Cargo Handling - Bulk Materials International



Cargo Handling - Bulk Materials International
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Page 1
Wisbech into scrap
The first vessel for over a decade recently docked at the UK
Port of Wisbech to collect the
first of a regular cargo of scrap
metal bound for Pasajes in
Northern Spain. Having discharged a load of sugar beet,
BRANDARIS left Berwick-onTweed to collect its Norfolk
shipment, arranged by local
company Glazewing.
At the heart of this operation are two Sennebogen
Greenline material handlers.
Working alongside an 825
machine is a new 835M, purchased through Sennebogen’s
UK distributor EH Hassell,
that loads the scrap metal
from the dockside directly
into the hold of the vessel.
The Port of Wisbech has started handling ships again with
the help of two Sennebogen material handlers
The 835M is the fourth
Greenline machine that
Glazewing has purchased
from Hassell in the last 14
months. It has been supplied
with a hydraulically-adjustable, air-conditioned cabin,
which provides the operator
with all-round visibility to
load safely and efficiently
from an elevated position.
Operating on solid rubber
tyres, Glazewing’s 835M is
equipped with a type K17
materials handling boom consisting of a 9.7m boom and a
7.8m stick. It is equipped with
automatic central lubrication
and is powered by a 200 kW
Deutz BF6M 1013 FC watercooled engine, instead of the
standard 166 kW engine.
“Using Wisbech to export
scrap metal for reprocessing
is an exciting new venture for
us,” said Glazewing managing director David Grief. “It
eliminates long journeys up to
the Humber ports where the
shipments have traditionally
been handled.” The company
is hoping to export around
Major upgrade for Westshore
A C$45M equipment upgrade
for Westshore Terminals,
Canada’s leading coal export
facility, is underway to boost
annual throuthput capacity by
5 mt to 29 mtpa. “Our terminal will become more productive and efficient as we remove a major bottleneck on
our site,” says Denis Horgan,
Westshore’s vice president
and general manager. “Waiting and unloading times for
trains will be reduced and ship
loading time for vessels will
also improve.”
Major purchases in the upgrade project will include a new
stacker/reclaimer, bringing to
four the number servicing the
53 hectare (133 acre) site. Additional conveyor lines will
transfer coal from the railcar
dumpers to the stockpile area
via the new stacker/reclaimer,
which will share the track with
an existing stacker/reclaimer
and together they will service
the north side of the site.
One of two barrels of
Westshore’s twin rotary coal
car dumper will be retrofitted
to allow it to handle the
shorter aluminum coal cars
now used by the major railways servicing the terminal. A
similar retrofit was completed
on the other barrel in 1998.
Westshore last went through
a major upgrade in 1991 when
a new single rotary coal car
dumper was added alongside
the existing tandem dumper.
This latest equipment upgrade requires no increase in
the size of the terminal area on
land or on water. Last year, the
company added a new C$4.2M
dozer trap system, which increased capacity by 0.5 mtpa
and added to site flexibility. A
C$1M CAT D10-T dozer was
part of that project.
The upgrade will take just
over two years to complete.
Work in the field will begin
next May, with the installation
of the new conveyor systems.
Preparations for the retrofit of
the dumper barrel are expected to begin in January,
2008 in a carefully managed
shutdown. Meanwhile, it is
planned that stacker/reclaimer
assembly will begin mid-2008
and the equipment should be
commissioned by the spring
of 2009. Bid packages for the
C$15-$20M coal handling
machine are expected to be
out by the end of 2006.
In other associated work,
the existing 72in belt conveyor will be upgraded to 84in
and a transfer point currently
below grade will be raised
above ground to overcome operational problems, including
occasional flooding.
Westshore recently negotiated an extension of its longterm lease to operate at
Roberts Bank through the
Vancouver Port Authority.
The new agreement extends
the lease until the end of 2026
and gives Westshore the right
to a further 20 year extension.
Weser for
Spain-based materials handling engineering and technology group TAIM-TFG recently completed the takeover
of Weser Engineering GmbH,
the German subsidiary of the
Spanish naval construction
group Izar. According to
TAIM-TFG, the deal will allow it to increase its turnover
by 20%, increase its presence
in Central Europe and adds
further to its technological capacity and know-how.
Izar was put into liquidation in June 2005 and the
Spanish shipbuilding industry
has been undergoing a difficult reconstruction, with Izar’s
military and civil yards being
separated and further state aid
being capped. The deal to acquire Weser was approved in
May by SEPI, the Spanish
holding company for state
shares in companies and by
CCP, the Consultative Council for Privatisation.
Weser, an industrial plant
building and engineering company, trades worldwide in the
mining, iron and steel, cement,
power and environment sectors
with bulk solids handling being the main activity. It has
E20M of orders booked until
2008 and a further E90M is
under negotiation. Weser will
continue to operate with full
autonomy, but under the global
strategy of TAIM TFG.
EWS fined £4.1M
Bedeschi cement action
Canadian grain merger
Lambert expansion
K-Line/EDF deal
Big suppliers keep busy 6
Eastern Baltic port review6
D-I-Y move by Silvinit
Log stacker options
Shiploaders of all sizes 12
Self-help goes a long way13
Driving conveyors ahead 16
Meeting silo challenges 17
Unlocking Serbian rivers19
Aerial shot of two Gottwald HSK portal harbour cranes
on pontoons discharging coal at Shipyard River Terminal
in the Port of Charleston, USA. The HSK 330 EGs are
Generation 4 cranes that were sold in 2005 and went
into operation this past summer. As previously reported,
the crane rails on the pontoons are curved up fore and aft
to prevent trimming
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Page 2
Antwerp E-Crane
Indusign NV recently supplied a new E-Crane balance
crane to Antwerp agri-bulk
stevedore and logistic services provider Schelde-Natie,
located at the Cargill Dock.
In October the 1000-series E-Crane, with an
outreach of just 32m, was
required to handle a Panamax vessel that arrived
with a cargo of rapeseed for
Cargill. Further complicating things for Schelde-Natie,
space on the dock is limited
and the crane rails extend
just 200m.
Prior to the ship calling,
E-Crane engineers and
Schelde-Natie discussed in
detail how to handle it and
extensive use was made of
3D simulations to define the
best mooring position and to
optimise the unloading sequence.
Mooring operations went
smoothly and according to
plan. The 24/24 unloading
operations and 2000t were
offloaded in the first six
hours of the crane operation.
Schelde-Natie is a market
leader in Belgium for quality control of grain and grain
derivates and provides “one
stop shop” marine services
to Cargill in Antwerp.
Steinert opens up
EWS handed £4.1M fine
British rail freight operator
EWS has been fined £4.1M
(€6M) by the Office of the
Rail Regulator (ORR), following complaints about anticompetitive behaviour made
by Enron Coal Services in
2001 and Freightliner Heavy
Haul (FHH) in 2002.
FHH was set up by container haulier Freightliner to
compete in the bulk haul markets that EWS had taken over
from BR, while EWS was already beginning to chip away
at Freightliner’s core business
with container shipping lines.
The ORR said that EWS
contract terms had the effect
of excluding competitors from
the market for coal haulage. It
also said it had pursued “discriminatory and predatory”
pricing practices in the same
market, in infringement of
Chapter II of the Competition
Act 1998 and A82 of the
Treaty of Rome.
EWS said it accepted the
ORR’s decision and added
that since 2001 it has put management procedures in place
to ensure compliance with
competition laws. Implying
that the fine might otherwise
EWS said it accepted the fine and that it had introduced
procedures in 2001 to ensure compliance with competition rules
have been higher, the ORR
said the £4M penalty reflected
the fact that EWS had accepted its judgment.
A fine had been “on the
cards” since May 2004 when
the ORR ruled that it was
“minded” to make an infringement decision. It then received
detailed representations from
EWS in response to that notice.
Rail-borne,coal traffic has
continued to grow in Britain
and EWS now competes with
FHH and GB Railfreight, the
most recent entrant in this sector with a contract awarded
earlier this year to move im-
ported coal from the Port of
Tyne to Drax. EWS, which
organises its coal deliveries to
power generators under the
EWS Energy banner, still has
the biggest share and operates
some 700 coal trans/week.
It has begun a programme
of work with Network Rail to
increase the length of coal
trains from Scotland to Yorkshire from 21 type HTA cars to
23 by early 2007, to be followed next summer by 46-car
trains (750m trailing length).
These will operate at 75 mph
and carry up to 4000t of coal.
A similar EWS Energy train
already runs daily between Carlisle and York.
Meanwhile, EWS Industrial, the EWS division moving heavy materials for British industry, is able to haul
more steel slabs per train for
Corus between Port Talbot
and Newport in South Wales.
Modifications to the loading of the wagons have enabled up to 18t more product
to be conveyed per wagon, an
increase of 25%. Overall, each
train will be able to haul an
extra 500t of steel slab.
Elsewhere, EWS Construction, the newly-created, dedicated rail freight operator for
the construction and waste industries, has got off to a flying
start with a long term haulage
contract from WBB Minerals
and the arrival of new high capacity wagons. The deal will
see EWS move silica sand
from Norfolk to Yorkshire for
WBB, as well as other services to Ayr-shire. Although
WBB has been a long term
user of rail, EWS has outlined
a revised way of operating
these services, resulting in a
new road/rail transport package that enables an extra
120,000t to be transferred
from road to rail, with EWS
also providing road haulage
for the final leg of the journey.
India to redevelop Puducherry
Steinert GmbH, the German
designer and manufacturer of
magnetic separators, filters
and sorting systems, has unveiled a new X-ray sorting
system, suitable for a wide
range of applications with organic or inorganic substances,
light and heavy metals, PVC,
other plastics and normal or
high-temperature glass.
At its recent “Open Day,”
held to coincide with the
Entsorga-Enteco Fair, Steinert
demonstrated to more than 300
trade visitors, including 60
from Japan and Taiwan, the
ability of the XSS X-ray sorting system to separate light
Various separators, filters
and sorting systems were
metals from a composite of
metals, for example in the extraction of aluminium from a
copper-rich mixture, for which
sink-float separation systems
are still the usual option.
Another new product demonstrated was the NES 250,
an eddy current separator for
non-ferrous metals with a
working width of 2.5m that,
claims Steinert, makes it the
largest in the world today,
with a throughput of around
130 m3/hour.
Bangalore-based Subhash
Projects & Marketing has won
a Rs.21B (US$467M) contract
to redevelop Puducherry
(Pondicherry) port in collaboration with Delhi-based Om
Metals Infraprojects.
The project involves converting the shallow port on the
southern Puducherry coast into
a deepwater facility to handle
large ships carrying general,
bulk and liquid cargo.
Pondicherry Port Ltd, a
50:50 joint venture of Subash
and Om Metals, has won the
30-year concession and will execute the project in four phases.
UK-based port consultant
Halcrow prepared the project
report. “When completed by
2014, it will have three berths
for general, bulk and liquid
cargo and a cruise terminal,
providing employment to about
10,000 people,” Subhash group
chairman Anil Sethi said.
Located between Chennai
and Tuticorin in Tamil Nadu
state, the port will boost trade
from India’s east coast. The first
berth is expected to become
operational in 2010.
As the other southern ports
are expected to face capacity
constraints over the next eight
years in handling major commodities, Puducherry port is
being expanded to fill the gap.
“The expanded port with
support facilities will benefit
the trading community, especially exporters and importers,
as the port is well connected
by road and rail networks,”
Sethi said.
“The port will be mainly
accessible to industrial cities
such as Salem, Erode, Tiruppur,
Coimbatore and Madurai in
India as well as Sri Lanka, Singapore and Malaysia,” he
“As one of the fastest growing economies in the region,
New Edmonton
grain terminal
Canadian National Railway
(CNR) has opened a container loading facility for high
value grains and grain products, pulse crops and oilseeds
in Edmonton, Alberta. The
new facility is capable of
loading grain directly from
farm trucks to containers for
shipment by rail to the Port
of Vancouver (BC), USWC
ports and, from next autumn,
to the new Fairview container
terminal at the Port of Prince
Traditionally, Western
Canadian farmers have
moved their grain in boxcars
and, today, in 100t hopper
cars. However, markets are
becoming more diverse and
specialised and since many
buyers, particularly in Asia,
require only small lots of
specialty grains, mustard
seed and oilseeds, marine
containers are attracting increasing attention.
Containers provide farmers with the ability to segregate their higher value prod-
India’s exposure to the Bay of
Bengal and Arabian Sea makes
it strategic to the transit demands of Europe and Asia. We
have locational advantage in
transhipment,” Sethi said.
The Subhash group handles
turnkey projects in infrastructure development and engineering consultancy and services.
Om Metals has diverse businesses, including turnkey contracts for hydro-mechanical
equipment and fabrication of
gates for irrigation projects.
ucts and keep them separate
from lower value shipments
such as bulk grains and
oilseeds, thereby ensuring
higher prices. In addition,
shippers are also able to
meet customer requirements
for product identification,
which is becoming particularly important for human
food products such as organic and GMO grains.
Containers also make it possible for farmers to market
their products on a just-intime basis, adding further
value to the product.
James Foote, CNR’s
EVP, sales and marketing,
said the new facility will
make it possible for shippers
to obtain a single rate quote
from the “home farm to the
final market in Asia.” This,
he said, will allow farmers
on the Prairies to capture
“new and higher return markets.” It is expected that the
C$4M facility will handle
about 20,000 ISO containers
BMI November/December 2006
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Page 3
Bedeschi cement action
Italy-based Bedeschi has reported a
number of recent contract awards. In
the first place, it has won its fourth
contract from Arabian Cement Company Ltd (ACC) in Saudi Arabia, to
supply ACC’s Rabigh plant with a
sixth expansion line. The scope of
supply includes one type STK 24/
1000 stacker and one type PAL T
160/30, 5+4 reclaimer for clay with
a nominal capacity of 400-450 tph,
together with one type STK 16,5/
800 stacker and one type type PAL
T 100/22+4 reclaimer for sandstone
with a nominal capacity of 200 tph.
The machines will be delivered in
May 2007.
Bedeschi America has been
awarded a contract by Fuller Inc for
Ash Groove Moapa plant for a new
clay crushing unit. The plant includes
a box feeder type CNA and a crusher
type RL with a production capacity
up to 900 tph of sticky clay, with
moisture content up to 27%. The
plant will be delivered next June.
In July Bedeschi was awarded a
contract by IHI for a series of machines for the new cement factory of
Bim Son Cement Plant in Vietnam.
The machines will be delivered in
July 2007 and commissioning is
scheduled for the end of 2007.
The scope of supply covers all the
machinery and plant required for
handling the raw materials: a circular storage system for limestone with
a total stacking volume of 47,000t
and a storage diameter of 86m. The
nominal storage production rate is
1400 tph (1680 tph) and reclaim rate
is 800 tph; a type STK 24/1400 longitudinal stacker with a nominal capacity of 1400 tph and a type PAL T
200/40 frontal reclaimer rated at 550
tph; the coal storage system with a
static storage capacity of 12,000t,
stacking and reclaiming at 200 tph
and 150 tph and with a mobile and
reversible 200 tph belt conveyor; a
150 tph, Pal F 100/22 lateral scraper;
a clay storage: storage system with
belt conveyor stacking bridge type
“stkp” and reclaiming with a Bel C
excavator; a 300-330 tph STKP 25/
800 stacking bridge and a 150 tph
Bel C reclaimer.
Also in July, River Cement, a
subsidiary of Buzzi Unicem USA,
awarded Bedeschi America a contract for the supply for the expansion
project of its River 7000 mtpd plant,
including: a crushing unit for clay
and additives complete with one hopper to receive the material unloaded
from trucks; a CNA 10/2000 metal
apron feeder; a VD 2000 disk type
screen; and a type RL 850/2000 double roller crusher.
