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TRADE & COMMODITIESGrain trade growth fading 2DRY BULK TRADE SEES COOLING GROWTH 4INDIA SEEKS LARGER SHARE OF SUGAR EXPORT MARKET 11

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PORTS, TERMINALS & LOGISTICSInnovative co-operation between the Montreal and Trois-Rivières port authorities 23MVTTC serves the Mississippi region 24New handling equipment for Newcastle 24Exports drive banner season at Port of Hamilton 25Polish Szczecin is top bulk terminal in new BIMCO report 25Sea Commercial Port Yuzhny handles thermal coal for power stations 26NETHERLANDS PORTS: REPORTING ON DRY CARGO VOLUMES 27

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As 2019 begins, there areintensifying doubts about howpositive commodity imports

into many countries around the worldwill prove during the twelve monthsahead. Global seaborne dry bulk tradestill seems likely to increase, butperhaps only very modestly, withdownside risks becoming larger.

According to numerous economistsprospects for global economic activitythis year are deteriorating, with aslowing trend set to unfold. In the mostinfluential countries — USA, China, Japanand European Union — economic growthis seen as unlikely to match last year’smomentum. However, support forgrowth may improve if reducedinternational trade tensions can beachieved.

GRAIN & SOYA

The latest International Grains Councilestimates suggest that world trade inwheat plus corn and other coarse grainswill be flat, in the current 2018/19 cropyear ending June 2019. A total of justover 368mt (million tonnes) iscalculated, as shown in table 1, almostunchanged from the previous year’svolume. Changes among individualareas and countries are not prominent.

In the soya segment a similar resultis predicted by the US Dept ofAgriculture. World soyabeans and mealtrade in marketing year 2018/19 endingSeptember is forecast to increase byunder 1% to reach 215mt. Lowerimports by China, comprising two-fifths

of global imports, are expected amid thetrade dispute with the USA. China’simports could fall by 4% to 90mt, butrises among other buyers in Asia, Europeand elsewhere could offset thisdownturn.

IRON ORE

Steel industry raw materials importrequirements during 2019 are likely tobe affected by fading momentum ineconomic activity in a number ofcountries, causing slacker demand forthe products of steel-consumingindustries. In China, iron ore importsmay be restrained also by otherinfluences such as rising use of scrap asa substitute, and further port ore stocksreductions.

Among other iron ore importers signspointing to higher volumes this year arenot prominent. The outlook for the EU,Japan, South Korea and Taiwan seemssubdued. One exception to this patternis India, mostly self-sufficient in iron ore,but now needing additional quantitiesof foreign ore to support rapidly risingsteel production.

COAL

A cautious overview of future globalseaborne coal trade suggests little or norealistic prospects for growth and adownwards longer-term trend. Is thisthe outlook for the twelve monthsahead? While underlying negativepressures are still clearly visible, specificinfluences affecting 2019 could actuallyresult in another increase to follow

resumed growth in the past two years.However, for several principal coal

importers annual volumes are especiallydifficult to predict because governmentpolicy decisions, surrounded by greatuncertainty, are likely to have a largeimpact on the outcome. In particular inChina and India, importing an estimated230mt and 220mt respectively last year(jointly comprising over one-third ofworld coal trade), the current year’simports could be up or down andestimates are heavily based onguesswork.

MINOR BULKS

Fertilizers form a sizeable part of theminor bulks category, comprising bothraw materials and semi-finishedproducts. Support for movements ofphosphates, sulphur, potash and ureamay have resulted in a moderateincrease to about 175mt last yearaccording to some estimates, andfurther growth is seen as a possibility inthe next twelve months.

BULK CARRIER FLEET

The Handysize (10-39,999 deadweighttonnes) bulk carrier fleet is estimated tohave grown by about 2% in 2018,reaching 98 million dwt, as shown bytable 2. Newbuilding deliveries werelower last year, but scrapping declinedsharply. Tentative signs indicate thatthis group, representing about 12% ofthe entire world bulk carrier fleet, maycontinue to expand slowly during thenext twelve months.

Grain trade growth fading

2013/14 2014/15 2015/16 2016/17 2017/18* 2018/19*Asia (excluding Japan) 73.6 89.0 95.0 99.6 99.1 97.9Japan 23.4 21.9 22.1 23.1 23.6 23.8Middle East 54.0 56.7 55.8 54.0 61.1 60.6Africa 65.3 67.1 76.2 75.8 76.5 74.8Others 94.1 87.4 96.6 100.7 107.7 111.3World total 310.4 322.1 345.7 353.2 368.0 368.4source: International Grains Council, 22 November 2018 *forecast July/June crop years

TABLE 1: GLOBAL WHEAT & COARSE GRAINS IMPORTS (MILLION TONNES)

2013 2014 2015 2016 2017 2018*Newbuilding deliveries 6.3 5.4 6.5 4.6 3.4 2.8Scrapping (sales) 6.7 4.2 5.2 3.2 1.7 0.5Losses 0.2 0.0 0.0 0.0 0.0 0.0Plus/minus adjustments 0.1 -0.1 0.0 0.0 0.0World fleet at end of year 90.4 91.7 92.9 94.3 96.0 98.3% change from previous year-end –0.7 +1.3 +1.3 +1.4 +1.9 +2.4source: Clarksons (historical data) & Bulk Shipping Analysis December 2018 forecast *forecast

by Richard Scott, Bulk Shipping Analysis, Tel: +44 (0)12 7722 5784; Fax: +44 (0)12 7722 5784; e—mail: bulkshipan@aol.com

TABLE 2: HANDYSIZE 10–39,999DWT BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)

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Dry bulk trade seescooling growth

Signs pointing to slackening growthmomentum in global seaborne dry bulktrade have become more visible. Duringthe past twelve months the robust pickupwhich had been seen in the previous yearwas not fully maintained. Especiallytowards the end of 2018, restraininginfluences were prominent. The outlookfor the year ahead, 2019, currently suggeststhat further growth is predictable, but itmay be modest.

Optimism about dry bulk trade in theearly months of last year began to falterwhen indications of significant headwindsbecame more forceful. Several largeimport growth drivers apparently werelosing intensity, and this pattern continued.There is now some difficulty in identifyingwhat could provide a substantial boost totrade volumes over the period ahead.

Tentative estimates for global dry bulktrade last year indicate that the growthrate was only about half of the previous

year’s 4% expansion, at around 2%, asshown in table 1. Annual volumes in thecoal and minor bulks sectors apparentlyincreased solidly by around 3%,accompanied by almost flat iron ore andgrain/soya volumes.

Among major dry bulk importers,China’s import demand for severalcommodities moderated in 2018, with anoticeable impact during the second half.Amid evidence suggesting a slowingeconomy, specific adverse influences insome commodity-using industries, andeffects from trade tensions, growth ofimports into China weakened. Elsewherein countries around the world there wererestraints on import growth.

WORLD ECONOMY FOUNDATIONS

The pattern of progress in global economicactivity has conspicuous effects on dry bulkcommodity movements, directly orindirectly. Large changes in production

levels in industries using dry commoditiesare often linked closely to changes inconsumer and business spending and alsovariations in government spending.

After the broadly spread improvementin economic output growth seen in 2017,there were widespread expectations that asynchronized brisk acceleration in theadvanced countries and emergingeconomies would persist. As 2018unfolded however, it became clear that thistrend was not sustainable.

Recent estimates of growth in grossdomestic product (GDP), an overallmeasure of goods and services output,calculated by the OECD organization aresummarized in table 2. The OECD area of‘advanced’ countries, comprising mainly theUSA, Europe, Japan and South Korea,decelerated marginally in 2018 to average a2.4% increase. An upturn in the USAcontrasted sharply with deteriorationselsewhere. In China, a slackening tendency

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was evident. How will these countries perform in

2019? A general pattern of slowing activityis widely envisaged among economists, withthe OECD estimating 2.1% GDP growth inthe area, and 6.3% in China. Trade tensionsare a major uncertainty.

According to the OECD’s end-November analysis “recent developmentssuggest that the global expansion haspeaked and is likely to slow over the nexttwo years”. A more subdued outlook forcapital investment spending is particularlyrelevant for dry bulk commodity importdemand in numerous countries. OECDeconomists suggest that “increased tradetensions and uncertainty about tradepolicies remain a significant source ofdownside risk to global investment, jobsand living standards.”

The US economy may continue tooutperform this year, benefiting from themajor stimulus imparted by highergovernment spending and tax reductions.But in Europe, Japan and China signs pointto little or no potential for more vigorouseconomic growth rates, and it seems likelythat a general slowing will unfold.

STEEL INDUSTRY TRENDS

A large proportion of global dry bulkcommodity movements is affected by thesteel industry. Demand for steel inindividual countries, and productionvolumes, reflects changes in spendingpatterns related to the pace andcomposition of economic activity. Steelproduction changes, in turn, affectconsumption and imports of iron ore,coking coal and some other raw materials.

Steel production changes during 2018 inmajor raw materials importing countriesshowed only limited advances. Usingpercentage changes seen in the first elevenmonths of the year (comparing volumeswith the same period a year earlier) as aguide, in the European Union and Japancrude steel production was essentially flat.In South Korea and Taiwan small 2%increases were seen. China and India (a keycoking coal importer) performed strongly,with 5–6% expansion in recorded volumes.

However, China’s apparent strongexpansion was exaggerated by alterationsin the statistical recording process.Closure of small steel mills, the output ofwhich had not been included in officialfigures, led to additional output in therecorded category, resulting in an inflatedgrowth comparison. The actual increase

2014 2015 2016 2017 2018* 2019*Iron ore 1,333 1,357 1,411 1,466 1,460 1,450Coal 1,210 1,131 1,134 1,194 1,235 1,260Grain (including soyabeans) 406 427 448 476 480 490Other dry bulk commodities 1,845 1,874 1,874 1,930 1,980 2,020Total dry bulk trade 4,794 4,789 4,867 5,066 5,155 5,220% growth from previous year –0.1 1.6 4.1 1.8 1.3

source: Bulk Shipping Analysis, December 2018 *estimate

TABLE 1: WORLD SEABORNE DRY BULK COMMODITY TRADE (MILLION TONNES)

2014 2015 2016 2017 2018* 2019*USA 2.4 2.6 1.5 2.2 2.9 2.7Eurozone 1.2 1.5 1.8 2.5 1.9 1.8Japan 0.0 0.6 1.0 1.7 0.9 1.0OECD area# 1.9 2.1 1.8 2.5 2.4 2.1China 7.3 6.9 6.7 6.9 6.6 6.3

source: OECD Economic Outlook, 21 November 2018 * forecast # mainly USA, Europe, Japan and Korea

TABLE 2: GDP GROWTH IN KEY ECONOMIES (% CHANGE FROM PREVIOUS YEAR)

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last year appears to have been less than halfthe statistical rate.

In a number of countries around theworld, steel demand could strengthenthrough 2019, based on the latest WorldSteel Association short-range outlook. Butin China growth of finished steel productsdemand is projected to cease, while inJapan and South Korea it may be marginal atup to 1%. The EU may achieve an under 2%rise. Actual production is not alwaysexactly in line with demand calculations.

IRON ORE AND COKING COAL TRADE

About one-third of all global seaborne drybulk trade movements is comprised of ironore and coking coal. In 2018 iron ore tradeappears to have been flat, at about 1,460mt(million tonnes) as shown in table 1.Coking coal trade (not shown separately)may have been 3% higher, compared withthe preceding year, at about 260mt.

China is the dominant iron oreimporter. In 2017 the total (including someland movements) reached 1,075mt,comprising over 70% of world iron oretrade. Last year’s total appears to havebeen marginally lower, contrary to earlyexpectations of another increase. Despitewell supported steel production, iron oreimports evidently were restricted bygreater scrap use in the steelmakingprocess, replacing ore, and by a drawdownof ore stocks at ports.

In the coking coal segment trade is notdominated by China, which comprisesabout one-sixth, and is more widelydispersed. Imports into Japan and India arethe largest parts. Higher volumes intothese two countries and others apparentlyraised the 2018 world seaborne cokingcoal trade volume. The impact of India’srapidly rising steel output was positive.

Prospects for global steel industry rawmaterials trade in the twelve months aheadare not especially bright. Recedingoptimism about China’s steel industryexpansion and signs of potential for adecrease are reflected in expectations offlat or possibly reduced Chinese iron oreand coking coal purchases from foreignsuppliers.

Among other countries which areprominent steel raw materials importers,additional volumes in 2019 mostly seemlikely to be quite small. One exception isIndia where the outlook is morefavourable. Sustained rapid steelproduction growth could boost coking coaltrade, because India’s domestic coalsupplies are inadequate and of inferiorquality. Extra iron ore imports tosupplement supplies from domestic mines

could also occur.

TRADE IN STEAM COAL

Steam, or thermal, coal is by far the biggestpart of coal trade, comprising almost four-fifths of global seaborne movements in thiscategory. The chief importing industry ispower stations in many countries,accompanied by cement producers andother industrial users.

In 2018 world seaborne steam coaltrade volume seems to have increasedsolidly by 3–4%, reaching around 970mt,despite the continued restrictivebackground reflecting an emphasis in manycountries on using cleaner energy sources.This rise extended an upturn in theprevious year.

Although overall energy consumptiontrends are still a substantial influence,policies mandating reduced coal usage areoften a more prominent factor affectingimports. The prevailing attitudesurrounding coal consumption is negativeamid intensifying environmental pressure tocease or severely cut coal burningespecially in power stations. The trend hasalready affected global import demandgreatly. Europe’s purchases have fallensteeply on a declining longer-term trend.

But the downwards pressure is notuniform or, at least, is not yet provingentirely negative. In Japan, South Korea andTaiwan steam coal imports have been wellsupported. There now seems to be apossibility of a sustained revival of volumesinto India, while a group of smaller Asianimporting countries could see robustlyrising purchases amid new coal-fired powerstations being introduced over the next fewyears. China’s imports are more difficult toforecast and could be up or down.

GRAIN AND SOYA TRADE

The grain and soya world seaborne tradecategory comprises large volumes. Other

oilseeds and meals are included in theminor bulks segment. Estimates of grain(wheat, corn and other coarse grains) andsoyabeans trade based on calendar yearsare shown in table 1, which reveals thatannual totals have been rising although lastyear’s growth to about 480mt evidently wasmarginal.

Trade statistics in this commodity groupare usually compiled on a ‘split year’ basis,known variously as a ‘crop year’, ‘marketingyear’ or ‘trade year’ reflecting the patternof world harvests and timing of new exportseasons. One notable feature of annualvolume changes is the profound impact ofweather variations, often unpredicted,affecting crops harvested by exportsuppliers as well as domestic crops inimporting countries. Huge changes inimport demand from year to yearsometimes result.

Calculations by the International GrainsCouncil show that world trade in wheatand coarse grains increased by 4% to368mt in the past 2017/18 crop year endingJune 2018. Higher imports into the EUwere a feature, together with a rise in theMiddle East area.

Recent estimates point to a flatoutcome during the current 2018/19 year.Domestic harvest shortfalls in importingcountries have not been large enough tosuggest any obvious boost for imports.Consumption trends in many countriesprovide continuing support for importdemand.

In the soya sub-sector signs ofslackening trade growth have emerged.Global trade in soyabeans and meal withinthe 2017/18 marketing year endingSeptember 2018 was over 4% higher at214mt based on US Department ofAgriculture calculations. In the current2018/19 year no further expansion isforeseen.

China is by far the largest soya sector

In 2018, iron ore trades

have remained flat

(photo: Wilhelmsen

Ships Service).

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importer, with imports of 94mt in 2017/18.An extended rising trend was a majorcontributor to strongly expanding worldsoya trade. Since then the trade disputewith the USA has unfolded. As a result,despite extra imports from other sourcesto offset lower supplies from the USA,China’s overall soya purchases areexpected to fall in 2018/19, possibly to90mt or a lower total.

TRADE IN MINOR BULK COMMODITIES

Seaborne minor dry bulk commoditymovements form an extensive sector eventhough many individual elements arerelatively small. Numerous commodities ofwidely varying types are included, some ofwhich are not minor but very voluminous.The overall quantity within the category ishuge, with estimates suggesting that itamounts to more than one-third ofall world seaborne dry bulk trade.

Cargoes associated withmanufacturing industries andconstruction activity form the largestpart of the minor bulks group.Agricultural or related cargoescomprise the remainder. Globalseaborne trade in the entire categoryis tentatively estimated to havegrown by 2–3% in 2018 to a levelapproaching 2000mt. Potential for afurther increase during the yearahead is visible.

The biggest individual commoditymovements are steel products andforest products, both comprised ofmany different varieties. Otherprominent components in the‘industrial’ sub-group are bauxite andalumina, steel scrap, cement,petroleum coke, salt and nickel andother ores. Agricultural or relatedbulks consists of sugar, oilseed meals,rice, plus raw or semi-processedfertilizers.

One highlight of the past twelvemonths was strengthening trade inthe aluminium smelting raw materialbauxite. China is an especiallyprominent importer. Some estimatespoint to world seaborne bauxitetrade increasing by over 10% in 2018,reaching 110mt or more. Severalother minor bulk commoditiesapparently saw sizeable growth inglobal trade volumes.

FUTURE GROWTH, A MIXED PICTURE

An upwards trend in global seabornedry bulk trade is widely expected topersist, with increases both in theshort term and longer term. But

prospects for 2019 seem mixed. Someinfluences look reliably positive, whileothers are distinctly negative and in otherinstances uncertainty is so great that theresult could be no change or either side ofthat outcome.

One apparently foreseeable changewhich is likely to remove support is theslowing global economic activity envisaged.Currently this pattern is not generallyexpected to be severe, more likely agradual loss of momentum. Howeverinternational trade tensions are a greatuncertainty, with potential for a sharplyworsening economic output trend if thereis an escalation of the major disputeunfolding recently.

Events in China’s economy andcommodity import demand probably will

be a key factor determining world dry bulktrade during the next twelve months. Inthe decade ending 2017 China contributedover two-thirds of the rise in annual worldseaborne dry bulk import volumes. Aweaker contribution in future, especially ifit is a large change, is unlikely to be fullyoffset by additional growth among othercountries.

Looking at prospects for individualcommodity trade sectors in 2019, there isperhaps most confidence in further coaland minor bulks increases. Optimismabout extended iron ore trade growth hasreceded. Potential for solidly risinggrain/soya movements over the years aheadis visible, but signs pointing to extra importdemand within the next twelve months arestill awaited.

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The victory of right wing candidate JairBolsonaro in Brazil’s presidential electionsheld in October last year, has pleased thebusiness and financial communities, whichthinks growth will now accelerate, writesPatrick Knight. But some of his plans worryproducers and exporters of several ofBrazil’s commodities, notably soya and ironore.

Bolsonaro, previously an army captain,defeated candidates from both the left andthe centre with his populist agenda, to thesurprise of many. He has been dubbed the‘Tropical Trump’ for his hostility to China,Brazil’s leading export market, and hisdesire to move Brazil’s embassy in Israelfrom Tel Aviv to Jerusalem, which wouldinfuriate the Arab world, also a big marketfor many Brazilian goods. He disdainsregional trade groupings, such as Mercosul,to which most of Brazil’s neighbours,notably important trading partnerArgentina, also belong.

Bolsonaro is also in favour of Brazilexiting the Paris climate agreement, andproposes to lift restrictions on cuttingdown forests in Amazonia. He would liketo open the region to mining companies,and to increase restrictions on the rights ofIndians there. Few ranchers wouldwelcome this, as they fear it would causethe many countries which import Brazilianbeef to impose restrictions.

The big grain trading companies,conscious that consumers of soya indeveloped countries worry about theclearance of native forests, have tried toprevent extra plantings on land cleared ofnative trees. Soya and maize producersstrongly oppose any moves against China,as exports to there of soya beans and

maize, already Brazil’s largest export, havegrown sharply in the wake of the US–Chinatrade spat.

This year’s soya crop is expected toexceed 120mt (million tonnes) for the firsttime. Demand for grains by China this yearis now being revised downward because ofa serious outbreak of swine fever there.During 2018, 60% of the soya beansexported by Brazil went to China,compared with 48% the previous year, soBrazil should not be hurt as badly as the USby any cutbacks in Chinese soy imports.

Brazil’s ministry of agricultureanticipates the area planted to soya risingby 15% to 71 million hectares by the late2020s, with the total output of grains, ofwhich 238mt was grown last year, rising to300mt by then. Most of the extra plantingswill be on land being switched from grazingbeef cattle at low densities, to soya. Newtechnology is allowing the number ofanimals per hectare to increase steadily.Demand for crops such as rice and ediblebeans, sold mainly on the domestic market,is expected to fall in future.

China is also vital for exports of Brazil’sthird largest commodity, iron ore.Increased restrictions on mills responsiblefor much of the severe pollution whichaffects many cities in China, is alsobenefiting Brazil. Ore mined in China hasan iron content of about 30%, so largeamount of coal are needed to make eachtonne of steel from it. The iron content ofmost of Brazil’s ore, notably that from thenew S11D mine at Carajas, is 65%, so muchless coal is required to make it into steel.Because Carajas ore is so attractive, itcommands a premium of about 7% overother ores.

Output from Vale’s S11D mine, openedin 2016, is to be raised from the current60mt to 90mt a year in the next few years.Vale chief executive Fabio Schvartsman saysthat higher ore prices have allowed Vale toreduce its debt from $22 billion to $11billion in the past few years. He said thathigh ore prices were a distraction for Vale,and led the company to be too aggressive.The company will be far more cautious infuture.

Vale has also had to deal with the highcosts caused by the shutdown of theSamarco mine, shared with BHP. The haltedSamarco mine, where a dam failure causeda severe flood, several deaths and consid -erable pollution two years ago, should re-open later this year, when a new dam willhave been built. Samarco ore was madeinto pellets, now in short supply. AngloAmerican, which was obliged to replace330 Chinese-made pipes on a five-milestretch of the 529km pipeline which carriesore from its mine in Minas Gerais state tothe coast, has now resumed production.The company is to increase output fromthe current 17mt to 26.5mt a year by 2020,as new pumping stations are built.

Prospects continue very bright for thecompanies which form Brazil’s pulpindustry. The merger of Suzano and Fibriahas been given official approval, andexpansions for several of that company’smills are expected to be announced thisyear. Duplication of the Veracel mill in Bahiastate, a joint venture between Fibria andStora Enso, is to start soon. World demandfor market pulp is now growing by1.5–2.0mt a year and Brazil is now seen asby far the best place for most of the extrato be made.

The views of Brazil’s new president are worrying commodity exporters

Bolsonaro wants to lift restrictions on cutting

down forests in Amazonia as he would like to

open the region to mining companies, and to

increase restrictions on the rights of Indians

there.

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ements for Idlers and Motorized Pulleys.Contact your local RULMECA Company to discuss about this or other

e than 45 yearssuccessful for moreplacementsno need for early r

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The start-up of a series of giant mills inBrazil, each able to make up to 2mt of pulpa year, means that even there, the supply ofwood is lagging behind demand. Exactlywho will eventually own the Eldorado mill,where 1.7mt of pulp were made in 2018, isnot clear. Although Eldorado’s originalowner, the troubled JBS meat company, wasunderstood to have completed its sale toPaper Excellence, owned by Indonesia’sAsia Pulp and Paper last year, JBS does notnow want to sell, following last year’s sharprise in pulp prices. The matter has nowbeen referred for arbitration. The largeKlabin company, responsible for 18% of theworld’s production of corrugated paper,and which normally exports half itsproduction, is to start work on a new papermachine to use pulp from its newly openedPuma mill. The need to reduce theconsumption of plastics, is boostingdemand for packaging papers. The Smurfitcompany is anxious to increase its holdingsin Brazil, possibly including taking over theIrani company.

