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Bulk Trades Outlook
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FEATURES
DRY CARGOinternationalDCi
ISSUE NO. 209 JANUARY 2018
Dutch Ports Focus Bulker Market Forecast
The world’s leading and only monthly magazine for the dry bulk industry
Continuous Ship Unloaders
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Golfetto Sangati is a reference point for the design and construction of complete port systems for loading and unloading ships. The company designed and built more than 50 port systems all over the world and plays a primary role in technological advancement from the first pneumatic ship unloader to the more advanced mechanical loaders and unloaders.
The company supplies a large range of handling, processing and storage, loading and unloading systems on tires or rail with a capacity of 50 to 2,000 tons per hour implementing the best technical principles.
www.golfettosangati.com - [email protected]
TRADE & COMMODITIESGrain and soya trade flourishing 2Successful year anticipated for global sugar production 4REVIVING DRY BULK TRADE EXPANSION 6
SHIPPING & TRANSPORTCargo Care Solutions opens Netherlands hydraulics workshop 12What Lewis Carroll taught us about vessel efficiency 13SAFEGUARDING AGAINST HEAT DAMAGE TO SOYBEANS IN CHINA 19BULK CARRIER MARKET: A SUSTAINABLE UPTURN? 23
PORTS, TERMINALS & LOGISTICSETE Group increases investment in Cape Verde 26Port of Blyth sets sail on £12 million investment 28NETHERLANDS BULK: ADAPTING TO A NEW REALITY 29
REGIONAL REPORTSGERMANY: EQUIPMENT, PORTS & TERMINALS 43BULK HANDLING IN THE US GULF 81
ENGINEERING & EQUIPMENTQuality Freight UK buys new Fuchs mobile harbour crane 58Order for AUMUND machines at LafargeHolcim in France 63CSUS: A CONTINUING SUCCESS 67PREVENTING FUGITIVE COAL DUST WITH FENCES FROM WEATHERSOLVE 77
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PUBLISHERSJason Chinnock
[email protected] Hucker-Brown
EDITORIALLouise Dodds-Ely Editor
[email protected] Venter Deputy Editor
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SALESMatthew Currin Senior Sales
[email protected] ExecutiveZack Venter Advertisement Sales
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CORRESPONDENTSBrazil Patrick KnightIndia Kunal BoseAsia David Hayes
Europe Barry CrossMalaysia Wira Sulaiman
Philippines Fred PundolSouth Africa Iain McIntosh
UK Maria CappuccioUK Michael KingUK Richard Scott
USA Colby HainesUSA Walter Mitchell
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© Trade Publishing Int’l Ltd 2018
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Towards the end of last yearcommodity volumes importedby numerous countries remained
buoyant. Prospects for this solid patternto continue in the months ahead arefairly favourable, and it seems likelythat world seaborne dry bulk trade willsee another sizeable advance through2018.
Many forecasts for global economicactivity point to a probable continuationof the improving trend seen in the pasttwelve months. The latest update bythe OECD organization stated that “abroad-based and synchronized improve -ment in (GDP) growth rates across mostcountries” is progressing. Acceleratinggoods and services output isaccompanied by strengtheninginternational trade.
GRAIN
World trade in wheat, corn and othercoarse grains is expected to see acontinued modestly increasing trend, atleast until mid-2018. Recent Interna -tional Grains Council estimates,summarized in table 1, suggest a 2%rise to 359mt (million tonnes) in cropyear 2017/18 ending June. Lowerimports into China, India and elsewhereare likely to be more than offset byhigher imports into the European Union,Egypt and Saudi Arabia.
In China grain buying on internationalmarkets could decrease again, reflectinggood domestic harvests and excessivelyhigh corn stocks which the governmentis trying to reduce. But soyabeanspurchases maintain an upwards trend.
US Dept of Agriculture calculationssuggest that China could import 97mt ofsoyabeans in the trade year endingSeptember 2018, a 4% rise, boostingglobal soya trade.
IRON ORE
A stronger performance by the steelindustry is benefiting seabornemovements of the main raw materials.Iron ore trade last year grew at a briskrate, based on provisional figures, withincreased imports into China aprominent feature. Other buyersincluding the EU, Korea and somerelatively small importers contributedadditional quantities.
An expectation of more growth in theiron ore sector during 2018 partlyreflects optimism about the global steelproduction upturn proving sustainable.Another aspect specifically relates toChinese buyers, who purchase morethan two-thirds of annual world iron oresea trade estimated at over 1,450mt in2017. Additional demand for high gradeforeign ore, to substitute for lower gradematerial from Chinese domestic mines,is seen as a positive element.
COAL
Following what appears to have been afairly strong upturn in the coal tradetrend last year, will 2018 see a furtherincrease? The rebound seen during thepast twelve months could indicate that,possibly, pessimistic views after twoannual reductions in the global totalwere too negative. However, forecastshave become more speculative. In three
key coal importing areas especially —China, India and EU — policy decisions,with hard-to-predict timing and impact,are having larger effects on foreignpurchases. These countries compriseabout 18%, 15% and 12% respectivelyof global seaborne coal imports, almosthalf of the total. Changes in govern -ment environmental policies are likelyto have effects which may or may notprove predictable.
MINOR BULKS
One of the bigger minor dry bulks sectorcomponents is fertilizers, comprisingboth raw materials and semi-finishedproducts. Estimates suggest that overallworld seaborne movements ofphosphates, sulphur, potash and ureaincreased sharply last year, possiblyreaching around 160mt, and furthergrowth could be seen. Both potash andphosphate movements appear to haveresumed a positive trend.
BULK CARRIER FLEET
About 12% of the entire world bulkcarrier fleet is represented by the sizegroup with the smallest ships, theHandysize (10–39,999dwt) segment. Inmost of the recent past years, growth inHandysize capacity has been in the1–2% range, based on ClarksonsResearch data, including an estimated2% in 2017. As shown by table 2,newbuilding deliveries decreased lastyear, while scrapping was lower. Duringthe next twelve months, a further fall innewbuildings delivered could result inslower fleet growth.
Grain and soya trade flourishing
2012/13 2013/14 2014/15 2015/16 2016/17* 2016/17*Asia (excluding Japan) 58.6 73.6 89.0 95.0 98.5 96.8Japan 24.3 23.4 21.9 22.1 22.9 22.6Middle East 48.4 54.0 56.7 55.8 54.8 57.3Africa 56.3 65.3 67.1 76.2 75.8 76.9Others 83.1 94.1 87.4 96.6 100.7 105.6World total 270.7 310.4 322.1 345.7 352.7 359.2
source: International Grains Council, 23 November 2017 *forecast July/June crop years
TABLE 1: GLOBAL WHEAT & COARSE GRAINS IMPORTS (MILLION TONNES)
2012 2013 2014 2015 2016 2017*Newbuilding deliveries 10.6 6.3 5.4 6.5 4.6 3.5Scrapping (sales) 8.3 6.7 4.2 5.2 3.2 1.5Losses 0.1 0.2 0.0 0.0 0.0 0.0Plus/minus adjustments 0.3 0.0 0.0 -0.1 0.0 0.0World fleet at end of year 91.0 90.4 91.6 92.8 94.2 96.2% change from previous year-end +1.7 –0.7 +1.3 +1.4 +1.5 +2.1
source: Clarksons (historical data) & Bulk Shipping Analysis 2017 forecast *forecast
TABLE 2: HANDYSIZE 10–39,999DWT BULK CARRIER FLEET (MILLION DEADWEIGHT TONNES)
by Richard Scott, Bulk Shipping Analysis, Tel: +44 (0)12 7722 5784; Fax: +44 (0)12 7722 5784; e-mail: [email protected]
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Forecasts about global sugar productionand prices remain good as long as theweather does not undergo any significantchanges in pre and during harvestingseason. Moreover, factories — particularlyin the world’s largest sugar-producingand -exporting country Brazil —committing a greater percentage ofsugarcane to ethanol production, moved byrising crude prices, could make an impacton world output and balance of sugar. Inthis context is to be seen the latest forecastby the US Department of Agriculture thatglobal sugar production for the 2017–18season (October to September) is likely tobe up 13mt (million tonnes) (raw value) toa record 185mt.
But a caveat will be found in thesentence from USDA forecast: “If reached,production would be 20mt higher than thefive-year low just two years earlier.” USDAsays that based on “favourable weather,improved crop management and lower useof cane for ethanol.” As would be the case,sugar production in Brazil’s centre southregion, which has more than 90% share ofthe sweetener started tailing off unusuallyearly this season because of rainshampering harvesting in important growingcentres. Equally importantly, a lot moresugarcane is used for making ethanol thisseason as high crude prices have tilted thebalance in its favour. In the concludingweeks of Brazilian sugar production for theseason, enticed by growing demand and
prices for the alternative fuel extractedfrom sugarcane, factories started commit -
ting more of the crop for ethanolproduction. Brazilian factories are found tobe using only 36.8% of sugarcane formaking sugar against 40% considered to bethe floor.
An official of the Brazilian industryassociation UNICA said: “In the finalmonths of the harvesting cycle, it is naturalfor sugar production to decline. This time,however, the trend was intensified by therelative prices between sugar and ethanolthat were more attractive for the latter.”Whatever the shortfall in Brazilianproduction, fundamentals “continue topoint to a large global surplus” because ofexpected higher output in India, Thailandand the European Union,” says SucdenFinancial. Indian industry official OmDhanuka is not sure if Brazil latelyconstrained by rains driven productionconstraints will be in a position, as USDAhas projected to step up exports by ‘’1.1mtto a record 29.6mt... despite China’ssafeguard measure to limit imports fromChina.’’
INDIAN PRODUCTION REVIVAL
Benefiting from a good monsoon after twoconsecutive years of severe drought inimportant sugarcane growing states such asMaharashtra and Karnataka, India is poisedfor a major revival in sugar production to25.1mt during 2017/18 from a low of20.3mt last season. Dhanuka hastens topoint out that twice in the current
millennium, the country hadproduced well over 28mt ofsugar underscoring thepossibility of India generatingexportable surplus on asustainable basis, if governmentpolicies are supportive.According to Indian Sugar MillsAssociation President (ISMA)Ms T Sarita Reddy, India’s sugarconsump tion — after takinginto account the routineannual demand growth — willequal production leaving thecountry with 3.9mt ofinventory at 2018 Septemberend, the same as this season’sopening stocks.
A lobby made of a fewmillers having built coast basedrefineries engaged in turningraw sugar to make it white andthen export or sell within thecountry is pitching for importsciting the expected fine balance
Successful year anticipated for global sugar production
Harvesting sugar canein Brazil.
Indian industry official Om Dhanuka.
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Bettercoal has announced that JERATrading has joined the initiative and is itsfirst Member in Asia.
JERA Trading demonstratesleadership by joining the only global coalsupply chain initiative with the aim topromote the continuous improvementof corporate responsibility in the coalsupply chain. Until now, BettercoalRegular Members were major Europeanutilities. JERA Trading is the firstJapanese-controlled company to joinBettercoal, allowing the initiative toexpand its membership to the Asianmarket.
Anne-Claire Howard, ExecutiveDirector of Bettercoal said: “Bettercoal’saim is to build a more responsible coalsupply chain globally. We believe thatwelcoming a company with such a strongpresence in Asia and in coal markets willenable us to further broaden the globalreach of Bettercoal and ensure we growour footprint in markets where coal stillplays a significant role in energyproduction. JERA Trading joiningBettercoal will lead to more coalproducers going through our
Assessment Process leading to a moreresponsible production of coal.”
Ronan Lory, Managing Director JERATrading said: “JERA Trading is committedto being a responsible coal supplier andoperator and is delighted to join theBettercoal initiative to contribute to andgain from exchanges on best practices inthis field. We look forward to a mutuallybeneficial experience.”
The initiative is open for membershipto major coal users from anywhere inthe world, including energy utilities andindustrial players such as cementmanufacturers and steel makers.
BETTERCOAL
Bettercoal is a global not-for-profitmembership-based organization set upto advance continuous improvement ofcorporate social responsibility, includingsocial, environmental and ethicalpractices, in the coal supply chain. Itsvision is a coal supply chain that protectsthe environment, respects the rights ofthe people and contributes to thelivelihoods of workers and communities.