The clay storage and reclaiming
system will comprise a BEL F-R
130/14 pusher type reclaimer, a
CNSD 8/2200 AW metal apron
feeder, located under the pile at the
discharging end of the reclaimer and
a limestone storage and reclaiming
system based on a type STKR 23/
1400 slewing and luffing stacker and
a type PAL T 200/37 slewing frontal
stacker with rake. The plant is scheduled to be delivered in March 2007.
In its home Italian market,
Bedeschi has been appointed by
Coeclerici Logistics to install a coal
conveying system for a plant in India. The scope of supply inclides two
50 m3 coal receiving hoppers with
rubber extractors able to feed 1200
tph of coal to the loading belt system. Bedeschi will also supply a type
SHL 1600 shiploader with a nominal capacity of 2000 tph and type
CNG 10/1600 box feeders. The
BMI November/December 2006
equipment is due to be delivered next
Bedeschi recently completed a
project for Officine Meccaniche di
Ponzano Veneto SpA covering the
engineering, design and supply of
two complete crushers with RLI 450/
1500 toothed cylinders complete
with NM 1,5/1000 metallic belts.
The material to be crushed is a mixture of clay, limestone including reinforced concrete.
Bedeschi is also working on an
order from Loesche GmbH, Ger-
many to supply receiving, grinding
and distribution equipment for a cement plant being built for Ha Tien 1
Cement Company in Ho Chi Minh
City. Finally,
Adoçim Çimento Beton San Ve
Ticaret AS has awarded Bedeschi the
contract for the engineering design,
supply and erection of a new longitudinal storage for limestone.
The contract for the Bim Son
Cement Plant in Vietnam includes
a large circular storage system
The mark of efficiency
Tel. +358 13 252 5500 Fax +358 13 252 5555
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Page 4
Canada’s Competition Bureau
has said it will study a proposed
merger between the country’s
two largest grain handlers after Saskatchewan Wheat Pool
(SWP) made a hostile bid for
Agricore United. If the bureau
lets the takeover proceed the
new company would own more
than half of Western Canada’s
grain handling capacity.
Farm groups and provincial
politicians in Western Canada
have expressed concern that it
would reduce the level of competition for grain farmers on the
Prairies and at export facilities
in Vancouver and Thunder Bay.
Mayo Schmidt, president
and CEO of SWP, said the
combined operations of the two
firms would provide the scale
and scope of operations necessary to “enhance Western
Canada’s position in a global
“We believe that our complementary strengths would
result in enormous advantages
for customers and shareholders
alike. This is an exciting opportunity to address chronic overcapacity in the industry and
bring new efficiencies to western Canadian agriculture,”
Schmidt said.
The SWP proposal includes both cash and stocks
valued at more than C$580M.
Both SWP and Agricore are
mainly farmer-owned cooperatives, but Agricore is partly
owned by US-based Archer
Daniels Midland.
Compact is “cutting it” TDP builds own
Mastenbroek, the UK-based
trencher specialist, recently
launched a new concept in
trenching machines designated the HRT (Hard-Rock
Trencher) in which the machine operates with the
trenching done at the front
rather than trailing behind the
machine. The geometry of this
arrangement means that the
weight of machine is no
longer as important in relation
to the size of trench and, therefore, trenching will become
more efficient with smaller
more economical machines
and less fuel consumed.
Mastenbroek selected
Hägglunds’ compact motor
type CA140 to replace the
crankshaft type hydraulic motors that are normally used to
drive the trencher’s cutter. The
cutting head, which is designed
within a dynamic boom arrangement, consists of the front
drive sprocket of an endless
chain, fitted with picks, sandwiched between two side cutters also having picks. The
boom, once the initial cut is
made, cuts from bottom to the
top with spoil carried like a
conveyor by the endless chain
up through the centre of the
grain terminal
A large crankshaft type motor weighing 790 kg next to the
replacement Hägglunds compact motor weighing 232 kg, both
with same displacement of 4.4 litre/rev but with big differences
not only in size but also in performance, claims Hägglunds
machine and deposited at the
side of the trench.
During the original discussions between Mastenbroek
and Hägglunds, one of the
main requirements identified
was to have the ability to operate in extremes of climate
both hot and cold. Hägglunds
spent some time validating
this in its laboratory in Sweden and compared results with
tests on traditional crank case
type motors.
In addition to climatic performance, says Hägglunds,
the compact motors are
smaller and lighter and, due to
their high overall efficiency,
there was much less heat build
up in the hydraulic system.
This means lower system operating temperature, resulting
in higher fluid viscosity and
therefore improved performance and life to the entire system. The 98% torque efficiency of the compact motor
also claimed to improve the
actual force available at the
picks so improving basic cutting performance and bringing
savings in fuel consumption
of the machine.
More freight off the roads
The vessel RADESFORDE recently discharged 3400t of
soda ash at Associated British
Ports (ABP)’s Port of Ipswich,
marking the start of a new,
term agreement between ABP
and Solvay Chemicals International that, says ABP, will
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The new contract will see 100,000 tpa removed from the
roads, says ABP Ipswich
remove more than 100,000
lorry miles from Britain’s
roads annually.
ABP Ipswich will discharge thousands of tonnes of
soda ash for Solvay over the
next three years, complementing Solvay’s current delivery operation from its
processing facility in northwest England. ABP has purchased one loading shovel (a
Terex Fuchs ML 380) and one
elevating conveyor belt to
load Solvay’s road tankers
with soda ash at the port.
“Our investment in new
handling equipment demonstrates ABP’s commitment not
only to building new customer
relationships but also to promoting the sustainable transport of freight through shortsea shipping,” said Alastair
MacFarlane, port manager for
ABP East Anglia.
Dnipropetrovsk-based TD
Privat (TDP), one of
Ukraine’s largest grain traders, has started construction
of its own grain terminal
which will have over 2 mta
handling capacity and
125,000 tpa one-time storage capacity at the Ukrainian port of Yuzhny. The company plans to invest around
€19M in the project.
According to TDP commercial manager Mikhail
Yegorov, commissioning of
Phase 1 of the terminal,
scheduled for August-September 2007, will enable the
company to increase its grain
exports to 1 mtpa by 2008.
Local experts believe that
the construction of the termi-
nal will enhance the company’s position in the market.
“Construction of its own terminal will help Privat reduce
handling costs from US$56 to US$2.5-3/t,” Sergey
Rogoza, commercial manager of Sevastopol-based
grain trader Avlita, said.
Ukraine exported 13 mt
of grain from 2005-2006, according to the data provided
by the country’s Statistics
There are just seven grain
traders possessing their own
handling facilities in Ukrainian ports, which altogether
handle 9.2 mta. In addition to
that, three terminals of 2-2.5
mta total capacity are currently under construction.
Kazakhstan in
port dilemma
Kazakhstan’s government is in
a dilemma as to which direction, northward or southward,
to develop its Caspian port of
Aktau (AMTP).
According to director general Zhenis Kasymbek, Aktau,
Kazakhstan’s only international seaport, reached its
planned handling capacity of
10.5 mtpa last year.
Rich in minerals, Kazakhstan has been increasing its
bulk cargo export, which is
now expected to double to 20
mt of oil and 3 mt of dry cargoes by 2010, and to reach 30
mt by 2015.
“Asia-Europe cargo transportation is estimated to reach
a trillion dollars by 2010, so we
are planning carefully to make
Aktau the Caspian’s largest
port,” Kazakhstan’s President
Nusrultan Nazarbayev said.
Last year, Prime Minister
Daniyal Akhmetov announced
the government’s plans to build
a new harbour by 2009, comprising four oil loading terminals, two bulk cargo terminals,
including coal, and two container terminals, of 10,000 TEU
capacity each, on coastal area
to the north of Aktau.
Location of the proposed
new port was logical, taking
into account the existing engineering services and transport
infrastructure and preferences
offered by the 227 hectare special economic zone established
at the port on 1 January 2003.
The cost of the work was estimated at US$246M.
However, a new US$391M
project has now been announced, comprising five oil
and five dry cargo terminals
south of Aktau, most likely at
the deepsea portof Kuryk, some
60 km off the port, which has
always been used by Aktau
ships in bad weather. Completion of phase one is scheduled
for 2011.
One way or another,
Kazakhstan seems to be committed to developing a transport
cluster around the Aktau port.
There are plans for another
development at Bautino,
130km to the north of Aktau.
Overall investment in the development of the country’s port
infrastructure will total $500M
within the next three years, according to Kazakhstan’s
Economy and Budget Planning
Minister Kayrat Kelimbetov.
Currently AMTP operates
five oil and four dry cargo terminals and exports to
Azerbaijan, Iran and the Black
Sea and Mediterranean countries (through the Volga-Don
canal). The port is functional
all year round.
Sydney cement terminal dropped
A A$31M proposal to build
a bulk cement terminal at
Sydney’s White Bay has
been all but abandoned after
changes required by planning authorities rendered the
project uneconomic.
Independent Cement &
Lime (ICL) wanted to build a
shipunloading structure, pipelines and a large storage facility to create a terminal that
would have handled around
360,000 tpa, about half the
throughput of the company’s
Melbourne facility.
Although the project is
supported by the Sydney
Ports Corporation (SPC) and
hitherto by the New South
Wales Government, eyebrows
were raised when the project
was announced for a location
that the government has been
busy freeing of shipping activity under pressure from urban renewalists. Major commercial shipping is being
stripped from greater Sydney
Harbour, with most White
Bay, Darling Harbour and
Glebe Island trades moved
or earmarked to do so shortly.
ICL made its decision to
withdraw its planning application after meeting NSW planning minister Frank Sartor
who detailed almost 1,500
submissions to the public exhibition of plans, most of
which were objections. ‘The
project would have involved
building a 55-metre high conical silo, which is equivalent to
a tower of more than 18 storeys. It would have been a
dominant element in the landscape, and the visual impact
on surrounding areas, including homes and the heritage-listed White Bay
Power Station looked like it
would have been significant,’ Sartor said.
The company said it had
already “chopped and
changed” its proposal and
further alterations would
make it uneconomic to proceed.
ICL and SPC both say
there are hopes a new site
can be found but so far, there
is nothing concrete to report.
BMI November/December 2006
10:00 am
Page 5
Dhamankul Bay port project Sand terminal opens
The OP Jindal group, which is setting up a 1,200MW power plant at
Jaigad in western Maharashtra state,
is to build its own bulk port in
Dhamankul Bay at a cost of Rs4B
Subsidiary JSW Infrastructure
and Logistics (JSWIL) is negotiating a 30-year build-own-operatetransfer concession with the
Maharashtra Maritime Board
JSWIL, which already operates a
bulk cargo handling facility at
Mormugao Port in Goa, will develop
up to four berths at Jaigad. “In the
first phase, we will have one berth
with a mechanised cargo handling
system with an annual capacity of 8
mt,” said Capt. B V Sharma, director of JSWIL and joint managing director and chief executive of South
West Port Limited, which will operate the facility.
“Dredging will be carried out to
increase the draft from 7m to 15m to
enable modern gearless Panamax
vessels to access the port.
Located about 400 km south of
Mumbai and 280 km north of
Mormugao, Jaigad port will be well
connected by road and there is a railhead 50 km away.
“We expect Jaigad port to become
another regional gateway, since the
three major ports - Mumbai, Jawa-
harlal Nehru Port (JNP) and
Mormugao - are already experiencing serious capacity constraints,”
Sharma said.
Jaigad will be barely 150 km
away from another private port being built at a cost of Rs3.35B by
Chowgule Steamships, whose 150m
multi-purpose berth will accommodate vessels of up to 25,000 dwt.
It will also have a dry dock for
repairing coastal vessels, facilities
for offshore vessels and a Coast
Guard station.
The port of Portland in south-western Victoria, Australia, has started
handling mineral sands exports,
following the official opening of
Iluka Resources’ A$18M mineral
sands storage and handling facility there.
The opening coincided with
Iluka receiving “practical completion” of its mineral sands processing plant located at Hamilton in
Iluka originally committed to
the Douglas mineral sands project
in the Murray Basin in 2002, with
an initial investment of A$270M
to construct and commission the
Douglas mine and mineral concentrating facilities near Balmoral, a
mineral separation plant located
near Hamilton, and associated regional infrastructure.
The export facility was developed in conjunction with Port of
Portland Ltd, which said it had earmarked an additional area to cater
for any future expansion of the facility.
Horizon in
Ulsan move
Horizon Terminals, a subsidiary of
Dubai-based Emirates National Oil
Co (ENOC), has teamed up with
South Korea’s Taeyoung Group to
build and operate a bulk terminal at
Ulsan at a cost of US$65M.
The United Arab Emirates’ stateowned energy company said the joint
venture - Horizon Taeyoung Korea
Terminals - will build a 30,000dwt
dedicated berth at Ulsan and expand
the port’s facilities.
“Korea is the centre for the independent petrochemical storage business in north east Asia,” ENOC chief
executive Hussain Sultan said.
“This is a significant milestone
for us as it opens up tremendous opportunities for growth both in South
Korea and the region.”
The terminal will store materials
for markets including China and Japan, he said.
Persian Gulf petrochemicals makers including ENOC and Saudi Basic Industries Corp, the world’s biggest chemicals company by market
value, are expanding to meet demand
for plastics in Asia.
Rio Tinto is on the verge of giving
the green light to a A$690M expansion of its port facilities at Cape Lambert, Western Australia. The initiative has been under study for two
years and is predicated on Chinese
demand, but analysts consider it is
certain to go ahead.
Part of a A$4B production and exports acceleration plan, the expansion is aimed at boosting Cape Lambert exports by 13% to 220 mta. A
further stage to add another 20 mta
is already under consideration for
two years’ time.
Meanwhile, the unrelated Cape
Lambert Iron Ore is in talks with Indian steel giant Essar over the latter
taking a stake in its Western Australian iron ore project. Cape Lambert
already had non-binding, non-exclusive memorandums of understanding
with three Chinese groups and had
canvassed other Indian firms about
stakes and off-take in and from its
project. Indian reports say Essar
wants to become a shareholder and
set up a pellet plant.
BMI November/December 2006
13 - 15 MARCH 2007
19 – 21 JUNE 2007
6 - 8 NOVEMBER 2007
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10:11 am
Page 6
Finland/Sweden: Cargo Handling/Eastern Baltic: Port Development
Big suppliers keeping busy
etso Minerals, the
Finland-based multinational engineering and technology group with
global net sales of €4.2B in
2005, has made some important organisational changes
recently and also racked up a
raft of new orders in the bulk
handling equipment field.
It is transferring the business operations of Metso
Powdermet Oy in Finland
from Metso Ventures, to its
rock and minerals processing
business area Metso Minerals.
The operation will form a new
Metso Materials technology
business unit, reporting to
Tuula Puhakka, SVP, business
Metso Powdermet has developed its technology into
components and wear parts
for wood processing, as well
as energy, minerals, chemical
industries, etc. The new name
of the business unit is Metso
Materials Technology Oy
Swedish move.
Metso also recently signed
contracts to buy the assets of
privately-owned, sister companies Svensk Gruvteknik AB
(SGT) and Svensk Pappersteknik AB (SPT) in Sweden
for €4M, to strengthen its aftermarket business.
SGT, based in Gällivare,
provides maintenance and
service parts to mines in northern Sweden. Its biggest customer is New Boliden. It will
be merged with Metso Minerals’ Swedish sales company.
SPT offers mechanical services and maintenance for the
pulp and paper industry in
northern Sweden and has a
long-term agreement for mechanical maintenance with
Mondi Packaging Paper
Dynäs in Väja, its main customer. The business will be
part of Metso’s Scandinavian
Mill Service AB.
Chinese dumpers
Metso Minerals (UK) has just
won an order worth around
€10M for two lines of quadruple rotary railcar dumpers to
China Communications Construction Group Ltd, for the
Port of Caofeidian in Hebei
province. The delivery will be
completed within the second
quarter of 2008.
The order comprises two
lines of railcar dumpers consisting of an indexer and a
rotary dumper that rotates
four railcars at a time. The
order also comprises engineering, design and start-up
services. Both dumper lines
will be capable of unloading
trains at the rate of 112 rail
wagons per hour.
