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April 2010

ContentsPower Transmission5 Beware of Copies

8 Controlling Energy Usage

Earthmoving11 Fixing BIG Tyres

Construction15 Construction Hoists Offer Greater

Flexibility

Agriculture17 Potatoes for the People

Conveying19 Standardising Conveyors - Fact or

Fiction

Lifting25 A Massive Fleet

27 Transformer and Reactor Move

31 Mobile Lifting Boom

33 Market Forum

Endorsing BodiesCMA (Conveyor Manufacturers

Association)

HCASA (Hydraulic Conveying

Association of SA)

LEEASA (Lifting Equipment Engineering

Association of South Africa)

RFA (Road Freight Association)

SAIMechE (SA Institution of Mechanical

Engineering)

SAIMH (SA Institute of Materials Handling)

Proprietor and Publisher:

PROMECH PUBLISHING

Tel: (011) 781-1401

Fax: (011) 781-1403

E-mail:

[email protected]: www.promech.co.za

Managing Editor:

Susan Custers

Joint Editor: Andrew Lanham

Advertising Sales:

Surita Marx

DTP: Zinobia Docrat and

Sanette Lehanie

Printed by:

Typo Colour Printing

Tel: (011) 402-3468

Our e-mail address [email protected]

Visit our website on www.promech.co.za

The monthly circulation

is 4 016

CopyrightAll rights reserved. No edi-

torial matter published in

Bulk Handling Today maybe 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 conse-

quences 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.

Featured on the cover:

Rula

Tel: (011) 795-1040

Fax: (011) 795-1004

Email: [email protected]

Website: www.rula.co.za

8/7/2019 BHT: Apr 2010


CONVEYOR MANUFACTURERS ASSOCIATION

From the Chairmans Desk

All members subscribe to the CMA Code of Ethics

Simon Curry

Of course, thanks must go to the lecturer,

Graham Shortt, who puts his heart and

soul into presenting the weeks lectures.Remarks on the evaluation forms give

a good indication of how passionately he gives of

his knowledge and experience in this industry of

ours and how enthusiastically it is received by all

the candidates he has trained over the past two

and a half years.

Make no mistake, candidates need to be

totally dedicated to the learning process

over the eight days of the course, with

no outside distractions. Some companies

even book their employees into a B&B so

that they do not need to travel, enabling

an uninterrupted period of study. Thereare good reasons for keeping standards

deliberately high: we all know much is at

stake in terms of capital expenditure and

operating and maintenance costs, not to

mention safety issues, when designing or

operating a conveyor system.

Already applications are inThe next course will be held in September

this year, and already applications are coming in

for registration. If you would like to know more

about the course content, and to know who in the

industry has graduated, please visit the websitewww.cmasa.co.za.

Although slowly, things are progressing with the

various technical working groups. The Belting group

has completed the bulk of the new national standard

for solid woven belting, SANS 968, with just a few

minor issues to sort out before the document can

be sent to SABS to start the publishing process.

Next up will be the revision of SANS 971. SABS

is still in the process of editing the national Idler

standard SANS 1313 parts 1, 2 and 3, readying it

for final publication, whilst the Working group turns

its attention to testing methods on this standard.

And last but not least, the Annual Dinner will be

held on 19 May. This prestigious event is tradition-

ally sold out very quickly, so make sure to get your

bookings in early!

Simon Curry, Chairman

Congratulations to the five candidates who achieved a

Diploma in the Design and Operation of Belt Conveyors on

the March course! Well done to Adi Frittella and Jannie Nel,

who both passed the examination with sufficient marks for a

distinction. Well done also to Stephen Aggett, Gavin Nimmo

and Azariel Phatela on getting through this very tough

examination.

ABB Industry (Pty) Ltd

Afripp Projects cc

Actom (Pty) Ltd

Atlanta Manufacturing (Pty) Ltd

Bateman Engineered Technologies Ltd

Bauer a Division of Hudaco Transmission (Pty) Ltd

BMG (Bearing Man Group)

Bearings International

Belt Reco RSA

Bonfiglioli Power Transmissions (Pty) Ltd

Bosworth A Division of Hudaco Trading (Pty) Ltd

Brelko Conveyor Products (Pty) Ltd

CKIT Conveyor Engineers (Pty) Ltd

Continental Crushing & Conveying

Conveyor Watch (Pty) Ltd

CMG Electric Motors South Africa (Pty) Ltd

CPM Engineering (Pty) Ltd

CT Systems (Pty) Ltd

David Brown Gear Industries (Pty) Ltd

Delras Engineering (Pty) Ltd

DRA Mineral Projects (Pty) Ltd

Dunlop Belting Products (Pty) Ltd

Dymot Engineering Company (Pty) Ltd

ELB Engineering Services (Pty) Ltd

Facet Engineering cc

Fenner Conveyor Belting (South Africa) (Pty) Ltd

Flexible Steel Lacing SA (Pty) Ltd

Hansen Transmissions SA (Pty) Ltd

Hosch - Frdertechnik (SA) (Pty) Ltd

M & J Engineering (Pty) Ltd

Martin Engineering

Melco Conveyor Equipment

Moret Mining (Pty) Ltd

MS Conveyor Pulleys SA (Pty) Ltd

Nepean Conveyors (Pty) Ltd

OE Bearings (Pty) Ltd

Osborn Engineered Products SA (Pty) Ltd

Read Swatman & Voigt (Pty) Ltd

Rema Tip Top South Africa (Pty) Ltd

Renold Crofts (Pty) Ltd

Roymec (Pty) Ltd

RSV ENCO Consulting (Pty) Ltd

Sandvik Materials Handling SA

Schaeffler South Africa (Pty) Ltd

Secrivest (Pty) Ltd

SENET

SET Agencies (Pty) Ltd

SEW Eurodrive (Pty) Ltd

Shaft Engineering cc

Shaw Almex Africa (Pty) Ltd

Siemens Southern Africa

SKF South Africa (Pty) Ltd

Technique Avant Garde cc

ThyssenKrupp Materials Handling (Pty) LtdTransmission Components (Pty) Ltd

Unitek Engineers (Pty) Ltd

Veyance Technologies Africa (Pty) Ltd

Voith Turbo (Pty) Ltd

Zest Electric Motors (Pty) Ltd

CMA Members List as at April 2010

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as much as in surface finishing. All

our products are therefore certified

with a whole batch of paperwork

that provides full traceability of

each component.

New conceptThe Tru-line is not the only

innovation from Transmission

Components. In terms of grid

couplings that are imported

from France, the company has

made changes to the design to

reduce import costs. On the

large couplings, for instance,

the toothed part is the core of

the coupling, but importing the

whole assembly means it is a big

chunk of steel that has to imported,

explains Kurt. What we do now is

import only the toothed part of the grid

coupling in the form of a ring and this

toothed ring is then bolted onto a hub that

we manufacture in-house under licence from

CMD in France.

This means we dont have to pay for the weight

of the hub which, with the toothed ring, makes

up the component, he adds. This cost saving ofabout 15% can now be passed onto the customer.

It also means that we can now only replace the

toothed grid elements on the larger sizes of this

type of coupling when they become worn and the

customer does not have to pay for all that extra steel

as was the case in the past. A further patented in-

POWER TRANSMISSION

The grid coupling

Measuring components for quality control

novation in grid couplings is where the grid portion

of the coupling is lubricated for life and no longer

requires lubrication maintenance. This is the first

significant change to grid coupling design that hascome our way in many years.

BackstopsIn a similar vein, they have cut the costs of importing

the TCR low-speed backstop. We now only import

the internal parts of the Ringspann backstop and

manufacture everything else around it in-house,

says Rudi Jeggle, Kurts son

who has joined the busi-

ness as marketing manager.

We did the concept design

and developed it with the

supplier who provides all

the internal parts. Similarlywe often get involved in

developing specific lock-

ing-element solutions for

clients who develop new

coupling applications and

will even machine parts of

their designs for them.

A well-known European

brand of locking element,

for example, is wholly

manufactured by Transmis-

sion Components in South

Africa.

