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Now reliability has a name... HPE AFRICA T US
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HPE Africa has a proud reputation in supplying world-leading earth moving equipment and uncompromised service to various industries, including plant hire, construction, government, mining, demolition and materials handling. To reach 110% productivity and get your business in business with the big names in heavy machinery, talk to HPE Africa today. Together we can move the world. H12016/12021/3748
24/7 Parts: +27 76 815 1085 24/7 Services/Workshop: +27 82 077 0793 Head OfďŹ ce (JHB) Tel: +27 11 397 4670 12 Patrick Road, Jet Park, Boksburg 1469 Durban Branch Tel: +27 31 705 1334 21 Otto Volek Road, New Germany 3620 East London Branch Tel: +27 43 732 1428 Unit 2 Evergreen Park, Oceanway, Old Gonubie Road Cape Town Branch Tel: +27 21 534 9486 Unit 5, 24 Nourse Avenue, Eppings 2 Sharecall: 086 022 7309
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Featured on the cover: FLSmidth
Tel: (011) 210 4820 Email: email@example.com Website: www.flsmidth.com
31 Understanding Geared Drives
From the Chairman’s Desk
34 Dead Tired
Letter to the Editor Cover Story 5
36 Market Forum
Support after Equipment Commissioning
Harbours, Ports & Railways
CMA (Conveyor Manufacturers Association) LEEASA (Lifting Equipment Engineering Association of South Africa)
8 RBCT to Expand at Last? 11 New Locos for Africa
SAIMechE (SA Institute of Mechanical Engineering)
SAIMH (SA Institute of Materials Handling)
also mailed to members of the RFA (Road Freight Association)
13 Specialised Cranes 17 Premium Rope for SA
21 Flywheels on Troughed Conveyors
28 Special Bearings for Conveyors
All rights reserved. No editorial matter published in “Bulk Handling Today” may be reproduced in any form or language without written permission of the publishers. While every effort is made to ensure accurate reproduction, the editor, authors, publishers and their employees or agents shall not be responsible or in any way liable for any errors, omissions or inaccuracies in the publication, whether arising from negligence or otherwise or for any consequences arising therefrom. The inclusion or exclusion of any product does not mean that the publisher or editorial board advocates or rejects its use either generally or in any particular field or fields.
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Proprietor and Publisher: PROMECH PUBLISHING Tel: (011) 781-1401, Fax: (011) 781-1403 E-mail: email@example.com www.promech.co.za Managing Editor: Susan Custers Editor: Kowie Hamman Advertising Sales: Surita Marx DTP: Zinobia Docrat and Donovan Vadivalu
Subscriptions: Please email us at firstname.lastname@example.org if you wish to subscribe to “Bulk Handling Today” at R405,00 (incl postage and VAT) per year; R1 020,00 per year for Africa/Overseas. Printed by: Typo Colour Printing, Tel: (011) 402-3468 FSC (Forestry Stewardship Accreditation)
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CONVEYOR MANUFACTURERS ASSOCIATION
From the Chairman’s Desk First off, the CMA is the proud owner of a level four BEE certificate – we are delighted that this is now in hand and a copy is available from the CMA administrators if required.
is fast approaching, and we are once again holding this very popular family event at the Champagne Sports Resort in the Drakensberg. Dress warm, pack the sports goods, and come along for one of the main highlights of the CMA calendar. Diarise 24-26 August now!
The CMA and the Colliery Engineers will now work hand in hand going forward Many benefits
On the education side – our new Certificate courses have been extremely well supported, and we thank those who have sent candidates. There is a oneday and a three-day course, both presented by Alan Exton, a long-standing member and supporter of the CMA. Please send along any of your staff that could benefit from this highly useful training.
ur 39th Annual CMA Dinner was held on 30 May at the Bryanston Country Club and as usual, was sold out shortly after the invitations were distributed.
Still on the social front – the Industry Interact weekend
I was also honoured to represent the CMA at Exxaro in Lephalale recently, where I gave a detailed presentation on the CMA to an audience of industry professionals. A highlight resulting from this presentation and meeting, is that the CMA and the Colliery Engineers will now work hand in hand going forward. Simon Curry Chairman
CMA Members List as at June 2012 All members subscribe to the CMA Code of Ethics ABB Industry Actom Afripp Projects Atlanta Manufacturing Bateman Engineered Technologies Bauer Bearings International Belt Brokers Belt Reco Bibby Turboflex BMG Bonfiglioli Power Transmissions Bosworth Brelko Conveyor Products CMG Electric Motors Conveyor Watch CPI Technologies CPM Engineering CT Systems David Brown Gear Industries Delras Engineering DRA Mineral Projects DRA Mining (Pty) Ltd Dunlop Belting Products Dymot Engineering Company
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ELB Engineering Services Facet Engineering Fenner Conveyor Belting (South Africa) Flexible Steel Lacing SA FLSmidth Roymec Hägglunds Drives South Africa Hansen Transmissions SA Hatch Africa Horne Hydraulics Hosch - Fördertechnik (SA) International Belting & Marketing Iptron Technology Joy Global (South Africa) Lesa Mining Equipment and Conveyor Belt Lorbrand M & J Engineering Martin Engineering Melco Conveyor Equipment Moret Mining MS Conveyor Pulleys SA Nepean Conveyors OE Bearings Oriental Rubber Industries SA Osborn Engineered Products
PH Projects Holdings Protea Conveyors Read Swatman & Voigt Rema Tip Top South Africa Renold Crofts RSV ENCO Consulting Rula Bulk Materials Handling Sandvik Materials Handling SA Schaeffler South Africa SENET SET Agencies SEW Eurodrive Shaft Engineering Shaw Almex Africa SKF South Africa ThyssenKrupp Materials Handling Timken South Africa (Pty) Ltd Transmission Components Transvaal Rubber Company Unitek Engineers Veyance Technologies Africa Voith Turbo Zest Electric Motors
LETTER TO THE EDITOR
Dear Susan, Thank you, thank you, thank you because yesterday I received my first copy of “Bulk Handling Today” “for this year and this is the first time that I have received this publication since the October, 2011 issue. I find the magazine very interesting and very useful in keeping me up to date with current trends and ideas. We pray that from now on the magazine will manage to get through the postal systems of South Africa and Zimbabwe and I will then be able to keep up to date. Thanking you once again, it made my day!! Kind Regards, David Dick Professional Member of IMHSA
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Support After Equipment Commissioning
FLSmidth Roymec, FLSmidth’s material handling business in Africa, is drawing heavily on its experience in both domestic and international engineering and material handling projects to support the current growth being experienced in the local and regional mining industry.
FLSmidth Roymec designed and built this overland conveyor which included an environmental crossing.
t’s expert support after commissioning of its equipment is a key market differentiator. This is being demonstrated at a coal operation in Mpumalanga, where FLSmidth Roymec installed four stackers and three bucket wheel reclaimers at a coal processing plant built four years ago to handle 16 million tons of coal per year.
Sharing of technical knowledge ensures that the customer’s technical team is able to maintain optimal plant performance and minimise downtime The FLSmidth Roymec Material Handling Services team is still actively involved in maintenance at this plant, overseeing plant technicians and demonstrating how to perform repairs. This sharing of technical knowledge ensures that the customer’s technical team is able to maintain optimal plant performance and minimise downtime by being able to evaluate the current condition of the plant and carry out appropriate repairs, maintenance or upgrades in a timely manner. The services team contributes not only to effective inspection, but also to proper evaluation of the inspection data, making a key contribution to the smooth running of the plant.
Specific requirements Owing to production pressures, most customers do not have the time to spend on understanding the details of how their FLSmidth Roymec equipment
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operates and this is where the services team’s value is most evident — understanding the specific requirements of the process and solving any problems that arise quickly and effectively. FLSmidth Roymec plant inspections offer an objective take on the plant’s condition and frequently lead to elegant solutions based on best practice at other projects. Repairs are often carried out during these inspections, since service engineers carry the tools for the job with them. These service engineers also generate an inspection report that communicates the relevant information in a user-friendly format to the client’s engineering and management personnel. The same expert help is at hand in the event of an unexpected equipment failure to ensure the problem is mitigated as soon as possible before there is more equipment damage or production is seriously affected. The FLSmidth Roymec Services team’s main objective is to ensure plant success and, to this end, its members encourage an ongoing dialogue with customers. The team proactively suggests design improvements and gives proper attention to customers’ problems, staying on site until the job is done. Since customers have direct access to the technical team by phone and through regular site visits, its members are effectively part of the customer’s own technical support team.