For coal, this translates into
an unloading rate of over 8640
tph per line, which means,
says Metso, that it will be the
largest rail car unloading
equipment for coal in the
world. Caofeidian will be the
first port in the world to operate quadruple railcar dumpers.
Earlier this year Metso
Minerals announced an order
worth around €15M for a replacement twin-cell rotary
railcar dumper to BHP
Billiton’s Nelson Point site in
Port Hedland, Western Australia, for delivery in the
fourth quarter of this year.
The contract includes the
supply of a twin-cell rotary
railcar dumper, positioning
system and associated train
holding devices. The system
is capable of unloading 10,000
tph of iron ore. The dumper is
expected to start operation in
the third quarter of 2007.
Iron ore project
In Sweden, Metso Minerals is
working on a €9.2M order to
supply flotation machines and
magnetic separators to the
concentrating plant of the
KK4 system expansion
project at LKAB Kiruna. Estimated start-up is the first
quarter of 2008.
The delivery comprises
low intensity magnetic sepa-
rators (LIMS), flotation machines, pumps and auxiliary
equipment. The system will
upgrade the iron ore and reduce phosphorous content.
The delivery is part of
LKAB’s overall expansion of
the mine and production facility in Kiruna. Earlier Metso
had won a €65M order for a
Grate Kiln system to the same
Kiruna plant. LKAB is the
leading European producer of
upgraded iron ore products for
Siwertells for Taiwan
Sweden’s BMH Marine AB,
now part of Finland-based
Cargotec group through
MacGregor, is also busy with
new orders. One contract is for
two Siwertell continuous ship
unloaders (CSUs) to be supplied to Taiwan Power Company on a turnkey basis in
2008. The CSUs, each with a
rated unloading capacity of
2000 tph, will be used for the
coal intake at the customer’s
Hsinta Power Plant, discharging ships of up to 150,000 dwt.
Stringent environmental demands in this project, says
BMH, are met by the totally
enclosed conveying line of the
Siwertell CSUs.
In February this year,
Cementhai Logistics Co Ltd
in Bangkok placed an order
with BMH Marine for a
Siwertell 5000 S cement
unloader to be stationary installed in Sri Racha, with a
rated capacity of 300 tph.
Another order has come
from Otto Offshore Ltd, part
of Otto Industrial Co. Pte. Ltd
in Singapore, for four (plus
four options) sets of Nordströms bulk handling systems
(BHS) to be installed in 120t
Bollard pull anchor handling
tug-cum-supply vessels being
built at Batamec shipyard in
Indonesia. Total dry bulk capacity is 250 m3.
Clean act
A feature of the Nordströms
BHS in this case is provision
of a dust handling system
that cleans the dust-laden air
(generated when venting the
bulk tanks during filling and
vacuum cleaning with an
air-driven ejector) and returns the separated dust to a
bulk tank by means of a
pneumatic conveyor.
This eliminates the usual
practice of releasing dustladen venting air and bilge
water into sea water at the
loading port. Deliveries are
slated for next February.
Another FTS
BMH Marine was also
awarded a contract by
Cargoport Logistics, NV in
Netherland Antilles for the
installation of a Nordströms
self-unloading system into a
135,000 dwt bulk carrier intended to operate as a floating transfer terminal (FTS) off
Venezuela. The conveyor system will have the ability to
handle iron ore at a discharge
rate of 6000 tph (2500 m3/h).
Discharge will be done
through hydraulically operated gates, fitted to outlet hoppers in the bottom of the cargo
holds, onto longitudinal hold
conveyors on tank top level.
The hold conveyors discharge
the material onto cross conveyors located amidships and
transferring the material to the
inclined conveyor.
The inclined conveyor
runs forward and discharges
the material onto a transfer
conveyor on deck. The
transfer conveyor feeds a
longitudinal tripper conveyor. The tripper conveyor
discharges to a travelling
ship loader with an integrated C-conveyor elevating
the material to a slew- and
hoistable boom conveyor for
loading of Cape size vessels.
The transfer terminal will
receive the iron ore from two
self-unloading Panamax shuttle vessels or from conventional bulk carriers. The transfer terminal will also be
equipped with four grab
cranes, each with a capacity of
800 tph, feeding four hoppers
on deck. From the hoppers,
the material can be fed either
directly to the export vessel or
into the storage compartments
in the terminal.
All conveyors will be operated from the control room.
will operate at
the delta of the Orinoco river
as a FTS and will be the largest vessel to date to be fitted
with a Nordströms self-unloading system (see also p14).
Reading palms
In October, the Port of Palm
Beach and tenant Cemex USA
welcomed the arrival of a high
volume, wheeled ship
unloader, a BMH 10000S, to
unload dry cement at the port.
The unloader is one of four
purchased by Swedish company Van Aalst to operate on
the east and gulf coasts.
The 80t machine will allow
a variety of bulk-carrying vessels to unload cement at the
facility, thus increasing opportunities to bring water-borne
cement into the port.
Once in operation, projected for the New Year, the
machine will blow cement
from the vessels’ cargo bay
through underground lines
and into the silos. The US$3M
per machine investment
promises to ensure increased
efficiency and volume for the
company and port, said the
Port of Palm Beach. ❏
Dynamism in Eastern Baltic ports
n the past few years, the
rapid growth of container
traffic in the Eastern Baltic, largely explained by Russia’s consumer goods import
boom, has attracted considerable investment in port
facilities. At the same time,
however, that boom is
largely fuelled by higher
prices for commodities such
as coal, metals, chemicals
and fertilisers and major investments have been made
A 2000 tph Siwertell coal unloader undergoing commissioning
in Taiwan. New orders for BMH Marine include one for a
wheeled, 10000S ship unloader for cement in Palm Beach
in bulk facilities to cater for
rising exports.
Muuga coal
The Port of Tallinn (Muuga)
is about to issue a tender for
construction of a new, 230m
long quay for dry bulk, with a
depth of 13.5m alongside, at
Paldiski South harbour.
Muuga is moving forward
rapidly on bulk. Last autumn
ThyssenKrupp Fördertechnik
(TKF) handed over a new, 5
mtpa coal export terminal to
AS Coalterminal in the port.
TKF was awarded the contract as general contractor for
plant and machinery for phase
1 of the project, comprising a
stacker, bucket wheel
reclaimer and shiploader as
well as connecting conveyors,
auxiliary installations such as
a coal crushers and graders,
sampling stations, snow clearers on the conveyor systems,
electrical installation, central
control station, automation
systems and so on.
The maximum capacity of
the coal supply is 1800 tph,
while the plant is run at up to
2000 tph when handling coal
for export using the bucket
wheel reclaimer and shiploader. The possibility that the
handling facilities might need
to be extended at a later date
was taken into account during
3500 tph MAN-Takraf coal
ship loader in Ust-Luga. The
Russian facility now has a
capacity of 4 mtpa and has
to date exported more than
3 mt of coal, mostly to the
Nordic countries and the UK
the project planning. The second construction phase will
provide for a doubling of the
machinery and of the storage
capacity of the stockpiles.
Winter work
The main erection work on the
machines and conveyor systems had to be executed in the
middle of winter which, in the
Baltic, creates a considerable
handicap for the erection work
and the delivery of large components by sea. TKF used local companies in the Port of
Tallinn for some of the fabrication work.
Coal from Siberia is railed
to Muuga and the coal wagons are uncoupled and discharged by a tandem tippler.
A thawing plant was installed
BMI November/December 2006
10:14 am
Page 7
Eastern Baltic: Port Development
holder in Rosterminalugol, but even
with its planned, eventual capacity
of 8 mtpa, Ust-Luga cannot handle
all export flows and the coal industry needed other outlets.
The first phase of Ust-Luga coal
terminal started operation in 2003,
after a delay caused by a dispute between the shareholders, Sokolovskaya and the Federal Property Ministry. This was resolved when
Sokolovskaya sold its 45% stake in
Rosterminalugol to Kuzbassrazrezugol at the end of 2002.
Phase 2 on line
The initial investment of R450M
(US$14.5M) included a 500,000 tpa
coal loading complex from MANTakraf supported by a harbour mobile crane for ship loading. Phase 2
of the project was awarded on a turnkey basis to MAN-Takraf and came
on line in January this year.
Capacity has been increased to 4
mpta and the terminal can handle up
to 350 coal wagons/day. The second
equipment package comprised a
pipeline system, stacker, a 3500 tph
shiploader, aspiration system, magnet trap, samplers, etc.
According to MAN-Takraf, as of
October this year almost 3 mt of coal
has been handled by Rosterminalugol. Apart from minor difficulties,
the equipment is reported to be in
very good condition and the customer is said to be satisfied with the
equipment. To ensure the operational
reliability of the equipment,
Rosterminalugol also placed an order for a larger spare parts package
with MAN-Takraf.
When signing the spare parts contracts, the customer expressed the
hope that the equipment in operation
would continue to work reliably in
the future and that many of the spare
parts would not be required.
Stork deliveries
In an unrelated development, Saint
Petersburg-based crane manufacturer SMM (formerly known as
SevMorMontage - Northern Crane
Erection Company) has commissioned two “Aist” (“stork”) whirley
portal cranes at Ust-Luga. They are
installed at the multi-cargo terminal
operated by stevedoring company
Universal Handling Complex.
The cranes have lifting capacities
of 16/20/32t and are designed to operate with grabs and hook. As previously reported in BMI, SMM’s Aist
cranes are fitted with a number of
German-made components, such as
Noell drives and control systems and
Flender reduction gears. Two more
similar cranes, says SMM, are due
to be shipped to Ust-Luga shortly.
SMM has already supplied an Aist
to ensure that frozen coal can be
emptied from the wagons.
Below the hoppers, there is a
wide, slow-running belt conveyor
that transports the coal to the stockyard or directly to the shiploader by
passing through transfer towers. On
its way to the ship or the stockyard,
the coal passes through a TKF sizer
to obtain a maximum size of 50mm.
An automated sampling station
checks the quality of the export coal
on the way to the shiploader.
Kaliningrad may one day become a
major export outlet for Belarusian
phoshate fertilisers, but progress so
far has been slow
Kuzbass in twice
Muuga Coal Terminal phase 1 took
about 3.5 years from initial planning
to commissioning. AS Coalterminal
is part of the Kuzbass group, which
controls Russia’s second largest coal
producer, Kuzbassrazrezugol.
Muuga’s coal contract in 2002
came as a surprise to Rosterminalugol, which had already started on
phase 1 of a new coal terminal in UstLuga. Kuzbassrazrezugol is a share-
D-I-Y move
by Silvinit
Silvinit, Russia’s second largest salts
and potash fertiliser producer holding 40% of the market, has placed
an order with Perm-based Kama
shipyard for the construction of six
6800 dwt river/sea ships worth
US$12-15M each. The company has
also started a programme to develop
its own river port facilities to reduce
its land transport costs.
More than 80% of its output is
exported, to 40 countries worldwide.
The goal is to transport by water 1
mt out of the 5 mt production volume planned for 2007. Last year,
more than 700,000t of potash fertilisers produced by the company were
handled by the local river port.
The keel of the first hull of the
series was laid at the Kama yard in
September. According to the shipyard’s director general Sergey
Stepanov, the ships will be adapted
for passing all the shipping locks of
the Volga-Kama river basin and will
be capable of shipping in the winter
in the Black Sea and Mediterranean.
Silvinit’s transport plans obviously help explain why it does not
want to put all its exports into the
hands of BKK (see next page).
Silvinit mines the world’s second
largest potassium and magnesium
salts deposit with ultimate reserves
estimated at 3.8 bt of ore. With 2.6
mt, or 57.5% of the country’s total
output, in the first six months of this
year, Silvinit has, for the first time
since the end of the USSR, gained
the lead in potassium chloride production. ❏
BMINovember/December 2006
10:24 am
Page 8
Eastern Baltic: Port Development
is limited and navigation conditions are more difficult.
Nevertheless, there is strong
interest in creating a modern
A key aim of the Belarus
government is to reduce the
number of “middlemen” involved in forwarding and contracting the country’s fertiliser
exports. Having a “national”
terminal in the Russian enclave of Kaliningrad where
more exports could be consolidated could be a step in the
right direction.
today as, following a dredging programme, it can now
cater for ships up to 60,000t.
Bega is planning to invest
some €5M in cargo handling
equipment and facilities to increase productivity and recently signed a contract for a
Liebherr LHM 400 harbour
mobile crane. New dedusting
hoppers and railcar loading
equipment is also on the
“shopping list.” Some
Litas70M are planned to be
invested in the next few years
to construct new terminals and
The real battle
Hard grains
of what is really happening in these industry
But the main “fertiliser battle”
is not between Kaliningrad
and Klaipeda but between
Klaipeda and Ventspils.
Latvia’s largest port accounted for 5.1 mt of Belarus
potassium fertiliser exports in
2005. Kalija Parks is the largest fertiliser shipment terminal in Europe, traditionally
handling some 20% of world
potash trade. Two Panamax
vessels up to 75,000 dwt can
be loaded simultaneously. Installed capacity is 7.5 mtpa,
with storage for 140,000t.
This year Kalija Parks expects to handle 2.5-2.6 mt of
Belarus potassium fertiliser
exports, about 1 mt less than
in 2005. According to the
company’s president Nikolai
Bashtovoi, the shortfall is explained by the late signing of
a supply contract between
Belarus and China. He expressed the hope that volumes
would recover in 2007.
It is true that the Chinese
contract was delayed as the
parties haggled over prices,
but Latvian forwarders say
that the real problem is that
transit rates through Latvia are
much higher than those in
Lithuania. Klaipeda is closer
to Belarus than Ventspils in
any case, but the higher
Latvian rail tariffs have exacerbated the problem.
areas. All three journals are supplemented by
Unclear outcome
lively and useful websites.
Further complicating the picture, an industry merger is on
the cards and it is not clear
how it could affect strategic
corridors. Next year Russian
producer Silvinit is going to
join Belarusian Potassium
Company (BKK), which represents Belaruskaliy and
Uralkaliy. Production of these
firms this year is estimated at
8 mt and 5 mt respectively,
while Silvinit would add another 3.5 mt.
Silvinit currently accounts
for 39% of global potassium
fertiliser exports and, according to official Russian sources,
after it joins BKK it will increase this share to 50%. A
stumbling block to the merger
is that Silvinit wants to commit only 1 mtpa of its exports
to BKK channels and this is
unacceptable to BKK.
Kalija Parks is also having a
hard time at Ventspils Grain
Terminal (VGT), its 50:50
joint venture with Kazakh
grain traders set up in August
2005. The US$30M, 1.5 mtpa
capacity is underutilised, with
Kazakhstan’s national railway
operator Kazakhstan Temir
Zholy (KTZ) claiming that it
is losing too much money on
Although high Russian rail
tariffs have been blamed, the
fact is KTZ can carry grain
much more cheaply to the
dedicated terminal in the
Kazakh seaport of Aktau. This
is now capable of handling up
to 500,000 tpa and where further expansion is planned. The
grain crosses the Caspian Sea
to be shipped out via Iranian
ports or Azerbaijan (minibridge to Black Sea). The best
markets are in the Middle East
and China in any case.
Between them the Baltic
Republics’ largest grain terminals at Ventspils, Klaipeda and
Muuga handled a total of
around 600,000t of grain, or
just 15% of their aggregate
capacity, over the first half of
this year. All the volumes were
made up by local export and
import operations with on
transit business.
To make matters worse for
VGT, berth charges may go up
next year, while Latvian Railways wants to increase its tariffs by 10% next year.
crane to the coal terminal in
the Port of Murmansk.
Riga coal up
Coal traffic has been growing
rapidly at Riga Freeport. The
volume has tripled in the last
three years, and throughput
reached 11.8 mt last year, with
the United Kingdom as the
main destination. The port has
drawn up a plan to improve
utilisation of the existing coal
terminal and there is also a
plan for a new coal terminal
in the Krievu area.