Quality controlKurt takes us on a tour

of their factory that has

The coupling can now be re-used over and over

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The TCR low-speed

backstop

POWER TRANSMISSION

Transmission Components invested in new machinery for better quality

expanded significantly over

the past two years. Here

we see locking elements

of various sizes between

40 mm and 700 mm indiameter being machined,

tested, assembled or pack-

aged into crates for ship-

ping. In the quality control

room, a technician is busy

checking the taper specifi-

cations of the new Tru-line

locking element component

on a huge computerised

machine.

A sensor suspended from

an overhead arm ever so

gracefully moves around

to gently touch the outer

edge, then the base, then

the top of the bowl and so

on, each time emitting a

beep that sends the com-

puter screen into a blur of flashing numbers as the

data is recorded. This data is then compiled into a

specification certificate that accompanies the part

to its final dest ination. Obviously, if the measure-

ments dont fall into the required tolerances, the

part is rejected straight away.

Couplings and locking elementsare integral parts of a con-

veyor system and skimping on these components

simply undermines the system as a whole. End-

users should be careful of copied products in

the market, Kurt says in conclusion.

In the end, it will cost you more

to replace a cheap coupling

because you simply wont be

able to re-use it as you would

with a reputable product.

Above all, the cheap copy

just doesnt last.

Rudi Jeggle, Transmission Com-

ponents, Tel: (011) 394-1830,

Email: rjeggle@transmission.

co.za

This is the first significant change to grid coupling

design that has come our way in many years

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This control technology has been

given a variety of names over the

years such as a VSD (variable

speed drive), or a VFD (variable

frequency drive) while others simply call

it an AC drive.

AC drivesWhatever you call it, it basically boils down

to an electronic control system that enables

precise variable control of the speed of

an electric AC motor. Although the word

drive is used loosely in the industry, it

seems that in the world of gearboxes

and pulleys, reference to any collection

of mechanical and electro-mechanical

components is considered to be a drive.

An AC drive may therefore be considered

as a variable frequency inverter combined

with an electric motor.

Electric motor manufacturer CMG has added

Vacons AC Drive technology to their large range

of electric motors. Bulk Handling Today speaks

to sales manager, Kevin Sterley. Variable speed

control has become the norm, not only for its en-

ergy saving aspects, but also because it improves

the power performance of motors in general, he

says and adds, Variable speed control units have

become much smaller and the growth in demand

has made them a much more affordable option

than they were just a few years ago.

Controlling Energy UsageResearch shows that forty percent of all energy used in the

world is electrical, with a staggering 50% of this being used

by electric motors. Electronically optimising the amount of

electricity required by the motor to perform a specific duty

can enhance the performance of electric motors to

significantly reduce energy consumption.

Indicates that industry in South Africa is

increasingly looking at total cost of ownership

Kevin Sterley, sales manager at CMG

POWER TRANSMISSION

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SpecialisedBased in Finland, Vacon is one of

the fastest growing manufacturers of

AC drives, says Kevin. Unlike most

other VSD manufacturers, they focusentirely on variable speed technology

which perfectly complements CMGs

extensive range of electric motors that

are VSD-ready off the shelf.

The drives are based on full hardware

and software modularity and make

use of the latest in semiconductor

technology. The performance of Open

Loop technology is suitable for most

applications while Closed Loop vec-

tor control is also available for more

demanding applications. Applications

vary from materials-handling solu-

tions to water applications, marine

and mining.

New rangeTo complement the energy saving

aspects of VSD, a new range of high

efficiency electric motors, the XPA

series, is now also making its mark

on the South African market. Weve

done exceptionally well in South Africa

mainly due to our large stockholding

of a wide range of motors that are

available off the shelf, says Kevin.There seems to be a trend for big-

ger motors, typically in the 1000

to 2500 kW range for applications

ranging from mills to fans and pumps

in the mining industry in particular.

Were fortunate to have gotten orders

for motors from a number of the big

projects currently underway, putting

CMG on the map in South Africa as

a major solutions provider in terms

of electric motors.

Incorporating all the mechanicalfeatures of the PPA series, the XPA

series has been enhanced to comply

with the new Australian standard

for High Efficiency (MEPS2), says

Kevin. The XPA motor is a three-phase squirrel-

cage design, available in frame sizes 132 to 315.

As electric motors are installed in a wide range of

conditions from sub zero temperatures to tropical

environments and dusty deserts. This range, with

its rugged cast-iron enclosure, is designed to suit

all such harsh conditions and provide both high

operational reliability and low operating costs.

SpecsThe XPA range of motors is designed and complies

with AS/NZS 1359.5:2004 for high efficiency

motors. XPA motors exceed Eff 1 and correspond

to IE3 (Premium Efficiency) of the new interna-

There seems to be a trend for bigger motors, typically in

the 1000 to 2500 kW range

CMGs workshop where repairs are done

Rewinding motors is part of the service

tional standard IEC 60034-30. High efficiency

means lower running costs and a reduction in the

volume of greenhouse gas discharged into our

atmosphere when electricity is produced, assist-

ing the international drive for a reduction of this

gas, Kevin adds.

TCOSpecial motors with features like these come at

a premium, but CMGs huge annual growth over

the past couple of years indicates that industry in

POWER TRANSMISSION

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premium products. Apart from the high

premium series of products, we have

several other ranges that fall in different

price categories for those applications that

dont necessarily need top of the rangemotors that have all the features, says

Kevin. We have the option of supplying

two cast-iron products at different price

levels while still remaining competitive

in the market.

CMG also gets involved in designing

custom drive systems for clients which

includes winding an electric motor to

achieve a specific application require-

ment. We have an in-house workshop to

carry out all rewinds, modifications and

emergency breakdowns on all makes or

types of electric motors, something that

we previously outsourced, says Kevin

in conclusion. Doing customisation,

rewinding and modifications ourselves

gives us full control of the quality of the

work, which is carried out by profession-

als with extensive knowledge, who weve recruited

from the industry.

Kevin Sterley, CMG Electric Motors South Africa, Tel: (011)

453-9560, Email: [email protected]

Different price categories for those applications that

dont necessarily need top of the range motors

POWER TRANSMISSION

South Africa is increasingly looking at total cost of

ownership and realising the value of investing in

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EARTHMOVING

The global shortage of OTR tyres in general

has created a huge demand and prices

have shot up, making the repair of tyres

even more viable. To learn more, Bulk

Fixing BIG Tyres

Just one of the large rubber tyres on an

off-the-road (OTR) earth-moving (EM) ma-

chine is the price of a luxury small car,

making it well worth repairing such a tyre

when it gets damaged. However, this repair

should only be done by a specialist, not

only to ensure a lasting repair for a guaran-

teed period, but also for the sake of safetyof personnel and equipment.

Handling Today visits Rema Tip Top, specialists in

manufacturing the equipment and products for OTR

tyre repair and speaks to general manager, Gavin

Coetzer, about the art of giving these large tyres a

new lease on life. Weve offered this service for

many years, but lately it has become necessary to

professionalise OTR tyre repair in order to add realvalue for the end-user, he says. The South African

standards have been set and repair companies now

have to be certified to do repairs.

QualityNot only does Rema Tip

Top offer high-quality repair

materials for large tyres, the

company also provides all

the associated equipment

necessary to do the work

professionally. In addition,

the company constantly

provides vocational and

further training for vul-

canisers. We have just

re-launched our EM (OTR)

tyre repair certification

programme which allows

us to audit and, upon the

successful completion of

the audit according to ISO

9001 standard, certify

repair workshops to spe-

cialise in EM (OTR) tyre

repair, says Gavin.

By doing this, weve added

numerous newly-certified

repair partners who can

guarantee the repairs they

Gavin Coetzer, general manager at Rema Tip Top

Mining equipment at work

One of the large rubber tyres on an item of off-the-road

(OTR) earthmoving (EM) equipment is the price of a

luxury small car

8/7/2019 BHT: Apr 2010


carry out on site. In fact, they are the only ones

who can provide highly-qualified technicians who

EARTHMOVING

Repairing a large tyre is costly, but compared to replacing it, the cost is small provided it

is done professionally

use only the Rema system for EM (OTR)

tyre repair to maximise the lifespan of

damaged EM (OTR) tyres.

