety measures — could even result in a deadly explosion with as little as a spark from a shovel.

Many of the most common problem areas for accumulation are also classified as confined spaces, requiring a special permit for workers to enter. The consequences for untrained or inexperienced staff can be serious, including physical injury, burial and asphyxiation.

DESIGN THE SYSTEM AROUND THE FUEL

The most effective way to manage the challenges of using alternative fuels is to

design the material handling system around the physical properties of the intended fuel. That means each component is specified and engineered according to the flow characteristics of the material.

In reality, most cement producers will be using existing systems to feed in alternative fuels, which can require some modest retrofitting or a whole new facility. Martin Engineering has been perfecting material handling technologies in sectors like cement for more than 75 years and there are few challenges that Martin technicians haven’t already faced and overcome around the world.

One approach that brings significant benefits to operators seeking to retrofit material handling systems to accommodate alternative fuels is to use modular components that can be specifically built to handle the cargo (such as transfer chutes with specific flow angles or settling zones of appropriate height and length). Rather than replacing large sections of existing equipment, modular designs can be engineered to fit into the specific system on hand.

However, Martin’s engineers are also experienced enough to know that designing a single system to handle every type of alternative fuel is virtually impossible. Materials with high moisture content can adhere to chute or vessel walls or even freeze during winter temperatures. Continuous operation can compress the material, and physical properties often change due to natural and inevitable variations that are typical in waste-derived fuels. Just a small change can cause a system to become completely

blocked in a short amount of time. Most of these issues can be overcome, and a whole-process approach is needed with a selection of flow aids installed to collectively work together to keep things moving.

DUST CONTROL AT TRANSFER POINTS

One of the first challenges to be addressed when using dry alternative fuels is the potential for release of combustible dust, and containment is therefore critical. Successful dust management starts with minimizing air turbulence through appropriate transfer point geometry.

Air is very compressible and will find the path of least resistance. Typically, the

design of transfer points means that air is most often speeding up to flow under or around a single exit dust curtain with narrow slits, resulting in re-entraining the dust particles in the exhaust. Therefore, it’s necessary to create recirculation regions inside a transfer point to improve dust settling and containment.

A transfer point is similar to a gravity settling chamber, which depends on relatively slow air speed without much turbulence. Conversely, the airflow through a conveyor transfer point is almost always turbulent. So, the transfer point enclosure design needs to incorporate a series of curtains to slow and control airflow and promote settling. Used in tandem with adjustable dual skirting, these can create a sealed environment where dust settles back into the cargo flow or is sequestered into a dust bag without spillage or emissions.

GOING WITH THE FLOW

To achieve contained and consistent flow on conveyors handling large volumes of alternative fuels, transfer chutes and vessels must be designed to accommodate and facilitate the flow of the materials they will be handling. Even if the operating conditions are expected to be ideal, many engineers include flow aid devices in new designs to ensure delivery of the optimum results but with the agility to deal with changes in alternative fuels and raw materials.

Flow aids is an umbrella term for a complementary set of components installed to promote the transport of materials through an entire system. Because they will affect a conveyor’s loading, flow aid devices can also reduce spillage and help control dust. If not properly managed, buildups that break free — accidentally or intentionally — can produce surges, which result in overloading, spillage and belt mistracking. By designing active flow aids into a conveying system, the operation gains a level of control over the material that cannot be obtained with static approaches (such as low-friction liners) alone.

Flow aids come in a variety of forms, including rotary and linear vibrators, highand low- pressure air cannons and aeration devices, as well as low-friction linings and special chute designs to promote the efficient flow of bulk materials. These systems can be combined in any number of ways to complement one another and are shown to improve performance. They can be as simple as an impacting piston vibrator on a chute wall to dislodge

Copyright © Martin Engineering 2023 Modern transfer design eases the transition of materials, reducing the chances of a blockage to maintain material flow.

Copyright © 2023 Martin Engineering

A series of air cannons can be programmed to deliver precisely-timed blasts to maximize benefit and maintain flow.

material buildup, or as sophisticated as a multiple air cannon system discharging automatically on a timed cycle to prevent accumulation. The components can be used together to benefit processing of virtually any bulk alternative fuel or hazardous or complex materials.

PRODUCTIVITY STARTS WITH A BLAST

One of the most successful devices for resolving material flow issues associated with bulk handling is the Martin® Air Cannon which has a number of applications in cement production, from unclogging cyclone collectors and kiln inlets to keeping super-heated material moving through the cooling process. Air cannons function by releasing a powerful shot of pressurized air from a tank through a short pipe assembly to a specialized nozzle, breaking away collected material from inner surfaces and directing it back into the process stream.

Recent innovations in the design, engineering, assembly and installation of air cannons have been particularly effective in maintaining safe, efficient flow in cement operations. Today, air cannons are relatively compact and lightweight, with efficient and powerful performance. New tank designs range from 35L to 150L capacity, and deliver more force output with less air consumption at half the size of older designs.

The way they’re built, installed, serviced and powered is all geared towards maximizing production and reducing both downtime and the overall cost of operation, while contributing to better safety. Air cannons often eliminate the need for confined space entry to remove buildup. Martin air cannons are designed to discharge only with a positive pressure pilot signal to reduce the chance of accidental compressed air release.

Bringing cement production equipment up to operating temperature takes a tremendous amount of energy. The cost of downtime for cooling the system,

performing maintenance work and reheating the kiln can be prohibitive. So modern air cannons are designed to be easily serviced from outside as individual units, for example Martin’s Y-pipe assembly can be maintained without shutting down production. And to avoid the need for tank removal and confined space entry, engineers have designed new cannons with outward-facing valves. This provides safe, easy access by a single maintenance worker from outside the vessel.

That innovation is one of a number of flow aid accessories that can be installed to achieve even better performance. For example, Martin’s SMARTTM Series hightemperature nozzle enables hassle-free air cannon maintenance as it’s safe and easy to service and replace without damaging the surrounding refractory. Then there’s the Thermo Safety Shield which protects workers against exposure to extreme heat, allowing safe and timely servicing of air cannon systems.

FULL INSTALLATION WITHOUT A SHUTDOWN

Not only does advanced engineering mean that servicing of air cannons can take place without the need to stop production, but Martin recently launched a patented technology that even enables them to be fully installed without a process shutdown. This system allows specially-trained technicians to mount the units on furnaces, preheaters, coolers and other hightemperature locations while production continues uninterrupted.

Specialized core drill bits are engineered to create the exact diameter hole at the precise angle needed. Once a core is safely installed in the vessel wall, an isolation gate is inserted to protect from heat and blowback. Trained technicians then attach the Y-pipe assembly with no downtime or process disruption. The technology dramatically reduces expensive downtime associated with traditional installation methods, which require that high-heat processes be halted to allow

core drilling and mounting of the cannons.

CONCLUSION

The use of alternative, waste-derived fuels and raw materials does present challenges due to their composition and characteristics. Yet those challenges can be overcome with the support of bulk material handling specialists who are able to identify existing and potential problems and their root causes, and design complete systems that prevent buildup and avert the knock-on effects for production.

Making good use of wastes either as fuel or as raw material is cost-effective and environmentally sound. Coupled with the expertise to develop effective handling solutions, operators can be sure to maintain the highest levels of safety, efficient and productivity.

About the author

Alan Highton, National Sales Manager, Martin Engineering: Alan Highton began his career as a qualified millwright, after receiving his N6 National Certificate in mechanical engineering in South Africa. Highton joined Martin Engineering in 1996 as a service technician and was promoted to a sales position in 1999. He was named the RSA sales manager in 2006 and in 2012 was promoted to North American sales manager. He currently serves as the North American sales manager for Martin Engineering’s Wear Components division.

ABOUT MARTIN ENGINEERING

Martin Engineering has been a global innovator in the bulk material handling industry for more than 75 years, developing new solutions to common problems and participating in industry organizations to improve safety and productivity.

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

Copyright © 2023 Martin Engineering

The outward facing valve allows safe servicing by one worker without a shutdown.

Bedeschi SpA fully committed to minimizing environmental impact

Doing business sustainably means finding a responsible balance between environmental, social and governance goals and managing all available resources to generate long-term value.

In the last hundred years, Bedeschi SpA’s major target has been creating value for customers and stakeholders, carefully selecting its value chain partners to fit with its vision of sustainable and modern manufacturing, operating in three main areas: innovative engineering, pollution control and power consumption.

All these environmental protection aspects integrated with human resources, health, safety, training, gender equality, cybersecurity and governance have been incorporated into a strategic plan formalized in Bedeschi’s first sustainability report that was published at the end of 2022 in relation to the year 2021. The document was prepared with reference to the Global Reporting Initiative (GRI), which was used to identify sustainable KPIs for reporting qualitative and quantitative information.

Respect for the environment and its safeguarding are the fundamentals of Bedeschi’s long-term vision. The company puts these principles into practice every day because its daily mission is to do its best to grow sustainably.

For Bedeschi, it is crucial to make a positive contribution to the preservation of the environment. Therefore, the company promotes the development of interventions and initiatives in two general directions: on one hand, the improvement of eco-design and energy efficiency of industrial products, and on the other hand, the reduction of environmental impacts associated with the operation of those plants. Bedeschi is focused on pollution reduction, R&D investments, realization of modern and eco-friendly equipment and the implementation of the best practices to make the difference.

INNOVATIVE ENGINEERING

There is no improvement without innovation; innovating represents one of the most relevant drivers of Bedeschi’s activities. The company’s innovative engineering represents corporate sustainability as a target that includes emissions reduction and pollution control. Besides the constraints imposed by the law, the desire to impact as less a possible on earth’s environment can only be translated into facts considering efficiency, seamlessness, dust limitation and

sustainability as a single, integrated target rather than unrelated and independent issues. The ability to apply known solutions with a ‘think out of the box’ attitude is the key to achieving the goal. Sustainability is not related to dust emissions only. The use of a well-designed, state-of-the-art solution combined with an optimal project organization and management can significantly reduce environmental impacts.

In Australia for Cargill, Bedeschi reduced by up to 50% the average mooring time of the vessels with all the related benefits in term of fuel consumption, noise and gas emissions. With a nominal capacity of the conveyors of 1,000tph (tonnes per hour), it guarantees an overall efficiency of more than 80% on the entire shiploading operation.

Dust and material spillage control

PIPE CONVEYORS

Pipe conveyors show several advantages when compared with conventional

conveyors — the ability to easily overcome obstacles with curves, no need for transfer points, absence of material spillage and very limited environmental impact.

Pipe conveyors are environmentally friendly applications used to handle almost any type of material avoiding material emission and spillage. Moreover, the PC technology reduces the necessity of dust suppression systems, that means saving of the energy usually required to operate them. Then, this system gets rid of all the drops between conveyors that is a waste of energy totally useless for the process. Without transfer towers it saves a lot of steel, foundation works, and erection activities, thus reducing the carbon footprint of the plant and the environmental impact.

This is the case of the SECIL Group which has awarded Bedeschi with a contract for the supply of a new pipe conveyor to handle different kinds of alternative fuels at the Outão Cement

Shiploader for Cargill Australia, delivered fully erected.

3D of the pipe conveyor at the Outão Cement Plant in Portugal.

The pipe conveyor has a diameter of 250mm and conveying length of 350m and will grant safe and clean transportation of alternative fuels at a rate of 300m3ph (cubic metres per hour). It has been designed with vertical curves to follow the ground profile and to overtake obstacles and with horizontal curves to fit with the layout constraints without intermediate transfer points. The belt forms a closed tubular section both in the carrying and return path; the conveyed material is protected from wind and rain all along the route.

The use of enclosed belt conveyors and/or chain conveyors in ship-unloading or shiploading systems, ensures that the material is handled in a completely sealed volume, all along the conveying path from or towards the ship’s holds. The need for dedusting equipment is reduced to its minimum and possibly eliminated.

ECO -HOPPERS AND CONTROLLED -FLOW CHUTE

These technologies consist of the application of systems to monitor dust production through flow-controlled nozzles, filters and dry mist that use microdroplets of atomized water to keep the environment clean. Bedeschi has developed special systems such as ecohoppers, which combine design, dust suppression, suction system, and cascade chutes to facilitate the handling of dusty materials without causing spills. Additionally, the Bedeschi team focused on the use of environmentally friendly oils and greases as well as the energy recovery system.

For Albioma, Bedeschi supplied two movable eco-hoppers on rubber tire to handle wood pellets at a capacity of 1,000m3ph with a with remote control for full visibility on the surrounding while

travelling able to load truck and belt conveyor.

The hopper consists of two parts: the upper receiving hopper (circular diameter 9m) and the hopper main body. A set of eight bag filters is mounted in the volume between these two parts to extract the dust from inside the hopper. The overall capacity is up to 60,000nm3ph (normal metre cubed per hour).

The hopper is provided with a special system which allow an effective protection from dust escape. The hopper is divided into two parts. The upper part for material receiving and the lower part for the material accumulation. The upper part is provided with a grid which is formed by an inclined steel plate and vertical rubber

flaps. These rubber flaps can be opened on one side during material discharge into the hopper. Around the upper part of the hopper are positioned jet-filters for collecting dust from the air. These hoppers were supplied according to ATEX regulations. The feeder conveyor is fully covered to avoid dust suppression due to wind action inside the port and to maximize the efficiency of the dedusting filters.

POWER CONSUMPTION

A reduction in energy absorption is also essential in order to reduce environmental impacts. Through the application of socalled DEM analysis, Bedeschi developed solutions to optimize (and thus minimize) energy consumption, thereby enabling machinery to be studied and designed to minimize energy consumption.

Multiphysics and DEM Analysis helps to push the design of the machines with positive impact on energy consumption for operation. Finally, Bedeschi’s R&D department is constantly working to improve the capability of its systems to minimize the environmental impact. This includes dedicated studies on the noise reduction, both by design and by passive insulation, and on light pollution, by means of lighting simulations. These are performed to reduce the overall installed lighting power while, at the same time, having a properly illuminated working area, without disturbing the surroundings.