After almost five years of economicdecline, which averaged 7% in 2015, andabout 5% in the two successive years, theBrazilian economy shrank by less than 1% in2018. Most of the fall occurred in the firsthalf. The hope that the economy will growby up to 2% in 2019, is very good news forBrazil’s steel industry, which plans to makeup to 31mt this year, the most since 2014.The shares of two of the largest companies,CSN and Usiminas, have recovered, aidedby the sale of assets abroad. Demand bothfrom the motor industry, and also from civilconstruction, one of the hardest hit sectorshas greatly improved, so companies are re-opening halted mills. Gerdau, Brazil’slargest steel company, which bought mills inmany countries in the early 2000s, has also

sold assets, and now plans to increaseproduction of flat products, mainly for useby the motor industry.

Whether the new government will beable to increase investments in Brazil’sinfrastructure, where a lack of capacity inroads, rail and at ports, as well aswaterways, greatly prejudices Brazil’s abilityto compete in crucial export markets,remains to be seen. Last year saw turmoilon the roads, still the dominant form oftransport, caused by a prolonged strike oftruck drivers. This was provoked by thesharp rise in the price of diesel. Freightrates were forced up, increasing the cost ofmoving soya and maize to the ports of thesouth east, from where two thirds is stillembarked.

Diesel fuel is now subsidized, but therecent fall in the price of crude, could resultin subsidies being suspended. Despitesome increases in the efficiency of somerail systems and the opening of new lineswhich have allowed more of the grainsgrown in the north and north east to reachports there, should grain prices fall, as theyhave done in recent months, Brazilianfarmers would be at a great disadvantageto those in the US and Argentina. Some railcompanies have now undertaken to investmore, in exchange for their concessions tooperate systems being extended for 30years. Work is also expected to start soonon the 1,700km ‘Ferrograo’ line, to befinanced mainly by trading companiesMaggi, ADM, Bunge, Cargill and Dreyfus.This will greatly cut the cost of getting soyagrown in Mato Grosso to ports on theAmazon, or to Itaqui in Maranhao state.

Chinese investors have been attractedto some infrastructure projects, which isclearly a concern of the new president.One of these is the long delayed

‘Transnordestina’ 1,700km line, on whichwork began in 2005. This will eventuallylink soya growing areas, and reserves ofiron ore, to ports in Bahia and Ceara states.It was planned for this system to becomplete by 2010, but as has happenedwith several other new lines, theTransnordestina is still only one-thirdfinished.

There is both good and bad news forBrazil’s bauxite and alumina industries. TheAlunorte alumina mill, the largest such millin the world, owned jointly by NorskHydro and the Nippon-Amazon Aluminiumcompany, operated at only 50% of itscapacity during much of 2018, following anescape of waste which contaminatedwaterways in Amazonia. The mill wascompletely shut for a short period, whichprovoked the temporary closure of theParagominas bauxite mine, which suppliesthe mill. The nearby Albras aluminiumsmelter was able to continue to operateusing stockpiled alumina. The low worldprice of alumina was also a factor inencouraging Norsk to slow, and then haltproduction. This situation has improved,following the shutdown of some excesscapacity in China, the main reason for lowaluminium prices in recent years.

Meanwhile the Novelis company, whichmakes the thin sheet used mainly by thebeverage industry, is to greatly increaseoutput both of primary aluminium, and itscapacity to process scrap, of which morethan 90% is collected and re-used in Brazil.Demand for cans used both for beer andsoft drinks is expected to increase sharplyas the Brazilian economy recovers. Novelisis to raise its production of primaryaluminium from 560,000–680,000 tonnes,while the amount re-cycled is to increaseto 450,000 tonnes. DCi

Output from Vale’s S11D mine, opened in

2016, is to be raised from the current 60mt

to 90mt a year in the next few years.

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India seeks larger share ofsugar export market

faces opposition from competing nations

India — poised to make a determined bidto export 5mt (million tonnes) of sugar,mainly consisting of raws in the season thatbegan in October 2018, compared withactual shipments of 450,000 tonnes lastyear — is courting strong opposition fromthe three principal established exportingnations, Brazil, Thailand and Australia. Whatapparently has upset them is New Delhioffering transport subsidy and also makingdirect payment to farmers of a portion offair and remunerative price (FRP) ofsugarcane that the government willroutinely fix ahead of a new season. Indianfactories under the law are required to payFRP-based cane bills raised by farmerswithin two weeks of taking delivery ofsugarcane.

The Brazilian trade ministry has sought

‘consultations’ on Indian subsidy at theWorld Trade Organization (WTO) citing asreason its failure to secure “enoughinformation and clarifications” from theIndian government on its sugar policies. Ina statement, the ministry says: “Thesuspicion is that Indian domestic support(to farmers) and its subsidies to sugarexports caused significant impact in thesugar market in a context of falling pricesand decreasing production in the maincentres Brazil, China and Thailand.” Brazilis not alone in its protest against thealleged Indian subsidy. Thai cane millers toohave teamed up with Global Sugar Alliancefor Sugar Trade Reform & Liberalization tofile complaints with WTO seekingrescinding of Indian official financial supportfor export of the commodity.

Yet another major sugar exporter,Australia, has also hauled India to theWTO, complaining that the millions ofdollars that New Delhi is paying tosugarcane farmers is responsible for globalsugar surplus, which in turn is provinghurtful for cane growers elsewhere,including Australia. The country’s trademinister Simon Birmingham is well awarethat the reference to WTO will take a “longtime to resolve.” But all the protestingcountries must be hopeful that theiractions may prompt India to reconsider itspolicy on subsidy.

Indian industry official Om Dhanuka isnot surprised that the world’s three majorsugar exporting countries “are making anissue of India’s attempts to export 5mtduring 2018–19 (October to September)

Kunal Bose

Transporting sugarcane

across the Krishna River in

southern India.

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awash as it is with hugesurpluses resulting from thecurrent season opening withstocks of 10.7mt. The country’ssugar industry is facing anunprecedented crisis resultingfrom supply rush and lowprices and this stands to befurther exacerbated as the newseason will also haveproduction more thandomestic requirements of26mt. Exports alone couldbring some relief to theindustry whose overwhelmingmajority constituents aredeeply in the red.”

But why are the three othersugar producing countries up inarms against India seeking tosell the commodity in theworld market? Indianauthorities contend thatreimbursement of internaltransport and freight charges,loading and unloading andfobbing charges to supportsugar exports is entirely WTOcompliant. They also claimWTO compliance for the kind of directpayment being made to farmers for canesupplies to factories. Whatever thearguments and counterarguments on Indiansubsidy, India is off on signing contracts anddespatching sugar to foreign destinations.The country will be mostly selling raws inthe world market as importing nations havegot their refineries to make white sugar.

The world has gone from a supply deficitto supply surplus in the past one year andnine months, largely because of a recordproduction of 32.5mt in India and 14.71mtin Thailand in the 2017–18 season.According to UN Food & AgricultureOrganization (FAO), the last season’sestimated global production of 187.6mt, an11% increase over 2016–17, left “the largestproduction surplus in history, leading tosignificant accumulated inventories, in bothimporting and exporting countries.” Nosurprise, therefore, raw sugar futures onthe ICE Futures US Exchange settled at10.1 cents a pound on 10 August, thelowest finish for a front-month contractsince June 10, 2008.

But sugar futures 2019 March deliveryhave since climbed off the ten-year low totrade close to 12.80 cents a pound to somerelief of an export-desperate India. Tradersbelieve ICE quotes improvement for rawshave been helped by more recent reportsthat the earlier Indian production forecastof 31.5mt require to be scaled down

because of dry weather interfering withcane growing in Maharashtra andKarnataka, the country’s second- and third-largest cane-growing states. In Europe,where beet-based sugar production surged— encouraged by the European Unionscrapping export and output quotas —factories suffered because of low prices. Ina kind of natural reaction, the planted sugarbeet area in Europe is down this time.

Brazil, which in normal times will have ashare of 20% of the world production butwill account for nearly half of global sugarexports, is to see a major dip of 8.3mtonnes in output in the current season to30.6mt. The US Department of Agriculture(USDA) says the 21% drop in Braziliansugar manufacturing is for the twin reasonsof lower sugarcane yields in central andsouthern parts of the country and a muchhigher percentage of sugarcane beingdiverted to ethanol production. The latterwas triggered by record high supplies of thecommodity seriously weakening themarket. Crop and sugar productionforecast by Brazilian sugar producers’association UNICA is more or less in linewith USDA estimate. Production inThailand is forecast to fall by 1.71mt to13mt. Marginal output improvements inAustralia will not, however, leave muchimpact on global sugar balance and prices.

USDA says global sugar production islikely to tumble by about 9mt to nearly

185.9mt. In sugar like in other agriculturalcommodities periodic revisions ofestimates are a routine because of impactof sudden weather changes on the crop andnow also due to the growing trend of usingcane for ethanol production. Take Brazil,which has remained in leadership positionof ethanol extraction from cane since 1975when OPEC’s supply embargo drove up oilprices. Now also as oil prices haveremained high and OPEC has decided totrim production by 1.2m barrels a day, theBrazilian trade-off between sugar andethanol distinctly favours the latter. Highoil prices when sugar is on the mat have ledmillers in Brazil to earmark 64% cane toethanol making. This kind of trade off isalso justified on the ground that domesticsales of ethanol have surged around 40%.

Encouraged by the Brazilian governmentsponsored new programme RenovaBio,which is expected to push demand forethanol to 47.1bn litres by 2028 from26.7bn litres in 2018, leading sugar millerssuch as Biosev, which is controlled bycommodities trader Louis Dreyfus andUsina Coruripe are committing majorinvestments to raise ethanol makingcapacity. Groups expanding ethanolcapacity are also considering the expandingglobal demand for the fuel which, derivedfrom sugarcane, leaves a lower carbonfootprint than other ethanol-derived cropssuch as corn.

Millers in Brazil have

earmarked 64% of

sugarcane to ethanol

making. This kind of trade

off is also justified on the

ground that domestic

sales of ethanol have

surged around

40% (photo:

Sweeter

Alternative).

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Optimarin has signed a contractto supply seven of its USCG-approved Optimarin BallastSystems (OBS) to Fednav,Canada's largest ocean-goingdry-bulk shipowning andchartering group. Five of theunits will be fitted on existingvessels within the 63-strongFednav fleet, with two deliveriesset for newbuilds. The ordercomes on top of agreements forfive units made last year,signalling a growing relationshipbetween the two marketleaders.

“Fednav is an established,family-owned and first classsupplier of innovative maritimetransport solutions within thedry-bulk niche,” commentsOptimarin CEO Tore Andersen.“With customers and routes inNorth America and around theworld, the firm is dedicated toproviding optimal service andrequires proven ballast watertreatment (BWT) systems thatensure complete globalcompliance.

“They initially ordered oneretrofit and four newbuild unitslast year and have now decidedto roll out further installations.In a technology segment that isstill in its infancy, with varyingdegrees of reliability, Fednav,along with other leadingshipowners, are opting for asystem they know they cantrust.”

With recent orders for multiple systemsfrom Höegh Autoliners, Ardmore andUSCG, Optimarin is moving closer to the700 units sold mark, with more than 500installed and operational. DanaWandschneider, Fednav’s Manager, OwnedFleet, says this proven pedigree, alongsidefull IMO and USCG approval, was a keyfactor in the initial decision making process.Since then the company’s attitude andprofessionalism has led the workingrelationship to blossom.

He notes: “Open, honest andstraightforward communication has beenthe core of our relationship withOptimarin. We operate our vessels in awide variety of conditions and locationsworldwide, making ballast water treatmenta complex procedure. Optimarin has beencommitted to understanding our challenges

and, when necessary, works towardsimproving their system based on userfeedback.

“As a company we are committed todelivering a higher standard of quality andenvironmental stewardship. We create andinstitute rigorous controls and processes,implementing and carefully leveragingtechnology and developing strategicpartnerships with other industry leaders,like Optimarin, to provide the best resultsfor our stakeholders and society in general.We always look to work with suppliers thatshare these core values.”

Fednav has been in operation for thepast 75 years, building a network of officeson four continents and a prominentposition in both international shipping aswell as on the St. Lawrence and GreatLakes. With extensive activity in the

Canadian Arctic, the company currentlyboasts the world’s largest fleet of ice-classbulk carriers.

Optimarin made its initial retrofitdelivery to Fednav earlier this year, withglobal engineering partner Goltensinstalling an OBS on Federal Kumano atMPG Dolphin Shipyard in Varna, Bulgaria.The first newbuild orders concernedprojects at Oshima shipyard in Japan.

OBS has now been successfullyretrofitted in over 200 vessels. The systemhas certification from a comprehensiverange of classification organizations,including ABS, BV, DNV-GL, LR & MLITJapan. Current customers includeGulfMark, Hapag Lloyd, Matson Navigation,McDermott, MOL, Saga Shipholding,Seatruck, Technip, and the RoyalNetherlands Navy.

Optimarin consolidates Fednav relationship with retrofit and newbuild orders

Fednav’s Federal Dart: the

company’s first newbuild delivered

with an OBS unit installed.

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Langh Tech has secured a large deal inGreece for the delivery of ten shipsetscrubber systems for bulk carriers andproduct tankers.

Shipping companies MarmarasNavigation and Delta Tankers, owned byPaschalis Diamantides, one of the mostreputable Greek shipowners, have selectedLangh Tech’s systems for their continuingfleet upgrade programmes.

Marmaras and Delta Tankers belong tothe first movers among the Greek shipowners, that have selected during early2018 to entrust scrubber technology forcoping with the forthcoming IMO 2020global low sulphur cap regulations and forlooking for best match options for theirlarge variety of ship types and sizes, but alsofor reliable partners in retrofit projects.

The total order consists of equippingnine 92,000dwt Post-Panamax bulk carriersand one 114,000dwt Aframax tanker withLangh Tech Open Loop Hybrid Readysystems, plus options for more shipsets tofollow.

The scope of supply comprises ofU-type scrubber towers for all the tenvessels. In each installation the main engineand all auxiliaries will be connected to themulti-inlet scrubber tower. Langh Techdelivers all the equipment necessary for afully working open loop system. The dealalso includes commissioning andcertification of the systems. All of thesystems will be delivered within 2019.

‘’We have selected Langh Tech foroffering an attractive combination of

system quality, simplicity and proven trackrecord. We felt comfortable with theirproduction facilities and we valued highlytheir inherent experience on scrubbersystems as ship operators as well. Theywere able to facilitate our tight deliveryschedule demand and showed greatflexibility in formulating a custom-fitscheme for serving our specific post-panamax and aframax tanker fleet retrofitprogramme,’’ says Diamantides.

‘’It is our honour to serve Marmarasand Delta Tankers in Greece and we arevery excited to work on a demandingretrofit project with tight deliveries andanalytical project management. Thesystems will be designed to fit restrictedengine casing spaces and their lowoperating costs will offer a significantly fastpay-back to the shipowner. We have

further committed to provide a strongtechnical support during the wholeinstallation and commissioning procedure”,says Laura Langh-Lagerlöf, CommercialDirector of Langh Tech.

Marmaras Navigation and Delta Tankersare two of the most reputable ship owningcompanies in Greece with a total fleet of32 bulk carriers and 28 oil tankersoperating their ships with top classcharterers.

Langh Tech designs and producesscrubbers for SOx removal from exhaustgases and water treatment units for closedloop scrubbers. Langh Tech is one of theLangh companies, which also include shipowning Langh Ship, steel carriage and bulkcontainers from Langh Cargo Solutions andIndustrial and Ship Cleaning Services HansLangh.

Langh Tech delivers scrubbers for the Greek market

Langh Tech and STX Offshore &Shipbuilding (STX O&S) have signed adeal concerning scrubber retrofits onseven vessels in the Polaris fleet. Thefour 180,000dwt bulkers and the three300,000dwt VLOCs (very large orecarriers) in the fleet will be equippedwith Langh Tech’s open loop scrubbers.

The scrubber installations will bedone as turn key deliveries by STX O&S.On each of the vessels the main engineand the three auxiliaries are connectedto the scrubber. The scrubbers aremulti-inlet type and Langh Tech deliversall the equipment necessary for a fullyworking open loop system. Thecomponent deliveries will start in

summer 2019 and the installations willfollow soon after component delivery.

Langh Tech is well established inKorea and locally represented byRegional Manager Simon Kim. “I believethat this scrubber retrofit contract withPolaris Shipping will be a great milestonefor Langh Tech to cooperate with manyother esteemed Korean shippingcompanies in the future”, says Kim.

Langh Tech is starting training of localservice and commissioning engineers forthe Korean market. This will in thefuture safeguard short reaction time forservice visits in Korean and other near-by ports. Langh Tech scrubbermanufacturing has been done in Europe,

but now Langh Tech will start scrubbertower production also in Korea. “Welook forward to further strengtheningour position in the Korean market, bothas component sales to new buildingyards and to retrofit installations,” saysLangh Tech’s Commercial Director LauraLangh-Lagerlöf.

STX has for a long time been a majorsupplier for mid-size vessels, particularlyMR vessels, boasting of its bestperformance. It is also expected thatSTX will keep taking the position ofworld market leader in the MR sector,no doubt, and will be a newly rising starfor Mid-size of Gas ships as well basedon their long and superb capability.

Langh Tech scrubbers to be retrofitted to Polaris fleet

WE GO OUT OF OUR WAY

www.fednav.com

Winner of the IBJ People Development

Award

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Hempel to gain market share with new Centre of ExcellenceOn 29 November 2018, prominentcoatings manufacturer Hempel officiallyopened its new Centre of Excellence inBarcelona. The centre’s focus will be on theresearch and development of coatingproducts within the field of passive fireprotection in which Hempel is determinedto gain market share during the next fewyears.

State-of-the-art research anddevelopment conducted by experts usingthe latest technology — this is whatHempel is now opening the doors to as theCentre of Excellence is inaugurated.

As a global expert in the coatingsindustry, Hempel is committed to increaseits range of passive fire protection (PFP)coatings, and the entire Centre ofExcellence is dedicated to this field.

The new Centre of Excellence isstrategically located just outside Barcelonain Spain, as Hempel has a long andsuccessful history in the region. However,the activities and results carried out herewill have a global reach.

“We are determined to develop thecoatings industry within the PFP field on aglobal scale,” says Group Vice President andCCO Lars Petersson. “PFP coatings are animportant part of our growth strategy. Butit is equally important to us to help protectthe inside of our customers’ assets and

provide safety to the people working orstaying there. And applying the rightcoating is crucial here.”

A STRONG ORGANIZATION WITH A

DEDICATED TEAM

Since 1 December last year, 29 employeeshave been be working at Hempel’s newCentre of Excellence. They form a strongtechnical organization, which consists ofhighly skilled technicians, applicators, firetesters, and scientists.

R&D Director in Barcelona SantiagoArias says: “The organization at the newCentre of Excellence will continue thework in developing PFP products andtesting solutions. Hempel already offers arange of PFP products, but the team isdedicated to moving forward and I canpromise that our product portfolio willsoon be expanded with solutions that ourcustomers can trust to protect theirbuildings and industrial installations.”

For the past seven years, Hempel hasgrown within the field of PFP coatings, andwith the new R&D Centre of Excellence inBarcelona, this journey continues.

FACTS ABOUT THE R&D CENTRE OF

EXCELLENCE

v Hempel has invested € 6 million in thisnew Centre of Excellence;

v 3,000m2 laboratory, testing areas andoffices;

v When fully operational the PFP Centreof Excellence will employ more than 30highly qualified employees, many of themexperts within their field, including:o technicians, fire testers and

applicatorsoscientists (including PhDs)ochartered engineers

ABOUT HEMPEL

As a prominent supplier of trusted coatingsolutions, Hempel is a global company withstrong values, working with customers inthe protective, marine, decorative,container and yacht industries. It employs6,700 people in 80 countries and has 28factories, 15 R&D centres (including thenew Centre of Excellence in Barcelona) andmore than 150 stock points worldwide.

Across the globe, Hempel’s coatingsprotect surfaces, structures and equipment.They extend asset lifetimes, reducemaintenance costs and make homes andworkplaces safer and more colourful.Hempel was founded in Copenhagen,Denmark in 1915 and is proudly owned bythe Hempel Foundation, which ensures asolid economic base for the Hempel Groupand supports cultural, social, humanitarianand scientific objectives around the world.

‘BLUE AZURIT’ FIRST VESSEL DESIGNED

TO TRANSPORT COMPONENTS FOR

TURBINES IN EXCESS OF 9 MWABS has granted Approval in Principal(AIP) to Neptun Ship Design for itsWind Turbine Transport Vessel design,the first to support transporting partsfor turbines greater than 9 megawatts(MW).

The 178m long Blue Azurit designallows wind turbine manufacturers toproduce full length welded towers readyfor installation. The energy-efficientvessel is designed to pick upcomponents direct from the supplier’sberth, transport parts to an offshoreharbor, or feed them to the installationvessel.

“The scale of offshore wind turbinescontinues to increase steadily, offeringgreater efficiencies to the market. Weare working with Neptun to verifycompliance with ABS Rules, as it strives

to deliver enhanced vessel capabilitiessupporting the wind industry’scontinued growth, while increasingreliability and efficiency,” said Wei Huang,ABS Director, Global Offshore.

“The ABS extensive offshore industryexperience made them the naturalchoice to support this project. BlueAzurit will help the offshore windindustry meet pressure to reduce costs,minimize project risks, deliver higherreliability and support renewable energytargets from new offshore wind nations,”said Gerald Hadaschik, Neptun ManagingDirector.

In granting this AIP, ABS conducted apreliminary engineering plan review andconsiders, that the conceptualengineering is feasible for the intendedapplication and is, in principle, incompliance with the ABS Rules forBuilding and Classing Offshore SupportVessels, 2018.

ABS remains the preferredclassification organization for theoffshore and energy industry as it has formore than 60 years. ABS has extensiveexperience supporting innovation in theoffshore wind industry, includingclassification of Seajacks ‘Scylla’, theworld’s largest and most advanced windfarm installation and offshoreconstruction vessel, constructed bySamsung Heavy Industries in SouthKorea. ABS is also playing a role insupporting the development ofinnovative concepts for future floatingwind farm projects.

ABOUT ABS ABS, a renowned global provider ofclassification and technical advisoryservices to the marine and offshoreindustries, is committed to settingstandards for safety and excellence indesign and construction.

ABS grants AIP for Neptun’s wind turbine transport vessel

Towards a better balancedbulk carrier market

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Events over the past twelve monthsindicated that the recovery phase in thebulk carrier freight market cycle is stillintact. But there was an impression ofmore limited progress in the upwardstrend than had been seen in the previoustwo years. Moreover, while a downturnmay seem unlikely to happen in 2019, thereare some doubts about whether another

solid improvement will occur. Indicationssupporting an optimistic view look finelybalanced.