A circular/stacker reclaimer built by FLSmidth Roymec A delivery conveyor to ROM stockpile silo for an overland conveyor
Innovative material handling
As a part of FLSmidth since 2010 and in operation globally since 1979, FLSmidth Roymec has amassed a diverse portfolio of projects on which it has delivered innovative, optimised and reliable solutions that are helping customers to grow their businesses. FLSmidth Roymec covers a broad spectrum of the materials handling industry. The company designs and builds plant conveyors, including belt feeders, trippers, moving heads and shuttle conveyors. Most of its projects are delivered on a turnkey basis, so all stages of execution – from conceptual design to construction and commissioning — are performed in-house. This level of execution control ensures FLSmidth Roymec meets delivery deadlines and the industry’s increasingly rigorous safety and quality criteria. Its Material Handling Services team provides complete after-sales parts, technical and engineering support to customers throughout the continent, ranging from plant audit services, to operating and maintaining entire material handling systems on an outsourced basis.
The key to an optimally performing material handling system comprises an appropriate team of experts, a multi-disciplinary approach, world class products and excellent project execution capabilities. Being part of an established global organisation gives FLSmidth Roymec access to a wide range of expertise, resources and equipment.
Service engineers also generate an inspection report that communicates the relevant information in a user-friendly format to the client’s engineering and management personnel FLSmidth Roymec has offices in Botswana and Mozambique and has its sights set on establishing in Zambia, where there is excellent growth potential. A strong regional presence combined with FLSmidth’s products and global expertise ensures that customers get the best One Source partner for all their material handling needs. Brett Von Brandis, FLSmidth, Tel: (010) 210-4820 Email: email@example.com Website: www.flsmidth.com
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HARBOURS, PORTS & RAILWAYS
RBCT to Expand at Last? Over the past decade, there has been lots of talk about expansion of the port at Richards Bay but not much has actually come to fruition. According to Tau Morwe, the chief executive officer of Transnet National Ports Authority (TNPA), the long term-plan is to make things happen over the next seven years.
ccording to the National Ports Act, the landlord is responsible for the development and improvement of the port by providing adequate, efficient and affordable services, he says when addressing the Transport Forum’s meeting in Richards Bay which “Bulk Handling Today” attended recently. “In essence the TNPA is expected to run an efficient system in order to enhance economic growth.
The capex of 47 billion allocated to port development over the next seven years, will firstly be used to replace older assets The next 7 years
“The capex of 47 billion allocated to port development over the next seven years, will firstly be used to replace older assets. The latter part of the seven years will be spent on expansion projects in the various ports, including Richards Bay which
A packed breakfast audience at the meeting
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has received quite a large chunk of the capital. “ The role the TNPA plays in the bulk supply chain which runs through Richards Bay is also set to change in future. “In the past the role of the TNPA was more that of an administrator. The emphasis was not on improving the system, efficiencies or productivity as is currently indicated by the policy and the act,” Tau says. “To address these shortcomings we’ve started bringing in people who can make the port more efficient and effective. This group of people will be focussing on port efficiency and stabilising port operations. They will determine when, where and what infrastructures have to be put into place to avoid running out of port capacity at all our ports in South Africa.
“We now have a port regulator under the chief financial officer to deal with this changing environment,” Tau continues. “Going forward we just have
HARBOURS, PORTS & RAILWAYS
The bulk liquid storage facility in the harbour
Tau Morwe, the chief executive officer of Transnet National Ports Authority
Port manager of Richards Bay, Thami Ntshingila
to have the right people to execute on the projects by focussing on capex execution and operational effectiveness to meet the required volumes and to work closely with industy to create new business.
Going forward we just have to have the right people to execute on the projects by focussing on capex execution and operational effectiveness to meet the required volumes
“Right now, for instance, we’re working on a pricing system to determine who pays for what? We’ll be moving away from the old pricing system to come up with one based on best practices. It is key that the port authority is able to make a return on its investment in order to establish a source of funds to create capacity infrastructure ahead of demand.”
Other speakers at this meeting included port manager of Richards Bay, Thami Ntshingila, who provided a detailed overview of the facilities available at Richards Bay port. He not only pointed out available space for expansion of the coal terminal, the bulk break terminal and all the other facilities,
but also showed us land available which could in future be purchased for even further expansion. Initially built as a bulk port to export 26 million tonnes of coal over the first ten years, the port has diversified into the handling of other cargoes. Currently, Richards Bay handles in excess of 80 million tonnes annually, representing approximately 60% of South Africa's seaborne cargo. This makes it South Africa's leading port in terms of volume handled.
The port is the largest in South Africa, with total land and water surfaces of 2 174 hectares and BULK HANDLING TODAY
HARBOURS, PORTS & RAILWAYS
A ‘sneaked’ photograph from the bus of a ship loading coal in Richards Bay harbour
1 443 hectares respectively. To date only half of that land has been developed. The Port of Richards Bay has the potential to develop over time into one of the largest global ports by expanding up the Mhlathuze River floodplain.
Bulk Storage, handles a wide range of bulk liquids stored in tanks
The port hosts six cargo handling terminals:
• Private facilities: Phosphoric acid export loading facility and liquid pitch import facility.
• The Dry Bulk Terminal, operated by Transnet Port Terminals, imports and exports a variety of ores, minerals and woodchips • Multi-purpose Terminal, also operated by Transnet Port Terminals handles breakbulk cargoes, including ferro chrome, pig iron, steel, forest products, granite, aluminium, bagged cargo, containers, heavy lifts and abnormal loads • Richards Bay Coal Terminal Company Limited is the largest single export coal terminal in the world with the capacity to export 72 million tonnes per annum • Island View Storage, operated by Richards Bay
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• Richards Bay Bunker Terminal, operated by Joint Bunker Services, imports bunker fuel from Durban and Cape Town
This presentation filled us all with excited expectations of at last getting some good photos of the port in question. Even when we got onto the luxury tour bus on this scorching hot day and the airconditioning wasn’t working, nobody complained because of the photo opportunity coming up. However as soon as we stopped at the coal terminal and wanted to get out for photos, we were told it wasn’t allowed; a great disappointment for all the press on board. Sne Mahanya, Transnet, Tel: (035) 905-3693 Email: firstname.lastname@example.org
HARBOURS, PORTS & RAILWAYS
New Locos for Africa “The railway market in Europe is changing in the sense that growth has lessened with more than 40% of our orders now coming from outside Europe this year,” Olivier Pease, Alstom Transport’s managing director central Europe & Africa tells “Bulk Handling Today” during a recent visit to South Africa.
structure taking place for many years, the transport division was fairly quiet but since the recent announcement of major expansion in the railway infrastructure all over the African continent, an active presence has been re-established.
Olivier Pease, Alstom Transport’s managing director central Europe & Africa
he shift has moved over to emerging developing countries in the broader sense of the word,” he continues. “The new area for growth for us includes all the Brics countries and several other smaller African countries where rail infrastructures are being upgraded. Alstom is not new to South Africa, we’ve had a presence here for over 100 years with most recent successes being our part in the building of Kusile and Medupi power stations on the power generation side.
Many of the old electric locomotives in service in South Africa today were originally built and later upgraded by Alstom Long local history
As far as the transport side of the company is concerned, many of the old electric locomotives in service in South Africa today were originally built and later upgraded by Alstom, either directly or through their association with local entities who participated in the upgrades through the years. With very little expansion locally in railway infra-
Typical loco units built by Alstom
“Apart from several other contracts in various stages of finalisation in Africa right now, we have also tendered for the Transnet project to replace 95 electric freight locomotives in one of the first phases of the infrastructure expansion,” says Olivier. “The fact that all of our latest projects in Africa have incorporated a significant local manufacturing content should count in our favour as this is an important pre-requisite when it comes to the contract allocation. “In terms of the locomotive design, we’re planning to come up with a unique aesthetic associated with modern locomotives, yet comply with the tender BULK HANDLING TODAY
HARBOURS, PORTS & RAILWAYS
An electric freight locomotive manufactured by Alstom in France
As far as the traction drive systems are concerned, we have many years’ experience in AC technology and believe we’re able to put together the most efficient system out there for electric locomotives requirements where Transnet, for instance, wants a front door on the locomotive so that people can move from one unit to the next while the train is travelling” elaborates Olivier. “As far as the traction drive systems are concerned, we have many years’ experience in AC technology and believe we’re able to put together the most efficient system out there for electric locomotives.”
