Lee Nesbitt, ProStack, considers the ways a radial telescopic conveyor has helped improve material handling operations at a Liberian port.
Sue Griffith, Martin Engineering, explores the ways in which efficient scheduling can offer long term solutions for bulk handling operators. 23 Specifying silo protection equipment
Lars Orzelkiewicz, ENVEA, outlines the risk of pressure related issues to silos and ways in which properly specified silo protection equipment can mitigate these risks.
Jignesh Patel and Eric Maynard, Jenike & Johanson, Inc., discuss six important considerations to take into account to avoid silo failure and ensure safe and reliable operations.
36 Emerging developments in port logistics
Frank Enderstein, TAKRAF Group, discusses current market conditions in the shiploader and unloader market and new trends impacting the industry.
42 Unlocking fuel savings for the dry bulk sector
Kazuaki Masuda, Nippon Paint Marine, shows how optimising hull coatings can provide a smart solution for reducing emissions in the short term.
48 Closing the gap
Andrew Easdown, Ocean Technologies Group, highlights how CMS adoption is reshaping the dry bulk sector, driving it toward a future of continuous improvement and competitive advantage.
52 A commitment to efficient shipment
Konstantinos Kyriakopoulos, DeepSea Technologies, discusses the innovations transforming dry bulk operators’ ability to measure and optimise ship efficiency. Material that’s stuck in
is frustrating. It’s not
EFFICiENT OFFSHORE ROCK
Telestack was commissioned by DEME Group, a leading marine engineering and offshore energy company, to design, build, and install a material handling system. This included 2 x AP 1500 D3 wheel-mounted apron feeders and 2 x TB 52 (170ft) radial telescopic shiploaders. The system is used to load 10-60 (500mm -20”) offshore rock material onto a Flexible Fall Pipe Vessel (FFPV). Its radial and telescopic design allows precise placement of material, reducing the need for excavator work onboard and increasing overall loading efficiency and tonnage rate.
Welcome to the Summer 2025 issue of Dry Bulk! When considering the focus for this issue’s comment, I had originally been leaning towards the seemingly inescapable topic of tariffs and the impact of recent events on bulk shipping. Perhaps I would provide a play-by-play of some of the highs and lows (both figurative and literal) since ‘liberation day’? Another angle would be to try and decipher the US administration’s seemingly ineffable game plan and provide a forecast for the coming months.
However, lacking both access to a crystal ball and the willingness to put myself through such a trial only to see the results be rendered obsolete by presidential decree before ink even hit the page, I’ve decided to spare myself – and, as a consequence, you – from yet another piece of commentary on this topic –especially with so many more able contributors already doing a fine job. So, with the meta-narrative introduction almost complete, where then to actually focus this comment? The weather, naturally.
The UK has just enjoyed its driest Spring in 50 years, and its warmest ever on record – all adding to the tally of disconcerting climate milestones that have been piling up over recent years. The Met Office reports that when looking at records dating back to 1884, eight of the last ten warmest Springs in the UK have occurred since 2000, with the three warmest occurring all since 2017. And that’s just the UK. Globally, temperatures are on the rise, driven largely by CO 2 emissions from human activities, particularly industry. So, what can be done to drive done the carbon footprint of the shipping sector?
In a recent article on DryBulkMagazine.com ( https://bit.ly/4kwLe0R ), AXSMarine’s Esther Chua highlights a number of strategies for decarbonising the dry bulk shipping sector. Perhaps unsurprisingly, the adoption of low-carbon fuels like LNG, hydrogen, ammonia, and biofuels look set to play a major role in the process. Of these, LNG seems to be the most viable option, at least for now. Biofuels could be combined with conventional fuels and used in existing engines with minimal changes, thus providing an immediate impact. However, they the share same challenges of scalability, availability, and storage issues faced by hydrogen and ammonia.
Other routes to decarbonisation listed in the article broadly fall under the scope of optimising existing processes and include voyage planning and speed management, both of which can eliminate the need for idling near ports and burning excess fuel, thereby saving both time and money. Sharing a similar theme, operators should also be looking to maximise vessel utilisation wherever possible. Chua also suggests opting for larger vessels and fully loading ships to max capacity, thus reducing the number of voyages required and minimising per-unit emissions.
And no discussion of decarbonisation would be complete without mentioning carbon capture. Whilst onboard carbon capture is still very much in its infancy, pilot projects have shown that it could be used to capture up to 90% of emissions from shipping. Echoing the rollout of CCUS onshore, challenges involving storage, regulation, and energy requirements remain.
The journey to decarbonisation is, as Chua states, “complex”, but Dry Bulk will keep
up to date along the way!
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WORLD NEWS
SINGAPORE Eastern Pacific Shipping and
Avikus
sign retrofit contract for AI-based autonomous navigation solution
Eastern Pacific Shipping (EPS), a global leader in ship management with a strong commitment to innovation and decarbonisation, has signed an installation contract with Avikus, a subsidiary of HD Hyundai and a pioneer in maritime autonomous navigation. The agreement will see Avikus’ HiNAS Control, SVM and HiNAS Cloud systems deployed on two EPS-managed vessels – a bulk carrier and a suezmax tanker. The signing ceremony took place in Singapore with Mr. Sachin Saharawat, EPS’s Technical Director, and Mr. Dohyeoung Lim, Avikus’s CEO, in attendance. Under the agreement, Avikus will install its AI-powered HiNAS Control solution, including hardware and software, along with HiNAS Cloud, an advanced analytics platform for shore-side fleet monitoring. The scope also includes full commissioning and a comprehensive training programme encompassing onboard and ongoing online crew education.
This marks Avikus’ first commercial retrofit contract outside Korea, reflecting growing global demand for practical, AI-driven maritime solutions that enhance safety and fuel efficiency. “EPS is proud to lead the industry in adopting cutting-edge technologies that support safer, smarter and greener operations,” said Mr. Sachin Saharawat, Technical Director at EPS. “This partnership with Avikus will enable us to accelerate our digital transformation while delivering measurable performance and sustainability gains across our fleet.”
HiNAS Control leverages real-time sensor fusion and machine learning to support autonomous navigation and optimise routing decisions. By allowing for more precise control of vessel operations in diverse sea and weather conditions, it significantly reduces fuel consumption. Complementing this, the HiNAS Cloud equips shore-based teams with advanced voyage analytics and decision support tools. Together, the integrated solution substantially improves operational efficiency and reduces emissions.
“We are honoured to partner with EPS, a global frontrunner in maritime digitalisation,” said Mr. Dohyeoung Lim, CEO of Avikus. “This agreement validates the strength of our autonomous technology and its ability to deliver tangible fuel savings and safety improvements. We are excited to expand
our international retrofit footprint through this milestone collaboration.”
Avikus, backed by HD Hyundai, has successfully equipped over 350 vessels with its navigation assistance systems, spanning both newbuilds and retrofits. With tightening global regulations and rising stakeholder expectations, the maritime industry is increasingly turning to autonomous technologies to navigate toward safer, more sustainable operations.
JAPAN Marubeni invests equity in Gearbulk Holding AG
Marubeni Corp. has reached an agreement to invest in Gearbulk Holding AG the world’s largest open hatch shipping operator, headquartered in Switzerland. The investment will be executed upon the fulfilment of certain preconditions. Following this Investment, Gearbulk will become an equity-method affiliate of Marubeni. Since its foundation in 1968, Gearbulk has specialised in the operation of open-hatch vessels. With a focus on the transportation of semi-finished products such as pulp and steel, Gearbulk has earned a strong reputation among shippers worldwide by leveraging its advanced expertise to provide high value-added transportation services, including the simultaneous carriage of both small and large cargoes. As of 20 January 2025, Gearbulk has become a consolidated subsidiary company of Mitsui O.S.K. Lines, Ltd. (MOL).
Marubeni, through its Singapore-based subsidiary MMSL Pte Ltd, has been engaging in the vessel ownership business for many years and has built a strong partnership with Gearbulk through over 20 years of chartering and leasing transactions. By providing Gearbulk with Marubeni’s vessel ownership capabilities and global network, Marubeni aims to contribute to the sustainable enhancement of Gearbulk’s corporate value.
Through this Investment, Marubeni will further strengthen and expand its vessel ownership and operation functions. In collaboration with Gearbulk and MOL, Marubeni will also pioneer new business domains in open hatch vessel operations, aiming to maximise revenue opportunities and drive further growth in its shipping business.
WORLD NEWS
DIARY DATES
TOC Europe
17 - 19 June 2025
Rotterdam, the Netherlands www.tocevents-europe.com
POWTECH TECHNOPHARM
23 - 25 September 2025
Nuremberg, Germany www.powtech-technopharm.com
TOC Africa
17 - 18 September 2025
Tangier, Morocco www.tocevents-africa.com
Antwerp XL
14 - 16 October 2025
Antwerp, Belgium www.antwerpxl.com
TOC Americas
21 - 23 October 2025
Panama City, Panama www.tocevents-americas.com
Global Grain Geneva
11 - 13 November 2025 Geneva, Switzerland www.fastmarkets.com/events/ global-grain-geneva-2025/
To stay informed about industry events, visit Dry Bulk Magazine’s events page: www.drybulkmagazine.com/events
NORWAY Golden Ocean and CMB.TECH announce merger
Golden Ocean Group Ltd and CMB.TECH NV have announced that they have signed an agreement and plan of merger for a stock-for-stock merger, as contemplated by the term sheet previously announced on 22 April 2025. The transaction is structured as a merger, with Golden Ocean merging with and into CMB.TECH Bermuda Ltd., a wholly-owned subsidiary of CMB.TECH, with CMB.TECH Bermuda as the surviving company (the Merger). In the framework of the Merger, each outstanding common share of Golden Ocean will be cancelled and ultimately exchanged for newly issued CMB.TECH ordinary shares at an exchange ratio of 0.95 ordinary shares of CMB.TECH for each common share of Golden Ocean (the Exchange Ratio), subject to customary adjustments for events that may take place prior to completion of the Merger (including share buybacks, share issuances and/or dividend distributions). Upon completion of the Merger, CMB.TECH would issue approximately 95 952 934 new ordinary shares (the Merger Consideration Shares), assuming the Exchange Ratio is not adjusted.
The Merger will create one of the largest listed diversified maritime groups in the world with a combined fleet of approximately 250 vessels. More information can be found in the presentations on the CMB.TECH and Golden Ocean websites that were used during the Capital Markets Days held on 24 April and 29 April 2025. Upon completion of the Merger, CMB.TECH shareholders would own approximately 70% (or 67% excluding treasury shares) of the total issued share capital of CMB.TECH and Golden Ocean shareholders would own approximately 30% (or 33% excluding treasury shares) of the total issued share capital of CMB.TECH, assuming the Exchange Ratio is not adjusted.
The Merger Agreement has been unanimously approved by CMB.TECH’s Supervisory Board and by Golden Ocean’s Board of Directors and its special transaction committee composed solely of disinterested directors of Golden Ocean’s Board of Directors (the Transaction Committee). As mentioned in the 22 April 2025 announcement, the Transaction Committee has received a fairness opinion from its financial advisor DNB Carnegie, part of DNB Bank ASA, concluding that the Exchange Ratio is fair to Golden Ocean’s shareholders from a financial point of view. The consummation of the Merger remains subject to customary conditions, including regulatory approvals, Golden Ocean shareholder approval, effectiveness of a registration statement on Form F-4 to be filed by CMB.TECH with the US Securities and Exchange Commission (SEC) and obtaining approval for the listing of the Merger Consideration Shares on the New York Stock Exchange (NYSE). Upon completion of the Merger, Golden Ocean will delist from the Nasdaq Global Select Market (Nasdaq) and Euronext Oslo Børs. CMB.TECH will remain listed on the NYSE and Euronext Brussels and will pursue a secondary listing on Euronext Oslo Børs subject to completion of the Merger. CMB.TECH will prepare and publish an EU prospectus exempted document in connection with the admission to trading of the Merger Consideration Shares on Euronext Brussels and Euronext Oslo Børs. Assuming timely fulfilment of the relevant closing conditions, the parties aim to complete the Merger in the 3Q25.