Slowing global dry bulk trade expansionlast year was a restraining influenceaffecting the freight market rates trend.Both coal and minor bulk commoditiestrades appear to have grown solidly, but flator flattening iron ore and grain/soya trades

restricted the overall support fromincreased demand for transport capacity.The pace of bulk carrier fleet growthmeanwhile remained fairly brisk, ensuringthat further progress towards an improveddemand/supply balance was restricted.

Nevertheless, many shipowners appearto be at least cautiously optimistic about asustained strengthening of freight rates in

ww

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ag.comRichard Scott, Bulk Shipping Analysis

Capesize vessel Goodwill calling at the

Port of Newcastle in Australia (photo

Michele Mossop/Engineers Australia).

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the year or more ahead. Whether this isstill a plausible outlook has become morequestionable though. Prospects for drybulk commodity trade growth suggest onlya modest increase in 2019. Thisenlargement could be exceeded byaccompanying bulk carrier fleet expansionunless there is a big upturn in recycling oldor uneconomic ships.

FLEET EXPANSION SUSTAINED

For the second-consecutive year,expectations of a meaningful slowing of thebulk carrier fleet’s growth rate did notmaterialize in 2018. Estimates suggest thatdeadweight capacity increased by about 3%,similar to the previous year’s enlargement(see table 1). As expected, newbuildingdeliveries were substantially lower thanseen in the previous twelve months. But anunexpected change was the collapse ofscrapping (also known as demolition, orrecycling) to a minimal volume. The netresult was an unchanged annual deadweightaddition to the fleet.

One year ago at the end of 2017, theworld fleet of bulk carriers (ships withcapacity exceeding 10,000 deadweighttonnes) included 11,116 ships totalling

817.3 million dwt, according to datacompiled by Clarksons Research. Twelvemonths later at the end of last year, thisfleet was about 24m dwt larger at841m dwt, based on provisional estimates.

The newbuilding deliveries total in 2018was down sharply. An annual total of about28m dwt is estimated, a figure which maybe revised when more completeinformation becomes available, 27% lowercompared with 38.4m dwt seen in thepreceding year. This calculated 10m dwtreduction in new ship capacity added wasmatched by an almost equal decline inscrapping old or uneconomic ships. Annualdemolition sales in 2018 are estimated ataround 4m dwt, over 10m dwt below the14.7m dwt in the previous year.

While the overall bulk carrier fleetexpanded by 3% last year, increases in themain vessel size groups — Capesize,Panamax, Handymax and Handysize —varied, although growth rates were within afairly narrow range. The Capesize sectorcomprising ships of 100,000dwt and over,representing about two-fifths of the entirebulk carrier fleet, saw the fastestenlargement approaching 4%. A large partwas contributed by the biggest capacity

ships described as ‘very large ore carrier’or VLOC, many of which were 400,000dwtvessels.

In the Panamax 65–100,000dwt sizegroup, including Kamsarmax 80–90,000dwtbulk carriers, growth appears to haveexceeded 2% in 2018. Evidently there weresimilar percentage increases in both theHandymax 40-65,000dwt category(including Ultramax ships exceeding 60,000dwt as well as the longer-establishedSupramax tonnage of 50-60,000dwt), andwithin the Handysize group of smaller10–40,000dwt bulk carriers.

Actual changes in annual transportcapacity available are not always accuratelyindicated by these deadweight capacitygrowth figures. Changes in capacity tomove cargoes also depend on howproductively ships are employed. Keyinfluences are ship speed, ballast (empty)voyage patterns, and duration of port visits,statistics for which are not availablepromptly or for the entire fleet.Consequently deadweight tonnage, a simplemeasure available on an up-to-date basis, isused as an indicator of cargo lifting capacity.

Illustrating how productivity is relevant,the fleet’s average voyage speed has

2014 2015 2016 2017 2018* 2019*Newbuilding deliveries 48.2 49.3 47.2 38.4 28.0 32.0Scrapping 16.4 30.7 29.3 14.7 4.0 9.0Losses 0.1 0.2 0.2 0.3 0.1 0.2Other adjustments/conversions 0.3 -0.2 -0.6 0.0 0.0 0.0Net change in fleet 32.0 18.2 17.1 23.4 23.9 22.8Fleet at end of year 758.6 776.8 793.9 817.3 841.2 864.0% growth from previous year 2.4 2.2 2.9 2.9 2.7

Source: Clarksons Research (historical data) & BSA 2018-2019 forecasts *forecast

TABLE 1: WORLD BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)

Panamax to Panamax transshipment.

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substantial implications. Even a modestchange upwards or downwards in the bulkcarrier fleet’s speed, resulting in the timetaken to complete a voyage decreasing orincreasing respectively, can affect the annualtransport capacity supplied. Higher freightrates act as an incentive for a ship toperform at a higher speed, enabling moretrips to be completed in any given period.

CHANGING PACE OF TRADE GROWTH

Contrasting with the steady rate of bulkcarrier fleet enlargement seen last year, thepace of trade growth decelerated. Adetailed global seaborne dry bulk tradeoverview is contained in another article inthis edition of DCI (‘Dry bulk trade seescooling growth,’ on p4), so the remarksbelow are a brief summary.

After accelerating in the previous year,dry bulk trade expansion appears to haveslowed to about 2% during 2018, roughlyhalf of the preceding figure, based onprovisional estimates. The overall resultwas supported by fairly brisk increases inthe coal and minor bulk commoditiessegments, together comprising aboutthree-fifths of the total. But in theremaining two-fifths consisting of iron oreand grain/soya trade, volumes seem to havebeen essentially flat.

One prominent contributory factorresulting in the apparently slowing growthin global dry bulk trade last year wasChina’s moderating import demand. Drybulk commodity imports into Chinacomprise about one-third of the worldtotal, and therefore any significant change inpace has a noticeable impact. Among thethree dry commodities together formingthe largest part of purchases by China —iron ore, coal and soyabeans — there waslittle or no growth in overall volume lastyear.

Demand for ships’ carrying capacity isalso determined by a second influence.Trade volumes transported are the usualfocus, because these can be measured easilyand are a convenient proxy for vesseldemand. Of influence also is the pattern ofvoyage distances. Changes in cargo-carrying distances in the bulk carrier andother sectors, shortening or lengtheningvoyage duration, affect the number of tripsperformed. In turn these variations affectvessel demand.

For this reason a more accuraterepresentation of demand for transportcapacity is the ‘tonne-mile’ unit, whichincorporates both the volume of trademovements and the transport distanceinvolved. However, statistics compiled onthis basis are not widely available on a

timely schedule because of the complexcalculations required.

BALANCING DEMAND AND SUPPLY

Limited progress in maintaining the bulkcarrier freight market recovery during2018 broadly reflected how changes in therelationship between global demand for,and supply of, shipping capacity wereevolving. Dry bulk commodity tradeexpanded at a modest rate amid prominentrestraining influences. Bulk carrier fleetgrowth was steady, at a slightly higher ratethan trade volumes were growing.

The interaction of these changesseemed to have only a small effect on theunderlying balance between bulk carrierdemand and supply. Consequently the gapbetween the two trends, a sizeable supplysurplus, continues to restrict potential for arising freight market which could improvebulk carrier profitability.

Substantial surplus capacity in thismarket sector is a legacy of the globaleconomic depression seen almost a decadeago, with its devastating effects on tradevolumes, and subsequent over-optimism forthe recovery which prompted continuingexcessive bulk carrier fleet expansion.Calculating how much surplustransportation capacity currently exists,however, is a challenging task because itcannot be measured directly. Nevertheless,whatever the result of calculations, it isclear that the fleet is significantly under-utilized.

Attempts to assess the marketdemand/supply balance — whether stable,deteriorating or improving — are furthercomplicated by a wide range of oftentemporary factors. Some of theseeventually prove to have longer-termimplications. As seen at various timesduring 2018, prominent drivers of largefreight rate increases or decreases includeshort-term fluctuations in commodityvolumes moving and geographical

variations in trade patterns. Cargoinventory changes in importing countriesand changes in port congestion and delaysalso occur.

Another influence illustrated by eventslast year was the potential for geo-politicaldisturbances to have an impact, possiblytemporarily but perhaps with extendedeffects. All these factors affect freightmarket sentiment and expectations for thefuture, as well as derivatives trading, whichin turn contribute to physical freightmarket fluctuations.

PATTERNS OF FREIGHT MARKET RATES

Charts of freight market rates during 2018clearly show contrasting patterns amongthe main bulk carrier size groups. For mostof the market a fairly consistent trend ofmodestly improving rates unfolded. Bycontrast in the Capesize market segment asequence of wild and huge freight-ratefluctuations occurred, resulting in the trendbeing difficult to discern, and emphasizingdependence of this segment on just twocommodities, iron ore and coal, especiallyiron ore.

An overview of bulk carrier marketfreight rates is depicted by the Baltic DryIndex (BDI). This index, calculated daily bythe Baltic Exchange, is based on a basketusing time charter hire rates for a variety ofship sizes and typical employments. Thiscalculation provides a very broad indicatorfor changes in the cost of transporting drybulk commodity cargoes.

At the beginning of 2018 weaknessreduced this index from approaching 1,400to under 950. A recovery followed,including a very sharp interim setback,eventually peaking (for the year) at close to1,800 early in the third quarter.Subsequently a large partial reversal duringthat quarter to below 1,400 was seenbefore an improvement towards 1,600 insubsequent weeks. Then the BDI declinedvery steeply back down to around the

2016 2018

2,500

2,000

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Baltic Dry Index

Source: tradingeconomics.com

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1,000 level in early November, but anupturn followed, to around 1,400 at yearend.

FREIGHT MARKET PROSPECTS

Viewed from an early 2019 vantage point,what is the potential for a continuation ofthe improving bulk carrier freight marketrates trend during the twelve monthsahead? Some positive signs are prominent,but negative influences also are at theforefront, causing considerable doubt abouthow much stronger momentum will begained by the market.

It seems quite likely that global dry bulkcommodity trade growth will not evenmatch last year’s reduced rate and may beat the 1–2% range’s lower end. Meanwhileworld bulk carrier fleet growth probablywill not slacken greatly and could be at least2%, perhaps towards the 2–3% range’supper end. If this combination occurs, theunderlying balance between demand andsupply influences is unlikely to see ameaningful reduction of excess carryingcapacity.

As discussed in detail in this edition ofDCI, trade growth prospects for 2019 seemquite subdued. The global economicactivity trend is widely expected to stay ina slowing mode, resulting in slackeningdemand for the products of industries usingdry bulk commodities. While the broadpicture is not completely negative, severalmore specific influences affecting various

commodity imports into some countriespoint to a weakening. Questions aboutpotential for further growth in some ofChina’s bulk imports are particularlyrelevant.

During the past twelve months thesignificance of political events affectingworld dry bulk trade has been firmlyunderlined. International trade tensions,with potential or actual adverse effects,have multiplied. Changes in nationalpolicies for domestic industries in somecountries have immediate short-term andlonger-term effects on commodity importpurchases. Such aspects appear set topersist through the twelve months ahead,but by nature are difficult to foresee exceptas a general influence: there are no realisticmeans of estimating the timing andmagnitude of consequences for bulk trademovements.

Bulk carrier fleet prospects suggest thatsubstantial expansion may continue. Theentire global orderbook for new ships maynot seem particularly excessive. However,orders scheduled for completion in 2019point to the distinct possibility that new -building deliveries will remain sizeable andcould exceed last year’s total. Scrapping isquite likely to rise, providing a bigger offset,but estimates of how much bigger arespeculative, since the freight rates trendand market sentiment which are difficult topredict will have a major impact.

An important aspect which could hasten

a move towards higher bulk carrierscrapping is the approach of tighterinternational maritime pollution andemissions regulations being implementedtowards the end of this year and in early2020. These regulatory changes willnegatively alter the economics of bulkcarrier operation, adding compulsory extracapital spending or operating costs whichwill be large in many cases. Someshipowners with older vessels may decidenot to incur the additional upfront costsoften mandated, choosing to sell ships fordemolition instead.

A substantial strengthening of the bulkcarrier freight market rates trend during2019 seems to require one or more largechanges in the basic influences.Accelerating growth in global seaborne drybulk trade volumes, to 3–4% or higherwould provide a boost. Alternatively asharp slowdown in bulk carrier fleetexpansion to 1–2% or lower could have asimilar impact.

Arguably at present neither of theserequirements seems likely to happen,although some partial combination of theapparently necessary changes could occur.If such a limited move towards a closerbalance between vessel demand and supplyis accompanied by maintained or raisedmarket sentiment about longer term drybulk market improvement, the freight ratestrend may see a tendency to becomefirmer.

Norden’s Supramax dry cargo vessel NordManatee, seen here discharging soybean meal in

Aarhus, Denmark. The 57,982dwt vessel was

built in 2010.

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In mid-December last year, the portauthorities of Montreal and Trois-Rivièresannounced the ratification of a first-everco-operation agreement to improve andenhance their respective port services.

Focused on sharing information andintelligence and exchanging best practices,the agreement signed between the twoports will ultimately make it possible toincrease the productivity, competitiveness,efficiency and safety of port services andprocedures. Four work pillars are targetedunder this agreement:v marine operations;v environmental management;v port logistics; andv port/city relations.

The ports of Montreal and Trois-Rivières are now exploring how to jointlyimplement innovative approaches. Thisagreement extends and structureslongstanding collaborative efforts betweenthe two port authorities, united by sharedvalues and a common trade area.

“As a gateway to the heart of NorthAmerica, the St. Lawrence is an undeniablestrategic advantage for Canada andQuebec. The partnership we are signingtoday will make it possible to co-ordinateour efforts to increase the competitivenessof the St. Lawrence, a vital link in thegrowth of our two ports in a highlycompetitive global context,” said GaétanBoivin, President and CEO of the Trois-Rivières Port Authority. He also specifiedthat this partnership is a concretecomponent of the TRPA’s On Course for2030 development plan.

“We are signing cooperation

agreements with other ports around theworld to combine our strengths andstrategies to boost port performance.Doing so with a neighbouring port sharingthe same strategic vision of our activitiesand services, and with sustainabledevelopment as a cornerstone, can only bea win-win,” said Sylvie Vachon, Presidentand CEO of the MPA.

ABOUT THE PORT OF MONTREAL

Operated by the Montreal Port Authority(MPA), the Port of Montreal is the second-largest port in Canada and a diversifiedtransshipment centre that handles all typesof goods: containerized and non-containerized cargo, liquid bulk and drybulk. The only container port in Quebec, itis a destination port served by the largestshipping lines in the world. It is also an

intermodal hub with a service offering thatis unique in North America, featuring itsown rail network directly docksideconnected to Canada’s two national railnetworks. The MPA also operates a CruiseTerminal and a Port Centre.

The MPA factors economic, social andenvironmental components into itscorporate initiatives. This commitment isgoverned by a sustainable developmentpolicy whose guiding principles focus oninvolvement, co-operation and account -ability. Port activity supports 16,000 jobsand generates $2.1 billion in economicbenefits annually.

ABOUT THE PORT OF TROIS-RIVIÈRES

As one of 18 Canada Port Authorities, andactive since 1882, the Port of Trois Rivièresoffers a wide range of facilities and services

to the marine industry at allseasons. It is an importantplayer in economicdevelopment at the regional,national and internationallevels for major industrialsectors such as aluminium,forestry and agri-food. ThePort of Trois-Rivièreswelcomes 55,000 trucks,11,000 railcars and morethan 200 merchant and cruiseships annually from some 100ports in more than 40countries around the world.It handles more than 3million metric tonnes oftraffic and generates nearly1,000 direct jobs.

Innovative co-operation agreement between theMontreal and Trois-Rivières port authorities

Port of Montreal.

The Port of Trois-Rivières.

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Mississippi Valley Trade and TransportCouncil (MVTTC) and its 80 membersare brought together to network withother maritime service professionals andultimately united to promote commercewithin the Mississippi Valley RiverSystem.

Comprised of companies such asbarge lines, port authorities, tradingcompanies, freight forwarders, cargoterminals along with dozens of othercommercial genres, the MVTTCprovides united leadership and a singularvoice when it comes to mattersinfluencing production and distributionof cargo — from grain to iron andseemingly everything in between.

Founded in 1982 and then-named theMississippi Valley Coal ExportersCouncil, the MVTTC was originally atrade group promoting the movement ofcoal through the inland waterway systemand lower Mississippi River.

Because of the volatility of the coalindustry — a market filled with rapidboom and bust periods — the councildiversified to include all commoditiestransported throughout the MississippiRiver.

The Council views the wide range ofbusinesses represented in the MVTTCas a strength rather than a liability, in thatthe issues the Council tackles mustconcern the entire roster of its

members and therefore bring about themost change. For instance, the MVTTCis a strong proponent of deepening theMississippi River from 45 to 50 feet toallow more commerce. It’s alsoaddressing the need to modernizeoutdated infrastructure along the river,specifically the locks and dam systemfound in parts of the upper Mississippiand the Ohio River, which causesproblems for both importers andexporters.

On a more micro level, the MVTTCforms alliances with local universities(such as the University of New Orleans)to address workforce developmentissues.

MVTTC serves the Mississippi region

In Australia, Newcastle Bulk Terminal has completed the dismantling of its old ship-unloaders and has temporarily put in place bulk cargohoppers to allow business to continue while a new ship-unloader and conveyor system is put in place.

The redundant equipment, which had been operational since 1968, was located on Kooragang 2 berth, where a variety of dry bulkcommodities were handled, such as fertilizer, rock phosphatic, ores and meals.

However, Kooragang 2 and 3 berths remain fully in use, being the busiest and most diverse common user berths in the port.To replace the outgoing equipment, Port of Newcastle is investing $33 million into a new ship-unloader, which includes a state-of-the-

art crane, conveyor infrastructure and an electrical substation. The port justifies the investment by stating that its customers haverequested more capacity to grow their cargo volumes. The new unloader will have a capacity of 1,000tph (tonnes per hour), comparedto previous average rates of 230tph.

The new crane unloader is being built in Vietnam and is to become operational as of early 2020. Design and construction is beingundertaken by Tenova Takraf. Barry Cross

New handling equipment for Newcastle

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The Hamilton Port Authority’s 2018 cargoresults are in, revealing the highest volumeof cargo handled through the port in morethan a decade.

More than 11.6 million metric tonnes ofcargo was imported or exported throughthe Port of Hamilton in Canada during the2018 shipping season, an 18% increase over2017’s total.

“Many Hamiltonians remarked that theharbour looked especially busy with shipsthis year,” said Hamilton Port Authority(HPA) President & CEO Ian Hamilton. “Andthey were right: we welcomed 647 vesselsto port this season, 43 more than in 2017.”

In 2018, more ships were making

overseas trips to and from Hamilton. “Thisseason really shows how Canada candiversify and develop new markets if it hasthe right infrastructure in place. In 2018,exports through the Port of Hamilton wereup by 63.6% over 2017.” Behind this trendwere increased exports of Ontario-growngrain, helped along by new terminal capacityat the port, a solid crop year, and expandedEuropean market access as a result of theCETA agreement.

In November of 2018, TransportMinister Marc Garneau was in Hamilton toannounce an investment in the Port ofHamilton through the National TradeCorridor Fund. This $17.7 million

investment, matched by HPA, will providefor new and upgraded transportationinfrastructure, and see port landsreconfigured to create new development-ready employment lands. “In the pastdecade, we’ve attracted more than $300million in private sector investment toHamilton, and we have grown our on-portemployment to more than 2,100 jobs,”notes HPA’s Ian Hamilton. “We’re focusedon using this latest investment to continueour positive impact on the regionaleconomy.”

The Port of Hamilton is the seventhlargest port in Canada by volume, and thelargest in Ontario.

Exports drive banner season at Port of Hamilton

The best performing port, in BIMCO’sDry Bulk Terminals Vetting Report 2018, isSzczecin in Poland. The report collectedinput from 144 ships covering 381terminals. A total of 97% of the reportswere rated as average or better, whichgave an average rating of 3.6 (out of five).The result is a marginal better than lastyear’s results.

“I think, in many ways, the reportshows an encouraging trend, that bulkterminals generally perform well — onlyfour reports were rated as ‘poor’,” saysAron Sorensen, Head of MaritimeTechnology and Regulation at BIMCO.

The reports show that goodcommunication between ship andterminal is a crucial part of portperformance and is factor acknowledgedin written responses by captains.

The number of reports contributedto BIMCO rose by 52% to 916 in total,increasing the number of ports coveredby 102. Albeit, the reports originate froma small number of companies, whichpartly explains a somewhat skewedgeographical spread of the report.

“I think this information is valuable toboth the shipowners and the ports, butwe are still far from satisfied with thenumber of reports submitted to us forthis initiative,” Sorensen says.

Ideally, BIMCO would like to have1,000 ships participating in the survey.

The top five ports were:1. Szczecin, Poland2. Quebec, Canada

3. Newcastle, Australia4. Gladstone, Australia5. Ciénaga, Colombia

The report indicates improvedcommunication between the terminalsand the ships, but adequate languageskills remain a problem in somelocations.

The survey also looked into wastehandling, and the number of shipsexperiencing a terminal’s refusal tocollect garbage or exorbitant prices todo so, is still too high, according to thereport.

“We need terminals and ports to liveup to their responsibility and receive

waste at a reasonable price,” Sorensensays. Another point of concern was thatthe setting of gangways was impossible in11% of all cases, thereby restricting theaccess to and from the ship. This isclearly unacceptable and must beaddressed as a safety matter.

ABOUT BIMCOBIMCO is the world's largestinternational shipping association, witharound 2,000 members in more than 120countries, representing 56% of theworld’s tonnage. Its global membershipincludes shipowners, operators,managers, brokers and agents. BIMCO isa non-profit organization.

Polish Szczecin is top bulk terminal in new BIMCO reportPort Szczecin.

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At 1430hrs on 14 November,the Zoe S moored at berthno.9 of the Sea CommercialPort Yuzhny, carrying a load ofAfrican coal. The vesseldelivered 50,500 tonnes ofcoal for Darnytska andChernihivska power stations.Cargo handling commencedat 1730hrs.

“Today, the state companyhandles a large amount ofcoking coal for metalproducers. At the same time,handling of thermal coal is ofvital importance, since there are realproblems with heating in cities. Thus,within several weeks, the thermal coal isto be delivered to ensure warmth inpeople’s homes in Kyiv andChernihivshchyna. On November 21,bulk carrier Stella Dora from Rotterdamis to deliver 76,000 tonnes of thermalcoal for Kryvorizka power station. In

2017, the state company SeaCommercial Port Yuzhny handled 1.23mt (million tonnes) of thermal coal forpublic and private power stations,” saidAnatoliy Yablunivskiy, acting director ofSea Commercial Port Yuzhny.

Sea Commercial Port Yuzhny handled1.8mt of imported cargo, including379,100 tonnes of thermal coal, for ten

months in 2018.Sea Commercial Port

Yuzhny is located on thenorth-west coast of theBlack Sea in the non-freezing Adzhalykskyestuary and it is the deepestport in Ukraine. Thecompany provides a widerange of loading- unloadingservices, storage andrelated works; it handlesbulk, general and break-bulkcargoes. Scheduled cargodelivery and cargo handling

are effectively performed due to theconvenient location of the railroadstation Beregova, developed infra -structure of the road and railways. Thecompany operates five deep-waterberths, two of which are dedicated tohandling of Capesize vessel up topermissible tonnage. Annual cargoturnover of the company is 15.07mt.