In addition, one of the
port’s stevedores, Lacon,
which entered the coal transhipment market in April last
year, has obtained port authority approval to build a second
berth at its terminal at the
mouth of the Daugava River.
Lacon has ample rail car
receiving facilities, and also
carries out magnetic separation, sorting and crushing.
Depth alongside the new berth
and in the approach exceeds
Lacon has been given
approval to construct a
second coal berth in the Port
of Riga, near the mouth of
the Daugava River
13m, allowing Lacon to handle Panamax vessels, with a
ship loading rate of 1000 tph.
Fertility rites
About 2.5 years ago Klaipeda
(Klasco), part of the Achema
group, which is Lithuania’s
largest nitrogen fertiliser producer, opened a new
Panamax, bulk fertiliser terminal in the Lithuanian sea
port, worth more than
Litas50M and with a capacity
for more than 2 mtpa.
The facility boasts a 30m
high, arched warehouse with
8640 m2 of floor space able
to store up to 120,000t of various fertilisers in 4 x 30,000t
hermetic sections. They are
equipped with Cleveland Cascade chutes to reduce dust
generation and cargo damage.
The wagon station can discharge two wagons simultaneously at a rate of 800 tph,
while the ship loading rate, via
an 18m Cleveland Cascade
loading chute, is 1500 tph.
Various galleries connect the
store rooms with the wagon
station and the 264m long
quay, which has a depth alongside of 14m.
Klaipeda: Klasco’s new
fertiliser store can hold
120,000t of fertilisers in four
30,000t lots
the “Russian ports for Russian
cargoes” policy drive, rail tariffs have been manipulated to
steer Russian exports through
Kaliningrad. The Lithuanians,
for their part, raised their transit rail tariffs for Belarus exports via Kaliningrad.
Even with cheaper rail tariffs and despite rising fertiliser
prices fuelled largely by Chinese and South Asian demand,
it would still be relatively
costly for Belarus exporters to
use Kaliningrad, as vessel size
Rail tariff issues
The facility is aimed at fertiliser exports from Russia,
Belarus and Lithuania but negotiations on railway tariffs
have proved a stumbling
block. Partly as a function of
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Tel: +44 (0)1372 37 55 11
Fax: +44 (0)1372 37 01 11
To find out more about our journals visit their websites
Bega on the up
The volume of fertilisers (and
appatites used in their production) has also gone up sharply
at the Bega bulk terminal in
Klaipeda and reached 1.21 mt
in the first half of 2006, up
from 0.85 mt in the same period of 2005. The facility is a
more attractive proposition
Biomass interest
As well as witnessing increases in exports of “traditional” dry bulks, the Eastern
Baltic is also becoming important for biomass exports, as
utilities, paper mills and other
big energy consumers try to
cut their carbon “footprint.”
For example, Finnish paper
producer UPM-Kymmene, for
example, has just announced
that it will build a renewable
energy power plant at its Caledonian mill in Scotland. The
new boiler will utilise a
350,000t combination of
biomass and site-derived
residues as its primary fuel.
The investment is €88M for
start-up in 1Q/2009. UPMKymmene has already built a
new boiler plant at its Shotton
mill in the UK as well as new
power plants at the Rauma mill
in Finland and the Chapelle
Darblay mill in France.
It goes without saying that
Russia has vast forest resources. According to UNECE’s Timber Committee, the
timber resources of the Russian Federation totalled
73,597M m 3 in 2003. The
BMI November/December 2006
11:10 am
Page 9
Eastern Baltic: Port Development
Russians are now tapping into the
new market opportunities and, furthermore, to encourage value-added
processing of timber resources “at
home,” the Russian government is
considering imposing increasing duties on roundwood exports from 6%
to 20% per m3 (ie to as much as €24/
m3) by 2010 and this has further
stimulated interest in local pellet production.
More pellets
Baltic Timber Holding Company
(BLPH) and the Ust-Luga port development company (KUL) have set
up a joint venture, BaltLesProm
(BLP), to build a plant to handle up
to 1 mtpa of granulised biological
fuel pellets in the port’s 50-hectare
timber terminal.
According to a KUL spokeswoman, phase 1, with a planned capacity of 250,000 tpa, is scheduled
to start operation next year, with subsequent phases increasing capacity
to 500,000 tpa in 2008 and 1 mtpa in
2009. Project cost has been estimated
at R174M (€5M), but payback is expected within five years of reaching
full capacity.
KUL and BLPH are planning to
construct a ground wood mill, capable of processing 110,000 m 3 of
waste timber next year, at Tikhvin,
some 170 kms to the east of Saint
Petersburg. The joint venture says it
will invest €6M in construction of the
mill (phase one) to produce 48,000
tpa of pellets, with a similar amount
allocated to phase 2, to double output to 96,000 tpa. Payback is estimated at 4.5 years.
“This is a very profitable business, as the bio-fuel deficit in European power plants now totals millions of tonnes,” says BLPH’s director general Andrey Ponomarev.
“Building up an integrated production and delivery chain is an attractive proposition.”
In fact, development of pellet production in Russia has up to now been
hampered not just by investor caution but also by logistic inadequacies
throughout the production and handling chain.
Today there are about 20 enterprises involved in production of pellets from wood waste in Russia’s
northwestern region alone and the
number is set to grow, but in the absence of dedicated terminals, the
opportunity to export biomass in big
quantities has gone begging.
Rounding down
In another development, National
Timber Company (NLK) is also going to construct at Ust-Luga, albeit
in its case several miles outside the
KUL port zone, a bio-fuel production facility and dedicated handling
terminal. NLK is for the time being
planning to limit capacity to just
50,000 tpa, but not because of the
local competition. The company believes there is room for several players in the market for as long as Europe’s demand for Russia-made
granules substantially exceeds supply. Already last year, pellet exports
to Europe via the Port of Saint
Petersburg came to 45,000t of pellets - a market that did not exist at
all just a few years ago.
more will soon launched. One pulp
mill is operating and another one is
under construction in Pskov region.
Two facilities have been commissioned in Karelia and several pellet
producers have started up in the Saint
Petersburg region, with a number yet
to start production.
Output is almost entirely exported
to Scandinavia and Italy. Pellets
make up just 1.5% of Russia’s energy consumption, compared to 3%
in Europe. It may require heavy capital investments to adapt Russia’s
power plants to wood biomass.
Kunda profile
Strong demand for round timber and
cement in the “home market” has
urged the Port of Kunda (KS), Estonia’s only private commercial sea
port, to target sawn timber and furniture as well as transit cargoes.
Overall volume of cargo handling
went down by 12% in the first half
of this year compared to the first semester of 2005. Roundwood used to
account for 45% of the port’s total
export but volumes are off by 25%
and cement exports have also shrunk.
Located at the mouth of the
Kunda River, the port was restarted
in 1994. KNT, a member of
Heidelberg Cement Group, has used
it to export its own production of
cement, crushed limestone and
Shiploader at Muuga Coal Terminal,
designed and equipped on a turnkey
basis by Thyssen Fördertechnik
clinker, mainly to Finland, but much
of this production is being diverted
into Estonia’s own construction
boom. KNT plans to start up another
furnace next year, so the volume of
cement available for export is expected to increase again.
KS has also earmarked €6M for a
new liquid bulk terminal in conjunction with Finland-based Baltic Tank
Oy, having already completed a 5700
m3 dry bulk warehouse in collaboration with the same company in 2005.
The new facility will cater for edible oils and chemicals for the Estonian Cell (EC) pulp and paper mill
under construction near the port. EC
is said to be the biggest foreign investment project ever carried out in
Estonia and has a capacity to reach
300,000 tpa within five years. ❏
is BMH Marine's
new name
Our business becomes significantly strengthened as
we join world leading Cargotec and become a division
of the MacGREGOR Group. With 60 years' experience
within dry bulk handling, about 400 systems delivered
throughout the world and as a constantly growing
company, we continue to develop high tech solutions
through Swedish technology.
Ship unloaders
Mobile ship unloaders
Ship loaders
Supply vessels
Conveying systems
Terminal systems
After sales services
Profit from our experience
More and more
The same dynamism is occurring on
the production side. Until recently
the whole north-western region has
been capable of manufacturing just
200,000 tpa of pellets, but production volume is growing almost every
day. Thus, there are four pellet-making enterprises, including Russia’s
largest, in Vologda region, and three
BMINovember/December 2006
11:15 am
Page 10
Cargo Handling
Choice abounds in log stacker market
og handling and stacking applications are
varied and, accordingly, a wide range of machines that can do the job is
available. They range from
front end loaders from OEMs
such as Volvo or Komatsu
equipped with a grapple, to
dedicated plant equipped with
telescopic boom designs.
There is a gulf between the
approach of North American
operators on the one hand and
European companies on the
other. The latter tend to focus
on smaller but highly manoeuvrable plant whereas US operators prefer a more traditional approach with ultralarge machines, whose overall size may not be in direct
proportion to lift capacity.
Big machines
Some of the largest machines
available are in the Wagner
log stacker portfolio built by
Allied Systems Company in
Oregon. The top of the range
L490S design has a wheelbase
of 9.15m, an overall length of
15m including the grapple,
and a rated lift capacity of
40.8t at 1372mm load centre.
The rear wheel, articulated
steer machine weighs in at 58t
and runs on either single 33.533 44PR single tyres on the
front drive axle, with twinned
24.00-35 36PR available as an
option, and 29.5-29 22PR on
the rear. Alternatively, even
though this is a steer axle,
29.5-25 22PR twinned tyres
are available as an option for
softer ground conditions.
Wagner emphasises its
“Power Beyond” hydraulic
system with the total capacity
of all pumps in the system for
simultaneous multiple use,
using air over hydraulic control although hydraulic over
hydraulic is also an option.
This requires a significant hydraulic reserve, particularly
when it is considered that the
combined swept volume of
the 10 main cylinders (two
each for steer, hoist, tilt,
holdown and kickoff) comes
to 362 litres. This requires a
hydraulic oil refill capacity of
1264 litres.
Main power is provided by
a Cummins N14C-450 diesel
engine developing 450hp at
2100 rpm, although a Cat C15 14.6 litre 450 hp unit is
available as an option. Transmission comprises a Clark
8000 4-speed power shift unit,
although the fourth gear is
blanked off for safety reasons,
generating a speed of some 20
kph in third gear.
Front pick
The Wagner L490S is essentially a front pick machine, in
that the attachment is
equipped with tines over
which the grapple closes and
the machine drives into the
logs on a truck or rail car. It is
less well-suited for log stacking or retrieval from a pile. As
such, it tends to be employed
for direct transfer from the
truck or rail wagon to the
mill’s feed hoppers.
Log stackers in Europe
tend to employ a top-hinged
clamshell attachment with
equally sized arms. Thus the
machine top picks the logs
from a rail car or truck and can
then pile them in and retrieve
them from a buffer log stack.
However, this arrangement of
single arms means that the
operator must locate the approximate centre of the load
to be grabbed. If the logs are
not configured in matching
lengths or there is some irregular overhang, problems
may arise.
The Wagner design, with
its lower tine arrangement that
has a width of some 2.56m,
ensures a stable load regardless of unequal log length or
overhang. This is necessary
for North American operations as the logs tend to be
longer than their Nordic counterparts, mainly due to the actual foresting and transport to
the mill.
The European forestry in-
A telescoping boom increases yard density, states Kalmar
(type RTD 3026 shown)
dustry has a higher content of
log pre-treatment in the forest,
mainly de-limbing and cutting
to uniform lengths for loading
onto trucks. The trucks in turn
deliver the logs to a paper mill
directly or transfer to rail wagons for onward transport to a
mill. There is less input in
North American tree harvesting as the logs tend not to be
cut to a specific length as allowable road haulage lengths
are less restrictive. Similarly,
logs are frequently moved on
the water, where there are
even fewer restrictions.
of 15.4m and a lift of 58,968
kg. The mast is capable of a
forward tilt of 25 deg and rear
tilt of 12 deg. While overall
height of the mast is 11.6m,
maximum lift height is 6.1m,
although an optional extension allows 7.3m.
For stability, overall front
axle width is 6m, increasing
to 6.7m with twinned tyres,
using 33.00-51 58PR tyres for
the single front wheel standard and 27.00-49 48PR for the
optional dual tyres. Rear axle
width is 3.9m, running on
33.25-35 38PR tyres.
Before the mast
Electric avenue
The LeTourneau range of rubber-tyred machines, sometimes known as “ground engaging” machines in North
America, feature a similar
grapple design with horizontal tines and an opening pair
of front grapple arms that the
company refers to as “tusks.”
These machines, available
in five capacities from 31,700
kg to 59,000 kg (including
grapple) differs from the
Wagner design in that lift is
provided by a lift truck mast
instead of a boom, but it is also
of articulated steer.
As with the Wagner design
concept, overall size is massive by European practice,
with the top of the range 6594
log stacker having a wheelbase of 8.2m and an overall
length, with the mast vertical,
Uniquely, LeTourneau has
standardised on full electric
drives for its mobile machines, with no hydraulic systems employed and the main
diesel engine, either a
Cummins QS15 410kW or a
Detroit Diesel S-60 unit of the
same power, drives an AC alternator. Drive is through hubmounted AC traction motors.
In two wheel drive this uses a
200hp motor to each of the
front wheels while in the optional f4-wheel drive configuration, two 100 hp electric
motors drive the rear wheels.
Auxiliary power is directed
to the five primary hoist motors (56kW), three primary tilt
motors (26 kW), three steering motors (26kW), four grapple arm motors (45 kW) and
three motors installed to actu-
+4 this Fa
13 for
72 m
37 to
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ate the kicker function totaling
26 kW.
Braking is through regenerative drive motor control. Of
note, LeTourneau has started
to incorporate drive motors
from UK-based Switched Reluctance, and this has considerably reduced maintenance
levels. The Switched Reluctance motor, while still a DC
type, does not require brushes
and thus their removal from
the low-mounted hub motors
increases the time between
brush inspection/replacement
from 50h to at least 200h.
Short and sprightly
Kalmar’s log stacker range is
based on two much shorter
chassis options with a telescoping boom and rotating
grapple for increased flexibility. Pasi Rantanen, VP, log
stackers, explains that
Kalmar’s approach to the log
stacker market was to come up
with a machine that can do
nearly all the jobs in the log
handling industry including
(un)loading and sorting cut
length logs in saw mills and
processing plants.
A key idea is to make better use of space by stacking
logs up to 9m high with a telescopic boom. This improves
operational efficiency by increasing yard density and cutting down travel distances. A
telescopic boom also means
the machine can be fitted with
a rotating grapple to improve
operational flexibility.
The width of a machine is
a key consideration at mills
and processing plants where
operators want to minimise
aisle space. A narrower machine does, however, mean
lower load capacity to keep
the machine longitudinally
stable and Kalmar offers two
models on a longer chassis
with a wider axle for operators that need more than 16t
capacity. The smallest Kalmar
machine is the 16t RTD1623
with a wheelbase of 4750mm
and width over the tyres of
3710mm, using a Kessler single drive axle with large 35/
65-R33 tyres.
Two larger models are
available with a 5750mm
wheelbase and 4200mm width
with a Meritor dual drive axle.
The RTD2626 has a 26t capacity in the grapple and sits
on 18.00-25 tyres whereas the
RTD3026 has a 30t rated load
in the grapple and bigger
18.00-33 tyres. The 16 tonner
is fitted with a 257 kW Scania
DI engine and the 26 and 30t
versions with the bigger 291
kW Cummins QSX15.
The compact dimensions
of these designs, coupled with
the high stacking heights up
to 9m and telescopic boom,
requires the fitting of a counterbalance. Thus while the
RTD3026 has a much shorter
wheelbase of 5.75m compared
to the Wagner L490S’ 9.1m,
the Kalmar design weighs in
at a hefty 73.9t.