TrainingFuture plans are to extend the repair

technicians qualification to a profes-

sionally recognised trade in South Africa.

Together with our colleagues in Germany,

weve drawn up training modules which

are now with the Merseta for approval,

explains Gavin.

Once these have been signed off, well have

the only training programme in South Africa

offered to the trade in vulcanising. An EM

(OTR) repair technician will then become a

professional tradesman. Just like mechanics,

electricians and plumbers, the vulcaniserwill have to go through an apprenticeship

and write a trade test in order to become

a qualified OTR tyre repairer.

Bona fideTraining is safety critical because the

earthmoving industry is a dangerous one

which people dont always realise, espe-

cially with some of the repairers out there are really

taking chances when it comes to repairing large

tyres, says Gavin.Some of the repairers out there are really taking chances

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To combat chancers, we

have gone to the mines at

executive level with our

system and explained how

important a proper repair is,not only in terms of safety,

but also in terms of costs.

Many of the mines now

specify that only Rema-

certified repair technicians

can do work on their OTR

vehicle tyres.

CertificationCompanies, or partner

workshops, certified by

Rema are re-certified every

twelve months and, where

necessary, technicians are

re-trained to stay abreast of

the latest techniques of re-

pair. Many end-users now

specify that the certified

partners use Rema repair

equipment and materials

so that they can insist

on getting a 1500-hour

guarantee on a repair,

says Gavin.

By doing this, were all making it more difficult

for chancers to operate in our industry, giving theindustry a bad name as theyve done in the past

where a repair fails within 150 to 500 hours.

For those out there who dont know, its simply a

matter of asking the repair company whether they

comply with the South African national standards

in terms of technicians, equipment and the process

they use.

Assessing damageThe procedure of assessing a tyre to gauge the ex-

tent of the damage, and decide whether it is worth

doing a repair has to be done by a professional.

A properly trained repairer will, for instance, take

photos of the damage and the repair process, not

only for his customers peace of mind, but also to

protect himself if something goes wrong further

down the line and he has to prove that it is not

his repair that failed.

Although most mining companies do make use of

comprehensive tyre management programmes, you

do get instances where the owner of the equipment

lacks control over the management of tyre repairs

and this is where chancers get the opportunity to

get in. There are many repairers out there who just

shouldnt be there.

Extending lifeTyres are damaged at any stage of their lives. It could

be a new tyre or it could be close to the end of its

life. The procedure to decide whether its worth

repairing a tyre is for the repairer and the owner to

EARTHMOVING

Big tyres to fix rather than replace

That repair should last for the rest of the life of that tyre

assess the tyre together, explains Gavin.

Theyll first measure the tread to determine whatlife is left in the tyre if its been damaged and then

theyll decide whether a repair is viable or not.

That repair should last for the rest of the life of

that tyre. There is no reason why a professionally

done repair should not last the full seven to nine

thousand hours left in a tyre that has been dam-

aged early in its life.

CostsRepairing a large tyre is costly, but compared with

replacing it, the cost is small provided its doneprofessionally. End-users should not look at the

price of repairing the tyre though, says Gavin in

conclusion. Most people tend to base whether

they can do a repair or not on the price. I advise

customers not to look so deeply at the price of the

repair but rather at how a good quality repair can

extend the life of the tyre.

If they go to the trouble of analysing how, over

a period of time, repairs have extended the life of

tyres to their full lifecycle, theyll realise that theyre

doing the right thing to repair, provided theyre

using certified technicians who use professional

systems to do it, concludes Gavin.

Gavin Coetzer, General Manager, Rema Tip Top Automo-

tive, Tel: (011) 817-3403/4/5/6 Email: gavin.coetzer@

rematiptop.co.za

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CONSTRUCTION

Anyone who has worked on multi-storey

building will know the amount of time that

is wasted in moving people up and downthe building. Construction cranes are not

licensed to carry people. However, walking up 15

floors of a building under construction could take

as long as 20 minutes, particularly if the personis carrying heavy equipment. If the worker needs

to return to the ground to fetch another tool, he

will waste the best part of an hour.

A working platformSA French Operations Director

Warwick van Breda explains

that while scaffolding is an

essential aid, it is primarily a

working platform, and not a way

to clamber to the various floors

of a construction project.

In the mid 80s, Quentin vanBreda, the MD of SA French,

was travelling abroad to a con-

struction equipment expo. For

the first time, he became truly

aware of the advantages that

the combination of a tower

crane and a construction hoist

would offer.

He realised that the hoist would

offer the construction team a

much greater level of flexibility.

However, although SA French

tried to interest the local construc-tion industry in the construction

hoist concept, it was slow to

catch on.

The safer optionA reason for the slow accep-

tance might have been that, in

decades past, local homemade

hoists posed a safety threat.

However, the professionally

designed, manufactured and

installed Torgar hoist is fully

compliant with all South Af-

rican building safety codes,

saysQuentins son, Warwick. In

addition, all Torgar personnel

hoists are designed according

to EN-2159 European Direc-

Construction Hoists Offer

Greater FlexibilityIt is already proving to be a blessing to the construction industry. It is well-made, it is fast and above all it is

safe. This is the Torgar building hoist which is now available in South Africa from the tower crane company,

SA French.

A much greater level of flexibility

A Torgar hoist deployed to a renovation project in downtown Johannesburg.

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When SA French rents out a hoist or tower crane,

they supply an experienced and qualified operator

with the equipment, ensuring a professional and

safe solution to the customers task at hand. There

is a trend to use these units in renovation of oldbuildings as well as finishing on new developments

where a simple and cost effective lifting solution is

required. The Torgar self-climbing rack and pinion

hoist is available with capacities from 0.5 to 2.5

tons and with a maximum reach of 100 metres.

The self-climbing rack and pinion material hoist

is ideal for conveying materials on construction

sites as well as in mining applications. Hoists are

increasingly used in the finishings of new devel-

opments where a simple and cost effective lifting

solution is required.

Simple to useUsing the Torgar hoist is simple. This system com-

prises a tower which is designed to be erected in

manageable sections as the building grows. On

ground zero the basic platform is erected in a protec-

tive cage with each section being bolted on using

conventional tools. The hoist has a free standing

height and beyond this height it must be anchored

to the building with robust steel stays to ensureoptimum operating performance and safety.

Fortunately, the skills and technology SA French

uses in tower cranes are the same as those used

in the installation and maintenance of hoists.

Cost saverToday, in the construction of a tower block, the

use of a tower crane is a given. But once the top

storey is complete, the need for the tower crane

decreases markedly. The tower crane productivity

probably falls off by 50%, but it is kept on site

as they still need to get bricks and mortar up to

the various levels to do the brickwork and otherfinishes.

However, owing to the inability to get the crane

hook onto completed floors, other than the roof,

access to the various levels in a multi-storey build-

ing are limited. Thus the use of a hoist firmly

and safely secured to the outside of the structure

affords access both for people and for materials

handling to areas that are no longer accessible to

the tower crane.

Now, by using a hoist, it is possible to release the

tower crane from the building site, possibly two to

three months earlier, concludes Warwick.SA French Ltd, Tel: (011) 975-4921, Fax: (011) 975-6312,

Email: info@safrench .co.za, www.safrench.co.za

tives and also satisfy the security requirements

contained in the Appendix I from the Directive

98/37/CE of machinery.

No fallsAlso, using the hoist is much safer than walking up

partly-constructed, often badly-lit stairwells. And

the hoist also eliminates the possibility of falling

while climbing scaffolding, says Warwick.

CONSTRUCTION

Much safer than walking uppartly-constructed, often badly-lit

stairwells

The hoist rests on sturdy well-made frame with adjustable feet

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AGRICULTURE

Bulk Handling Today talks to

Potatoes SAs Etienne Booysens,

marketing manager, and Terrence

Brown, regional manager, about

this lucrative market and how Potatoes

SA goes about making a mark in

the rest of the world.

Transporting pota-

toesThe bulk han-

dling of potatoes

in South Africa is

done mostly by the

farmers themselves.