Sea Commercial Port Yuzhny handlesthermal coal for power stations

The Ukrainian Sea Ports Authority hassigned a memorandum of co-operationwith the port authorities of two Egyptianports: Alexandria and Damietta. Theagreement, signed in Kyiv in the Ukraine on2 November this year, involves theestablishment of a bilateral working groupwith representatives of shipping lines,traders and port operators to stimulate theimplementation of joint projects. It alsoprovides for information exchange to assistshipping companies, importers, exportersand forwarders, exchange of experience inport modernization and the developmentof IT services and technologies.

Alexandria, situated in the Nile delta, isthe main seaport and the second largestcity in Egypt. The port is connected to theNile by a navigable channel. Its annualturnover, 15mt (million tonnes), accountsfor about 80% of the total volume offoreign trade in Egypt.

Port Damietta is located on theMediterranean coast, east of Alexandria. Ithas terminals for general and bulk cargo.The port's capacity for handling grain is

about 7.5mt. There is a LPG plant, acontainer terminal and a mineral fertilizerplant on the port territory.

The signing was held within theframework of the Seventh Meeting of theIntergovernmental Joint Commission onEconomic, Scientific and TechnicalCooperation between Ukraine and Egypt.From the Egyptian side, the Memorandumwas signed by the Minister of Investmentand International Cooperation of the ArabRepublic of Egypt, HE Dr. Sahar Nasr, fromthe Ukrainian side – Head of Odessabranch of the USPA (Odessa SeaportAuthority), Igor Tkachuk.

“The Port of Odessa has a greatexperience of cooperation with the portsof Egypt,” said Tkachuk. “The cargoturnover between our ports is more than4.5 million tons per year. More than half ofthese cargoes is export of agrarianproducts from Ukraine. The signing of theMemorandum will be an additional stimulusand a basis for the further development ofbilateral co-operation.”

For the fourth year in a row, seaports of

Ukraine have improved their positions inthe Global Competitiveness Report 2018,compiled by the World Economic Forum.The port services and infrastructure ofUkraine ranked 77th in the latest version ofthe report. In 2017, Ukraine occupied the93rd position.

In July, the Authority signed amemorandum of cooperation with QatarPorts Management Company to increasecargo turnover between countries, inparticular export supplies of Ukrainianagricultural products to Qatar, as well asattracting investments in the developmentof Ukrainian port infrastructure.

Ukraine and Egypt co-operate on bulk port projects

Port of Odessa.

Netherlands portsreporting on dry cargo volumes

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The Port of Rotterdam is Europe’s largestsea port. The port owes its position to itsoutstanding accessibility for sea-goingvessels, as well as to its intermodalconnections and the 180,000 peopleworking in and for Rotterdam’s port andindustrial area.

DRY BULK THROUGHPUT AT THE PORT OF

ROTTERDAM

v Total dry bulk throughput in the port ofRotterdam (including Dordrecht)declined by 3.2% or 2.6mt (milliontonnes) to 77.6mt in 2018.

v The share of dry bulk in totalthroughput (469mt) dropped to 16.5%.

v The only dry bulk cargo to showgrowth compared with 2017 was coal.This was because of an increase incoking coal for the German steelindustry. Steam coal declined becausethe share of hard coal in powerproduction keeps shrinking (closures ofcoal-fired power plants, competition ofrenewables, gas and lignite).

v Iron ore throughput also declinedcompared with 2017. One reason forthis was maintenance of a large blastfurnace in the hinterland of the port,reducing demand for iron ore.

v Agribulk, predominantly imports ofgrain and oilseeds, showed a strongdecrease and ended below 10mt for thefirst time since 2012. Throughputincreased in Q4 but this was not

enough to compensate for the declinein the rest of the year.

v Other dry bulk was also below the levelof 2017. Other dry bulk mainly consistsof raw materials for industrialproduction and construction. It alsoincludes biomass. Biomass increased tomore than 0.5mt because a coal plant inthe Netherlands started with co-firingof wood pellets in November.

v The extreme low water levels on theRhine and other inland waterways alsohad an impact. Transport costs were veryhigh as more barges were needed to shipthe same volumes, trains and trucks couldnot compensate for the lack of availablebarges. Steel plants and power stationswere forced to reduce operations. As aresult port storage levels of bulk cargowere very high.

v In 2019 there should be a small increasein dry bulk throughput, based on the

closure of German coal mines, stabledemand from German steel industryand sustained economic growth.

BREAKBULK

Roll on/roll off (ro/ro) throughput volumesrose by 1.3% compared to the previousyear. There was no increase in tradingvolumes on ro/ro services to and from theUK due to the local economic downturn asa result of ongoing uncertainty aboutBrexit. On the other hand, the volume ofcargo transported via ro/ro services to theIberian Peninsula did increase.

The volume of breakbulk handled inRotterdam recorded its strongest decreasein the first quarter of 2018. As a result,volumes recorded until end September stillfell 6.5% short of the total recorded for thesame period last year. Nevertheless, by thethird quarter it had become clear thatvolumes had stabilized again.

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(million tonnes) 2017 2018 diff.Agribulk 11.1 9.9 –11.6%Iron ore & scrap 31.2 30.1 –3.6%Coal 25.8 26.4 2.3%Other dry bulk 12.1 11.3 –6.3%Total 80.2 77.6 –3.2%

other dry bulk includes biomass; Port of Rotterdam Authority.

DRY BULK THROUGHPUT AT THE PORT OF ROTTERDAM

Port of Rotterdam sees slight fall in dry bulk cargoes in 2018

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The smart carousel plan in the Waalhavenwas signed recently. In the coming three-and-a-half years, 12 hectares of industrialsite and 1,155 metres of quay will undergoa user change. The industrial sites and portinfrastructure will also be renovated by thePort of Rotterdam Authority. The aim is togive an additional growth incentive to theRotterdam breakbulk sector.

“This operation, which was carefullyprepared over a long period together withthe involved companies, enables us todemonstrate that we are giving theRotterdam breakbulk sector ample spaceto develop,” stated Emile Hoogsteden,Director Containers, Breakbulk andLogistics at the Port of RotterdamAuthority. “This particularly concernsheavy lift, project cargo, steel and non-ferrous metals. Rotterdam is already well-positioned for this, due to its uniquelocation, container logistics connectionsand increasing number of scheduledbreakbulk and heavy cargo services. Theinvestments now being made by thesecompanies and the Port Authority will forma further incentive to make Rotterdam thebreakbulk hub of Europe.”

SEVEN TRANSFER OPERATIONS

The redevelopment can start becauseempty depot MRS has relocated fromWaalhaven to the short sea cluster inEemhaven. This, together with seventransfer operations, has offered fourrenowned breakbulk companies space tomodernize and focus on furtherdevelopment.

FOUR RENOWNED BREAKBULK COMPANIES

The four companies involved are MetaalTransport (non-ferrous metals and steel),Broekman Project Services (heavy lift,project cargo and offshore), J.C. Meijers(multi-purpose terminal) andRHB/Rotterdams Havenbedrijf (specialistheavy lift and project cargo). Various landallocation agreements and declarations ofintent have been signed with these parties.

‘MUCH MORE EFFICIENT’“We currently have a site on theHeijplaatweg and on WaalhavenNoordzijde,” stated Willem-Jan de Geus,Director of Metaal Transport. “We havealso been leasing various warehousesthroughout the port area to enable us tomeet demand. With this new 90,000square metre area of land on

Droogdokweg, we can concentrate ouractivities and operate much moreefficiently.” Metaal Transport will retain theHeijplaatweg location, including the offices,and will construct a 25,000 square metrewarehouse on the new site.

ABOUT METAAL TRANSPORT

Metaal Transport has been providingstorage and throughput of non-ferrousmetals and steel products since 1964 andorganizes the final distribution torecipients.

It works for producers and tradinghouses as well as for purchasers and alsohas LME certification (London MetalExchange). The products are supplied andtransported by water, road and rail.

ABOUT J.C. MEIJERS

J.C. Meijers has been active as stevedoreand freight forwarder in Rotterdam foralmost ninety years. The company also hasfreight storage capacity. The focus lies onconventional breakbulk in all its forms,including pallets, bundles, drums, cars,crates and project cargo, in combinationwith heavy lifts.

ABOUT BROEKMAN LOGISTICS

Broekman Logistics offers customized fullservice logistics solutions throughout theworld. The company was founded in 1960and specializes in transport by sea, road,rail, air and multi-modal transport. TheBroekman Logistics head office is located inRotterdam. Some 800 employees workfrom offices in Belgium, Czech Republic,Poland, India, Singapore and China.

ABOUT RHB STEVEDORING & WAREHOUSING

RHB is an independent stevedore terminal,that specializes in handling project cargo,heavy cargo, breakbulk and offshore cargo,as well as the storage of these types ofcargo, including IMO. The company,founded in 1930, has its own 208-tonneport cranes and uses floating cranes with a1,800-tonne capacity.

NO KIND OF CARGO IS TOO BIG FOR THE

PORT OF ROTTERDAM

Whether it concerns cars, project cargoand heavy lift, forest products, steel or non-ferrous metals: the port has specializedterminals for any type of breakbulk cargo.The all-weather terminal and dedicatedservice providers who are standing by 24/7ensure that breakbulk can be processed at

any time of the day. This, combined withthe largest fleet of floating cranes in Europeand well-thought-out hinterlandconnections, makes the port of Rotterdamthe breakbulk port in Europe.v 24/7 access to the port;v deepest port basins;v large and advanced fleet of floating

cranes;v main destinations accessible by rail, road

or inland shipping within 24 hours; andv specialized terminals and service

providers for any type of breakbulk.

HEAVY LIFT & PROJECT CARGO

Project cargo keeps getting heavier andlarger. The port of Rotterdam meets thegrowing demand for facilities for specialtransport. Thanks to the wide port basins,excellent service providers, specializedterminals and dedicated staff, no cargo istoo big or too heavy to handle.

SHIPPING COMPANIES FOR BREAKBULK

CARGO

There are specialized shipping companies inRotterdam for each type of breakbulkcargo. These include:v steel: services range from trans -

shipment, storage and distribution ofsteel to value-added services to enablethe processing of steel pipes, tubes, coilsand other steel products.

v forest products: wood products suchas paper, pulp, cellulose and any otherform of forest products are in experthands in the Port of Rotterdam. Inaddition to the conventionaltransshipment of forest products, theport also offers excellent options fortransporting this type of cargo (paper,pulp, packaging materials and woodproducts) in containers. Smoothinteraction between Rotterdam’scontainer terminals and the specializedservices and facilities offered at itsbreakbulk terminals ensures the efficienttransit of cargo towards the end user.

v non-ferrous metals: The Port ofRotterdam is an expert in handling non-ferrous metals. Several specializedterminals provide tailor-made solutionsfor aluminium, copper, zinc, lead, tin,nickel and other non-ferrous materials.These transshipment terminals combinetheir quayside operations with extensivestorage options that meet the criteria ofthe London Metal Exchange and theMinor Metals Trade Association.

‘Breakbulk carousel’ gives breakbulk and heavy cargo companies space forfurther growth in Rotterdam’s Waalhaven

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In November last year, the EuropeanARBAHEAT consortium embarked upona research project to investigate theconversion of the ENGIE Ultra-SuperCritical coal-fired Rotterdampower plant into a biomass-fired heatand power plant. The innovativetechnology used to produce therequired steam treated biomass hasbeen developed by the Norwegiancompany Arbaflame AS.

The goal of this showcase is toinvestigate the technical possibilities ofcost-effectively converting the coal-firedpower plant into a flexible 100%sustainable biomass-fired plant, whichwill be able to deliver sustainableelectricity as well as sustainable heat.For this project the consortium willreceive over €19 million EU funding.

STEAM TREATED BIOMASS PELLETS WITH

COMPARABLE CHARACTERISTICS TO COAL

The ARBAHEAT project is aimed atintegrating an innovative biomass pre-treatment installation into the ENGIEcoal-fired power plant. The installationwill produce so-called steam treatedbiomass pellets from sustainablebiomass, which complies with the moststringent EU sustainability criteria.These pellets were specifically chosen asenergy source as they have comparablecharacteristics to coal. Compared tonormal biomass pellets they are morewater resistant, have a higher energydensity and have almost the sameburning characteristics to coal. This willfacilitate the use in an existing powerplant and significantly reduce costs forconverting the existing coal-fired powerplant to biomass.

Although parts of the steamtreatment technology and resultingbiomass pellets have been tested beforeby Arbaflame on 15 other power plants,demonstrating the cost-effectiveintegration of the technology into anexisting modern power plant has neverbefore been done to this extent. “Asuccessful demonstration of this conceptwill establish an impressive showcase for

other EU coal-fired power plants oreven to other bio-energy plants,” saysArbaflame CEO, Håkon Knappskog.

PROMISING SOLUTION FOR

RETROFITTING MODERN COAL-FIRED

PLANTS IN A COST-EFFECTIVE WAY

The European ambitions to limit CO2emissions has a significant impact on theoperation of coal-fired power plants andon the required balancing power tosupport the grid supplementary to solarand wind energy. Retrofitting somemodern existing coal-fired power plantswith the ARBAHEAT concept couldoffer a significant contribution to therealization of decarbonization targets inEurope by adding sustainable heat andpower flexibility. The state-of-the-artENGIE power plant is the perfectcandidate for this first demonstrationproject because of its size and strategiclocation in the port of Rotterdam. “Theplant can play an important role in theharbour of Rotterdam not onlysupplementary to wind and solar butalso in providing heat. However at thismoment there is no viable business caseto convert a coal-fired powerplant into a100% sustainable and flexible biomassplant. A successful demonstration willallow for delivering large amounts ofsustainable electricity and heat to the

surrounding area,” says manager CoalENGIE, Jeroen Schaafsma. Besidesenergy, the project will also produceother biological side-products from thesteam treatment process, such asbiochemicals, allowing for an even moresustainable and cost-effective conversionof the power plant.

ENERGY, SCIENCE AND EU GOVERNMENT

JOIN HANDS IN ACHIEVING

SUSTAINABILITY GOALS

This four-year demonstration projectbrings together European expertisefrom the energy sector, the scientificcommunity and the renewable energysector committed to achieving the EUsustainability goals. In addition to ENGIE(NL) Arbaflame (NO), PNO Consultants(NL), TNO (NL), Sintef (NO), FreeUniversity of Brussels (VUB, BE), Port ofRotterdam (NL) and University ofBergen (NO) are also members of theARBAHEAT consortium. Theconsortium partners have all therelevant knowledge and resourcesavailable to make the ARBAHEATproject to a success.

With the €19 million grant the EUacknowledges the sustainability of theproject and its targets and supports theimplementation of this demonstrationproject.

Start of European research project toconvert Rotterdam coal-fired powerplant to biomass

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Together with PortBase, the co-operatingsector organizations in Dutch ports havelaunched the campaign websitewww.getreadyforbrexit.eu. This enablesexporters, importers and their logisticsservice providers to see at a glance whatthey need to do to transport their cargoquickly to the United Kingdom after Brexit.The launch of the website signalled thestart of the international informationcampaign that aims to support the entirelogistics chain in the run up to Brexit.

The www.getreadyforbrexit.eu websitefocuses on informing and activating partiesin the logistic chain, such as importers,exporters, carriers and freight forwarders.‘Client journeys’ have been established pertarget group to show step-by-step whichaction needs to be taken by whom andwhen in order to import or export quicklyvia Dutch ports after 29 March 2019. Theco-operating parties have asked thelogistics chain to participate in a jointsolution for Brexit in Dutch ports. Theuniform approach will ensure smoothhandling of the customs formalities that willarise as a result of Brexit.

AN APPROACH FOR DUTCH PORTS

The Get Ready for Brexit initiators arePortBase, port entrepreneur organizationDeltalinqs, interest organization FENEX,evofenedex and Transport and LogisticsNederland/AFTO. The port authorities ofAmsterdam and Rotterdam, ferryoperators and shortsea terminals haveworked together with Dutch customs since

last September toward one Dutch chainsolution for Brexit in Dutch ports; asolution that satisfies European legislation.The ingredients of this approach result in100% digital and automated handling ofcustoms formalities, with optimum reuse ofdata. All information precedes the cargo.

Both for shortsea and ferry traffic therewill be one access for all terminals. This willenable smart Customs checks, withminimum intrusion on the process. AfterBrexit it will be even more attractive to useDutch ports to transport from and to theUnited Kingdom.

Iwan van der Wolf, Managing Director ofPortBase: “As national Port CommunitySystem, PortBase has a co-ordinating rolein making the necessary joint agreementsand in the development of the required ITprocess. A lot has already been achieved inrecent months, and a central workingmethod has been embraced by allparticipating parties. But there’s no time tosit on our laurels, as 29 March will be herebefore we know it. And we really need tobe ready.”

A NEW REALITY

The approaching Brexit is creating a newreality for the logistics chains between theNetherlands and the United Kingdom.Whatever the outcomes of the politicalnegotiations: each form of Brexit will resultin customs formalities for shortsea andferry traffic. In the case of a very possibleno deal, this will happen immediately after29 March 2019. But, contrary to what

many may think, customs formalities are agiven in the near future, even in the eventof a soft Brexit. “Preparing our logisticschain for this now will enable all cargo totravel through Dutch ports quickly, evenafter Brexit. If we don’t do this, we’ll allcome to a standstill after Brexit,” statedSteven Lak from port entrepreneurassociation Deltalinqs.

INTERDEPENDENCE

To enable the Dutch port solution to work,each link in the logistics chain mustparticipate and prepare in time. If oneparty doesn’t succeed in meeting thecustoms formalities in time, everyone in thechain will come to a standstill.

From exporter, importer, freightforwarder and customs agent to carrier,terminal, shipping company, shipping agentand ferry operator, each party has a taskand responsibility. If everyone takes timelyaction and forwards the correct customsinformation, after Brexit all cargo willcontinue to travel quickly via Dutch portsfrom and to the United Kingdom.

Says Director, Bart Jan Koopman,from evofenedex: “That is why theinternational campaign is so incrediblyimportant. The transport chain continuesdeep into the hinterland. Shippers andcarriers in countries such as Poland andGermany also need to know what theyhave do to continue to transport theirfreight quickly and without problem viaDutch ports from and to the UnitedKingdom after Brexit.”

Get Ready for Brexit guides companies quickly through Dutch ports

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CARBON-NEUTRAL PORT

In Rotterdam, the challenge is crystal-clear: there is a strong desire to bringport activities in line with the goals setout in the Paris Agreement. The Port ofRotterdam will be working towards acarbon-neutral port in partnership withthe private sector. This ultimately meanscreating a port with no negative impacton the climate. And this, in turn, calls foran energy transition marked by radicalinnovations and new technologies.

DECARBONIZATION OF MARITIME

TRANSPORT

To decarbonize logistics that run viaRotterdam, in 2018 Port Authority CEOAllard Castelein announced a €5 millionincentive scheme for climate-friendlyshipping. This scheme will support shipowners, charterers, fuel suppliers andproducers and related partiesexperimenting with low-carbon or zero-carbon fuels that can help tosubstantially lower the sector’s CO2emissions.

The Port of Rotterdam wishes to playan active part in the further reduction ofCO2 emissions generated by theshipping sector. Through this scheme, itis able to give various parties that extrafinancial push they need to realize aconcrete project in this area.

FIVE MILLION EURO MADE AVAILABLE

THROUGH THE INCENTIVE SCHEME

As of 21 January 2019, parties can applyfor funding via the Incentive SchemeClimate-Friendly Shipping. The Port ofRotterdam Authority has made €5mavailable to this end. So shippers,shipping companies, fuel producers andsuppliers, engine manufacturers and shipowners should not hesitate to joinstrengths and submit their proposals tothe Incentive Scheme Climate-FriendlyShipping.

THE OBJECTIVE OF THE INCENTIVE

SCHEME CLIMATE-FRIENDLY SHIPPING

The Incentive Scheme is intended topromote projects and demonstrations inRotterdam that utilize new climate-friendly fuels in maritime shipping. Thescheme will run until the end of 2022.

KEY REQUIREMENTS

v This scheme is intended for fuelprojects that reduce CO2 emissionsby over 50%. In cases where theproposed project involves biofuels,these need to be of an advancednature and be produced fromresidual flows and waste flows.

v Any party is allowed to submit anapplication, provided the alternativefuel project directly involves partieswithin the relevant transport chainand the applicants intend to actuallyuse a qualified alternative fuel for thepropulsion of a sea-going vessel.

v The alternative fuel in question needsto be bunkered within the port ofRotterdam.

PROCEDURE

v Interested parties are invited tocomplete and submit applicationbefore 1 July 2022.

v Applications that appear eligible forconsideration within therequirements of the IncentiveScheme will be invited by the Port of

Rotterdam Authority AssessmentTeam for a meeting, during whichthey will exchange information.

v A total of € 5 million is available forallocation until 31 December 2022.Funding will be awarded on a ‘firstcome, first serve’ basis.

TRANSITION TO CLIMATE-FRIENDLY

FUELS

Rotterdam’s port area is eminentlysuited as a location for the developmentof alternative fuels, as it already containsa large share of the requiredinfrastructure and fuel facilities. Theport is home to a host of majorinternational companies involved in theproduction, storage, handling,distribution and trading of fuels.

Efficiency measures alone couldalready reduce CO2 emissions by 20 to50%. Nevertheless, if the maritimeshipping sector aims to satisfy theinternational community’s ambition tocut emissions by at least 50% by 2050 itwill need to switch to climate-friendlyalternative options.

Port of Rotterdam launches incentivescheme to boost climate-friendly shipping

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The Port of Amsterdam region is a topplayer in dry bulk; Amsterdam is theworld’s largest cocoa port and the second-largest coal and agribulk transshipmentport in Europe. The port’s dedicatedterminals offer services like shipping,storage and transport for all sorts of drybulk, ranging from coal to scrap and fromagribulk to industrial minerals. Asubstantial part of the dry bulk is alsoprocessed in the Port of Amsterdam before

transhipping it into Europe.

EXCELLENT HINTERLAND CONNECTIONS BY

ROAD, RAIL AND WATER

The Port of Amsterdam has excellenthinterland connections for dry bulktransport. Many of the dry bulk terminalsin Amsterdam have their own road, rail andinland shipping facilities and are directlyconnected to Europe’s hinterland.Maximum size vessels can discharge and

load (part of) their dry bulk at thelightening facilities before the locks inIJmuiden.

COAL

As Europe’s second-largest coal port,Amsterdam is a leading player in coal.Over the next decade, coal transport isexpected to continue to decrease. ThePort of Amsterdam has the ambition togrow in a sustainable way and is ready to

Port of Amsterdam broadens its cargo portfolio

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invest to accommodate thegrowth in the market ofbiomass.

By investing in intensive useof space and several sustainableadjustments, the volume of coaltransshipments can be housedat the port’s existing large andflexible terminals. The Port ofAmsterdam has excellenthinterland connections for coaltransport and is directlyconnected to frequent inlandshipping and rail shuttles intoEurope. Maximum size vesselscan discharge (part of) their dry bulk at thelightening facilities before the locks inIJmuiden.

The main reason for the decrease incoal throughput over the last year is thedecrease in German hard coal demand in2018.