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WORLD NEWS
AUSTRALIA NORDEN inks logistics project in Australia
NORDEN has signed its first port logistics project in Australia with existing dry cargo freight customer, the Australian developer and operator of iron ore mining projects, Kimberley Metals Group (KMG), further expanding the partnership.
With the new project – situated in the port of Wyndham in Western Australia – NORDEN will provide additional assets for the existing transhipment operation, loading iron ore from the port onto barges and on to the ocean-going vessels.
“We are excited to continue the growth of NORDEN’s logistics activities by entering into an agreement with KMG, taking our existing partnership to a new level by combining our freight services with our expertise within logistics to optimise KMG’s entire port-to-port supply chain,” says Anne Jensen, COO at NORDEN.
The contract also entails a fixed-term charter arrangement with an option to extend. The first barge is expected to launch in July this year.
With this entry point in the Australian logistics market, NORDEN continues to identify and evaluate opportunities to further grow its integrated logistics and freight solutions among new and existing customers in Australia.
“The new agreement is a natural next step on NORDEN’s strategic journey within logistics, servicing customers on a deeper level and becoming even more relevant to them, continuously using the strong synergies across NORDEN’s integrated freight solutions,” Anne Jensen concludes.
GREECE Pyxis Tankers announces loan commitment for potential fleet expansion
Pyxis Tankers Inc. an international shipping company, has announced that it has signed a commitment letter with an existing bank for a “hunting license” loan facility of up to US$45 million in
order to finance the potential acquisition of up to two modern vessels, consisting of product tankers between 45 000 and 115 000 dwt and/or dry bulk carriers between 60 000 and 85 000 dwt.
Advances under the Facility, which can be as much as 62.5% of vessel purchase value, can be drawn-down anytime for a period of up to 18 months after closing of the Facility, which is expected to occur during June 2025.
The balance of the purchase consideration would consist of cash equity on hand from the Company. Borrowings under the Facility would have an average interest rate of SOFR + 1.9%.
Each advance under the Facility would be repaid on quarterly basis over 5 years from drawdown. The Facility would be secured by, among other things, any vessels acquired with the proceeds of the Facility and will contain certain financial and other covenants. The Company would incur a nominal fee to the lender during the drawdown period of the Facility. The closing of the Facility is subject to satisfactory execution of customary loan documentation.
BRAZIL Vale and Petrobras announce a partnership to test fuel with renewable content on bulk carrier
Vale and Petrobras, through Petrobras Singapore, have announced a commercial partnership to supply a ship chartered by the mining company with Very Low Sulfur (VLS) B24, a marine fuel with 24% second-generation biodiesel. In collaboration with the company Oldendorff Carriers, the bulk carrier Luise Oldendorff was fuelled in Singapore, on Tuesday 22 April, for testing purposes.
The product was formulated by Petrobras Singapore (PSPL) itself in its locally leased tanks, by blending 76% fossil fuel oil from the refineries of the Petrobras System and 24% UCOME, a biofuel originating from the processing of used cooking oil (UCO), purchased in the region.
Rahul Sharan, Drewry, outlines how demand from India and China is set to drive dry bulk shipping as global policy shifts upend the industry.
he international dry bulk shipping market is in its most uncertain stage with a mixed outlook for leading dry bulk commodities. Iron ore, coal (coking and non-coking), grains, and minor bulk trades will experience different dynamics, significantly affected by events unfolding in Asia. China, more specifically, remains at the epicentre of demand trends in the majority of commodities, with supply-side interruptions and geopolitical changes injecting additional layers of complexities.
Iron ore
Looking back – iron ore imports were up by 2% in 2024 and are expected to increase by a further 3.1% in 2025. The increase in 2024 was largely due to China’s stockpiling activity amid relatively subdued steel production. China imported 1269 million t of iron ore in 2024, up 3% y/y, and accounted for about 75% of global iron ore imports. The all-time-high volume was supported by strategic building up before Lunar New Year holidays and competitive prices, which dropped 8.5% compared to 2023.
Notably, China’s iron ore inventories at ports hit 149 million t as of December 2024. As this stock indicates cautiousness, it also shows firm demand by blast furnace steel mills, which remained in production scale due to cost benefits compared with electric arc furnace (EAF) mills. As a result, even with reduced total steel production, blast furnace iron ore demand was strong.
Moreover, the iron ore supply is set to grow globally as new projects in Guinea and Australia come into production. Rio Tinto’s Simandou mine in Guinea, which is set to start shipping by late 2025, has the potential to be a game-changer, potentially boosting global supply to levels that suppress prices and put marginal producers out of business. In Australia, supply increased in 2024 as a result of increased production at Rio Tinto’s Western Range, Fortescue’s Iron Bridge, and Mineral Resources’ Onslow project.
While China’s imports will be robust in 2025, a structural shift in the steel industry may bear down on long-term iron ore demand. China is targeting the use of EAF steel production to be raised to 15% by 2025 and put approvals for new blast furnace developments on hold. Only new EAF plants gained permits in 2024 as a distinct move away from heavy dependence on iron ore-based manufacturing was seen.
Coking coal
Coking coal trade fell 4.7% in 2024 as major importers other than China and India cut their appetite. China’s imports increased by 8.7% to 53 million t despite soft steel demand and a major shift from seaborne to inland supplies from Russia and Mongolia.
With the new rail from Mongolia’s Tavan Tolgoi deposit now in operation, Mongolia’s contribution to China’s imports of coal increased from 30% in 2020 to 48% in 2024, becoming the leading supplier.
At the same time, sanctions on Russian coal enabled China to purchase coal at discounted prices, pushing Russia’s market share in Chinese imports up to 26% in 2024. Australia’s market share, by contrast, dropped to 7%, from 53% in 2019. Although the de facto import ban was terminated, Australian coal lost market share as China sought land-based substitutes, dampening tonne-mile demand.
India, though, remained a major importer. Local production fell with an unusually severe monsoon season, and new addition to coal-based steel production capacities stimulated further demand. Other places saw imports by the EU, Japan, South Korea, and Taiwan fall back as steelmakers in these markets continued to move toward EAFs, which use more scrap steel.
In 2025, the prospects for coking coal are also mixed. While India is likely to experience robust demand given its growing steel capacity, the ongoing US-China tariff war, changing CBAM policies in Europe, and the continuity in Russia-Ukraine war are likely to shape global trade patterns. In the same vein, China’s transition to Russia and Mongolia is likely to persist, further squeezing seaborne volumes.
Non coking coal
Non-coking coal imports decreased by 3% in 2024, with most of this decline occasioned by lower demand from the EU, South Korea and India. The shift towards renewable sources of energy in Europe intensified, while domestic production increased in India. Nonetheless, Asia Pacific still held sway, with more than 85% of the world’s trade in coal.
China’s imports rose by 1.2% in 2024 as policy incentives boosted stockpiling. Coal-based power generation continued to be a part of China’s energy mix, keeping demand robust. India’s imports, however, fell by 5% because of higher domestic production and a strategic move to minimise dependence on imports. However, with coal-based generation likely to rise by 16% by 2030 from 2022 levels, India’s import dependence is not going anywhere.
Vietnam was the emerging player, entering the top five importers with a 24% increase in imports to 46 million t. Lower hydropower production in 2024 and peak energy demand helped fuel the increase. Nevertheless, Vietnam’s future seaborne coal imports may be affected by the development of a 6 km conveyor belt that will facilitate direct imports from Laos.
Even with structural changes away from coal, volumes of trade are projected to hit a peak as early as 2027, as demand will decline in the advanced economies. However, it will continue to rise in nations such as India, Vietnam, and Thailand, coupled with weather-related volatility in renewable energy production; the support to imported demand for coal in Asia will act as a short-term cushion.
Minor bulk
Minor bulk trade grew by 4% in 2024 due to increased bauxite, soybean, fertilizer, and steel product volumes. The global trade
of steel products stabilised at 650 million t. Chinese exports broke records, eclipsing other market leaders such as Mexico and Japan. The changing pattern of trade was particularly apparent in countries such as Colombia, South Korea, and Thailand, where Chinese exports displaced previous suppliers.
Trade in bauxite increased by 10%, stimulated by the increased demand in China and the EU. Demand grew in China, in line with its demand for green energy and electric vehicles. Supply growth was not adequate enough to bridge demand, thus leaving a supply deficit and increased prices. CIF prices of Guinean bauxite climbed to US$105/t through December 2024, whereas Australian bauxite prices moved up to US$82/t.
The supply deficit was attributed to a number of disruptions in Guinea, including transshipment delays because of adverse weather, new mandates from government to encourage local processing, and project delays. Specifically, in December 2024, Guinea agreed with China’s State Power Investment Corp to build a bauxite-to-alumina plant. In the meantime, Emirates Global Aluminium suspended exports to speed up the development of refineries.
Soybean trade also grew by 6% during 2024, supported by a rise in Chinese imports and a robust harvest in Brazil. EU imports decreased as domestic output increased. Trade in 2025 is set to stay at a high level, with Brazil on the brink of a record crop that will compensate for an anticipated decline in US exports due to potential trade tensions with China. China’s soybean imports are likely to increase as a result of expanded crushing capacity and supportive prices. Brazil is emerging as a more desired supplier than the US as a result of lower costs and lower geopolitical risks, though La Niña-related weather disruptions in South America may be a risk.
Dynamics of fertilizer trade changed dramatically in 2024. Despite the global supply being large, it decreased in Egypt and China. Egypt encountered gas shortages, while China curtailed exports to defend local availability and prices. Prices were above pre-pandemic levels because of high demand and restrictions in trade.
Despite the sanctions, Russia and Belarus were able to keep their potassium exports strong by expanding their importer base. European buyers, influenced by China’s declining supply, further looked towards Egypt. Over the next five years, fertilizer production is anticipated to remain strong, boosted by new capacity additions in the Middle East and Far East Asia.
Conclusion
In short, although every commodity group in the dry bulk sector has its own distinct set of challenges and opportunities, demand from Asia – particularly China and India – will be the primary driver for the Dry bulk shipping sector in 2025 – 26. Supply chain realignments, changing trade policies, and shifting industrial priorities will continue to redefine global dry bulk trade patterns, with repercussions for tonne-mile demand, freight rates, and fleet deployment strategies.
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Lee
Nesbitt, ProStack, considers the ways a radial telescopic conveyor has helped improve material handling operations at a Liberian port.
iberia, located on the west coast of Africa, is a country rich in mineral deposits, including iron ore, gold, and diamonds. Mineral extraction in Liberia has been a prominent export and a key contributor to the country’s gross domestic product. According to GlobalData, Liberia is the world’s thirteenth-largest producer of iron ore in 2023, with output up by 2% over 2022. Over the five years to 2022, production from Liberia decreased by a CAGR of 0.87% and is expected to rise by a CAGR of 0.05% between 2023 and 2027.
Efficient port operations are vital for the iron ore industry in countries such as Liberia because they streamline bulk material handling – minimising turnaround times and logistical holdups – to ensure that minerals like iron ore can reach global markets quickly and cost-effectively.
Conveyor systems play a crucial role in enhancing efficiency in port operations, while also reducing labour costs and improving overall safety. Unlike traditional loading methods that rely on truck hauling or manual handling, conveyors provide a continuous, high-speed flow of material, significantly reducing loading and unloading times.
By minimising manual labour, they also lead to cost savings and a lower risk of workplace injuries or contamination. From an environmental perspective, electrically powered conveyors produce fewer emissions compared to diesel-powered alternatives, making them a more sustainable choice for bulk material handling.