The company has the technical expertise to propose the best suited product for the South African rail industry, tailor-made for local conditions and the level of performance needed. Olivier says in conclusion, “Although we’ve been a sustainable and long-term partner for infrastructure projects in South Africa for over 100 years, we’re more ready than ever to reaffirm our commitment to this country by taking part in the new challenges arising as the country enters an important new chapter of growth.” Kobie Hyman Alstom Power & Transport, Tel: (011) 518-8217, Email: email@example.com
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Specialised Cranes sixty years.
Hot to handle
For a closer look at this highly specialised lifting industry, “Bulk Handling Today” speaks to Alan O’Hara, general manager BU service at Demag and Wynand Andeweg, project manager of process cranes and leader of the team responsible for hot metal ladle crane design and manufacture. “Demag South Africa has become the centre of excellence in the group of companies as far as hot metal ladle crane design is concerned,” says Alan. “The South African O’Hara, general manager BU service at Demag Wynand Andeweg, project manager of process team are accredited by Demag cranes worldwide as the main design team and competency centre responsibility for all special purpose hot metal When it comes to speciality tasks such as lifting a 300 tonne cranes.”
ladle filled with molten steel, lifting the headgear on a mine shaft structure, or lifting and flipping over the chassis of a vehicle on a high precision automotive production line, we’re not talking about the sort of crane bought ‘off the shelf’ from just any supplier.
hese types of cranes, especially the hot metal ladle ones, are custom designed and built to international standards within very fine tolerances by veteran crane manufacturers like Demag Cranes & Components based in Boksburg, which has been doing it for the past
Wynand adds, “We have built up a strong experience base in this field from the many local ladle crane installations we’ve carried out over the years. These cranes are used extensively in the steel making industry where they handle very heavy loads on a continuous basis. Because it’s also a highly dangerous load, the requirements are very specific regarding the lifting and movement of the ladle which needs to be controlled precisely and accurately to within very specific parameters. “Also, these cranes operate in a harsh environment where they work 24 hours a day at maximum capacity all the time,” Wynand adds. “From a design point of view it’s a whole different ball game when a crane lifts to its full capacity all the time as opposed to the usual scenario where most cranes only lift to full capacity some of the time.”
A ladel crane design
The main design requirements revolve around the safety aspects due to the danger around handling hot metal on such a big scale. “We always consider durability to optimise the life cycle of the equipment. This means that basically everything is slightly bigger, heavier and more robust in general,” Wynand explains. “The control system for these cranes are highly specialBULK HANDLING TODAY
ised too, because the ladle has to be placed accurately very gently which means the highly-sensitive electronics for the control system have to be heat resistant.”
“One of the most important aspects is the reliability of the crane as whole,” explains Alan. “Most of the companies want 99% availability from such a crane and that’s where experience in the design of these systems comes in. We have to make sure A typical open hoist arrangement on a hot metal crane” slio that downtime is absolutely minimised in the first place. class solution in hot metal handling. This has given Now moving into Africa where mining is mushrooming all us the confidence to now embark on marketing our South African ladle crane design on the international over the place Imagine you’ve got 250 tonnes of molten metal in a market where the competition is tough.” pot hanging on hooks and the travel mechanism of the crane breaks down, it becomes a huge problem which will send the crane manufacturer’s reputation down the drain immediately? The fact that we’ve been able to provide consistent availability through the years has made our product a world
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“Apart from now moving into Africa where mining is mushrooming all over the place and where the mines are seeking quality products because of their remote sites, the large installed base we’ve built up in South Africa over the years provides us with a good potential business for refurbishment
A hot metal ladle crane at a steel producer
A ladle crane for the handling of hot metal
business,” adds Alan. “The fact that we have acquired all the archived design specifications of the special purpose cranes built in this time allows us to optimise refurbishment and upgrading these cranes today.
Demag’s scope of crane design and manufacture does not end with large special purpose cranes though. The company enjoys close ties with the automotive manufacturing industries around the world. “In the mass production of vehicles there are many opportunities for lifting device innovation,” says Wynand. “In Port Elizabeth, for example, we have a dedicated team who are constantly confronted with the need for custom lifting and handling solutions on the vehicle production lines. Some of the unique solutions they’ve come up with here have subsequently become products we market internationally.” “The latest innovation they’ve come up with is a system whereby the entire chassis of a vehicle
Lifting solution for the automotive industry
being built is lifted off the production line, flipped over and placed back on the line so that components can be fitted to the underside,” explains Alan. “The real challenge was not so much in lifting and placing the chassis, but to do so in synchronisation with the rest of the production line without stopping the flow of the line. The chassis also had to be placed back onto the moving line within millimetres. This system is now being rolled out at all the other plants of the manufacturer across the world.”
Some of the unique solutions they’ve come up with here have subsequently become products we market internationally Almost all of Demag’s work is custom designed, using their modular system to put cranes together for very specific duties and applications. “A large section of our team comprises design engineers,” says Wynand in conclusion. “To us, delivering quality is part of our culture regardless of the size of the crane we’re building.” Sonja Phillips Demag Cranes & Components, Tel: (011) 897-8042 Email: firstname.lastname@example.org
BULK HANDLING TODAY
BULK HANDLING TODAY
Premium Rope for SA Bridon rope now available locally
When you’re in the lifting business, your income literally hangs on a thread, that of a steel rope, making rope a critical part of any business when it comes to protecting assets, not to mention staff. Yet many companies still skimp on lifting equipment, below and above the hook, by buying the cheapest available and hoping to get away with it.
ne company where you’ll only find premium lifting hardware products is Shutterlock in Randfontein. “Bulk Handling Today” speaks to Sheri-Lee van Zyl, Marketing Coordinator at Shutterlock to catch up with the latest in this field. “We’ve been around for 25 years, building a company with a
good reputation for quality products and service in all major industries,” she says. “We’re not only regarded as a pioneer with regard to safety and cost-effective variables, but we try to remain at the forefront of ever-changing industry standards and demands.
Our engineers and technicians are dispatched across the globe to provide expert assistance and solutions, no matter what the problem, or wherever the location Top quality
“For example, in the quest to bring our customers the best options available, the latest edition to our product range is the well-known Bridon International range of specialised steel wire rope,” Sheri-Lee adds. “Over the last 18 months we have increasingly been supplying Bridon rope into the local market resulting in a firm relationship with them. Not only have we now been appointed as the distributor for their products throughout southern Africa, Bridon has established a presence in South Africa by operating from our offices in Randfontein.”
(Left to right) Karen Bailey, commercial manager of Bridon and Sheri-Lee van Zyl of Shutterlock
Bridon is a UK based company with rope factories around the world, employing some of the most highly-trained professionals in the industry. Says Karen Bailey, commercial manager of Bridon, as BULK HANDLING TODAY
Slings made up to order
she joins the interview, â€œOur understanding of, and expertise in dealing with all issues related to wire and fibre ropes has enabled us to develop a wide portfolio of cost-effective services which are enjoyed by customers worldwide.â€?
In South Africa we have engineers available 24/7 to go out on site whether it be to a crane, off-shore, or mine to assist or supervise an installation Testing lifting tackle made up at Shutterlock
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ropes for all types of cranes, but we can make special rope for out-of-theordinary applications as well.”
Heavy duty press for making lifting tackle
This is possible because Bridon manufactures its own steel wire used to make rope. “We are one of the few rope manufacturers in the world to do so. Literally taking it from rod to rope allows us to produce custom-made ropes for special applications accompanied by a full history of the manufacturing process,” explains Karen. “If one of our ropes had to fail, we have a special department in the UK where that rope is analysed in order to find the cause.” Any lifting equipment is only as good as its installation and, to this end, assistance is available for those who need it. “In South Africa we have engineers available 24/7 to go out on site whether it be to a crane, off-shore, or mine to assist or supervise an installation,” Karen says. “If it’s a really complicated installation we also have a specialist services department in the UK to go out and assist anywhere in the world.”