JERA TRADING
JERA Trading (JERAT) is a jointly ownedcompany: two thirds by JERA TradingInternational Pte. Ltd., a wholly ownedsubsidiary of JERA Co. Inc. which is anequal joint venture between two majorJapanese electric power companies,TEPCO Fuel & Power (TEPCO) andChubu Electric Power Company(Chubu); and one third by EDF Trading.JERAT is responsible for the global coalprocurement of Chubu, TEPCO and EDF.It operates an integrated coal and freightsupply chain and has benefited from EDFTrading’s expertise in energy commod itytrading and risk management tominimize the costs and optimizerevenues associated with the delivery ofcoal requirements of its shareholdersand third party customers. JERAT is oneof the leading utility-backed coal tradersglobally with a presence in the Atlanticand Pacific basins. JERAT operates in allmajor coal and freight markets (Europe,Asia, North and South America) andtrades both physical and financialproducts. It is headquartered in Singaporewith offices in London and in Maryland.
Bettercoal welcomes JERA Trading as its first Member in Asia
between production and consumptioncould at some point create shortagesfuelling prices. But this supposition is hotlycontested by ISMA director generalAbinash Verma who says ‘’we don’t foreseeany need for imports at any stage thiscurrent season.’’ Last season too, the lobbypressured the government to sanctionimports of up to 3mt. But Sarita and herISMA colleagues were able to convinceNew Delhi that imports of 500,000 tonneswould be sufficient to take care ofshortages in drought ravaged Maharashtrain the west and two southern states, TamilNadu and Karnataka in particular.
Dhanuka says ‘’the challenge will be in2018/19 when helped by good rains in 2017that left the fields ideal for sowing andbrought water levels in reservoirs used forirrigation to normal or above normal thecountry is set to produce sugar in excess ofits own consumption and end seasonstocks requirements. Exports offer theoption to rid the country of the expectedsurplus.’’ Depending on domestic supplysituation in the past, India had been eitherbeen an importer or exporter or just self-reliant in sugar. In recent times, India hasrecords of exporting close to 5mt in
2007/8 and importing nearly 4.1mt in2009/10.
Supply surplus leads to sugar price fallsmaking it difficult for factories to payfarmers in time for sugarcane supplies. Inanticipation of surplus a year hence, Vermahas made a representation to the NewDelhi to intercede with Bangladesh and SriLanka to allow India to export sugarwithout inviting import duty. India’s twoneighbours between them import over 3mtannually. But Bangladesh has an import levyof $150 a tonne on sugar and Sri Lanka$100. On the strength of its free tradeagreements and also SAFTA agreements,India will be seeking import duty waiver.
Like India Thailand has made remarkablerecovery in sugarcane plantation thisseason. This is likely to lift the country’ssugar production by 12% to approximately11.2mt. Industry officials say as Thaiplantations made a remarkable recovery toachieve sugarcane production of 105mthelped by favourable weather duringvegetative growing cycle, factories remainengaged in promoting sugarcane acreageextension to match the industry’s crushingcapacity extension. Thailand is likely toexport 9mt in 2017/18, including 4mt of
raws and 5mt of refined white. Australian sugar production expected at
4.8mt marking a decline of 6% on theprevious season would have been stilllower had the tropical cyclone on northerngrowing areas of Queensland inflictedgreater damage on the sugarcane crop.Sugarcane in Australia is now incompetition with crops such as avocadoand macadamia for land. Despite theexpected fall in production, Australianexports are to remain stable at 3.7mt.China, Indonesia, Japan and Malaysia are themajor markets for Australian sugar.Following the sectoral reforms, theEuropean Union will see production risingto 19.6mt. Acreage expansion will liftChinese output by at least 1mt to 11.5mt.Even then China will end up importinglarger quantities than 6mt in 2016/17. Thecountry will also be releasing 1.5mt fromstate reserves against 1.25mt last year.
As for price prospects, Citi Researchsays the expected global sugar surplus in2017/18 will cap realizations in the first halfof 2018. But later in 2018, prices are likelyto rise resulting from the Brazilian move toreduce the amount of sugarcane factoriesare using to make sugar. Kunal Bose
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Reviving dry bulktrade expansion
Global seaborne dry bulk trade has beenperforming more vigorously. In the pasttwelve months a fairly robust revivalunfolded, building on a slight pick up in theprevious year from earlier stagnation.There are signs that in 2018 furtherexpansion is likely, although doubts havearisen about whether it will match therecent growth.
After the sharp deceleration to nogrowth in 2015 and only a minimal increasein 2016, there was great anxiety aboutprospects. Some of the major importgrowth drivers of the past seemed to be
fading. But the solid recovery seen during2017 has again demonstrated, or can beinterpreted as implying, that there is stillpotential for an upwards trend to continue.
Following four annual advances in a5–6% range during the 2011 to 2014period, the abrupt loss of dry bulk trademomentum to a nil annual increase andthen a marginal 1% rise, was a severeshock. Declining coal volumes contributedto this weakness. Last year, coal tradereturned to brisk growth and other bulkcommodity trades mostly saw healthyenlargement, resulting in an estimated
3–4% increase.Another strong increase in China’s
imports was a prominent influence in 2017.Higher purchases of iron ore and coal byChinese buyers were especially visible,while other commodity imports such assoyabeans also grew. Elsewhere, incountries around the world, theimprovement in global economic activitywas positive for many commodityimporting industries.
THE WORLD ECONOMY
Although it is a rather general influence, the
Richard Scott, Bulk Shipping Analysis
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progress of global economic activity haseffects, sometimes quite noticeable, onnumerous dry bulk commodity move -ments. Changes in business and consumerspending patterns and also governmentspending can cause sizeable variations inoutput levels in industries using bulkcommodities.
Up to last year, there were severalunder-performing years in majoreconomies, exacerbated by China’s slowingtrend. During 2017 a firmly improvingbroad trend emerged, with acceleratingeconomic growth rates in most of the maincountries.
Estimates published recently by theOECD organization, showing growth ingross domestic product (GDP), a widelyused overall measure of goods and servicesoutput, are summarized in table 1. Theseeconomic activity calculations put theOECD area’s GDP growth rate in 2017 at2.4%, a marked improvement from 2% orless in preceding years. The OECD areacomprises mostly the USA, Europe, Japanand South Korea. China is estimated tohave seen a small acceleration to 6.8%growth.
What is the outlook for theseeconomies in 2018? A fairly similaroutcome is expected, resulting in a 2.4%average growth rate for the OECD area asa whole, accompanied by a slight slowing inChina to 6.6%.
Economists at the OECD point out that“the world economy has strengthened, withmonetary and fiscal stimulus under pinning abroad-based and synchronizedimprovement in growth rates across mostcountries”. This statement is a remarkablecontrast with perceived prospects a yearago. At that time, global economic activitywas characterized as remaining stuck in a“low growth trap” with no obvious meansof escape unless economic policies couldprovide more support.
The better-than-expected performance
last year, predicted to persist over the nexttwelve months, was greatly assisted bystrengthening in Europe and Japan, as wellas the USA. China’s economy regainedmomentum and did not continuing slowing,although that trend is expected to resumethis year, albeit moderately. But some ofthe essential supports for world economicactivity are still considered vulnerable,especially business investment spendingwhich remains lacklustre.
TRENDS IN THE STEEL INDUSTRY
A large proportion of global dry bulk trademovements is associated with the steelindustry. Demand for steel, and productionvolumes reflect patterns of spending invarious countries dependent on howeconomic activity is progressing. Changesin steel production, in turn, affect consump -tion and imports of iron ore, coking coaland some other raw materials.
During 2017 steel production trendsstrengthened in many countries. Based onfigures for the first eleven months,compared with the same period a yearearlier, the dominant producer Chinaincreased crude steel output by 6%. In theEuropean Union there was a 4% increase,and in South Korea a 3% rise. Japan was thelaggard, achieving only an unchangedvolume.
These results represented a substantialimprovement in the trend (except for
Japan), after reductions in the previous yearor, for China, only a marginal increase. Steeloutput in many countries last year wasassisted by much lower Chinese steelproducts exports (coil, strip, plate etc)which allowed more of the destinationcountries’ demand to be produced bydomestic steel mills.
Growth in demand for steel couldcontinue through 2018, based on the latestWorld Steel Association short-rangeoutlook published recently. However,percent age rates of growth for finishedsteel products demand this year areexpected to slacken in the EU and Japanwhile, in China, a sharper slowing to nilexpansion is foreseen. Actual steelproduction volumes are not always exactlyin line with demand calculations.
IRON ORE AND COKING COAL TRADE
About one-third of all global seaborne drybulk trade is comprised of iron ore andcoking coal movements. In 2017 iron oretrade appears to have increased by 4–5%,reaching over 1,450mt (million tonnes), asshown in table 2. Coking coal trade (notshown separately) apparently increasedsimilarly to over 250mt.
Over the twelve months ahead risingtrends may continue. Growth prospectsare particularly focused on China’s iron oreimports, which may reflect an intensifiedemphasis on higher quality ore from foreignsources, displacing more lower qualitymaterial from domestic mines.
After the vast expansion seen in thepast decade, imports into China comprisemore than 70% of global seaborne iron oretrade. In 2016 the total exceeded 1 billiontonnes for the first time, reaching 1,025mt(including some land movements). Lastyear’s total is estimated to have risen by afurther 5–6%. Expanding steel productionhas been a key influence, together with arising proportion of foreign ore. In the pasttwelve months, stockbuilding at ports alsoboosted imports.
Global seaborne coking coal trade is notdominated by China, which comprises
(% change from previous year)2013 2014 2015 2016 2017* 2018*
USA 1.5 2.4 2.6 1.5 2.2 2.5Eurozone –0.3 1.2 1.5 1.8 2.4 2.1Japan 1.6 0.0 0.6 1.0 1.5 1.2OECD area# 1.2 1.9 2.1 1.8 2.4 2.4China 7.7 7.3 6.9 6.7 6.8 6.6source: OECD Economic Outlook, 28 November 2017 * forecast
# mainly USA, Europe, Japan and Korea
TABLE 1: GDP GROWTH IN KEY ECONOMIES
(million tonnes)2013 2014 2015 2016 2017* 2018*
Iron ore 1,182 1,333 1,357 1,411 1,475 1,505Coal 1,178 1,212 1,138 1,134 1,175 1,185Grain 389 430 457 479 495 505(including soyabeans)Other dry bulk 1,814 1,835 1,859 1,855 1,890 1,930commoditiesTotal dry 4,563 4,810 4,811 4,879 5,035 5,125bulk trade% growth from previous year 5.4 0.0 1.4 3.2 1.8
source: Bulk Shipping Analysis, December 2017 *estimate
TABLE 2: WORLD SEABORNE DRY BULK COMMODITY TRADE
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about one-sixth, but is more widelydispersed. Imports into Japan and India arethe largest elements. The 2017 world totalmay have increased by 3–4%, accompanyinghigher steel production volumes in anumber of raw materials importingcountries.
Among potential extra coking coalmovements this year, attention is focusedon India’s imports. Steel production is stillrising rapidly with expectations of sustainedgrowth. Although India has large coalresources, coking coal available fromdomestic mines is generally inferior quality,ensuring greater dependence on externalsupplies.
STEAM COAL TRADE
Trade in the steam (or thermal) coalcategory comprises almost four-fifths ofoverall global seaborne coal movements.Power stations are the chief importers inmany countries, together with cementproducers and other industrial users.
Preceding an upturn last year, adownwards trend in world steam coaltrade volumes was seen after the peakreached in 2014. This weakness was widelyexpected to persist, but imports into anumber of countries strengthened in 2017,when the annual world volume apparentlyrose by at least 2–3% and possibly by asmuch as 4%, based on provisionalcalculations, perhaps reaching 910mt ormore.
Nevertheless, the prevailing tonesurrounding coal consumption is predom -inantly negative. Intense environmentalpressure to cease, or at least heavilyreduce, coal burning has already affectedimport demand around the world.Switching energy sources towards cleanerfuels or renewable energy is well under wayin many coal importing countries, especiallyin Europe and also in China.
This pattern of suppressing coal usage isnot universal, however. In some countries,especially in Asia, using coal has compellingeconomic advantages. Electricity demandin these countries is likely to expandstrongly over the years ahead. Extra coal-fired power stations are planned or underconstruction, leading to rising imports.
TRADE IN GRAIN AND SOYA
Large volumes of grain and soya are movedannually in international trade, as well asother oilseeds and meals. Estimates oftrade on a calendar year basis are shown intable 2, which shows that annual totals forthe main grains (wheat and coarse grains)plus soyabeans are approaching thesymbolic 500mt level.