Bigger transport companies are

contracted for exports.

Terrence notes that farmers

transport potatoes with small, me-

dium or large trucks depending on the load. Most

of these are privately owned by the farmers. Thelarge load is all palletised and normally consists of

3 500 10kg bags, which is transported directly to

fresh produce markets or retailers. Smaller loads

consist of 1 200 10 kg bags with the same end

destinations.

The most important thing to remember is that dur-

ing the summer, potatoes have to be

transported across the shortest

distance from soil to desti-

nation. When you are

working with fresh

produce there is

a very real dan-

ger that quality

will deterio-

rate. During

the winter,

the loads

have to be

cove r ed

to prevent

the bags from

get t ing wet .

When looking at

exports, the pota-

toes are transported

in refrigerated trucks

with a temperature of

between 12 - 16C, Ter-

rence explains.

Potatoes for

the People

The South African potato industry is one of

the strongest export markets in South Africa.

With the product being available all yearround there is always a demand in the rest of

the world.

Temperature is kingWhen asked about the challenges they face, Ter-

rence notes that most problems occur during the

summer when temperatures can reach 40C. This

can really be a problem because, if a load rots it

cant be sold, which in turn means a loss of income

for the farmer. Another big challenge is the cost of

transport, which has gone up rapidly in the last

few months. Again this means less income and

makes it difficult to show some profit.

Potatoes have been exported for a long time, but

the market really started to pick up about 10 years

ago. At the time the industry was exporting around

76 000 tons, but the market grew and in 2003it was exporting around 129 000 tons. Unfortu-

nately, the figure dropped to 106 000 tons last

year because of the strong rand and some other,

external factors.

Looking at some of the challenges that they cur-

rently face, Etienne points out that the fluctuating

exchange rate can be a major headache. This

challenge is faced by all the exporting markets in

South Africa, but we have programmes in place

to deal with it, he says.

Export market

Our exports are done by ship and by land. Insome cases small quantities are flown out to the

European Union.

To help local producers deal with the demands

of exports, the industry established an Exporters

8/7/2019 BHT: Apr 2010


Forum to create an environment conducive to

growth of exports. The forum ensures adherence to

market practices and compliance with standards.These include compliance with minimum grading

standards and phyto-sanitary protocols.

In line with the need to safeguard the reputation

of South African potatoes, members of the forum

are required to provide information regarding the

tonnage exported, the destination of the exports, the

class and size of potatoes exported and the material

from which the packaging is manufactured.

We have an assignee body, the Perishable Products

Export Control Board (PPECB), which evaluates

and ensures that all exports are of high quality,

says Etienne.

The main markets for exports are Namibia, Mo-

zambique, Botswana, Angola, Zambia, Mauritius

and Swaziland. Small quantities of exports end

up in European and Middle Eastern markets. Our

presence north of the equator is minimal because

North African countries such as Egypt and Algeria

are themselves big potato growers.

Stiff competitionLocal producers face competition from India,

Australia and the European Union. What is a big-

ger challenge though is the import of processed

potatoes, especially frozen fries. Last year 8 000

tons of frozen chips were imported, mainly from

Belgium and Argentina.

Etienne concludes by telling us about the foreigndevelopment program which he is in charge of for

Potatoes SA. The programme is in place to market

the Potatoes SA brand in neighbouring countries.

For example, last year we had an eight-month long

marketing campaign incorporating big billboards

and agricultural shows to promote the quality of

our exports.

Potatoes SA, Etienne Booysens, marketing manager, Tel:

(012) 349-1906, Fax: (012) 349-2641, Email: ebooysens@

agric.co.za

AGRICULTURE

8/7/2019 BHT: Apr 2010


If the aforesaid is true, then why is this an issueand why do we have the range of equipment

available on various sites? The more correct

statement is probably not various sites but

the same sites.

Common groundThe point of departure has to be, but where does

one start? In any design approach, be it ISO, CEMA

or others, the first objective is to size the belt, then

the drives and then the pulleys and somewhere

in there are the idlers and all the other ancillary

equipment.

The design criteria call for maximum standardisation

of equipment on the project. Historically, these are

words that consultants use to impress their client

in an effort to give them that warm fuzzy feeling

that their interests are being looked af ter. Wrong,

this is where the game begins.

Depending on whether the point of departure is a

lump-sum turnkey or engineer, procure and supply

project, the approach differs.

Chasing priceIf it is lump-sum turnkey, the competing company

will endeavour to sharpen the pencil in order to win

the project: it must beat the opposition on price.

The net result is that the most competitive capital

cost is being chased with little or no regard for

overall cost of ownership. Thus if a 90mm bearing

will do the job, then it will be offered and not the

110mm diameter which should be the option for

standardisation.

For engineer, procure, construct and project man-

agement (EPCM) projects, the approach is different

- or is it? The consulting company will still issue

enquiries to the various suppliers for the supplyof the conveyor package and then unfortunately

the same scenario develops as before. In some

instances, the situation will be that in-house de-

signs are undertaken and then the possibility of

Standardising

Conveyors -

Fact or Fiction

Standardising is alwaysan issue in the

majority of projects. The

only variance is the

extent of

standardisation that is

required per the

contract.

CONVEYING

The most competitive capital cost is being chased withlittle or no regard for overall cost of ownership

implementing a larger degree of standardisationis feasible, provided the vision and foresight is

in place.

In the real world, the client ends up with various

permutations of pulleys and drives in his stores for

the same belt width, and that becomes a nightmare

to control and manage.

Clearly there are these two considerations. The

one is capital and the other operating costs. The

common ground for moving forward lies in the area

that total cost of ownership must be considered

as the basis. Higher capital costs are acceptable

against the background of lower operating costs

and higher system availability.

Conveyor design approachThe thought processes must now be refocused on

designing the so called piece of elastic band. The

belt is the first piece of equipment that is sized

for the application. The crux of this paper is that

everything must now be sized for the application

accordingly.

The following questions are frequently asked

on existing installations.

What would happen if the system capacity

is increased at the same belt speed?The strength of the belt must be checked

for adequacy.

How far can this belt be extended?

The strength of the belt must be checked

for adequacy.

What is not asked is what happens to the pulley

and the bearing if the system capacity is increased

and this is mostly where the problem lies.

If the pulleys had been sized in accordance with

the belting requirements, this will not be a problem.

This is best illustrated by means of an example.

Consider 900mm belt width class 1000 belting

with a safety factor of 10. The next class up is

1250 and the next class down is 800.

For this 900mm wide belting, the maximum work-

8/7/2019 BHT: Apr 2010


CONVEYING

ing tension will thus be:

For class 1000: Maximum allowable working tension

= 900mm 1000mm x 1000kNm 10 fos

= 90kN

For class 1250: Maximum allowable tension = 900mm

1000mm x 1250kNm 10fos

= 56,7kN

For class 800: Maximum allowable working tension

= 900mm

1000mm x 800kNm 10fos

= 72kN

The proposal is then, assuming the design tension

requirement is 80kN, that the pulley will be sized

in accordance with the 90kN maximum belt tension

requirement. It follows that for any, and that liter-

ally means any, application per the design criteria,

where the class 1000 belting will be used, the

equivalent class 1000 belting pulley will be used

accordingly in the standardisation approach.

The immediate observation will be that the pul-

ley is now oversized for the specific application.

Technically this is true, but practically not. Due to

the fact that this pulley will be subjected to a load-

ing level probably less than what it was designed

for, technically the life expectancy of the unit is

increased accordingly. Increased life expectancy

is directly associated with less downtime thus

resulting in a more reliable production unit. The

implications of this in the bigger picture will be

mentioned later.

The fun really begins when one looks at the T2

tension requirements.

The industry norm is to use a friction factor typically

in the region of 0,35 for this type of lagging. This

value is used to derive the wrap angle required for

any specific application. It is not the intention to

elaborate on the derivation of formula but rather

to reflect on the typical range of values applicable

to the range of the application.