Plant in Portugal.

2 Shiploaders installed inside a terminal in Ghana.

Rubber-tyred eco-hopper.

Raring Corp helps material handling companies to be more sustainable

Material handling is a wide term that basically means transporting material from A to B, and it is present in our day to day lives. We can find it in our municipal waste management, in the process of making our food, on how we build and repair our roads, how we extract raw material to make our living devices, etc. All these processes include at least blasting, transporting, transferring, dumping, sorting, etc.; actions that can generate pollution and side effects in varies levels to all the stake holders. If we look closely at the material handling sources of dust, we can say that all sources are due to transferring material, writes

Gonzalo Campos Canessa, CEO, The Raring Corp.

Material handling machinery have been forced to improve its performance, efficiency, noise reduction, reliability and life cycle. Also, efforts for cutting internal combustion’s emissions have been successfully achieved and in recent years the electrification and automation of most of the equipment have contributed to sharp greenhouse gases reduction, to keep the workers safe and the environment clean. Nevertheless, nothing has been

done on reducing dust generation during the material handling process. Dust must be stopped at the source — if not, it becomes airborne, polluting the air. Lack of moisture and wind are two factors which explain the different levels of dustiness. Working with material at its DEM (Dust Extinction Moisture) level or completely isolating the material being handled sounds like the right way to go. Unfortunately,

those idealistic conditions are rarely present, so we must consider add-on dust control equipment, broadly available, to be integrated with a big portion of the material handling equipment, which don’t normally come integrated within the material handling equipment.

Dust control has two components:

1. Passive, are those dust control systems which don’t require energy to

control the dust generated. They are the key element that creates a controlled volume to isolate the point where dust is generated.

2. Active, are the dust control systems which require energy to operate. A good example of efficient active dust control technology is the Raring Corp’s Dust Suppression Systems.

Passive is as important as the active dust control system, and they must work together to create the overall dust control solution. ADSTM Dry Fog does not work at its maximum efficiency in open spaces. The larger the enclosure (passive), the tighter it is sealed, the more collection surface is contained within it — the more efficient the passive system and the less the active system will be needed to achieve the dust control goals. If passive features are poor or absent, larger energy intensive active dust control systems must be implemented. But there is the risk of never achieving the desired efficiency.

Over the years we have learnt that without environmental regulations, material handling companies, or industries (in some countries) refuse to incorporate dust control technologies as their minimum operational standard, thus failing to protect their workers’ health, contribute to keeping neighbouring communities dustless and protect our

environment.

The Raring Corp has 39 years of experience and almost 700 material handling dust suppression systems projects worldwide. The company offers its clients support for achieving their sustainability goals by designing, manufacturing and commissioning custom made dust suppression systems for each facility. The Raring Corp normally offers its products and services to a wide variety of industries and clients like, but not limited to: hard rock mining, coal mining, unloading ports,

loading ports, coal fired power plants, food bulk materials, fracking. Over these years we have successfully helped our material handling customers to solve their dust issues in applications like transfer points, truck/front end loader dumps, crushers, screens, truck/rail belly dumps, truck/rail rotary rail dumps, shiploaders, unloading hoppers, stockpiles, etc.

Integrating both passive and active dust control systems to material handling equipment can create a more sustainable material handling industry. DCi

material limits

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

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

Machine Autonomy software

& automation

Automation in the sawmill: partnership between SENNEBOGEN and HOLTEC

SENNEBOGEN, a Lower Bavarian manufacturer of material handlers and HOLTEC, a specialist in plant engineering in the timber sector with headquarters in the Eifel region, have been working on projects together for years. With their gantry solutions for sawmills, they are now driving forward automation in the timber industry.

Timber processing is one of the oldest industries in the world. The raw material offers a huge range of processing options, which have been designed and developed over thousands of years. In the meantime, sawmills have developed into true hightech centres that are at the forefront of automation. Gantry solutions are an important building block for automation in sawmill technology. In joint projects, HOLTEC and SENNEBOGEN implement gantry solutions for sawmills that simultaneously automate and optimize timber manipulation.

ADVANTAGES OF AUTOMATION IN THE SAWMILL INDUSTRY

(Partial) automation in the processing of logs can make an important contribution to increasing efficiency and quality. On the one hand, the installation of automated systems usually goes hand in hand with the streamlining of processes and the optimization of log storage. In addition to maximizing storage capacity, warehousing becomes more intelligent overall, as

automated log handling solutions generally require less space than concepts based on manual handling. What’s more, the operator’s workload is relieved by the fact that they have fewer decisions to make. The reduced potential for errors also ensures consistent quality.

ECONOMIC BENEFITS OF GANTRY SOLUTIONS

On the other hand, automation is also highly interesting from a purely economic point of view. Gantry solutions can cover a wide range of applications in timber handling without compromising on flexibility. The operator can slew the machine 360°, and can also move forwards, backwards and sideways with built-in trolleys. Thanks to its modular machine concept, SENNEBOGEN offers a wide range of equipment options depending on

the machine size and the material handler equipment, with ranges of up to 20m possible. There is also the length of the gantry’s individually definable travel path. This saves both time and personnel, as a single operator can cover a very large working area in a very short time.

In addition, material handlers with gantries can be implemented as purely electric solutions. The electric engines are particularly environmentally friendly due to the elimination of fossil fuels and exhaust gases, and also offer enormous savings in daily operation. From the outset, they are more economical and require less maintenance than diesel engines and thus reduce operating and service costs. They also work with reduced noise and generate fewer vibrations, which relieves the strain on nature and people around the machine over the long term.

At Dold, the machines run on electricity: an electric gantry version of the SENNEBOGEN 840 E and a SENNEBOGEN 735 GED with electric travel drive take care of timber loading at the Buchenbach site.

Jay Venter

Introducing the BOSS Mobile App — empowering vessel/voyage management on the go

Blue Water has announced the highly anticipated release of the BOSS mobile app for iOS and Android smartphones. The innovative mobile app in the industry is designed to revolutionize voyage planning and operations.

The BOSS mobile app provides realtime vessel monitoring, instant notifications, and access to up-to-date information, all at your fingertips.

KEY FEATURES:

Real-time vessel monitoring: stay v connected with your vessels by monitoring their position, latest CII rating, Fuel ROB and much more. Instant alerts: receive timely v notifications for any underperformance or critical events, enabling swift action and efficient decision-making.

ETA tracking: stay on top of your v vessel’s estimated time of arrival. Take appropriate actions to ensure compliance with voyage priorities. Maintenance schedules: effortlessly v track vessel performance and check last hull cleaning & propeller polishing dates.

Weather visualization: access v accurate weather data directly from the app, empowering you to review

“We are dedicated to empowering our customers with advanced technology and services,” said Kumaresh Gupta, Managing Director of Blue Water. “The BOSS mobile app represents a significant milestone in our journey, offering enhanced capabilities and convenience.”

ABOUT BLUE WATER

Blue Water is a major provider of innovative solutions for the maritime industry, empowering businesses to

optimize voyage planning and operations. The BOSS platform leverages advanced data analytics and real-time monitoring to drive efficiency and success in the maritime industry. The company provides a host of Software as Service for voyage optimization including its pioneer cargo heating management for tankers. BlueWater employs 100+ personnel in its Dehradun office and currently optimizes over 750 vessels of various type for maritime industry leaders. BOSS provides quantifiable savings through a wellresearched and verifiable benchmarking system.

ICTSI Cameroon boosts productivity with eco hoppers

a throughput of 709 tonnes per hour.

“The eco hoppers enable us to operate more efficiently leading to this milestone. Aside from the productivity benefits, we also embrace the positive impact they have on the safety of our personnel and the environment,” said Poul Johansen, KMT chief operations officer.

Kribi Multipurpose Terminal (KMT), International Container Terminal Services, Inc.’s (ICTSI) operation in Cameroon, has seen a significant increase in productivity after introducing eco hoppers in its operations earlier this year.

Since January 2022, KMT has handled 21 dry bulk vessels along with roughly 600,000 tonnes of raw materials including clinker, gypsum, limestone and petcoke,

which are used for cement production. The eco hoppers enable KMT to handle these materials more efficiently, resulting in a significant increase in productivity, while suppressing dust emissions to make cargo handling operations safer for both workers and the environment.

On 12 April KMT achieved an operational milestone by handling 17,015 tonnes of clinker in 24 hours, equivalent to

“KMT embodies the ICTSI Group’s commitment to environmentally responsible operations, and the introduction of eco hoppers in our operations this year is a significant step towards reaching our sustainability goals,” he added.

Located at the Port of Kribi in Cameroon, KMT handles multipurpose shipping line services ranging from ro-ro, project and heavy-lift cargo to general cargo like forestry products and dry bulk. It also provides support services to Cameroon’s oil and gas industry.

KMT started commercial operations in 2020.

BOSS recommended route in forecast weather.

Eco hoppers capture airborne dust emitted during vessel unloading operations, making the work environment safer for terminal personnel.

CLIIN launches improved version of its Cargo Hold Robot (CHR)

Danish company, CLIIN Robotics, recently announced that its new improved version of the Cargo Hold Robot (CHR), RAW0010, has been launched.

The chemical-free Cargo Hold Robot Solution is a well-proven 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:

Cargo Hold Robot (CHR): equipped with magnetic tracks which enable the robot to climb at various angles in the cargo hold.

High-pressure system: 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 80° Celsius.

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

Like all other technology, development never stops and the improved RAW0010 robot is now available — still providing similar benefits but on an even more robust platform and with less maintenance.

One of the major upgrades is the significantly improved ability to transition from the side wall to the upper wing tanks, but there are also several other

improvements.

Since the launch of the RAW0005, which has so far been the only model in the market, the robot has gone through extensive testing to improve its magnetic abilities even further, resulting in a magnetic support system that is more than 300% stronger than on the RAW0005, enabling the robot to transition at odd angles and carry heavier loads — for example, the robot can transition to a 60° overhang with 100kg of payload.

The RAW0010 also enables the use of new, improved cleaning tools including an improved Frame Cleaning Tool (+40% faster cleaning) and an upgraded dry cleaning tool for cement.

CARGO HOLD CLEANING MADE EASY

By deploying the CLIIN robot in a cargo hold cleaning configuration, bulk shipping companies will be able to replace a normal four-step cleaning process involving tonnes of chemicals and water with a one-step pure freshwater cleaning process.

The CHR is either deployed as a multi-vessel hub solution and operated by a land-based cleaning crew or permanently installed on board the vessel and operated by the vessels crew as and when required.

Apart from limiting the environmental impact, the CLIIN robot cleaning process is faster, less labor intensive and provides a significantly more effective cleaning, thus providing shipping companies a value proposition of more laden days, higher cargo intake and lower cost. Equipped with high-pressure cleaning tools and magnetic tracks for climbing all parts of the cargo hold, the CHR ensures an efficient and thorough cleaning.

CHR CLEANING SOLUTION

v reduces chemical usage with 80-100% as well as water usage when cleaning cargo holds;

reduces ballast days by shortening cleaning time in cargo holds;

v reduces the number of staff members involved in cleaning operations to 1–3 per robot;

v eliminates the need for external cleaning crews for any kind of cargos;

v eliminates the need for other cleaning equipment onboard;

v leads to significant savings and has a payback time of less than a year depending on the operational

v pattern;

improves working environment by reducing the amount of dangerous manual labour needed; and v allows for more cargo to be carried by reducing the need for carrying cleaning water in the ballast tank. v

ensures an eff icient and thorough cleaning.

Equipped with high-pressure cleaning tools and magnetic tracks for climbing all parts of the cargo hold, the CHR

The RAW0010 offers an even more robust platform with less maintenance.

Specialists for difficult cases: a masterpiece of automation in the Port of

iSAM AG is a specialist for difficult cases in automation. In collaboration with the Hamburg terminal Hansaport, it has delivered a masterpiece, writes Wolfgang Heumer in HHLA’s Online Magazine.

For hours, the 47.9-metre high unloading crane has been shovelling iron ore out of the holds of the bulk carrier Constantia. With each lift, 25 tonnes of the red granules rush through the shaft of the bridge onto a conveyor belt to the storage yard. It will take almost two days to unload approximately 126,000 tonnes of ore from the 292-metre long bulk carrier that has docked at Hamburg Hansaport.

This is all in a day’s work for Germany’s biggest seaport terminal for bulk cargo, but it’s something special, too: “The operation is automated to the greatest extent possible and is a global example for optimal processes in bulk cargo handling,” says Bernd Mann, Chairman of the Executive Board of iSAM AG.

The company from Mülheim/Ruhr is an international leader in the development of automated heavy machinery for bulk cargo handling and developed the automated material flow at the terminal. iSAM recently joined the HHLA Group, which is taking another step in the direction of future technologies.

HANSAPORT HANDLES MORE THAN 10% OF HAMBURG’S TOTAL THROUGHPUT

Compared to container handling, which is often presented in the news as a symbol of world trade, the bulk goods business operates in the shadows. Instead of tidily stacked containers, grey, black and rustbrown heaps of grit, gravel, coal and ore pile up in the Hansaport.

But the inconspicuous outer layer is hiding something: at 15 million tonnes per year, Hansaport handles more than 10% of Hamburg’s total throughput. Automation

has other aspects as well: “Automated handling of bulk goods requires more flexible algorithms than the largely standardized handling of containers,” emphasizes iSAM CEO Mann.

iSAM AG is a specialist for difficult cases in automation. Long before ‘Industry 4.0’ became a buzzword, four students from the Ruhr valley recognized the potential for digitalized and automated production processes. While they completed their studies, they founded a firm in 1983 for the development of control software, which grew through expansion and mergers over the years to include more than 70 employees and branches on three continents. “We’ve been able to hang on to the start-up mindset of the time,” explains Mann, who joined the company in 1993, the Executive Board in 2002 and became Chairman in 2021.