Both machines have
around the same capacity as
the weight of the attachment
in a telescopic boom machine
is not considered as part of the
load. Thus the RTD3026’s 30t
rated load in the grapple is
about equal to that of the
L490S’ 40.8t as that includes
the weight of the grapple.
Box brother
Although its log stackers may
look like container reach
stackers, Kalmar says the
chassis have radically different structures to meet the different demands of log handling. The structural components of a log handler are subject to much more fatigue than
a container handler as log
stackers are either working at
full capacity or traveling
empty for between 4000 and
6000 h/year.
Rantanen explains that
when the RTD1623 was redesigned last year considerable
effort was put into retaining
the strength of the chassis in
the framework of the new design. Log handlers are subject
to high shock loads, partly because of the way operators use
the rotating grapple feature.
To store or pre-stage logs
evenly, operators often push
piles at one or both ends with
wheel loaders fitted with flat
plates. A machine that has a
rotating grapple and telescoping boom can do this itself by
extending the boom, rotating
the logs 90 deg and then pushing them up against a wall to
even up the load.
This puts large shock
forces on the boom and
Kalmar has added a shock
valves to the grapple tilting
system to help absorb the
shock. The chassis is also subject to shocks from drivers
shunting logs with the stack
pusher at the front of the machine in order to achieve
matching lengths.
Other requirements of the
operating environment meant
Kalmar had to modify its base
Spirit Delta cab design by
making it longer and changing the glass angle. As part of
the redesign the control and
diagnostic features were updated and integrated into the
central display.
Niche product
The log stacker is a niche
product for Kalmar and is fabricated by a sub-contractor in
Finland. Some years ago,
Kalmar withdrew from log
handling to focus more on the
container handling market,
but subsequently decided that
it should have a presence in
this segment.
Each machine is offered
with a standard grapple but
most customers want a customised version and these are
designed by Kalmar. Current
production is around 30 units/
year, mainly for Scandinavia,
Europe and Brazil.
With the new design, however, Kalmar is looking to increase market share in the
Asian and North American
markets as well as port applications that have traditionally
been dominated by Wagner or
wheel loader type machines.
Since it was launched last year
Kalmar has delivered machines to customers in Europe
and Brazil but has yet to have
a significant impact on the
North American market.
Thematic variations
While production of the
BMI November/December 2006
11:26 am
Page 11
Cargo Handling
Svetruck’s TMF 28/21 has a selfweight of 78t on a 6m wheelbase
Kalmar log stacker is separate from
its reach stacker and chassis design
is totally different, it still shares the
telescopic boom concept with its
container handling counterpart.
On the other hand, Svetruck has
opted for a different solution based
on a hybrid configuration with a
short telescopic boom fitted on a two
arm yoke that is in turn pivoted in
front of the cab just behind the lift
cylinders and also aft on the yoke
where it is supported by the tilt cylinders. This geometry allows a levelluffing load path while the design of
the grapples and mounting arrangements isolate the machine from the
forces generated by the moving load.
versatility of this design allows the
grapple to be exchanged for a bucket
to handle saw dust. However, it is
also possible to fit a hydraulic arm
crane with a grab for this purpose,
something that is hard to achieve on
a telescopic boom type log handler.
Finnish company Mantsinen, developed its range of hydraulic boom
cranes specifically for timber handling, originally for “in-house” operations that were its core business.
However, as demand grew for the
cranes to be employed for other duties, such as scrap handling, the company was spilt into manufacturing
and operating divisions.
The company provides a com-
plete turnkey handling operation, allowing the mill to outsource this
function and not invest in handling
equipment, maintenance, driver
training, etc. The contracting division is currently operating in almost
30 sites, handling approximately
25M m3 of wood/year, mainly in
Scandinavia, Finland and Russia.
One of the latest contracts to be secured, for instance, calls for the unloading and transfer of some 60% of
the 100,000 m3 of wood arriving
monthly at the Russian OAO
Segezha pulp mill. ❏
Front-end loader type log stacker
in Olympia (Wa), USA
Successful products
Svetruck continues to enjoy considerable success with its range of TMF
log stackers. There are four models
in the range, ranging from the TMF
12/9 at the “small” end to the massive TMF 28/21, which has a selfweight of around 78t on a wheelbase
of 6m. Grapple sizes go from 3.75
m3 to 8.2 m3.
The lifting and grapple assemblies are purpose-designed and built
for Svetruck by an associated company, Tornborgs Maskin Fabrik
(TMF). These have been proven over
many years, originally with wheel
loaders before being adapted to
Svetruck FLT chassis specially
modified for the twisting and bending forces that go with log handling.
Traditionally TMF log stackers have
been supplied mainly to sawmills,
paper and pulp mills worldwide, but
recently there has been an increase
in demand from port stevedores in
Sweden, as the country has needed
to export “windfall” log surpluses.
In January 2005 a huge swathe of
forest in southern Sweden was destroyed by a storm that created a log
harvest 25 times the normal annual
crop and made Sweden a net exporter
of logs for the first time.
Some of this has had to be exported in roundwood form, as the
capacity of Swedish mills has been
overwhelmed. At one time, for example, the airstrip at Lidhult was
stacked with 2M m3 of logs, but that
was estimated to be just 2% of the
volume destroyed by the hurricane.
Crane approach
In addition to rubber-tyred mobile
plant, cranes also feature significantly in log handling, from stationary pedestal type units such as the
LeTourneau JC-521KP to mobile
units such as the Terex-Fuchs and
Liebherr track- or tyre-mounted designs that are gaining market in
North America.
While the mobile “knucklehead”
cranes can discharge rail and road
trucks as well as load and discharge
small ships and stockpile, they may
be more productive if used in conjunction with mobile plant.
Rather than dedicated handlers,
such as the Kalmar or Svetruck designs whose functions overlap that
of a crane, another approach is to
employ a front end loader equipped
with a grapple, to feed the mill. The
BMI November/December 2006
1:49 pm
Page 12
Cargo Handling
Shiploaders of all shapes and sizes
Shiploaders come in all
shapes and sizes and cover a
multitude of applications, with
throughputs ranging from 200
tph to 10-11,000 tph and even
20,000 tph in one case (a
Techint shiploader at CVRD’s
Carajas iron ore terminal).
A new design that is attracting interest is the Snake
Sandwich conveyor shiploader from Dos Santos International (DSI), based in Alabama, USA.
Having previously developed a high-angle conveyor
for Continental, DSI has refined high angle technology
into its own “Snake Sandwich
High-Angle” concept.
Cortex Resources of Hawthorn, Victoria, an established
supplier of portable ship loaders and complete material handling systems, is licensed to
use the snake sandwich technology and has built and de-
livered one to Adelaide in
South Australia.
DSI, formed in 1997 by
Joseph Santos, tendered the
design to the Flinders Ports/
Toll Group joint venture that
has contracts to handle a range
of high value ores, including
titanium ore. The ore will be
trucked to the dock and
dumped into a special trap
loader type feeder. From there
it will be fed continuously and
uniformly onto the mobile
Snake’s receiving chute.
Sandwich security
The Snake concept uses two
conveyor belts running faceto-face to contain the material
over elevation. The benefit of
the design is its high angle
ability - even vertical runs are
possible - and the high angle
enables a mobile loader to be
much more compact. A
smaller machine is more economical than a longer, low
angle unit and the whole loading operation takes up less
valuable quay space. It is also
easily manoeuverable along
the ship and to storage after
loading is completed.
For the Adelaide application the conveying angle is 50
deg to a height of 21.8m with
a belt length of 56.6m. The titanium ore has a density of 2.4
t/m3 and the conveying rate is
1000 tph. This is achieved
with a 1200mm belt operating
at 2 m/sec. Two 55 kw drives
are mounted at the top and
bottom of the belt and powered through an onboard diesel generator.
At the discharge point the
snake sandwich feeds into a
telescoping chute with a rotating, pivoting spoon for complete and level filling of the
holds. The loader itself is fully
mobile with a tripod of twin
motorised rubber tyres. Each
set of twin tyres is mounted at
a vertical kingpin and can rotate 360 deg, allowing the
snake to travel in any direction. With the tail (landside)
tyres fixed, the front tyres can
be oriented for slewing travel
similar to a quadrant
Short lead time
· Dust free loading solutions
· Clean environment and
working safety in one product
Chutes for loading any dry bulk material
into tanker trucks, open trucks, rail wagons
and for stock piling. Loading chutes both
with and without integrated filter.
Full ATEX-approval.
Lead times have become a
major factor in the Australian
market but in this case Cortex
was able to deliver the machine just 25 weeks after the
order was confirmed and the
customer is pushing to have it
commissioned before the end
of this year. Joseph Santos
says this would be quite an
achievement as engineering,
fabrication and installation
normally takes around 40
weeks and lead times for components such as belts and reducers are currently running at
16-20 weeks.
The Adelaide order is one
of seven snake conveyor units
designed by DSI currently
under production. The other
six are all for repeat customers in Canada including diamond mines in Canada’s remote North West Territories
and northern Ontario and a
steel mill in Ontario. In the
steel mill application the
Snake will be used to elevate
various alloys for the specialty
steel-making processes.
Soft loading
DSI has promoted the Snake
conveyor in applications with
demanding lift height requirements and lifts up to 35m have
been achieved at steel plants
and in coal handling. However, the method of holding
the material firmly between
two belts can also be used to
prevent material degradation
in the loading process.
Santos says there is little in
the way of “soft loading” technology in the market that adequately protects cargo like
hot briquette iron, soft grains
and pellets. Some years ago he
designed a soft loader with a
backwards running bucket elevator for another company
but the design was never built.
DSI has designed a soft
loading system using a snake
sandwich conveyor to lower
the material gently into the
vessel. It was considered for
the Flinders Ports/Toll project
but, probably because of the
tight time pressure, the customer decided against it. The
system is, however, under
consideration for another application in Australia.
Flexible solutions
Flexible, rubber-tyred, mobile
shiploaders are a design
“forte” of UK-based B&W
Mechanical Handling Ltd,
now part of Germany’s
Aumund engineering and
technology group. One recent
example is a barge loader design supplied to Salgaocar
Mining Industries for iron ore
exports in India and Goa.
This economical B&W
Stormajor package is designed
to receive iron ore direct from
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Schematic of Snake shiploader being supplied to Flinder Ports/
Toll Group in Adelaide
tipping trucks and load it to
barges at a rate of 1200 tph
alongside a river berth. The
Stormajor comprises an integral Samson-type surface
feeder with a radial outloading
boom both mounted on a common chassis including a
deisel-hydraulic drive system
to provide complete autonomy from any infrastructure at the barge moorings.
The receiver unit allows three
tipper trucks that arrive direct
from the local mines to discharge simultaneously.
The boom is 21m long to
allow for the fact that barges
have to be moored away from
the shoreline in order to have
deep enough water and its radial cantilevered mounting ensures correct trimming.
Water logistics
In total Salgaocar ordered six
such Stormajors for various
river berths. They provide a
low cost, water-based logistic
solution that minimises trucking distances and the size of
the truck fleet accordingly.
No fixed concrete foundations or permanent civil works
are required at the barge loading points and the Stormajors
can be easily relocated to other
remote points if required.
Salgaocar also ordered two
shiploaders, again supplied
with an independent Samson
surface feeder to allow three
tipper trucks to discharge simultaneously. These units
have a boom length of 40m to
load vessels up to Panamax
size (70,000 dwt) and can
achieve a loading rate of 200
tph subject only to the availability of the tipper trucks.
The machines are fitted
with a rotating and variable
angle trimming chute to ensure accurate placement in the
holds and they are fitted with
their own diesel-hydraulic
drives to be independent from
any shore-based power.
For the Salgaocar project,
all the equipment was engineered in Europe and manufactured locally under supervision of Aumund India in
Chennai and assembled by the
client on site, again under
Aumund group supervision.
Economy and cost-effectiveness are a hallmark of recent shiploader design initiatives and last year, for example, Thyssenkrupp Fördertechnik revealed a low-cost,
offshore package in which the
shiploader travels on its own
steel bridge instead of a conventional, reinforced concrete
deck. Support piling is
claimed to be reduced by
75%. Several other advantages apart from price are
claimed compared to conventional, long-travelling loaders
and the design is also claimed
to be more flexible (eg double-sided loading at slewing)
and cost-effective overall than
radial and linear type
shiploaders. (BMI, March/
April 2005, p14).
Nickel loader
Canada-based EMS-Tech, Inc
reports that a 2480 tph nickel
shiploader it supplied to
Voisey’s Bay in Northern Labrador, Newfoundland has just
completed its first year of operation. This is a particularly
difficult environment, subArctic in the winter and dusty
in the summer and salt-laden
air all year.
This is a fixed machine
with a slewing range of 185
deg at 0.14 rpm on a 4.2m diameter, triple-row roller slew
bearing, and luffing between
- 12 deg and + 16 deg at 8.6
deg/min. Belt width is
1070mm and the fully-enclosed boom has an outreach
of 51m from the centre of the
slew axis, sufficient to load
45,000 dwt vessels even with
up to 5m of ice build-up on the
berth face.
A telescoping discharge
spout is fitted to the boom and
the operator’s cab has a hydraulic levelling system. The
electrical control room is
mounted on the slewing structure and full remote radio control can be performed from
the ship’s deck. The ship
loader is fitted with redundant
shuttle and slew drives and
luffing cylinder to ensure high
availability. ❏
One of six B&W Aumund Stormajor integral tipper truck
receivers and 1200 tph barge loaders supplied to Salgaocar
BMI November/December 2006
4:07 pm
Page 13
Cargo Handling
Self-help goes a long way for bulk shipping
Self-unloading vessels have
retained their importance in
“niche” international trades
and continue to dominate
trades within the North
American Great Lakes.
Whether to opt for a selfdischarger or a normal bulker
and rely on shore gear always
involves striking a balance.
Self-dischargers are more expensive to charter but they dispense with landside handling
equipment and the uncertainty
that goes with that investment.
Hard to be exact
For example, if import requirements are overestimated,
shore-based dischargers are
under-utilised. If requirements
are underestimated, additional
shore gear has to be brought
in. The investment cost goes
up again but the chances of it
being optimised are slim.
There can also be environmental argument in favour of
self-dischargers. Certainly,
newer vessels are equipped
with fully-enclosed booms.
On the other hand, if there
is a downturn in the market
and the storage silos are full
when the vessel turns up, the
demurrage costs of the selfdischarger will be higher than
a conventional bulker.
With typical discharge
rates of 5000 tph and no need
for hold-clean up, self-discharger turnaround times may
also be shorter, but as noted
they need to be as they are
more costly to charter.
Conversion factor
In April this year CSL ACADIAN,
operated in the CSLI/Egon
O l d e n d o r ff / To r v a l d
Klaveness pool, completed its
first discharge in San Francisco, unloading a cargo of aggregates. The former 67,208
dwt tanker CABOT now the
74,000 dwt, self-discharging
bulker CSL ACADIAN is the first
of a series of panamax, new
forebody conversions carried
out for CSL International
(CSLI) by Shanhaiguan and
Chengxi shipyards in China.
It was followed by CSL ARGOSY
and BALDOCK and other conversions will follow next year.
EMS-Tech was contracted
by the shipyards to design and
supply the self-unloading systems integrated into the new
forebodies. Combining these
with the existing aft ends of
single hull bulkers saves time
and project costs for CSLI.
The unloading systems
comprise patented gate feeders and discharge gates, heavy
duty twin tunnel and twin
transfer conveyors, a ‘C’ loop
elevator and 80m long discharge boom. Rated discharge
capacity is 5000 tph. The control system allows one operative to discharge the vessel
from a control room located
in the accommodation block.
No oil pollution
Another element of the CABOT
project for CSLI is the conversion of the original oil-lubricated, white metal propeller
shaft bearings into a water-lubricated system, guaranteeing
zero risk of oil pollution from
leaking stern tubes.