The standard formula used to derive the friction

factor for belt drives is:

and the relationship T1 = Te + T2 and

Where:

e = 2.8713

m = friction factor referenced in text

j = wrap angle in radians

T1 = maximum belt tension used to determine

belt class

T2 = derived take-up tension to ensure no slip

during driving

Te = effective tension value required to overcome

system resistances

K = drive friction factor for calculation purposes

The norm would be to specify a minimum wrap

angle for purposes of ensuring positive drive. The

wrap angle would typically vary from 180 degrees

(not recommended) up to 210 degrees (very dif-

ficult to achieve in practice). The range of values

would then typically be:

Calculated friction factors for the aforesaid using

a friction value of 0.35 will be:

180 degrees K = 0.50 thus T1 = Te x 1.50







The target range worth considering will be between

190 to 200 degrees. Expressed in terms of values,

it ranges from 0.46 to 0.42. This is not a big dif-

ference but that is not the point. The issue is that

there is merit for an organisation to select a mini-

mum requirement friction factor and then for the

design to move forward based on this requirement.

The purpose of the table is then to illustrate thesensitivity of the values over a practical range.

Safety firstThe principle is to err on the conservative side and

always have what can be classed as a safe design

for all applications within the set parameters. When

working with steel cord belting, relaxation distances

are relatively long and one would rather use wrap

angles in the region of 190 degrees while it would

be perfectly acceptable to use wrap angles of 200

degrees for ply type belting due to correspondingly

shorter relaxation distances.

All this is fine, but the various drive configurat ions

need to be brought into consideration as well. Typi-

cally, in 98 percent of all conveyor drive systems

comprise single- and dual-drive pulley arrange-

ments. The dual-drive pulley arrangement can be

Higher capital costs are acceptable against the

background of lower operating costs and higher system

availability

8/7/2019 BHT: Apr 2010


CONVEYING

subdivided into equal power on the primary and

secondary pulleys. The final permutation will be

three equal power units with two on the primary

and one on the secondar y drive pulley. All of these

applications result in different tensioning require-ments to prevent slip requirements.

To illustrate the point, for purposes of this paper

the assumption is made that the wrap angle will

be 200 degrees with a resulting friction factor of

1.42. In line with this, 900mm wide belting of

class 1000 is used as before.

On a single-drive pulley arrangement the following

applies: (excluding belt slope tension) Single-drive

pulley application (see figure1)

Example for slipWhen the T2 drive slip requirement is the gov-

erning factor.

Maximum T1 tension = class 1000 kN/m

10 fos x 900mm 1000mm

= 90 kN

Maximum Te tension = 90 kN 1.42

= 63,3 kN

Maximum T2 tension = T1 Te

= 90 kN 63,3 kN

= 26,7 kN

Example for sag

If the minimum sag tension requirement was 30 kN.The application will then be modified as follows:


10 fos x 900mm 1000mm

= 90 kN

Maximum T2 tension = 30 kN

Maximum Te tension = T1 T2

= 90 kN 30 kN

= 60 kN

The same approach must be used for multiple-

drive pulleys and number of drive units installed.

In all instances, the T1, T2 and Te tensions arecalculated for the application.

On a dual-drive pulley arrangement the following

applies: (excluding belt slope tension)

(See figure 2)

Dual-drive pulley application with 1:1

power distribution.Using the same analogy as before, let us review

wrap angles for dual-drive application with 1:1

power distribution:


a friction value of 0.35 will be:360 degrees K = 0.25 thus T1 = Te x 1.25







Using 400 degree wrap angle which is twice that

used before.

Example for slipWhen the T2 drive slip requirement is the govern-

ing factor.


10 fos x 900mm 1000mm

= 90 kN


= 74,38 kN


= 90 kN 74,38 kN

= 15,62 kN

Dual-drive pulley application with 2:1

power distribution.Using the same analogy as before, let us review

wrap angles for dual-drive application with 2:1

power distribution:


a friction value of 0.35 will be:





400 degrees K = 0.14 thus T1 = Te x 1.14410 degrees K = 0.13 thus T1 = Te x 1.13


Using 400 degree wrap angle which is the same

as the previous example.

Figure 1: Single head drive pulley and single intermediate drive

Single intermediate driveSingle head drive pulley

Figure 2: Dual-drive pulley arrangement

8/7/2019 BHT: Apr 2010


Example for slipWhen the T2 drive slip requirement is the govern-

ing factor.


10 fos x 900mm 1000mm

= 90 kN


= 78,95 kN


= 90 kN 78,95 kN

= 11,05 kN

In summary the results from examples are then

as follows:

An interesting observation is that the tension

values of the high-tension pulleys are the same

across the range.

The low-tension pulleys vary the most. Interesting

to note is that T2 is the highest for the single-drivepulley application, then the dual drive with 1:1

power sharing and dual-drive pulleys with 2:1

power sharing the least. It follows then that the

lower T2 tension pulleys can be used for the higher

tension applications but not vice versa. Care must

be taken when making the decision at this point in

time as the system may become oversized purely

from a standardisation perspective. The overall

application needs to be reviewed with respect to

the T2 requirements.

There is a further observat ion relative to being able

to use the bigger pulley in place of the smaller pulley.

By using the somewhat larger pulley for the lighter

duty, the life expectancy of the unit will also increase.

This leads to marginally more reliable installations

with possibly less downtime for maintenance as

the replacement period is increased.

On future projects, equipment selection based on

standardisation should be the prime consideration,

if not the only consideration. It is true that on ex-

isting conveyor systems one cannot readily retrofit

the alternative standard as there could be majorinterface issues.

The reverse observation is also true. The Te values

are lower for the single-drive pulley application thus

indicating that less work can be done for these ap-

plications. The most work can thus be done on the

same belt class for dual-drive with the 2:1 power

sharing arrangement.

Consideration must be given to the duty requirements

of the conveyor and a decision made accordingly.

Generally, the higher the belt class, the higher the

duty requirements. From an application perspec-

tive, the higher the belt class, the more power will

be required for conveying the material. It will thus

be logical to consider this type of application to

be dual-drive pulley applications with 2:1 power

sharing as opposed to single-drive pulley units.

Equally important, it may be that the application

cannot support the 2:1 power distribution as access

becomes problematic. Under these circumstances

the 1:1 distribution will have to be acceptable.

Drive unitsThe aforesaid covers all the pertinent issues with

respect to pulleys. What about drive units?

Drive unit sizes are directly related to calculated

effective tension levels. For this approach, one

would then need to review the effective tension

available after calculating the T1 and T2 values.

The prime consideration should then be that, once

the belt class is determined, the drive unit size

must be determined that will result in the power

unit being adequate for the belt class being utilised

at its maximum capacity.

Absorbed power is the product of the effective

tension with the belt speed. Consideration is then

given to the reducer efficiencies where a service

factor is applied to this value to determine the

minimum installed power. The entire process is

as simple as that.

By example, consider the 900 belt width class

1000 belting application. From Table 1, the effective

tension required for driving is 74,38kN. Of course,

you would need two power units each requiring

37,19kN. Assuming a belt speed of 3m/s, drive

efficiency of 94% and a service factor of 1,2 on

installed power the following will then apply.

Absorbed power is then:

37,19 kN x 3 m/s = 111,57 kW

Demand power on the input shaft is

111,57 kW 94% = 118,69 kW

Minimum installed power with service factor of

1,2 = 118,69 x 1,2 = 142,42 kW

Next motor size up is 160 kW

Thus final installed power is 160 kW on each

drive pulley.

When now reviewing this application, the user will

essentially have what can be described as a system

balanced between the power and the belt class

requirement. There should not be an application

where the user will be in a situation that the 2 off

160kW drive units will not be adequate for the belt

CONVEYING

Application

Maximum T1tension

High tension

pulleys

Maximum Tetension

Available for

driving

Required T2tension

Low tension

pulleys

Single-drive pulley 90 kN 63,30 = 1 x 63,30 kN 26,70

Dual-drive pulley 1:1 90 kN 74,38 = 2 x 37,19 kN 15,62

Dual-drive pulley 2:1 90 kN 78,95 = 3 x 26,32 kN 11,05

Table 1: T1, Te and T2 tensions for various drive pulley configurations

Always have what can be classed as a safe design for all

applications within the set parameters

8/7/2019 BHT: Apr 2010


statements are not really enforced and projects are

predominantly capital-cost driven and not from a

total cost of ownership perspective.