Further efficiencies can be gained by radial telescopic ship loading, which allows the equipment
operator to load, trim and hatch change from one fixed feed in point. With the feed in point staying fixed, the result is fewer machine movements whilst loading, resulting in increased efficiency and reduced risk of demurrage penalties during the ship loading process. Combined with hydraulic raise lower features, radial conveyors can transport into the vessel, complete set up, load and manoeuvre.
The addition of mobility greatly increases the value radial conveyors bring to ports, allowing the equipment to be rapidly deployed to the quayside and put back into storage when the loading process is concluded. This manoeuvrability and small footprint allow the berth to be re-purposed when ship loading is not in operation.
These advantages are particularly relevant in the deployment of a ProStack TW 42-170 at a port handling iron ore in Monrovia, Liberia. The TW 42-170 conveyor was integrated into a two-phase material handling process, ensuring efficient stockpiling and vessel loading while maximising mobility and operational flexibility. The conveyor, which was engineered in the ProStack centre of excellence in Northern Ireland and built in the Terex Malaysia facility, was transported to Liberia in five 40 ft high-cube containers, utilising a lattice design to reduce weight. The assembly process took two weeks and was completed by one ProStack field service technician and four local labourers. Once in operation, the conveyor’s ability to streamline both stockpiling and ship loading has improved operational efficiency while supporting safer and more environmentally friendly practices.
Customer requirements
The customer required a solution that could efficiently stockpile iron ore into closed warehouses and at a later stage load the material onto Handymax vessels (50 000 dwt) at a rate of 1500 tph. The system needed to be mobile, self-propelled, and capable of seamless movement between warehouse stockpiling and ship loading operations.
The ProStack TW 42-170 rotating telescopic conveyor was selected due to its capability to operate in both phases of material handling while maintaining mobility.
The design featured a 170 ft (52 m) long rotating telescopic conveyor with a 42 in (1050 mm) wide belt, capable of 270° radial movement. A tracked tugger was integrated to enable mobility across the site, allowing efficient repositioning as needed.
In terms of stockpiling capabilities, the system featured automated stockpile pattern configurations to maximise capacity and access, while reducing material degradation, contamination, and compaction, with a total stockpiling capacity of approximately 182 176 t.
Operational features included a PLC-controlled speed variation system that allowed improved stockpile quality and desegregation. A wireless remote control enabled flexible operation, allowing the user to control the conveyor either from the vessel or remotely.
Figure 1. Rear view of the 170 ft (53 m) long telescopic conveyor.
Figure 2. ProStack's telescopic conveyor comes complete with a tracked tugger for added mobility.
Figure 3. The belt cover on the TW 42-170 helps to minimise dust levels and supports compliance and safety.
Operational phases
During Phase 1, mined and processed iron ore was transported by rail to Monrovia. Upon arrival, the material was offloaded and stockpiled in a closed warehouse using the mobile telescopic conveyor, where it remained until the shipment was ready. In Phase 2, once a Handymax vessel docked, the stockpiled iron ore was transferred from the warehouse using the mobile conveyor system. The material was then loaded onto a mobile ship loader, which fed the ore into individual hatches of the vessel.
Environmental considerations
The Monrovia port benefited from the TW 42-170's plug-in electric power system that minimises fuel consumption, resulting in improved energy efficiency while having lower greenhouse gas emissions compared to diesel-powered alternatives. Further environmental advantages gained included reduced dust emissions during material handling via enclosed belt with covers, supporting compliance with environmental and safety regulations.
Safety features
walkways for rapid shutdown in emergency situations. Additional safety measures included material and zero-speed sensors to detect belt slippage or overload, along with an enclosed head shroud featuring a directional-only rubber chute to further enhance operational safety. Finally, dual walkways were incorporated to provide safer and more convenient access for maintenance.
Conclusion
The ProStack TW 42-170 telescopic conveyor met the customer’s requirements by providing a highly mobile, efficient, and safe solution for iron ore handling in Liberia. The ability to seamlessly operate in both stockpiling and ship loading phases with a single conveyor system significantly enhanced operational efficiency.
Mobility, through the tracked tugger system, allowed quick relocation to different parts of the site, reducing downtime, and improving material flow. Automated stockpile patterns optimised material organisation, minimising contamination, and ensuring consistent product quality. Safety and dust control measures further improved operational sustainability and
Simple scheduling
Sue Griffith, Martin Engineering, explores the ways in which efficient scheduling can offer long term solutions for bulk handling operators.
nscheduled downtime of belt conveyors in bulk handling operations can be calculated in cost per minute. For sanity’s sake, do not calculate this! It might reveal the severe logistical and scheduling inefficiency of service contractors and equipment manufacturers and seriously raise your blood pressure.
Generally, when operators install retrofitted conveyor solutions, they focus on the up-front price with little consideration for the cost of ongoing service, maintenance costs, and supply chain. But down the road, when critical service or parts are needed, the cost
per minute difference between days and weeks of downtime or keeping the system limping along at 25 – 50% production can amount to an entirely new equipment retrofit.
Research published by the Australian Coal Association indicates the cost of downtime is in the order of five times the cost of replacing the component. When the root cause of downtime is related to the basic
conveyor design, the downtime cost is approximately two times the cost of the redesign. 1
At first, these ratios may seem to be erroneous or even backward but consider that a component failure often involves maintenance with a relatively short downtime window for replacement, whereas a basic design mistake often involves a significant capital expense and a prolonged outage for correction.
This is why having a close relationship with equipment manufacturers and/or their certified contractors that offer responsive 'factory direct' products and services is important to the cost of operation. The main factors to consider are service availability, technical expertise/safety, and supply chain logistics.
Service availability
The mystery of the 'disappearing manufacturer’s rep after installation' is a tale as old as the Industrial Revolution. Reliable and timely site visits are a hallmark of a solid partnership between the operator and the factory-direct manufacturer. Service technicians and certified representatives who are available during problem-free uptime are likely to be responsive during panic-inducing unscheduled downtime.
Site visits are also not arbitrary. A reputable equipment manufacturer representative will examine not just their components but the entire conveyor system, offering preventative maintenance support. The goal is to find indicators of the causes of downtime and offer practical and timely solutions. For example, Martin’s Walk the Belt programme is specifically designed for predictive maintenance. A Martin Service Technician (MST) or certified contractor will physically examine the entire system with an extensive checklist and then write a report, often with photos, of observations, recommendations, and solutions to improve safety and efficiency.
Technical expertise and safety
Experts have 'seen it all' until they have not, and that is when their expertise is tested and safety becomes an issue. Outside service contractors may be generally familiar with systems and maintenance procedures but often face a steep learning curve when servicing new equipment designs. The top equipment manufacturers consistently iterate on previous designs, seeking to improve safety and efficiency. Factory-direct technicians and certified contractors from these reputable equipment manufacturers respond quickly to calls and arrive equipped to diagnose and solve issues, minimising downtime.
Most operational site managers strive to maintain the highest workplace safety standards. If external contractors do not operate to the same level, they risk being ejected from the site. In addition to stringent conveyor and flow equipment maintenance training, MSTs undergo comprehensive safety training. With regular visits, factory-direct MSTs quickly learn the
Figure 3. Technology provides real-time status updates remotely, allowing for scheduled changes or adjustments.
Figure 2. Walk the Belt checklists are accompanied by tests, results, and solutions to conveyor performance.
Figure 1. Trucks specially equipped with the necessary tools and parts arrive to offer service and solutions.
latest standards and procedures of each production site, staying up to date with the needs of their customers and ensuring compliance and safe working.
Supply chain logistics
Often, during the installation of retrofitted equipment, some creative engineering is required to make components fit, secure, and operational. Maintenance crews cannot have a replacement part for every bolt in their operation, especially if storage space is limited. This becomes acutely apparent when specialised parts are needed for repair. Equipment designs should have standard, easy-to-understand parts and procedures. In addition to providing a solution, this engineering design should prioritise safe inspection and maintenance access. Whether it is replacing wear-parts or engaging in routine service, getting the proper manufacturer parts in a timely manner is imperative. Factory direct means that wear parts can be predictively scheduled and delivered by simply monitoring the speed at which they wear, especially for
processing plants making use of remote monitoring systems. If the wear timeline is somehow shortened, this can be an indicator of downstream issues causing more wear. It can also mean that an unexpected rapid early delivery is required. Factory-direct MSTs and certified contractors usually have the proper equipment in the service truck. If they do not, depending on the remoteness of the site, the MST simply calls, and these parts can be procured and delivered rapidly.
Reporting
As mentioned above, after walking the system, reporting observations is an important part of the process. There is a wide difference in cost between preventative maintenance and reactive maintenance. The ‘2016 Maintenance Study: Seven key findings’ by Amanda Peliccione observed that “76% of manufacturing facilities follow at least some form of preventive maintenance strategy on some equipment. 61% still have a run-to-failure method, and 51% use some form of Computerised Maintenance Management System (CMMS).” 2
Notice the study observed that 76% was performed on some – but not all – equipment. That’s how 61% can still have a run-to-failure policy. Factory-direct expert inspection and reporting methods take a holistic view of the system. By only addressing the broken parts, downstream causes are ignored, and expenses for repeated equipment maintenance and replacement rise incrementally over time. The holistic approach recognises and offers solutions to the causes of costly repetitive maintenance.
Factory direct: not just for products
The cost savings for a factory-direct relationship are only realised over time when that relationship is replaced by a cheaper, less reliable equipment solution from a manufacturer without the infrastructure to offer adequate service. Down the road, the 'disappearing manufacturer’s rep' suddenly becomes a serious issue, along with response time and preventative solutions.
When operators realise the overall cost savings of the factory-direct model, then they understand how service, expertise, and supply chain are intertwined to offer a full long-term solution.
References
1. ROBERTS, A., 'Conveyor System Maintenance & Reliability, ACARP Project C3018', Australian Coal Association Research Program Centre for Bulk Solids and Particulates, University of Newcastle, Australia. Nov, 1996 – http://www.acarp.com.au/abstracts. aspx?repId=C3018
Figure 4. Wear parts like air cannon valves can be reconstructed and sent back for less waste and better cost savings.
Figure 5. Factory Direct cycle of service, reporting, and product fulfilment for preventative maintenance.
ndustries worldwide handle millions of tonnes of powdered products every year, including cement, lime, flour, sugar, and GGBS, amongst others. These materials are transported via road tankers and pneumatically discharged into storage silos by fluidising the powder with compressed air. While this process is integral to many operations, it also introduces significant risks related to silo over-pressurisation, which can lead to structural damage and safety incidents. Effective silo protection systems (SPS) are critical in preventing such issues, particularly when coupled with diligent maintenance practices.
This article will analyse how over-pressurisation occurs, its consequences, and how properly implemented and maintained silo protection systems can mitigate these risks, ensuring safety and operational efficiency.
How over-pressurisation occurs
It is useful to look at the basic facts of the tanker delivery procedure before examining how pressure-related issues arise.
After arriving on-site, the tanker connects to the silo with a hose. An onboard compressor pressurises the powdered product contained in the vehicle’s tank. The powder is fluidised at the base of the tanker and blown through the connecting hose up into the silo.
Lars Orzelkiewicz, ENVEA, outlines the risk of pressure related issues to silos and ways in which properly specified silo protection equipment can mitigate these risks.
Modern tanker vessels can usually hold up to 40 m3 of product, with a total weight of up to 44 t. Road tankers of this kind are classified as certified pressure vessels, safe to deliver at pressures up to 2 bar/29 psi. The hose and couplings are also pressure-rated to between 72 psi and 116 psi (approximately 5 – 8 bar).
However, in the majority of cases, the receiving silo does not have any pressure rating at all. It is therefore essential to maintain a balanced system where air pressure cannot build within the silo.
There are three possible states or conditions that a silo may be in when it is pneumatically filled.
A balanced silo, where the delivery is under control, the tanker driver is discharging in a disciplined manner, and the airflow rate into the silo is the same as that exiting through the filter venting unit. If air can enter a silo and exit without restriction, then there will be no over-pressurisation issues (Figure 1).