The new system was designed and engineered by
Canada-based Thordon Bearings and executed through its
authorised distributor in
China, Proco Marine Technology & Eng Co Ltd, under
Thordon’s direct supervision.
EMS-Tech recently retrofitted
a self-discharging system to
another pool vessel, SOPHIE
OLDENDORFF, as a replacement
for the system installed when
the ship was built in 2000.
According to EMS-Tech,
that system had proved costly
to maintain and operate. The
feeder system that was replaced
is the patented CFG design
from Vancouver, BC-based
Seabulk Systems, Inc (SBS).
three 70,000 dwt, Panamax
self-unloaders with the system. The vessels were built in
China for the CSLI/Egon
Oldendorff/Marbulk pool, but
were built for CSLI, SOPHIE
OLDENDORFF was constructed
for Oldendorff’s own account.
They are rated at 4000 tph in
coal and 6000 tph in iron ore.
Odd one out
In May 2002, Edward H
DeRoche, a senior vice president of CSLI, stated in an
open letter to SBS’s president
Sidney Sridhar that the “CFG
system, coupled with the new
telescopic booms on the three
Chinese-built newbuildings
has proven to be a big
success...The CFG gives us
unloading capabilities for a
range of sticky cargoes that is
difficult or impossible to handle on other vessels... the
booms have been used recently by contractors in California for in-water precision
placement of aggregates.
“We have had comments
from customers such as
Lafarge, Hanson and AES
suggesting that because of
their unique requirements,
they want to use only the CSL
CSLI has confirmed to BMI that CSL SPIRIT
Matre in the frame
A new design of self-loading/unloading vessel has
been developed in Vancouver, BC by Malvin Matre.
The hatch coverless ship
loads through its own loading conveyor that, together
with a self-unloading system, can deliver maximum
environmental protection
and operate in all weather
conditions. Initially it is
aimed mainly at the NAWC
aggregates market.
Matre has recently
teamed with Victor Blazevic
and formed a new joint venture, Matre Ship Corporation. Blazevic was previously working on a project
to move construction aggregates from northern BC
down the west coast that
floundered because of the
non-availability of bulk carriers and the long lead times
for shore-based equipment.
He says that Matre’s design offers savings in landbased loading infrastructure
that more than compensate
for the extra cost of the vessel and, just as importantly,
would give new mining
projects a competitive edge
in start-up time.
Matre Corp is currently
building up its corporate network and preparing a business plan. ❏
and SHEILA ANN are still fitted
with SBS’s CFG system and
that they trade in gypsum.
SBS itself would not comment directly on the SOPHIE
OLDENDORFF conversion, but
Sridhar says that when the
three vessels were ordered
CFG was specified because
gypsum was the dominant
trade (from Halifax, NS to
USEC, Mexico and the
NAWC). Today, however,
gypsum is less than 20% of
their trade.
All gypsum terminals, continues Sridhar, have draft restrictions and handymax is
now the preferred size and the
panamax fleet is used mainly
for coal and aggregates. A
dedicated gypsum vessel for
the Americas will typically be
a handymax and “it can afford
the sophistication of the CFG.
“The CFG requires customised internal hoppers and
the loads are taken through the
tank top, which means an increase in the scantlings and
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The cement market, in particular, has boosted BMH Marine’s
position in the self-unloading vessel sector. Construction
booms in cement “deficit” regions have continued to sustain
demand for converting conventional bulkers. These pictures
show the layout of TABERNACLE PRINCE and the vessel itself,
seen at the Cemex USA berth in the Port of Palm Beach
BMI November/December 2006
1:32 pm
Page 14
Cargo Handling
multi-cargo shipowners are
reluctant to accept that penalty. Futhermore, it is easier to
reduce operating and maintenance costs when the cargo is
and performance test of the
cranes will be carried out at
the yard in Shanghai under
MacGregor’s supervision.
A further operating test
will be undertaken when the
vessel reaches Venezuela.
According to contractual
agreements, MacGregor and
BMH Marine must demonstrate that the FTS, as a unit,
is able to achieve a total iron
ore production rate of
35,000 tpd.
Cement handlers
Among other recent developments, in November last year
BMH Marine received a contract for the supply of a
Nordströms self-loading/unloading cement handling system to be installed in a 20,200
dwt newbuilding for a customer in Singapore.
Commissioning of GLORY
ATLANTIC for Belden Shipping
was finalised in June this year.
The loading rates are 1000 tph
mechanical and 2 x 400 tph
pneumatic; the unloading
rates 4 x 300 tph pneumatic
and up to 450 tph mechanical.
The contract came from
Labroy Shipbuilding and Engineering Pte Ltd and is the
third order for a Nordströms
self-loading/unloading cement handling system to be
installed in a 20,200 dwt
newbuilding in Singapore.
The previous contracts date
from July 2004 and January
2005, for a 9000 dwt cement
carrier MELISSA I, and for two
6000 dwt vessels MELISSA II
Course of nature
Cement is a “natural” for
hatchless self-dischargers as
water ingress is avoided. On
older bulkers in particular
there is a risk of cargo damage as the hatches may not be
SMT Shipmanagement &
Transport Ltd, Poland ordered
a self-loading/unloading system for a 23,000 dwt bulk vessel to be converted into a cement carrier. The capacities
are 1000 tph for loading mechanically and up to 600 tph
for unloading pneumatically.
MPX Bateman in South
Africa ordered a 1200 tph
Nordströms self-loading/unloading system for a 4000 dwt
transfer barge handling mineral sand. China Harbour Engineering Co (Group) ordered
Algoma Central will follow the 31,300 dwt JOHN B AIRD with
a larger self-unloader being built in China from a new forebody
mated to a second-hand tanker stern. (Photo: David Ruff)
Nordströms material handling
systems for iron ore for a
floating offshore transfer
barge and two 10,500 dwt
self-unloading barges, each
rated at 5000 tph.
Snap to it
As previously reported in
BMI, another key project for
BMH Marine and its owner
MacGregor (under the overall
Cargotec umbrella) has come
from top-off and lightering
specialist Cargoport Logistics
CA, to convert the 135,160
dwt bulker NOBEL SNAPPER to a
floating transfer station (FTS)
for iron ore exports at the
Orinoco River, where draught
restrictions restrict access to
key ports on the river.
The bulker has converted
at a Shanghai shipyard and is
due to enter service as BOCA
GRANDE II at the end of this
year. It will be equipped with
a Nordströms 6000 tph selfdischarging system (2500 m3/
h) to load iron ore to bulkers
alongside, either directly from
the shuttle ship or from the
buffer holds. This will be the
largest vessel to be equipped
with a Nordströms bottom discharging system.
Discharge to deep sea ships
alongside will be achieved
through hydraulically operated gates, fitted to outlet hoppers in the bottom of the cargo
holds, onto longitudinal hold
conveyors on tank top level.
The hold conveyors discharge
the material onto cross conveyors located amidships and
transfer the iron ore to the inclined conveyor.
This conveyor runs forward and discharges the material onto a transfer conveyor
on deck. The transfer conveyor then feeds a longitudinal tripper conveyor that discharges to a travelling ship
loader with an integrated Cconveyor elevating the material to a slew and hoistable
boom conveyor for loading
Capesize vessels.
Cranes as well
While BOCA GRANDE II will be
fed by two self-discharging
panamax shuttle vessels, it
will also be equipped with
four MacGregor deck cranes
to discharge non-geared shuttle bulkers via deck-mounted
hoppers, either directly to the
export vessel through the deck
conveyor system link to the
discharge boom or into the
holds of the transloader.
The four K3028-4 cranes,
which will be mounted on eccentric platforms, are rated at
30t-28m. As part of the package, MacGregor has guaranteed an 800 tph discharge rate
in accordance with a defined
load cycle.
The cranes will be built in
China, along with the eccentric platforms and foundations, by MacGregor’s partner, Luzhou Machine Works.
On completion, an overload
Outside of the grain trade,
self-unloading ships now
carry almost all bulk products
shipped on the North American Great Lakes that are not
exported overseas.
Such has been the rebound
of the region’s iron ore industry that several, elderly American straight-deckers, without
self-unloading gear, were reactivated this year to keep
pace with demand. One, the
730ft steamer EDWARD L
RYERSON, had been idle since
the end of 1998.
The upsurge in the iron ore
trade has been credited to new
state and corporate investment
in facilities along with the introduction of new technologies and China’s continuing
appetite for taconite. There are
12 new projects being planned
or built on the 110-mile
Mesabi Iron Range, located in
the western Lakes region that
in former years was a symbol
of US industrial decay.
The projects, worth an estimated US$5B, stretch from
Silver Bay on Lake Superior
to Grand Rapids, Michigan
and include new taconite, copper and nickel mines, iron
nugget plants and what will be
the state of Minnesota’s first
fully integrated steel mill.
40-year high
According to Dan Jordan,
mining and minerals programme supervisor for Iron
Range Resources, this type of
investment has not been seen
since the late 1960s and early
1970s, and it follows a severe
recession in the region. That
+4 his f ax
4 1 or
37 m
2 3 to
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“Straight-deckers,” or ships without self-unloading gear, are
a dying breed on the Lakes but several have been brought
out of lay-up as iron ore traffic has gone up (Photo: ibid)
slump saw the bankruptcy of
LTV Mining in 2001, followed by the failure of National Steel Pellet and EVTAC
Mining in 2003.
Big turnaround
In a marked turnaround, Minnesota Steel Industries plans
to rebuild the defunct Butler
Taconite site in Nashwauk,
Minnesota, not only to revive
mining but to also erect North
America’s first fully integrated taconite-mine-to-steel
mill. The project will cost
more than US$1.6B and make
use of new technologies to
produce nearly pure iron nuggets that will command up to
Polymet Mining Corporation plans to spend US$380M
to convert LTV’s old taconite
mills in the Hoyt Lakes area
into the US’s newest nickel
mine, as well as the first copper mine and processing plant
in Minnesota. The rebuilt facility will use new technology
that uses heat, high pressure
and water to extract the metals instead of smelting.
Also on former LTV land,
Mesabi Nugget is spending
US$200M to build a new pig
iron plant that will make use
of Japanese technology to incorporate iron nuggets in the
pig-iron making process.
Cargoes up
Even without the new mines
and processing plants, the
demand for iron ore surged
enough this past season to
generate 6.8 mt of cargo for
Great Lakes self-unloaders
in July alone, with more than
30 mt handled in the first
half of the year (+ 5.6%).
Meanwhile, limestone shipments had reached 27.4 mt by
the end of September, well up
on the 5-year average for the
first three quarters.
A new self-unloading
barge entered limestone service in mid-September after
nine months of reconditioning
by Erie Shipbuilding at Erie,
Pennsylvania. The barge,
LEWIS J KUBER, which is pushed
by the integrated tug OLIVE L
MOORE, was formerly the selfpropelled steamer BUCKEYE,
once part of the Oglebay
Norton fleet. Within two
weeks of re-entering service
the ITB combination had
moved more than 125,000t net
of limestone.
Also re-entering service during the same period was the
self-unloader LEE A TREGURTHA,
which received a refit and new
power plants at Bay Shipbuilding over the winter
months. These two vessels
added nearly 55,000t of pertrip capacity to the US-Flag
Lakes fleet in just two weeks.
Salt and ethanol
The new plant construction in
the iron ore industry is being
matched within other Great
Lakes commodity sectors.
Compass Minerals plans to
expand its rock salt capacity
by opening a new mining
panel at its Goderich, Ontario
facility that will increase the
plant’s annual capacity by
around 750,000t.
This will result in a total
mining capacity of 7.25 mtpa
by the end of next year at a
cost of C$11M, primarily for
new mining and transportation equipment. Once first
phase expansion is completed,
Compass expects to add an additional 1 mtpa of capacity as
market conditions warrant.
The firm has enough capacity to produce more than
6.5 mtpa of rock salt at
Goderich, which is considered
the largest rock salt mine in
the world, along with an additional 2.8 mtpa at its Cote
Blanche mine.
Yet another cargo-generating facility being planned for
the Lakes is an ethanol plant
to be built on the site of the
former ConAgra Mill at Buffalo, New York.
To date, conveyors inside
the Lake & Rail elevator at the
site have been restored to operational status and the rail
yard serving the facility, operated by the CSX railroad,
has been returned to working
status. Railcar unloading
equipment is being repaired
and the elevator may start to
handle corn shipments before
the end of the year.
A hopper to receive bulk
corn from self-unloading vessels is expected to be installed
on the Buffalo River dock
across from an ADM facility,
so that ships will not have to
execute a 180 deg turn.
New for old
A number of self-unloaders
have changed owners. The
Wisconsin & Michigan
Steamship Company acquired
three virtually identical 630ft
self-unloaders from Oglebay
Norton at a cost of US$18.7M.
Wisconsin & Michigan is
owned by Sand Products Corporation of Detroit, Mi.
The three River-class
BMI November/December 2006
1:56 pm
Page 15
Cargo Handling
OGLEBAY and WOLVERINE, are expected
to be renamed and will be operated
by Lower Lakes Transportation
Company, which is a subsidiary of
Rand Logistics. They are smaller
than most Great Lakes self-unloaders
and have been principally used to
handle aggregate and other construction materials into small ports, but
they will boost Lower Lakes’ total
fleet capacity by nearly 45%.
Oglebay Norton has also sold its
larger 1000ft ships OGLEBAY NORTON
and COLUMBIA STAR, mainly used for
coal, to American Steamship Company of Williamsville, NY, which has
The sale of these and other ships
generated nearly US$150M for financially-troubled Oglebay, allowing it to refinance bank debt and develop new markets for its two main
commodities, sand and limestone.
The firm emerged from Chapter 11
earlier this year and will continue to
utilise some of its sold ships for
transportation, but now under shortand long-term charter arrangements.
loadings have suffered less because
the commodity traditionally moves
between deeper ports. Nevertheless,
the largest ore cargo handled though
midsummer was 65,000t. Weakley
notes that adequate dredging could
have provided clearance for an additional 6000t.
Algoma newbuild
Only one Great Lakes company is
currently have a self-unloader built.
The vessel, to be commissioned next
July, will likely be used for international rather than intra-Lakes trading. Algoma Central is having a
panamax, self-unloader created at the
Chengxi Shipyard in Jiangyin, China
using a new forebody attached to a
second-hand tanker stern - one of
many coming up as single-hulled
tankers are retired.
The project is costing US$45M
and when the yet-to-be-named ship
is completed it will be placed in the
CSLI, Egon Oldendorff and Torvald
Klaveness pool, bringing to 27 the
number of ocean-going self-unloader
vessels in the pool. ❏
Built during World War II, the 620ft
MISSISSAGI is one of a number of older
Great Lakes ships that have been
fitted with self-unloading gear
(1966) and diesel engines (1985)
to prolong service life. (Photo: ibid)
Coal down
American Steamship may have trouble filling its former Oglebay Norton
1000ft ships this season because coal
has been off on the Lakes, largely due
to exceptionally high inventories at
most regional power plants.
Because of this, coal shipments
on the Lakes slumped significantly
in midsummer, with loadings totalling only 3.8 mt in July, a drop of
23% compared to the same month
last year and a decrease of nearly
20% compared to the commodity’s
5-year average for the month.
Low water
Ship operators have also pointed to
water depth within the Lakes as a
problem that has impacted shipments
of all commodities. Cyclical weather
patterns may be behind much of the
problem, but so is dredging, which
has fallen off due to lack of government funding on both the Canadian
and American sides. On the American side it is estimated that
US$200M worth of harbour maintenance dredging needs to be done to
provide adequate water depth for
deep draught carriers.
At the same time the western
lakes are approaching record low
water levels. Lake Superior’s level
was 38 cms below beginning-ofthe-month average for October this
year (comparing years 1918
through 2005), while the levels of
lakes Huron and Michigan were 49
cms below average. According to
the Lake Carriers’ Association
(LCA), which represents 18
American firms trading on the
Lakes, light loading has now become common practice.