ALTERNATIVE DRY BULK CARGO

Other dry bulk cargoes volumes amount toover 7mt (million tonnes) annually in 2018.These dry bulk trades can be mainlydivided into building materials, industrialminerals and scrap metal. The mostimportant dry bulk trade in this respect isbuilding materials, most notably aggregates.Port of Amsterdam has a strong presencein the overseas import of aggregates fromprimarily Norway, Scotland and the UK.These aggregates are feedstock for thebuilding industry for the construction ofinfrastructure (road, rail and waterways),housing and utility. The drivers behind the10% growth in overseas import of

aggregates in 2018 were twofold: on theone hand construction of housing andutility is booming in Amsterdam and theregion; and, on the other hand, the sourcesof aggregates are shifting from sedimentextraction from rivers to extraction ofaggregates from quarries on land.

AGRIBULK

The Port of Amsterdam region is a topplayer in agribulk. It has all the facilities foragribulk and has excellent hinterlandconnections.

The Port of Amsterdam is a keyinternational logistics hub for agriculturalbulk products such as soybeans, grains,oilseeds and raw materials for animal feed.Its terminals are well equipped and highlyexperienced in agribulk transport, storageand shipping. Because of the presence ofmany food companies in the region, a lot ofagricultural products are also processed inor nearby the Port of Amsterdam.

Amsterdam’s agribulk terminals are

situated adjacent to deep waterquays and have their own railand inland shipping facilities.With excellent hinterlandconnections and frequentshuttles (by rail and water) intoEurope, the Port of Amsterdamis a logical location for agribulk.

Agribulk has a strongposition in the Port ofAmsterdam. Three out of fourof the biggest global players areactive in the port: ADM, Bungeand Cargill/IGMA. The maindrivers of the incoming flows

are the direct transport of throughputvolumes to the hinterland and theprocessing of agribulk in several productionfacilities e.g. fertilizer and crushing plants.The main reasons for the increase inthroughput in 2018 is the broadening of theportfolio.

BREAKBULK/PROJECT CARGO

The Amsterdam port region is a veryimportant hub for breakbulk and projectcargo. With dedicated terminals, includingfour all-weather terminals and variousheavy lift cranes of 1,400 tonnes, itfacilitates various customers with a widerange of cargo, resulting in an annual importand export throughput of 2.8mt. Not onlyare various breakbulk goods handled andstored in the Port of Amsterdam, a quantityof the commodities is also processed in theport area. And there is still ample space togrow. Amsterdam’s experienced terminalsare ready to offer tailor made solutions forbreakbulk and project cargo. DCi

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Bedeschi SpA hasreported that it hassigned another contract,to supply materialhandling equipment to thecompany CementeriaCostantinopoli based inBarile (PZ), Italy. Thecontract covers a storagesystem for clinker, andincludes one STK P bridgestacker and a BEL Cbridge reclaimer.

The system consistsof:v one belt conveyor,

15m long and1,000mm wide;

v one belt conveyor,60m long and1,000mm wide;

v one STK P 25/1000bridge stacker;

v one BEL C 160/21 bridge reclaimer;v stacking capacity 100tph (tonnes per

hour); andv reclaiming capacity 130tph.

With the combination of the bridge andreclaimer running, it is possible to reclaim

material from the whole storage surface.The reclaiming is done from the bottom ofthe pile; the buckets discharge thereclaimed material onto the belt conveyorinstalled on the reclaiming bridge whichfeeds the material to the plant belt

conveyor parallel to the main rails andstorage walls.

This type of stacking and consequentreclaiming allows for the reclaiming ofmaterial from different layers assuring avery high mixing effect.

Bedeschi wins contract to supply clinker handling system

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SMM CJSC is a high-technology Russiancompany specializing in design,manufacture, assembly and servicing ofheavy lifting equipment and replacementhandling devices for ports, terminals,shipyards and industrial companies. Itshead office is located in St. Petersburg.

There are more than 60 seaports inRussia, with the biggest of them located inthe South, the Far East and the NorthwestBasins. Over the past 20 years the RussianPorts Development Program has beenfocusing on the elimination of port facilityshortages, acquiring new lifting equipmentand the modernization of currentlyavailable equipment.

According to The Russian SeaportsAssociation, cargo turnover at Russianports grew almost fourfold between 2000and 2017. In 2016, cargo turnover was721.9mt (million tonnes), 6,7% higher thanthe previous year. In 2017, it grew a further9%. Generally, the freight of Russianseaports has been increased almost by 90%since 2006. The total volume of freightreached 373mt, showing a growth rate of11.1%.

SMM CJSC has renovated craneequipment at several Russian sea ports,such as Murmansk sea port, Novorossiysksea port and Vostochny port. Themodernization of equipment wasimplemented by more than 50, 40 and 30%,respectively.

Years of fruitful co-operation withRussia’s biggest ports has put SMM CJSC atthe forefront of the national market in levelluffing cranes supplies, which constitutesmore than 80% of the total market share.The company has manufactured more than100 level luffing cranes over the last tenyears.

SMM CJSC offers a full line of lifting

equipment to face any technologicalchallenge in accordance with our customerneeds, for all sizes of vessels includingPanamax and for different types of cargo(general and breakbulk cargoes). Maximumtop stage capacity of level luffing cranes is200 tonnes and boom reach is up to 60metres. Level luffing cranes are being usedat extreme low temperatures, which isparticularly relevant for northern ports ofRussia.

Manufacturing of ecological equipmentand application of environmentally soundtechnologies are more important than ever.SMM CJSC offers complete solutions fordust protection urban infrastructure.

One of the company’s main goals isto protect residential areas from coaldust blowing from ports and adjacentterritories during the storing process andcoal loading.

SMM CJSC has been implementing thelatest technologies. Its products meet highquality standards, which ensures maximumperformance and provides large coefficientof lifting equipment use. All of the aboveallows the company to outperform foreigncompetitors in many ways.

On the heavy lifting equipment marketSMM CJSC face competition from Germancompanies, such as Kocks Ardelt KranbauGmbH and Liebherr-International AG andfrom different Chinese companies.

SMM CJSC owners estimate the portalequipment market, namely level luffingcranes, at US$1 billion. They believe thatRussian equipment has a strong exportpotential. Level luffing crane supplies toIndia, Vietnam and South America countriesare actively being negotiated.

SMM CJSC cranes help eliminate shortage of equipment at Russian ports

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FLSmidth will supplymachinery and equipment forthe 0.5mtpa (million tonnesper year) extension of theworld-class refinery of UtkalAlumina International Limited(UAIL) in Odisha, India.

Utkal Alumna Internationalis a wholly-owned subsidiaryof Hindalco Industries, anindustry behemoth inaluminium and copper. It isthe metals flagship companyof the Aditya Birla Group, theworld’s largest aluminiumrolling company and one ofthe biggest producers ofprimary aluminium.

When finalizing thecontract, Bibhu Mishra, HeadMCoE, Hindalco, Mumbai wasvery pleased and proud tobe continuing Hindalco’spartnership with FLSmidth and with the decision to chooseFLSmidth for all the critical parts of the project. While stressingthe need for on-time delivery and quality, he complimentedFLSmidth and its team on their professional competences andcommitment.

The contract was finalized at a recent meeting of Hindalco’sand FLSmidth’s top managements.

“Hindalco is a global major in the field of aluminium withworld-class operating facilities. We are therefore very proudto continue partnering with Hindalco in their expansionprogramme in which safety and productivity are key. Becausewe cover the entire flowsheet of mining and mineralsprocessing, we can provide a strong solution that gives ourcustomers the best return on their investment when lookingat the total cost of ownership. All of this with a minimal impacton the environment,” said Anders Bech, Regional President.

The scope of this contract includes bauxite grinding,handling, mud washing, hydrate filtration and gas suspensioncalcination packages on an EPC basis (excluding civil works).Design, engine ering, manufacturing, supply and erection ofthese units will be done by FLSmidth.

The project is to be completed by second quarter of 2020,and once opera tional, this plant will augment the aluminacapacity by 0.5mtpa. This will be a fully inte grated solution forHindalco. FLSmidth’s state of the art products will reduce theenergy consumption, minimize the environmental impactthanks to greater caustic recovery and will also reduce plannedand unplanned equipment downtime by predictive andprescriptive maintenance.

Hindalco is one of the largest integrated primary producers ofaluminium in Asia. It has a pan-Indian presence that encompassesthe entire gamut of operations, from bauxite mining, aluminarefining, aluminium smelting to downstream rolling, extrusions andrecycling.

FLSmidth to expand Hindalco’s alumina refinery in Odisha, India

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Scope: Brownfield EPC expansion Plant capacity: 0.5mtpaCustomer: Utkal Alumina International Limited

(UAIL)Geography: Doraguda in Odisha state, India

FACTS

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SENNEBOGEN 830 E AND TRAILER

DEPLOYED AT FIBERBOARD

A view over the log yard at Fiberboard inBaruth in the German province ofBrandenburg provides optimism for the

future. Gigantic proportions, logs as far asthe eye can see, and in between them agreen material handler steadily doing itsrounds. The machine is a newSENNEBOGEN 830 E that recently took

over logistics at the yard. With theaccompanying trailer it is capable oftransporting up to 30 tonnes of timber at atime.

“A material handler with 14-metre

Wood transport enters a new dimension with SENNEBOGENLogs as far as the eye can see. In the thick of the action: the

SENNEBOGEN 830 M material handler delivered by

SWECON in 2018. It features a trailer and extra-powerful

traction thanks to a reinforced all-wheel drive undercarriage.

A potent combination: fully loaded,

the SENNEBOGEN 830 M

transports around 30 tonnes of log

timber on its trailer.

Mined raw materials travel along extensive transport routes.

Overland and pipe conveyors are an energy effi cient, reliable and

environmentally friendly way of transporting the commodities

over long distances to the plant or storage area. We customise

the curved belt conveyors to overcome any challenging topo-

graphical circumstances. This minimises the transfer points

and the number of systems and reduces investment, operational

and maintenance costs.

For more information visit www.beumergroup.com

SOME THINK RAW MATERIAL TRANSPORT REQUIRES A COMPLEX INFRA-STRUCTURE. WE THINK DIFFERENT.

Visit us!SME Annual Conf. & Exh. Denver, CO February 24 – 27, 2019Booth #946

reach plus a large trailer makes the ideal combination for ourrequirements,” explains Sebastian Pätzig, head of the vehicle fleetteam at Fiberboard in Baruth.

Founded in 2008, the wood mill takes in around 450,000ATRO (wet weight) tonnes of log timber annually for chipping andprocessing into HDF substrate board. The Fiberboard GmbHHDF plant and the CLASSEN Industries GmbH laminate plantthus form a combine: HDF board is transshipped directly to theaffiliated laminate plant where it is processed into laminateflooring — around 80 million square metres of it per year.

To further optimize operations at the log yard, it was decidedin 2018 to introduce a new handling concept using aSENNEBOGEN 830 E material handler and a specially designed,braked triple-axle trailer with a permissible total weight of up to50 tonnes. After close and intensive liaison with SENNEBOGENand sales and service partner SWECON Baumaschinen GmbH,the new machine concept finally went into operation inSeptember 2018.

14-METRE REACH AND UP TO 30 TONNES OF TIMBER

TRANSPORTED AT A TIME

The SENNEBOGEN 830 E material handler is equipped with apowerful 168kW, emission stage 4 diesel engine and an especiallyrobust mobile undercarriage with single tires, four-pointoutriggers and all-wheel drive for greater tractive power.Supplementing the machine is a hitched 50-tonne trailer speciallydesigned to meet the customer’s requirements.

Around 180 truckloads of log timber arrive at the yard dailyand are either loaded directly into the stationary chipper or putinto temporary holding storage in the expansive log yard. This isthe roaming territory of the new SENNEBOGEN 830 M trailer.The machine is a multifunctional performer: it stacks logs, haulsthem around the entire yard and is also able to load and unloadthem autonomously and feed the chipper — there is hardlyanything more you could ask for.

The 830 trailer is a longstanding and successful item in theSENNEBOGEN product portfolio: the concept of long reach withhigh tractive power has proven its worth, especially in the USA.

“We adapted the concept to our needs and even had thecombination TÜV-approved,” explains SWECON salesrepresentative Tony Schulze-Günther. “The driveways are stillbeing adapted because this machine of course has a larger turningcircle, but even so there are compelling advantages already.”

The height-adjustable and comfortable Maxcab places theoperator at an eye level of approximately 5.7m, giving the driverboth extra safety and comfort. From this high vantage point, henot only has an unimpeded view of the working area, but can alsoload and unload with greater precision and speed — a furtherplus point.

From left: chief wood purchasing manager Olaf Klinkert,

machine driver Michael Kliem, fleet manager Sebastian Pätzig

and SWECON sales representative Tony Schulze-Günther.

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AUMUND Brazil and AUMUND Chinahave joined forces and worked closelywith Sinoma Tianjin TDI to win twoorders in succession for the AUMUNDGroup of Companies from SouthAmerica.

AUMUND will supply three chainbucket elevators, eight belt bucketelevators, five pan conveyors and a dragchain conveyor for the construction ofL’Amali Line 2 at Loma Negra CompaníaIndustrial, the foremost cementproducer in Argentina. The orderpackage will be rounded off with 19 silodischarge gates which will be installedunder the clinker silo to feed the panconveyors located there.

Loma Negra, established in 1926,awarded AUMUND the order in August2017 to build a second kiln line with acapacity of 5,800 tonnes per day at theL’Amali Plant in Olavarria in BuenosAires Province. The new line, which willproduce 2.7 million tonnes of clinker peryear, will be located adjacent to the

existing kiln line. Production will startearly in 2020.

In June, AUMUND Beijing was able toconclude another successful project inArgentina, together with AUMUNDBrazil and Sinoma, to supply four beltbucket elevators, three chain bucketelevators and three pan conveyors viaSinoma TDI to Cementos Avellaneda.Cementos Avellaneda belongs to theBrasilian Votorantim Group and SpanishMolins.

Traditionally AUMUND Brazil hashad good working relationships in theoligopoly of cement production inArgentina, where the market is sharedbetween four producers, Loma Negra,Holcim Argentina, Cementos Avellanedaand Petroquímica Comodoro Rivadavia,with 18 manufacturing locationsbetween them.

ABOUT THE AUMUND GROUP

The AUMUND Group is activeworldwide. The conveying and storage

specialist has special expertise at itsdisposal when dealing with bulkmaterials. With their high degree ofindividuality, both its technicallysophisticated as well as innovativeproducts have contributed to theAUMUND Group today being a marketleader in many areas of conveying andstorage technology.

The manufacturing companiesAUMUND Fördertechnik GmbH(Rheinberg, Germany), SCHADELagertechnik GmbH (Gelsenkirchen,Germany), SAMSON Materials HandlingLtd. (Ely, England), as well as AUMUNDGroup Field Service GmbH andAUMUND Logistic GmbH (Rheinberg,Germany) are consolidated under theumbrella of the AUMUND Group. Theglobal conveying and storage technologybusiness is spearheaded through a totalof 15 locations in Asia, Europe, Northand South America and a total of fivewarehouses in Germany, USA, Brazil,Hong Kong and Saudi Arabia.

AUMUND supplies major clinker conveying machinerypackages for Argentinian cement plants

AUMUND silo discharge gates

(example, photo AUMUND).

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The countryside around the village of SanJuan Sacatepéquez in south-easternGuatemala is hilly and forested. CementosProgreso, S. A. had been planning to build anew cement plant there for some time.Among other things, the project required asolution to transport limestone and marlfrom the crusher to the processing plant.Cementos Progreso, S. A. opted forRopeCon® as a means to cover the distanceof approximately 1.6km and the verticalrise of almost 200m. RopeCon® is perfectlysuited for the hilly terrain and for thecrossing of wooded areas.

The San Gabriel cement plant is locatedsome 35km northwest of Guatemala City.There the Guatemalan company CementosProgreso, S. A. produces some 2.2 milliontonnes of cement every year for the localmarket. The limestone needed for theprocess is mined in a quarry locatedapproximately 200m lower than thecement plant. The terrain between thecrusher in the quarry and the plant is hillyand wooded and stretches over a distanceof approximately 1.6km.

By using RopeCon® to transport thelimestone between the crusher and theprocessing plant Cementos Progreso, S. A. isable to cross that terrain in a straight linedespite the difficult topographical situation.This means that a gradient of 22° is reachedwhere the terrain is steepest. Because theRopeCon® belt is fitted with axles withrunning wheels at regular intervals, noadditional cleats were required to tacklethat gradient.

The system requires no more than fourtowers over its entire length. Thanks to thelong rope spans between the towers theamount of space required on the groundcan be reduced to a minimum. The need tointerfere with vegetation remains limited to

a small number of points and the trackdoes not represent an insurmountableobstacle for wildlife or humans.

RopeCon® has now started operation.The material is loaded onto RopeCon® by afeeder conveyor and unloaded at theunloading station via a housed-in chute.The system transports 2,100 tonnes oflimestone and marl every hour to cover the

demand for the cement production. RopeCon® is a product developed by

the Austrian ropeway manufacturerDoppelmayr. It offers the benefits of a beltconveyor as well as those of a cable car bysuccessfully combining what is best in bothtechnologies. The system is currently in usefor a variety of material transportapplications. It essentially consists of across-reinforced continuous flat belt withcorrugated side walls which is driven anddeflected by a drum in the head or tail

station. The belt is fixed to axles arrangedat regular intervals, which support the belt.Running wheels are fitted to either end ofthe axles. These run on track ropes withfixed anchoring and guide the belt. Thethree track rope pairs form the linestructure for the system and are elevatedoff the ground on tower structures. Thesystem therefore requires only a minimumof space on the ground and is ideally suitedfor difficult terrain and to cross obstaclesof all kinds.

Doppelmayr Transport TechnologyGmbH is a 100% subsidiary of theinternational Doppelmayr Group withheadquarters in Wolfurt, Austria. Withinthe group, Doppelmayr TransportTechnology is the point of contact formaterial transport. Doppelmayr is atechnology pacesetter and pioneer inropeway engineering and is also present inother lines of business. Apart from materialtransport systems the group also designs,plans and manufactures passengerropeways for winter and summer tourismas well as for the urban transit sector, ropepropelled APMs (e.g., the systems currentlyoperating at the airports of Toronto andMexico City) or fully automatic high risewarehouses.

RopeCon® transports limestone across treetops in Guatemala

Length 1,583mVertical rise 196mConveying capacity 2,100tphSpeed 3.6m/sNumber of towers 4Motor rating cont. 1,680kW

TECHNICAL DETAILS

ONE MACHINE LOADS, TRANSFERS AND STOCKPILES ONE TO THREE LANE PORTABLE TRUCK UNLOADERS

• Portable equipment quickly moves in and out of position

• Minimize feed point moves increases flow of material and uptime

• Lower capital purchase and faster lead times than fixed infrastructure

• Pre-assembled or quick installations on small footprints

TURNKEY AFTERMARKETCOMPONENTS PLANTSCONVEYINGWASHINGSCREENING

superior-ind.com/ports

CRUSHING

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FLSmidth has reached an agreement to sellits bulk material handling business toRainbow Heavy Machineries. Thetransaction has been structured as a sale ofcertain assets. As a result of thetransaction, FLSmidth will exit the non-mining bulk material handling business.

The main part of FLSmidth's non-miningrelated bulk material handling business isdelivered out of Wadgassen Gmbh inGermany. The non-mining bulk handling

business has been for sale and reported asdiscontinued activities since 2015. Annualrevenue for bulk material handling wasDKK 880m in 2017.

FLSmidth's plan to exit bulk materialhandling includes:v a transfer of employees, brand and IPR

to Rainbow Heavy Machineriesv FLSmidth retains all ongoing projects,

but to be delivered through anoperational agreement with Rainbow

Heavy Machineries. The projects areexpected to be finalized during2019–2020.

The subsequent business related to bulkmaterial handling will continue to bereported as discontinued activities. Thetransaction has no impact on the guidancefor 2018. The sale transaction is subject tovarious conditions and is expected to beclosed by the end of January 2019.

FLSmidth exits bulk material handling business

Bedeschi has reachedan agreement tosupply two shiploadersto handle muriate ofpotash, rock salt andvacuum salt to equipnew port facilities inBarcelona PortTerminal. The contractincludes the engine -ering, manufacturing,delivery, erection,installation, testing andcommissioning. Thetwo shiploaders havebeen developed forvessels up to70,000dwt and anominal conveyingcapacity of 1,300tph(tonnes per hour),with a peak capacity of1,500tph. Themachines were fullyassembled in La Spezia(Italy) and the first onewas shipped on 27December 27 fordelivery to the finaldestination. Thesecond shiploader isexpected to havereached Barcelonaport by the time thisissue of Dry CargoInternational goes topress.

Bedeschi to supply shiploaders toBarcelona Port Terminal

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Indexator expandsits range

Indexator from Vindeln in Sweden — theworld’s largest manufacturer of hydraulicrotators — is expanding its XR compactrotator range with the small and powerfulXR 300.

The XR range comprises compact,powerful rotators with heavy-dutybearings. They are designed for extremeapplications where rotator functionrequirements and load capacities areespecially high. They are optimally designedfor both rigid and dangle mounting. Slewbearings, high performance and long

Indexator XR rotator range now available in several sizes

XR models 600, 400 and 300.

Indexator’s heavy duty series – XR rotators – is expanded with a smaller powerful unit, the XR 300. Optimally designed for extreme applications for both fi xed and dangle mounting together with the same technical benefi ts as the entire XR range.

The XR range comprises compact, powerful rotators with slew bearings. They are designed for extreme applications where rotator function requirements and loads are especially high. With long service life XR rotators delivers performance every day.

Compact and powerful The XR 300 is here

NEW

LONG-LIFE VANE MOTOR

Indexator’s tried-and-tested vane motor

– the only compact rotator on the market

using this principle. While the vane motor

provides extreme high torque, it is also

very forgiving of torsional forces and

large slewing masses.

PROTECTED MOTOR AND SWIVEL

The patended torque transfer solution

means that external forces acting on the

bearing, does not aff ect the motor and

svivel inside the XR rotator. This extends

the rotator’s service life signifi cantly in

comparison with competing solutions.

A COMPLETE POWER PACKAGE

XR rotators come into their own wherever

you need to handle large loads in every

directions. The XR product range is

constanly being extended to meet rotator

demands. Both for rigid and dangle mount.

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service life make the XR seriesideal rotators to rely on whenit really counts.

Wherever you need tohandle large loads, XRrotators come into their own.Indexator is now launching asmaller model, the XR 300.

The XR 300 is designed tohandle both positive andnegative axial loads up to ninetonnes. The model is also builtfor a radial load tolerance ofseven tonnes and is thus idealfor applications with high sideloads such as rigid mountingsorting grapples onexcavators, or danglemounting for e.g. scrap ortimber handling applications.

PATENTED TORQUE TRANSFER

SOLUTION, LONG-LIFE VANE

MOTOR AND EASY MAINTENANCE

In common with other models in the XRseries, the XR 300 has a patented torquetransfer design.

“In a nutshell, the technology means theswivel and motor are not affected byexternal forces, which provides majorservice life benefits compared tocompeting solutions,” says Johnny Karlsson,Area Sales Manager at Indexator.