The second silo is in danger due to over-pressurisation because there is a filter restriction reducing airflow out of the silo and therefore increasing pressure. The limitation may be caused by inadequate maintenance of safety equipment, or by filter blinding due to over-filling. An increase in air pressure above 1 psi inside a silo can cause severe damage. There is a high risk of rupturing the silo or blowing the filter off the silo roof (Figure 2).
Another unbalanced situation, where more air is being blown into the silo than the system can exhaust. Excessive air usually means an uncontrolled discharge from the tanker during filling and is the most dangerous scenario. The tanker has the potential to quickly pass a vast amount of air into a vessel whose filter can typically only discharge a fraction of it. Even a new filter cannot cope with this. Problems usually arise at the end of a delivery when the silo is nearly full, and there is limited ullage within the vessel. Tanker discharge is always a manually controlled process. Evidence suggests that this problem is far more common than previously thought, and it poses a severe safety risk. Tanker drivers must be aware of the issues of silo pressure, as they are directly endangered by it (Figure 3).
Over-pressurisation signs and dangers
Common silo over-pressure indicators include: leaked powder in and around the pressure relief valve, blocked air filters, dust blowing out during a fill, damage to safety equipment like pressure sensors and inlet valves, in extreme cases, buckling of the silo.
Investigations must be carried out for any of these symptoms, as they are a warning that there is a fault in the silo system. Over-pressurisation poses three main risks:
n Silo failure/danger to personnel: it may take only a small pressure increase to buckle and weaken the silo, cause it to rupture, or even blow the filter unit off the silo roof. If a filter unit (typically weighing around 100 kg) falls from the silo top onto an area where site personnel are working, it could cause severe injury or even death.
n Environmental pollution: over-pressurisation during the filling process often leads to the ejection of clouds of powder into the atmosphere. Such blow-outs are a common sight, indicative of pressure problems. Emissions damage the environment, particularly corrosive or hazardous products. Leaking products will eventually block pressure relief valves, accelerating the risk of a full-blown over-pressurisation event.
n Working at height: all silos fed from a road tanker should have safety equipment at the top, making working at height a significant concern. If this equipment can only be tested in situ, this means that silos must be climbed before every delivery to perform a functionality test. Even with the correct safety gear, working at height is very dangerous.
Preventing silo over-pressurisation
The key to addressing pressurisation is the installation and proper use of a silo protection system (SPS) such as ENVEA's SHIELD Lite – the equipment required on a silo to monitor the delivery process and automatically take action should something go wrong. The complex nature of this application, coupled with the speed at which pressure levels can change, dictate that it is unsafe for a human to control the silo’s protection; even the reflexes of the most attentive individual are too slow in the event of failure.
Figure 1. The basics of over-pressure - a balanced system (left), blocked filter (middle), and uncontrolled discharge (right).
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The essential SPS safety components are as follows:
n Pressure sensor.
n High-level sensor.
n Silo protection control panel.
n Normally-closed shut-off valve.
n Self-cleaning air vent filter (AKA a dust collector or reverse jet filter).
Pressure relief valve
Note that the pressure relief valve (PRV) is a safety redundancy for the system, there solely to vent excess pressure into the atmosphere should all other safety
controls fail. It is important to remember that, under normal operational circumstances, the PRV should never open.
If a tanker-fed silo does not at the very least have all of these components fitted, then it is in danger. But installing a basic silo protection system is just the first step; it is not enough on its own to guarantee safety.
The most common mistake when trying to implement silo protection is to assemble systems using a checklist of off-the-shelf general-purpose sensors, which are then often inadequately maintained and cannot correctly be tested. Crucially, they are unlikely to be failsafe and may stop working without site staff being aware, leading to silos over-pressurising. Risk is therefore increased, rather than limited. Silo protection systems should always be failsafe to ensure safety in all circumstances if something goes wrong.
Testing silo protection equipment is essential for safety. Most systems have a test button, but in many instances, this only performs a lamp test to show that the beacon and alarm on the panel are working. It is essential to know the difference between this and a function check, and that a lamp test does not confirm functionality. Systems should have the capability of being functionally tested from ground level, to eliminate the need for working at height to check equipment on a daily or weekly basis.
Regularly test all safety systems to ensure proper operation
The function of the silo protection system, therefore, is to monitor and control the conditions within the silo before, during, and after a pneumatic delivery from a road tanker, automating the pressure and level safety actions, removing the risk of human error.
Here, in brief, is a run-down of the essential SPS components:
Pressure sensor
This is the most critical component. It is the pressure sensor which ultimately enables the control system to prevent pressure from damaging the silo. The pressure sensor should be mounted at the top of the silo. It is designed to actuate and give a signal to close the inlet valve immediately upon reaching the maximum safe internal pressure.
The signal should also trigger an alarm to alert site staff. The sensor should be calibrated so that the pressure alarm is triggered before the PRV needs to open. With the fill valve closed, the driver should also stop the tanker discharge. When the pressure has receded, the fill can resume in a controlled manner.
High-level sensor
Should detect when product in the silo has reached a maximum safe level (typically at around 90% capacity), then activating an alarm so that operators will cease filling. The sensor protects the silo against overfilling and, more importantly, against filter blinding, which will lead to over-pressurisation. Correct positioning of the high-level probe at the right height will ensure the protection of the filter. Positioning must take into account the filling of the
Figure 4. Silo buckling as a result of poor maintenance.
Figure 3. A good example of silo maintenance, clean shield silo tops.
Figure 2. Example of poor silo maintenance.
silo and the location of the fill pipe, to avoid damage from powder as it is delivered into the container.
Pressure relief valve
As described earlier, the PRV is the last line of defence for the silo if the protection system should fail. Under regular operation, it should never open.
The valve must be suitable for the application. It must be the correct size, and capable of venting sufficient volumes of air. Undersized PRVs are still very common and cannot deal with the maximum safe airflow from a tanker. Replacements should be installed as a matter of urgency.
It should have the facility to be tested by opening and closing before the fill and to signal to the control panel when it opens (which requires a proximity switch). Most crucial, though, is to ensure that the valve is calibrated to open at a slightly higher trip point than the pressure switch. The PRV should only be used as a final defence if the pressure sensor and the rest of the SPS have failed.
If both the PRV and pressure sensor are set at the same pressure, the result will be the PRV opening constantly, blowing out the powder. Over time this will accumulate on and around the valve until the ejected product completely blocks the PRV, compromising the SPS and leading to severe over-pressurisation risk.
Control panel
Typically located next to the fill point. It provides the essential logic functions to control the system. The panel should provide easily-interpreted information about the status of the silo protection system.
Shut-off valve
A comprehensive SPS should include a normally-closed shut-off butterfly valve to control inflow from the tanker and to seal off the silo should a pressure event occur. There is a range of other valves currently in use, such as pinch valves and double-acting butterfly valves. However, testing has shown that an air supply failure will leave these valves open, meaning that the system cannot control the fill.
For this reason, the inlet valve must be a normally closed unit. In the event of a loss of air pressure or another such issue with the system, it will prevent filling from taking place until the fault is rectified (in other words, this type of valve is a failsafe).
Air vent filter unit
Must be correctly sized to be able to vent sufficient quantities of air during the filling process. Also, for this reason, it is essential that the self-cleaning mechanism is in good working order and replacement of the filters carried out according to the manufacturer’s guidance.
As with the pressure relief valve, it is essential to bolt the filter unit to the silo. Some sites are using banded connections to attach silo-top equipment, which is not secure enough for this application and could make a pressure-induced blow-off even easier. Any sites using banded connections should replace them at the earliest opportunity.
Maintaining the system
Even the best-equipped system is only as good as its last test, and regular inspection of silo protection systems is required to ensure that they are operating efficiently and to address any issues before they become problems.
Silo servicing routines published in guidance notes from the UK Mineral Products Association are the most comprehensive yet released by any industry body. They state that it is necessary to check and test all critical protection components on a regular, scheduled basis to ensure they are functioning as required. Unfortunately, these guidelines are often overlooked or misunderstood. Usually, a silo servicing will comprise a visual inspection with a quick once-over and dusting that fails to assess the actual condition. Additionally, engineers disregard leaked products on the silo top and make no effort made to establish the cause. A clear danger sign is being ignored.
Therefore, silo servicing checks must be carried out by trained, competent engineers, thoroughly inspecting and testing all the essential elements and maintaining them appropriately. Follow published guidance and adhere to checklists. Records must be kept, and any action required addressed as soon as it is highlighted. These actions will help to keep a silo protection system in optimal working order.
Conclusion
Preventing damage to silos and ensuring safety during operations requires an unwavering focus on silo protection systems and their maintenance. Over-pressurisation poses significant risks, including structural damage, environmental pollution, and potential injury or fatality. However, a properly designed, failsafe, and regularly tested SPS can mitigate these dangers by automating the delivery process and monitoring critical conditions within the silo. Maintenance plays an equally vital role – well-maintained systems are less prone to failure and better equipped to protect against over-pressurisation events.
By investing in comprehensive silo protection measures and committing to regular maintenance routines, operators can safeguard their silos, protect personnel, and maintain compliance with safety standards. Such proactive steps ensure that silos remain operational, efficient, and safe from the dangers of over-pressurisation, reducing downtime and potential liabilities.
Figure 5. Another example of poor silo maintenance.
Jignesh Patel and Eric Maynard, Jenike & Johanson, Inc., discuss six important considerations to take into account to avoid silo failure and ensure safe and reliable operations.
ilos play a crucial role in industries such as agriculture, cement, minerals, foods, chemicals, and energy by storing bulk materials like grains, minerals, fuels, and finished products. Silos and/or bins fail with a frequency which is much higher than almost any other industrial equipment. Sometimes the failure is a complete structural collapse accompanying loss of use and at times loss of life, other times the damage is not as dramatic or as obvious. Time, weather, and usage can be common contributors to the degradation of bulk solids storage structures. This degradation could worsen with time, with the potential of incurring a catastrophic failure. Identifying signs of degradation in concrete and metal silos can be challenging, especially with concrete.
The cost of preventive maintenance is typically minimal when compared to incurring major repairs or dealing with the massive financial and physical impacts from a full silo collapse. It does not matter if a silo and/or bin is welded, bolted, or concrete construction, all should be inspected regularly to identify any degradation and maintained to avoid costly repairs or failures.
Silos and/or bins (terms used interchangeably) can also experience localised damage or major failures due to a myriad of other factors, including design and construction errors, unexpected
solids-induced stresses, changes in the bulk material, or through geometry changes to the silo.
To avoid a complete failure of silo or to prevent further impacts from localised damage, a routine inspection and maintenance programme is essential to ensure this vital storage and discharge equipment operates efficiently, safely, and reliably. This article explores the importance, processes, and benefits of routine silo maintenance and common repairs.
Why silo repairs are essential
Structural integrity
Silos are subjected to pressure from the solids-induced loads they store, as well as external forces like seismic, wind, rain, and temperature fluctuations. Over time, this can lead to cracks, corrosion, and other forms of structural damage. Repairing these issues promptly prevents catastrophic failures, which could result in costly downtime, material loss, injuries, or even loss of life.
Material preservation
A damaged silo can compromise the quality of the stored materials. For example, cracks or leaks in a grain silo can allow moisture to enter, leading to spoilage or mould growth. In industrial settings, such as cement or chemical storage, breaches can lead to product caking or toxic emissions. Repairs ensure that the stored materials remain safe and usable.
Operational efficiency
Damaged silos can lead to inefficiencies in material handling. For instance, clogging or uneven material flow caused by structural issues can disrupt production processes. Regular repairs help maintain smooth operations and reduce the risk of unexpected downtime.