But trade statistics are usually compiled,and comparisons made, on a ‘split year’basis, known variously as a ‘crop’,‘marketing’ or ‘trade’ year, which reflectsthe pattern of world harvests. Anotherfeature is the profound impact of weatherchanges, often unpredicted, on output fromdomestic crops in importing countries,sometimes resulting in disproportionatelylarge changes in import demand. Harvestsin exporting countries are also affected byweather, adding to instability in global tradepatterns.
According to calculations by the Inter -national Grains Council, global trade in thegrain segment comprising wheat plus cornand other coarse grains increased by 2% inthe past 2016/17 crop year ending June,reaching 353mt. Additional import volumeswere widely spread. Previously there wasstrong expansion over several years.
During the current 2017/18 crop year asimilar 2% growth rate is expected. Atpresent there are no signs of severe harvestshortfalls in importing countries whichcould have a big positive impact.Consumption trends generally areproviding solid support.
Within the soya sub-sector trade is stillevolving robustly. Using a marketing yearending September, global trade insoyabeans and meal grew by 5% in 2016/17based on US Department of Agriculturecalculations, reaching 205mt. Anothersimilar 4% increase is forecast in 2017/18.
China’s rising import demand trend, aswell as extra volumes elsewhere, has beena major contributor to world soya tradestrength. In 2016/17 imports into China,which are almost entirely in the form ofbeans, totalled 94mt. Although domesticsoyabean output has increased in the pasttwo harvests, consumption is expandingfaster and so higher foreign purchasesresult. A further rise this year is predicted.
MINOR BULKS: A MAJOR TRADE COMPONENT
Although many elements are individuallyrelatively small, the minor bulks sector isextensive. It includes trade in numerouscommodities, some of which are not minorbut very voluminous. Overall quantities inthe category are huge, amounting to overone-third of all world seaborne dry bulkcommodity trade.
The diverse range of commoditiescomprises cargoes related to manufac -turing and construction activities, which arethe largest part of the group. Agriculturalor related cargo movements comprise theremainder. In the entire category, tentativeestimates suggest that global seabornetrade may have grown by about 2% last
year, raising the overall volume to a totalapproaching 1,900mt. Further growth maybe seen in 2018.
Steel products and forest products arethe largest individual commoditymovements. Other prominent industrialcomponents are bauxite/alumina, iron andsteel scrap, cement, petroleum coke, nickeland other ores. These are accompanied byagricultural bulks such as sugar, oilseedmeals and rice, plus various raw andprocessed fertilizers.
Among importers, China is prominent,with an apparent total of almost 260mt in2016, of which more than half consisted ofbauxite/alumina, and nickel and other ores.Some growth signs emerged last year. Theremainder of world trade in minor bulkcargoes is widely dispersed.
POTENTIAL FUTURE GROWTH
Confidence in predicting further expansionof global seaborne dry bulk trade revivedlast year. Despite some negative elements,the broad picture seemed to indicate thatthere is still potential for additional importvolumes of numerous commodities in manycountries around the world, at least in thetwelve months immediately ahead. Butsigns of a return to earlier higher growthrates are currently absent.
Partly this view is linked to expectationsfor world economic activity. The recoveryin economic growth among the advancedcountries OECD group seen over the pastyear has strengthened from a highlytentative improvement, to a more robusttrend. While doubts about whether recentmomentum can be sustained remain valid,greater albeit moderate optimism seemsjustifiable.
Moreover, while there is still a risk of asharp slowdown in China’s economy, thepast twelve months has demonstrated thatthere is much underlying support forgrowth. Forecasters presently foresee onlymodest slackening over the year ahead.This expectation is especially significant,given the size of China’s contribution toworld bulk commodity import demandenlargement. Other, more specificinfluences are also bolstering theseimports.
At present, arguably the most visiblenegative influence likely to affect globalseaborne dry bulk trade is theenvironmental pressures affecting coaltrade. These suggest that in the longerterm coal trade will cease growing and maybegin a downwards trend. However,growth among other commodities may besufficient to keep the overall dry bulk tradetotal on an upwards path.
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Strong demand, and rising prices of mostcommodities, coupled with record crops ofsoya and maize, meant exports of Brazil’sdry commodities, together with crude oil,were responsible for an all time record $60billion surplus in visible trade in 2017.
The favourable trade situation reducedthe financial pressure on a governmentwhich has presided over three years ofdeep recession, with a rise in unemploy -ment, and major cut backs in spending in allareas. The situation for exports may not bequite as positive in 2018. Difficult weatherconditions in the key centre west state ofMato Grosso, means that the grains cropmay be ‘only’ 224–228mt (million tonnes),the second largest ever, compared with therecord 238mt of soya and maize last year.But rising prices for market pulp and alsooil may save the situation. A record 34mtof maize was exported in 2018, but a largesurplus remained unsold, causing price tofall, so farmers planting that crop reducedplantings for the 2017/18 ‘main’ summercrop. The ‘winter’ maize crop, in recentyears larger than the ‘main’ crop, with themaize planted immediately after soya isharvested, is expected to be the same aslast year’s 67mt.
The Chinese economy may not grow asfast from now on as it has in the past 20years, as inflationary pressures increase.But this will not affect demand for Braziliangrains, with the number of people living incities in China, on course to increase by150 million in the next ten years.
As diets improve, an extra 35mt of soyabeans, is expected by Rabobank to beneeded in China by 2035 — more than the108mt imported last year. Almost 40mt ofthis will be Brazilian. Brazil has moreunused land on which to plant extra grainsthan its rivals, the US and Argentina. Themajority is used as animal feedstock.Adequate world grains stocks means priceshave fallen, so farmers in Brazil will makeless profit this year than they have in thepast three years.
Lower prices will focus attention on thecrucial problem of logistics. This is a greathandicap for Brazilian farmers, who have todevote a third of their earnings to gettinggrains to ports. It costs $125 to get atonne of the soya grown in Mato Grosso tothe ports of Santos and Paranagua, and inthe absence of adequate rail or waterways,80% of Brasil’s grains still travel1,500–2,000km by road. The amount ofgrains leaving from North East ports suchas Santarem, Barcarena, Itaqui and Salvador,has already increased from 13% in 2013, to
24% last year. This is because 11 newloading facilities have been built at theriverside ports of Miritituba and Itaitubaon the Tapajos river in recent years,allowing much more to be taken on largebarge trains to deep water portsdownstream. Optimists expects that, bythe mid-2020s, 40mt will use these routes,which are at least $30 per tonne cheaperthan that going by road to Santos &Paranagua. Other improvements will alsohelp. Chinese investors, anxious toguarantee supplies, are to help financethirty 60,000-tonne-capacity new silos tohold stocks at strategic places. Finance isalso being sought by trading companiesfrom Chinese investors, for a new railwayto run from the soya growing regions toMiritutuba. All the soya now arrives atMiritutuba along the key BR 163 highway,along which 200,000 trucks travel eachyear, but which has not yet been fully paved.The army has been called in to do the job.Only 0.5% of Brazil’s GDP has been spenton logistics in the past few difficult years ofrecession.
Shrinking tax revenues have forced thegovernment to slash spending on virtuallyeverything. It is important that investmentsto logistics are made wisely, and prioritiesset carefully, which has not always been thecase. For example, locks were built adecade ago at a hydro-electric plant on theTocantins river, at a cost of $3 billion. Theselocks were designed to allow barge trainsmove 20mt of grains a year cheaply on thiskey route. The fact that a 43km stretch ofwater containing large rocks, lay below thelocks was ignored. At present barge trainscan only carry 6,000 tonnes at a time. Thedredging is expected to take at least fiveyears to complete, while $3 million has tobe spent each year on maintaining thehardly used locks. Brazil is still littered with
partly built railways, designed to carrygrains, as well as sugar, iron ore and steel toports.
A formula which would determinewhich operating company should beallowed to use the tracks, which in manycases are now rusting, has not yet beenagreed. The main track may have been laid,but no sidings, or passing places have beenbuilt. The rail companies argue that theproportion of goods taken by rail in Brazil,which now totals about 540mt a year, hasbeen increased. But critics point out thatthe huge increase in the amount of iron oretaken 600km from mines in Carajas toports, is responsible for that.
The amount of other cargoes carried,notably grains, has fallen, as have theaverage speed at which trains travel, nowonly 12km an hour, compared with 20km/hbefore companies were privatized.Prospects for iron ore, of which Brazil —led by the Vale company — exports morethan 400mt a year, are unclear, as thecontinued fluctuation in price, which swungfrom $30, to close to $70 per tonne during2018, demonstrates.
Several factors help explain this.Although the rate of growth in China hasslowed, the amount of steel produced therehas hardly varied, which has contributed toa huge surplus depressing world steelprices. Concern with the serious problemsof pollution in China, means that mills havecome under pressure to switch from poor-quality locally mined ore, to moreexpensive imported varieties, of which thatfrom Carajas is the best example. Manymines in China have closed down, partlybecause the current low price of ore meansthey are not economic.
The contrary is true of Brazilian ore, thecost of producing which is probably thelowest in the world. The low cost of top
Brazil enjoys all-time record visible trade surplus in 2017
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quality Carajas ore, compensates for thefact it costs a great deal to transport ore toits main market, China. Nobody ispanicking in the ore industry in Brazil,however, while morale in the steel industry,particularly hard hit in the past years ofrecession, is also improving. Demand fromthe key car-making industry, where a record2.7 million units were made in 2016, half amillion of them exported, is increasing. Thehope is that demand for steel will increaseby up to 6% in 2018, when averageeconomic growth of about 3% is expected,has allowed steel companies — notablythose making galvanized products, and hotrolled steels — to increase prices.
To help pay off large debts, the Gerdaucompany, which invested heavily in theUnited States, neighbouring Latin America,and Europe, has sold several mills in recentmonths. Although prospects for the motor,and consumer durable industries are bright,the picture is still mixed.
The construction industry has still notrecovered from a period of over investing,while the fact that the proportion ofcomponents destined for the oil industrywhich must be made in Brazil has beenreduced, in response to pressure from theindustry, is bad for the industry. Petrobrashas cut back on spending, and the buildingof new refineries is at a standstill. Therewas jubilation at the favourable result of arecent round of bidding for new blocs inthe challenging ‘pre-salt’ area of deepwaters, which attracted many newcompanies from abroad. But a start todrilling, and pipe laying at these blocs willnot be made for at least three years,
If prospects are mixed for most ofBrazil’s commodities, they remainextremely bright for the makers of marketpulp. Very strong demand for tissue, forwhich the short fibre pulp which is thespeciality for most mills in Brazil, againresulting from the move of millions to citiesin China each year, have caused demand forBrazilian pulp to soar in 2017, when priceswere raised on ten occasions, more thandoubling in some cases. Depending ondestination, a tonne of short-fibred pulpended the year selling for more than $750.It costs only $200 per tonne to make eachtonne at one of the most modern mills,which each make up to 1.7mt a year. Twonew mills, the second line at Fibria’s TresLagoas site, and the upgraded mill ownedby Chile’s CMPC company in Porto Alegre,have started up, taking total output to near20mt, but prices have not fallen. Thefavourable prospects have led both Fibria,whose mills now have capacity to make atotal of about 8mt of pulp — together with
Suzano, the second largest company — totalk of building brand new mills.
Both of the Brazilian giants, as well asChile’s Arauco bid for the large ‘Eldorado’mill, owned by the JBS meat company, whichhas been obliged to dispose of numerousassets round the world, following financialdifficult. But the Latin American companieswere not preparedto match the $7billion offered by asubsidiary of theIndonesian-ownedAsian Pulp andPaper company,which seems to behaving difficultyexpanding outputin Asian countries.The Indo nesiancompany mayeventually build asecond line atEldorado.
The mainreason for lastyear’s price rises,was a mismatchbetween supplyand demand. Thiswas because millsin the US, Europeand elsewherewith capacity tomake 1.1mt, closedin 2017. Despitethe additionalcontribution fromBrazil, a gap grew.60 new machinesto make tissue, areunder const ruc -
tion in China. With little extra capacityexpected to come on stream in the nextcouple of years, supply will probably remaintight. Both Fibria and Suzano are taking nochances, and are to close down some oftheir oldest mills, including one line atAracruz, pioneer in Brazil. Patrick Knight
Eldorado pulp mill in Brazil.
Tribunal of Trento Specialized Section for the Enterprise
for these reasons
- Prohibits the defendant MDG Handling Solutions s.r.l. (former Gambarotta Handling s.r.l.) from using the name “Gambarotta” in any forms, and in particular as a trademark.