Thanks to the XR-series’ patentedtorque transfer solution, external forcesacting on the bearings do not affect themotor and swivel inside the Rotator. Thisextends service life significantly incomparison with competing solutions.

Another feature that benefits service lifeis Indexator’s tried-and-tested vane motor— the only compact rotator on the marketusing this principle. While the vane motorprovides high torque, it is also veryforgiving in case of forced rotation and

large slewing masses. Themodular design with slewbearings, motor and swivel inseparate modules, makesservice and maintenance easy.

EAGERLY-AWAITED ROTATOR

“There’s never room forunscheduled downtimeanywhere rotators are used.Because they simply have tokeep on working, hour afterhour, high reliability is justas important as high-performance,” says Karlsson.

To make sure the XR 300can do the job, it has beenrigorously tested, both in atest environment and inthe real-world scenario’smachines and toolsencounter. The result is a

Indexator’s patented solution. Competing solution.

Patented torque transfer solution.

Rugged Energy & Data

Transmission Systems

Conductix-Wampfl er has one critical mission:

To keep your bulk material handling operations

running 24 / 7 / 365. You need proven, worry-

free energy solutions - and Conductix-Wampfl er

has them. Our systems provide reliable electric

power and water to stacker/reclaimers, barge and

ship loaders/unloaders, bulk conveyors, tripper

systems, and gantry cranes. Conductix-Wampfl er

systems are rugged, low maintenance, and time-

tested in tough, dusty environments. All products

are backed by the largest sales and service

network worldwide!

www.conductix.com

Motor Driven Reels

• Monospiral and Level-Wind confi gurations

• Rugged and dependable magnetic

coupler for dusty environments

Cable Festoon

• Corrosion-resistant, long-life rollers;

precision sealed bearings

• Systems customized for the application

• Preassembled option, for easy installation

Cable Chain

• Rugged design for demanding environments

• Long operating life

• Custom-confi gured

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rotator with long service life that delivers performanceevery day.

The XR 300 is a rotator size eagerly awaited bycustomers, and market demand is high, especially fromthe customers who saw the rotator’s benefits when theyparticipated in the prototype tests. Indexator beganseries production at the end of 2018, and as of January2019, the XR 300 is now in full production.

“There is great demand from machine manufacturersand every possibility that this size segment will be thelargest in the entire XR series in terms of volume,” saysKarlsson.

THE XR RANGE

The XR range is available in several sizes and models with differentbolt patterns and extra channels for central lubrication and cablepass through.

ABOUT INDEXATOR

Indexator Rotator Systems AB is a global expert in themanufacture of rotators, swivels and accessories. Today, Indexatoris an extremely strong brand in the forestry, material handling andrecycling industries all over the world. The company conductsworld-class R&D that includes a dedicated, in-house test lab uponwhich international equipment manufacturers also rely whendeveloping new products and functions. Indexator currently hasaround 140 employees and annual sales of approx SEK 320 million.A high proportion of sales goes for export, with around 80% ofproduction being sold to more than 40 markets around the world.

Johnny Karlsson, Area

Sales Manager at

Indexator.

Indexator’s tried-and-tested

vane motor principle.

The XR product range is continuously being extended to meet

customer demand.

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Getting the inside track on dust control

HKD Blue expands its dust-control product line

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HKD BLUE INTRODUCES R-120 The R-120 from HKD Blue is the newsolution for short- to mid-range dustcontrol with low flow rates. This model isdesigned for interior dust control,specifically for indoor material handling andstorage facilities.

The R-120 projects a fog-like atomizedmist to control dust emissions without

saturating material. The 10HP fan motor isequipped with variable frequency drive,allowing the operator to increase ordecrease the mist projection from 20ft to150ft. The 2HP vertical pump suppliespressurized water to the two misting rings.The two rings, actuated either manually orautomatically, allow for three different flowrates.

Interior dust control is becoming moreimportant at bulk transfer and storagestations as local authorities begin toenforce strict air quality controlregulations. At the Port of Chicago, in theUSA, stevedore operators are required tohave dust control while loading trucks withmanganese ore. Safely handling this type ofmaterial requires effective dust control

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ag.comHKD Blue continues to innovate, expanding its dust control product line

HKD Blue’s R-120 is the

new solution for short- to

mid-range dust control with

low flow rates.

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without over-saturation. The R-120 hasforklift channels, allowing the operator toeasily manoeuvre the machine to spray mistacross the trailer, ensuring the materialdoes not get wet.

The addition of the R-120 complementsHKD Blue’s V-500 product line, which hasmany proven applications at port facilities.Recently, a self-contained V-500 GT wasused at the Port of Providence to controlsmoke emissions. At this facility, torchersburn and cut railcars and steel I-beams toprepare them for further processing.During this activity, sizeable quantities ofdark smoke — unburnt carbon particles —are released into the atmosphere. To avoidcomplaints from neighbours andenvironmental violation fines, and toprotect workers, the port used an HKDBlue V-500 GT to capture the carbon

smoke. The operator programmedthe oscillation pattern to create a‘wall of water’ downwind of thesmoke, trapping the unburnt carbonparticles and dropping them to theground. With remote controlfunctionality, operators easily adjustthe barrel angle to target the smokewhen the wind shifts. They could alsoincrease or decrease the water usagedepending on the quantity of smokeemissions to best control the fugitivesmoke.

The onboard generator of theunit is very important for theoperation, as many facilities cannotafford to run 480V power linesbecause they are costly to install andpose a safety hazard with the highvolume of heavy equipment inoperation.

The Port of Providence in the USA handles and exports large

quantities of scrap metal. At the port, torchers burn and cut railcars

and steel I-beams, causing sizeable quantities of dark smoke —

unburnt carbon particles. The port is now using an HKD Blue V-500

GT to capture the carbon smoke.

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V-500 GT in action: the dust is

blocked by a ‘wall’ of water.

“ The E-Crane system has cut our unloading time in half, cut our maintenance time dramatically, and just generally simplifiedour lives and reduced our costs substantially. ”

Tom NobleDepartment Supervisor,PowerSouth Energy Cooperative

“ The E-Crane system has cut our unloading time in half, cut our

“ The E-Crane system has cut our unloading time in half, cut our

“ The E-Crane system has cut our unloading time in half, cut our

t SupervisonDepartmeom NobleTTo

our lives and reduced our costs substantially. ” maintenance time dramatically, and just generally simplified“ The E-Crane system has cut our unloading time in half, cut our

PowerSouth Energy ,rr,t Superviso

our lives and reduced our costs substantially. ” maintenance time dramatically, and just generally simplified“ The E-Crane system has cut our unloading time in half, cut our

tiveaooperC

our lives and reduced our costs substantially. ” maintenance time dramatically, and just generally simplified“ The E-Crane system has cut our unloading time in half, cut our

HIGH QUALITYEQUIPMENT FOR DRY BULKCONVEYING

CIMBRIA

CONVEYING EQUIPMENT

CIMBRIA.COM

CONVEYING | DRYING | SEED PROCESSING | ELECTRONIC SORTING | STORAGE | TURNKEY | SERVICE

H EQ

R DOFVONC

PIU RR D

NGIYEV

PY B

CIMBRIA

CONVEYING EQUIPMENT

Cimbria develops and manufactures

an entire range of conveying

CONVEYING EQUIPMENT

Cimbria develops and manufactures

an entire range of conveying

equipment for handling a vast

variety of bulk materials, ranging

from agricultural products to

industrial commodities and raw

materials.

The Cimbria equipment are

delivered worldwide as singular

supplied equipment or as a part of

equipment for handling a vast

variety of bulk materials, ranging

from agricultural products to

industrial commodities and raw

The Cimbria equipment are

delivered worldwide as singular

supplied equipment or as a part of

a total solution where they link key

machines to form smoothly

running industrial plants.

a total solution where they link key

machines to form smoothly

running industrial plants.

G | SNIYRG | DNIYEVNOC

N AIARGINA UIRBIMC-Kn 6 | DerdojetsearP

NORTCELG | ENISSECORD PEEG | S

S/N A6 15 94: +enohd | Petsih0 T077

KNRUE | TGAROTG | SNITROC SIN

ic@niargin: uliam-0 | E0 07 96 1

ECIVREY | SEK

moc.airbmi

CSUs: an ongoing success

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FAM Magdeburger Förderanlagen undBaumaschinen GmbH is a medium-sizedcompany headquartered in Magdeburg,Germany. It has a long history as amanufacturer of handling and conveyingsystems with a heritage dating back to the19th century. Employees of the FAM

Group have expertise in bulk materialshandling, mining machinery, stockyardsystems, mineral processing, loadingequipment, conveying facilities and porttechnology. Well over half of the FAMworkforce are engaged in engineering.

One of the FAM Group’s major focuses

within the bulk cargo handling market,amongst others, is ship-unloadingtechnology. For bulk materials unloading,two types of handling systems are basicallydeployed: continuous and discontinuous. Inthe continuous mode ship-unloading bymeans of bucket elevators prevails (Figure 2),

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continuous ship-unloaders

remain as popular as ever

FAM compares continuous and discontinuous unloaders

Fig. 1: FAM CONTI ship-unloader for

seagoing vessels in use in the Netherlands.

Characteristics of the unit shown:

Mass flow: 3,000tph

Boom outreach: 46.5m

Slewing range: 270°

Lifting height: 38m

Size of vessel: up to 180,000dwt

Louise Dodds-Ely

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while in discontinuous operation the maindevice used for unloading is a rope grab(Figure 5). However, given the growingdevelopment of scooping-up bucketelevators, continuously working unloadingsystems are now being increasingly used toefficiently handle large mass flows.

Bucket elevators are also more efficientand flexible in the residual emptying of acargo hold than grab-type unloaders.Moreover, the continuous mode ofoperation helps reduce the environmental

footprint. It allows for dust-free and low-noise operation being at the same timevery gentle on the material handled.

The bucket elevator’s high flexibility isfacilitated by its specific design typical ofCONTI ship-unloaders. The machine’ssuperstructure with an unloading boomand a counterweight boom is rested on aportal and can turn around vertical axis,while the machine travels along the jetty.

The rotating discharge bucket elevatoris located at the head of the unloading

boom, which can be adjusted in height. (seeFig. 1 on p57).

While the vertical and horizontalconveying pathways are fully enclosed toprevent noise and dust emissions, thebucket elevator boot incl. a triangular chainguide is not covered. This design enablesextraction by the scooping buckets in asimilar way to the bucket wheel or bucketladder principle. The material is taken upon the lower horizontal section of thebucket chain strand (Fig. 3).

At the bucket elevatorhead, the material is dumpedonto a horizontal turntablewhich transfers it furtherto the boom conveyor.Compared to the variouschutes systems, this particulardesign allows for considerablereduction of the bulkmaterial’s height of fall and theinstallation height of therevolving bucket elevator, aswell as helps eliminate dustand noise at the bucketelevator head.

The boom conveyortransports the material to thefeeding hopper arranged atthe ship-unloader’s pivotingaxis from where it is furthertransferred by a reversiblehopper discharge conveyor tothe terminal’s jetty conveyors.(Fig. 4).

The two steel link chains of

Fig. 2: Continuous unloading of cargo vessels by means of bucket

elevators, vessel size 5,000dwt, hard coal 1,300tph, Germany.

Fig. 3: The triangular open

bucket elevator boot is lowered

onto the surface in the ship’s

cargo hold and the material is

scooped up by the bottom

horizontal part of the bucket

chain strand.

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the bucket elevator strand are permanentlylubricated. For this reason, they requirelittle maintenance and are subject tominimum wear. The chains are selectedwith smaller chain pitches to allow thedrive sprockets and the deflectionsprockets to be furnished with a maximumamount of teeth. This arrangement helpsreduce the development of noise resultingfrom the ‘polygonal effect’.

Depending on the port facilityconditions, it is often necessary todischarge a number of different materialtypes. This is when discontinuous ship-unloaders are often deployed due to theirability to handle bulk materials of anyparticles sizes and properties. Thesemachines are very flexible owing to theirsimply exchangeable grabs of diverseshapes and sizes which facilitates relativelyrapid adaptation to the bulk material to behandled. When small or medium unloadingcapacities are required, grab-type unloaderswith a movable superstructure and a single-link or double-link luffing boom are put intooperation (Fig. 5).

When high handling capacities arerequired, grab-type unloaders with rail-mounted portal bridge are employed (Fig. 6on p60). These machines have a horizontalbridge girder with one or two cantileverarms (also foldable) on which a rope-controlled trolley moves the grab bothhorizontally and vertically at high travellingspeeds (up to 4m/s) and lifting speeds (upto 3m/s). The load cycle of the grab issimilar to that of the grab unloader with arotatable superstructure, just instead of thehorizontal movement of the grab

performed by the luffing boom, the grab’s ismoved along the bridge girder by thetrolley.

Here again the bulk material istransferred to an intermediate hopperarranged in the portal. In order to minimizethe accelerated self-weight of the travellingtrolley, the trolley itself as well as the grab’sholding and closing unit are accommodatedin a separate machine house which issecured on the portal. Special ropesystems are required for the positivelylocked shifting of the travelling trolley alongthe horizontal conveying pathway. Thepositive lock enables high travelling speedsand acceleration. In order to increase thenumber of potential load cycles, advancedtechnology is used to control the drives

and the automatic oscillation damping ofthe grab.

THE FAM GROUP

Headquartered in Magdeburg, Germany, theFAM Group has a total of 14 subsidiaries inGermany, Bulgaria, Chile, China, Canada,Russia, Singapore, Hungary, and Australia aswell as representations, among others, inSouth Africa and in the United States.Approximately 1,500 employees work forthe FAM Group around the globe.Planning, project development, designing,manufacturing, assembly and startup as wellas servicing of bulk material conveyorsystems generate a turnover of about €300million per year.

FAM successfully plans, designs, and

Fig 4: FAM CONTI ship-unloader CSU1100.14S,

for use with vessels up to 2,500dwt, handling coal

at a rate of 1,100tph, in Germany.

Characteristics of the unit shown:

Handling capacity: 600tph,

Outreach: 25m

Grab volume: 14m³

Fig 5: a stationary grab ship-

unloader with a double-link

luffing boom for the port

handling of gypsum and

clinker intended for a cement

plant in Vietnam. The

vessel is 15,000dwt.

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manufactures turnkey plants and systemsfor mining, conveying, loading, and storingminerals, raw materials, and goods. FAMefficiently combines its know-how of serial

and custom-specific production. In additionto engineering services, the company offersa complete range of manufacturing servicesas well as after-sales service. For more

than 100 years, FAM has incorporated in itsglobal solutions professional competence,engineering know-how and top-levelproject management.

Fig 6: mobile grab ship unloader GUL1000.13KG with a portal bridge,

in Germany.

Size of vessels: up to 1,000dwt

Outreach: 13m

Grab volume: 14.5m³

Hard coal: 1,000tph

Van Aalst Bulk Handling is based in theNetherlands and is a flexible organizationfocused on assisting its internationalcustomers by providing tailor-madesolutions for their dry bulk loading,unloading, storage and pneumatic conveying

projects. For many years, Van Aalst BulkHandling has supplied complete designs andequipment and systems to the bulkindustry. It offers installation and trainingservices for the equipment that it supplies.Its customers can rely on its experienced

and reliable team of bulk handlingspecialists.

CUSTOMIZED CSUS

All CSUs from Van Aalst Bulk Handling BVare made according to the specific

Van Aalst Bulk Handling offers tailor-made solutions for maximum efficiency

Van Aalst offers only

tailor-made solutions.

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requirements of its customers. It does notbelieve in standard sizes, as these can beeither too small or too large for aparticular application. If they are too large,they will use too much energy and, as aresult, will be inefficient.

Most of Van Aalst Bulk Handling’s ship-unloaders and loaders are used to conveycement or fly ash and most of thecompany’s experience has been gained withthese products. However, other materialscan also be handled with its equipment.

The Van Aalst custom-made pneumaticloading and unloading equipment makes itpossible to operate at the lowest powerconsumption and will ensure a smoothoperation and consequent efficientcapacities. However, to be able toconstruct the optimum size of equipment,information from the client is required andthat is why Van Aalst’s personnel will go tomeet the customers to achieve the besteffective solutions.

ADVANTAGES OF PNEUMATIC CONVEYORS

The biggest advantage of pneumatic shipunloading is that they are designed to suckup the material from the holds of the shipto convey this directly to trucks, smaller

ships, silos or other storage facilities. Bothprocesses (unloading and conveying) areperformed by the same machine built on amobile platform on tyres or rails or evenfixed to the quay. While mechanicalunloaders screw the cement out of theship, further transport — screws, beltconveyers and bucket elevators — will bevital also. Transport of the cargo withmixed air material from a pneumatic shipunloader flows through simple(underground) pipelines, which gives a lotof flexibility in port areas. Therefore amaximum manoeuvring space remains inthe port areas during ship-unloadingactivities and thereafter. Less maintenanceis required on a pipeline in contrast to amechanical belt conveyer from the screwunloader to the storage facilities whichrequires dust extraction at the inter -connections between the various devices,and a lot of maintenance.

VAN AALST FOR MORE COMFORT AND

HIGHER EFFICIENCY

The unloading process of a pneumatic shipunloader is like a big vacuum cleaner; thecement is sucked out of the ship at a highaverage unloading rate, so Van Aalst Bulk

Handling’s machines are eating their owndust as well. The big advantage is that, evenwith a small layer of cement on the ship’sfloor, it maintains a good unloading capacity.A mechanical screw unloader, however,needs a much higher layer of cement on theship’s floor to keep a good average capacity.From the moment that one metre ofcement is left, the unloading capacity ratedrops. Than the help of multiple giantfront-end loaders have to save the averagecapacity.

It is not only the unloading process, butalso the suction arm, of a pneumatic ship-unloader that offers a big advantage. Thishydraulic articulated manipulator arm isvery flexible and can reach into cornersand under hatch coamings. Also, fordifferent water level variations, a pneumaticship-unloader gives an advantage overmechanical unloading as they use a fixedarm which cannot reach into corners orunder coamings. Much less clean-up workis required for the pneumatic types. Screwunloaders are designed as separateunloading units only, and must be combinedwith other — sometimes existing —equipment.

Additionally, screw unloaders have an

Pneumatic conveyors offer

a range of advantages.

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arm with counterweight construction whichresults in more weight and corner loadsbeing put on to the dock area, resulting inhigher wheel loads than a pneumatic shipunloader. So, one can say that a 600tph(tonnes per hour) pneumatic ship-unloaderwill reach the same through-the-shipcapacity as a 1,000tph screwunloader.

Some of Van Aalst BulkHandling’s clients which operateboth type of unloaders indicate aneven bigger difference. Allequipment of a pneumatic ship-unloader is built onto one mobileplatform, all equipment can beelectric or diesel driven. Allequipment is sized to the optimumand most efficient , dust free way.

VAN AALST: MORE THAN JUST

SHIP-UNLOADERS

Van Aalst’s wide range of bulkhandling equipment is in usewith major cement processingcompanies from all over the world,and includes much more than justship-unloaders. Also available areconveying units, which can conveydry powdered substances through

pipelines up to 1,000 metres or evenlonger.

Van Aalst’s pneumatic shiploaders areextremely popular, due to the tailor-madeapproach, so that various ship sizes can beloaded efficiently at high speeds. Van AalstBulk Handling BV also offers solutions for

the storage of dusty and abrasive materialssuch as cement and fly ash.

Therefore, Van Aalst offers completeturnkey — flat on floor — silos for this, butalso the design and delivery of the specificreclaim aeration equipment for domes andsilos as well.

More comfort and

higher efficiency.

Van Aalst offers more than just ship-unloaders.

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Current continuous ship-unloaders have tobe manned by an operator all the time, andonly teach-in procedures are available tosupport the operator. The unloadingprocess has to be performed entirelymanually and the collision protection issometimes difficult, because the operatorcan see neither the unloading area nor thecomplete machine in all positions.

iSAM has developed and implementedtwo main technologies to improveproduction, safety and economy on ship-unloaders and shiploaders. The sametechnology can also be applied tocontinuous ship-unloaders (CSUs).

The task of operating an unloaderdriverlessly and autonomously was a greatchallenge, if not an impossible mission.With a combination of the latest 3DLiDAR technology originating in self-drivingcars, the leading-edge control technologyand RTK-GPS systems for machinepositioning, iSAM succeeded in solving theproblem.

The solution consists of an advancedcollision protection system, a sensor and anevaluation system which enables a controlsystem to create a digital twin of theequipment and the environment. For the

first time, this allows the effectiveprotection of the ship-unloader boom,telescope and spoon.

It also creates the foundation forremote and even fully autonomousoperation by enabling the system to useartificial intelligence to ‘see’ itsenvironment and make its own, situation-specific decisions as an operator would do.

The key advantages of the system are:v improved and safer working conditions;v automatic identification of all collision

hazards;v timely warning to the machine control

system to stop critical movementsbefore a collision occurs;

v prevention of downtime and damage tovaluable assets;

v lower wear and tear becausemechanical performance limits arerespected in automated mode;

v reliable and safe operation even duringobstructive weather and environmentalconditions such as rain, wind, dust, fogor snow;

v real-time determination of the machineand the cargo position;

v real autonomous operation (i.e. not aremote control);

v possibility of manual intervention fromthe central control station:

o ‘freeing’ from an extraordinary situation (for instance buried buckets due to collapsed material walls); v very uniform unloading performances;v fulfillment of operational guidelines and

safety rules; andv situational awareness for operators

based on 3D environmental model withoverlaid 3D CAD model of machine.Additionally, the use of fully automated

ship-unloaders means a significantreduction of personnel expenses. One

Introducing digital twins and AI for continuous ship unloading with iSAMtechnologies

Digital Twin of machine

environment as created by

3D ship model technology.

AI used by 3D ship model to calculate

distances between machine structures – e.g. the

telescope - and environmental objects - such as

the hatch coaming or product - for

autonomous operation

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operator in the central control station caneasily handle four ship-unloaders withminimum stress thanks to a maximumdegree of automation.

The iSAM technology for ship-unloadersis compatible to the continuous ship-unloader requirements and provides amongothers the following functions:v 3D laser scanning for: o measurement of hatch position; o measurement of actual cargo distribution; and o reliable detection of collision hazards.v GNSS (GPS, GLONASS, GALILEO etc.) o exact positioning of machine gantry; o exact positioning of bucket elevator inside the hatch; and o high reliability of position data.v Hatch manager o automatic determination of best path (no teach-in); and o adaptation to new unloading situations.

The continuous unloading performance isultimately independent of the actualoperator, and the advanced collisionprotection based on current, real-time 3Dscan data provides reliable obstructioninformation with <10cm accuracy.

A ‘true’ autonomous operation withoutoperator intervention and an automatedunloading right from the beginning includingthe initial ‘levelling’ of the material surfaceare enabled by iSAM technology.

AUTONOMOUS OPERATION IN PORTS —REFERENCES

To date, iSAM has equipped seven ship-unloaders, two shiploaders, five trainloaders and more than 40stacker/reclaimers with this technology.

Four autonomous grab ship-unloadersystems are fully operational at the Port ofHamburg in Germany and three systems atthe Port of Rotterdam in the Netherlands.The operational and safety procedures areapproved by public authorities.