CONTROL SOFTWARE ALSO FOR BLAST FURNACE OR AUTOMATED REPAIR MACHINES

‘iSAM’ stands for ‘industrial software application manufacturing’. With the

development of these industrial applications, the young entrepreneurs concentrated on the steel industry at first. There is scarcely a process from blast furnace to continuous casting to rolling that iSAM hasn’t developed control software for.

“After we had successfully automated steel production and processing, we looked to raw materials and the handling of ore and coal,” says Mann. The Mülheim-based company has long since mastered filigree processes as well. Among other things, iSAM software controls automated repair machines for components made of fibre composites, for example in aircraft.

On board the Constantia, unloading operations have been advancing. The terminal operated by HHLA and the steel group Salzgitter AG can handle up to 100,000 tonnes of bulk cargo every day. Looking from the unloading crane into the cargo hold of the freighter, the challenge for automation becomes clear: “Our equipment must be able to perform complex movements and keep an eye on the working environment,” Mann explains.

Gigantic bulk discharger in use on the "Constantia”. Photo credit: HHLA/Thies Rätzke.

Photo: HHLA/Thies Rätzke.

Hamburg: the Hansaport bulk terminal

three kinds of construction material. “Each bulk material has a different flow and rolling behaviour, and the automation must be adapted accordingly,” says iSAM expert Mann.

The ten-cubic-metre excavator shovel is lowered vertically through the Constantia’s loading hatch and then has to be moved sideways to the bulk material on the sides of the hold. The trick is that the trolley on the jib from which the gripper hangs moves forward with momentum, then brakes. At the same time, the grab bucket is lowered and, due to its inertia, continues its movement in a calculated arc to the target point in the ore load.

“A skilled crane operator accomplishes this with the help of their senses and experience,” Mann explains. “For automation, in addition to the control software, we need to use the appropriate sensors that provide the basis for the movement and control the execution.” Using exact GPS and real-time capable 3D scanners, the control system always knows the position of the gripper and the nature of its environment.

Information about the load flows into the program. Thanks to the captured data, the software even knows the gripper’s kinetic energy at all points along its trajectory and can stop it at any time — “Of course, the heavy equipment must not damage the ship.”

The operations are monitored from a control station on the upper floor of the Hansaport office building. Two monitors give the employee on duty detailed information about the four unloading cranes; two other screens show the values of the belt scales of the material flow and current weather data. These are important because Hansaport must avoid the formation of any dust. If necessary, sprinkler systems are switched on in the 35-hectare yard.

All other steps after unloading are also automated. From the gantry grab cranes, the bulk material is transported via

conveyor belts to what are known as stacker reclaimers. These combined units resemble bucket-wheel excavators in surface mining and can heap the bulk material into piles and also pick it up again and transport it via conveyor belts to the rail loading station.

They are also equipped with a variety of sensors, including sonar, radar and lidar, which provide the control programme with all the necessary information in real time. At the railway station, the bulk material is automatically loaded into the rail carriages for its onward journey to the customer. The Hansaport shunters also drive autonomously. An average of 2,000 tonnes of bulk goods per hour are loaded onto 15 freight trains and five inland waterway ships every day. 50,000 tonnes of bulk goods leave the terminal per day.

In Hamburg, 18 kinds of ore and 12 different types of coal are handled. “This bulk material is differentiated into lump ore, fine ore, pellets, and thermal coal for power and heat generation. There is also coal and coking coal for steel production,” Hansaport managing director Ben Thurnwald explains. There are also up to

Because iSAM AG specializes in solving such complex tasks, the majority stake in iSAM AG is part of HHLA’s strategy for the future. “In port handling and logistics in general, the digitalization and automation of processes is rapidly growing in importance,” says Chairwoman of the Executive Board Angela Titzrath. “As a leading European port and logistics company, we aim to build up a high level of in-house expertise in these areas as well.” For iSAM AG, this has a welcome side effect: “HHLA’s investment will secure the founders’ life-long work and iSAM AG in the long term,” says Mann.

Thanks to its sophisticated technical equipment, Hansaport has now become a popular tourist destination. The internationally unique operation is an impressive practical example for bulk materials specialists from all over the world of automation processes in ore mines, coal mines and quarries in Australia, North America and Asia.

For Hamburgers, on the other hand, a quick glance at the Hansaport, which they see while driving over the Köhlbrand bridge, reveals nothing special. In everyday port life, the work on the Constantia is slowly coming to an end, while next door another vessel has already moored. Two unloading cranes are ready to get to work. Over the next two days, they will shovel the cargo of the 235-metre long bulk carrier ashore with each passing minute. The automated heavy machinery at the bulk terminal just can’t catch a break.

Article source: HHLA

Even the locomotives run autonomously on the Hansaport and are loaded automatically.

The unloading of the bulker at the quay is monitored from the Hansport control station.

Photo: HHLA/ Thies Rätzke.

Photo: HHLA/ Thies Rätzke.

History in the making

the evolution of the CRS system

Young company, Container Rotation Systems (CRS), has already made huge strides in its short history. This article gives a brief overview of the company’s development to date.

The company’s genesis was in 2009, when CRS’s parent company (AMMESA) was commissioned by DPW South Australia to undertake an engineering review on modern day container rotators. DPW’s investigation revealed that, at that time, there was no manufacturer or supplier of these rotation systems operating globally.

DPW wanted to source a local supplier to design and supply container rotators to cater for an influx of mid-tier mining companies coming on line with their highvalue concentrates for export. The plan was for these concentrates to be transported to ports in open top shipping containers for storage, and then unloaded directly to ships’ holds.

To meet DPW guidelines, the rotators

v container rotations systems;

v heavy & light duty open top rotatable containers;

v container lids and lock systems;

v special high volume rotatable containers;

v lid lifting system;

v Ezzeloadores;

v specialized 20ft spreaders;

v container tipplers;

v mechanical engineering solutions;

v electrical engineering & automation;

v commissioning services;

v operator training;

v consultancy or site assessments;

v heavy duty container trailers; and

v container spill trailers.

would need to be approximately 12 tonnes in tare weight with the capability of lifting containers with a gross weight of 38 tonnes

while complying with the engineering criteria of the latest Post-Panamax STS (ship-to-shore) cranes.

Historic container rotators (no longer available) manufactured in the late 1970s/80s were flimsy and rudimentary in construction — or had tare weights of over 22 tonnes, so they needed longitudinal support arms to strengthen the main frame and were operated by low tech chain and sprocket drive systems. Therefore a rethink was inevitable.

As specialized mining evolved, the opportunity was seized by CRS (formerly AMMESA), the ‘Rotainer®’ brand came to fruition. CRS registered the intellectual property, and trademarked its original brande ‘Rotainer®’. The world’s first top lift, 360° container rotator was fully engineered and readied for production.

2010: ROTAINER NUMBER ONE — AN INDUSTRY GAME CHANGER

IMX Resources, an Australian iron ore

CRS PRODUCTS & SERVICES

Rotainer® 001 being commissioned in December 2010 for DPW, Adelaide, Australia.

Initial sketch.

miner was the first company to take up this new technology with the initial Rotainer® HD being installed at DPW’s container terminal in South Australia. This was a big ask at the time as only one Rotainer® HD was order to cater for Handymax vessels of 70,000dwt.

As the industry watched, the Rotainer was delivered. It proved to be highly successful in this pilot programme with other opportunities in the pipeline coming to fruition not long after the first Rotainer® proved its worth in strength and reliability.

Furthermore, around this time Oz Minerals, an Australian premier copper concentrate mining company, showed interested in this new technology. It wanted to use fully sealed containers with some form of automated lid opening mechanism.

During an independent compliance review — and to meet latest environmental guidelines — it was discovered that generic, ‘off the self’, open top containers did not meet the mechanical dynamics required at the DPW site. It became evident that there was a need for a purpose-designed, heavy duty, open top. rotatable container.

It was at this time that the Australian company Container Rotation Systems Pty Ltd was established to fully focus on and developing this market segment.

ROTATABLE CONTAINER NUMBER ONE

In late 2010/early 2011, CRS went to the drawing board to design a fully certified, rotatable container for 38 tonnes gross weight that could be rotated by the top four twist locks, unsupported to meet the velocities of the latest Post-Panamax STS cranes.

This innovative, patent-protected container design offered the highest payload for tonnes of tare weight. This was achieved by a completely new container

concept, fit for purpose — and not just copying or modifying containers that had been used in the industry for many years prior to 2010.

Some key features of this total new design open top container: clean flow corner gusset to minimize v dust emissions; heavy duty corner pockets to allow v 38.400kg gross weight without the need for container side wall supports; end wall moved inbound; v rounded bottom on the tub allows a v ‘clean pour’ therefore no need for costly and problematic dust suppression systems; tapered walls; v Hempel low friction internal paint; v ‘whale bone rib’ design allow flex and v strength for rail, road, shipping and industrial applications; hard flat lids with automated lock v systems with security tag receptacles; and tapered top and bottom rails for easy v decontamination in wash bays.

2011: CRS INVENTS AND INSTALLS THE VERY FIRST AUTOMATED LID LIFTING SYSTEM

Oz Minerals ordered a Rotainer® HD with CRS’s newly developed automated lid lifting system. CRS Lidliftor® was the first automated lid lifting system for top lift container rotators in the world — another CRS first.

The Rotorcon® Brand (rotatable container) the world’s first purpose design rotatable container was also introduced to the market around that time. This was

The very first rotatable container under construction for prototype approvals 2009/10.

The very first automated lid lifting for container rotators being tested, Smithfield, Sydney.

another CRS milestone achievement in the development of the container rotation industry.

The industry continued to develop with many thousands of containers being handled by Rotainer® container rotators.

Mining companies such as Oz Minerals, Cristal Mining, Hillgrove Resources all used the CRS Rotainer HD to export their products through South Australian ports.

Interestingly, after 13 years Rotainer® HD, serial number 001 is still in full operation today, a testament to CRS quality products.

2012: FIRST SHIP GEAR ROTAINER® DELIVERED

Further evolution of the industry saw the need for a container rotator for generic 1,450mm half height containers. At the request of a stevedoring company based in Townsville, North Queensland and to meet clients needs for ships crane applications, CRS had to develop a unit that had a very light tare weight of 6000kg with a maximum gross lift of 28,000kg. CRS developed the Rotainer MD for ship’s gear. This lightweight unit was another world first for the containerized bulk handling industry

To achieve these specification, CRS had to develop a new lightweight tubular steel frame structure with a new, unique, simple, hydraulic drive mechanism for 180° rotation. After a long period of research and development CRS released and patented its own proprietary mechanical drive system. This system has been so cost effective and reliable it stays in continuous production.

2013 CRS INVENTED — AND BECAME THE FIRST TO OFFER — VARIABLE ARMS FOR CONTAINER ROTATORS

Variable arms: to assist multi user berths where very often different products are handled, CRS designed, developed and patented a variable arm system. This innovative development allows products with a specific gravity ranging from around 750kg per cubic metres (grain products in 2,900mm containers) right through to very heavy concentrates such as lead in 1,450mm half height containers via the one Rotainer®

This highly successful option has been taken up by many users and is available for older Rotainer HDs right through to the full Eurospec Range of container rotators. Food-grade containers. Progress moved to the food industry with three units of the Rotainer® HD being commissioned in Thailand. These units handled raw sugar in CRS specially designed high volume

Maxitainer® container.s This was a threecrane STS operation, a highly successful operation, which consistently sets record loads rates of 65,000 tonnes in less that 24 hours. No other container rotator supplier can make this claim.

2013: ERITREA — A GLOBAL SUCCESS FOR CRS

Nevsun Resources approached CRS with a problem. Its Bisha Mine, Eritrea, situated close to the Sudanese Border, some 350km from the Sea Port of Massawa, was transitioning from gold bullion production to copper and zinc DSO (direct shipping ore) export. The main highway has over 150 switch back corners, rises to an elevation of 2,325m above sea level in just 120km.

The plan was to containerize the ore concentrate and use a Rotainer® system for shiploading at Massawa Port.

After a four-day trek from Australia to the Bisha Mine site, CRS management conducted a full route survey with consolidation of 15 years worth of consultants documentation and recommendations. Following several meetings with senior government and mine officials, CRS was awarded a full turnkey project for the procurement, delivery, installation and commissioning of the complete concentrate handling system from the Bisha Mine to the Massawa Port.

CRS carried out several trips to Europe. China, amongst other countries, saw the procurement of all the equipment with the successful arrival of all the machinery on site within the programmed time frame.

CRS’s organizational skills saw: a 450tonne mobile harbour crane delivered to the port, fully assembled and commissioned from Rotterdam via a heavy lift ship; several hundred containers from China; Rotainers® and Ezzloadores® from Australia; and reachstackers and forklifts from Europe. It also arranged for the delivery of over 100 specially designed prime mover trucks and lightweight container trailers from China.

CRS had a team of six highly skilled staff on site for extended periods for assembly, commissioning with operational start up training.

CRS remains the only one-stop supplier capable of handling such a mammoth project as a single point of contact.

Eight years on, CRS still fully supports its original supply with additional equipment as needed — spare parts and technical support, further testament to CRS industry experience, dedication, reliability and professionalism.

2013: THE DESIGN OF THE VERY FIRST CONTAINER ROTATOR FOR REACHSTACKERS The Rotainer RS (reachstacker) was developed at the request of a major CRS Rotainer® client. The need was for a

Variable arm in final stages of installation on a Rotainer MH42. Change from 1,450mm to 2,900 container in minutes circa 2023

multifunctional container rotator that could be quickly deployed at any location for short- or long-term projects. It had to be self-powered with remote control, be able to work with STS cranes, mobile harbour cranes, reachstackers and ship’s gear with a gross lift of 38,000kg.