Cost savings
Preventive maintenance and repairs are often more cost-effective than addressing major failures. Ignoring minor issues can lead to extensive damage, requiring expensive replacements or extensive reconstruction. By investing in timely repairs, businesses can avoid these higher costs and extend the lifespan of their silos. Before performing a major repair on a silo, the following steps are recommended:
1. Identify type of repair needed, safety implications, and impact to the process/equipment.
2. Clear silo of the powder or bulk solid and clean the area around the repair.
4. Inspect structural condition of the silo/supports and determine repair extensivity.
5. Perform necessary diagnostic testing to obtain relevant properties and conditions.
6. Develop repair plan and review with management, operations, and maintenance teams.
1. Identify the repair needed
A proactive silo preventative maintenance programme for identifying the need for repairs includes routine visual inspections to assess the silo condition and problem areas such as corrosion, cracks, and dents. Most often, silo failures can be prevented, and the structural damage can be minimised based on the information collected through routine inspections and with adequate repairs. Routine visual inspection can help to assess extent of damage (localised or massive) and also helps to assess risks to safety. Unfortunately, a simple visual inspection may not be sufficient for a complete understanding of the structural integrity of silo that has been in service for several years. Depending on the deterioration and problems observed, as well as the silo type (e.g., welded metal, bolted metal, concrete), it may be necessary to perform more comprehensive analyses or tests. For example, it may be necessary to use ultrasonic testing (UT) to determine thicknesses of metal plates or core boring in reinforced concrete silos to determine its concrete strength capacity, as well as presence of reinforcing steel (rebar).
Figure 1 illustrates various levels of silo damage. In the 'A' photo, slight surface corrosion is apparent on the painted carbon steel silo. This requires further assessments to ensure the steel thickness is not compromised. In 'B', severe steel corrosion is observed; this silo catastrophically failed. In 'C', buckles are observed on the silo’s cylinder section; detailed inspection was needed.
Signs of distress in concrete silos can include silo wall delamination (called spalling), cracks, and rebar corrosion. Cracks formed in a concrete silo wall may appear harmless; however, their depth, orientation (horizontal, vertical, diagonal), and penetration to rebar or the silo interior/exterior are vital to understand. Vertical cracks in
Figure 1. Damage conditions observed in silos.
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concrete silos may allow water corrosion of rebar, and could be a sign of unwanted flexure that could compromise the silo’s wall strength.
Signs of distress in metal silos can include wall dents (inward or outward deformations or buckles), cracks, wear, and corrosion. Though slight surface rusting may be relatively harmless at the time of inspection, over time the wall surface thickness may deteriorate without correction leading to further issues where costly corrective measures are required.
2. Clear the silo
The clean-out process involves removing materials, build-up, and blockages to allow proper assessments of damage, a clean area for repair, and to restore the silo to optimal working conditions. Here’s an overview:
n Material removal: various methods are employed to clear out stored materials.
§ Manual removal where workers use tools with proper safety measures to remove build-up from walls and other hard-to-reach areas. Mechanical tools with equipment like air cannons, industrial vacuums, or augers that can handle large volumes of material efficiently.
§ High-pressure cleaning with water jets.
n Removed material: is this material still intact for use meeting quality requirements? If not, how will the material be disposed or recycled? Is it toxic, reactive, in sludge form from water washing, or hazardous requiring special treatments?
n Dust control: Many powders and bulk solids contain dust that may be toxic or combustible. Review combustible dust hazards with the plant staff and contractors to ensure that during silo cleaning operations a risk of a fire, flash fire, or dust explosion does not result. Specialised dust suppression or collection systems may be needed during the cleanout process to ensure safety and compliance with environmental regulations.
n Job hazard analysis: Ensure your health and safety team reviews the hazards and risks anticipated with the silo clean-out. Confined space, fall hazards, scaffolding/platform access, engulfment, and lockout/tag-out situations must all be considered before commencing work.
Safe and efficient silo cleaning will help with assessments of damage as material packed into cracks or corroded areas may mask hidden dangers that require vital repairs.
3. Consider safety
Ensuring safety is the most critical component of silo inspection, maintenance, and repair. Any engineering project can have risks, but the risks associated with silos can be much higher than those associated with installing a new silo. With repair projects, workers can be required to work in confined spaces, on elevated platforms or in lift equipment, in combustible dust hazard conditions, in difficult weather conditions, and around related heavy equipment.
To help alleviate safety risks, conducting a Job Hazard Analysis (JHA) before performing a task that might result in injury or death is mandatory. For example, before entering a silo with heavy build-up of caked powder on the sidewalls, ensure the walls are fully cleaned to avoid dislodging material landing on workers or engulfing them.
A JHA consists of three simple steps. First, break the job task into steps. Second, identify the hazards of each step. Third, identify ways to eliminate or reduce the hazards. If the situation is atypical, it is prudent to get expert help, especially for the second and third steps.
Often with metal silo repair, cutting, grinding, and sanding operations occur, which in the presence of combustible dust could result in a fire, flashfire, or dust explosion. If the dust component of the powder or bulk solids is explosible (approximately 70% of all dusts are) this can be a significant safety hazard. To properly evaluate explosivity and fire risks, a dust hazards analysis (DHA) must be performed. According to the National Fire Protection Association (NFPA) standard 660, a DHA is a systematic review to identify and evaluate potential fire, flash fire, or explosion hazards associated with the presence of one or more combustible particle solids in a process or facility.1 A proper DHA will evaluate the potential for fire/explosion, the severity if a fire/explosion were to occur, and control measures to either reduce the potential and/or severity of a fire/explosion event.2
All workers involved with hot work must perform a JHA, especially when combustible dusts or particulate solids are involved. Evaluating risk should be one of the first items on the checklist when inspecting the silo and clearing/cleaning its contents. Risk is a function of both problem severity and likelihood/frequency of occurring. A risk matrix is an excellent tool for comparing potential solids handling risks.
4. Inspect the structural condition
Like other process equipment, proactive inspections and maintenance are required on a regular basis to avoid significant deterioration that may lead to costly downtime or silo decommissioning. Regular (e.g., daily, weekly, monthly) observations of a silo and its major supports are the best way to detect problems at early stages by the maintenance and operations personnel. Periodic (e.g., annually or every few years) inspections by engineers knowledgeable in silos and structures is recommended to identify signs of distress that may not be as obvious to the untrained eye.
While silo visual inspection can help to detect distress and track deterioration, it cannot always accurately determine the extent of deterioration and/or strength capacity of the structure.
Therefore, a silo structural assessment may be required during the life of the silo whenever its structural behaviour/condition or loading effects deviate from the original design. A structural assessment is a procedure utilised to check the adequacy, structural integrity, and soundness of structures and their components under the current loading conditions or expected ones.
Whenever an obvious deformation in metal silo shells or a large crack and/or hole is observed during routine inspection, it may be the time to consider a structural assessment.
Because a metal silo structure is sensitive to surface imperfections, the shell’s holding capacity (and margin of safety) can be reduced. The overall or local strength of the silo structure in this condition may be questionable when it comes to taking the operating load combinations of stored material and the external loads.
If a silo is constructed from reinforced concrete, large cracks wider than smaller vertical and horizontal cracks are normally the first sign of distress. Large cracks often allow moisture and powders to penetrate the concrete shell and reach the rebar (steel) reinforcement.
If this occurs, the rebar and concrete can deteriorate causing their structural capacity and bonding to reduce or, in extreme cases, lost (Figure 2).
Since the rebar provides the tensile strength for the concrete wall, loss of adhesion of the rebar to the concrete can lead to severe consequences, including failure. Figure 3 illustrates the complete failure of a metal silo handling a moist fossil fuel where sulfuric acid enhanced the corrosion rate of the interior surface. Visual inspection of the exterior of the silo would not have uncovered this severe issue.
5. Perform diagnostic testing
Abrasive bulk-solids materials such as sand, rocks, roofing granules, and limestone can cause thickness loss in metal silos, especially if the
silos discharge in a mass flow pattern and do not have abrasion-resistant surfaces on their hopper interior.
Metal silos storing abrasive or corrosive material should be inspected periodically by ultrasonic thickness (UT) testing method for structural integrity. Ultrasonic thickness testing in metal silos uses high-frequency sound waves to measure the remaining wall thickness, helping to identify corrosion, erosion, or other damage that might compromise a silo’s structural integrity. Thickness loss in metal silo can incur multiple problems. For example, the reduction of metal
thickness in the cylinder can result in loss of buckling resistance.
Thickness monitoring helps detect troublesome issues like thinning, corrosion, and cracks, at early stages and helps with timely intervention. A database of thickness measurement readings also helps better track the remaining asset life based on the minimum thickness levels required for safe operation. Just as with major rotating equipment needing preventative maintenance (PMs) for critical bearings, silos require PMs to ensure asset longevity and performance. For concrete silos, there are a number of methods for testing concrete and the rebar including concrete coring (destructive), stress-wave analysis, magnetic and electrical sensing, infrared thermography, and radar. All methods evaluate the strength of the concrete and reinforcing steel. These methods are critical when the concrete silo design parameters or as-built conditions are unknown.
6. Develop a repair plan
Common issues that require silo repairs
Cracks
Cracks in the steel or concrete walls or foundation of a silo are among the most common issues. They can result from pressure or friction from bulk solids, thermal expansion, or settling of the foundation. Cracks in concrete have many causes. They may affect appearance only, or they may indicate significant structural distress or a lack of durability. Their significance depends on type of structure, as well as nature of cracking. For example, cracks that are acceptable for buildings may not be acceptable in solids storage or water-retaining structures. Cracks can widen, as with concrete it can be hard for those to close with solids packed into them, leading to further opening/damage and structural compromise.
Corrosion moisture intrusion
Metal silos, particularly those used to store wet and corrosive materials like fertilizers or chemicals, are prone to rust and corrosion (Figure 4). This weakens the structure and can lead to leaks or collapses. Corrosion can be defined as the degradation of a material due to a reaction with its environment.
Thickness loss in the metal silos can occur by corrosion. Water infiltration from seams, joints, or damaged areas in concrete and steel silos can cause significant damage to both the silo and its contents. It is common for roofs to leak, especially if they are not sloped to shed snow and rain.
Abrasion damage
The constant flow of abrasive materials can wear down the interior surfaces of a silo. Over time, this can drastically reduce the wall thickness and, therefore, its strength at an accelerated rate. The thinner silo wall will have a lower compressive strength capacity compared to its original designed thickness.
Foundation issues
Silos rely on a stable foundation to support their weight and the materials they store. Settlement, erosion, or water damage can weaken the foundation, leading to tilting of the structure or cracking.
Peripheral equipment
Equipment on silos may also need inspection and repair such as explosion rupture panels, vacuum/pressure relief vents, vent filters, etc. Also make note of equipment structurally attached to the silo. Screw feeders flanged to the outlet of a silo may apply a large load to the hopper, and if the flange is compromised, this could lead to failure.
Common silo repair methods
Before designing and making repairs to silos, one should determine the full extent of the damage, assess safety risks, and determine the cause(s) of the damage.
An effective repair should not merely return the structure to its original condition but should also either: 1) eliminate the causes of the damage, 2) or strengthen the structure that
Figure 3. Complete failure of metal silo due to corrosion.
Figure 4. Corrosion in metal silo skirt.
those causes no longer pose a threat to it. Depending on the nature of the silo damage, one or more repair methods may be selected.
Epoxy sealing in concrete silo
Following the evaluation of a cracked structure, a suitable repair procedure can be selected. Successful repair procedures account for the cause(s) of cracking. For example, if concrete cracking is due to drying shrinkage, then it is likely that after a period of time, the cracks will stabilise. On the other hand, if the cracks are due to ongoing foundation settlement, repairs will be of no use until the settlement problem is corrected. In concrete, narrow cracks can be bonded by injection of epoxy. This technique generally consists of establishing entry and venting ports at close interval along the cracks, sealing the crack on exposed surfaces, and injection the epoxy under pressure. This process can prevent leaks or further deterioration of concrete.
Cement mortar grout in concrete silo
Spalled areas (Figure 2) of walls where reinforcing steel is exposed can be patched with a grout that assures permanent boding against concrete. Note that this may not return the concrete wall to its original strength.