ABOUT THE COMPANY

iSAM AG, Gesellschaft fur angewandteKybernetik, located in Muelheim an derRuhr, Germany, develops and implementsautomation solutions that enable industry,commerce and service suppliers toincrease their performance. iSAM’s teamincludes specialists from the engineering,computer science and physics sectors aswell as business economics, focusing onincreasing customer value. The company’scustomers can be found all over the worldand in almost every industry, such asmining, bulk materials handling, transportand logistics, steel and metal manufacturingand processing, tube welding and pipelineconstruction, mechanical engineering andplant building, electronics and aerospace.iSAM AG is well prepared for futurechallenges and iSAM experts are constantlydeveloping, upgrading and adapting theirtechnology to other applications andmarkets, finding unique solutions for eachcustomer request.

Upgrades of pneumatic unloaders, compared with mechanical unitsUpgrades of ship-unloading systems takeplace for a variety of reasons. In thisarticle, Neuero details upgrade possibilities.

GEOMETRY OR SITE CHANGES

WATER LEVEL CHANGES OR SHIP-UNLOADING PLANS

In 2018, a particularly dry year had a directeffect on waterborne transport inGermany, even increasing the gasoline pricebecause ships could not transport fullcargoes due to low draughts.

Because of these circumstances,Neuero’s customer, the oil mill Sels inNeuss on the banks of the Rhine Riverexperienced extremely low water levels.

This very low level was not anticipated, andit was likely that mechanical or screwunloaders would have great difficultyunloading the ships. A pneumatic unloaderoffers a simple solution. Extension pipesand some cable extensions were delivered,and then Sels was able to proceed withunloading. In the end, an extension of 5mwas fitted.

The same solution is also used for othernon-planned situation. Normal unloadingequipment, with minimum/maximum levels,also takes into account the fact that each ofthe seven hatches on a Panamax vessel willbe visited three times, to maintain the ship’s

balance. However, today some ships aredesigned in such a way that it is possible tounload one complete hatch while theothers remain full of grain. When thishappens, the ship does not rise in thewater, and the vertical pipe is normally tooshort. Again, a pneumatic unloader is asimple solution, adding vertical extensionpipes. In this situation, a chain or screwunloader is not normally suitable.

INCREASED SHIP SIZE

Neuero often faces the need for anunloader upgrade to cope with increasingship sizes. It made no sense to invest

The 5m extension pipes

needed to reach into the

hull of the barge after

the hot summer in

Germany. The river

navigation was reduced

because of low water.

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VIGAN Engineering s.a. Rue de l’Industrie, 16 - 1400 Nivelles - Belgium

Tél.: +32 67 89 50 41 • Fax : +32 67 89 50 60 • www.vigan.com • info@vigan.com

Reliability, Efficiency, Quality,Efficiency, Quality, Reliability,

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All sizes of vessels • All types of grains

PORTABLE GRAIN PUMPS up to 270 t/h

PNEUMATIC BARGE UNLOADER up to 600 t/h

LOADER up to 2000 t/h

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before, but now the companyhas to offer ideas of how todeal with this conundrum.

Common reasons forupgrades include the increaseof ship sizes from Handysizeto Panamax, or from Panamaxto Capesize — or simplystarting out at the beginning ofthe design process to developan unloader that can reach thecentre of the hatch.

In the old days, it wasplanned that unloaders wouldreach the centre of the shiphatch. This is a minimumrequirement, to ensure vesselstability.

Basic reasoning is that thelower the weight, the lowerthe cost. However,operational costs then increase with theneed to bring grain to the ship’s centre.These days, it is best for the boom to reachthe end of the hatch, to reduce the amountof grain that has to be moved by front-endloaders.

All three of these reasonsdictate the need for a longerhorizontal boom — and,sometimes, a vertical one, too.Increasing the horizontalboom is not as simple asincreasing the vertical pipe,but it is possible. It requires acheck at static, a stabilitycalculation and a boom andhorizontal pipe extension, aswell as electric and steel wireschanges.

To change a mechanicalunloader by increasing thehorizontal and verticalconveyors is not a simple taskand is normally not possible.

CAPACITY INCREASE/REDUCTION OF

POWER CONSUMPTION

Capacity increase is normally difficult if ithas not been pre-planned. In someprojects, Neuero has been able to achieveincreased capacity by increasing the main

drives and maintaining therest. For pneumatic unload -ers, it must be possible toincrease the filter and theairlock, otherwise the cost ofthe capacity increase is high.

Reduction of powerconsumption is a request thatNeuero has faced severaltimes after damage has beencaused to the rotary pistonmain blower. With the turboblowers with frequencyinverters, Neuero was able tosave 20% energy.

At same time, aconsiderable noise reductionis achieved by changing a low-frequency blower to a high-frequency turbo blower.

UPGRADE EXPERIENCE

Comparisons between pneumatic andmechanical unloaders have inaccuratelyimplied that pneumatic models are loud,less efficient, have increased productbreakage and high power consumption.

Many potential clients believethese statements to be true.However, this comparison is onlytrue when discussing oldinstallations that use rotarypiston blowers (roots). Today,only power consumption ishigher, but even this is less than iswidely believed. High efficiency,even during clean-up operations,as well as new drives, mean thatthis difference is minorcompared with weight, initialprice and maintenance costs.

It is also easier to carry outfuture upgrades to pneumaticunloaders, rather thanmechanical units.

These unloaders were supplied in 1995 and went several years without any components being changed. In 2007, Neuero updated one machines to

give original capacity and also increase one horizontal boom by 10%. The results were positive, so Neuero upgraded the second machine in 2011.

This unloader was supplied in 1993, for a rate of 190tph. In 2008, Neuero

upgraded the 25m boom, increasing capacity to 250tph, and lengthening the

horizontal boom length by 10%.

DCi

ROXON’s Baltic expertiseas ROXON reclaims its identity, the company

reports on activities in the Baltic region

Many readers know ROXON and NEPEANas equipment and system suppliers formaterial handling. Last year, AustralianNEPEAN purchased ROXON fromSandvik, thus reintroducing the traditionalbrand name after a decade in non-existence. Many material handling and drybulk professionals in the Nordic countriesstill remember ROXON from earlier times.Not only did ROXON deliver a lot ofconveyor systems for mines and powerplants but there is also an extensiveROXON reference list and map for drybulk handling equipment at ports andterminals around the world.

Detailed information of all ROXON drybulk references, for example around theBaltic Sea would not fit into a single article.Let us therefore focus on a few of the mostinteresting delivered projects. In additionto dry bulk handling, ROXON has served alot of mining customers in the north.

It is therefore no wonder that amongROXON’s references there are port andstorage facilities for Swedish mine companyLKAB. These references are located in

Luleå, northern Sweden, not far from theArctic circle. In the 1990s, ROXONdelivered iron ore handling system for thelocal port and recently a few years ago astorage facility with stackerand reclaimer to import,store and transportbentonite.

The list of ports aroundthe Baltic Sea whereROXON has deliveredequipment for dry bulkhandling since 1970s is animpressive one: Luleå,Sundsvall, Gävle, Malmö,Kemi, Kotka, Pori, Raahe,Muuga, hopefully notforgetting so many. Theequipment has included quayconveyors, receivinghoppers, belt conveyors,feeders, etc. Since materialhandling equipment has a lifetime of 20+ years, there aremany times when ROXONhas been able to utilize its

old reference drawings when the client isasking for modernization or new deliveryfor the same location. In several projects,old ROXON equipment has been replaced

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Having delivered an HL700-type shiploader

to Gävle port in Sweden in the late 1990s,

last year (2018) ROXON modernized the

shiploader’s boom, illustrating not only the

longevity of its equipment, but also its ongoing

customer support throughout the lifetime of

equipment supplied.

Roxon’s equipment has been

installed in many ports around

the Baltic Sea.

New Era in Bulk Material Handling

roxon.com

– Henry Ford

“A man who stops advertising tosave money is like a man who stops a

clock to save time”

To find out how you can benefit from advertising in the world’s only monthly drybulk publication contact Jason Chinnock or Andrew Hucker-Brown on:

Tel: +27 31 583 4360 Fax:+27 31 566 4502 Email: info@dc-int.com

DRY CARGOinternationalD

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or modernized by newer ROXONequipment as the client’s needshave changed over the years. Insome cases, the handled materialhas changed or tonnagerequirement increased. Nomatter what kind of materialhandling challenges the client isfacing, ROXON experts are thereto help.

Even though dry bulk handlingand material handling systemsseldom are not ‘rocket science’,they require a lot of knowledge ofhandled material, its flow and wearcharacteristics and conveyortechnology. Such expertise cannotbe built overnight but requiresdecades of references of varioussystems, different materials and fit-for-purpose equipment, andnaturally people with decades ofexperience in material handling.This has led ROXON’s clients totrust the company with theirmulti-million projects, safe in theknowledge that they will be executed tothe highest level. ROXON can offer all ofthis to its customers — its employees areamong the best experts in the industry andare happy to help any customer with anymaterial handling related challenge.

Material flow in conveyor chutes can bementioned as an example of a typical bulkhandling problem. This sounds like a pieceof cake, but is only possible if you have theexperience and knowledge of the specificmaterial in the exact real life condition. Forexample, dry bulk material with highhumidity content in an Arctic port and sub-zero temperatures is a dangerouscombination if the supplier does not knowhow to deal with it. In addition to in-houseknowledge and experienced professionalswith decades of material handling

expertise, ROXON can also prepare DEM(discrete element modelling) simulations ofany material handling geometry, thus findingthe correct solution already in an earlydesign phase. All together, the long historyof ROXON references, repeated projectsfor the same customers and ports provethe quality of ROXON systems.

In addition to port, terminal and storageequipment, ROXON references around theBaltic Sea include a couple of shiploadersfor dry bulk. For example, in the late1990s, ROXON delivered a fixed HL700-type shiploader to Gävle port in Swedenfor lead concentrate. This year ROXONcustomer service delivered boommodernization for the very sameshiploader. Such a long timeframeillustrates both that ROXON delivered

equipment will meet therequirements of theentire life cycle and thatROXON is there forcustomers during thetotal life time of theequipment. Anotherport with a lot ofreferences underdifferent customers isport of Kotka in Finlandwith several projectsdelivered over thedecades. There areROXON belt conveyors,feeders, warehouseconveyors and HL500type moving shiploader

in the port. Most of them still in operationafter 15–25 years since delivery.

HARD-TO-HANDLE MATERIALS

Talking about challenging materials, anotherarea of speciality is fertilizer handling. It isnot only difficult in sub zero temperaturesbut being extremely corrosive, can easilybecome a safety threat in case the steelstructures lose their integrity.Corrosiveness presents another materialhandling challenge, in addition to flowcharacteristics and possible materialfreezing in cold temperatures. ROXONhas several fertilizer handling referencesaround the Baltic Sea and the latest ones inYara Uusikaupunki plant in Finland.Corrosiveness has been tackled with theright material selection — stainless steelwhen in contact with material and the rightpainting system elsewhere.

Very often port and fertilizer projectsare more or less retrofits where newconveyors are connected to old structuresand conveyors. Such projects combinedwith tight time schedules, for exampleduring the annual one-week shutdown,always require detailed installation planning,experience of similar earlier projects andexpertise. ROXON experience showssuch challenges can best be tackled throughlaser scanning of the old structures anddetailed 3D design of the new structures.Only this provides detailed enoughdrawings for installation crews to knowexactly what to dismantle and where toinstall the new structures.

ROXON can

prepare DEM

simulations of

any material

handling

geometry, thus

finding the

correct solution in

an early design

phase.

ROXON retrofit design.

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Konecranes wins repeat order for mobile harbour crane technology in TurkeyIn the third quarter of 2018, Atakaş Limanİşletmeciliği Ve Tic. A.Ş. (Atakaş PortBusiness) ordered a Model 7 portalharbour crane, making it the thirdKonecranes Gottwald crane purchasedwithin the past year. The recent contractincludes an option for another crane at alater date.

The rail-mounted portal harbour cranefor Turkey's newest port operator, AtakaşPort Business, a subsidiary of AtakaşCorporate Group, follows two rubber-tyred Konecranes Gottwald Model 7mobile harbour cranes put into operationa year ago. Starting mid-2019, the latestcrane will go to work in Iskenderun onTurkey’s southeastern coast, mainlyhandling bulk and later serving largecontainer vessels.

Vedat Ohri, General Manager of AtakaşPort: “Our aim is to provide the greatestbenefits to the Mediterranean, CentralAnatolia and Southeastern Anatolia regions.To meet our goals, we have chosen reliableand high-performance KonecranesGottwald mobile harbour crane tech nologyonce again. We started our operations withtwo flexible rubber-tyred cranes to handlevarious types of cargo, but now need rail-mounted cranes for continuous-duty bulkhandling. To enable the new crane to workon our rails, Konecranes will team itsmobile harbour crane technology with aportal exactly designed to our needs. Weare also preparing to load and unload largecontainer vessels with up to 18 rows at alater date.”

Hans-Juergen Schneider, Regional Sales

Manager of Konecranes’ Business UnitMobile Harbour Cranes, said: “We areproud that this ambitious new Turkish portoperator selected our technology rightfrom the outset and continues to opt for it,having come to appreciate its assets.”

The Model 7 portal harbour crane forAtakaş is a four-rope G HSK 7528 B crane.It provides lifting capacities of up to 125tonnes, a powerful 50-tonne grab curve formechanical grab operation and an outreachof up to 54m. The crane’s individuallydesigned portal has a clearance of 6m, thetrack gauge measuring 14m. Tocompensate for the different rail loadingsdue to the crane offset in relation to itsportal, the bogies on the quay side arefitted with eight wheels each and on theland side with six.

GG ee rr mm aa nn EE qq uu ii pp mm ee nn tt

MM aa nn uu ff aa cc tt uu rr ee rr ss

Jay Venter

PEINER Grabs - The Original

+49 5341 302 647

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Efficient division of work in timber handling with two SENNEBOGEN 730M-HD at Rettenmeier Holzindustrie

The two SENNEBOGEN E-seriesmachines fit in perfectly withRettenmeier's corporate philosophy inHirschberg: sustainability and a positiveecological balance thanks to the lowestpossible energy consumption and the useof resources in wood processing.

Due to the low average energyconsumption and the long service life ofSENNEBOGEN machines, it was possibleto meet the high requirements of the

customer Rettenmeier.At Rettenmeier, SENNEBOGEN stands

for quality: “The machines are extremelydurable and therefore very economical.This is why, in co-operation with ourcontacts at the dealer Tecklenborg, wedecided to use another 730 M-HD on thesorting line,” says Sandro Egelkraut, fleetmanager at Rettenmeier Holzfabrik GmbHin Hirschberg.

The two timber-handling machines

work in three shifts and together handle1,000 cubic metres per shift on the sortingline.

Egelkraut also attaches greatimportance to safety at work: “Since thepaths between the wooden stacks are verynarrow, the machine convinced us with itsspecial stability and manoeuvrability.Thanks to the sliding door on the side ofthe cab, entering the cab is alsocomfortable and safe for our operators”

The 730 M-HD manages even

tight turning manoeuvres

between the wood stacks flexibly

and effortlessly.

The two 730 M-HDs work together on the sorting line in three-shift operation.

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In the fourth quarter of 2018, Saqr Port, part of the RAKPORTS GROUP, ordered three Model 8 mobile harbourcranes. Therefore, two Konecranes Gottwald cranes will bedelivered in April 2019, with a third one to follow in July 2019.

Situated in Ras Al Khaimah, Saqr Port is the major bulkterminal in the Middle East and an essential pillar of theEmirate’s economy. The two new eco-efficient diesel-electriccranes, additions to the existing fleet of eleven KonecranesGottwald mobile harbour cranes, will handle inbound andoutbound bulk material including coal, limestone and clinker.

David Owen, Port Engineering Manager, Saqr Port: “Ras AlKhaimah is one of the most rapidly growing Emirates. Ourport not only plays a key role in the long-term strategy of ourEmirate, but also as a logistic backbone of the entire ArabianPeninsula. To fulfill this dual role, we have operated mobileharbour cranes from Konecranes for many years which haveproven themselves to be very efficient. The new Model 8cranes form both the next step in our partnership withKonecranes and our terminal’s performance. These largecranes will help us to sustainably boost productivity in SaqrPort.”

Dirk Stoll, Regional Sales Director of Konecranes’ BusinessUnit Mobile Harbour Cranes, said: “The United Arab Emiratesare situated in the centre of an extremely dynamic world

region. Reliable handling of bulk materials is thus crucial. Weare proud that this important customer continues to trust inour technology for its bulk operations.

“Saqr Port’s decision once again in favour of KonecranesGottwald mobile harbour crane technology confirms that ourlarge cranes perfectly meet the needs of terminal operatorswho are faced with the challenges of rapid growth,” hecontinued.

The three Model 8 mobile harbour cranes for Saqr Port arefour-rope G HMK 8410 B cranes with a powerful 63-t grabcurve in combination with the highest operating speed on themarket, resulting in the highest handling rates. For particularlyeco-efficient use, the cranes will be prepared to be hooked upto the terminal’s grid.

Konecranes Gottwald Model 8 mobile harbour cranes are in high

demand around the globe. In 2019, three will be delivered to the

United Arab Emirates where they will handle predominantly

inbound as well as outbound bulk material. The picture shows a

similar crane handling coal.

Konecranes awarded order for three large mobileharbour cranes from Ras Al Khaimah, UAE

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After successfully installing in 2014 aSL1200 at Elie peninsula in Rouen, Senaliahas ordered three new shiploaders for theGrain Terminal Grand Couronne. Thesenew shiploaders will replace shiploadersworking with jet slinger belts and willdramatically reduce dust emissions. That isan important part of Senalia’senvironmental protection plan with theadded benefit of an efficiency increase.

Senalia won the IBJ award in 2017 for

environment protection and — utilizingNeuero equipment — in 2018 for bestship loader/unloader category.

The delivery of the new shiploaders toGrand Couronne was not easy. There isno space at site for local assembly. There -fore the shiploaders were assembled at adifferent location and then shipped with aspecial heavy lift ship completelyassembled. As Neuero shiploaders arespecifically designed to fit at the site and

each shiploader is also slightly different, alot of planning is required in order to fit onsite conveyors. After assembly in Rostockport the three shiploaders were loadedwith two cranes into a special ship. NorthSea weather at this time of the yearincludes high winds and waves.

Just before Christmas, the unloaderswere carefully disembarked at the site,completing their journey. Final fittings andstart-up will be in January 2019.

3 SL1000 KIKO DSH at site.

Senalia Terminal modernization

Neuero Team in Rostock dispatching

equipment.

© 2018 Terex Corporation. Fuchs and Works For You are trademarks owned by Terex Corporation or its subsidiaries.

INNOVATION

TRADITION

ALWAYS OUT FRONT – WITH SPIRIT AND SKILLThe most successful mini excavator of its time, along with other inventions that set the standard in material handling today – all from a highly approachable company with a long history. Outstanding quality thanks to constant further development and a high degree of innovation – the solid foundation on which Fuchs has established its leading technological position worldwide. For more than 130 years, one aspect of material handling has remained constant – Fuchs. We set the standard for system solutions and customer proximity – and will continue to do so in the future.

www.terex-fuchs.com

owned by Terex trademarks and Works For You are Fuchs © 2018 Terex Corporation.

Corporation or its subsidiaries.owned by Terex

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BEUMER Group: System supplier for the bulk material industry

FROM QUARRY TO CONSUMER

BEUMER Group, based inBeckum/Germany with group companiesaround the globe, develops customizedsystem solutions that provide increasedefficiency in the bulk material industry. Theinternational group manufacturesintralogistics for conveying, loading,palletizing, packaging, sortation anddistribution technology employs about4,200 people and achieves an annualturnover of about €770 million.

BEUMER Group’s product portfolio inthe conveying technology sector includesoverland conveyors and pipe conveyors.These can be used by companies in themining industry to transport various bulkmaterials even over long distances andoften through rough terrain. Dependingon the type of conveyor and the propertiesof the material to be conveyed, angles ofinclination of up to 15° can be achieved.The throughput capacity of BEUMERGroup conveying systems is up to 10,000tonnes per hour.

These conveying systems are aneconomical alternative to truck transports,which often bridge long distances.Depending on the nature of the terrain andthe length of the route, however, thevehicles quickly reach their limits since,among other things, they need well-

developed roads and fuel. The costs ofconstruction, maintenance and possibleextensions of the infrastructure aresignificant. In addition, this impliesadditional, serious landscape changes. Theemissions caused by truck traffic are high,both with regard to toxic substances andto noise and dust. The BEUMER Groupbelt conveyors are provided withenvironmentally safe electric drives andlow-energy belts. Therefore, especially inthese times of climate change andincreasing greenhouse gas emissions theyare considered a preferred option. Thesystem supplier relies on camera-equippeddrones for the planning, projection andconstruction of these systems. Usingspecial software solutions, the expertsevaluate the aerial photographsphotogrammetrically to generate digitalterrain models.

The BEUMER Group product rangeincludes stackers and bridge reclaimers forstorage yards with so-called blending bedsystems. These stack the bulk material andguarantee a maximum blending effect.Users can also efficiently homogenize largequantities of various bulk materials andthus ensure the uniformity of the rawmaterials used.

To ensure efficient loading, BEUMERGroup also supplies shiploaders. They

consist of a fixed boom with an extendabletelescopic belt conveyor. This allows shipsto be filled efficiently. The systems are alsoequipped with a dedusting unit whichkeeps the process emission-free. Inaddition, bulk loading heads which are usedto load bulk materials into silo vehiclesquickly and without dust are available.They are designed according to thedouble-wall system. The material inlet andthe dedusting unit are separated from eachother. In order to balance out any minorpositional deviations of the vehicle, thebulk loading head can be moved laterallyduring placement. For large loadingcapacities, BEUMER Group has developedmobile loaders that adapt to the length ofthe vehicles. If open vehicles are to beloaded without dust, various telescopingloading systems are available.

When it comes to filling, palletizing andpackaging bulk materials, BEUMER Groupprovides customers with completepackaging lines. The system supplier offersthe BEUMER fillpac® filling machine invarious versions. The unique feature of thisfilling technology is that it can fill a widerange of materials, from very fine to coarsestructures with the utmost precision. Inaddition, various palletizing solutions and ahigh-performance packaging system withsophisticated features are available.

Overland conveyors often run through rough

terrain and over unstable ground.

With loading systems from

BEUMER Group, the bulk

material safely gets into the cargo

holds of ships.

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Bulk materials handling.When it comes to bulk materials handling and transportation, our customers can count on more than a century of experience in both individual machines and turnkey plants. Our proactive approach sees us investing in environment-friendly solutions. For example, our continuous ship unloaders for ocean-going vessels and river barges have an enclosed conveying route from the ship hatch to the pier conveyor. Get in touch with us: info-mh@thyssenkrupp.com www.thyssenkrupp-industrial-solutions.com

Industrial Solutions for the mining industry

Continuous ship unloaders.When it comes to bulk materials handling and transportation, our customers can count on more than a century of experience in both individual machines and turnkey plants. Our proactive approach sees us investing in environment-friendly solutions. For example, our continuous ship unloaders for ocean-going vessels and river barges have an enclosed conveying route from the ship hatch to the pier conveyor. Get in touch with us: info-mh@thyssenkrupp.com www.thyssenkrupp-industrial-solutions.com

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With a tower height of over 30 metres and a jib

length of 54 metres, the new Liebherr LHM 550

Mobile Harbour Crane is the largest at the

Euroports Terminal.