To meet the required specifications, the recently patented, innovative, CRS hydraulic crank arm system was engineered into the basic Rotainer HD steel structure. The result is a highly versatile ‘3-in1’ container rotator, another world first for the industry and CRS, with several units operating in countries such as China.

2015: CRS CONTAINER TIPPLER DELIVERED

Chilean copper concentrate producers, Codelco and Anglo American, the world’s largest copper miners approached their port operators, Puerto Ventanas, Chile, with a view to increasing export capacity. They wanted to move away from using antiquated ‘kibble’ technology for transporting concentrates to a more modern world’s best practice closed container systems.

The feasibility review highlighted that to compete this upgrade would require an investment upwards of US$20m in infrastructure upgrades. Limitations on available space amongst other things such as an established rail network made traditional containers rotator (Rotainer) systems unusable. CRS was contacted through its Chilean distributor Contekner, to review the application and look to offer an economical solution.

CRS, thinking outside the box, proposed a completely new concept. CRS offered a fixed base ‘ContainerTippler’ system, elevated on stilts on a specially engineered frame structure some ten metres above an

established underground conveyor network. Containers would be lifted directly from railcars, placed in the proposed ‘ContainerTippler’ with the lids automatically unlocked and removed by a purpose built, CRS design, 20ft container spreader prior to rotation.

After a lengthy review of competitive proposals the CRS concept was adopted and CRS’s engineering team set out to engineer a complete, turnkey container handling system for this particular project.

The complete tippler system was awarded to CRS. The system was then fully pre-fabricated in CRS’s Sydney factory under the watchful eyes of a Lloyd’sregistered representative. It was fully load tested for a period of time, disassembled, containerized and sent to Chile, South America for installation in the building by local contractors.

Due to Chilean seismic conditions, the system had to be earthquake-approved.

Therefore, additional civil works were required to comply with local construction laws for structural footing reinforcement, this was also part of the CRS scope of supply. Analysis and engineering for this was undertaken in Australia with review and approval from local Chilean officials and Chilean civil engineers.

This project went together perfectly and without issues, delivered on time and within budget. Since installation, the CRS static tippler system has completed approximately 150,000 fully loaded rotations (over 6.5mt [million tonnes]) with no major lost time occurrences or component change outs. This is further testament to CRS’s industry experience and capabilities.

Further to the above, the system required full automation. CRS sent an Australian engineering team to site for several weeks to complete necessary electrical upgrades.

2016: TAIWAN — A NEW DESTINATION

A major milestone was achieved during this period with a complete Rotainer® RS system being exported to the People’s Republic of China. This equipment is used on a Liebherr mobile harbour crane.

Rotainer® RSs, Rotorcon® containers, CRS Ezzeloadore® and CRS Lidliftor® and Lidgripper® were exported to a major stevedore to cater for high volumes of copper concentrate being imported from Latin America. This particular application involves breaking down large volumes of concentrates into smaller parcels then being blended in large sheds to the consistency required by the consumers, then reloaded into ships for final delivery.

CRS was proud of this opportunity, to

Rotainer Eurospec 38 with automated lid lifting: tips away from the operator for complete safety (same as front end loader operations).

CRS static tippler system with specialized container spreader including lid lifting. This unit is located in Chile.

be able to export Australian manufactured products to China is reassurance of CRS quality and performance and an accolade in itself.

2017: ROTAINER EUROSPEC IS BORN

Around this period enquiries were coming in from further afield, particularly the European region. A review of open top containers entering the market since the Rotainer inception clearly indicated ISO container loads of around 32 tonnes were becoming the industry standard.

The question continually asked was ‘Why are container rotators designs based on traditional 20/40 container spreader format?’

The answer was obvious. Traditional spreader manufactures found it easier to copy historic, obsolete container rotator formats or modify their general container spreaders rather invest in latest engineering techniques to come up with a new innovative, purpose design container rotators.

Reviewing latest innovative technology in the mobile hydraulic crane and mining industries, it became clear that single beam construction had a future for container rotators. CRS took this engineering technology and adapted it onto its container rotators.

CRS then set out to design, engineer and certify a completely new concept for container rotators with the following specifications, single, central beam construction that v enclosed operating components internally to protect products being handled with consideration to environmental awareness; modulated in design, with options in v heights and gross lifting weights from 32-38-42 tonnes; it should be operated by either v diesel/hydraulic or electric/hydraulic with all CRS standard operational options; automated lid lifting would be available v

on the machine as an option; it must be able to work in hot, humid v tropical regions up to +60°C right down to areas with temperatures consistently below –20°C; must be simpler in design with fewer v moving parts compared with previous models; be able to be transported globally by v containerization, pre-tested ex factory,

ready to operate with assembly on site in less than one working day; the ‘one design’ systems must work on v ship’s cranes, mobile harbour cranes, ship-to-shore cranes and reachstackers;

required be low in maintenance with v any large moving bearings ‘sealed for life’;

to be the best quality, more reliable v than any other unit on the market with a sell price lower than any comparative unit; and preferably have, industry proved, 180° v rotation to empty which offers reduced dust emissions with the capability of optional loading ships in N-S-E-W directions with the use of CRS’s optional rotating head frames.

2018: MAJOR MILESTONES WERE ACHIEVED AROUND THIS PERIOD

Firstly, CRS Rotainer® progressed to another country with a major Canadian

Specially designed Rotainer HD 3-in-1: ship’s crane, mobile harbour crane, reachstacker.

The First Rotainer Eurospec 32 delivery to Beau Comeau, Quebec.

CRS Rotainer container in –40°C blizzard conditions.

stevedore taking up the first Rotainer® Eurospec 32 for ship’s gear. The location for this particular operation was at Beau Comeau located 500km North of Quebec City.

After several trips to site by CRS management, the specifications were finalized for Rotainer Euospec 32 fitted with CRS’s ‘Arctic Pack’. which allows its diesel/hydraulic system to operate at –20°C for continuous periods. This was a Comalco operation; therefore, the Rotorcon® Heavy Duty 1,800mm high containers were specified for the project due to the superior design and strength in the most extreme weather conditions.

Both the Rotainer® and Rotorcon® containers were subject to blizzard conditions during commissioning to prove their operating capability the most extreme weather conditions.

This was another highly successful project for the CRS team.

Secondly, Lend Lease, one of the world’s largest construction and management companies, faced a problem at the new ‘Star City’ Casino construction project that was about to commence at Barangaroo, Darling Harbour, Sydney, Australia. At the time of commencement, it was the Southern Hemisphere’s largest construction project.

To meet financial and development deadlines with a view to bringing the construction of this prestigious building to completion on time, Lend Lease undertook a feasibility review on a different approach to:

undersea contaminated sub-soil; v transportation of highly toxic spoil;

v and how to implement its new ‘build up –

v build down’ construction methods.

CRS was approached to review a solution with the project consortium. After consultation with Lend Lease’s civil contractors, CRS offered a solution to develop a specialized underground container loading system. Sealed containers were to be loaded several floors below sea level, elevated to ground level via two purpose-built overhead gantry crane structures, then transported to an EPA environmentally approved contaminated waste facility.

CRS also developed a new Rotainer® Eurospec 32 specifically for the project to be uses on reachstackers. This involved over 60 truck movements six days per week for over 18 months. This phase of the underground works completed on time and within budget.

Furthermore to meet state government and road transport regulations on risk

mitigation in the event of a vehicle accident or, in a worst case scenario, a truck roll over, CRS developed a new, innovative, container lid locking system that positively locks the lid of an open top container firmly in place.

This project was so successful many environmental and industry awards and accolades were forthcoming. Global interest in this CRS newly patented technology is on the increase with further projects to come on line for CRS in the not-too-distant future.

CRS is proud to be the only supplier in the container rotation industry that could offer Lend Lease such a simple solution for a complex problem.

CRS was proud to part of this project by offering an innovative solution to such well respected, globally based, high profile construction company such as Lend Lease and Crown Casino.

2019: EUROPE OPENS UP FOR CRS

New European markets open up for CRS — Lithuania, for food-grade products and Russia for coal and scrap metal.

Lithuania was a food grade loading operation utilizing a CRS Rotainer® Eurospec 38 upgraded to use with Rotorcon® 2,900mm heavy duty containers. A CRS head frame was specially adapted so that CRS newly developed, innovative ‘E Link’, low centre of gravity hook connection could be utilized to allow for quick connection to either Liebherr or Gottwald MHCs.

St Petersburg, Russia, saw installations for scrap metal loading and another high volume coal export terminal at Ulst Luga, one of Russia’s largest bulk export regions.

CRS Wastetainer® sealed container solutions.

Rotainer operating in Lithuania.

The scrap metal operation saw the release of CRS’s 2,900mm Scraptainer®, a highly modified CRS Rotorcon® container catering to the rigours of handling large volumes of scrap metal fast and efficiently making their current skip bin system antiquated and ineffective.

Ulst Luga: CRS was offered an opportunity to participate in a coal operation that would involve the updating of four units of ten-year-old Kone STS cranes. CRS’s customer, having recently received a contract to load approximately 2mt of coal in a short period would be offered additional contracts provided the CRS Rotainer System met the delivery rates as promoted.

The client’s method of operation was a large skip bins operation that just did not meet the outputs required. CRS, through its local agent offered the Rotainer solution which proved to be highly successful.

CRS had to comply with the criterion of 35 to 40 container movements per crane to be awarded the project. To enhance the client expectations and loading rates, CRS offered to develop a special, electronically managed, rotating head frame that would allow for N-S-E-W discharge which dramatically increases loading rates.

CRS’s solution was four unit set up of Rotainer Eurospec 38s, with rotating head frames with its Coaltainer®, 2,900mm heavy duty container. After a lengthy appraisal of competitive equipment, CRS was offered the supply for this project. Furthermore, the client required a one source of supply, one source of responsibility procurement process, something CRS can offer.

The project had been running successfully for just on two years, sometimes in blizzard conditions down to –28°C.

Simple facts after two years of service: one Rotainer Eurospec 38 has v completed 39,000 cycles with no

major component change-outs or lost time breakdowns; realistic average container loads 28 v tonnes = 1,092,000 tonnes coal loaded per Rotainer; 7,000 cycles per CRS Coaltainer® = v 3,500 cycles per year.

CRS knows of no other, open top, high cube containers to have completed this amount of cycles in such a short period of time. This record is further testament to the quality of CRS’s well designed, well engineered, high quality products. It represents a remarkable return on investment for the purchaser.

2020: A NEW DECADE — NEW CHALLENGES — A DIFFERENT WORLD — ALTERNATIVE APPROACH

As Covid-19 took its toll on the world, life continued, albeit slowly, with a number of pre-Covid projects coming on line. New challenges required a re-think of the way things were done, and this brought the best of innovations out in many companies, whilst some remained stagnant.

Higher-capacity equilibrium cranes offering new technologies in mobile cranes with greater performance were entering the traditional mobile harbour crane

market. A well-respected port operator asked CRS to provide a competitive offer against several other suppliers of Container Rotators.

Considering 90% of the world’s open top container are handled by mobile harbour cranes, reviewing the potential uptake on these style fixed boom equilibrium cranes, CRS’s engineering team believed it was time for a re-think on these style attachments for such high performance. fixed boom cranes.

CRS reviewed the client’s contractual requirements on anticipated loading rates. It also looked at the dynamics of equilibrium cranes combining its 13 years of container rotation knowledge. CRS was convinced that traditional container rotators using slings or chains to attach to the hook would not deliver the load rates anticipated.

CRS’s application review offered the port operators a completely new concept in single beam container rotator design.

The client embraced this new technology whole heartedly and promptly placed orders after concept presentation.

From this the Rotainer Eurospec 42MH came to fruition (MH = materials handling).

The client was so impressed with the Rotainer MH, additional orders were forthcoming soon thereafter, some with CRS’s innovative, Patented, Variable Arm System which allows the one Rotainer to cater to various heights in open top container from 1,450mm to 2,900mm.

This is another of CRS’s world firsts for forward-thinking, innovative design in container rotator technology, a proud industry achievement for CRS. From concept to completion ready for export in only a few months.

2021: TECHNOLOGICAL ADVANCEMENTS DUE TO COVID RESTRICTIONS

As the Covid crisis was coming to end preCovid enquires started to accelerate. Pipeline projects that were put on hold

CRS Scraptainer® being readied for dispatch.

Rotainer Euospec 38 with CRS’s specially designed N-S-E-W rotating spreader system.

began to move forwards. Supplier issues caused delivery delays, and many interested parties accepted the fact that to meet post-Covid uptakes, early placement of equipment orders was necessary.

The year 2021 also saw another proud milestone with the delivery of CRS’s highly sought-after Rotainer Eurospec 38 RS (reachstacker) into mainland China. To facilitate a smooth transition into this emerging market, combined with border closures, the CRS team introduced further new technology into its product portfolio which included the following;

CSS = Container Support System v allow use of standard, open top, general purpose containers;

RRM = Rotainer Remote Monitoring v

app, which allows remote access by the OEM for instant fault diagnostics and programming; and Maxebeam® (patent pending) = maximization is the key when it comes to efficiencies and profitability. With the advent of large transport capacities, the boundaries are being pushed with general container handling capabilities. One of CRS’s valued clients had a problem to solve. the client’s current reachstackers are rated at 45 tonnes gross lift capacity, with a Rotainer fitted the gross lift required was 48 tonnes. Larger reachstackers are very expensive and are least a 12 delivery at best. As 20ft containers were the only size to be handled there was no requirement for a 20/40 container spreader. OEMs were approached to offer solutions on how to reduce spreader weights but all efforts were

met with negative responses. CRS’s engineering team took on the challenge to design, manufacture and certify a fixed 20ft spreader for dedicated Rotainer Reach Stacker operations. CRS’s mining background allowed it to come up with a ‘quick

release’ optional tool for reach stackers.