- Orders the publication of the ruling of the present order twice, on two columns and with double characters, on “Repubblica” and “Il Sole 24 Ore”, as well as on two magazines specialized in the field, to be made by the claimant Gambarotta Gschwendt s.r.l. and at the defendant’s expenses.
- Orders the defendant, represented by its legal representative pro tempore, to pay the legal expenses in favor of the counterpart, expenses determined in € 4.500,00, in addition to 15% for general expenses, VAT and bench fee.
Trento, November 30, 2017
The JudgeDr. Monica Attanasio
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NEW HYDRAULICS WORKSHOP TO SERVE AS
EUROPEAN NERVE CENTRE FOR REPAIRS
Cargo Care Solutions (CCS), the hatchcover and Ro-Ro equipment specialist,has opened a hydraulics workshop inresponse to the growing demand by shipowners for maintenance and repair oftheir hydraulic deck equipment.
The company’s first workshop, whichis near its Rotterdam headquarters, willserve as the hydraulic nerve centre forCCS’ European operations, offeringspecialist services, including repair andservice for hatch covers, ro-roequipment, watertight doors, winchesand deck cranes.
Cargo Care Hydraulics also offers itsservices for port cranes and hydraulicequipment on offshore platforms andworkboats. Aside to having facilities foroffsite repairs, Cargo Care Hydraulics
also offers its clients onsite repairs andtroubleshooting. It can assist clients inthe entire process from dismantling theequipment to building it back in andmake the hydraulic system operationalagain.
CCS’ CEO Peter Peltenburg says:“We are delighted to open thishydraulics workshop as part of CCS’continued commit ment to ensuring thatvessels are safe and cargo is securethrough its transportation. Our closepartnership with ship owners hasallowed us to directly invest insustainability initiatives, guaranteeing avessel’s performance.
“The workshop will offer uniqueinspection, service and repair facilitiesfor hydraulic equipment such ascylinders, pumps, motors and valves. It isdesigned to make full and efficient use of
modern technologies, as even minorproblems with a hydraulic system cantrigger a chain reaction through theentire system. By using this facility ourcustomers can be sure of the level ofservice they expect from us.
Cargo Care Solutions has a longhistory in the field of cargo accessequipment. As the former after-salesnetwork of Macor Neptun (formerlyDeutsche MacGregor) and SEOHAEMarine System, it has more than 30 yearsof experience in its field.
It is an independent and all-roundsupplier, able to supply parts andservices for all types and brands ofmaritime cargo access equipment. Maincategories of serviced equipment arefolding hatch covers, side-rolling hatchcovers, pontoon hatch covers, ro-roequipment and hydraulic doors.
Cargo Care Solutions opens hydraulics workshop in the Netherlands
HEMPEL REDUCES CARGO HOLD MAINTENANCE COSTS
BY LAUNCHING NEW HEMPADUR ULTRA-STRENGTH
FIBRE 47510In late November last year, major globalcoatings manufacturer Hempel launched itsnew cargo hold coating — HempadurUltra-Strength Fibre 47510. This innovativecoating offers customers an outstandingreturn on investment by delivering up to40% reduction in cargo holds maintenancecosts*.
This next-generation cargo hold coatingis specifically designed to withstand theharsh conditions experienced by cargoholds, hatch covers and hatch coamings ofbulk carriers. It offers superior corrosionprotection and long major repair intervalsfor owners and operators, as well asapplication simplicity for shipyards andapplicators.
Hempadur Ultra-Strength Fibre 47510incorporates a unique combination ofsuperior mechanical resistance, fibre andself-toughening technology for improvedcargo hold protection. Hempel’s patentedfibre technology delivers superior coatingflexibility in critical cargo hold areas, whilst
the self-toughening technology is activatedby cargo heat, boosting the coating’smechanical, chemical and thermalresistance.
Davide Ippolito, Group Project Manager,Marine, Hempel A/S says: “At Hempel weunderstand our customers’ needs for highperforming, ultra-fast curing cargo holdcoatings that deliver a fast return toservice, minimize maintenance costs,reduce vessel downtime and speed upholds cleaning operations and inspection.As the shipping industry continues to facechallenging market conditions, the rightinvestment in the optimum cargo holdcoating, such as Hempadur Ultra-StrengthFibre 47510, will deliver an extraordinaryreduction up to 40% in cargo holdmaintenance costs for shipowners*.
“Hempadur Ultra-Strength Fibre 47510builds on the technology behind oursuccessful class-leading Hempadur Ultra-Strength 47500 — that has protected over6.4 million square metres of steel since itslaunch in 2009 — elevating cargo holdprotection to a higher level.”
Incorporating Hempel’s patented fibretechnology, this heavy-duty coating exhibitssuperior resistance to abrasion, impact,cracking and chemical attack, combinedwith an easy to clean smooth surface. It isa self-priming, two-component, high build,
pure epoxy coating which can be applied ata surface temperature of as low as –5˚C/22˚F. Its fast curing properties allowsa rapid return to service — as short as justthree days from coating to loading the firsthard cargo — to minimize off-hire costs**.
HEMPADUR ULTRA-STRENGTH FIBRE 47510 AT A
GLANCE
v excellent cargo resistance with a ten-year major repair interval;
v best-in-class resistance against self-heating cargoes to reduce holdmaintenance costs;
v 76% volume solids and low volatileorganic compounds (VOC);
v excellent resistance against abrading andcargo gouging damages to reducemaintenance during operation;
v fast return to service after coatingapplication — three days to carry firsthard cargo — minimizing vesseldowntime**;
v offers easy hold cleaning betweencargoes for high cargo flexibility;
v high productivity and applicationsimplicity for shipyards and applicatorsas application is achieved over a widerange of temperatures (–5˚C/22˚F to+40˚C/104˚F); and
v complies with FDA regulation in respectof dry foodstuffs.
Hempel launches new cargo hold coating
*Compared to a standard epoxy coating for cargoholds. Bulk carrier size: Panamax. Cost simulationbased on 10 years major repair interval. Country ofmaintenance: China
** At coating curing temperature of 25°C/77°F
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A common misconception is that beingefficient means achieving a task in theshortest possible time, writes Andreas Glud,Group Segment Manager, Marine, Dry Dock,Hempel A/S. While in an ideal scenario thismay well be true, in the global movement ofdry cargo by sea, the concept of efficiencyis about much more than just speed.
In his well-known tale, Through theLooking-Glass, and What Alice Found There,English writer Lewis Carroll describes theRed Queen’s ability to move across achessboard with great speed and agility, butonly because she has the correctconditions to do so. Alice, the maincharacter, starts the game as a pawn andmust cross the board encounteringdifferent challenges which allow her to
transform and ultimately gain the sameconditions that the Red Queen enjoys.
Overcoming challenges to gain morefavourable conditions is something thatshipowners and operators also face. Whilstcharterers often expect the vessels theyhire to sail the seas with ‘Red Queen’capabilities, more often there are challengesthat hinder these ships and cause them tobe inefficient in a number of ways, such asbio-fouling.
Bio-fouling is when organisms such asalgae and barnacles attach themselves to avessel’s hull. This creates drag meaningmore fuel is needed to move the vessel,increasing fuel costs and CO2 emissions.This is an inefficient use of energy andpower and less friendly to the environment.
Recognizing this challenge, Hempel, theworldwide paints and coatingsmanufacturer, set about developing anadvanced fouling defence coating which
would keep a ship’s hull clean and smooth,reducing friction and streamlining a vessel’smovement through water. The result wasthe award-winning Hempaguard.
In one coat, Hempa guard combines lowsurface friction silicone with efficientfouling prevention biocides throughHempel’s unique patented Actiguardtechnology. Since its inception in 2013,Hempaguard has now over 900 full vesselapplications, delivering a 6% fuel savingcompared with best-in-class ant i foulings.
In addition to overcoming the chal lengesof achieving efficiencyposed by bio-fouling,Hempel is at the forefrontof efficiency initiatives onan industry level and wasintegral in thedevelopment of theInternational Organiza -tion for Standardization(ISO) 19030. Thisstandard defines themethods for determiningchanges in hull andpropeller performance inaddition to calculatingbasic indicators toprovide industry standardmeasures for propellerefficiency.
Building on thisfoundation Hempel nowoffers hull-monitoringservices to deliver in-depth analysis of data.This enables ship ownersand operators to measureand assess hull andpropeller performancedata, benchmarking the
performance of a vessel, even against itsnew-build condition, offering more dynamicsolutions to maximize fleet efficiency.
Whilst antifouling coating solutions suchas Hempaguard, or industry standards suchas ISO 19030 independently do not offerRed Queen shipping conditions, they areboth vital factors in the operational andtechnical mix to maximizing vesselefficiency. The right combination, and byappreciating the importance of each factor,brings ship owners one step closer tooptimum operational efficiency.
The Red Queen — what Lewis Carroll taught us about vessel efficiency
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A NEW YEAR BULGE IN DELIVERIES COULD TAKE THE
SHINE OFF RECENT IMPROVEMENTS AS THE MARKET
DIGESTS THE IMPACT OF CHINA’S STRATEGY TO CUT
POLLUTION
The dry bulk market shrugged off Chinesegovernment-enforced cuts in steelproduction to post more positive freightrates in October, with average monthlyspot and 1 Yr T/C (1-Year TreasuryConstant) rates higher than any monthsince 2014 for all bulker benchmarks.
Iron ore imports to China remain thestrongest driving factor despite thedownside risks. The most recent steel dataavailable show a slowdown from the veryhigh production levels of Q3, but there isstill robust demand for tonnage for oreimports. Iron ore and coking coal prices inChina have both risen by about 17% so farin November, another sign that there is stillstrong demand for tonnage.
According to data derived from AISmovements, Brazilian exports in Capesizevessels were up 6.5% year-on-year andthose from Australia 3.1% year-on-year inOctober. The contradiction of weaker steeloutput and stronger ore imports is partlyexplained by lower domestic ore output:September was the worst month for oreproduction since May and a 13% drop since
the peak in June.“This has been a key tenet supporting
MSI’s [Maritime Strategies International’s]forecast of stronger freight rates towardsthe end of this year and is an indication ofChinese steel manufacturers’ increasingpreference for higher quality iron ore foundin Australia and Brazil,” says MSI Dry BulkAnalyst Will Tooth. “MSI expects that theChinese government’s focus on pollutionwill see even greater shifts away from theuse of domestic ore with a lower ironcontent, due to the greater emissionsproduced.”
However MSI forecasts a drop in spotearnings by January next year for all sizecategories with largest drop expected tocome from Capesize earnings. It expectsCapesize earnings of around $12,700/day inJanuary, a 36% decline from October’saverage.
Further compounding a weaker marketin January, MSI forecasts an annualized fleetgrowth of 2.5% over the next threemonths. This relatively strong growthmainly comes from the large increase indeliveries that it expects in January.
“However the better news for themarket is that deliveries are expected toslow thereafter, particularly for the10–65,000dwt segment for which the
orderbook currently represents just 5% ofthe fleet,” adds Tooth. “Slower deliveriesand a seasonal uptick in demand willsupport rates in Q2 next year and weforecast an increase in April by on average23% from January’s lows.”
Recent freight rate developmentsbroadly match historical trends, withCapesize October earnings 147% of theannual average for the past five years andJanuary spot earnings 87% of the annualaverage historically.
ABOUT MARITIME STRATEGIES INTERNATIONAL
Since its inception in 1986, MaritimeStrategies International (MSI) hasestablished itself as one of the shippingindustry’s foremost independent researchand consultancy firms. Its success is builton a strong focus on maritime economicsand econometric modelling.
The company provides a comprehensiverange of advisory services, includingforward valuations market fore casts,reports and commercial consultancyservices for all shipping sectors. MSI assetprice forecasts are used by ship financeproviders holding 40% of all shipping bankdebt and it provides analytical andmethodological support to give the contextand credence to its results.
Iron ore drives bulker rally but spot market could be set for New Year fall
In late October last year, the GACGroup won the Ship Agency of the Yeartitle at The Maritime Standard Awards2017. It is the second consecutive yearthe company has received this presti -gious accolade.
GAC’s award recognizes it as theagency that has made the greatestcontribution to the shipping industry inthe Middle East and the Indian Sub -continent, measured across a range ofvariables including customer service,efficiency, network outreach, newproducts and services launched, and newbusiness secured.
Fredrik Nyström, Group VicePresident – Middle East, says: “We foundourselves on the winners’ podium at TheMaritime Standard Awards, hot on theheels of winning the Seatrade Ship AgentAward earlier this month. Bothrecognize the hard work of our staff atall levels, who are committed to
delivering the highest standards ofshipping services to our customers.”