ConclusionsThere is indeed a possibility to standardise

on conveyor equipment for various applica-

tions.

Belting specifications must be used as the

starting point for optimum standardisation

on all conveyor systems.

Pulleys require standardisation in conjunc-

tion with the class of belting used for the

application.

There are options available where conveyor

components can be standardised without

necessarily over sizing of the units.Power units can be standardised in ac-

cordance with the class of belting for the

application.

RecommendationsAll mining houses should review their conveyor

applications in order to rationalise all the equip-

ment currently being used.

Total cost of ownership on conveyor-type projects

must become a reality and more tangible and nota nice-to-have issue, as there are fundamental

cost advantages in this approach.

This paper has been condensed due to space constraints.

The author is Simon Curry. This paper was frst presented

at Beltcon 15 held in Johannesburg on September 2 and 3,

2009. Copyright is vested with the IMHC. Enquiries can

be made through the website; www.beltcon.org.za

class at that speed for any profile. As soon as the

belt class requirements are exceeded, the power

requirements will also become marginal and the

system is thus balanced.

SteelworkThe next objection that is normally raised against

the standard approach is the strength of the steel-

work. This is a valid question but the same answer

will apply as with the previous. If the steelwork

has been designed for the T1 maximum tension

value of 90kN as per the example, any requirement

pertaining to the class of belt will be acceptable.

If the steelwork was designed for the 80kN ten-

sion requirement then this becomes the limiting

and marginalising factor. In order for the client to

maximise on his investment, the maximum value

that he will be able to squeeze out of the class 1000belt will be 80kN in spite of the belt being able to

operate at the higher tension of 90 kN. Once again,

it is obvious that the user will opt for the higher

tension value as being the optimum value.

One mine to anotherThe mechanical sizing of the equipment is directly

related to the tension values in the system. Pulleys

are sized accordingly and so the steelwork. In real

terms, only the size of the power units is affected

by the speed of the belt. The torque remains the

same, as a conveyor is essentially a constant

torque machine.

Typically, the variance in speed could typically be

from one mine site to another mine in the same

mining group. At the one mine, the operation will

be 3m/s while the other will be 4m/s. The one mine

could require the capacity to be 900-tons per hour

while the other will be 1200-tons per hour.

The real worldIn the real world, it is impossible to standardise

100 percent. The better statement

to make is that conveyors can be

standardised to a very large extent.

With some initiative and careful

thought, this objective can be readilyachieved. There are more plus points

in the process of creating common

parts than parts only applicable to

specific applications.

As these points are being mentioned,

it should be becoming glaringly ob-

vious to those in the industry that

certain user/mining groups have

specific applications relative to their

conveyor systems. These applications

are currently been recognised in the

industry by some of the visionary

mining groups operational in South

Africa. Most users have statements

in their specifications requiring that

equipment be standardised as far

as possible. Unfortunately, these

CONVEYING

Standardisation should be the prime consideration, if not

the only consideration

8/7/2019 BHT: Apr 2010


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For some companies, however, the decision

to own their own equipment is unequivocal.

In spite of the downturn in the economy.

The Metals and Minerals Division of Gri-

naker-LTAs Mechanical & Electrical Business Unit

is actively investing in its plant and equipment to

ensure that it has reliable and productive machinery

available to deliver on its projects.

Large fleetThe company has a massive fleet of

equipment including a 400-ton crawler

crane; three-axle lowbed road trucks;

mobilifts; tractors; trailers and bakkies.

The nature of our business activities

are such that lifting equipment forms

the core of the plant fleet and we

operate one of the largest fleets of

cranes with a total of 95 units, the

companys Pieter Kok says.

The rationale behind owning and

maintaining such an expansive fleet

of plant and equipment is simple. We

believe this gives us a competitive

edge and allows us to allocate the

resources where required. We are not

dependent on outsourcing or hiring plant, although

this is an option when we need to supplement our

resources, Pieter adds.

AMassive FleetEven in the current depressed market, the debate between owning versus hiring capital equipment rages on,

with many companies tightening their belts by halting all investment in new equipment and renting the neces-sary plant, or increasing the duration of contracts, or making do with their existing fleets.

Cost competitivePieter says that together with the continuous

investment in its fleet of plant and equipment,

Grinaker-LTA Metals and Minerals also ensures

its cost competitiveness on projects by instituting

both a refurbishment programme and a replace-

ment programme.

New equipment introduced into the fleet over the

last two years has included crawler cranes, hydraulic

cranes, new horses, a teleporter and forklifts.

When buying new equipment the most impor-

tant consideration is whether it fits its intended

application. We investigate what is available on

the market and our investment decision is based

on a combination of factors including competitive

pricing.

However, the deciding factor as far as I am con-

cerned is an unwavering support f rom the supplier.

This includes, very importantly, superior parts

availability. We actually go and look at individual

suppliers stockholdings. Additionally, after-sales

service backup is critical as most of our equipment

operates on remote sites, Pieter explains.

Crawler cranesGrinaker-LTA Metals and Minerals recently added

two Sany SC 1000 crawler cranes to its fleet. The

crawler cranes strength lies in its pick-and-carry

One of the Sany

crawler cranes

recently added to

Grinaker-LTA

Metals and

Minerals fleet

LIFTING

Pieter Kok

8/7/2019 BHT: Apr 2010


capability. We no longer have to deal with the

issue of outriggers. And as the crane is crawler

mounted, it can be used in areas where underfoot

conditions are poor as is often the case when

working on greenfields projects. We consequentlyinvested in a large fleet of crawler cranes that have

proved their affordability over the entire life cycle,

Pieter explains.

The Sany crawler cranes work like a dream. The

operators really enjoy using them as they are easy

to operate and perfectly suited to local conditions.

We sent both the Sany cranes to the Phola DMS

Plant Project and we clocked up 110 hours in the

first three weeks on the site. Sany provided train-

ing for our operators to bring them up to speed

on the new technology that these cranes use,

says Pieter.

Distributed in southern Africa by McCarthy Heavy

Equipment, the componentry on the Sany crawler

cranes is predominantly European thus combining

attractive pricing and European engineering in one

package. Globally-accepted drive train components

have been used on the Sany crawler cranes and

the machines are both operator and maintenance

friendly.

We actually go and look at individual suppliers

stockholdings

LIFTING

Sound maintenanceHoused at the companys Vanderbijlpark facility, all

Grinaker-LTA Metals and Minerals equipment is on

the companys internal maintenance programme.

The machines are monitored on site and dependingon the type of plant, preventative maintenance is

carried out according to a preset programme. Minor

repairs are conducted on site using fully trained

personnel and any major repair or refurbishment

work is undertaken at the Vanderbijlpark works.

Preventative maintenance programmes allow for

accurate data to be maintained and this information

is monitored to allow proactive repairs to be done

but, more importantly, it gives us an accurate base

from which to monitor equipment condition.

This allows decision making to take place with

respect to refurbishment of equipment and thelevel of refurbishment varies from major com-

ponent refurbishment to total machine overhaul

including replacement of critical components with

new where necessary and drive train rebuilding,

Pieter concludes.

Peter Osborn, Grinaker-Lta Mechanical & Electrical, Tel:

(011) 681-2207, Fax: (011) 680-4545, Email : posborn@

gltame.com

8/7/2019 BHT: Apr 2010


Vanguard is currently completing a turnkey

contract to transport 6 x 667MVA single

phase power transformers, 15 x 133.3

MVA single phase reactors and acces-

sories manufactured by Japan AE Power Systems

from Richards Bay Harbour to various sites. This

contract was awarded by Sumitomo Corporation,

a main contractor to Eskom.Meeting demandThe electric substation equipment is to be installed

at each 765 kV transmission grid substation which

is supplied with power from multiple coal-fired

power stations in Mpumalanga. The project is being

carried out to upgrade the electricity grid to meet

South Africas rising demand for power.