2022: MORE INNOVATIVE PRODUCTS

In 2022, CRS released its innovative, high capacity food grade containers. These large containers cater for the ‘high volume – low value’ segment of the containerized bulk handling market. With cubic capacities of 55m3, CRS’s innovative design is the largest 20ft container by volume, currently available for container rotators.

The latest addition to the Rotainer® portfolio is the new, single beam, 360°, multi directional container rotator. For some time CRS’s engineering team has been working on a high capacity slew ring drive system which would allow the full 360° rotation in 20 seconds with a single hydraulic drive motor on each side in keeping with the CRS design philosophy of KISS — keep it simple silly.

Dana Australia was able to engineer a special system to meet CRS requirements, a heavy duty, high speed motor with safety brakes that works with CRS’s current electro/hydraulic power packs. The result is the Rotainer® Eurospec 360PC.

Rotainer MH range of container rotators — now with three option drive systems.

A custom-designed Rotainer Eurospec 360PC with a hopper sealing system for total environmental protection.

Liebherr and ISO Limited have been building on a long partnership to drive innovation in New Zealand’s forestry industry. The outreach began in 2018, and after careful planning and due diligence, the delivery of mobile harbour cranes (MHCs) and SMAG grabs have been operating since 2020. The delivery is considered a ‘lighthouse project’ that other locations are analysing to expand and improve their own operations. The LHM 550 has a 51m lifting height and an outreach of 54m. The electric-hydraulic grapples feature a world-first in terms of size and capacity at 35 tonnes and 9.0m², respectively. Innovation never rests. To support the sizeable lumber industry in New Zealand,

ISO Limited and Liebherr advance New Zealand timber

Liebherr Maritime Cranes has worked with ISO Limited, a Qube company, and SMAG to develop a state-of-the-art timber handling solution for the ports of Tauranga and Gisborne. This project marks a significant milestone for the forestry industry in New Zealand and demonstrates Liebherr’s commitment to delivering innovative solutions that drive efficiency and safety in maritime operations.

The project began in mid-2018. Following customer meetings in Tauranga and Gisborne, Liebherr had a clearer picture of the project’s requirements.

In September 2019, a customer meeting

was held at the Liebherr Rostock manufacturing plant, with the first test of the SMAG electric-hydraulic grapples, and a contract was signed for four LHM 550 and six SMAG timber grabs. A crane simulator to assist with training of crane operators was also part of the purchase for Tauranga. In January 2020, a successful second grab test was completed with a new bucket design, and production of the six grabs was released. By Q1 2020, the crane simulator had been delivered and installed at the customer’s site. In mid-July 2020, the four fully assembled LHM 550 mobile harbour cranes and six timber grabs were loaded onto the ship Rolldock

Six timber grabs and four fully assembled LHM 550 mobile harbour cranes were loaded onto the ship Rolldock Sun in mid-July 2020, and the vessel docked in Tauranga in early September.

A Liebherr ship crane tandem lift was used to unload the LHM 550 cranes at their destination in Tauranga. The ship cranes of type CBB 4200-350 can lift 350 tonnes individually, and 700 tonnes via tandem lift.

Sun and arrived in Tauranga in early September 2020. In addition, a further contract was signed for two more LHM 550 and three more SMAG timber grabs. They arrived at Eastland Port –Gisborne November 2021. All units have been handed over to the customer and are in operation. Turnover has been increased by as much as 35%.

A ‘LIGHTHOUSE PROJECT’ FOR ONE OF NEW ZEALAND’S LEADING INDUSTRIES

“The new MHCs have significantly changed the way logs are loaded in New Zealand and most importantly are a significant stepchange to our current practices, improving both safety and productivity,” states Paul Cameron, Director and CEO at ISO Limited.

Not only has this project opened up great potential for further shipments with ISO, but other companies have also expressed interest. The concept of more efficient and safer ways of handling timber is proving to be an attractive option for many. Forestry is a significant industry in New Zealand, contributing to an annual export revenue of around $6.8 billion, 1.6%

of New Zealand’s GDP, and to the employment of around 35,000 people in production, processing, and commercialization. Innovations in this field are therefore of great relevance to many people, and Liebherr and its partners will continue to collaborate closely on forward-looking options to support safe and efficient ways of operating in the timber industry.

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.

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-

A significant industry in New Zealand, forestry generates $6.8 billion in export revenue annually, or 1.6% of the country’s GDP, and employs about 35,000 people in production, processing, and commercialization.

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.

B(r)agging rights

Bagging Equipment & FIBCs

Fully automatic big bag filling station by EMDE

EMDE lives the slogan ‘Made in Germany’ and maintains a clear commitment to its location of Germany. At its production site in Nassau/Lahn, its facilities are far-ranging and high quality. EMDE’s products are constantly being developed further with the help of the most modern 3D-CAD systems, as well as by the use of an integrated PDM system. EMDE Automation GmbH’s products are appreciated worldwide by its customers in the chemical and food industries as well as in many other sectors. For example, EMDE plants are located in Japan, in Canada, in South Africa and also in many other countries around the world.

The major product of the Bulk Materials Handling division is big bag handling. Big bag handling has developed rapidly in recent years, as the big bag has proven to be an extremely flexible packaging material for bulk materials in all industries. The quality and recyclability of big bags is also steadily increasing. EMDE has been building big bag filling systems for several decades, ranging from simple systems with volumetric filling and low filling capacities to more complex systems with gravimetric filling and calibratable weighing for ready-for-sale packages with high throughput rates. At the same time, the degree of automation has been continuously developed with regard to pallet handling, the automatic dosing and weighing process, and other handling aids for the operator. Nevertheless, the handling of big bags is usually timeconsuming. Up to now, big bags with four loops have been hung and docked into the

filling station by an operator and manually closed after the filling process. This needs a lot of resources. Packaging lines are often a bottleneck in continuous production processes. The intermediate storage of large quantities of product in silos is very cost- and space-intensive. For

this reason, ‘online’ packaging of production output directly into end-user packages is being increasingly pursued. Very robust and reliable continuous operation equipment is a prerequisite to enable such an operation. Thanks to modern monitoring technology with

Automation GmbH

Jay Venter

webcams and direct access to the control system via remote maintenance modem, fast service is ensured even over the greatest distances. Customer demand for high-performance big bag filling systems is constantly increasing, as are the requirements for a maximum degree of automation. EMDE has taken all this as an incentive and has pushed ahead with the development of filling stations. As a result, a few years ago the fully automatic big bag filling station for hanging or standing filling of four-loop big bags was launched on the market. The fully automatic system is based on the already known semiautomatic systems from EMDE, supplemented by a robot gripping unit for detecting and picking up the big bags, an automatic closing system for closing the big bags after filling, as well as other minor adjustments to the actual filling station.

However, anyone who thinks that you can simply put a robot in place as an operator substitute is mistaken. No, there is much more to automated big bag filling. Process steps of a visual and haptic nature, which are given to us humans from birth, must be implemented to a robotsupported mode of operation in an application-oriented manner. This includes special visual sensors and exclusively developed grippers — as well as the corresponding programming integration of these components. All of this interacts to produce an extremely complex process that ultimately takes over the picking up and hanging up of the big bags for the operator.

The process of this system is divided into five essential steps. The robot gripper system uses special sensors to detect the position of the big bag loops, calculates their coordinates and picks them up. The robot grips the loop in the same way as an operator would. The status or presence of the loops in the robot gripping system is constantly monitored and, if a loop is lost, the big bag is safely rejected and a new big bag is gripped. This ensures fully automatic operation without operator intervention, even if a big bag cannot be gripped correctly. Once the big bag has been successfully picked up, it is transferred to the filling station, where the loops are pulled onto load hooks. This means that the big bag hangs securely on the load hooks and can level out during filling, which increases stability accordingly. The presence of the loops in the load hooks is permanently checked as well. Once the big bag is securely suspended in the load hooks, the filling pipe is connected to the big bag before the actual filling process

starts. There are basically two filling options — gravimetric or volumetric filling, depending on the required filling capacity and filling accuracy. As soon as the big bag has been filled, the closing unit is activated and the big bag is closed. If necessary, the big bag is then further compressed by means of a press plate to increase its stability. Finally, the big bag is transported onto an accumulating roller conveyor and the system is again ready to receive a new empty big bag to be filled.

Of course, the system can also be equipped with further peripheral devices such as label printers, film winders, samplers, etc. A connection to a driverless transport system (AGV) is also feasible and thus also enables the automation of the downstream logistics process.

The areas of application for such systems could not be more different. On the one hand, it is the customers who want to fill a large number of packages, but on the other hand, these systems can also be operated economically with small quantities in continuous operation, since

corresponding personnel can be saved in shift work.

But also the use of such systems for filling hazardous and toxic substances in an closed atmosphere without the presence of operators is an interesting approach for potential customers. In contrast, the use of a fully automatic system for sensitive and high-purity bulk materials can also be considered in order to avoid contamination by operators.

Many years of experience and further developments are the basis on which fully automatic high-performance systems are offered today.

The plant design, the production of all plant components as well as the construction of the control system are carried out by EMDE itself. Of course, this also includes on-site installation services with subsequent commissioning and operator training. The corresponding qualified personnel ensures this service worldwide.

Clearly, the subject of big bag handling is not quite as trivial as one might think.

TBMA case study: Robot for Galahad bag emptying machine

and emptied. After being sifted, the product is loaded into the truck through a loading chute with a dust-tight connection. All empty bags are then compressed and discarded. When the first pallet is empty, the robot automatically moves on to the second pallet. The operator then replaces the empty pallet with a full one.

MULTI-HEAD

Bulk goods such as powders and granulates are still being packaged in 25kg bags on a large scale, even when the market often demands otherwise. With the Galahad bag slitting and emptying machine, one can easily repackage from bags to big-bags, octabins, bulk trucks or bulk storage. TBMA now also offers the Galahad with an additional robot for fully automatic feeding.

VALUE ADDED LOGISTICS

Value Added Logistics (VAL) is the creation of higher added value in the logistics chain. In addition to transport, many transport companies also offer for example, the packaging, weighing and labelling of products.

This is also the case in the bulk industry: dry bulk goods are often transported in bulk quantities. From plastic to titanium dioxide, from starch to sugar and from cement to carbon black.

FULL-AUTOMATIC

For a well-known logistics service provider in Marseille, mainly active in the (petro)chemical industry, TBMA has supplied an installation for the fully automatic, fast and direct loading of bulk trucks. A robot places 25kg bags of emulsion PVC powder on a conveyor belt, which transports the bags to a Galahad full-automatic bag slitting and emptying machine. In this way, a single operator can load a 25-tonne truck in about an hour.

ROBOT TECHNOLOGY WITH IMAGE SENSOR

Two full pallets with bags are placed at the pick-up point of the robot before the operator starts the line. The robot is equipped with an image sensor to

Using these co-ordinates to control the robot arm, the bags are put on the conveyor belt. In this way, less well-stacked or shifted pallets can also be processed without any problems. The robot as well as the conveyor belt are shielded for the operator’s safety.

By using special vacuum technology, the bags are lifted one by one and put on the belt. This technology also ensures that the bags are securely sucked in, resulting in only a small loss.

The conveyor belt transports the bags into the Galahad, where they are cut open

Cost savings and regulations in the field of working conditions are increasingly leading to robotization of heavy work. The Galahad can easily be expanded with a robot for a fully automatic supply of the bags. In most cases, this also applies to preexisting Galahads.

The robot can be equipped with a single-head or multi-head. The single-head takes a single 2kg bag at a time and has a maximum capacity of 500 bags or 12.5 tonnes per hour. A multi-head can pick up a complete layer of five bags in one go, which allows a capacity up to 1,000 bags or 25 tonnes per hour. For both versions, the system can be operated by one person, making the ROI very interesting.

Single-head robot and multi-head robot for full-automatic bag feeding.

3D visualization of full-automatic Galahad bag slitting and emptying machine with multi-head robot and optional lift-tilting table.

Starlinger: sustainability and recycling for woven plastic packaging at interpack 2023

The Austrian machinery supplier showed its solutions for the sustainable use of plastic packaging at interpack 2023.

“Closed loops for plastic packaging are not only a prerequisite for counteracting environmental pollution and constantly growing mountains of rubbish, but also to conserve resources,” emphasized Angelika Huemer, Managing Partner of Starlinger & Co Ges.m.b.H. “Wherever such loops can be implemented in a sensible way, it should be done as quickly as possible. At Starlinger, we have been working on solutions to close the loop for woven plastic packaging for a number of years. Our concepts of using recycled PET or polypropylene in the manufacture of big bags and small woven bags are well received by the pioneers in the industry, and we will continue to work on them.”

BIG BAGS BECOME BIG BAGS AGAIN

A pioneering project in this regard will soon be underway: using Starlinger technology, big bag manufacturer LC Packaging, PET recycler PRT — a member of ALPLA Group, and Croatian recycler Velebit will jointly implement a closed loop for big bags made of polypropylene (PP) in autumn 2023. The big bags, which PRT uses for both the transport and storage of the input materials and the rPET granules produced from them, are recycled into rPP pellets by Velebit on a Starlinger recycling plant. LC Packaging mixes the recycled pellets with virgin material and produces tape fabric which is converted to rPP big bags. The finished big bags are then supplied again to PRT.

CLOSED PACKAGING CYCLES IN THE INDUSTRIAL SECTOR

In order to make polypropylene big bags, the most commonly used material for this type of packaging, more sustainable, Starlinger provides a pioneering solution for the packaging industry by processing recycled PP — also from post-consumer waste — on its production lines. “Starlinger customers are already producing big bags with recycled polypropylene. If the quality of the recycled material is good, high proportions of recycled content in this type of heavy-duty packaging, which has to fulfil special requirements, are no problem,” said Huemer.