ABOUT GAC GROUP
GAC is a global provider of integratedshipping, logistics and marine services.Emphasizing world-class performance, along-term approach, innovation, ethics
and a strong human touch, GAC deliversa flexible and value-adding portfolio tohelp customers achieve their strategicgoals.
Established since 1956, the privatelyowned group employs over 9,000people in more than 300 officesworldwide.
GAC named Ship Agency of the Year 2017
Johan Thuresson, General Manager, Shipping Services, GAC Dubai, receivesthe Ship Agency of the Year award at The Maritime Standard Awards 2017.
WE GO OUT OF OUR WAY
www.fednav.com
Winner of the IBJ Environmental
Protection Award
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The reputable international maritimeconsultant and supplier’s representative,ECKS MARINE, based in Hamburg will beGerman marketing and sales agency forLifeLadder, a new rescue ladder designed toincrease safety in harbours.
“The LifeLadder fits 100% into ourvision of making the world a better andsafer place by bringing sustainable, cost-and risk-cutting solutions to the market.LifeLadder is one of the most revolutionaryideas the marine and maritime industry hasseen since many years,” says Torsten Ecks,Managing Director at ECKS MARINE inHamburg, Germany, and continues:
“I am confident that in a few years’ timethe LifeLadder will be the preferred choicein most German ports whenever a conven -tional ladder has to be replaced as well asfor new projects”.
LifeLadder — an innovative rescueladder built in reinforced plastic — isinvented and designed by the Danishcompany Port-Safety. Managing Director atPort-Safety, Kim U. Haaning, is thrilled tohave signed an agency agreement withECKS MARINE, as LifeLadder now isheading for production and the market inGermany:
“We looked for an experienced partnerwith a solid network and a passion forsafety, and we found what we were lookingfor in ECKS MARINE. We are very proudof our partnership with Torsten and histeam,” says Kim U. Haaning.
On the future perspectives forLifeLadder in Germany, Torstens Ecks says:“LifeLadder lifts up the safety standard of aport or terminal dramatically. Due to itsbright yellow colour it can easily be seen bypeople in the water, and it has the option tobe illuminated at night. In addition theLifeLadder requires zero maintenance, i.e.no de-rusting, no painting or welding. In factthe advantages of LifeLadder start evenearlier, both in production and during
transport LifeLadder saves the environ -ment due to its low carbon footprint. It isso light that you won’t need a crane or amulti-man crew to install it, yet it is veryrobust.
“Even if damaged, the modular designprovides the advantage, that the damagedpart can easily be replaced. Compared toconventional steel ladders —beinggalvanized or not — LifeLadder even has alonger lifespan” says Torsten Ecks.
Port-Safety and ECKS MARINE sign agreement for new innovative rescue ladder
A LADDER SAVING LIVES…LifeLadder is a new and innovative maritime safety device. It is designed forindustrial as well as urban quays, locks, waterways and marinas. Visibility both dayand night delivers improved maritime safety. The choice of maintenance-freematerials addresses issues of costs and time spent on upkeep.
Quite often, traditional rescue ladders mounted on piers, bridges and quaysare hard to spot as they do not distinguish themselves from the dark surfaces inthe harbour. Especially at night, they are difficult to see. Despite frequentmaintenance, traditional ladders manufactured in steel are subject to acceleratedcorrosion.
Data collected in Denmark document that 25% of drowning accidents occurin harbours. The need to improve safety is increasing as more industrial harboursare urbanized.
LifeLadder addresses the requirement for improved safety with a maintenance-free solution, which is visible both day and night. LifeLadder is constructed inreinforced plastic, moulded in a bright yellow and UV-resistant colour. Themodules are clamped together with a synthetic rope. A patent has been filed forthis construction.
Facts about LifeLadder
LifeLadder — a rescue ladderilluminated by solar-powered LEDs.
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AKZONOBEL SURPASSES 100 INTERCEPT 8500LPP APPLICATIONS, SAVING US$25.5M OF
FUEL AND 274,000 METRIC TONNES OF CO2
Owners and operators are saving fuelcosts and reducing carbon emissionswith AkzoNobel’s patented biocidalantifouling coating Intercept® 8500 LPP,part of the International® product range.The coating, which has seen rapidadoption among customers with over100 applications since its launch inMarch 2016, has been estimated to havesaved vessels $25.5 million in fuel costsand 274,000 metric tons (MT) of CO2.*
Intercept 8500 LPP is AkzoNobel’shighest-performing biocidal antifouling,revolutionizing the market thanks to thelinear polishing performance afforded byits unique combination of Lubyon® andsilyl methacrylate technologies.
“The milestone application ofIntercept 8500 LPP to 100 vesselsdemonstrates the rapid uptake of thisproduct,” said Carl Barnes, AkzoNobel’sMarine Coatings Antifouling SegmentManager. “With the IMO refocusingefforts on its antifouling guidelines andincreasingly stringent rules aroundinvasive species emerging from areassuch as California and New Zealand, it’svital that the industry can access a full
range of fouling control options to suiteach vessel’s operating profile andtrading route.
“At the same time, our industryremains under pressure to increaseoperational, cost and environmentalefficiencies. Ship owners and operatorsunderstand the value of choosing acoating with the capability to deliverlong-term consistent fouling controlthroughout the dry docking cycle, whichsupports overall business profitabilityand compliance with increasinglystringent environmental regulations,”Barnes said.
One recent adopter of Intercept8500 LPP is Sea Light Shipping &Offshore Co Inc (SLS), a leading Dubai-based owner and operator of cargoships, bulk carriers, multi-purpose andoffshore vessels.
Sujith Menon, Technical Manager atSea Light Shipping & Offshore Co Inc,said: “From what we have seen so far, theperformance of Intercept 8500 LPP onthe vessel KMB 4 has been excellent,considering the extreme foulingchallenge encountered in the Gulf andlow activity of this vessel — factors thatcan heavily impact fuel consumption andprofitability. It’s clear that Intercept 8500LPP is an effective means of protectingvessels that operate in the most difficultfouling conditions.”
The exact performance of theIntercept range is dependent on theunique characteristics and trading
patterns of individual vessels. The rangehas been incorporated into AkzoNobel’sindustry-first Big Data consultancytechnology, Intertrac Vision, which shipowners can access via specially trainedIntertrac Vision consultants to gain anaccurate picture of the performance ofIntercept coatings on their vessels overthe full dry docking cycle, prior toapplication.
ABOUT AKZONOBEL
AkzoNobel creates everyday essentialsto make people’s lives more liveable andinspiring. As a major global paints andcoatings company and a major producerof speciality chemicals, it suppliesessential ingredients, essential protectionand essential colour to industries andconsumers worldwide.
Backed by a pioneering heritage, thecompany’s innovative products andsustainable technologies are designed tomeet the growing demands of a fast-changing planet, while making life easier.Headquartered in Amsterdam, theNetherlands, it has approximately 46,000people in around 80 countries, while itsportfolio includes well-known brandssuch as Dulux, Sikkens, International,Interpon and Eka.
Consistently ranked as a leader insustainability, AkzoNobel is dedicated toenergizing cities and communities allwhile creating a protected, colourfulworld where life is improved by what itdoes.
AkzoNobel’s Intercept 8500 LPP antifoulingsolution saves money and the environment
*Calculated over a five year cycle using Intercept
8500 LPP compared with a high volume, high
performance self-polishing copolymer (SPC)
coating.
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Optimarin is announcing another first forthe ballast water treatment (BWT)segment. The Norwegian-headquarteredBWT specialist, which has focusedexclusively on the development ofenvironmentally friendly systems since itsfoundation in 1994, has become the firstmanufacturer to offer a five-year parts andservicing guarantee. It’s a move that,according to CEO Tore Andersen, has thepotential to redefine what shipownersexpect from suppliers in this ultra-competitive sector.
Optimarin has a unique track record inBWT. It was the first firm to install acommercial system, back in 2000 on-boardthe cruise ship Princess Regal, and the firstto attain full USCG approval. It now boastsmore than 330 installed units worldwide, ofwhich over 150 are retrofits, with morethan 520 confirmed orders. It’s this historyof operational success that has promptedthe innovative move.
“We thought it was time todemonstrate our long-term faith in oursystem and absolute commitment to thissegment,” Andersen explains.
“No other manufacturer offers aguarantee of this nature, but we can. So, ifa shipowner signs a framework agreementwith Optimarin for installation on multiplevessels, we will provide them with a five-year contract that covers all parts andservicing, worldwide. This is our promise ofreliable, safe and effective operations, and,with our total regulatory compliance,complete peace of mind.”
Optimarin’s powerful UV-based systemis simple to maintain, with no moving parts,and easy to install on almost any vessel,thanks to its modular nature. In fact, justlast month freight ferry operator Seatruckrevealed its own crews had installed five
systems themselves while its vessels wereundertaking operations, with no need todry-dock.
“That’s the essence of Optimarin,”Andersen comments, “we’re here to makelife as simple as possible for shipowners.And that’s exactly what this guaranteeoffers."
He continues: “It also comes down todelivering the best value. We know oursystem is significantly cheaper to design forvessels than competing technology.Similarly, due to its simplicity, there areminimal maintenance requirements, and it isconsiderably cheaper to install — full stop.We have fast-track deliveries available formany sizes, meaning reduced waiting time,and we can’t be beaten in terms of globalcompliance.
“As an all round proposition —takinginto consideration reliability, simplicity,installation, track record, price and service— we believe we offer something no oneelse comes close to. The guarantee is, quite
simply, ‘the icing on the cake’.”Optimarin has the backing of a stable
group of investors, which, together with itsconsiderable orderbook, allows it toimplement such long-term plans. Its system(OBS – Optimarin Ballast System) is widelyacknowledged as setting the standard forthe industry. As proof of this, global shipmanagement services and training providerAnglo Eastern has installed two OBS at itstraining facilities, one in Manila and one inMumbai, to train crew members ahead ofthe IMO’s Ballast Water Management(BWM) Convention coming into wide -spread force in 2019.
Optimarin customers include names ofthe order of The Royal Netherlands Navy,Saga Shipholding, Technip, GulfMark, MOL,Solstad Farstad, and Hapag Lloyd, amongstothers. Its technology is fully approved byboth IMO and USCG, with certificationthrough DNV GL, Lloyd’s, RINA, BureauVeritas, MLIT Japan, and American Bureau ofShipping.
Optimarin shakes up BWT sector with unique promise for shipowners
Optimarin CEOTore Andersen.
The UK P&I Club, a major provider ofP&I insurance and other services to theinternational shipping community, hasannounced its intention to establish anew European subsidiary in theNetherlands.
Hugo Wynn-Williams, CEO ofThomas Miller P&I said: “Although theprecise future trading relationshipbetween the UK and the EU remainsuncertain, we are putting arrangementsin place that will allow the UK Club to
continue to provide cover for ourmembers regardless where their shipsare registered. The Club remainscommitted to doing business withinEurope.
“The Netherlands is, in our view theoptimal jurisdiction for the Club’sEuropean Union subsidiary due to itsconvenient location with excellenttransport links, its proximity to majormarkets, stable business environment,use of English for business, and a
regulatory system which provides thebest fit for our operational model.
“The new subsidiary will also be in aposition to front for other Thomas Millermanaged clubs affected by Brexit. As aresult, this will enable costs to be shared,providing the most efficient solution tocontinuing operations in Europe.
“The process of establishing asubsidiary is already under way, andexpected to be completed during 2018,”Wynn-Williams said.
Brexit: UK Club to set up subsidiary in the Netherlands
Safeguarding againstheat damage to
soybeans in China
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I. WHAT IS HEAT DAMAGE IN A SOYBEAN CARGO?Soybeans are the world’s most importantoilseed as a source of vegetable oil andanimal feed (soybean meal). Soybeans areusually loaded on bulk carriers inapparently sound condition but, during thevoyage, this bulk cargo can undergo self-heating and spoil. This is especially true ofcargoes of South American origin, whilst USsoybeans are typically more stable.
Sound soybeans are of a cream and palecolouration but self-heating and theresulting elevated temperatures candeteriorate their condition, causing thebeans to darken and become visibly
mouldy. Furthermore, self-heating canimpact the quality of soybeans by increasingthe level of free fatty acids (FFA) in thecrude oil and by decreasing proteindigestibility in soybean meal.
Sound soybeans naturally contain lowlevels of FFA up to about 0.5–1%maximum. FFA are linked to the rancidityof the oil, affecting flavour, aroma and otheroil characteristics, hence the crude soya oilmust be refined prior to humanconsumption.