Shotcrete in concrete silo
Shotcrete often works well for patching lifts, fallouts, and other holes and indentations in silo walls. It has certain advantages over conventional cast-in-place concrete because it is applied under high pressure, it sticks very well to a properly prepared existing concrete surfaces, and it penetrates well into small holes without need of vibrating or other compacting methods.
Liners in concrete silo
Silo walls can be repaired by liners with reinforcement, which may be either cast-in-place concrete, slip-formed, or shotcrete. In some cases, a significant amount of reinforcement is required to make up for the strength deficiency in the original wall.
Deformation repairs in metal silo
Following the structural evaluation design criteria by measuring depth and width of a deformed silo surface, a suitable repair procedure can be selected.
This could be cutting out a deformed shell after providing temporary stiffening to the adjoining shell for structural load transfer at the cut window. A new shell with the same material properties and geometry should be placed by means of welding for rigid bonding between existing shell and a new shell.
Corrosion repairs in metal silo
Addressing corrosion involves thorough inspection, cleaning, rust removal, and applying protective coating. It may be necessary to cut out and replace worn or corroded portions of the silo, including the shell, stiffeners, and other structural components.
Abrasive wear repairs in metal silo
Like corrosion repairs, the abrasive wear repairs can be done by cutting out worn sections and replacing with a new plate. It may be necessary to provide a supplementary wear plate on top of the lost thickness plate. Proper bonding and strength are mandatory in this case.
Bolted connection repairs in metal silo
Bolted silos can be repaired by ensuring proper torque, retightening loose connections, and assessing gasket integrity. The repair also consists of utilising a special surface cleaning procedure and caulking all the seams.
Conclusion
Silo inspections, maintenance, and repairs are indispensable for ensuring their operational efficiency, safety, and longevity. Owners/users should prioritise regular inspections and maintenance to their silos to avoid costly disruptions and potential catastrophic failures that may occur without warning. Partnering with competent professional service providers equipped with the knowledge, experience, and tools can streamline this process and deliver favourable long-term returns on storage silo investments.
References
1. 'NFPA 660, Standard for the Fundamentals of Combustible Dust', 2025.
2. MAYNARD, E. P., 'What is a Dust Hazard Analysis – DHA - and why do I need to worry about it?' AustralianBulkHandlingReview , 28 – 30, 2019 ed.
3. 'ACI 224.1R-07 Causes, Evaluation, and Repair of Cracks in Concrete Structures'
About the authors
Jignesh Patel joined Jenike & Johanson in 2014 with structural engineering background. As a Senior Project Engineer in the structural group at Jenike & Johanson, he is mainly responsible for advanced structural analysis and design of bulk solids storage structures, such as silos, bins, silo support structures as well as developing rehabilitation engineering for existing storage structures. He also conducts stress and fatigue analyses for complex bulk solids structures as well as for investigation on failures of steel and concrete silos using the finite element and other methods. He routinely conducts structural assessments of storage structures, determine their suitability for continued use and designs modifications for safe operation.
Eric Maynard is a Vice President at Jenike & Johanson. Entering his 30th year at Jenike & Johanson, he has worked on hundreds of projects designing handling systems for all types of powders and bulk solids including cement, ores, minerals, grains, resins, specialty chemicals, coal, metal powders, and pharmaceuticals.
Mr. Maynard has been the principal instructor for AIChE’s 'Flow of solids in bins, hoppers, feeders, and chutes' and 'Pneumatic conveying of bulk solids' for over two decades. He is a special expert on National Fire Protection Association (NFPA) committees 660, 652, 654, 655, and 91 for promulgation of safety with combustible and explosible dusts. He received his B.Sc. in Mechanical Engineering from Villanova University and his M.Sc. in Mechanical Engineering from Worcester Polytechnic Institute.
Frank Enderstein, TAKRAF Group, discusses current market conditions in the ship loader and unloader market and new trends impacting the industry.
ith the current improvement in the global ship loader and unloader market, TAKRAF Group is receiving a number of enquiries for its technologies for application over a range of commodities.
This is a welcome development as the market has not seen many new projects over the past five or so years, neither new expansions nor major replacement projects, as mining companies have imposed strict capital discipline and have avoided the spending excess of the past.
Playing a key role in international trade, the ship loader and unloader market is driven by, amongst other things, global trade in bulk commodities, with a number of reasons for the current market improvement. For example, TAKRAF is seeing important developments in the Middle East with plans for new ports for the import and export of various commodities, as well as in North and South America.
In general, society requires ever more commodities, which in turn drives increased mining and greater commodity movement as ore grades decline and more material is needed.
As a specialist in high capacity and/or complex mining and material handling solutions, where it can leverage its experience in overcoming challenging
requirements, TAKRAF sees its technologies in demand for handling higher capacity commodities, such as iron ore, copper, lithium and bauxite. Increased demand is expected in coming years for these commodities as they are linked to the Global Energy Transition (GET).
However, looking forward, the resource industry, like most, is complex, with a number of touchpoints and global and local factors at play. Prices for most commodities have softened with uncertain short-term demand prospects, which has resulted in decreased production and investment delays. Meanwhile, rising long-term demand necessitates continuous pipeline investments to mitigate future shortages and large price swings.
Cost-effective and green solutions
While the improving market prospects do offer attractive opportunities for technology providers, the ship loader and unloader market is highly competitive, with numerous established players and new entrants. The end user is also faced with various challenges including high initial investment costs and regulatory complexities. This in turn means they require cost-effective solutions and green technologies, with expectations placed on suppliers that require innovation, experience and expertise to meet.
For example, as with other industries, the impact of environmental regulations cannot be understated as these have resulted in an increased demand for eco-friendly, energy-efficient maritime cargo-handling equipment.
TAKRAF’s focus on assisting its clients meet their ESG
goals has translated into a number of exciting initiatives underway to improve its customers’ fleets in terms of safety, sustainable equipment, energy consumption, dust emissions and noise, whilst also increasing efficiency and reliability.
In terms of project delivery, TAKRAF is seeing an ever-increasing requirement from clients for completely assembled and tested machines, delivered in one piece by a heavy lift vessel directly to the port of destination. While the concept is not new and is common in the container crane industry, for example, this is not an insignificant challenge and requires established and well-managed engineering and fabrication processes and very accurate timing of all the steps involved.
Automation
Without a doubt, the ship loader and unloader market is experiencing significant change, not only due to shifts in global trade but also due to advances in technology, with the demand for efficient material handling and improved safety driving adoption of automation. This includes special functions for visualising material distribution within loading holds and for collision avoidance, as well as predictive maintenance features. TAKRAF has multiple installations globally that incorporate this technology and end users are actively upgrading installed equipment to leverage these solutions.
TAKRAF’s offering incorporates various levels of automation depending on customer demands and the level of automation that they are comfortable with. Fully autonomous cars are a reality, however not everyone is comfortable in adopting them outside of specific and controlled environments.
As an example, collision avoidance systems can operate on several levels, such as:
n A system that delivers visual and audio alarms to indicate close proximity of the vessel to part of the ship loader or unloader.
n A system that actively slows down the machine’s movement speed as the vessel comes closer and at some point stops all further movement.
n Full automation when the machine moves based on an optimum loading pattern and proactively reacts to vessel movements.
With this technology, it is no longer necessary for the operator to be in direct line of sight of the loading or unloading point. As a result, the operator can be moved away from high-risk areas and safely placed out of a potential impact zone in a control cabin located on the body of the machine or potentially off the machine completely.
This technology has been used by TAKRAF for many years on rail mounted mobile machines for stockyards. However, in these applications the stockpile is static and does not move. In ship loading and unloading, there is a marine vessel that is constantly moving in the water. This adds significant complexity to the process of tracking and understanding exactly where the vessel is at any point
Figure 1. 3500 tph TAKRAF ship loader delivered fully assembled from the fabricator to a large export terminal in Asia.
Figure 2. TAKRAF ship loader in Playa del Carmen, Mexico.
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in time. This is the advantage in the technology that TAKRAF brings to the equipment: the ability to manage the interaction of a fixed machine and a moving stockpile/vessel.
Case studies
TAKRAF has supplied machines worldwide for handling a variety of bulk materials, including a 6000 tph rail mounted ship loader at a limestone mine’s port facility in Mexico and a 12 000 tph ship loader for an expansion to an iron ore stocking and loading facility at the Port of Nouadhibou in Mauritania, for Société Nationale Industrielle et Minière (SNIM). Other existing installations include a 3500 tph ship loader for a large export terminal in Russia, which was delivered prior to sanctions being imposed. This machine, which was shipped fully assembled from the fabricator, is designed to operate in extreme temperatures ranging from –42˚C up to +39˚C and to load ships of capacities up to the Panamax class. In another installation, a multi-purpose 3500 tph ship loader supplied to a port in South Africa is luffable via a winch and equipped with a shuttle. The machine has three interchangeable discharge chutes for different materials,
while the stockyard conveyor system is completely covered with automatic opening when the ship loader moves on the quay.
In the field of ship unloaders, TAKRAF recently supplied a new high-capacity machine that was key to the modernisation and capacity expansion of an Australian bulk terminal. The double jib level luffing ship unloader replaced two existing machines (decommissioned in 2018) at the important deep water Port of Newcastle on the Australian east coast, thereby enhancing its capability to handle a range of commodities.
The machine operates at the Port’s Kooragang 2 berth, one of the busiest and most diverse common user berths in the port. Handling a wide range of bulk commodities, it greatly increases the efficiency of cargo operations. Designed for 1200 tph free digging capacity of super phosphate, the ship unloader also handles fertilizer, potash, urea, soda ash, gypsum, grains and magnetite.
Features of the ship unloader include:
n A hydraulic jib luffing system, which reduces maintenance requirements as there are fewer mechanical parts, and which also provides more precise control over luffing movements.
n Integrated truck load-out (loading) station as an alternate discharge besides the wharf conveyor.
n Ex-class rating, which means that the machine is approved to unload hazardous classified bulk material.
n Maximum wheel loads in line with site constraints of the existing wharf.
When the ship unloader was delivered to the Port of Newcastle, it was one of the largest cargoes to ever enter this deepwater port.
In line with the Group’s focus on providing holistic solutions, TAKRAF provides integrated port facilities and systems that are employed throughout the world.
These solutions include shore-to-ship handling facilities employing ship loading machines; equipment for the continuous handling, storage and reclaiming of material; and ship-to-shore handling facilities employing grab unloading machines.
Shore-to-ship handling facilities
While TAKRAF Ship Loaders can be employed across a variety of applications, they are particularly suited to applications requiring medium to high flow rates and continuous vessel loading. They are designed fit-for-purpose to accommodate specific site and client requirements. Fixed/stationary or rail-mounted ship loaders are available, with the latter including a tripper car supplying material to be conveyed.
For applications in which vessels are loaded on a finger pier with double-sided berthing, TAKRAF equips ship loaders with a rotating or swivelling function. For piers with unilateral berthing and vessels with predominantly upright loading hatches, a non-rotating ship loader with a shuttle boom is employed.
Figure 3. 1200 tph multi-commodity TAKRAF grab-type ship unloader being loaded onto the berth at the Port of Newcastle on Australia’s east coast.
Figure 4. Three 1700 tph TAKRAF grab-type ship unloaders in Bangladesh.
Fixed ship loaders are generally employed in instances where environmentally hazardous material is to be loaded. A significant advantage of these machines is the encapsulation of the feed route so that there is virtually no release of material into the environment, together with protection of the feed material from the elements. The drawback of these machines is that, in many instances, the vessel must be moved, either forward or back, for the purposes of loading into a different hatch.
While TAKRAF’s machines are generally operated manually, they are assisted by a variety of systems, including the automatic shutdown of a specific loading sequence or the automatic tracking of the telescopic slide on the fill level within the vessel’s hatch. TAKRAF can also equip machines with a remote control facility that enables the operator to operate the machine directly from the hatches of the vessel so that they are able to manoeuvre into hatch corners and ensure complete loading of all material.