With the technology for manufacturing big bags from PET as an alternative to polypropylene, Starlinger is able to offer

manufacturers in this packaging segment a solution for a completely closed packaging cycle. Properly recycled, rPET achieves properties like virgin resin and can be used up to 100% for the production of highquality packaging — see bottle-to-bottle recycling. With Starlinger systems, it is now also possible to produce big bags from 100% recycled PET.

FROM PLASTIC PACKAGING TO HIGHQUALITY RECYCLATE

Starlinger not only offers production equipment for woven plastic packaging, but also systems for the recycling and refining of plastics, which are also used in the closed-loop solutions mentioned above. Starlinger recycling technology and Starlinger viscotec play a leading role in the industry with technologies for the production of food-grade PET and HDPE recyclates as well as thermoforming films made of rPET.

With the new recoSTAR PET art PET recycling system, Starlinger recycling technology offers an energy-saving and low-maintenance machine concept that produces food-grade rPET of the highest quality and at the same time reduces production costs by around 21%. In the field of post-consumer recycling, Starlinger’s odor reduction technology helps ensure that packaging of consumer goods such as detergent and shampoo bottles can be recycled and reused in the same application, thus avoiding ‘downcycling’.

With the viscoZERO melt-phase decontamination reactor, Starlinger viscotec has developed a versatile system that produces recycled PS, PP, PE or HDPE suitable for food packaging applications and increases the intrinsic viscosity of PET. Unwanted odours are also effectively removed during the decontamination

process. The line processes production waste from fibre and textiles production, skeleton waste, strappings, or postconsumer plastic flakes.

NEW SACK CONVERSION LINE AND OTHER HIGHLIGHTS AT THE TRADE FAIR

The new Starlinger sack conversion line multiKON KXservo could also be seen in operation at the booth and produced IC*STAR sacks developed by Starlinger. In the IC*STAR production process, the cut sacks run through a welding device in which a coated sealing strip is welded onto the bottom of the sack in a continuous process using hot air in order to close it. IC*STAR sacks are characterized by material saving production, excellent protection of the product, and high strength combined with low packaging weight.

The new Starlinger sack conversion line multiKON KXservo produces IC*STAR sacks.

Big bags with a high share of recycled content, produced in a closed-loop on Starlinger machinery.

Dinnissen’s packaging solutions up to the challenge

What if one wanted to pack quickly, efficiently, hygienically and dust-free according to international guidelines? Or needed an optimal logistical solution for, say, one big bag a week or 50 big bags an hour? Or required a solution for emptying or filling barrels, bags or octabins?

Dinnissen has the answer to all these questions and a solution for every challenge.

BIG BAG FILLING STATION

The Dinnissen Big Bag Filling Station is designed specifically for the calibratable, dust-free, and ergonomic filling of big bags. Because of the modular structure of the Filling Station, the concept can be applied to a large number of customer-specific situations.

The Big Bag Filling System has many different design options: from simple and robust to highly advanced. The basic function of the filling system is filling big bags by weight. A dosing element allows the big bags to be filled calibratively. The filling system comes in different versions, that can fill big bags with different dosing systems and sizes. The big bags are preformed, which allows every corner to be filled perfectly.

Custom-made filling systems v

Designed with a focus on ergonomics v Designed, built, and tested in-house

kilos in one big bag). Different types of vibrations can be used and for unstable big bags, various testing possibilities are available. Furthermore, Dinnissen develops systems with a hygienic design. This includes minimal horizontal surface area, open profiles, components that are accessible for cleaning, choice of materials, and finishing.

For low capacities, big bags can be hung from static hooks. To be able to process a higher number of big bags per hour while keeping ergonomics in mind, automatic moving hooks are optional. The hook suspension points are moved towards the operator so he or she is able to hang the big bags on the suspension hooks without having to lean forward. After filling, the hooks automatically release the big bags.

If desired, a big bag ventilation system can also be chosen, in which the big bag is connected dust-free to an inflatable cuff and automatically unfolded and blown into shape before filling. With a venting system, the big bag can be vented with negative

pressure after the filling process to avoid dust formation. Big bags with flammable substances can be vacuumed, after which nitrogen is injected so the product can be stored atmospherically, in a protected environment. Another option is sealing the big bag.

When working with different-sized big bags, height adjustment can be added to the system. This can be done with an industrial design, as well as a hygienic solution for high-care environments (without hydraulics/hydraulic oil). Big bags can be discharged with a forklift, roller conveyor or hygienic belt. Dinnissen provides low to high-capacity filling systems, that can process up to 45 tonnes per hour.

Stabilization and compacting by v vibration

Various possibilities for hygienic v design

Aeration or de-aeration system v Vacuum and sealing options v Height adjustment possible v

MODULAR BUILD

Depending on the product and the production process, several options can be added to the base of the Big Bag Filling Station. When processing very light products such as silicas or expanded perlite, vibration can stabilize the Big Bag and compact the product (this allows more

System Integration - complete processing line (3D).

Dinnissen Big Bag Filling Station.

filling, a screen can be installed at the inlet. The Filling Station can also be expanded with an automatic pallet-infeed. Especially for producers of baby milk powder, a Big Bag Filling Station has been developed for hygienic filling of big bags in cleanrooms. This High-care Big Bag Filling Station makes it possible to fill, seal, move, and empty big bags in an ultra-hygienic way.

ABOUT DINNISSEN — SYSTEM INTEGRATION

In 1948 Dinnissen produced its first machine. Today, after 75 years, billions of people and animals consume products made with its machines, every day. Regardless of the industry, Dinnissen can optimize and innovate the entire

production process with customized solutions, all developed, produced and tested in-house. This is all complete with controls, automation and system integration.

As a system integrator, Dinnissen takes a holistic view of the production facility as a whole. Together, the company looks for optimal infill, set-up and system architecture. With the aim of maximizing output and efficiency and minimizing downtime in the smallest possible space. Dinnissen integrates all machines and systems for all process steps in one complete production line, in one system that is automated as far as possible. From specification to service — from product

intake to packaging. And from machines and systems to complete control and automation.

Moreover, to guarantee a wellfunctioning and robust production line, Dinnissen keeps sales, engineering, production, control, testing, delivery, service and the complete system integration in-house.

To this end, Dinnissen starts each project with a comprehensive inventory of the customer’s wishes and situation. Important here are the desired process steps, production quantities, available space, sustainability, return on investment and delivery time.

Innovations at STATEC BINDER

STATEC BINDER is the specialist from Austria when it comes to packaging and palletizing systems of the highest quality. Quality, precision and service are top priorities for the machine manufacturer. With 1,800 machines successfully installed in more than 85 countries worldwide, the company’s customer references speak for themselves.

The company’s customer base includes large corporations as well as small to medium-sized enterprises, and it places particular emphasis on the individualization of its machines. Whether it’s a packaging machine, a palletizing system or an entire line — at STATEC BINDER, the machines are adapted to the customer’s circumstances and requirements.

The product portfolio includes fully automatic and semi-automatic packaging machines, palletizers, big bag filling stations, bag closing systems and other packaging equipment.

Open mouth bagging machines as well as FFS (Form, Fill, Seal) machines offer customers high flexibility and a troublefree process when filling the product into PP, PE or paper bags.

In order to meet the requirements of customers in the long term, the company works to further develop their machines and services for customers. The latest innovation is the new high-speed STRATOSLINE product line. With up to 3,000 bags per hour, it is currently the fastest line on the market.

The new patented palletizing system turns the entire packaging industry upside down with its revised conveyor technology. Feeding the bags via two conveyors, the pallet is ready immediately, which can significantly increase production throughput time. In addition to the new packaging and palletizing machines in high-speed form also includes the expansion of the net scale. With the new double scale, the product to be filled can now be weighed more quickly and transported on for filling.

In addition to the brand new innovation, STATEC BINDER also worked on machine operation. The new HMI (Human Machine Interface) in 12inch format is designed to significantly support customers in handling the machine. During the design, special attention was paid to user-friendliness and simplicity of operation and navigation, which is very beneficial to customers.

DCi

Scandinavian bulk throughput recovering to pre-pandemic levels

Port of Oslo enjoys record-breaking 2022

Port of Oslo is Norway’s largest public cargo and passenger port. From Oslo, half of Norway’s population can be reached within three hours.

Oslo Port is a natural hub for logistics in Norway, with modern and efficient terminals. More than 6mt (million tonnes) of cargo are shipped by sea to and from Oslo.

As a major maritime centre, Port of Oslo is looking to expand further, meeting at the same time its ambitious targets to reduce greenhouse gas (GHG) emissions. Clear targets are set for 2030, with an 85% reduction in current GHG emissions. Efforts will continue after that so that Oslo can become a zero-emission port in the long term. In order to reach its goal of a future zero-emission port, increased sea transport is an important contribution to this green shift.

As the port is growing very rapidly, it

needs to make sure it doesn’t become a bottleneck in this development. With more lines and more vessels calling in Oslo, the port is going to the south, moving out of the city to expand further. The overall aim is to make the South Port a large energy ecosystem — to use the energy in a smarter way but also to get smoother logistics between sea and land transport.

Port of Oslo is a municipal enterprise with a separate board of directors, operating under the aegis of the municipality of Oslo. The port facilitates efficient and environmentally friendly operations to support maritime transport, monitor traffic in the municipality’s waters, and manage the port’s properties and facilities in an economical and environmentally sound manner.

The port has approximately 100 employees with a head office at Vippetangen, and other offices located

on Sjursøya.

Port of Oslo has earned ISO 14001 environmental certification for its management and operations.

In 2004, the Oslo Port Authority was reorganized as a municipal enterprise and adopted the name, Port of Oslo. HAV Eiendom (Properties) is Port of Oslo’s own real estate company, established in 2003 to develop the port’s properties in Bjørvika. The company is both a land and property developer.

MISSION & VISION

Port of Oslo is the responsible v authority for operation of the port, and for exercise of authority in the municipality’s waterways under The Port & Waters Act.

Port of Oslo is responsible for v facilitating efficient and environmentally friendly sea transport

Photo: ©Bo Mathisen.

Louise Dodds-Ely

to and from Oslo, at the lowest possible social cost, through modernization and construction of state of the art port facilities.

The port’s vision is to be the world’s v most area-efficient and environmentally friendly municipal port.

Port of Oslo aims to become one of v the world’s first emissions-free ports.å

DRY BULK

Port of Oslo 2022: dry bulk is an important segment for Port of Oslo. This segment, consisting of building materials such as cement, sand, crushed stone, and landfill materials, accounted for approximately 1.7mt in 2022, up 6.9% from 2021 and 80,000 tonnes less than 2019.

Other dry bulk cargoes include agricultural products (115,800 tonnes) and iron and steel products (130,000 tonnes).

The municipality of Oslo is growing. Residential and commercial construction, road building and maintenance, as well as grain and proteins to supply human and animal diets, all require dry bulk products. Transshipment through Port of Oslo with its close proximity to end users helps reduce the impact of road transport and emissions on the environment.

Norwegian industry uses the port to access markets for products such as leca, pellets and timber. Most dry bulk products are handled on Sjursøya. Food grains are transshipped through the grain silo at Vippetangen.

PORT OF OSLO REPORTS RECORD FOR 2022

The year 2022 was a record one for operations at Port of Oslo. Income growth results from the port gradually raising fees to align with the market and increasing cargo and passenger volumes approaching pre-pandemic figures.

PROFITABLE PORT

Port of Oslo’s core business, port operations, and development led to profit growth in 2022.

In its annual report for 2022, Port of Oslo shows an operating income of NOK448.6 million, an increase of 27.4% from 2021. Gross operating profit was NOK96.7 million. The port will reserve

Photo: ©Johnny Syversen.

Photo: ©Johnny Syversen.

operating profit for future investments. To achieve the goals in its strategic plan, Port of Oslo will make significant investments in the future: upgrading quay facilities, a new international ferry terminal, and measures to reduce harmful greenhouse gases and environmental emissions.

Port director Ingvar M. Mathisen says, “We are pleased that our core business, port operations, and development, are more profitable. Port of Oslo has traditionally kept its fees low. We are now gradually increasing prices to finance vital investments with income from our operations.”

STRATEGY PLAN DELIVERS RESULTS

Port of Oslo’s board adopted the current strategic plan in June 2022. The plan outlines seven business lines, focusing on best commercial practices while operating within the framework of governing authorities, the owner, and the harbour board. “We can already see the results of our new strategic plan. Port of Oslo has never had higher revenues. Accountability and focusing on business operations create opportunities to support maintenance and development needs. The plan also helps advance the shift to more environmentally friendly maritime transport,” says Mathisen.

Approximately 75% of Port of Oslo’s operating income comes from port-related activities: ship traffic, handling goods and passengers, and real estate development, including land and buildings. “We expect further growth in revenue for 2023 in cargo and passenger segments,” says commercial director Einar Marthinussen.

CARGO VOLUMES

There was record growth in container and vehicle imports, and ferry passengers levels have improved significantly, and are approaching pre-pandemic levels. The war in Ukraine has also led to a surge in cruise passengers. Liquid cargo was up 14.7% from 2021, though still slightly below 2019.

Dry bulk: as detailed above, dry bulk has increased by 6.9% from the previous year, and is now close to 2019 levels.

COST CUTTING IS CRITICAL

Port of Oslo must cut costs to deliver value in a tightening national and international economy. Norway expects a recession in the first half of 2023. Economic conditions could lead to reduced consumer consumption, less demand for goods, and lower cargo traffic volumes. “We must cut costs by 12% in 2023. Port of Oslo can withstand a recession by improving cash flows and more efficient use of its resources,” says Mathisen.

Photo: ©Trude Thingelstad.

Photo: ©Bo Mathisen.