Self-heating and the resulting heat-damage of a soybeans cargo translate intohigher FFA concentrations in the crude oil
and consequently higher refining costs. Therefined oil from a heat-damaged cargo ofsoybeans also incurs in yield losses due tothe additional chemicals used in the refiningprocess, thus constituting a further sourceof financial loss. An extensively refined oilmay also lose desirable components, suchas natural antioxidants and as aconsequence lose some value.
The darkening from elevated temper -atures can also affect the colour of the soyaoil and soybean meal. Especially in China,the price of soybean meal can be dictatedby its colour, with paler colourations beingpreferred by buyers. In China, although not
Preventing losses due to self-heating damage to soybeans in China
Soybeans in apparently sound condition.
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necessarily of inferior quality to palersoybean meal, darker colourations areperceived to be of lower quality and canresult in financial losses. It is difficult topredict such losses because the prices ofdarker soybean meal in the Chinese marketare driven by volatile market forces andalso by the subjective judgement of thebuyers.
II. CAUSES
Each soybean is covered in dormant mouldspores that can begin to grow andsubsequently cause spoilage under certainenvironmental conditions.
The propensity of a soybean cargo tospoil and the ensuing extent of deteri -oration are determined by the inherentproperties of the cargo at loading, such asmoisture content, temperature, duration ofprevious storage and any previousincidence of mould growth that might haveoccurred since harvest.
At sufficiently elevated moisturecontent and temperature, a cargo ofsoybeans can become microbiologicallyunstable because it is prone to mouldgrowth. As mould grows, it forms longfilaments that intertwine among the beans,resulting in the visible formation ofcohesive and caked cargo. Mould growthgenerates heat and since soybeans are poorconductor of heat, it cannot be rapidlydissipated from the cargo. As a result, thelocal temperature of self-heating cargo orportion thereof increases and ultimatelythe soybeans deteriorate.
For example, at a temperature of about25°C, soybeans with a moisture content
below 13% are generally regarded as safefor carriage but the risk of deteriorationincreases at moisture contents above thislimit. However, because of the hetero gene -ity of soybean cargoes, moisture contentvalues reported on cargo qualitycertificates at load ports are an average ofthe entire shipment, which means thatportions of a cargo are loaded above thestated contractual value. Furthermore, thecontractual limits for moisture content ofSouth American soybeans (e.g. 14%maximum for Brazil and 13.5% maximumfor Argentina) are often above therecommended value for indefinite safestorage. In other words, many cargoes maybe loaded within sale contract specifica -tions but these are still microbiologicallyunstable, with therefore a significant risk ofself-heating and deterioration during a seavoyage.
In addition to elevated moisture contentand cargo temperatures, other parameterscan affect the propensity of a soybean cargoto self-heat, such as age, storage history,presence of foreign matter and pre-shipment conditions. Therefore, the rate ofcargo spoilage can be accelerated by thesaid additional parameters, even when acargo is loaded at a relatively low moisturecontent and cargo temperature. Prolongedstorage periods prior to loading candrastically reduce the safe storage life of acargo, allowing moulds to grow, albeitslowly, during the storage period. Thismould growth can escape scrutiny duringthe loading operation but once on a vessel,mould growth can begin much faster thanwould otherwise be the case.
III. VENTILATION AND OTHER ALLEGED CAUSES OF
SELF-HEATING
Soybeans are hygroscopic, meaning thatthey can both absorb and give off water.During a sea voyage from a warm andhumid port, a vessel can encounter coldclimates and waters. In this instance, warmand humid air can rise from the bulk of agrain cargo, reaching the cooler steelworkof the hold. This moist air can thencondense on the cooler underside of thehatch covers and coamings, subsequentlydripping down on the cargo. Exposedsoybeans on the cargo surface will thenabsorb this liquid water, creating thesuitable conditions for mould to growrapidly. This type of condensation isreferred to as ship’s sweat and itsassociated damage presents itself as stripesof mouldy cargo on the surface of the cargomirroring the vertical structures on theunderside of the hatch covers andcoamings. Different hatch cover structurescan give different patterns of damage.
The damage due to ship’s sweat isminimal and affects only the uppermostsurface of a cargo, but it is cosmeticallyalarming. On the other hand, the damagedue to self-heating can extend throughoutan entire hold, depending on the location ofthe more microbiologically unstable parcelsof a cargo at loading. It is thereforestraight forward in many cases todiscriminate between the pattern ofdamage caused by self-heating and ship’ssweat.
Natural ventilation conducted ade -quately on board a bulk carrier can helpalleviate or prevent the damage associated
Caked and discoloured soybeansin a cargo hold during discharge.
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with ship’s sweat by replacing moist air in ahold headspace with drier air from outside.It should be noted that no amount ofshipboard ventilation can prevent thedamage caused by self-heating in a soybeancargo.
The ventilating air does not penetratethe bulk of a cargo and only affects its topsurface. In China, a lack of or an inadequateventilation regime are often alleged byclaimants as the major cause of cargodamage at out-turn, although in realityventilation cannot control or reduce thedamage caused by self-heating within ahold.
Another common allegation concernsheating of a cargo from adjacent fuel oiltanks (FOTs). However, this type ofdamage is localized only to the beans inclose proximity to the steelwork of theheated FOT because, as previouslyexplained, soybeans are poor conductors ofheat. This type of direct heating damage,therefore tends to be localized to theproximity of the heated tank.
Cargo damage may also result from aleakage in the hatch cover seals. Theingressed water (seawater or rain water)will then descend vertically in the holds, anda portion of this water will be absorbed bythe beans, causing mould growth andspoilage. The remaining ingressed waterwill continue to descend, forming a verticalcolumn of wetted and caked cargo.Therefore, damaged portions of cargowithin the bulk of a hold due to self-heatingcannot be ascribed to water ingress from aleakage in the hatch covers. If both factorsare occurring simultaneously, however, oneeffect can be attributed to the incorrectcausation.
IV. MITIGATION STRATEGIES
In the event of cargo damage at thedischarge port, heat damaged soybeansshould not be considered total loss, asinstead often claimed by receivers, becausecrushing plants can process such damagedbeans, producing edible oil and animal feed,albeit with some extra processing andadditional costs.
In China, national health and safetyregulations allow a maximum of 1% mouldybeans in a cargo. In theory, above thisthreshold the Chinese Inspection andQuarantine (CIQ) officers can enforce thelaw and seize a cargo if they deem it unsafefor human consumption. In the worst-casescenario, an excessively mouldy soybeancargo can be destroyed, thus amounting toa total loss plus additional incineration andhandling costs. Instances of cargo destruc -tion are however rare but mouldy portionsof a cargo can be segregated andincinerated upon CIQ’s instructions.
The rationale for the destruction ofcargo, or a portion of it, with more than 1%mouldy beans stems from the fact thatmoulds can produce compounds that aretoxic to humans, i.e. mycotoxins, whengrowing in particular environmentalconditions — temperature and relativehumidity — and on a range of grains/oilseeds.
In reality, mould per se on soybeans isnot typically an issue for crushing plantsbecause firstly moulds are killed by heat atthe beginning of the oil extraction processand secondly moulds rarely produceactionable levels of mycotoxins whengrowing on soybeans. Therefore, thedecision to destroy a mouldy soybeancargo does not have a scientific basis and it
is often dictated by receivers’ interests or,as also experienced elsewhere in countriesother than China, by cautiousness of therelevant authority concerning the actualhazards of moulds in soybean cargoes.
The most common and cost-effectivestrategy used by crushing plants forprocessing a heat damaged soybean cargo isto blend it with beans of higher quality. Inso doing, the average quality of thedamaged cargo is increased up to theplant’s specifications for the quality of thetarget oil and meal.
Generally, extra refining costs during theproduction of soya oil and meal along withyield losses for the sound beans usedduring the blending process of a heatdamaged cargo comprise the final claim incargo disputes.
In the event of excessive self-heatingwith temperatures sometimes up to about100°C, the quality is so degraded that acargo cannot be used for the production ofmeal and oil for food consumption.Alternative end uses for a severely heatdamaged cargo can however be sought,such as the so-called acid oil, biofuel orfertilizer, in order to avoid total destructionand thus total loss of a cargo or of asegregated portion of it.
V. LOSS PREVENTION
A Master is only responsible for the readilyapparent condition of a cargo duringloading, such as abnormal presence of darkbeans, mouldy beans and foreign matter.Soybeans at either 12% or 15% moisturecontent appear visually the same and only alaboratory test can determine moisturecontent. Therefore, with the exception ofobviously wet parcels of cargo, the control
Severe self-heating of a soybean cargo.
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of the moisture content of a cargo is not aMaster’s duty during loading.
There is a perception that ship ownersshould be taking samples of cargo duringroutine loading. In our view, ship ownersshould not get involved in matters relatedto the quality of a cargo and we advise notto take samples unless something unusual isencountered. As explained in the previoussection, even cargoes loaded at relativelylow moisture contents and temperaturescan self-heat during a sea voyage becausemould growth can be caused by otherfactors, such as age and storage history of acargo. In these instances, samples are oflittle value and might in fact implicate theowners in attempting to make cargostorability assessments.
From a loss prevention perspective, thefollowing actions can be taken by the vesselto show that the cargo was cared for priorto and during the voyage:v Prior to loading, ensure that the holds
are clean and the hatch covers areweathertight and document anyevidence that demonstrates this, e.g.hose tests, etc.
v Prior to and during loading, attempt toobtain information on the origin andstorage history of the cargo to beloaded. For example, which silos areused for which hold; if the cargo iscoming from flatstore, silos or barges,etc. However, this information can beoften difficult to obtain.
v During loading, the crew shouldregularly monitor the apparentcondition of the cargo, and not be afraidto stop loading operations in the eventthat portions of a cargo are visibly
different from the normal appearance ofsoybeans.
v During loading, the crew should takephotographs of the cargo to obtainevidence of the cargo condition bothduring and at the completion of loading.The presence of dust during loading canoften prevent the crew from takingphotographs of the cargo, however it isadvisable to take photographs toprovide evidence for the presence ofexcessive dust. Abnormal parcels ofcargo could be loaded when the visibilityis poor and a crew could then beaccused for not noticing it, being areadily apparent condition of the loadedcargo.
v During loading, cargo temperatures canbe taken in several locations both duringtemporary interruptions and at thecompletion of loading.
v During the voyage, ventilation should becarried out day and night, wheneverpermitted by the weather, and inaccordance to the 3° rule, e.g. ventilateonly when the outside air temperatureis at least 3° less than the cargotemperature, as measured duringloading.
v During the voyage, ventilation should beclearly and accurately recorded in therelevant logbook, along with instancesand the associated reasons whenventilation was not conducted.
v During the voyage, the drain valves ofthe hatch covers should be checked forthe presence of condensation, which isan indication that a cargo is undergoingself-heating.
v During the voyage, the crew in the
engine room should be made aware ofthe properties of the cargo in order toavoid overheating the fuel oil tanks inway of the cargo in the holds.
v During the voyage, bilge soundingsshould be checked and recorded for thepresence of water in the holds, whichcan be an indication of ingress fromsome source.
v At the discharge port, photographs ofthe cargo should be taken at theopening of the hatch covers to obtainevidence for the surface cargocondition, i.e. sound or mouldy/damaged. Often cargoes that appearperfectly sound at outturn might latershow damage below and obtaining thisevidence can be very helpful for thecargo experts.
v At the discharge port, in the event of acomplaint, a cargo expert can gatherevidence and assist with the assessmentof the cause, nature and extent of thedamage and on how to mitigate theresulting losses. Importantly, the expertcan also plan sampling operations of thecargo and assist with the subsequentlaboratory tests to quantify the damageto the oil and protein fractions of thedamaged cargo. These laboratoryresults and the expert’s opinion on thecausation of damage will be crucial forfuture disputes in the event of a claim.
Produced by Dr. Luigi Petrone, Consultant Scientist
from the Hong Kong office of Brookes Bell Group, a
leading multidisciplinary consultancy to the maritime,
offshore and energy, and industrial sectors.
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Visible mouldgrowing on soybeans.
Bulk carrier marketa sustainable upturn?
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Expectations of a solid recovery phaseunfolding in the bulk carrier freight marketcycle became more convincing over thepast twelve months. During the first half of2017 progress was not sufficientlyconsistent to prevent doubts aboutwhether an improving trend couldcontinue. But in the second halfshipowners operating bulk carriersbenefited from freight rates strengtheningfurther. There were signs that the return toprofitable activity could persist in 2018.