Chain blocks made to order
Repair & maintenance
The range of rope covers all industries including speciality applications such as mine winder rope made to the specific requirements of each individual installation. “Our engineers and technicians are dispatched across the globe to provide expert assistance and solutions, no matter what the problem, or wherever the location. With resources and support services based at key hubs on every continent,” Karen says. “Repair and maintenance can be carried out in many forms. All types of ropes including haulage, multi-strand rope, locked coil and spiral strand are catered for, from a broken wire to a total re-splice. “To date we’ve been doing very well in South Africa in terms of deep shaft mining as well as open cast mining where they use our rope extensively,” Karen adds. “With a presence here now we will start pushing on the industrial side as well as introducing our wide range of high-performance crane ropes. We make the full range of standard high performance
Adds Sheri-Lee, “We have two fully-qualified LMIs (Lifting Machine Inspectors) who are permanently out in the field assisting customers who need these services. One of them, for example, is currently busy assisting a mining customer to re-write their entire safety procedure manual in order to keep up-to-date with the latest requirements.” Shutterlock are agents for well-known brands in the lifting industry where all equipment has full traceability. “We stock the full range of Crosby lifting & rigging accessories, Spanjaard lubrication products and McKinnon chain and Max-Alloy fittings, for example,” Sheri-Lee says in conclusion. “Although our staff have vast experience in all fields of application, we now also have the backing of Bridon in terms of rope and can confidently say we’re well equipped to supply a solution for any lifting application.” Sheri-Lee van Zyl Shutterlock Tel: (011) 412-2918 Email: email@example.com
BULK HANDLING TODAY
BULK HANDLING TODAY
Flywheels On Troughed Conveyors In an ever more competitive industry, conveyor designers are constantly in search of innovative and cost effective ways to ensure both technical and economically optimal designs.
n recent years, variable frequency drives (VFDs) have become a cost effective conveyor control system which allows the conveyor designer to specify complex starting and stopping characteristics in order to reduce transient stresses. However, due to power failures and emergency stops, the design of the conveyor must still be such that undesirable transient stresses are limited to acceptable levels during a non-powered stop.
In order to minimise the negative effect of a power interruption or non-controlled stop, flywheels are often specified as a means of extending the stopping time and reducing low belt tensions and eliminating dynamic effects which is normally achieved by a VFD during an operational stop. Adding a large flywheel to the drive system raises safety concerns and the designer must take cognisance of the fact that this type of energy storing device may require special protection in the event of a catastrophic failure.
Elastic waves, sometimes referred to as transient stress waves, are generated in conveyor belts during starting or stopping. In order to minimise the magnitude of these waves during the starting period, a prolonged start period with a velocity ramp in the shape of an S- curve is typically specified. However, a prolonged soft start is of little or no use if the other stresses, developed during the shut-down period of the conveyor, are not similarly contained. With VFD control, an operational conveyor stop could also be specified as a predetermined graph or in some cases as a linear reduction in applied torque, say 1,5 - 2% per second, thus achieving a smooth transition period.
Figure 1: Typical Hermite S-curve for starting of long overland conveyors
During an emergency stop with no power available to ensure a smooth transition period, some conveyors develop transient stresses accompanied by low belt tensions in certain regions of the conveyor.
Figure 2: Layout of the head and drive end of the incline conveyor
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Figure 3: Belt speed without flywheels (emergency stop)
Figure 4: Belt speed with flywheels (emergency stop)
The abovementioned problem can be solved by adding a flywheel to the drive system thereby increasing the stopping or coasting time of the conveyor to achieve a smooth ramp-down period.
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There are, of course, also other options available to address the abovementioned problem and the following case study investigates the various design considerations available to achieve an optimal
Figure 5: Belt speed with an automatic take-up winch (emergency stop)
Figure 6: Belt speed with a capstan brake (emergency stop)
design. It should be noted that there are factors such as conveyor over-run and the associated chute capacity which will also influence the final selection of the particular design option.
A dynamic simulation, which predicts the elastodynamic behaviour of a conveyor belt, was conducted on the incline conveyor. The dynamic simulation indicated very low belt tensions with unacceptable levels of typically 12% sag at the lower end of the conveyor, and also dynamic shockwaves due to the very fast stopping time of the 17 degree incline conveyor. Increasing the take-up tension assisted in reducing the low belt tensions but the dynamic shockwaves were still present just prior to the conveyor coming to a standstill. The dynamic instability is evident from the difference between head and tail speed of up to 30% during the stopping period. The following design concepts were considered in order to eliminate the low belt tensions and the dynamic instability of the conveyor.
CASE STUDY – SHAFT INCLINE CONVEYOR Conveyor Data Capacity
2 x 1000 kW Dual Drive
Table 1: Conveyor parameters
• Adding flywheels to the drive system • Automatic take-up winch in lieu of the gravity take-up • Capstan brake on the gravity take-up system • Change the location of gravity take-up from the head end to the tail end BULK HANDLING TODAY
Figure 7: Belt speed with tail gravity take-up (emergency stop)
The dynamic analysis shows that, by adding a flywheel with an inertia of 225 kgm² to each of the two 1 000 kW drives, the stopping time of the conveyor is extended from three to eight seconds. The required take-up tension reduced from 255 kN to 155 kN and the maximum belt sag reduced from 12% to 2,6%. Similarly, the maximum ten-
sion reduced from 791 kN to 705 kN for all the load case scenarios with the introduction of the flywheels. In addition, the dynamic shockwave is eliminated and there is virtually no difference in belt speed at the tail and head during the deceleration period.
Automatic take-up winch
An automatic winch would maintain the nominal 155 kN constant take-up tension during starting and steady state running, however it would be fixed during an emergency stop. The winch would have a worm gear and a brake on it to prevent any movement except during tension adjustments. The analysis proves to be very similar to the analysis done without flywheels. There is up to a 30% difference in the belt speed at the tail and the head with associated stress wave formations and low belt tensions, although the belt sag levels are well contained with the maximum sag level at 2,5 %. Figure 7 shows the dynamic behaviour during an emergency stop. The maximum belt tension increases significantly during an emergency stop. This is due to the dynamics of the system and the backstop engagement shockwaves that occur without the flywheels. The peak belt tension is 847 kN. Furthermore the take-up tensions increase from the steady state value of 155 kN, to over 420 kN.
The capstan brake is essentially a brake system connected to the take-up counterweight that ’locks up’ and prevents the take-up system from reacting to the sudden change in tension during a non-powered stop. Figure 6 shows the results of the capstan brake option. The belt sag of 3,5% is more than the fixed take-up option due to the capstan application which is not instantaneous. The maximum tension is lower at 705 kN for the normal friction load case. It is important to note that with a capstan, this conveyor is very sensitive to small changes
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in the design parameters. For example, under the low friction case the maximum tension is 803 kN. The low friction case needs to be included in the analysis since this scenario can be expected to occur after some time of operation.
when the belt comes to rest and the backstops engage. Again this is due to the fast stopping time and dynamic shockwave. The maximum belt tension is 860 kN.
The brake application and lag times can also have a very large effect on the peak belt tensions due to the very fast stopping time and dynamic shock wave that occurs during the emergency stop.
In this case study, the option of using flywheels fitted to the drive units to increase the total inertia of the conveyor resulted in the lowest peak tensions for all the load case scenarios and is also the most dynamically stable design during emergency stop conditions.