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As an example, a 768ft US-flag selfunloader was able to carry 19,508t
of coal from Sandusky, Ohio to
Green Bay, Wisconsin in midsummer but was forced to cut its next
shipment, for Ontonagon, Michigan,
to 14,621t because of shallow water
at the latter port.
LCA president Jim Weakley estimates that 75% of LCA member
ships are carrying less cargo than
they could if they had appropriate
water levels, a situation that began
to show up in 1998 after lake water
levels peaked.
According to Weakley, for every
decline of one inch of water 1000ft
self-unloaders loose between 250t
and 270t of cargo while smaller ships
lose 100-150t. However, iron ore
BMI November/December 2006
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2:52 pm
Page 16
Driving conveyors forward
onveyor design is very
much a sum of its
parts, comprising rollers, idlers, support frames, the
actual belt, driving and
tensioning systems, braking,
as well as ancillary features
such as belt cleaning, fastening and even sub-systems
such as lubrication devices.
Some innovative development work has been carried
out on complete systems, such
as air-supported conveyors
and enclosed “pipe” conveyors able to negotiate curves,
but in the main, conventional
flat belt technology still accounts for the majority of conveying systems employed.
Flat earth
With more than 180 systems
installed worldwide, Koch is
the market leader in pipe conveying technology. Its fully
enclosed systems provide
As increased productivity becomes the driving goal for commodity producers and handlers, the trend towards faster conveying speeds is growing
Conveyor technology has not
changed significantly and
while different concepts,
such as air support and tube
conveyors have been
developed, emphasis is still
on flat belt systems
dust-free transportation of a
variety of cargoes. However,
conventional conveyor systems remain core business for
Koch, either as part of an integrated package or standalone systems.
In Nigeria, for instance,
Koch recently supplied 16 km
of conveying lines, a bridgetype bucket wheel reclaimer,
stackers, mills, wet screening
and processing stations, rail
and truck loading stations for
handling iron ore at Itakpe,
while in Mauritania, some 3
km of conveyor lines with a
capacity 4,000t/h were also
supplied for handling the
same commodity.
At the De Beers Diamond
Mine in Kimberley, South Africa, 38 belt conveyors and
feeders, 11 transfer towers, a
luffing stacker, a luffing and
slewing stacker with tripper
car, foundation works, instru-
mentation and control systems
were installed as part of an
integrated contract. Also in
South Africa, Koch undertook
the refurbishment of a 25 year
old gold-beneficiation plant at
East-Driefontein, including
fabrication of five belt conveyors and three transfer towers, refurbishment of ten existing belt conveyors, plus the
associated structural steel
work and reconstruction of the
existing crushing building.
At the Klippfontein open
cast mine in South Africa, a
coal crushing and screening
plant plus associated belt conveying systems with a total
length 7.4 km and rated at
3200 t/h was installed, while
in its domestic market a continuous long-distance 2,400 t/
h belt conveyor with a total
length of 4.6 km, with an installed power 6 x 1,000kW
motors was commissioned for
the DSK coal mine at
Ensdorf, Germany.
Also in Germany, a 1.8 km
pipe conveyor for the transportation of materials in a
loose granular form as well as
finer and moister materials
such as clay originating from
losses, disk filter rejects, tailings was installed at the
Wismut uranium ore plant in
A mixed contract for 21
belt feeders with a total length
of 6.5 km, and rated at between 900 t/h to 6,000 t/h was
undertaken at the Mineras
Escondidas Limitada copper
mine in Antofagasta, Chile,
while in Eshidiya, Jordan,
conveyor systems with a total length of 7.8 km and rated
at 1800 t/h were supplied for
a phosphate handling and
processing plant.
the 2880m for M8 in four
Such rolls sizes are normally beyond the cost effective handling capabilities of
importers and smaller rolls
would have had to be employed if sourced from overseas. The larger roll lengths
provided a significant reduction in the number of splices
that would be required and
faster installation times with
minimum downtime.
Like for like
The majority of the 6000m of
belt on the M6, M7 and M8
systems was an old Apex Ply
Belt KN150 Kuralon Nylon
4Ply with 3x1.5mm M grade
covers and was approaching
20 years operating life.
The factory where the
original Apex belt was manufactured is still located in
West Footscray, Victoria, although as part of an on-going
investment programme, there
have been significant improvements to the site over
the years with some A$5M
recently invested.
This included the setting
up of a state-of-the-art weaving department, the expansion
of the factory to accommodate the introduction of a sixth
Rotocure to improve delivery
on wider belts and the relocation of the quality and testing
The supply of the belt was
not the only issue, however.
Customers are increasingly
seeking to simplify installations by dealing with contractors who can take on more of
the work required. On this occasion the successful tenderer
would supply, install, splice
and commission the belting.
Belt up
Moving resistance
While the smaller components of conveyor systems,
such as idlers and rollers, are
easily transported to the actual site, and support frames
etc can be manufactured locally, conveyor belting is
more difficult to transport.
Accordingly belting manufacturers, such as Fenner
Dunlop, have established
manufacturing sites in major
growth areas, such as China
and India as well as in more
established markets such as
North America, South Africa,
Europe and Australia.
A recent refurbishment
project undertaken by the
company in Australia underlines the importance of having a local manufacturing
A tender was issued by
Hunter Valley Coal to upgrade the 20-year old
Ravensworth East Overland
conveying system that carries
product into the Macquarie
Generation Power Stations
from the Mount Owen site
outside Singleton in NSW.
Fenner Dunlop Conveyor
Belting were successful with
the bid with one of the main
advantages being its ability to
manufacture the belting locally. The M6 conveyor required 1680m of belt which
could be supplied in two
840m rolls, while the 1097m
required for the M7 conveyor
was supplied in two rolls and
With long conveyors the
moving resistance is decisive
for the required power, the
dominant factor of which is
the indentation loss, which
can be significantly influenced by the properties of the
rubber covers of the belt.
With finite element methods (FEM), as well as latest
measuring technologies,
ContiTech has developed an
energy optimised cover,
which can reduce indentation
losses by more than 30%
compared with conventional
Based on the rubber technology for off-road tyres,
ContiTech has developed the
Durastar cover compound to
provide good cut and gauge
resistance in hard rock handling and other applications.
Together with the reinforcement Durarip, Durastar has
doubled the service life of
belts under high impact and
extremely hard operating conditions at the Chuquicamata
Mine in Chile.
Due to improvements in
splicing technology, it is now
possible to provide a fatigue
strength of 4150 N/mm.
The advantages of these
newly developed covers is
particularly relevant for long
distance conveyors, due to the
significant savings in required
drive power and reduction of
required belt strength that can
be achieved. ❏
BMI November/December 2006
2:32 pm
Page 17
Covered storage - vertical
and horizontal challenges
he gradual global tightening of environmental
regulations continues
to be good news for suppliers
of enclosed bulk material storage systems.
Commodities such as coal,
traditionally stockpiled in
open-air stockyards, are increasingly being stored under
cover to minimise dust pollution. In addition, the widespread use of gypsum, as part
of the flue gas desulphurisation
process at coal-fired power
plants, has created a mini-industry in systems for handling
the used FGD-gypsum - an
extremely sticky product,
which can only be successfully handled and treated in an
enclosed environment.
The covered storage sector has been highly
active of late with several high-capacity silo
projects for commodities ranging from FGDgypsum to animal feeds, as well as
demountable membrane horizontal storages
and a major new dome installation under way
tracts for its square silos. A
typical example is an 1800 m3
capacity structure supplied in
2005 to the Seinäjoki plant of
the Finnish animal feed producer Soumen Rehu Oy. Consisting of 30 cells, 18 measuring 2 x 2m and 12 measuring
1 x 2m, it is mounted on a 10m
high support structure. Feed
pellets are discharged via hoppers and other features include
smooth silo walls, decks and
a roof structure. The contract
was placed by ConMaint Oy
which carried out the construction work.
Another silo designer
which favours rectangular
Rectangular 30-cell silo from
Cimbria Manufacturing for
animal feed pellets delivered
last year to Soumen Rehu Oy
FGD-gypsum storage
ESI Eurosilo of The Netherlands is currently working on
several major power station
silo projects involving storage
of FGD-gypsum. In France it
is constructing two large silos
of slotted column design each
with a capacity of 2300t for
LA SNET, one at the E Huchet
power station in Saint-Avoid
and the other at the company’s
Gardanne, Bouches-duRhône, plant. This follows an
order placed in 2005 by
Alsthom Power Environment.
Both silos will feature a
dewatering station mounted on
the top. This arrangement
eliminates many of the conveying problems associated with
the highly viscous FGD-gypsum. These two silos will also
incorporate the well proven
Eurosilo ring beam principle,
whereby horizontal loads exerted on the wooden inner wall
are passed to the ring beams
which are freely supported by
the brackets on the columns.
This allows the ring beams
to expand and contract with
only a small proportion of the
loads being passed to the structural steel part of the silo. For
this reason a light steel structure can be used. The space
between the inner wooden lining and outer sheeting allows
air to circulate for ventilation
so that moisture can be transferred from the gypsum to the
circulating air.
Newly commissioned
The E Huchet silo, which is
elevated and supported on a
concrete pedestal to facilitate
direct loadout to trucks, has
just been commissioned while
the one at Gardanne is scheduled to become operational by
end of 2007.
ESI Eurosilo is also building an FGD-gypsum silo at
EDP’s Sines coal-fired power
station in Portugal, following a
contract awarded by COBRA
at the end of 2005. This also
will be elevated to allow trucks
and trains to be loaded underneath. A dewatering station
mounted on its roof will be supported by the concrete wall of
the silo structure. As with the
Gardanne silo, the Sines site is
BMI November/December 2006
ESI Eurosilo FGD-gypsum silo under construction for the E
Huchet power station, France.
in an area susceptible to earthquake risk and ESI has taken
this factor into consideration in
its structural calculations. The
Sines silo is expected to be
commissioned next year.
May 2006 saw the Dutch
silo manufacturer won a contract from Alsthom Power Environment to supply an FGDgypsum silo to the PEGO
power station also in Portugal.
Due to become operational in
July 2008, it will incorporate
a truck filling station integrated into the silo shell and
will include a cladded structural steel building to house
the dewatering units.
More recently, the company was awarded a contract
from Lentjes to supply a
10,300 m3 capacity FGD-gypsum silo to the UK’s Fiddler’s
Ferry power station. This will
be of conventional design
with slotted central column
and a below-ground reclaim
gallery. Infeed capacity is 50t/
h with outfeed at 350t/h. The
concrete wall structure houses
the reclaim mechanism and
support roof with belt conveyor gallery. Planned start-up
is May 2008.
With the trend continuing
towards enclosed storage of
coal stockpiles, the underground multiple silo system
commissioned by ESI
Eurosilo over two years ago
Salmisaari power station in
Finland remains a landmark
achievement. Here four
62,500m3 storage units each
with an outfeed capacity of
500t/h were constructed below ground level and the primary handling mechanisms
had to be installed at a depth
of 120m without the use of
cranes. The former outdoor
stockyard area has now been
redeveloped to accommodate
trees and buildings.
Animal feed/grain
Cimbria Manufacturing of
Thisted, Denmark, has in recent months won several con-
storage buildings
warehousing, climate control and bulk storage
Rubb offers proven, time tested solutions for a wide range
of warehouse requirements. Our large clear spans and high
translucent ceilings provide a bright, efficient working
environment. Rubb buildings are built to last yet are fully
relocatable or extendable to meet changing needs.
• Proven Durability & High Quality Materials
• Bright, Efficient Space • Low Life Cycle Cost
• Superior Corrosion Protection • Superior Fire Performance
• Completely Relocatable • Modular Design Flexibility
• World Class Customer Service
• Steel/Fabric Hybrid Designs • Crane Liftable
Rubb Buildings Ltd,
Dukesway, TVTE, Gateshead,
NE11 0QE, England.
Tel: 0191 482 2211.
Fax: 0191 482 2516
E-mail - uk: [email protected]
usa: [email protected]
norway: [email protected]
No. 95/6243
3:00 pm
Page 18
cells of modular construction
is SCE Silo Construction and
Engineering of Belgium. All
of its silos are constructed in
accordance with the German
standard DIN 1055.
An advantage of the modular construction is that component parts can easily be
transported to site and the
structure can normally be assembled without the need for
heavy-lift cranes. There is also
scope to increase the silo capacity cost-effectively at a
later date, which is less feasible with conventional onepiece cylindrical silos whether
in the form of a single cell or
a multiple-cell battery.
Design choice
The SCE self-supporting design allows for a control room
to be included within the total
framework of the silo structure; a roof can also be built
above the silo cells providing
safer and more comfortable
working conditions for maintenance staff, as well as enhanced weather protection.
SCE provides a broad
choice of rectangular cell sizes
and designs. There are two
basic categories of wall structure: profile walls and sandwich walls offering smooth
surfaces on both sides. Wall
angles of the profile wall are
135 degrees and this, in combination with optimum hopper
geometry, is said to ensure reliable gravity discharge for
most powders and granulates.
For reasons of transport
cost, the vast majority of silo
manufacturers very rarely export their products inter-continentally, unless they can arrange for the main components to be fabricated locally
in the country of delivery. For
SCE, however, this is not a
major problem thanks to the
modular assembly of its silos
and as a result the company
has been successful in exporting as far afield as the Middle
East (notably in recent years
to Saudi Arabia, Israel and
Iraq) and Africa where silo
installations have been completed within the past few
Rectangular cell silo under construction earlier this year by
SCE Silo Construction and Engineering for Leievoeders,
Waregem, Belgium
years in Ivory Coast, Algeria
and Nigeria. In this last country it built a 9000 m3 capacity
silo for barley at the local
Heineken brewery.
Closer to home, SCE has
just completed a 2000 m3 pet
food storage for Loos
Aliments in Mazingarbe,
France, and other projects
completed this year in Belgium include a 1430 m3 silo
for Oliefabriek at Lichtervelde
for linseed scrap, a 1400 m3
capacity bulk animal feed
Leievoeders at Waregem, and
a 2250 m3 rice silo for Remy
Industries in Leuven.
duty storage and handling of
materials such as coal,
biomass fuels, sawdust and
limed sewage sludge cake,
most of which are very difficult to handle.
A typical recent Saxlund
International GmbH project
involved a complete system
for reception and metering of
secondary fuels for the existing lignite dust fired boiler of
the 500MW blocks, forming
part of the Jänschwalde power
station in Germany. In addi-
tion to installing two cylindrical silos, each with a capacity
of 340 m3 and a discharge rate
of 325m3/h achieved by
means of metering screw conveyors, the company supplied
the entire conveying system
up to distribution of the secondary fuel on to the coal
belts. Key elements included
two bunkers equipped with
Saxlund push-pull floor discharge machines which are
designed to handle sticky, fibrous and otherwise difficultto-handle materials. Scope of
supply also included a complete dust extraction system,
measurement and control as
well as safety equipment.
Saxlund additionally took
responsibility for clarifying and
obtaining all necessary authorisations. The plant is fully automatic and has been designed to
achieve maximum permissible
metered feeding of the secondary fuels on to the coal belts. It
was successfully commissioned in February 2005 within
the short time frame prescribed
by the customer.
Marketable product
In the USA it is estimated that
some 70 mt of fly ash is produced annually from coal
burnt in power stations. Until
recently this was treated as
waste material and either
sluiced into regulated disposal
ponds or dumped in landfill
sites. Nowadays, however, fly
ash is increasingly treated as
a marketable product for use
as an additive in construction
materials and prior to processing is stored in large silos, for
View of the giant Temcor aluminium dome just delivered to
the Ho-Ping plant of Taiwan Cement Corp
Secondary fuels
A silo manufacturer which
provides a total turnkey engineering approach, embracing
handling and reclaim systems
in addition to storage structures, is Saxlund International,
which has sister companies in
Germany, Sweden, UK and
USA. It specialises in engineering facilities for heavy-
@@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@[email protected]@@@@@@@e?