Liebherr delivers the first out of two LHM 550 to Euroports GermanyEuroports, one of the largest portinfrastructure companies in Europe,develops, operates and manages globalmaritime supply-chain solutions forinternational customers in target industrysectors. With a network of 26 portterminals in Europe and Asia, the companyhandles more than 60 million tonnes ofbulk, breakbulk, liquid and containerizedgoods.

Liebherr and Euroports have had abusiness relation for more than seven yearsand Liebherr mobile harbour cranes ofdifferent sizes have been in operation at theLeftbank of Antwerp for Euroports Belgiumin this time.

In 2018, Euroports Germany decided toopt for two LHM 550 in order to increasethe turnover at the multipurpose terminalin the Port of Rostock, Germany. One ofthe two cranes was shipped fully assembledin mid-December: the heavy load carrierMeri, from the Liebherr plant to the 500metres distant pier of Euroports.

UNIVERSAL ALL-ROUNDER

Both cranes LHM 550 come in a two-ropeconfiguration and were tailor-made toEuroports Gemany’s specific requirements.

With a maximum lifting capacity of up to144 tonnes and a maximum outreach of 54metres, the cranes will be the strongestmobile harbour cranes in the Port ofRostock. The machines will be used forvarious applications like project cargo, bulkand containers.

The difficult conditions at the Europortspier were a challenge in the configurationprocess. In order to comply with theprescribed ground pressures, Liebherr hasfound a customer-specific solution withspecially adapted double supporting pads.

ON GOOD NEIGHBOURLINESS

“We are very happy that we could now winEuroports Germany as our customer, afterwe already had a very good relationshipwith Euroports Belgium. We thank them forthe trust they have placed in us and we willsupport our neighbours in all matters,” saysAndreas Muller, Sales Director of LiebherrMobile Harbour Cranes.

“With this investment we will furtherenhance the performance of EuroportsGermany. The new cranes will enable us towork more universally and with a higherload capacity at all berths and at theterminal. We look forward to continuingour co-operation with the Liebherr team,”added Karsten Lentz, Managing Director ofEuroports Germany.

Karsten Lenz, Managing Director of Euroports Germany receives a small present from Steffen

Pohl, Managing Director of Liebherr commercial area, at the handover.

Responsible persons of Euroports, Rostock

Port and Liebherr receive the crane in the

Rostock overseas port.

www.muhr.com

RAILCAR DUMPERSL-Tec | L-high Tec

BULK LOADING SYSTEMSMVS | MBG | MBO

CSR Cascade System

Dumps up to ten railcars at the same time without a height limit. Space-saving due to the unique Muhr compact design. More flexible and more efficient.

More flexible. More efficient.

Flexicient.

The flexible and world-wide largest product range. Closed, open, combined. Of course dust-free. With individual adaption modules. More efficiency due to a reduction of operating cost by up to 50 %.

BULK LOADING TECHNOLOGIES

For more Informationplease call now:

+49 (0)8034 9072-0

Muhr GmbHGrafenstraße 2783098 Brannenburg/Germany

info@muhr.com

NEW:

CSR

Cascade

Speed

Retarder

BULK LOADING TECHNOLOGIES

BULK LOADING TECHNOLOGIES

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83098 BrannenburGrafenstraße 27Muhr GmbH

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+49 (0)8034 9072-0

please call now:e InformationFor mor

CSR Cascade SystemMVS | MBG | MBO

BULK LOADING SYSTEMS

ec | L-high TL-TTeRAILCAR DUMPERS

e flexible. MorMor

ficient.e efand morSpace-saving due to the unique Muhr compact design. MorDumps up to ten railcars at the same time without a height limit.

CSR Cascade SystemMVS | MBG | MBO

BULK LOADING SYSTEMS

ecTTeRAILCAR DUMPERS

ficiency due to a re efMorcombined. Of course dust-frThe flexible and world-wide lar

ficient.e efe flexible. Mor

Space-saving due to the unique Muhr compact design. MorDumps up to ten railcars at the same time without a height limit.

eduction of operating cost by up to 50 %.ficiency due to a ree. With individual adaption modules. combined. Of course dust-fr

oduct range. Closed, open, gest prThe flexible and world-wide lar

e flexible

info@muhr

Space-saving due to the unique Muhr compact design. MorDumps up to ten railcars at the same time without a height limit.

eduction of operating cost by up to 50 %.

83098 Brannenbur

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.cominfo@muhr

g/Germany83098 Brannenbur

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Theo Diehl, Head of Crane TechnologyIndustry Management at igus, knows craneapplications like the back of his hand. He isa specialist in all types of crane upgradesusing igus energy chains. As different ascranes are, one problem always remains:“The older the models are, the more oftentechnology is used that still works but is nolonger up-to-date in terms of cost-effectiveness,” explains Diehl. “When itcomes to cable management on cranes onetends to see old trailing cable systems, so-called festoons, which move the cables in asimilar way to a curtain rail.” There haslong been a more economical solution:energy chains that guide cables in amovable ‘chain’ made of high-performanceplastics.

Reliable, space-saving and flexiblemodernization of old cranes with energychains offers operators a whole range ofbenefits. For example, they increase thereliability of the equipment. “Withfestoons, there is a risk of loops gettingtangled up and causing expensivedowntime,” explains Diehl. “Energy chains,on the other hand, manage the cables more

reliably — even with travels of severalhundred metres.” Another advantage ofenergy chains over festoons is that theysave space. Vertically hanging cable loopscan be up to three metres long, whereasthe height of an e-chain system is just80cm. In addition, as energy chains aremodular in design, they offer moreflexibility, allowing for changes to the cablelayout or subsequent upgrading. Fibreoptic cables or hoses for hydraulic fluidscan be accommodated inside the chain, aswell as power and data cables — allsecurely held in position using interiorshelves. The crane builder also saves 10%on structural steel required toaccommodate the cable festoon. Last butnot least there are now energy chains, suchas the P4, which igus has optimized withrollers within the chain links for low-friction and energy-saving operation.When the chain runs upon itself, the upperrun rolls on the lower run. Compared tosliding friction, the rolling friction is 75%lower — which means up to 57% less drivepower and significantly reduces energycosts, especially for long travel distances.

Energy chains make the crane moreflexible for future operations. Diehltherefore states: “It make sense to saygoodbye to trailing cables and switch toenergy chain systems.”

IGUS PERFORMS PROFESSIONAL

INSTALLATION

A prerequisite for reliable and energy-efficient operation is that the energy chainsare matched to the system and installedprofessionally. This is carried out by ourinstallation team on request. “Ourqualified specialists guarantee fast anderror-free installation, which lays thefoundation for high system availability,”explains Diehl. “No matter thearchitecture of the crane or the availablespace, together with the customer we finda combination of energy chain and guidesystem that guarantees a high systemreliability.” Also upon request, igus willprovide the chain fully-assembled. The igusreadychain factory in Cologne assemblesup to 500 ready-to-install systems perweek. “Many crane manufacturers wantpre-assembled systems with cables andconnectors for faster installation. The“everything from a single source” principleoffers a time saving of at least 50%.”

MODULAR CONSTRUCTION KIT FOR CRANE

MODERNIZATION

igus provides a modular construction kitwith which 90,000 energy chains can beproduced — for different travels,accelerations, fill weights andenvironmental conditions. The energychains can reach record lengths of over600m for large container gantry cranes inports and can withstand fill weights of over90kg/m. However, the modular cablemanagement system is only one element ofsuccessful crane modernization. This ismost effective when experiencedconsultants are available, says Diehl.“Cranes are as unique as trees. There aremany special features, such as largetemperature fluctuations depending on thelocation and high vibration,” Diehl knowsfrom experience. “Here an off-the-shelfsolution does not exist, instead we designand install the system with the customer totheir exact requirements. Every craneneeds its own energy supply system.”

ENERGY CHAINS — SERVICE LIFE OF UP TO

200,000KM

igus energy chains are made of igumidpolymer, which possesses severalproperties that are ideal for harsh

How e-chains make older cranes fit for the modern age

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environments: it is durable and wear-resistant, stable in extreme temperatures,weather-resistant and withstands highcompressive and tensile loads. “For thecrane industry, these heavy-duty energychains have a service life of up to 200,000kilometres,” says Diehl. “This correspondsto an average service life of ten to twelveyears, during which hardly any maintenancework is required.” A crane system inXiamen (southern China) is evidence ofthis long-life. There, the energy chains arestill fully-functional, even after 15 yearsunder the tropical sun. In contrast, aninferior polymer would quickly deteriorateand crumble.

The igumid material has been subjectedto rigorous stress tests by igus in itsclimatic chamber. At temperaturesbetween –40°C and +120°C, no changes inthe mechanical properties were detected.

EMBEDDED SENSORS CONNECT ENERGY

CHAINS TO THE INTERNET OF THINGS

The Internet of Things plays an importantrole in modernization. By embeddingsensors and linking them to monitoringmodules, igus enables customer IT systemsto network with its energy chains. Thesensors measure the push-pull forces,accelerations and ambient temperature of

the energy chain, then transmit the datacontinuously to the monitoring modules toascertain the condition of the system. If afault occurs (e.g. due to foreign objects inthe chain), the system shuts downautomatically to prevent cable breakageand further, more expensive, damage.“Continuous monitoring extends theservice life of the crane and ensures amore economical operation,” explainsDiehl. “In times of rising cost pressure,these intelligent energy chains increasecompetitiveness in almost all sectors of theindustry. The investment in sensors andmonitoring modules pays for itself quickly.”

ABOUT IGUS

igus GmbH is a global manufacturer ofenergy chain systems and polymer plainbearings. The Cologne-based familybusiness has offices in 35 countries andemploys 3,800 people around the world.In 2017, igus generated a turnover of €690million with motion plastics, plasticcomponents for moving applications. igusoperates the largest test laboratories andfactories in its sector to offer customersquick turnaround times on innovativeproducts and solutions tailored to theirneeds.

ROPE GRABSMOTOR GRABS

HYDRAULIC GRABSin all executions for each handlingThe perfect grabs with unbeatable handlingThe most economic solution in grab construction

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The award by Sinoma of several orders forNigeria and Senegal to companies of theAUMUND Group has consolidatedAUMUND’s position on the Africancontinent. Working closely with SinomaNanjing NDI, AUMUND Beijing will supplymore than a dozen machines to countriesin Africa by 2020. Another of theAUMUND Group companies, SCHADELagertechnik, won the order to supplyseveral machines for two Dangote projectsin Nigeria.

For each of the two 6,000tpd (tonnesper day) plants, Dangote Obajana Line 5and Okpella, AUMUND will supply threebelt bucket elevators with a capacity of660tph (tonnes per hour) to convey rawmeal, and to feed raw meal to thepreheater towers at 520tph. Three furtherAUMUND belt bucket elevators with acapacity of 480tph will convey cement tothe silos. An AUMUND pan conveyor witha weighing scale mechanism and a capacityof 500tph, running from the coolers to theclinker silos, and three further AUMUND

pan conveyors under the clinker silo, roundoff this comprehensive machinery package.

SCHADE also won orders for theseplants, a stacker with a capacity of 3,500tphfor Obajana and another at 2,160tph forOkpella, as well as a portal reclaimer tooperate at 800tph in the limestone storageof each plant. Additional stockyardequipment completes the supply package.

For each of the Dangote projects Apapaand Onne Clinker Export & GypsumImport Terminal, AUMUND Beijing willsupply a double bucket elevator to conveyclinker to the silos at a capacity of1,200tph, and several other chain bucketelevators. Those to convey gypsum to thebunkers will have a capacity of 720tph atApapa and 480tph at Onne. Two 1600Series Samson® material feeders with ahandling capacity of 400tph of clinker, twoAUMUND telescopic chutes and two truckloaders for clinker will also be supplied toeach terminal.

As a further outcome of the successfulworking relationship with Sinoma,

AUMUND has received an order to supplya belt bucket elevator with a capacity of300tph to convey cement to the new silo atthe Dangote Cement Senegal ExpansionProject.

AUMUND has partnered with Sinomaover the past 20 years to supply numerouskey conveying technology components forDangote projects all over Africa, amongothers for Ibese lines 1–4 and Obajana lines3–5 in Nigeria. AUMUND belt bucketelevators to convey raw meal to silos andpreheater towers, pan conveyors to conveyclinker from coolers to silos and for silodischarge under the coolers, are some ofthe major AUMUND products to be foundin these cement plants.

Dangote Cement prides itself on beingthe foremost cement producer in Africa,with plants in ten countries on thecontinent, with a total production capacityof 45.6mt (million tonnes) and more than24,000 employees. The Obajana, Ibese andGboko plants alone produce around 30million tonnes of cement per year.

Dangote Cement relies on AUMUND Group conveying and storage technology

Jordan is building its first oil shale power stationin Attarat, 50 kilometres east of Al Qatranah. Assoon as the two 235MW plant units arecommissioned, AUMUND technology will alsobe in operation here. Working closely withWorleyParsons Beijing and Guangdong PowerEngineering Co. Ltd., AUMUND Chinadeveloped the technical conveying solution forthis project, which is currently the largest in theprivate sector in Jordan.

The engineering, procurement andconstruction are the responsibility ofGuangdong Power, which awarded AUMUNDChina the order to supply four AUMUNDBucket Apron Conveyors type BZB, with platewidths of 1,600mm, and lengths of 69m, as wellas four AUMUND central chain bucketelevators type BWZ at 53m high. The conveyingcapacities of each machine can reach 375tph,and the bulk material is bottom ash attemperatures of up to 350°C.

“The bottom ash is very fine, and spillage canoften occur. This is the reason the customerchose AUMUND bucket apron conveyors, asthese minimize loss of material. Two AUMUNDbucket apron conveyors and two AUMUNDbucket elevators will operate in each of the twogenerating units. Our scope of supply alsoincludes items such as steelwork, electricalengineering and sensors,” explains HenningRath, Technical Director at AUMUND China.The installation of the AUMUND machines isplanned for the end of 2019.

AUMUND bucket apron conveyor type BZB

(example, photo AUMUND).

First oil shale power plant in Jordan trusts in AUMUND technology

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The successful partnership betweenAUMUND France and AUMUND Chinahas resulted in large orders for AUMUNDin Algeria for two new cement plants atZahana and Bechar. Decades of customersupport, in particular strong after-salesservice by AUMUND France in Algeria, aswell as the close relationship of AUMUNDChina to the Sinoma Group, haveculminated in this achievement.

The two orders together comprise 26belt and chain bucket elevators, two bucketapron conveyors, ten pan conveyors andten drag chain conveyors.

The Société des Ciments de Zahana(SCIZ) plant, which has a capacity of4,500tpd, is near Oran, around 450km fromthe capital Algiers. Here three chain bucketelevators with centre distances rangingfrom 22.5 to 34.9m, and capacities from 50to 220tph, will be used to convey cementand clinker. Eleven belt bucket elevators(cc 22.5–116.1m) will convey raw meal,cement and clinker with capacities between190 and 680tph. The AUMUND bucketapron conveyor with a centre distance of

61.1m and a capacity of 360tph will join thefive AUMUND Pan Conveyors (cc18.3–106.8m, capacity 300–360tph) inconveying clinker. The ten AUMUND dragchain conveyors with centre distancesbetween 6.1 and 33.8m will be used inclinker dust extraction and are designed forconveying capacities from 15 to 80tph.

The second order for Algeria, for theBechar cement plant, was placed by CBMIto AUMUND Beijing with support fromAUMUND France. This plant has a capacityof 3,200tpd and will operate 15 AUMUNDbelt and chain bucket elevators, fiveAUMUND pan conveyors and anAUMUND bucket apron conveyor for itsbulk materials handling. The bucketelevators with their centre distancesranging from 11 to 102.9m will convey rawmeal, cement and clinker with capacitiesfrom 70 to 480tph. The five pan conveyors,with centre distances from 22.2 to 89.8m,will convey their loads at up to 480tph. TheAUMUND bucket apron conveyor inBechar (centre distance 88.5m, capacity200tph) will also convey clinker.

ABOUT THE AUMUND GROUP

The AUMUND Group is active worldwide.The conveying and storage specialists havespecial expertise at their disposal whendealing with bulk materials. With their highdegree of individuality, both its technicallysophisticated as well as innovative productshave contributed to the AUMUND Grouptoday being a market leader in many areasof conveying and storage technology. Themanufacturing companies AUMUNDFördertechnik GmbH (Rheinberg,Germany), SCHADE Lagertechnik GmbH(Gelsenkirchen, Germany), SAMSONMaterials Handling Ltd. (Ely, England), aswell as AUMUND Group Field ServiceGmbH and AUMUND Logistic GmbH(Rheinberg, Germany) are consolidatedunder the umbrella of the AUMUNDGroup.

The global conveying and storagetechnology business is spearheadedthrough a total of 15 locations in Asia,Europe, North and South America and atotal of five warehouses in Germany, USA,Brazil, Hong Kong and Saudi Arabia.

AUMUND supplies full clinker conveying equipment to cement plants in Algeria

Example application of an AUMUND

drag chain conveyor, type LOUISE, in a

cement plant (photo AUMUND).

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Martens en Van Oord (MvO) is ensuringlower maintenance costs with theKinshofer C40HPX re-handling bucketfrom Rigter Handelsonderneming B.V.

Since its founding in 1986, Martens enVan Oord has become a prominentcompany in road and waterwayconstruction in the Netherlands, andspecializes in civil engineering. Smartlogistics and efficient deployment ofconstruction aggregates have been keyfactors since the beginning.

The company’s search for a newre-handling clamshell bucket resulted in aKinshofer C40HPX with a capacity of 2,500litres. “With this type of re-handling bucketwe expect to be able to work moreefficiently with lower maintenance costs.The great thing about this bucket is thatyou can easily change the shells duringmaintenance or for products with adifferent specific gravity,” says Tobias vanOord (Material Director at Martens en VanOord). If re-handlers want to handle largeamounts of material at industrial orharbour sites, choosing the rightattachment for the job depends greatly onthe kind of the grainy or bulky materialthey want to grab. Therefore, on mostworksites, classical grabbing devices such asthe clamshell buckets are still first choice.Attached to an excavator, their mobilityand universality makes them especiallyattractive. These clamshell buckets can be

acquired from the one-stop-shop ofKinshofer’s, one of the world’s pre-eminentmanufacturers of high-quality attachmentsfor excavators.

In the last two decades, Kinshofer hasdeveloped re-handling clamshell buckets(C-Series) for excavators and carriers withan operating weight from 18 tonnes up to

100 tonnes. The most outstandingtechnical highlight among them is theC40HPX, a re-handling clamshell bucket forexcavators with up to 40 tonnes’ operatingweight — with shells driven by Kinshofer’srevolutionary extra compact HPXdrive,providing an absolutely constant movementforce for all the opening and closingprocesses. With the HPXdrive for carriersup to 40t/88000 lbs the torque is generatedby two pistons, which run opposed andhave four helix threads. The force isdelivered to two shafts, on which the shellsare mounted. These advantages of theHPXdrive-technology provide an extendedservice life and higher efficiency. Thismeans a vast lifespan extension comparedwith conventional cylinder grabs, resultingin extremely low cost of ownership.

All this with just an absolute minimumof maintenance needed: there are nogreasing points, as the interior parts of theHPXdrive run in the oil of the hydrauliccircuit. Low maintenance means lessdowntime.

The long life of the C40HPX is ensured

Low maintenance: re-handling clamshell bucket C40HPX from Kinshofer

The HPXdrive opens and

closes the two shells not only

synchronously, but with an

absolutely constant force,

from the very beginning to

the end of the cycle. The

integrated rotator provides

agility. Underwater

operations are no problem

for the HPXdrive.

ENG

INEER

ING

& EQ

UIP

MEN

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thanks to the use of HB 500 steel in themanufacture of cutting edges. The shellback walls (8mm/0.31in, HB 500) also resisthighly abrasive materials. The shafts arehardened. Bearing points have highstrength bronze bearings. The integratedrotation has sophisticated features: swiveland bevel are sealed, rotary feedthroughand motor are accessible directly, and anintegrated non-return valve guarantees asecure retention of the load. Due to wear-resistant closed shells, the clamshell re-handling buckets are ideal for very fine-grained loads like cereals.

The excellent digging characteristics thatthe owners like when doing their jobs makethe difference: they are the result of the highand absolutely constant closing force.Thanks to this constant force, the C40HPXis not only ideal for daily works, but also fordifficult tasks. The HPXdrive and itsintegrated rotation form a very compactunit with absolutely no protrudingcomponents like cylinders. The unit iswater proof and can thus be used for under -water operations as no oil can leak. Thetorsion-resistant shells feature an optimalloading due to the high volume, and precisepositioning is provided by the integratedrotation with sturdy slewing ring.

The C40HPX is available with open or

closed shells that are mainly used forhandling cereals, coal or other dustymaterial. Interesting too: exchangeableshells are mounted to the well shaft. Thereare different shell sizes available.

Kinshofer’s experience of almost 50years plus its strict commitment topremium quality result in extremely robustand reliable tools for rough and high-wearjobs. DCi

POWERFUL BRAKING

info@sibre.de | www.sibre.de

SAFETY IN PORT OPERATIONBrakes, Couplings and Components

SIBRE Siegerland Bremsen GmbHAuf der Stücke 1 - 5

35708 Haiger - (Germany)

idee

graf

ik.d

e

Down to the last detail designed for heavy duty

and an extra-long lifetime: In a hard-wearing

offshore sand job in Holland, a hard seawater jet

washes sand out of the robust re-handling

clamshell buckets after every unloading — and,

at the same time, acts like a sandblaster.

I N D E X O F A D V E R T I S E R S

Company Page Company Page

Neuero Industrietechnik GmbH Inside Back Cover

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ROXON/Nepean Conveyors Oy 69

RULMECA HOLDING S.P.A. 9

SENNEBOGEN Maschinenfabrik GmbH Front Cover

Sept-Îles Port Authority 7

Shi.E.L.D. Services srl 19

SIBRE - Siegerland Bremsen GmbH 87

Sumitomo Heavy Industries Material Handling Systems Co., Ltd.65

Superior Industries, Inc. 45

Terex Deutschland GmbH 77

The Wolfson Centre for Bulk Solids Handling Technology 42

thyssenkrupp Industrial Solutions AG 79

Van Beek 39

Verstegen Grijpers BV 29

VIGAN 66

Associated Terminals Inside Front Cover

Achenbach GmbH Metalltechnik 74

BEUMER Group GmbH & Co KG 41

Cimbria Unigrain A/S 56

Cleveland Cascades Ltd 3

Coaltrans Conferences Ltd 36

Conductix-Wampfler 51

Damen Shipyards Gorinchem 31

DCL, Incorporated 47

E-Crane World Wide / E-Crane International USA 55

Fednav Ltd 15

Getriebebau NORD GmbH & Co. KG 5

IHI Transport Machinery Co., Ltd. (IUK) Back Cover

Indexator Rotator Systems AB 49

Jotun A/S 21

Listenow GmbH & Co. 83

Mack Manufacturing Inc 37

Maschinen und Mühlenbau Erhard Muhr GmbH 81

MRS Greifer GmbH 83

www.drycargomag.com

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