Location of take-up
Locating the take-up at the tail end of an incline conveyor should always be the first consideration for the designer. The take-up in the tail position allows for lower belt tensions and improved dynamic stability in the conveyor system as the belt selfweight provides the required slack side tension at the drives. This is, however, not always possible due to restrictions in terms of headroom and many incline conveyors are progressively extended down the incline shaft, therefore favouring the concept of having the take-up on surface. For this case study, a dynamic simulation with a gravity take-up situated at the tail-end of the conveyor was conducted to evaluate the effect this position would have on the dynamic stability of the conveyor. In this case the take-up tension can be reduced from 155 kN to 50 kN. This is due to the gravitational effect of the mass of the belt on the return side. (50 kN tail tension in addition to the mass of belting results in the same required T2 tension of 155 kN). During a power failure the tail take-up absorbs the belt slack and the maximum belt sag is 4,5%. However, the same high tension wave still occurs
Dynamic analysis results and conclusions
The lower belt tensions result in lower cost for the belting, pulleys, bearings and associated structural steelwork. It can therefore be concluded that for this particular design case, using flywheels to increase the drive inertia and therefore the emergency stopping time of the conveyor, provided the optimal technical and also the most economical design. It is also fair to say that the designer cannot only consider the technical and economic aspects and that the end user will require additional considerations to be taken into account such as the safety aspects and an evaluation of the additional maintenance associated with the flywheels. For this application the 225 kgm² flywheel would be a 400 mm wide forged mild steel disk with a diameter of 900 mm. Each flywheel would weigh 2 400 kg. The sheer size of such a flywheel rotating at near 1 500 r/min raises safety concerns which must be adequately addressed during the design stage. Disadvantages and safety risks: • Safety – catastrophic failure, although the probability is low, the level of consequence is high • High degree of secondary damage due to increased drive inertia • Additional bearings and associated monitoring and maintenance
Addressing the safety risks and maintenance requirements of the flywheel
In order to ensure a safe flywheel design, a better understanding of the design process is required. The following will give a brief overview of the design methodology followed as well as the assumptions made in order to have a safe flywheel system incorporated into the drive of the conveyor.
There are three main failure modes that can be identified when considering a flywheel failure: CAD model of catcher with transparent sides in order to view internal structure
• Bearing failure resulting in eccentric BULK HANDLING TODAY
shaft movement which in turn results in eccentric flywheel movement. • Shaft failure resulting in eccentric flywheel movement. • Flywheel failure resulting in pieces of the wheel shooting out and the flywheel becoming eccentrically loaded. The failure modes yielded the following two items that need to be addressed, considering the bearings and shaft are designed not to fail under maximum load conditions: • Eccentric Flywheel Movement due to failure • Protection from material flung from flywheel in event of failure
Primary Design Safety
The first protection in the flywheel is the design of all the components to ensure that there will be no failure due to poor bearing life, fatigue or instability. The following design safeguards need to be implemented:
To achieve the desired inertia value the flywheel dimensions are modified until the desired inertia value is obtained. The radius is limited up to the centre line height of the gearbox so the thickness is modified in order to obtain the inertia value. This causes the weight of the flywheel to increase significantly. The hoop stress and radial stress generated within the spinning flywheel needs to be verified in order to ensure that the flywheel will not fail due to rotational stresses. Generally not a concern when the flywheel diameter is less than 1 000 mm and the speed does not exceed 1 500 r/min.
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The flywheel itself needs to be balanced to G2.5 at 1 500 r/min in order to ensure proper balancing. Material certificates need to be given as well as ultrasonic testing needs to be done to ensure the material is homogenous. The material consideration is not critical as the maximum stresses during operation will not cause stress close to the yield strength of even mild steel. For larger diameter or higher speed flywheels this may be a concern. For this design, forged mild steel was used. During normal operating conditions the maximum stress in the flywheel is 32 MPa. This is the inside hoop stress.
The shaft diameter needs to be sufficient to support the flywheel assembly during normal operating conditions and the stress must be low enough to ensure the fatigue limit of the shaft is not exceeded under maximum running conditions. These conditions are the following: • The flywheel weight shear force is considered (under maximum vibration conditions of 12 mm/s), • along with the bending moment generated by the bearing supports, • the torsion on the shaft is also taken into account under motor start-up torque conditions and braked stopping. Once these forces are defined the shaft stress must not exceed 80 MPa on EN19-T shaft. This will allow infinite life of the shaft. For this design the shaft stress is 35 MPa during the maximum loading of the drive and under maximum vibration conditions.
The bearing life to be obtained should exceed the design life of the drive components. Even though the bearings will not have infinite life they must last long enough to be replaced along with the rest of the drive items. These bearings can be either grease or oil lubricated. Depending on the speed and load relationship, the bearing lubrication will change. The lubrication type should be selected by the bearing manufacturer. For this case study the bearing type used is oil lubricated pillow blocks for high speed flywheels as per the recommendations of various bearing suppliers. It is also important that bearings be checked for minimum loads to prevent skidding since the bearings are overdesigned due to supporting shaft diameter. The oil viscosity needs to be considered for the application as well, and VG 220 should be sufficient for most applications. For this case study the L10h bearing life is roughly 2,3 million hours due to the large diameter shaft.
If one of the primary design safety mechanisms has been bypassed by damage to the components or by non-standard operating conditions it is critical to contain the flywheel in the event of catastrophic failure. When considering the failure modes it can be seen that the eccentric force will be the largest to contend with during a failure. In order to address this, the allowable radial movement of the flywheel has to be limited. This can be done using a â€˜catcherâ€™ which wraps around the flywheel in order to prevent the eccentricity from escalating upon a shaft or bearing failure as well as to contain any loose debris from a failed flywheel.
During a failure this catcher will be destroyed, but the flywheel will be contained. Further considerations that need to be taken into account in the catcher design is heat dissipation during failure as well as deflection of the structure. Other considerations also need to be taken into account in the design of the catcher such as foundation strength of the base plate, material spillage protection, installation of catcher onto the drive and the ease of removal of the catcher.
Flywheel design conclusion
The design of the flywheel and its ancillary components is not complicated once all the considerations have been taken into account. With primary and secondary safety features the flywheel is one of the safest components on the drive and no failure should occur if all design rules are followed. With the secondary safety device there should be absolutely no risk of loss or injury due to a catastrophic failure.
Flywheels are simple in design, cost effective and reliable energy storing devices. Due consideration must however, be given to the safety aspects especially with the larger type flywheels. It has been shown that, similar to the advances of technology for new conveyors, ancillary components such as flywheels can also be developed to new technological standards with adequate protection in terms of encapsulated guarding. Note: This paper has been condensed due to space constraints. The authors are H. Brink, W. Niemand of Sandvik Mining and Construction and W. Sullivan of Hansen Industrial Gearboxes South Africa. This paper was first presented at Beltcon 16 held in Johannesburg in 2011 and copyright is vested with the IMHC. Enquiries can be made through the website: www.beltcon.org.za
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Special Bearings for Conveyors Ask any plant or maintenance engineer anywhere in the world for a solution to a tricky bearing mount and they will no doubt suggest using a Cooper split roller bearing.
Robertson, director of bearings & allied products at Bearings International, the sole distributors of Cooper bearings in South Africa for the last 75 years. “For donkey’s years the Cooper product has remained the same without any significant changes,” Ian says. “This meant that, in most instances, where a standard solid bearing had to be changed out to a Cooper unit, some adaptations had to be made to accommodate the difference in the bolt centres and centre height for the Cooper bearing to fit in its place. Despite the costs associated with such an adaptation, industry has done so for years in order to gain the advantage of having a split bearing. From left to right, Gilbert da Silva, CEO of Bearings International, sales director, Robin Briggs, and Ian Robertson, director of bearings & allied products at Bearings International
irst manufactured over one hundred years ago, the Cooper name is today synonymous with a premium split roller bearing which is used across all industries in all sorts of applications. Regardless of whether it’s built into the original equipment or converted from a conventional bearing to a Cooper afterwards, this versatile bearing solution is often the only economical answer to certain application problems. One of them is conveyor systems.
This upgrade of the pedestal range completely eliminates the need to make any special footprint and centre height modifications when converting from a solid to a split bearing Design changes
In a recent upgrade of the Cooper product range, this bearing solution has now become a much more attractive option for conveyor systems. To find out more “Bulk Handling Today” speaks to Ian
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“Cooper has added the heavy duty range of pedestals that is directly interchangeable with the standard SD plummer block. They are manufacturing the housing out of SG iron, making it the strongest standard housing on the market. This upgrade of the pedestal range completely eliminates the need to make any special footprint and centre height modifications when converting from a solid to a split bearing,” adds Ian.