The transformers are single phase units, with one

unit allocated per phase due to South Africas con-

figuration of its three phase electricity system. Theunits are purposefully designed and manufactured

to minimise the transport weight.

The project has been underway for two years with

Weighing in at

255 tons each,

theyre not the

sort of thing you

take home in ashopping

trolley.

Particularly as

each of these

giant equipment

items is supplied

with an addi-

tional 60 tons

of accessories,

as well as shunt

reactors, each

weighing 82tons. These 255-

ton behemoths

are auto

transformers,

which are

destined for

Eskom

substations in

the Free State

and

Mpumalanga.

Using a combination of the turntable, 1000 ton gantry

system and jacking tools

Transformer and

Reactor Move

Vanguard completed the customs clearing and harbour staging in Richards Bay harbour when the

first transformers arrived

The transformers were

transported on Van-

guards modular trailer

using three horses in

a pull-pull-push con-

figuration

LIFTING

8/7/2019 BHT: Apr 2010


+27 11 827 9227 | +27 11 827 9688

+ 27 21 951 8088 | + 27 21 951 8033

+27 82 705 4160 | +27 82 453 7690

8/7/2019 BHT: Apr 2010


Vanguards first step researching and establishing

a viable transport route.

Route surveyThis included a comprehensive route survey and

bridge analysis to ensure that the weight could be

handled, as well as ensuring there were no overhead

structures along the way, says James Robinson,

Vanguard project engineer. We also used a liaison

team that managed Telkom and Eskom for us, to

ensure that power and communication lines could

be lifted or lowered accordingly.As the transformers measure10m in length, 4,9m

in width and 5,25m in height, Vanguard designed

a trailer specifically to suit the transport require-

ments of the project. In order to optimise the trailer,

Vanguard had to procure additional equipment. The

trailer is 30m long and 5m wide and is driven by

three 610hp Mercedes Benz horses in a push-

push-pull configuration.

Swazi detourHowever, a huge obstacle presented itself just

before the first shipment was due to arrive, says

James. The proposed and approved route included

portions of the N2 towards Pongola which was

due for road works as part of an upgrade project.

The road was closed in February 2009 and would

remain so for the next two years.

With our deadline approaching, we investigated

other routes but nothing suited our purposes. But

after some research and some creative thinking,

we opted for a route through Swaziland.

The route runs parallel to the N2 and includes a

highway that is relatively new and in good condition.

It also has no bridges which ensured that Vanguard

was able to obtain clearance relatively quickly.

There was a lot of additional pre-preparation work

which involved our working with the Swazilands

communications company and electricity company

to ensure that the telephone and power lines were

not an issue.

After some research and some creative thinking, we

opted for a route through Swaziland

The transformers are precisely placed using a hydraulic gantry, before being rotated 90 degrees on a custom-built turntable

James notes that the companys extensive experience

in route evaluation, research and similar transport

projects ensured the success of the job while re-

maining in line with the delivery deadline.

Handle with careOnce the first four transformers arrived in Rich-

ards Bay, we handled all the customs clearing and

harbour staging, says James. The transformers

are extremely sensitive pieces of equipment and

cannot be bumped or jostled in any way. We elected

to use gantry equipment, which is safer and less-ens the likelihood of bumps and knocks. We also

used a staging trailer within the harbour which

is smaller and more mobile. Once offloaded, the

transformers were stored in a lay-down area. This

ensured efficient handling, allowing us to offload

all four in one day.

From the harbour, the transformers are being

transported to the various sites where they will be

offloaded and slid into final position. This involvesturning each transformer 90 degrees before sliding

and final alignment. To accomplish this, Vanguard

designed and built a turntable to make the turning

process safe and impact free.

The offloading is accomplished using a combina-

tion of the turntable, 1000 ton gantry system and

jacking tools. While using gantries in this type of

application is not common practice, especially

with transformers of this size, we established that

this was the best method for the project, as it is

safer and quicker.

The project is scheduled for completion in2010.

Vanguard, Tel: (011) 616-1800, Fax: (011) 615-1012, E-

mail: [email protected], Website: www.vanguard.

co.za

LIFTING

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Bulk Handling Today speaks to Dr Jan

Lourens, a director at Target Cranes, to

find out just what the challenges are in

this safety-critical industry when the going

gets as busy as it is right now. When the demand

for crane rental is as high as it is now, you have

to be more vigilant than ever to ensure your safety

record is not tarnished by a crane failing and hurt-

ing people on site, he says.

For this reason, contractors on big projects are

more critical than ever in terms of safety. They

wont allow a mobile crane on site that leaks even

a bit of oil.

MaintenanceFor a company such as Target Cranes, this oftenmeans having a permanent maintenance crew on

site all the time, especially on long-term projects

like the power station projects that are now also

under-way. At the Medupi site, for example, we

have created a dedicated crane

site for ourselves where more

than half a dozen cranes work on

a permanent basis. This includes

one of our speciality crawler mobile

cranes that runs on tracks rather

than wheels, Jan says.

As the need arises, we supple-ment this fleet with speciality

cranes for specific tasks.

VarietyRental companies have to cater

for all types of projects and

therefore have to have a variety

of types and makes of cranes so

that they can accommodate small

projects with a small budget as

well as those who only use the

best available.

Our biggest mobile crane is theLiebherr LG 1550 that has a

lifting capacity of 600 tonnes,

says Jan. We recently used this

crane to remove a thickener from

LIFTING

Mobile Lifting

BoomThe nature of construction work on infrastructure currently

under full steam in South Africa calls for the extensive use of

mobile cranes, creating a boom for the local mobile crane in-

dustry, especially in rentals. Both the Gautrain project as well

as the road upgrades construction projects are following the

modern trend of pre-casting of f-site to ensure the minimum

interruption to daily traffic. This type of work is ideal formobile cranes.

Dr Jan Lourens of Target Cranes

The cab of a modern mobile crane

The clients usually know exactly what they want in

terms of the lifting work that has to be carried out

8/7/2019 BHT: Apr 2010


one of the tanks on a gold mine and were able to

do it in record time, keeping the costs to the client

to a minimum.

One exampleThis crane has a total boom length of 161 me-

tres, the length comprising a 77-metre boom and

an 84-metre luffing boom, elaborates Jan. With

440 tonnes of counterweight, including super lift,

this crane can lift 79 tonnes on a 52-metre radius.

When it is on its maximum reach of 116 metres,

a total of eight tonnes can be lifted to a height of

85 metres.

This is just one example of our extensive crane

fleet, which is constantly being expanded to meet

new challenges across all sectors in industry.

SoftwareWhen it comes to big contractors and lifting jobs

in the mining industry, the clients usually know

exactly what they want in terms of the lifting work

that has to be carried out and normally specify

their requirements down to the finest detail, even

as far as ordering airconditioning in the cab of

the crane.

However, for the occasional users we like to get

involved right from the planning stage because people

often make the mistake of ordering a crane that

ends up being too small for the lift, warns Jan.

The right choiceThis can be costly because theres an establishing

fee to set a crane up on site and if the lift mass

or its ratio is underestimated, its money wasted,adds Jan. Considering that the establishing fee

for our large crane can run into millions depending

on where the site is situated, you have to make

the right choice when ordering a crane. Although

LIFTING

Instrumentation shows everything happening on the crane to ensure safe lifting

the crane is a mobile crane, only

the carrier can drive to site. The

remainder has to be broken down,

transported to site with several

trucks and rigged on site.

All this is provided by us as part

of the service of hiring a crane.

To assist clients, we have special

software to simulate a lift, ensuring

that the correct crane is chosen

for any particular project.

Track recordThe laws governing mobile crane

operation, maintenance and in-

spection are clearly defined.

Fortunately, these are strictly

imposed and regularly monitoredon site and therefore the industry

has a fairly good track record.

There arent any horror stories

involving mobile cranes, says Jan.

However, you always get chancers who get in on

the smaller, once-off projects and, to rule this out,

you must always use a reputable company with a

proven track record to do your lift. Safe lifting de-

pends on regular maintenance of the mobile crane.

This includes rope inspections and certification by

an independent third party.