The improvement seen last yearreflected reviving global dry bulk tradeexpansion. Large rises in iron ore and coaltrade, accompanied by growth in grain andminor bulk movements resulted in notablystronger demand for bulk carriers. Highertrade volumes and employment more thanoffset the effects of growth in the worldbulk carrier fleet. Substantial newbuildingship deliveries, only partly offset byscrapping, caused a sizeable addition totransport capacity supply.
Cautious optimism (from a shipowner’sviewpoint) about the freight rates trend, in2018, is based on expected positivecontributions from both the demand and
supply sides of the market balance.Sustained growth in dry bulk
commodity trade volumes could beaccompanied by a very limited increase inthe bulk carrier fleet. However, it remainshard to be certain how several elementswhich will have a big impact on thesepredicted changes will actually evolve.
FLEET GROWTH VARIATIONS
Forecasts of a continued slowing in thebulk carrier fleet’s expansion last yearproved incorrect. Deadweight capacity isestimated to have increased by 3%, almostone percentage point faster than growth inthe preceding twelve months. Newbuildingdeliveries were significantly lower, butscrapping (otherwise known as demolition,or recycling) roughly halved, comparedwith the previous year, resulting in a largernet additional deadweight tonnage.
At the end of 2016 the world fleet ofbulk carriers (ships with capacity exceeding10,000 deadweight tonnes) was comprisedof 10,878 ships totalling 794 million dwt,according to data compiled by ClarksonsResearch. By the end of last year this fleetapparently had grown to reach about 818m
dwt, a 24m dwt addition, based onestimates for the main influences.
Bulk carrier newbuilding deliveries in2017 were well below the total seen in theprevious twelve months. Provisionalestimates which may be revised when morecomplete information becomes availablesuggest that the annual total was 39–40mdwt, down from the preceding 47.2m dwttotal, a reduction of 15% or more. Vesselsales for scrapping may have amounted toabout 15m dwt, almost a 50% reduction.
Among the main bulk carrier sizegroups — Capesize, Panamax, Handymaxand Handysize — estimated percentagegrowth rates last year varied only within afairly narrow 2–4% range. In precedingyears there was a much wider range ofchanges.
In 2017 the Handymax (40–65,000dwt)bulk carrier fleet apparently saw the fastestgrowth at over 4%, reflecting high deliveriesof the popular Ultramax geared vesselsproviding capacity of more than 60,000dwt.The Capesize (100,000dwt and larger)and Panamax, including Kamsarmax(65–100,000dwt), fleets evidently grew byabout 3%. A slower 2% increase was seen
Richard Scott, Bulk Shipping AnalysisUltramax geared bulker.
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in the Handysize(10–40,000dwt) sizegroup.
These deadweightgrowth figures are notalways an entirelyaccurate indication ofactual changes intransport capacityavailable. Increases ordecreases in capacity tomove cargoes, within anyperiod, depend partly onhow productively shipsare employed. Shipspeed, ballast voyage patterns, and durationof port visits including any delays, arecrucial influences affecting the supply oftransport services. Statistical data on theseaspects is often not available, however, andtherefore simple fleet deadweight volume isthe usual indicator.
Even small variations in the entire fleet’saverage voyage speed, or in an individualsize group segment, can have substantialimplications for capacity availability. Muchof the world bulk carrier fleet appears tobe still ‘slow steaming’, operating at belowthe normal service speed previouslyenvisaged. Improved freight rates — bychanging the balance between earnings andcosts and providing more opportunities forobtaining profitable employment — couldact as an incentive, in some circumstances,to adopt at least a slightly higher speed,raising carrying capacity.
TRADE PACE CHANGES
Renewed vigour in global seaborne drybulk trade growth emerged over the pasttwelve months, encouraging a morepositive view of the longer term trend. Aseparate article in this edition of DCI(entitled ‘Reviving Dry Bulk TradeExpansion’, on page 6) provides more detailand so only a brief overview is includedhere.
Provisional calculations point to drybulk trade resuming a growth rate closer tohistorical experience in 2017, after twovery subdued years. The annual rate lastyear apparently reached 3–4%, raising totalvolume to more than 5,000 million tonnes.
A contributory positive factor in thepast twelve months was a return to fairlyrobust growth in coal trade after previousweakening. The minor bulk commoditiesgroup also appears to have seen anincreased overall volume instead offlatlining. Iron ore trade advanced morerapidly, while grain and soya trade growthassisted. These changes, in combination,were enough to restore the dry bulk trade
expansion trend.As in earlier years, China’s rising imports
provided a major boost during 2017. Ironore purchases were strengthened by highersteel production and greater use of foreignore supplies. Higher coal imports reflectedshortfalls in supply availability fromdomestic mines. Among other largevolume commodity imports, increasingsoyabeans volumes reflected strongconsumption trends.
Changes in cargo volumes carried are auseful, although not necessarily alwaysprecise indicator of demand for ships’carrying capacity. Another influence alsodetermines the transport capacityrequired: voyage distances. A lengtheningaverage distance for cargo-carrying voyagesboosts the demand for ships’ capacity inany given period, because of the longerduration of each voyage, assumingunchanged service speed. When theaverage distance shortens, the oppositeresult occurs.
Transport demand is more accuratelyrepresented by the ‘tonne-mile’ unit, whichincorporates both the volume of trademovements and the transport distance.But statistics compiled on this basis,involving complex calculations andassumptions, are not usually readilyavailable or up-to-date. Consequently thetonnage volume of cargoes shipped is oftenthe only guide.
DEMAND/SUPPLY BALANCE
The recovering bulk carrier freight marketseen last year was assisted by animprovement in the balance between theglobal demand for, and supply of shippingcapacity. In particular, the volume ofcommodity trade expanded at a resumedhealthy rate. This change was the mostvisible contributory positive influence onthe demand/supply balance trend during2017 as whole.
Despite the improved freight marketbalance it was not a boom period because
substantial over-capacity continued to exist,even if it was being reduced. Potential forfreight rates to further strengthen isrestrained by the still large extent of thesurplus, which is partly absorbed by manyships operating at below full operatingspeed.
Surplus capacity in the bulk carriermarket has persisted, although estimates ofits magnitude vary and calculations are inany case partly theoretical. Over-capacityin the current cycle originated almost adecade ago, in the dramatic trade and vesseldemand downturn after the world financialcrisis caused an economic depression.Subsequent years of excessive fleet growthexacerbated over-supply. Varying degreesof market weakness continued, inter -spersed with brief upturns whichsometimes suggested that a longer termrecovery could be taking hold.
Other market drivers affect short termfreight rate patterns. Cargo volumesloaded fluctuate even within stable annualvolumes, while geographical trade patternschange, often reflecting seasonal influences.Inventory building or destocking bycommodity-using industries or merchantssometimes has a noticeable impact. Portcongestion and delays modify cargo flows.Also, market sentiment and expectations, aswell as derivatives trading, are instrumentalin contributing to physical freight marketfluctuations.
The freight market trend in 2017broadly aligned with changes in the vesseldemand/supply balance. Trade expansionwas sufficiently strong to exceed growth inthe bulk carrier fleet. An acceleratingincrease in annual commodity movementsalso improved market sentiment and raisedexpectations for the future trend. A declinein scrapping during the second half was aresponse, resulting in the fleet experiencinglimited growth acceleration.
FREIGHT MARKET HIGHLIGHTS
Changes in various influences are reflected
4,500
2010 2011
Baltic Dry Index
Source: Baltic Exchange
4,0003,5003,0002,5002,0001,5001,000
500
2012 2013 2014 2015 2016 2017 2018
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in the evolution of the Baltic Dry Index(BDI), shown by the chart. This index,calculated each day by the Baltic Exchange,is based on a basket of bulk carrier freightrates (mostly time charter hire rates) for avariety of ship sizes and employments. Itprovides a useful very broad indicator forthe entire bulk carrier market.
After the recovery in freight rates seenduring 2016, from very depressed levels atthe beginning of that year, the early 2017weeks saw renewed weakness to a 685 lowpoint in mid February, before a strong rallytook the BDI to 1333 points at the end ofMarch. Subsequently there was a retreatover the next couple of months down to818 in early June. But from mid-Julyonwards an upwards trend evolved, takingthe index to a 1,743 peak for the year inmid-December.
Viewing the year 2017 as a whole, a firmrecovery trend seemed to be unfolding,following three years of low and oftendepressed markets. In the 2017 second halfprofitability returned for many bulk carrieroperations. Spot market rates, as repre -sented by the BDI, were high enough tocover not only direct vessel operatingcosts, but also financing costs for typicalcircumstances.
FUTURE MARKET
Prospects for the twelve months ahead aretraditionally reassessed at the start of eachyear. As 2018 begins, how likely is acontinuation of the improvement occurringlast year, towards a more balanced bulkcarrier market, implying higher freightrates? Although supply side pressures seemdestined to ease, it is currently difficult toargue convincingly that the vessel demandtrend will maintain or improve upon thatseen in the past year.
During 2018 a prolonged albeitmoderate global economic growth revival isforecast. This outlook implies strength -ening demand for the products ofindustries consuming dry bulk com -
modities. A pick up in business investmentspending may assist. The trend envisagedprovides a solid basis for increases incommodity import demand in manycountries. Rising trade in agriculturalproducts could also prove beneficial.However, there is great uncertainty aboutglobal coal trade, and some doubts havearisen about additional expansion ofChina’s commodity imports. Consequentlyexpectations for dry bulk trade suggest thatslower growth than seen last year is quitelikely.
Political events may intervene. InAmerica, Europe and Japan policy changessometimes have noticeable effects oninternational trade and economicdevelopment generally, although not alwaysin the short term. The impact on dry bulktrade of government policy changes inChina has been greater, sometimesimmediately affecting commodity con -sumption and import flows. While thegeneral nature of possible changes inChina’s policies is apparent, predictingwhether these will actually happen and, ifso, what the timing and magnitude of effectswill be, is a matter for speculation ratherthan forecasting.
The outlook for fleet growth in 2018suggests that a marked deceleration islikely. New bulk carriers scheduled fordelivery in the twelve months aheadcomprise a relatively low volume. Thisdevelopment reflects shipowners’ greatlyreduced ordering patterns in the past twoyears, amid relatively low freight rates andwidespread recognition of the over-capacity problem. Therefore it seemsalmost certain that newbuilding deliverieswill decline in the current year and,assuming recycling remains fairly large, thefleet could see as little as 1% deadweightcapacity expansion.
As again demonstrated clearly over thepast twelve months, scrapping salesvolumes are heavily influenced by largeshort-term changes in freight rates and
market sentiment about the immediatefuture.
Although other factors such as scrapprices are significant, demolition salesvolumes react quickly to freight marketevents and perceptions. This relationshipprovides a rapid adjustment mechanismwhich could possibly, during 2018, result ina further scrapping reduction, offsettingsome benefits from lower deliveries of newbulk carriers.
Recent comments by internationalshipping association BIMCO highlight thestill fragile bulk carrier market balanceprevailing. Emphasis is added to reasons forbeing cautious about expectations for tradegrowth in 2018.
Some of the positive influences seen lastyear may not be repeated, or not repeatedas briskly, possibly resulting in slowerannual global seaborne dry bulk tradeexpansion. This possibility is one of the‘headwinds’ considered likely to confrontfreight market players in the twelve monthsahead.
Another justification for cautionemphasized relates to the supply side. Itseems realistic to predict that bulk carrierfleet deadweight capacity growth this yearwill be only marginal at one percent. Butthat percentage could be easily exceeded.Higher growth of 2% or more could result,if newbuilding deliveries are a largerproportion of scheduled deliveries thanseen in past years (due to reducedorderbook slippage), and if scrappingdiminishes further.
What seems conceivable, although notcurrently the most likely outcome, is that ina particular combination of circumstancesfleet growth may be almost equal to tradegrowth in 2018. Such changes in keyinfluences could prevent, or at leastseverely restrain, any more improvement inthe freight market demand/supply balance.As a consequence, the rising freight marketrates trend could become harder tosustain.
Capesize bulker.
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ETE GROUP — founded in 1936 andcurrently the largest and most experiencedPortuguese group operating in Portugal inthe maritime economy — has been servingCape Verde for over 29 years through itsship-owner Transinsular. The grouprecently announced, at the Cape VerdeInternational Fair (FIC), its decision toincrease significantly its presence in thecountry as well as new investments in duecourse.