Ship-to-shore handling facilities
TAKRAF grab-type ship unloaders are suitable for both sea and inland import ports that discharge a number of different material types. They cater to various material types, flow rates, and vessel sizes and types and are designed to client requirements.
Grab-type unloaders are able to handle all bulk materials across the entire range of particle sizes and/or material properties and, when fitted with hooks or
spreaders, can be applied for the unloading of general cargo or containers. Discharge of material from the vessel is intermittent and is usually into a machine-mounted discharge hopper, although this can be specified differently according to requirements. Once in the hopper, the process is then continuous as a belt conveyor transports material to the relevant storage area.
About the author
Frank Enderstein, Head of Sales & Marketing at TAKRAF Group, boasts a wealth of experience in the mining and material handling space having worked for the group for just over 19 years across various responsibilities, including coordinating and managing the Group’s global sales and business development activities.
Figure 5. 12 000 tph TAKRAF ship loader being transported to the Port of Nouadhibou in Mauritania.
Rely on
Kazuaki Masuda, Nippon Paint Marine, shows how optimising hull coatings can provide a smart solution for reducing emissions in the short term.
hip owners and operators are having to grapple with a myriad of challenges within the modern-day maritime landscape. Efforts to enhance shipping’s green transition have led to the introduction of an array of energy efficiency technologies that are designed to support the IMO’s net-zero GHG reduction targets by 2050. Alongside these developing technologies, newly introduced emissions regulations have created a need to adapt vessel operations in order to ensure compliance, whilst also remaining commercially competitive.
The introduction of FuelEU Maritime in 2025 is the latest such regulation and is designed to promote the uptake of renewable fuels and facilitate the gradual transition away from the industry’s reliance on traditional fossil fuels. Since January, vessels have been required to decrease the greenhouse gas intensity of the fuel they use by 2% relative to an industry benchmark based on GHG intensity of vessels in 2020.
Staged reductions in the GHG intensity of fuel will deliver an 80% decrease by 2050 over the coming decades. The high cost of alternative fuels will have a significant impact on operators’ fuel bills as they aim to bunker biofuel blends that will reduce the carbon intensity of the fuels they use. Efficiency technologies that can reduce overall fuel consumption will help to mitigate the costs of alternative fuels and enable smoother compliance for operators.
FuelEU Maritime joins other newly introduced regulations that are designed to mitigate the carbon emissions produced through maritime operations. In 2024, the European Union extended its Emissions Trading System (ETS) to include the shipping industry, which has placed even greater emphasis on shipping’s need to rapidly decarbonise. Similar to FuelEU Maritime, the regulations are being introduced iteratively, meaning the full impact of the EU ETS will not be realised until 2027. At this point, all shipowners will be required to surrender European Emissions Allowances (EUAs) to cover 100% of the CO2 emissions for their voyages between EU ports, and 50% for those between an EU and non-EU ports. Although these measures provide a framework for the necessary changes the industry must deliver in order to achieve its decarbonisation objectives, adapting infrastructure, equipment and behaviour to meet these requirements will pose a significant challenge within the dry bulk market.
For dry bulk shipping, as a leading facilitator of global trade, the pressures to decarbonise represent a particular challenge compared to other maritime sectors. Its unique operational profile and non-standard vessel designs require bespoke solutions when it comes to integrating green technology onboard. Unlike container shipping, for instance, bulk carrier routes are defined by their variable trade patterns and charter requirements, which means that their ability to bunker in a large number of ports is a prerequisite to their successful operations – limiting power-train choices to those that rely on widely available fuels.
However, the current push to build out bunkering infrastructure in flow ports for the expanded use of alternative fuels, also means most supply is routed to these locations. The consolidation of supply in these areas means the dry bulk sector can often face limited availability in ports where they call. Furthermore, many dry bulk carriers operate older vessels. These are less energy-efficient and often more costly to retrofit
for the integration of low-carbon energy solutions. These issues are compounded by the varying resources within the sector, as smaller operators may lack the necessary CAPEX to invest in new technologies that will help to support their compliance efforts.
The role of biomimetics in unlocking vessel efficiency
A factor that underpins these efforts is the pursuit of enhanced operational efficiencies. The development of a viable alternative fuels landscape to replace current fossil fuel-based counterparts is a key focus within the industry and has the potential to turn the dial in terms of shipping’s efforts to decarbonise.
However, the market has yet to achieve low-carbon fuel viability at scale and is hampered by challenges such as a fragmented global supply chain, a disparity between current supply and global demand, as well as the significant cost implications that their use will inevitably entail. As new and innovative technologies are being introduced to the market, ship owners and operators must remain strategic in their approach to these new innovations, balancing their impact against the ultimate operational costs.
When it comes to discussing the latest innovations in clean technology, the role of hull coatings is often overlooked as a proven and immediate means of reducing carbon emissions and supporting regulatory compliance. For 140 years, Nippon Paint Marine has led in the continued development of innovative coatings that meet shipowners and operators evolving requirements. It is this commitment to consistent innovation that has resulted in some of the most cutting-edge developments in coating technology.
A prime example of such innovation was the focus of the recently released whitepaper: 'Breathing life into science; creating the next generation of hull coatings using biomimetics.' The paper explores the role that the detailed study of biomimetics has played in informing the development of Nippon Paint Marine’s leading antifouling solutions.
Biomimicry denotes a concept of taking inspiration from nature-based solutions. This approach seeks to identify sustainable solutions to human challenges by replicating the time-tested patterns, strategies and characteristics of the natural world. Studies in biomimetics have created the opportunity to develop products, technologies and designs which mimic the form, structure, and function of natural organisms.
By studying the natural characteristics of marine life, with a particular focus on the high-speed swimming capabilities of tuna, as well as the unique surficial substances produced on their scales, Nippon Paint Marine’s R&D team has been able to successfully synthesise specifically designed hydrogel technology to enhance antifouling performance.
The resulting technology, HydroSmoothXTTM, represents the world’s first hydrogel-based water-trapping antifouling solution and has been applied to more than 5000 vessels, to date. The system works to effectively ‘trap’ a layer of seawater into the surface boundary layer to create a more controlled turbulence generation on a vessel’s hull, thereby reducing friction. When this solution is applied to established
Figure 1. Nippon Paint Marine's FASTAR applied to a VLOC.
antifouling coatings, the hydrogel effectively smoothes the water flow around the hull of a vessel, creating a slippery surface that reduces hull-to-water friction and reduces fuel consumption and emissions.
The HydroSmoothXT technology was first introduced to Nippon Paint Marine’s ‘low-friction’ LF-Sea coating. The results revealed a reduction in fuel consumption by approximately 4%, compared to conventional high-performance antifouling paints without hydrogel technology. Following the success of LF-Sea, Nippon Paint Marine’s R&D team developed A-LF-Sea, an evolved system which employed a combination of the hydrogel solution alongside an anticorrosive tie in coat that incorporates its rheological controlled anticorrosive scheme, NOA Rheo. This combination elevated the efficacy of the coating’s performance, generating fuel and emissions savings of up to 10%, compared to conventional anti-corrosives without this combination of rheology control and HydroSmoothXT technology.
As is evident from the development of its antifouling solutions, Nippon Paint Marine maintains an unwavering commitment to innovation, which is driven by a customer-centric approach. This dedication is reflected in its product line, that supports its customers as they look to reduce their carbon emissions and improve operational efficiency. The total range of solutions supports shipowners and operators in enhancing the performance of their vessels, reducing their fuels usage and costs, as well as their carbon emissions.
Following the success of Nippon Paint Marine’s R&D
their attention to exploring the potential applications of nanotechnology. This resulted in the development of the next iteration of advanced hydrogel-led antifouling. In 2021, Nippon Paint Marine launched FASTAR XI and XII, a low-friction, self-polishing coating which delivers antifouling performance to a level and consistency that has never been seen in the market before. The technology uses a unique hydrophilic and hydrophobic nanodomain resin structure in the coating’s film, which allows for a more precise polishing control and enhanced antifouling. These coatings, complete with HydroSmoothXT technology, deliver a significant reduction in fuel consumption of up to 14.1%, compared to the market average.
Cutting fuel consumption, emissions and costs
As emissions regulations develop, the need to adopt new and innovative clean technology will become more urgent. The challenges that are faced by the dry bulk sector in meeting these requirements are well understood, but that provides little solace to owners and operators that are having to reduce their carbon emissions immediately or face substantial penalties for non-compliance.
That is why industry leading hull coatings represent a proven and effective means of securing short-term emissions reductions that will make a vital contribution to owners and operators compliance efforts. There is no 'silver bullet' that will unlock shipping’s decarbonised future, but whilst low-carbon fuel technology reaches industry-wide viability, the integration of smart solutions, such as hull coatings, can have a tangible
CCUS Panel Discussion Pt. 1
This episode takes a look back at the CCUS-focused Panel Discussion from EnviroTech Lisbon. Featuring expert insight from: Honeywell UOP, Mannok, SECIL, and Ramboll.
CCUS Panel Discussion Pt. 2
Continuing the discussion, this episode dives back into the core topics surrounding the implementation of CCUS across the cement industry.
Decarbonisation
in Focus
Christopher Ashworth, President of FLSmidth Cement, joins us for a discussion covering: the journey to decarbonisation, the importance of partnerships and collaboration, the role of digitalisation, and more...
Exploring Low Carbon Ratings with the GCCA
Dr Andrew Minson of the GCCA joins us to discuss the ins and outs of the recently launched Low Carbon Ratings (LCR) system.
Innovation, Legislation & the Future of Cement
Ecocem’s Eoin Condren expands on the importance of investing in innovation, and the role of policy and legislation in supporting next generation cement products.
Votorantim’s Decarbonisation Journey
Álvaro Lorenz explores Votorantim’s decarbonisation journey, reviewing highlights, discussing milestones, and looking ahead to future developments.
www.worldcement.com/podcasts
Andrew Easdown, Ocean Technologies Group, highlights how CMS adoption is reshaping the dry bulk sector, driving it toward a future of continuous improvement and competitive advantage.
he dry bulk shipping sector, long overshadowed by the tanker industry in operational standards, is embracing digital Competency Management Systems (CMS) to elevate safety, compliance, and efficiency. With the introduction of the Dry Bulk Management Standard (DryBMS), managing crew competency is no longer a luxury but a
necessity for achieving excellence. By systematically assessing and developing crew skills, companies can enhance inspection performance, improve operational outcomes, and foster career progression.
In the dynamic and highly regulated dry bulk shipping sector, maintaining operational excellence and ensuring safety are paramount. It is widely cited that human error is by far the largest contributing factor in reported accidents, with over 90% of all incidents being traced back to the human element. But far harder to track is the number of incidents that are avoided by the professionalism, care and ingenuity of seafarers.
In short, if people are the problem, they must also be the solution, a point well made by RightShip’s Andrew Roberts in his presentation at Posidonia last year.
Over the years, the tanker sector has set a high benchmark in terms of competency management and operational efficiency, driven by stringent industry standards such as the Tanker Management and Self-Assessment (TMSA) framework. However, the dry bulk sector has been somewhat slower to adopt similar measures. With the introduction of the Dry Bulk Management Standard (DryBMS), the industry is now beginning to catch up, recognising the critical role of a Competency Management System (CMS) in achieving higher levels of excellence.
A CMS is a pivotal tool in ensuring compliance with international standards, enhancing inspection performance, and improving operational efficiency. By systematically assessing and developing crew competencies, dry bulk operators are leveraging CMS to bridge the gap with their tanker counterparts and position themselves as top-tier performers in the industry.