Driving new levels of efficiency in dry cargo shipping with ABB

With its state-of-the-art permanent magnet shaft generator systems, ABB is helping the world’s leading bulk carrier owners and managers to enhance fuel efficiency, reduce costs and minimize emissions in line with evolving regulations.

Seeking a reduction in total annual greenhouse gas emissions from shipping of at least 50% by 2050 compared to a 2008 benchmark, the International Maritime Organization (IMO) has in recent years introduced several measures targeting more environmentally friendly vessel operations. Among these are the Energy Efficiency Design Index (EEDI), Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII), which focus on the reduction of carbon dioxide emissions per transport work.

Entry into force of the EEXI and CII measures from January 2023 is making compliance a matter of urgency, with shipping companies seeking technology solutions that improve CO2 emissions performance without fuss. One such solution, ABB’s permanent magnet shaft generator system, is quickly gaining traction in the dry cargo sector.

“Compliance with the IMO’s EEDI, EEXI and CII regulations is a priority for shipping companies today, and our permanent magnet shaft generators offer a flexible, market-ready means of achieving efficiency targets as expressed in CO2 emissions per capacity mile,” comments Michael Christensen, Global Segment Manager for Dry Cargo, ABB Marine & Ports. “Owners are also attracted to the solution for the cost savings it enables, as well as the ease with which it can be installed and maintained.”

In general, shaft generators driven by

the vessel’s larger main engine are more efficient compared to the use of auxiliary generator sets, which are powered by less fuel-efficient engines. Additionally, a vessel equipped with a shaft generator system may require lower installed genset power; and with their running hours reduced, the gensets require less maintenance. This means a reduction in both capital and operating expenditure.

ABB’s permanent magnet shaft generator systems also result in fewer electrical losses and occupy a smaller footprint than conventional shaft generator systems featuring synchronous excitation machines. Compared with equivalent induction or synchronous shaft generators, ABB’s solution cuts fuel costs by up to 4% and is lighter and easier to install and maintain. Overall, compared with the use of gensets, ABB’s permanent magnet shaft generator system delivers 15–20% greater fuel efficiency during voyages.

Offering both practicality and exceptional performance, the system has seen growing demand in the dry cargo sector and has proven its efficiency across various vessel segments, says Christensen: “Early reports indicate that the vessels are operating seamlessly, with the system meeting all expectations on fuel efficiency and emissions reduction.”

Following an order from COSCO Shipping announced at the end of 2022, China’s largest shipping company specified permanent magnet shaft generators for ten newbuild container vessels. As a result, ABB has orders for the solution across a total of 70 container ships belonging to the world’s four leading container lines.

ABB is now at the forefront as a

supplier of permanent magnet shaft generator systems for the ship newbuilding industry and Christensen highlights the technology’s potential to reduce marine emissions beyond what is possible through enhanced operational efficiency alone.

“The system delivers significant benefits to shipowners both from the commercial and sustainability point of view,” he comments. “Installing a permanent magnet shaft generator system is a good investment with very low pay-back time, especially taking into account the expected cost of new fuel types like methanol. Furthermore, thanks to ABB ‘s ACS880 Converter and Control System with D/C Link, our technology helps to future-proof vessels for new energy sources and propulsion systems, supporting owners’ long-term sustainability strategies in an ever-evolving regulatory landscape.”

Michael Christensen, Global Segment Manager for Dry Cargo, ABB Marine & Ports.

Efficiency through technology with the POLO app from Unikie

INTRODUCING THE CARBON INTENSITY INDICATOR (CII): A NEW MEASURE OF SHIP EFFICIENCY. OPPORTUNITY OR THREAT?

Shipping is one of the largest contributors to global carbon emissions, accounting for about 3% of the world’s total emissions. To overcome this challenge, the International Maritime Organization (IMO) has introduced the Carbon Intensity Indicator (CII), a new measure of how efficiently a ship transports goods or passengers. This measure is expressed in grams of CO2 emitted per cargo-carrying capacity and nautical mile.

Starting in 2023, the CII will be applicable to all internationally trading cargo, RoPax, and cruise ships of 5,000 gross tonnage and above. The yearly CII will be calculated based on data reported to the IMO’s Data Collection System (DCS), which includes ship particulars, capacity, fuel consumption, and distance travelled. The CII rating ranges from A to E, with A being the best rating and E being the poorest.

As the CII measures the actual emissions of ships in operation, the emissions at anchorage or at berth can also affect the CII. Therefore, ports and terminals can contribute to improving a ship’s CII by implementing measures to reduce emissions during port stays, such as providing shore power, incentivizing the use of low-emission fuels or equipment, and optimizing vessel scheduling to minimize idling time.

The CII may also impact ports and terminals in terms of trading patterns and competitiveness. Ships may avoid ports with poor efficiency and high congestion, which could result in a loss of business for these ports. Conversely, ports that implement measures to improve efficiency and reduce emissions may become more attractive to ships seeking to comply with CII requirements.

Overall, the CII is an important tool for reducing greenhouse gas emissions from shipping, and both ship owners and ports/terminals have a role to play in achieving compliance and improving energy efficiency. Collaboration among stakeholders will be key to achieving these goals and minimizing the potential impacts on the industry.

The Unikie POLO Port Activity App could assist in improving a ship’s CII by providing real-time data and insights into port operations, which can help optimize vessel scheduling and reduce idle time. The app can also facilitate communication between ships, ports, and terminals, allowing for more efficient and coordinated operations.

Specifically, POLO could help with the following:

Virtual arrivals/just in time arrivals: the app could provide real-time information on vessel arrival times and enable co- v ordination between ships, ports, and terminals to ensure timely berthing and reduce waiting times.

Port efficiency and delays: POLO could monitor port operations and identify bottlenecks or delays, allowing for targeted v improvements to be made to increase efficiency.

Emissions reduction: POLO could provide information on emissions during port stays and help identify areas where v emissions can be reduced through the use of shore power or low-emission fuels and equipment.

Overall, the Unikie POLO Port Activity App could help ports, terminals, and ships work together more effectively to improve energy efficiency and reduce emissions, ultimately contributing to the goal of achieving CII compliance.

ABOUT UNIKIE

Unikie, founded in 2015, is a Finnish powerhouse of technology. It develops technology for secure realtime processes and offers consulting for related demand.

The company’s services meet at the heart of three global macro trends — IoE, 5G and AI, where it enables the use of continuous situational awareness for decision making and guidance. Today, Unikie has offices in Finland, Sweden, Germany, Estonia, Poland and the United States.

Unikie’s market areas are expected to grow strongly during the next decade. The demand for its artificial intelligence, deep technology and secure solutions is growing rapidly all over the world.

From Port of Gävle’s implementation of its time slot system through POLO.

Shipshave’s delivers a low investment Cii-tool demanding no engineering

Norwegian company Shipshave AS is currently getting traction in the market with the disruptive hull cleaning solution In-Transit Cleaning of Hulls (ITCH). It is the only proven technology whereas the seafarers are in charge of the hull performance without idle time or specialists.

Shipshave chief commercial officer Eirik Eide took the time to explain the technology to Dry Cargo International, and gave a very interesting update on recent development.

ITCH combines sustainability with fuel

ITCH In-Transit Cleaning of Hulls

cost savings in a cost-competitive package. It is literally plug-n-play, not requiring training of the users. Not only is there no need for the vessel to be idle during cleaning, but the system also actually reduces the OpEx while generating freight revenues. ITCH could be described as a ‘low-hanging fruit’ for operators that seek to maintain their Cii (Carbon Intensity Indictor) rating — excellent results with a truly ‘green’ technology.

ITCH offers:

hull cleaning without hassle; v no downtime for the vessel; and v no high-cost specialists. v

Shipshave sold two pilots for ITCH in October 2020 to two progressive Norwegian ship owners. The owners have a history of being first takers of new technologies. Since that time, Shipshave has further simplified and improved its solution. As of 1 April this year, thus far the company has delivered >60 solutions to progressive buyers globally in multiple shipping segments.

‘Proactive grooming’ is a buzzword in shipping today, as opposed to brutal retroactive cleaning methods. With Shipshave’s In-Transit Cleaning of Hulls, early-stage fouling — sometimes referred to as ‘slime’ — is removed by soft brushes without damaging the paint. It is the vessel’s own crew that is in charge of the hull performance while the vessel is sailing. There is no need for either specialists or vessel idle time.

The operational speed and hull shape of both bulk carriers and oil tankers mean that they are optimal for ITCH. Recently, Shipshave sold multiple units to a major entity in the container segment, meaning that ITCH can be also operated on faster vessels — maybe car carriers, ROROs or naval vessels will be next?

1.Make sure robot and camera are charged. Assemble the robot. The towbar & arm position governs the operational side.

4.Deploy the robot on the side of the hull that the robot is assembled for.

2. Secure the winch to a strong point and connect it to power. Lead the rope out of the Panama fairlead. Bring the rope back onto the deck and tie it to the robot.

5. When ITCH reaches the ‘safe distance’, change the direction of spooling on the winch.

3. Power the robot and camera. Make sure the camera is in the recording mode.

6. Retrieve the unit. Rinse the robot and winch using fresh water. Download dataset and video. Clear the memory on the robot and camera memory before the next operation.

ITCH on a Handymax bulker’s hull in beautiful warm waters.

The basis for the sale to the container segment was Shipshave’s trials of alternative brushes capable of removing fouling beyond ‘slime’. The test vessel reported a 10% drop in fuel consumption after the trial, and the vessel in question typically consumes 100t/d at a

speed of 18 knots.

Shipshave has covered a lot of ground since October 2020, and multiple customers are now making the transition from early adopter to repeat customer. The company has achieved several ‘fleet sales’ and hopes to expand.

Shipshave is generating keen interest globally. It is now present in Singapore, Taiwan and Japan. Currently, it is pursuing sales in Greece. In June this year, Shipshave will have a booth at Nor Shipping in Oslo, Norway, where Eirik Eide will be available to answer questions.

The full team from Shipshave. The inventor Rune Freyer is the one in centre holding the ITCH.

Retrieval of the ITCH after operation.

Major extension under way at the Port of Karmsund in Norway

The Port of Karmsund is situated on the West coast of Norway. The port is western Norway’s largest traffic port and operates in the segments of cargo, cruise, fishery, renewables, real estate, offshore & subsea, aviation and project cargo. At its cargo terminal, the port has recently opened a new Border Inspection Post (BIP).

KARMSUND BULK TERMINAL AS

The Cargo Terminal at the Port of Karmsund has one of the largest flat warehouses in Norway dedicated to bulk, Karmsund Bulk Terminal (KBT). KBT operates a bulk warehouse with a capacity of 15,000m2

KBT mainly uses Hitachi wheel loaders supplied by Nasta for the unloading and loading of stored goods in bulk. With this equipment, the terminal loads and unloads ships at a rate of 600tph (tonnes per hour) and 250tph, respectively, for bulk and big bags. In 2022, the terminal handled more than 300,000t for its largest customer Biomar, and almost 10,000t of bulk in big bags for Yara. KBT is aiming for even better results this year.

KBT’s biggest partners in logistics are KTM Shipping and Navigare

Shipping & Logistics who combined have transported and handled everything they deliver. “We have a strong collaboration with the Port of Karmsund, which has provided our own quay and development opportunities for 10,000–15,000m2 of additional space in the future, so that our warehouse can grow to both existing customers and new opportunities for bulk in our region and all of Scandinavia,” says Krists Freijs, CEO of KBT.

“Karmsund Bulk Terminal AS also have plans for both the design and development

of the first partially all-weather terminal that can handle goods from ship to warehouse all under roof using a retractable plastic hall solution,” adds Freijs.

BORDER INSPECTION POST (BIP)

The Port of Karmsund, in collaboration with the Norwegian Food Safety Authority, recently finalized and opened a new veterinary Border Inspection Post (BIP) at Haugesund Cargo Terminals, Husøy.

The control station is the first and only

Karmsund Bulk Terminal.

Aerial view of Port of Karmsund.

BIP in Norway that is approved to conduct inspections of goods in big bags. Furthermore, the station is the only full-scale border control outside the Oslofjord, therefore it is also a highly anticipated establishment for future business opportunity for all regions between Egersund and Kirkenes.

Border Inspection Post.

The new BIP is located within the secure ISPS area at Haugesund Cargo Terminals Husøy. The station is in close proximity to the container terminal, the roll-on/roll-off terminal, the general cargo terminal and the dry bulk terminal. The Norwegian Food Safety Authority BIP at Husøy is fully equipped to process a wide range of goods subject to inspection.

The Port of Karmsund has applied for an extension, in order to be able to control Category 2 products at the BIP as well.

EXTENSION PLANS AT PORT OF KARMSUND’S CARGO TERMINAL

At Haugesund Cargo Terminals, Husøy, the

Port of Karmsund is carrying out the largest port development project in Norwegian history. The project includes two types of developments: an industrial area, and a terminal area.

A 150-acre industrial area is already regulated for industry and provides space for the process industry as well as storage area both outdoors and indoors, and the

port is now working to regulate an additional 100 acres. The new 65-acre terminal area will provide facilities for those in need of transshipment or bulk storage on the quayside. Six million tonnes of landfill will be loaded into the sea, to establish new land for the terminal.

The project also includes an additional 1,600m of quay front.

Versatility is key at the Port of HaminaKotka in Finland

The Port of HaminaKotka is a versatile Finnish seaport providing an excellent operating environment for international trade and industry. It serves as an important hub in Europe and in the Baltic Sea region.

Regular liner services to seaports in Continental Europe, well-functioning road transport connections, the E18 motorway,

complete infrastructure and a comprehensive range of logistics services have turned the Port of HaminaKotka into a significant logistics hub.

HaminaKotka is a port for containers, liquid and dry bulk, gas, RoRo cargo and project shipments. Being the biggest universal port in Finland, HaminaKotka provides perfect service to the Finnish

exporting industries, transit traffic and major international projects.