It has always been a struggle to install or service bearings on a belt conveyor or bucket elevator, particularly those between the drive pulley and gearbox. “The Cooper split roller bearing, highly effective in most locations, is the ideal solution here,” says Ian. “Its unique split-to-the-shaft construction allows easy assembly, not only during initial manufacture, but even more out in the field when it needs changing out. “Split-to-the-shaft bearings disassemble into smaller components, not only making assembly or changing-out very simple even in the most cramped and inaccessible locations, but lifting and handling are a piece of cake,” explains Ian. “Clearances are pre-set, so no on-site adjustment is needed, let alone requiring any specialist fitting tools. Most companies have found that productivity is increased and costs reduced, purely through faster handling
and less downtime when something does go wrong. Changing out a split bearing takes an hour or two, compared with up to 12 hours for a solid bearing under the same conditions.”
Cooper split bearings offer an alternative to conventional double row spherical bearings, as well as white metal bearings. “They can replace the majority of spherical or bush bearings in plummer blocks,” explains Ian. “However, the greatest long-term benefits are gained by specifying original Cooper split bearings from the design stage. This guarantees smooth, trouble-free running throughout the life cycle of the machinery while users can achieve tremendous cost-savings, with rapid return on investment.” A versatile range of housings, designed for the conveyor industry, makes it easy to design these bearings in from the start, or to use them as ‘swapin’ replacements for other brands,” adds Ian.
This versatile bearing solution is often the only economical answer to certain application problems
Coopers range of housings includes the flange mount that is typically used behind a shaft mounted gearbox on a bucket elevator. The hanger units are used as the centre bearing on the inside of long scroll conveyor. Cooper manufactures a wide range of take up units that are used to tension the belt on a conveyor system.
This guarantees smooth, trouble-free running throughout the life cycle of the machinery while users can achieve tremendous cost-savings, with rapid return on investment New product ranges
Cooper has introduced the world first split tapered bearing that fits into the standard cartridge and pedestal. They are successfully running on applications than have a higher thrust load that the normal split bearing can handle.
The Cooper bearing in a cement application
It has added the 100 series bearing to its range of products. Whic has a reduced load rating and centre height compared with the normal range.This product has been used by the major fan manufacture to illuminate the problem of skidding on light duty applications.
“The Cooper bearing is a premium product, but most users appreciate the benefits of investing more in a product which ultimately saves them money,” says newly-appointed sales director at BI, Robin Briggs. “Our drive is to sell solutions and this bearing is a good example of how we really sell reduced downtime to our customers. If you look at total cost of ownership and how often this bearing is changed out, the savings over a period of time are significant.” The new CEO Bearings International, Gilbert da Silva,
They are successfully running on applications that have a higher thrust load than the normal split bearing can handle
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They can replace the majority of spherical or bush bearings in plummer blocks
A typical applicatrion of the Cooper bearing
also joins the interview to confirm the company’s refreshed strategy of getting more involved with customer problems as a solutions provider. “My immediate focus is to change the perception out in the market that we’re just a bearing shop,” he says in a final remark. “We’re a solutions provider with expertise as well as a full range of products available through a distribution network spread right across the country. Another main objective is to bring in the younger generation and get them ready to sail the ship into the future.” Robin Briggs Bearings International Tel: (011) 899-0000 Email: firstname.lastname@example.org
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Understanding Geared Drives
The gearbox, by its very nature, being an enclosed steel box with all the working parts sealed inside and out of sight, makes it the mysterious part of a drive train which not many technicians really know much about.
Purchasing training bench units allows customer technicians and engineers to simulate applications or do trouble-shooting before they go live
René Rose, general manager communications at SEW
nce they get a chance to look inside, they not only have a better understanding of how geared motors and gearboxes work, but they also recognise the critical importance of proper service and maintenance. With this in mind, SEW Eurodrive has set up a dedicated training school at their head office in Johannesburg. “Bulk Handling Today” speaks to René Rose, general manager communication at SEW, who heads up the Drive Academy.
Today’s’ geared drives and industrial gearboxes are no longer just about gears in a box, it’s all about electronic control systems and software as well, making it much more about applied mechatronics than anything else Practical training
“After a year’s hard work of setting up a dedicated training centre, separate from the main offices,
we’re now geared up to present various scheduled training courses for technicians and maintenance staff from our customers,” she says. “Although our concept for the academy is modelled on the training academy at head office in Germany, we’ve adapted a lot of the presentations and courses to local conditions and needs. “The training is practice orientated and demand specific, not only covering all the theoretical aspects, but also lots of hands-on, practical opportunities where delegates work on special modules made up specifically for training purposes.” René adds. “We’ve appointed a technical trainer, Clive O’Reily, who comes from a drive industry background and has the practical experience of applications in the field.”
“Today’s’ geared drives and industrial gearboxes are no longer just about gears in a box, it’s all about electronic control systems and software as well, making it much more about applied mechatronics than anything else,” Clive says. “Our cut-away demonstration modules of geared drives, brake systems and electric motors certainly provide an insight into the inner workings of drive train components which most engineers and technicians rarely get a chance see out in the field.” During the past year, while they were finalising the BULK HANDLING TODAY
TRUCKING POWER TRANSMISSION
Cu ma t - a w a g kes a y wo ear it cl d r rks box ea i v e ac r ho s tua w lly
A wh cut at -ou go t m es o on dul in e to si de sh a ow m s ot tu o de
Clive O’Reily, technical trainer at SEW
facility, over 250 people from across all industries were trained, both at the academy and on site. “This great response from the market indicates the dire need for this type of training,” says René. “The most popular courses proved to be geared motor maintenance and product specific operation, startup and trouble-shooting courses. An unexpected stop in production results in major financial losses and this is where customers reap the benefits of proper product-specific training.”
Everyone gets individual attention and has enough time for practical hands-on experience Common ground
Although the application of drive products can differ from one industry to the next, the operation of specific products are so similar that delegates on the courses can hail from a number of different industries. “We like to curtail the numbers to no more than eight delegates per class to ensure that everyone gets individual attention and has enough time for practical hands-on experience,” says René. “Although we often fill a class with candidates from one customer, the mix is mostly from different industries. “If you take a Movi-drive, for instance, it does not matter the industry, the drive’s operation, programming and application is similar in all applications,” adds René. “However, whenever there are specific unusual applications, we’ll make
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sure that it’s covered during the course which is why we always ask customers, when they make training bookings, whether there are any particular problems which need to be addressed.
“The training is results driven with a final evaluation so we can make sure that everyone fully understands the issues we addressed,” René says. “At the end of the course, they do a test. This test is not to try and catch them out, but rather to provide each individual with the reassurance that he does actually understand everything he’s been taught.” “Unique problems often come out during the run of the course as students gain confidence and interact more freely through questions,” says Clive. “If we can’t solve the problem there and then, we tap into our broad knowledge resources within the company and get answers from expert engineers, or even bring out a specialist engineer if it is a big problem.”
So far the attendees on the SEW courses have mainly been technicians and maintenance people, but René expects the course-goers profile to broaden as more customers enjoy the benefits. “The courses go up in five levels right up to an engineering level,” says René. “Technicians can thus work their way up over time through the levels. In some instances, a certain level has to be completed successfully before progressing to the next.”
Through a small window the student can observe lubrication inside a drive
Apart from training people on site for those customers who have the facilities, SEW builds training demonstration bench units for those customers who want to invest in equipment to use for their own in-house training as well
as field simulation purposes. Clive says in conclusion, “Purchasing training bench units allows customer technicians and engineers to simulate applications or do trouble-shooting before they go live on the factory floor. This can very well save the cost and time of getting a field service technician in from us just to solve a simple problem.” René Rose, SEW Eurodrive Tel: (011) 248-7000, Email: email@example.com
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Dead Tired A late night; a double shift; the monotony of the open road – there are many reasons for becoming drowsy at the wheel of a vehicle. Regardless of the cause, the consequences can be devastating. The proportion of accidents caused by tired drivers varies from one study to another and is generally between about 15 and 60%. Research also shows that this type of accident is often more serious than collisions caused by other factors because reaction times are delayed and evasive manoeuvres are not taken.
t has been proven that it is as dangerous to drive while tired as it is to drive with alcohol in your bloodstream,” says Torbjörn Åkerstedt, sleep researcher and professor at Karolinska Institutet and the University of Stockholm, on behalf of Volvo Trucks.