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Available from WorldCargo News
“Container Terminal
Planning - A Theoretical
A major study by Dr Itsuro Watanabe
(Container System Technology)
is Fa
13 for
37 to
Company ............................................
This comprehensive 245 page study is an in-depth analysis of capacity constraints, productivity, selectivity
and flexibility of different container handling systems in terminals of different types and sizes: common-users
or dedicated; hub centre (transshipment and/or relay) or import/export vocation; gateway or feeder port;
intermodal rail or truck distribution inland; with or without CFS, etc. Profusely illustrated with charts,
figures and explanatory tables. Effects of different call patterns of containerships and dwell day regimes.
Predictive power provided through development of queuing theories. Hundreds of detailed equations.
Price: £165 or US$245 or €245 including postage and packing.
■ I enclose my cheque or bank draft for £..................US$................. This must be drawn on a UK bank.
■ Please invoice my company - we will mail study on receipt of payment.
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Interior view of the Rubb structure installed in less than eight
weeks for Total Ship Services at Chatham, UK
practical as much as for environmental reasons.
In 2005, Columbian
TecTank of Parsons, KS, supplied a 10,000t capacity
bolted-steel silo to L B Industrial of San Antonio, specialists in assisting large-scale
coal consumers to convert
their fly ash ponding systems
to dry storage.
The silo, 65ft in diameter
and 100ft tall, comprises
coated flanged panels which
were erected one ring at a time
on-site on a reinforced foundation. The baked-on interior
and exterior coating was designed to protect the silo panels from corrosion and
weather damage. Ash is blown
into the silo and reclaimed by
vacuum extraction.
L B Industrial recently
specified more Columbian
TecTank silos for this type of
application, reportedly for reasons including their inherent
simplicity, competitive price
and ease of assembly.
Largest ever dome
With regard to dome storages,
Temcor of Gardena, CA, in
November completed construction of a 135m diameter
structure for Taiwan Cement
Corporation (TCC) to replace
an earlier dome destroyed by
a typhoon. The new version is
currently the world’s largest
clear-span aluminium dome.
The original dome, built by
another manufacturer in 1997,
covered a limestone blending
stockpile at TCC’s Ho-Ping
cement plant.
In January 2006 Temcor
was awarded the contract to
replace the failed dome and an
important factor was that the
limestone handling system
needed to remain partially in
service throughout the construction of the new dome.
This was designed, engineered and manufactured in
the USA with the component
parts then shipped to Taiwan
for assembly. Meanwhile
TCC had modified the existing support walls in preparation for the new roof.
To allow the plant to operate during the dome’s assembly, Temcor modified its novel
centre tower erection method,
whereby the erection tower is
built up and used to assemble
the dome from the centre outwards. As each strut ring is
completed, the tower raises the
dome to allow workers to continue on the next ring while
continuing to work safely at
ground level. At Ho-Ping, a
30m high temporary steel
frame was built around the
stacking equipment’s centre
column to a height just above
the infeed conveyor, to which
Temcor mounted its traditional
centre tower to attain a total
tower height of 84m.
To facilitate the dome’s assembly the plant’s reclaim system was moved aside and a
temporary chute was installed
to divert the incoming limestone from the conveyor to the
reclaim conveyor installed in a
tunnel below ground.
The new dome includes 18
skylights, two truck doors and
three gravity vents. Construction began in late June and has
just been completed, despite
most of the work taking place
during the typhoon season.
The new structure, which has
been designed to withstand
wind speeds of 65m/s, is made
entirely of aluminium which
means it will be corrosion-free
and not require maintenance
for years to come.
Rapid assembly
Another company which has
the capability to provide horizontal bulk storages on a
worldwide basis is the Rubb
organisation with production
plants in the UK, Norway and
the USA. These structures
normally consist of a heavyduty PVC coated polyester
membrane tensioned over a
steel structure. A key advantage is that they can be very
quickly assembled and can be
just as quickly dismantled and
relocated, an important consideration where a bulk terminal may only be required for
a few years or even months,
rather than several decades.
This speed of assembly
was well illustrated in 2005
when the UK’s Total Ship
Services was looking to win a
contract to supply and store
biomass imported through
Chatham docks to be used as
a fuel for the local power station in Kent. The project was
awarded from tender, with a
key factor being the ability to
complete the construction in
just eight weeks.
Rubb rose to the challenge
and installed a BE building,
24m wide X 65m long and
with 6m high sidewalls. It featured a re-sealable side aperture to accommodate a belt
conveyor for transfer of the
material and the main entrance
was fitted with roller shutter
doors 4m wide X 5m high to
allow access for large vehicles. The storage was ready
for use, ahead of schedule,
before the end of 2005.
In recent months Rubb has
also been active in the USA
where it has supplied several
relocatable structures similar
to the above for municipal
storage of sand and salt. ❏
BMI November/December 2006
9:37 am
Page 19
Inland Shipping
Developing Serbia’s inland waterway transport system
he potential freight use
of Serbia’s rivers and
canals is finally being
acknowledged.The country
accounts for 588 kms of the
River Danube, 207 kms of the
River Sava and 164 kms of the
River Tisa, both tributaries of
the Danube. The inland waterways transport (IWT) network
also includes the DanubeTisa-Danube canal, as well as
nine ports, nine shipyards and
two cargo companies.
The Danube is navigable
through the nine countries it
flows through but is only 10%
utilised. The need to get it
working again is best shown
by the problems facing Central and Eastern Europe’s
transport system that suffers
from congestion and delays.
Moving more freight by IWT
will will help deal with constantly growing freight flows.
Until recently, the potential of
Serbia’s IWT system was
overlooked as years of neglect
and fighting had rendered
them unusable. One fifth of
the length of the Danube runs
through Serbia, but port usage
on the river has seen a downturn of more than 40% since
1990. It was not until 2002
that the remaining debris from
the last Balkans War was removed from the river and in
2005 the temporary pontoon
that had hampered navigation
was finally removed.
But it is not just a case of
removing the debris; rehabilitating the port facilities and
updating equipment are also
essential in order to achieve
greater operational efficiency.
“The river system is a major
national socio-economic asset, which is very much
underused,’ said Gordana
Lazarevic, Serbia’s assistant
minister for international relations, speaking in Belgrade
in April this year.
Joint project
A €1M research project has
been launched jointly by the
European Agency for Reconstruction and the Serbian Government to create a development plan for Serbian inland
waterways. The Danube-Serbia project has identified that
there would need to be an investment of more than €500M
to bring the waterways and
ports up to standard. It is anticipated that the implementation of the strategies set out in
the project would significantly
improve employment in the
IWT sector in the region.
The project is scheduled
for completion in April 2007
and is being implemented by
a consortium lead by the international engineering and
consultancy company Project
Management Ltd, based in
Ireland. The company’s director Michael Shelly says that
2006 will be something of a
watershed for Serbia.
“The country has suffered
from a bad image but that has
changed. I am very positive
about Serbia moving forward,” he said. Trevor
O’Regan, the company’s inBMI November/December 2006
ternational business development manager added: “We
have been asked to look at the
ways in which the Danube can
be used for development and
employment opportunities,
and have come up with five
expert sectors where that can
be achieved. One in particular, IWT, has a huge investment potential.”
The Danube-Serbia project
is allied to the European Commission’s NAIADES - Navigation and Inland Waterway
Action and Development in
Europe - action plan for IWT
that was launched in January
2006. The time frame for implementation of the NAIADES plan is 2006-2013. This
plan focuses on five key areas:
● Creating favourable conditions for services and attracting new markets
● Stimulating fleet modernisation and innovation
● Attracting new workforce
and increasing investment in
human capital
● Promoting inland waterway
transport as a successful business partner
● Providing an adequate inland waterway infrastructure.
The construction of the
German Rhine-Main-Danube
Canal in 1992 meant that the
Danube became part of a
trans-European waterway running from Rotterdam on the
North Sea, to Sulina on the
Black Sea. In 1994 the Danube was declared one of ten
“Pan-European Transport
Corridors” in Central and
Eastern Europe that required
major investment over the following 10-15 years.
Heavy investment
Investment is certainly needed
to action the plans and recommendations. The European
Bank for Reconstruction and
Development (EBRD) and the
European Investment Bank
(EIB) will invest €100M in
“making the Danube fully
navigable” - €30M in arrangement of the Danube river
banks, €30M in the construction of a new lock and €40M
in the cleaning of the river.
It will also invest €140M
in reconstruction of the Serbian railway and it is expected
that EBRD and EIB will invest €120M in the construction of a Belgrade bypass
road. In addition, Dubai-based
Jebel Ali Free Zone (JAFZA)
Investment Fund, linked to
Dubai Ports World that already has a long-term concession to operate Constantza
South Container Terminal, has
expressed an interest in investing in Serbian ports.
Water lobby
At its session in September
2005, UN-ECE’s IWT Working Party included topics such
as intermodality and river-sea
traffic, with particular attention being given to the recent
changes in European IWT
markets and the pronounced
lack of promotion for this particular mode of transport.
According to European
classification of the system of
inland waterways, the stretch
of the Danube that runs
through Serbia is ranked in the
highest class of international
waterways, VI and VII.
Anticipated upsurge
One company that is looking
to help improve Serbia’s waterways is RTC Luka Leget,
the new owners of Port Leget
that sits on the River Sava in
Serbia, between Belgrade and
the borders of BosniaHerzegovina and Croatia.
In 2005 the port was privatised, and the new owners
anticipate that the planned development of Novorossiysk to
become a leading Russian port
in the Black Sea will lead to
an upsurge in traffic of bulk
and containerised cargo on the
Danube and the Sava rivers.
They are keen to expand and
develop its commercial activities and attract more cargoes.
Located in the eastern in-
An idyllic scene, but the Danube has a vital role to play
moving bulk and unitised cargo flows
dustrial zone of Sremska
Mitrovica, Luka Leget occupies 80-ha on the left shore of
the Sava river, 133 kms from
Belgrade. The port is near the
main Belgrade-Zagreb railroad line and has direct access
to the Belgrade-Zagreb highway. The Sava joins the Danube at Belgrade.
In view of the anticipated
increase in IWT traffic, RTC
is planning to enlarge the port
and extend its shoreline. This
will enhance efficiency and
enable several vessels to be
handled simultaneously. The
port already offers storage,
warehousing facilities, a vehicle parking area, and a custom’s office, as well as the
presence of some 40 freight
forwarding representative offices.
Work underway at the port
aims to develop it for commercial purposes such as bulk
cargo and containers that
would normally come from
two main sources, the Danube
- both cargo from western
Europe as well as cargo for
Europe originating from the
Black Sea ports, Turkey, etc
and cargo to and from BosniaHerzegovina and Croatia.
Danube Research, which
specialises in inland shipping
intelligence, transport and
waterway regulation information, states that existing ro-ro
services on the Danube between Germany and Bulgaria
have the opportunity to expand with additional vessels
and services. Prospects for lolo container barge services are
also improving slowly and
new initiatves are in hand. ❏
An Economical
102 meter diameter aluminum dome,
Caleveras Cement, Monolith, California
Bulk Storage Solution
Temcor all-aluminum domes offer the best value
for your bulk storage needs. With over 6,000
dome installations worldwide, in a variety of
applications, the Temcor Aluminum Dome has
proven its value over and over again. Because of
its lightweight prefabricated design, you can
expect lower foundation and erection costs. A
typical 100-meter dome has been built by 12 men
in just 13 weeks. Its all-aluminum construction
Interior of limestone storage dome
means a virtually maintenance-free installation.
Aluminum will not rust, rot, spall or solar degrade,
and is corrosion-resistant to a variety of vapors
and materials.
With sizes available up to 320 meters in diameter,
we can design to meet your exact functional and
dimensional needs. The dome’s versatile design
easily accommodates conveyors, truck doors, etc.
Our installations range from Antarctica to the
Mojave Desert. Call or write and we’ll be glad to
provide the solution you need for your project.
3 of 10 120m coal storage domes,
Formosa Plastics, Mai Liao, Taiwan
The clear-span
construction advantage
P.O. Box 48008
150 W. Walnut St.
Gardena, CA 90248 USA
Tel (310) 523-2322
Fax (310) 523-2380
E-Mail: [email protected]
Web site:
Temcore Dec ad New Address.indd 1
Typical dome construction using Temcor’s
erection tower method
14/12/06 16:20:22
2:44 pm
Page 20
NYK forecasts steady growth
in bulk cargo shipments
Japan’s Nippon Yusen Kaisha (NYK)
has forecast that seaborne dry bulk
cargo volumes will grow at an annual
rate of 3.5% over the next ten years.
An NYK report says that the volume of three biggest dry bulk cargoes - iron ore, coal and grain - will
increase at an average 3.7% a year
in the period, short of the 5% recorded over the past decade. Iron ore
shipments are forecast to grow 4.4%
a year from 2006 to 2011, and 3.4%
from 2011 to 2016 on the assumption that growth of China’s crude
steel production will begin to slow
down in or after 2008.
Coking coal shipments are expected to exceed the growth rates of
the past ten years, reaching 3.4%
between 2006 and 2011 and 4.4%
between 2011 and 2016, to which
India’s strong demand will con-
tribute significantly, the report said.
Steaming coal shipments are projected to grow 4.4% to 2011, and 4%
to 2016, on the premise that China
and India will increase imports, but
much growth cannot be expected of
Japan, South Korea or Taiwan.
The study expects China and India to increase their soybean and
wheat imports, respectively, to annual average growth rate of 2.3% for
NYK and Masteel officials ink the
charter pact at a signing ceremony
in November
the ten years, while shipments of minor bulk cargoes are forecast to grow
an average of 2.9% a year , up from
2% over past decade, reflecting the
anticipated buoyant flow of steel
products and cement.
● NYK has secured a 10-year charter contract with Maanshan Iron &
Steel Co Ltd (Masteel), based in
Anhui province, China, for the transport of iron ore from Brazil and
Western Australia. A signing ceremony was held in November at the
steel producer’s offices in Maanshan.
Shipments will begin from next September. NYK will use a newly built
200,000 dwt bulk carrier for the
transport of this iron ore.
Masteel is the fourth iron and steel
company in China with which NYK
has secured a long-term charter contract. The deal follows five long-term
charter contracts, each with a term
of 10 or more years for the transport
of iron ore to China with Baoshan
Iron & Steel, the Jiangsu Shagang
Group and the Beitai Iron & Steel
K-Line wins
EDF deal
• Main products: ship unloaders, ship loaders, Stacker reclaimers.
• Customers worldwide, including: United States, Japan, Brazil, Indonesia and
domestic users from North to South China.
• For various industries e.g. Ports, Power Plants, Steel Plants, Paper manufacturing, Concrete
• Fully-erect shipment to ensure on time delivery.
• Proven design, manufacturing and transportation capabilities.
EDF Trading, the subsidiary of Europe’s largest power utility,
Electricité de France (EDF), responsible for wholesale energy market
activity, has agreed a five year timecharter deal with K-Line and will
take delivery of a newly-built
177,000 dwt Caper in the first quarter of 2009.
EDF Trading operates a time
charter fleet of 20 modern dry bulk
Capers and Panamax vessels and has
plans to expand the fleet significantly
within the next 12 months. The
agreement follows the five year timecharter deal that it completed with
NYK earlier this year.
Michael Nagler, head of freight
at EDF Trading commented, “We
began managing a fleet of vessels
and trading freight at the start of 2006
and in this short time have built up a
strong business globally in both the
physical and financial markets. We
are concluding an increasing number
of long-term time charter deals and
that is a clear demonstration of our
commitment to this market.”
EDF Trading transports coal to
EDF in France and EDF Energy in the
UK and also sells freight capacity to
third parties. Although EDF is usually
associated with nuclear power in
France, surging energy demand coupled with high oil and gas prices have
led to an increase in coal imports.
France’s last coal mine closed in 2004
and in August a plan was launched to
restart mining in central France, albeit
on a limited scale.
BMI Dateline 2000

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