HaminaKotka also specializes in handling of demanding project shipments, and it has created conditions for the establishment of industrial companies in the service area of the port. The port area is designed to meet the needs of long-term growth, which is why the area has an abundance of space for

investments and extensions by industrial operators.

The location of HaminaKotka at the logistics hub makes the port truly unique –it opens up connections to all parts of the world.

DRY BULK AND BREAKBULK CARGOES

The fairway to the Port of HaminaKotka has a depth of more than 15 metres. This enables service to all vessels that can access the Baltic Sea. Warehouses suited to various product categories, large field areas and experienced port operators are key factors in handling large volumes and cargos requiring special expertise.

Bulk is primarily brought into the port by rail. The Port of HaminaKotka has a rail network spanning over 90 kilometres.

Dry bulk is handled at the Mussalo Bulk Terminal, at Hietanen South and in Hamina. Break bulk cargos include products of wood-processing industry and various types of project shipments.

Flexible co-operation between the port, port operators and logistics operators guarantees high quality transportation.

FOREST PRODUCTS HAVE A LONG HISTORY

The Port of Kotka was created for the needs of the Finnish wood-processing industry*.

The history of the wood-processing industry in the Kymenlaakso region goes back a long time, and in 2022, reached its 150th anniversary. The Verla and Inkeroinen groundwood mills, the Kymi and Kuusankoski paper mills and the Norja sawmill in Kotka were founded in 1872. The wood-processing industry shaped Kymenlaakso, and it has also played a decisive role in the emergence of the Port

* Sources:

Juhani Saarinen: Miljoonamöljä - Kotkan satama 1871–2008

Elvi Ikonen et al.: Rakennettu rantaRuotsinsalmesta Kotkan satamaan

Johanna Enqvist: HAMINA Osa II, Historiallisen ajan muinaisjäännösten inventointi 4.–15.9.2006

Port of HaminaKotka statistics

January to April 2023

of Kotka.

The roots of the Port of HaminaKotka go way back into history, because research indicates that the island of Kuorsalo, which is part of Hamina, was a well-known harbour and stopping place as early as the Viking Age. The Port of Kotka, in turn, was created in the 1870s to meet the export needs of the Finnish wood-processing industry. The creation of the port was influenced by the permission to use the island of Kotkansaari for industrial purposes in 1868. The waters surrounding Kotkansaari were deep enough for the cargo ships that were used in those days, and the port had an excellent location at

the mouth of the River Kymijoki. The River Kymijoki made it possible to float logs to the production mills all the way from Lake Päijänne further up north. Several sawmills were erected on the islands and banks of the mouth of the River Kymijoki from the early 1870s onwards. At the beginning of the 20th century, there were eight sawmills at the mouth of the Korkeakoskenhaara branch of the River Kymijoki, a groundwood mill at Korkeakoski and a board mill in connection with it. Moreover, pulp mills were built in Kotkansaari, Hovinsaari and Halla during the first decade of the 20th century.

There was increasingly frequent traffic,

and in a few years the Port of Kotka became one of the foremost export ports for sawn timber in Finland.

The Port of Kotka was founded in the area of the current Kantasatama Harbour in 1871, and the town of Kotka was established next to it a few years later in 1879. The sawmill industry provided employment, which is why immigrants arrived in the area from both Finland and abroad to earn a living and at the same time to build a new Kotka. A large workforce was needed at the port, because all work was done manually. Functions required by the port, such as customs, customs clearance room, stevedoring industry operators, ship surveyors and freight forwarding companies, were located in the areas close to the port, and in addition to these, many other entrepreneurs and merchants also sought their way to the surrounding area.

The large-scale sawmills produced a lot of timber, and at first industrial products only from the local area were exported from the Port of Kotka. In terms of the development of Kotka, it was very

important to create a railway connection to the national railway network, and the railway to Kotka was completed in 1890. The completion of the rail track also gave impetus to the establishment of a proper port in Hamina. At that point in time, port operations in Hamina were concentrated in Tervasaari, which also housed a sawmill, but as the sizes of ships grew bigger, a deep-water port in Hamina was needed.

The wood-processing industry had a crucial impact on the creation of the Port of Kotka, and it still plays a very important role in the operation of the current Port of HaminaKotka. The Port of HaminaKotka is currently the market leader in the exports of the products of the Finnish woodprocessing industry.

The port and the wood-processing industry have had and certainly continue to have a central role in the identity of the Kotka-Hamina region and of the entire region of Kymenlaakso.

MODERN WOOD -PROCESSING INDUSTRY

The Port of HaminaKotka is continuing its long expertise with wood processing.

Today, more than 40% of the exports of Finnish sawn timber are carried through the Port of HaminaKotka.

The strengths of HaminaKotka comprise frequent sea transport connections, versatile services and operators specialized in the handling of the products of the wood-processing industry. The excellent location of the port, direct access to the E18 motorway, wellfunctioning rail links, diversity of warehouses and extensive field areas enable the best service.

CONTAINERIZATION SERVICE AND BREAKBULK WOOD CARGOES

The solid experience, proficient personnel, modern equipment and machinery as well as up-to-date warehouse facilities of the port operators are a complete match to the requirements concerning the handling of the products of the wood-processing industry. A significant portion of sawn timber is nowadays stuffed into containers at the port, but the various other modes of transport render the range of services highly varied.

The Port of HaminaKotka has a long history of handling products from the wood processing industry (photo: Port of HaminaKotka Ltd archive).

With modern technologies and expertise, the Port of HaminaKotka remains at the forefront of the wood processing industry.

Sweden’s YILPORT Gävle focuses on protecting the environment

In recent years YILPORT Gävle in Sweden has shifted from diesel-fuelled equipment to a mix of electric and HVO100

[Hydrotreated Vegetable Oil]-driven equipment. And since 2022, YILPORT Gävle has only used electricity from renewable sources. In order to lower emissions further, cranes are gradually being converted to electricity, and the quays are being prepared to supply ships with onshore electricity in the future.

YILPORT Gävle General Cargo is

currently electrifying its two mobile harbour cranes, Liebherr LHM 400 and 500. While electrifying the existing equipment fleet, YILPORT recently invested in a new electricpowered Liebherr LH150 crane, which is scheduled to arrive during 2023 and is set to replace a diesel-powered Mantsinen M140. By using electricity instead of fossil fuels, these electric-powered cranes produce no harmful emissions, leading to significant reductions in greenhouse gas emissions and air pollution.

These actions will result in an estimated annual reduction of 280m³ of diesel consumption, which translates to roughly 611 tonnes of CO2-equivalent emissions in terms of carbon dioxide equivalents. As a result, the General Cargo terminal’s fuel consumption is expected to decrease by around 75% annually. The move towards electrification also helps in reducing noise levels in the terminal, making it a more pleasant and safer working environment for employees.

YILPORT Gävle has recently made significant investments in additional ecoefficient equipment. The terminal has acquired six reach stackers, two forklifts, and one empty container handler from Kalmar’s eco-efficient line. This equipment is designed to be more energy-efficient, thus helping to reduce the overall carbon footprint of the terminal.

Since 2020, the terminal has decided to only use biofuel in the equipment that is not yet electrified. These developments signal a shift towards a more sustainable and environmentally friendly approach to goods handling, which is becoming increasingly important all through the supply chain. These investments ensure the possibility for sustainable growth while maintaining a strong operational

performance and high service levels.

ABOUT YILPORT GÄVLE

YILPORT maximizes efficiency with its multipurpose terminal operator concept and brings its growth ambitions to the Port of Gävle via this integrated operational approach. The service portfolio at YILPORT Gävle can now offer end-to-end terminal operations in Gävle, thanks to the multipurpose terminal expansion.

YILPORT Gävle caters to all modes of transportation and is the only terminal in Sweden that has the equipment and infrastructure to load directly from train to vessel, making it an efficient and cost effective intermodal hub, able to service the needs of the Swedish industry.

The port has a Container Terminal and

a Multipurpose Terminal. Dry bulk and breakbulk cargoes are handled at the Multipurpose Terminal.

YILPORT Gävle is part of YILPORT Holding Inc.

MULTIPURPOSE TERMINAL

YILPORT Gävle encompasses versatile multipurpose facilities that can cater for many different types of cargo such as dry bulk, steel, cement, sawn timber, project cargo, and all ranges of paper products. Integrated warehouse to rail, vessel, and truck solutions allow YILPORT Gävle’s multipurpose terminal to offer low-cost logistics services to cargo owners. The main goal is to deliver to Swedish exporters a one-stop-shop concept that generates huge advantages.

Partnership to secure regional heat and electricity at the Port of Helsingborg in Sweden

Öresundskraft is a longstanding customer of the Port of Helsingborg in Sweden. It is also the regional energy company, and is one of the main customers within the bulk segment as, every year, it imports wooden pellets to produce district heating and electricity. As electricity prices have increased significantly in Sweden, the import of pellets during the winter season of 2022/2023 was crucial and higher then during a regular winter season. Pellets get unloaded and transported on a conveyor belt straight from the vessel at the quay into Öresundskraft’s warehouse adjacent to the port.

The year 2022 started on a high, but with inflation and staggering energy prices ended in headwind. Nevertheless, 2022’s bulk traffic at The Port of Helsingborg was steady and in line with previous year. An increase in the import of pellets and export of grains and a little decrease on the energy product side resulted in essentially the same handled volumes as 2021.

The turnover for bulk traffic increased from SEK

Unloading pellets from the vessel Launkalne at the Port of Helsingborg (photo: Jan Gustavsson).

23 million in 2021 to SEK 28 million in 2022 mainly due to the situation in the Swedish electricity market that made Öresundskraft increase its import of wooden pellets.

BULK TRAFFIC AT THE PORT OF HELSINGBORG

There are two main flows of bulk cargo that are handled directly by the port’s customers. Grains at the Grain Terminal that are handled by the Swedish Grain Association and energy products at The Energy Terminal are handled primarily by Preem and Nordic Storage.

Other large bulk flows are forest products in the form of raw logs that is imported by Gyllsjö Wood Industries and wooden pellets as mentioned above, these transactions are managed through the port’s commercial division.

ABOUT THE PORT OF HELSINGBORG

The Port of Helsingborg handles containers as well as bulk and breakbulk cargo. It is the second-largest container port in Sweden and one of the leading ports in northern Europe. Every year it handles around 275,000 TEU by sea and 25,000 TEU by rail. With efficient transport solutions by railway, road, and sea, day and night, all year round, the Port of Helsingborg provides unique infrastructural opportunities for shipping companies, conveyors, and forwarding agents.

The Port of Helsingborg has three major harbours: the South Harbour; v the West Harbour; and v the North Harbour. v

The West Harbour mainly handles large volumes of containers, while the North Harbour focuses on ferry traffic.

The South Harbour is the most versatile part of the Port of Helsingborg, with terminals equipped for various types of goods. The Skåne Terminal handles RoRo traffic, project loads, and stuffing/stripping. The warehousing involves, for example, tomato paste in

barrels, sheet steel and paper rolls, and metals like aluminium, copper, and steel. Some of the warehouses are specially adapted for storing fruit and vegetables. The South Harbour also has a berth for cruise ships with a length of up to 250 metres.

As the name indicates, The Grain Terminal at the South Harbour is specially adapted for storing grain. The silo facility in the terminal is operated by Lantmännen, which handles its cargo through an unloading/loading dock.

The Energy Terminal has three docks for cargo ships and is particularly suited for unloading/loading energy products.

Full to the brim: wood pellets at the Port of Helsingborg (photo: Zandra Lindell).

The Port of Helsingborg also imports raw logs (photo: Jan Gustavsson).

Norway’s Port of Arendal: boom in cargo throughput over the last six years

The Port of Arendal is probably the oldest port on the southern coast of Norway. It has the shortest distance to the European mainland from any Norwegian port. The port is a fully owned subsidiary of the City of Arendal.

The growth in cargo volumes handled at the port over the past six year is second to none, reaching a total of 1.2 million tonnes in 2022. At 240 metres long, 40 metres wide, and 15 metres deep the port can accommodate ships up to Panamax size.

The port provides outdoor storage, indoor warehousing, multipurpose cranes, long-term rental opportunities; supplies green shore power and can accommodate all kinds of cargo.

The Port of Arendal currently owns and operates three terminals:

Eydehavn: for general cargo, dry bulk, v break bulk, containers and roro. The terminal is only a short distance from

the open sea. It offers highly competitive prices, and boasts deep water approaches and quays.

Major customers at the Eydehavn terminal include: Mesta, GC Rieber, Franzefoss, CSUB, FSH, Bergene-Holm and many more. Typical products include breakbulk and dry bulk — salt, dolomite, biomass, gravel and agribulk.

The terminal is equipped with two large mobile harbour cranes with lifting capacities of up to 145 tonnes; the newest of these cranes was purchased in 2022. Shore power has been available for ships since 2017, and there are plans for a new ammonia factory by 2027. The Port of Arendal will offer fossil-free fuel to ships from 2027/2028.

The Port of Arendal is starting work on a roro/container operation in 2023 related to Morrow batteries, which is currently in the process of

establishing its 43GWh Gigafactory which utilizes 100% renewable hydroelectric power to manufacture batteries with the lowest possible CO2 footprint. The factory will be operational in Q4 2024.

Further development is taking place at the Port of Arendal, on approximately 3.5 million square metres close to the port.

Sandvikodden tank storage facility: v Customer is Preem. Present product is HVO (Hydrotreated Vegetable Oil).

Cruise terminal: city centre. v

The Port of Arendal has a further advantage: without direct cable connection to major water power plants close to the port, it can offer green power earlier than other regions. Combined with a deep water port focusing on customer demands, the Port of Arendal is preparing this area and the whole port for further growth. DCi

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