Understanding competency management systems
A Competency Management System is a structured framework that provides a reliable, standardised, and evidence-based view of crew competence onboard individual ships and across the fleet. It enables shipping companies to identify gaps in skills and knowledge, develop targeted training programmes, and monitor the progress of their seafarers. A CMS also provides a company-wide common language that details required performance levels and reinforces valued behaviours. Once seen as a ‘nice to have’ it is now becoming a requirement to be rated as a top operator.
As Capt. John Lloyd Master Mariner, CEO, The Nautical Institute recently stated: “Competency management is about making sure that our colleagues and our seafarers are capable for now and for the future.”
The role of CMS in enhancing inspection performance
Inspection performance is a critical indicator of a shipping company’s adherence to safety and operational standards. Implementing a CMS has been shown to significantly improve inspection outcomes. Statistics from Ocean Technologies Group (OTG), reveal that Port State Control (PSC) deficiency rates are on average 53% lower for OTG customers than for non-customers. A contributory factor in this improvement is attributed to them having structured digital learning approach to the management of training. But the highest performance of all, can be seen with a further 14% fewer deficiencies amongst the cohort that employ the additional features and competencies facilitated by a CMS.
Raal Harris, Chief Creative Officer at OTG, recently emphasised the impact of CMS on inspection performance, saying: “It’s the kind of efficacious behaviours that the CMS encourages that lead to that improved performance. It is one of the reasons that it is recognised as a means of reinforcing values and building a strong company culture.”
By fostering a culture of continuous improvement and accountability, a CMS ensures that crew members are proficient in their roles and duties and motivated to perform to high standards, thereby enhancing overall inspection readiness.
A catalyst for safety and operational efficiency
Beyond improving inspection performance, a CMS plays a crucial role in elevating safety standards and operational efficiency. By providing a comprehensive view of crew competencies, it allows companies to tailor training programmes to address specific needs, ensuring that all crew members possess the necessary skills and knowledge to perform their duties safely and effectively.
Competency management goes further than any other initiative to improve safety and operational efficiency. It ensures a focus on mentoring, leadership and behaviours against detailed performance and evaluation criteria which is crucial for enhanced safety performance.
In the dry bulk sector, where cargo types and operational conditions can vary widely, a CMS provides the flexibility to adapt training and competency assessments to specific operational contexts, thereby enhancing overall efficiency.
Alignment with Dry Bulk Management Standard (DryBMS)
The introduction of the Dry Bulk Management Standard (DryBMS) in 2024 underscores the growing importance of competency management in the dry bulk sector. Developed by the Dry Bulk Centre of Excellence, DryBMS is an online self-assessment tool that allows shipowners and stakeholders to evaluate safety
management processes and practices across 30 subject areas. The standard emphasises the need for a CMS in achieving higher levels of performance in terms of safety, health, security, and environmental protection.
Noting the increased relevance of CMS within DryBMS, Andy Easdown noted: “Traditionally, CMS was more associated with the gas and the tanker industry but now the dry bulk sector has picked this up as well, recognising what a strong driver it is towards safety and operational efficiency.”
By aligning with DryBMS, companies not only demonstrate their commitment to industry best practices but also gain a competitive edge in the market.
Facilitating career progression and crew retention
A well-implemented CMS also serves as a tool for career development and crew retention and by providing clear pathways for progression and structured competency assessments, seafarers are more engaged and motivated to advance within the organisation.
This investment in personnel development fosters loyalty and reduces turnover, addressing both talent and leadership gaps over time.
Competency management contributes to a positive work culture and encourages efficient operations, ultimately leading to improved retention rates.
How to implement a CMS
The successful implementation of a CMS requires a strategic approach:
n Assessment of current competencies: Evaluate existing crew competencies to identify strengths and areas for improvement.
n Development of competency frameworks: Establish clear and objective criteria for each role, encompassing technical skills, leadership, and communication abilities.
n Integration with training programmes: Align training initiatives with identified competency gaps to ensure targeted and effective development.
n Continuous monitoring and evaluation: Regularly assess crew performance and adjust training programmes as needed to maintain high standards.
By following these steps, shipping companies can create a robust CMS that not only meets regulatory and best practice requirements, but also drives continuous improvement and operational excellence that charterers demand.
As the dry bulk sector continues to catch up with the tanker industry, the adoption of a Competency Management System offers a strategic advantage. By ensuring that crew members are proficient and prepared, a CMS enhances inspection performance,
promotes operational efficiency, and fosters a culture of continuous improvement. With the introduction of DryBMS, embracing competency management will be key to navigating the challenges and opportunities that lie ahead.
Ocean Technologies Group offers a comprehensive suite of solutions to support shipping companies in implementing and maintaining an effective Competency Management System.
Its solutions include advanced digital platforms that facilitate competency assessments, tailored training programmes, and allow for continuous performance monitoring.
By leveraging these tools, companies can ensure compliance with industry standards, improve safety outcomes, and enhance operational efficiency. OTG’s commitment to innovation and industry collaboration positions them as a trusted partner in the journey towards excellence in the dry bulk sector.
Implementing a CMS provides a reliable, standardised, and evidence-based view of crew competence across your fleet.
With a CMS companies can easily identify gaps in skills and knowledge, and develop targeted plans to address them.
Whether the goal is to ensure compliance, enhance crew competence, or minimise operational risks, a CMS equips the team with the tools and insights needed to achieve and maintain the highest standards of performance and safety.
n the world of shipping, operational efficiency is both a significant challenge and an essential opportunity. Yet for most dry bulk operators, the possibility of true 'optimisation' remains elusive, hampered by a lack of reliable data, a complex commercial environment, and an over-reliance on traditional performance models that provide only rough estimates of vessel behaviour. Shipping is still data-poor – perhaps uniquely so for such a significant industry, and especially so in the dry bulk sector, which has not been afforded the luxury of the technological investment seen in the RoRo, cruise, and container fleets. Hard statistics are difficult to find, but the vast majority of dry bulk ships are still communicating critical technical information with shore via one manually-compiled email per day, creating knowledge gaps that affect efficiency, transparency, and, increasingly, commercial relationships.
These limitations come at a critical time. In other sectors, the increasingly strict regulations and growing commercial pressures – both from charterers and the public – are pushing the modern, data-equipped fleets ahead of the pack, leaving those without access to advanced data insights at risk of falling behind. Dry bulk is the backbone of world trade, carrying essential commodities that fuel economies globally. Ensuring that the dry bulk industry keeps up with 'ecologically-focused' advancements is essential to ensure it does not become the pariah sector.
To bridge this gap, first-movers in the dry bulk sector are turning to precision approaches that leverage advanced modelling and AI, similar to those already adopted more widely in sectors like cruise, gas, and RoRo.
A case study published in November 2024 detailed Eastern Pacific Shipping’s (EPS) successful push for 99% accuracy in vessel behaviour models – a shift that has allowed them to move past industry-standard estimates and embrace a more data-centric approach across their fleet (including over 30 bulkers and 50 tankers). The results, which were achieved with maritime-specific artificial intelligence, underscore the transformative potential of precise, data-driven insights in operational efficiency, providing a glimpse into what the future of dry bulk shipping might look like if the sector embraces similar technology on a broader scale.
Konstantinos Kyriakopoulos, DeepSea Technologies, discusses the innovations transforming dry bulk operators' ability to measure and optimise ship efficiency.
The case for precision
Operational efficiency hinges on how well operators know their vessels. Traditionally, the industry has relied on fuel tables and other models to estimate vessel behaviour, offering only rough snapshots of a ship’s consumption and efficiency. A survey that DeepSea performed showed that the average error margin associated with the 'industry standard' method of vessel modelling was 15% – and then only within a specific ‘default’ range of conditions. When insights are inaccurate, decisions based on them are flawed.
The problem is that understanding a vessel’s behaviour is not a simple task. Each ship operates within an intricate web of co-dependent factors – ranging from engine load to sea conditions – that affect performance. As any expert in this field will confirm, attempts to capture this with traditional methods have long fallen short. But recent advances in AI now enable the creation of digital twins that capture every nuance of a vessel’s performance in real time. This shift to dynamic, high-resolution modelling represents a leap forward for operational efficiency, giving dry bulk operators the means to optimise each ship precisely based on its current state and environment.
As Pavlos Karagiannidis, EPS’s Fleet Optimisation Manager, explains, “inaccurate models lead to inaccurate insights. The easiest way to boost the efficiency of any ship – which is now of paramount importance – is to make it more efficient. Efficiency was never achieved through ‘rough estimates.’”
A win for decarbonisation
Accurate insights are crucial for dry bulk operators, delivering immediate operational benefits by enabling precise compliance and emissions management. With a clear picture of vessel performance, companies can target decarbonisation effectively, ensuring each fuel-saving measure leads directly to emission reductions.
One of DeepSea’s dry bulk clients wanted an accurate picture of the real impact their newly retrofitted ducted propeller was having on performance. Manufacturer guidelines – and promises – were clear; but every ship is different, and operation is important. The AI-generated models indicated two things. Firstly, the duct was effective at specific speed ranges, with an average saving of 6% compared to the reference data before the dry dock within these specified ranges. However, it was also identified that the effect of the duct at speed ranges larger than 13 knots had a significantly detrimental effect on performance – with a deterioration of up to 7% compared to the sea trial result.
The efficiency drive is a win-win: in the short term, it boosts profits and enhances competitiveness, while in the longer term, it prepares operators for eco-tariffs and regulations tied to decarbonisation. By leading with data-driven decisions, shipping firms can transform compliance from a cost into a competitive advantage.
Operational efficiency as a company-wide endeavour
When moving to a data-driven approach to performance, a ‘single source of truth’ is created (often for the first time), which impacts every department. Sailing efficiency is not just
the remit of a single team; it requires a cohesive, companywide approach, from Operations and Technical to the C-suite, enabling each team to optimise decisions in their domain. Operations teams can issue voyage instructions tailored to real-time conditions – an approach which led to a 7% decrease in fuel consumption for Wallenius Wilhelmsen. Technical teams can proactively schedule maintenance based on predictive diagnostics, while Chartering & Commercial can make more profitable voyage decisions, and more reliable commitments to clients.
Ensuring data completeness and accuracy
Implementing a data-driven efficiency overhaul is not without its challenges. As already mentioned, scarcity of data is common, particularly in the dry bulk sector. EPS had put several years of focus on building a robust data collection system that maximised completeness and accuracy before moving to a comprehensive model-based approach. Another of DeepSea’s dry bulk clients, Seanergy, has implemented a strategy of fitting every vessel out with high-frequency sensor data and high-bandwidth satellite connections for years –which has become a key aspect of its relationships with charterers, and a key driver of competitive advantage across the fleet. This high-resolution sensor data forms the backbone of these insights (although impactful insights can still be generated from daily reports if given the correct treatment), yet data alone is not enough. It is essential to implement verification processes that cleanse and refine this data, especially given the inherent ‘noise’ in maritime data, which can range from 3% to well over 10% variance.
A rigorous, multi-layered validation methodology is critical to address these data challenges. For example, DeepSea’s approach does not rely on single error metrics but instead uses a range of KPIs to assess model performance over time and against multiple operational conditions. This is a key step in translating data into trustworthy, actionable insights.
Leveraging AI
The world’s eyes are increasingly turned towards the global shipping fleet – and especially the laggards (of which, for very understandable reasons, dry bulk is a prime culprit). It is important to remember that a significant proportion of the existing fleet of vessels will remain past the 2025 FuelEU milestone, the 2030 Carbon Intensity Reduction, and even the long-term 2050 goals. Large strides forwards in terms of efficiency can be made in the dry bulk sector today, driven exclusively by shifting to a data-driven mindset. The technology exists – and the uptake is rapidly accelerating.
With high-frequency data and the advent of AI, the future of shipping can be – and needs to be – more precise. This can also mean more profitable. As the industry continues to adopt these mindsets, everyone stands to benefit from an approach that marries sustainability with operational gains.
For dry bulk operators, the time to move towards this data-driven future is now. With the right insights, each voyage can become more efficient, each operation more strategic, and each decision more profitable.
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