The average long-haul driver sleeps 4.6 nights a week in the cab
distract you while you are on the road. When it makes itself known, it does so for a very good reason – to warn you that you are a danger on the road and it is time for you to do something about it.” However, driving ability is affected in a variety of ways in addition to the obvious consequences of actually falling asleep. “You think more slowly, take longer to remember things, find it more difficult to learn new things and respond more slowly to simple stimuli,” says Professor Åkerstedt. “Studies have also shown that you lose control over your emotions. Being emotionally unstable is naturally not a positive characteristic when you are behind the wheel since this impairs your judgement.”
Truck drivers in focus
In one National Transportation Safety Board study, 52 percent of single-vehicle accidents involving heavy trucks were fatigue-related, and in nearly 18 per cent of cases the driver admitted to falling asleep. The European SafetyNet (2009)
During the course of his research, Professor Åkerstedt puts tired people into a driving simulator to study how they react behind the wheel. Many of the test subjects, after first experiencing the classic symptoms of tiredness such as heavy eyelids and yawning, slip into what is known as a microsleep, when they doze off for a few seconds – often without realising it. Volvo Trucks has developed Driver Alert Support uses a camera to monitor the vehicle’s course in relation to Driver Alert Support (DAS), the road markings in order to detect fatigue or inattentiveness a sensor-based system which detects when a driver is drifting off. If the driver shows symptoms of Fatigue survey revealed that 60 percent of all heavy tiredness such as erratic or jerky driving, the system vehicle drivers have experienced drowsiness behind sends out an audible warning and a visual signal. the wheel. However, a Finnish study reveals that
“The system is invisible if you are driving well,” says Peter Kronberg, who led the technical development of DAS for Volvo Trucks. “It isn’t something that will require your attention or unnecessarily
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truck drivers are less likely to fall asleep behind the wheel than other road users and are involved in fewer accidents per kilometre, but because of the sheer amount of time they spend driving, they are an important group to examine.
Peter Kronberg, manager technical development of DAS
Driver Alert Support uses a camera to monitor the vehicle’s course in relation to the road markings in order to detect fatigue or inattentiveness
The science of sleep
• The human body has a natural biological rhythm which causes it to want to sleep during the night. As a result, sleep quality is poorer when you sleep during daylight hours. • You are at your most tired between 4 and 6 in the morning. • Excessive daytime tiredness may stem from regular exhaustion as a result of shift work or insufficient sleep. • Go to a doctor if you suspect there are medical reasons for your daytime drowsiness. • Studies show that it is possible to store sleep. Getting some proper rest before setting out on a long drive is a good idea. Carl Johan Almqvist, Traffic and Product Safety Director, Volvo Trucks
The average long-haul driver sleeps 4.6 nights a week in the cab, according to surveys carried out by Volvo Trucks. And when the company asked 2 200 long-haul truck drivers to prioritise fifteen different in-cab parameters, top of the list was rest and sleep comfort. Today’s driving and rest regulations for truck drivers can only improve safety if the statutory rest period really does offer proper relaxation.
“A good driver’s environment is one of Volvo’s hallmarks, but it’s also as much about another of our core values – safety,” explains Carl Johan Almqvist, traffic and product safety director at Volvo Trucks. “A poorly-designed driver’s environment results in poorer road safety, but a driver who is tired because he or she has slept badly is actually even worse.” So Volvo has redesigned the bunk area of its sleeper cabs to help drivers sleep better, thereby keeping them more alert behind the wheel the next day. Beds are adjustable, mattresses are available in different firmness levels, and there is a choice of
• A tired driver reacts more slowly and is slower to detect oncoming hazards such as roadworks and level crossings. • Tiredness impairs both your ability to process information and your short-term memory function.
overlay mattresses to meet each individual driver’s preferences.
Take a break
So what should you do if you feel you are getting tired while driving? “Drowsiness can be counteracted by drinking plenty of coffee or taking frequent breaks,” says Professor Åkerstedt. “However, after a break you’re only alert for another 15 to 30 minutes, and the more tired you get, the faster you’ll become tired again after each break. It’s vital to be aware of your tiredness so that you can choose to act before its too late.” Volvo SA Sharon Pillay Tel: (011) 842-5033, Fax: 086 683 8357 Email: firstname.lastname@example.org www.volvotrucks.com
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The recently introduced Invicta 8-bolt BL78 frame is one of many innovations developed in response to local market demands in the wake of the 2008 appointment of Zest Electric Motors, part of the Zest WEG Group, as the African distributor of Invicta vibrator motors. Invicta Vibrators are specialists in the design and manufacture of electrical, pneumatic and hydraulic vibrator motors for the material handling and processing industries. The Invicta range of vibrators includes both rotary and
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reciprocating designs, are used in the transport and movement of all types of bulk materials. “Zest WEG Group is a company fully focused on the needs of the African market, primarily in the mining sector,” Gary Daines, Zest WEG Group’s sales and marketing director, says. “Over the past few years we’ve grown exponentially year on year, both in South Africa and in countries such as the Democratic Republic of Congo, Ghana, Tanzania, Kenya and Zambia. “Our relationship with Invicta has
contributed in no small part to this growth. There’s tremendous synergy between our two companies, particularly in terms of the type of customers we serve, and the Invicta distributorship has successfully extended our market offering with a range of complementary world class products. Zest Electric Motors Jamie Wilson Tel: (011) 723-6000 Web: www.zest.co.za
Rip and Load “Using the Cat CW quick coupler system, which forms an integral part of the package, operators can rapidly change over from ripper to bucket to perform loading functions,” explains Barloworld Equipment product and application specialist, Fifi Venter, who works with customers to optimise their rip and load methodology. (Barloworld Equipment is Caterpillar’s southern African dealer.)
Caterpillar’s medium to larger sized hydraulic excavators.
Cat R-Series ripper models have been purpose-designed for fitment across
“Ideal rock conditions include those with frequent planes of weakness, fractures,
They feature a high wear and temperature resistant steel construction that ensures durability, while the design of the ripper’s rigid and reinforced structure eliminates flex. An exchangeable shank protector further extends ripper life, while Worn Cat R-Series ripper tips are easily exchangeable via a horizontal pin set-up.
faults, laminations, and where weathered, highly stratified and brittle formations are present,” Fifi continues. “Rippability also depends on the thickness of each layer (usually a maximum of between 40 cm to 50 cm), the inclination or slope, the horizontal or vertical ripping method, and, importantly, operator experience.” Barloworld Equipment Alastair Currie, Tel: (011) 929-0000 E-mail: email@example.com
Flameproof underground overbelt magnet Multotec is in the final stages of the development of a flameproof air-cooled overbelt magnet for underground tramp iron removal. The company is poised for the go-ahead to manufacture and supply this innovative new product as soon as it receives certification from Mining And Surface Certification (MASC), a company endorsed by the Department of Mineral Resources to act as a certification authority on the standards applicable to this project.