Mobile crane operators are a lot like firemen and

their fire trucks - they look after their machinesand always keep them spotless, says Jan. For

this very reason you get mobile cranes that have

seen more than 30 years of service, but you wont

be able to tell because theyve been looked after

properly all their lives.

TrainingOne of the most critical aspects of mobile crane

operation is crane operator training and, to this end,

Target Cranes has established a dedicated crane

operator training facility at the new offices that have

just been opened in Cape Town. The Johannesburg

office is also moving to a new purpose-built site inAlrode soon, says Jan in conclusion. Our recent

BBBEE rating means that Target Cranes is the

leading empowered crane-hire provider in South

Africa with a substantial lead over our competitors

in terms of ratings. This is highly relevant when

one considers the infrastructural spend projections

and the transfer of the benefit of this government

capital expenditure to be enjoyed by previously

disadvantaged communities. Our current BBBEE

Level 3 rating also means that for every one rand

spent with us, our customers receive R1.37 in

BBBEE procurement recognition. We are aiming

to achieve a Level 2 rating this year, which willprovide additional benefits to our customers.

Jan Lourens, Target Cranes, Tel: (011) 827-9227, Email:

[email protected]

The establishing fee for our large crane can run into

millions depending on where the site is situated

8/7/2019 BHT: Apr 2010


two extra-abnormal load

lowbed trailers designed to

carry heavy capital mining

equipment in the DRC and

Zambia. A second valuablecontract has been signed

for the supply of heavy-duty

tippers to be used in mas-

sive construction projects

in Mozambique.

The two extra-abnormal

load lowbeds, fabricated

at Kearney Groups Tulisa

Park, Johannesburg factory

have a tare mass of 15

000kg and are capable of

carrying extra-heavy-duty

loads.

These custom-built trail-

ers are 4.2 metres wide,

equipped with extensions to handle loads 4.5 metres wide,

explains Charles. The trailers were made using 100% local

content and sport special wide-track axles and heavy-duty

mechanical suspension.

A specially-crafted tandem-axle dolly equipped with 75mm

extra-heavy-duty Jost fifth-wheel and kingpin pulls a quad-

axle lowbed that once hooked up to a truck tractor will

measure 24.37 metres, adds Charles. These lowbeds will

begin carrying new mining equipment to Zambia and the

DRC where they will face the heaviest toil Africa can throwat them, he concludes.

Charles Lovell, Kearney Group, Tel: (011) 869-5551, Fax: (011)

869-5632/869 5646, Email: [email protected], Website:

www.thepayloader.com

Market Forum

Finnish Prime Minister cuts the ribbonThe opening of Metsos new 3600 m, environmentally friendly

headquarters was attended by prominent businesspeople as

well as the Hon. Prime Minister of Finland, Matti Vanhanen

who officially opened the building on the 17 March 2010.

This distinctive structure, Jorma Eloranta, CEO of the Metso

Corporation, said during the official address, represents

Metsos confidence in the Southern African market. This

investment forms part of Metsos strategy of remaining inclose proximity to its customer operations. The company has

thus also opened a new service facil ity in Rustenburg to focus

on repairing the local mining houses pumps, minimizing

downtime and while maximising operational effectiveness.

Adding to the companys Vereeniging factory which focuses

on manufacturing and refurbishing equipment, a newly-struc-

tured service hub has also been commissioned to focus on

specialised services such as Life Cycle Services which will

offer customers the option of a rand-per-ton model, process

technology and innovation to improve throughput at existing

plants, and performance contractual services.

With such investments in the local market, Metso looks setto increase its local footprint.

Darryl Moss, General Manager Marketing and Communications,

Metso House, ACSA Park, Jones Road, Bartlett, Johannesburg, Tel:

+27(0) 11 961-4000, [email protected], www.metso.com

Trailers for AfricaKearney Group, a leading South African truck trailer manu-

facturer recently signed contracts with organisations withbusiness interests in Mozambique, Zambia and the Demo-

cratic Republic of Congo (DRC).

According to Charles Lovell, marketing manager, Kearney

Group, Kearney Group has been contracted to supply

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Market Forum

Typical Condra

K-Series hoist

One of the conveyors leading to a Weba Chute where it is transferred

SA-chutes to TurkeyWeba Chute Systems have again been specified by Kisladag,

the largest gold mine in Turkey. Alwin Nienaber, operations/

technical director at Weba Chute Systems,

says that the order follows on the

successful installation and operation

of eight Weba Chutes at the mine. All

are installed under the fine and coarse

ore bins discharging onto conveyors

within the plant.

Weba Chutes are all custom

engineered to ensure appropri-ate solutions to transfer point

applications and our engineers

have a close relationship with

the mines technical personnel

which has allowed us to access all the relevant

information to ensure that the chutes supplied

provide efficient and reliable material transfer,

Alwin says.

The latest order received from Eldorado Gold Corporations

Kisladag mine is for three Weba Chutes. By controlling

the movement of the material into, through and out of

the chute it is possible to eliminate numerous other issues

such as spillage, noise and dust, he adds. The chutes for

Kisladag are due for installation in early 2010.

Mark Baller, M & J Engineering (Pty) Ltd, Tel: (011) 827-9372, Fax:

(011) 827-6132, Website: www.weba.co.za

High-lift crane deliveryCondra has reported recent deliveries of four high-lif t hoists

to local customers, one of them an articulated machine

with a capacity of 45-tons, another with a very high lift of

112 metres.

The company has received enquiries for

similar equipment from two neighbour-

ing states.

Key to this success is the companys

K-Series hoist range, which has proved

dependable, durable and robust under the

conditions of increased mechanical strain

associated with the high-lift niche.

The modular design of the K-Series al-

lows rapid modification to specific high-

lift application requirements, resulting

in delivery times that are usually the

shortest available. Competitive prices

are the result of long production runs

of standard parts.

Condra uses silumin rotor cores to en-

hance K-Series motor-starting torquein the high-lift role, and has developed

variable speed control levels on the drives to enable precise

load positioning even on lifts of 100 metres and more.

Hoist speeds of between

zero and 18 metres per

minute, and travel

speeds of between

zero and 200 me-

tres per minute, are

possible.

The company has in

the past manufactured mineheadgear maintenance cranes

with lift heights in excess of

80 metres, more than three times the 25-metres

classified by international standards as very high.

Condra (Pty) Ltd, Josef Kleiner (managing director),

Tel: (011) 021-3712, Fax: 086-669-2372, Email: condra@

mweb.co.za

Variable reach trucksThe Meclift range of variable reach trucks, designed for the

efficient handling and loading of paper reels and sawn timber

in and out of trucks and railway carriages, is available from

Big Lift Trucks, specialists in materials handling systems.

MecLift variable reach trucks, which have a lift height of

6 m, are also able to drive into freight containers or reach

out into a container for easy loading and unloading of pa-

per reels. This cannot be achieved by conventional forklift

trucks, says Clinton van den Berg, products manager for Big

Lift Trucks. These compact, robust reach trucks increaseefficiency and safety during paper and timber handling and

also reduce operating times. Safety on site is significantly

improved.

MecLift ML 906R reach trucks have a 9 tonne lifting ca-

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Market Forumis looking to solidify its market share in its core business

of proving the New Holland brand of quality earthmoving

equipment viz. skid steer loaders, compact track loaders,

backhoe loaders, wheel loaders, excavators, crawler dozers,

telehandlers and motor graders.

Dr Jan Nell, MD of New Holland Construction in South Africa

comments, We see positive signs that the economy, and

therefore, the construction machine market, is on its way

back. By expanding our footprint, we are ready to target a

number of industries in countries where we have, to date,

not given our product the right exposure. This will typically

be the commodities market (ie mining).

Moreover, many of our customers have bought our machines

and are operating them in neighbouring countries, and we

are committed to provide them with the after sales service

levels they deserve. Eqstra Holdings has a huge network in

Africa, and we as New Holland will leverage off this networkto look after our customers.

According to Gisela Schmidt, Director of the Rest of Africa

Division of Eqstra, and responsible for spearheading the New

Holland drive into Africa, NHC will be able to l

BHT: Apr 2010

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