Multotec filtration equipment is manufactured specifically for coal plant
Multotec’s Ernst Maritz says: “In line with our company’s commitment to innovation and safety in the mining industry, we took a decision about two years ago to embark on the development of a flameproof air-cooled overbelt magnet. We’re very excited about the
progress made to date and we expect to receive the required certification shortly. The certification confirms that the product complies with SANS 10108 Edition 5, which refers to flameproof equipment used underground.” Ernst was recently tasked with internally merging two of Multotec’s process technology activities under a dedicated process equipment division and the outcome is a highly streamlined manufacturing operation focused on supplying the most appropriate products to the mining industry — specifically the coal sector — and beyond, to the chemical and food industries. Multotec Group, Bernadette Wilson Tel: (011) 923-6193, Web: www.multotec.com
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ThyssenKrupp Materials Handling A division of ThyssenKrupp PDNA Engineering (Pty) Ltd. Phone: +27 (0)11 236 1000 Email: firstname.lastname@example.org Website: www.tkmh.co.za
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BLT SA, a predominantly women-owned BEE based company, specialising in the supply and support of materials handling equipment for the shipping sector, has recently been established. From left : Diane Slabbert, Theresa Strachan, Clinton van den Berg, Mark Townley and Charity Gumede Front :Happiness Nxumalo
BLT SA, a predominantly women-owned BEE based company, specialising in the supply and support of materials handling equipment for the shipping sector, has recently been established. “The new company, with its head office at the harbour in Durban, offers a wide range of material handling equipment throughout South Africa, which includes the supply of new and refurbished empty and loaded container handling equipment, as well as variable reach trucks, mobile container handlers and terminal tractors,” says Charity Gumede, marketing director, BLT SA. “BLT SA is also a distributor for B&W Mechanical Handling Limited, supplying a wide range of equipment for harbours that includes link conveyors, grab hoppers, surface feeders, radial boom stackers and mobile shiploaders.” BLT SA’s fleet of robust, quality branded
handling equipment ensures efficient operation and minimal downtime in demanding operating conditions. The range includes Taylor container handlers which efficiently handle empty and loaded containers and Meclift variable reach trucks for swift handling and safe container stuffing. The Mobicon flexible container handling system is designed to efficiently lift loads onto and off trucks and to safely carry containers around sites and into warehouses. These machines have the advantage of handling all types of containers, including bolsters, half high containers and tank containers. Capacity terminal tractors have the flexibility to efficiently handle diverse tasks in container terminals and distribution centres. BLT SA, Charity Gumede Tel: (031) 274-8270, Fax: (031) 205-8002 Email: email@example.com, Web: www.blt.co.za
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This is a drawing from the company’s design department of a cappel for the Koepe rope attachment
Becker Mining Africa has recently secured a contract with a copper, gold and iron ore mining group for the manufacture of multi-rope Koepe winder systems that will be installed underground at a mine in Queensland, Australia. “This contract, which is valued at over 1-million Australian Dollars, encompasses the design, manufacture and testing of head and tail rope attachment sets, which enhance the safety and reliability of multi-rope Koepe winder systems,” says Warwick Smith, general manager: sales, capital equipment, Becker Mining Africa (Pty) Ltd. “Installation of this rope attachments system is scheduled for November 2012.” These attachment sets consist of thimble and wedge type winding rope cappels, friction winding attachments, rope clamps and guide rope systems, as well as ancillary components like chase blocks, link plates, connecting pins and special attachment devices. This equipment, which is proof load-tested in excess of twice the normal operating loads it will be subjected to in service, complies fully with international and local government mining regulations and mining house specifications. The Becker Group of Companies, Warwick Smith Tel: (011) 617-6300, Fax: (011) 908-5806 Email: firstname.lastname@example.org Web: www.za.becker-mining.com
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Conveyor belt magnet Magquip, South Africa's only manufacturer of self air-cooled belt magnets with disc-wound aluminium strip coils recently demonstrated the effectiveness of its large energy efficient ANS 230 SCC belt magnet. A 16mm square by 300mm long steel bar buried under 550mm of coal was removed with the magnet suspended 650mm from the bottom of the coal burden. Rory Flanagan Magquip's managing director says, “this shows that our air-cooled magnets have tramp iron extraction performance the same as our oil-cooled type, but this is achieved with a power consumption approximately half that of the oil-cooled type”. The magnet is certified for installation in Atex Zone 21 dust hazardous location. Erik de Witt Magquip's technical manager says that the next step for Magquip is flame proof certification for underground coal mining Group 1 methane gas hazardous location. This will not present a problem as the magnet is designed to be both explosion and flame proof. He adds, “Having shown the effectiveness of self air-cooled magnets, We expect that competitors will follow suit and end the use of energy inefficient, environment unfriendly oil cooled magnets”. Magquip, Rory Flanagan Tel: (011) 473-2521 Fax: (011) 474-3633 Email: email@example.com Web: www.magquip.co.za
Local know-how Eighteen months ago Konecranes, one of the world’s largest crane builders established over 80 years ago, took over Dynamic Crane Systems in Johannesburg. Nigel Clegg relocated to South Africa from the UK to run the company here, bringing with him over 35 years of international experience within the Konecranes group. He was recently joined by John MacDonald who has worked in the crane industry in South Africa for over two decades. Together they form a dynamic team serving Sub-Sahara Africa, supported
by a growing team of local experts and backed by the global parent company, Konecranes Finland which is represented in 43 countries around the world. Johannesburg-based Konecranes South Africa has branches in Durban, Port Elizabeth and Witbank, with plans to extend to other major centres in South Africa. Konecranes offers tailor-made design, manufacture and supply for overhead
cranes, crane kits, electric hoists, jib cranes, portal cranes, container handling cranes, stackers and associated materials handling equipment - to the giant ship-to-shore container cranes. The company also specializes in crane service, covering all makes and models of cranes. Konecranes SA John MacDonald, Tel: (011) 864-2800 Email:firstname.lastname@example.org Web: www.konecranes.co.za
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Specialised Lifting Solutions Luxembourg are the result of long-term research and numerous improvements to the product.
Anchor Industries’ latest offering is the supply of the complete range of Codipro high-quality swivel lifting rings to the lifting and rigging market.
Codipro lifting rings are indispensable accessories to secure handling operations. The articulated lifting rings manufactured by Codiprolux at the headquarters in
Lifting Services Cranemec Group is a recognised private entity accredited by the South African Department of Labour for the inspection and certification of lifting machines. Cranemec Group offers a diverse range of lifting services throughout Africa with extensive knowledge and experience gained over many years within the lifting industry worldwide. Cranemec Group is a registered member of the Lifting Equipment Engineering Association of South Africa. The management of Cranemec Group are leaders in the development and presentation of on site maintenance and
Using simple, double or triple articulation, the lifting rings have been specifically designed for the lifting and turning of heavy loads. The rings are manufactured to perform at high levels of efficiency and safety with a single ring being able to lift up to 50T. “Additionally to our stock of standard rings, our technical team is available to assist with specialised requests. With our incident-free delivery record, we guarantee a short turn-around time,” says Benoît Cop, Codipro export manager. Anchor Industries, Tel: (021) 531-0525, Email: email@example.com, www.anchorindustries.co.za
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inspection training courses on various types of lifting equipment which can be customised to meet company’s individual requirements, policies, maintenance and safety standards.
Outside Back Cover
Cranemec Group offers a third party inspection service on various types of lifting equipment by registered lifting machine inspectors. They provide clients with comprehensive detailed reports that give the information needed to correct problems before equipment failure occurs.
Outside Front Cover
Cranemec Group, Tel: (016) 366-1393 / Fax: (016) 366-1392 Web: www.cranemec.co.za
Contact Surita Marx Tel (011) 781-1401, Fax: (011) 781-1403 or E-mail: firstname.lastname@example.org to book your advertising space
36,41 Inside Front Cover
Be seen at Electra Mining Africa Book Now for the Buyers Guide 2012/13
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30 Inside Back Cover 18
Geared Motors \ Drive Electronics \ Drive Automation \ Industrial Gears \ Services
To offer the perfect gear unit you have to have the facility for it first
SEW-EURODRIVE has a state-of-the-art, efficient plant with a unique modular production concept to develop powerful industrial gear units. Why is this good news for you? Optimum logistics, highest accuracy and rapid order fulfilment, just to name a few. This is what we call Drive 360ยบ - Seeing the big picture: From problem-solving competence to system availability, low operating costs and energy efficiency to the overall system that handles all your tasks. SEW-EURODRIVE - Driving the world. Tel: +27 11 248-7000 Web: www.sew.co.za BULK HANDLING TODAY
AJM Engineering Services (Pty) Ltd
Lifting you into the future Suppliers of Lifting Equipment & Industrial Remote Controls for Cranes And Hoists World-Class Lifting Equipment carrying the SABS, European and German seal of Quality and Safety.
ProStar Lifting Equipment is Distributed Exclusively in South Africa by AJM Engineering and widely used by major enterprises & various mines.
CIDB LME019 L.E.E.A.S.A. LMI Accredited Technicians A BBBEE Company
Loop Systems Lifting Magnets Overhead Cranes Railway Products Lifting Equipment Crane Components Conductor Systems Overhead Crane Scales Control Pendant Stations Radio Remote Controllers ProSTAR® Lifting Equipment
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Contact us now for all your Lifting Equipment needs.
PO Box 752037 Gardenview 2047 • 139 Hertz Close, Meadowdale Ext.3 Germiston Tel: +27 11 453 0728/9 • Fax: +27 11 453 0757 0861PROSTAR (776782) • email@example.com • www.ajmengineering.co.za
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