Luís Mira de Oliveira, board member ofETE GROUP and in charge of the CapeVerde affairs, revealed “During FIC we metwith Government officials, where wereaffirmed our commitment to invest in thecountry, giving our contribution to therecognition of Cape Verde as the Hub forWest Africa. Therefore, we declared ouravailability to build joint solutions that maycombine an integrated and structuredvision of port operations, inter-island andregional maritime transport, together withlogistics and shipbuilding.”
Regarding port operations, ETE GROUPis currently completing the establishmentof ‘ETE Cabo Verde – OperaçõesPortuárias, Lda,’ with the purpose ofsubmitting a proposal for the operationsmanagement of the ports of Praia, Mindelo,Palmeira and Sal Rei — whether in directcompetition, as a consortium, or asaccording to any other model specified bythe government of Cape Verde — thatwould bring advantages to both parties.
The new shipping company offers apioneering service from Cape Verde to theworld
ETE GROUP has just established‘Transinsular Cabo Verde – TransportesMarítimos Insulares de Cabo Verde, Lda’, anew shipping company. Currently it is theonly shipping line meeting all requirementsfor cabotage and international maritimetransportation in connection with nearbyAtlantic markets.
Additionally, the group is currentlyconcluding the transfer of its vessel Pontado Sol to this new ship-owner, which willoperate under the Cape Verdian flag. Thisvessel is certified and classified to inter -national standards, and meets all require -ments to sail in international waters, thusenabling ETE GROUP to offer a servicethat is a first in the market, from CapeVerde to the world.
The ETE GROUP Board Memberexplained that “this operation is quiterelevant to the development of our activityin Cape Verde and it was made possiblebecause we have our own vessels, thus
meaning investment capacity and notdepending on chartered vessels. We madethis decision because we believe in theCape Verdian economy and trust thecoming future.”
TRANSFERRING EXPERTISE AND CONTRIBUTING TO
CABNAVE SHIPYARD DEVELOPMENT
ETE GROUP has over 80 years' experiencein maritime economy and technicalexpertise from its two shipyards in the portof Lisbon involved in domestic andinternational projects, that can betransferred to CABNAVE, contributing tothe company's development.
De Oliveira commented, “We have alsoacknowledge to the Ministers of Financeand Economy that we are totallycommitted to the CABNAVE concession— or any other public-private partnershipthat the Government may decide upon —a fundamental support sector forreinforcing Cape Verde in the Atlanticregion.”
‘ÁFRICA EXPRESSO’ CONNECTS CAPE VERDE TO THE
WORLD AND THE WORLD TO CAPE VERDE
Transinsular, ETE GROUP ship-owner,upgraded its ’África Expresso’ service from1 October 2017, currently the mostcompetitive in the market:v The only regular direct service (without
transshipment), sailing every ten days,connecting Portugal (Leixões andLisbon)/Canary Islands with Praia,Mindelo, Sal and Boavista.
v The shortest transit time in the market— Portugal/Cape Verde in five days.
v The fastest maritime export solution ofgoods from Spain to Cape Verde —from Galicia via the port of Leixões orfrom other regions through Las Palmas.
v The only service offering a regulardirect connection between Portugal, Saland Boavista.
v With own local logistics agents andoperators — Praia, Mindelo, Sal andBoavista.
v Service operated with own ships,equipment and crew.
Miguel Paiva Gomes, Transinsular CEO,highlights that “the África Expresso serviceoptimizes both cargo transport solutionsto Cape Verde from Portugal and Spain andthose to Guinea-Bissau, Mauritania and theCanary Islands. In addition, it consolidatesTransinsular's position as the preferred fishexport partner to Europe, ensuring theconnection between those markets andNorthern Europe, Baltic states, Mediter -ranean and Asia, among others.”
INTER-ISLAND MARITIME CARGO TRANSPORTATION
SOLUTION SUPPORTS DOMESTIC ECONOMIES
ETE GROUP solution for inter-island cargomaritime services delivers domestic andregional economic agents competitiveness,regularity, flexibility and reliability.Therefore, promoting suitable logisticalsolutions in line up with intermodality thatcontribute to the development of localeconomies.
In this area, ETE GROUP (through itsship-owner, Transinsular) has a broad levelof experience in shipping cargo in Insularmarkets — Azores, Madeira and CanaryIslands.
De Oliveira states that “we want toenter into a long-term commitment forproviding the inter-island service. We areconvinced that the África Expresso service,provided by our ship-owner Transinsular,has the added value to potentiate the
ETE Group increases investment in Cape Verde
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Sinter-island service and, consequently, todrive commercial exchanges between thevarious islands, benefiting fromeconomically efficient solutions that suitthe needs of each client, each market andits communities.”
He adds, “although the core of ourshipping operation is the cargo, we areavailable to build a partnership with otherplayers to include passengers. In Portugal,we manage and operate a Ferry service inAveiro, for passengers and cars.”
Finally, de Oliveira shares, “We foreseeCape Verde as a market where we can addvalue and where ETE GROUP can developits core operations (Port Operations,Maritime Shipping, Logistics and ShipBuilding and Repair). Additionally, the factthat we speak the same languagecontributes to build lasting and trustingrelationships.”
ABOUT ETE GROUPThe ETE GROUP, founded in 1936, is thelargest Portuguese player in the economyof the sea, integrating the six main areas inthe maritime sector — Port Operations,Inland Transport, Shipping, Shipping Agents,Logistic Operations and Naval Engineering,Shipbuilding and Repair. ETE GROUPcomprises more than 40 companies: ownsTransinsular, the largest Portuguese cargoshipping company; is the Iberian leader ininland water transport of goods, being the
only company to move cargo betweenships and barges; in Portugal, it is the largestoperator of port terminals and is at theforefront of companies moving solid andliquid bulk; is the market leader in shippingagency in Portuguese ports; offers door-to-door multimodal logistics solutions, com -bin ing shipping, railway, air and road ofnational and international scope, providesalso cargo consolidation services and has alarge experience in project cargo; inaddition, is an international reference inengineering, naval repair and shipbuilding,offering also technical managementservices of ships and crews. Its Inter -national presence with own operations isspread through five countries (Colombia,Uruguay, Cape Verde, Mozambique andPortugal), of three continents.
ABOUT TRANSINSULAR
Transinsular, the largest Portuguesemaritime trading company founded in 1984— and held by GRUPO ETE since 1999 —has a significant presence in the auto -nomous regions of the Azores and Madeira,where it assures the public service,comprising regular shipping connections ofboth archipelagos with Portugal, inter-islandcargo transport in the Azores and inter-region cargo transport between Azores andMadeira. In what regards internationalshipping services, Transinsular connectswith regular lines Portugal to the Canary
Islands, Africa (Cape Verde, Guinea-Bissauand Mauritania), Northern Europe, Balticcountries, Mediterranean and Asiancountries. For specific markets andprojects, the company provides specializedtransportation of cement, fuels and solidbulk. The logistics solutions it offers exploitthe efficiencies of intermodality byintegrating maritime, air and road transporton a national and international level.Through its network of agents ensures thetransport of goods to and from any part ofthe world. Additionally, it provides cargoconsolidation services.
ABOUT ETE GROUP SHIPYARDS
In Portugal, ETE Group holds two shipyardslocated in the heart of Port of Lisbon, formaintenance, repairs and building of navalcrafts and vessels. The shipyards, with atotal area of 50,000m2 and 30,000m2, arecertified and comply with high quality,environmental and project managementstandards. They take cargo and cruise shipsup to 170m LOA, tug-boats, pontoons andother floating equipment. Turn-key servicesare offered, using qualified labour, modernnaval repair processes and technologies.The infrastructures include: four dry-docks,three slipways, two working piers, liftingcapacity and workshops for electricity,piping, carpentry, boiler, mechanics, paintingand others. International clients account for55% of ship repair activity.
The New Explorer, a Liberian registeredvessel, sailing from Egypt, was the firstship to arrive in Sept-Îles this year at 8amon 5 January. The vessel arrived in ballastand set sail again on 6 January with77,000 tonnes of iron ore from IOC RioTinto destined for Ghent, Belgium.
During a short ceremony, Pierre D.Gagnon, President & CEO of the Port ofSept-Îles, presented Captain IoannisKantounias with the prestigious canebearing the Port of Sept-Îles insignia.
Several gifts were also offered to theCaptain by Jean Masse, Deputy Mayor ofSept-Îles, as well as by Benoit Méthot,General Manager, Rail & Port of IOC RioTinto.
This tradition, now in its 31st year,marks the arrival of the first ship of theyear to call the port. To be eligible, thevessel must come directly from a foreignport and be bound for a destination
outside the country without making anyother calls at a Canadian port.
ABOUT THE PORT OF SEPT-ÎLES
Boasting diverse, state-of-the-artfacilities, the Port of Sept-Îles is one ofNorth America’s largest ore-handling
ports, with an expected volume of morethan 30 million tonnes in 2018. The portfacilities at Sept-Îles play a vital andstrategic role in the economy of EasternCanada. Annual economic impacts areestimated at nearly $1 billion and almost4,000 direct and indirect jobs.
Port of Sept-Îles welcomes first ship of the year
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A UK North East port has announced anew £12 million banking facility withLloyds Bank that will enable the nextphase in its rapid expansion.
Port of Blyth is set to make majorinvestments in its terminalinfrastructure and theconstruction of new ware -housing, as well asstrengthening quays andinstalling new cranes.
Having reported asecond consecutive yearof record financial figuresin April including a 17%increase in turnover, theport is now viewed as oneof the UK’s fastest growingTrust Ports, driven largelyby the continueddevelopment of offshoreenergy-related activities.
This expansion hasnecessitated a record levelof investment from thePort, via the consolidation of a long-termrelationship with Lloyds Bank, withspending set to support keydevelopments to serve clients in theoffshore energy, dry and liquid bulkssectors.
Oran Robson, finance director at Portof Blyth, said: “The potential at the portacross numerous sectors is huge, but tomake the most of those opportunitiesand to ensure we continue to diversifyour offering to protect the business’slong-term security, it’s crucial we investnow.
“This series of developments willfacilitate a large number of new jobs onPort land as we aim to double thenumber of those employed on site from500 to over 1,000 in five to ten years.These ventures will also act as a catalystfor growth in the local economy and will
no doubt stimulate inward investmentinto the town.
“We anticipate that major projectssuch as the joining of our Bates andWimbourne Quay terminals will attract
significant interest from the industry andwill enable us to exceed 50% turnovergrowth targets during the investmentperiod.”
Progress at the port in recent yearshas seen the arrival of major clientsincluding Royal IHC, Global MarineGroup and DeepOcean, with a powerfulcluster of offshore energy companies anda well-developed supply chain making theport an increasing attractive proposition.
The port’s on-going development inpartnership with Arch of Energy Central,one of the UK’s largest quayside offshoreenergy development sites, alongsidemajor projects such as EDF’sdemonstrator wind farm and the NorthSea Link interconnector with Norwayhave continued to highlight the port’sprogress.
Michael Hindhaugh, relationship
director, Lloyds Bank CommercialBanking, said: “This investmentrepresents a great step forward for thePort of Blyth.
“The new facilities will create jobsand investment straight away,and it will help to future-proofthe port, making it a driver ofprosperity for many moreyears to come.
“Lloyds Bank is committedto supporting investment thathelps Britain prosper and wehave dedicated teams on handto offer bespoke fundingsolutions and expertise.”
PORT OF BLYTH
Port of Blyth is the portoperating division of BlythHarbour Commission, anindependent statutory trustestablished in 1882 and is oneof the largest Trust Port’s in theUK handling up to two million
tonnes of cargo per annum across fiveterminals based around the River Blyth.
Together with major logistics andtraining divisions, the port group has aturnover of over £23 million and hasagain announced record turnover andprofitability for 2016 despite challengingglobal trading conditions.
Such success has been driven bygrowth across a variety of sectors butparticularly offshore energy (oil & gasand wind) with the port is nowrecognized as a major strategic eastcoast base supporting the sector. Othertrade handled includes containers, drybulks (coal, aggregates, cement etc) andmarine fuels.
As a Trust, all profits are re-investedback into the port to improve facilitiesand to provide benefits for its widerstakeholders.
Port of Blyth sets sail on £12 million investment
In Mexico, Guaymas Port Authority (API)has issued a tender for the use,exploitation, operation, equipping andmodernization of an agribulk terminal inthe port. This will be a common userfacility, covering an area of 28,150m2. It willbe equipped by 72 silos, which will take up26,540m2 of the total available area.
The tender includes an electricitysubstation, an administrative office, alaboratory, a dumper for trucks, anunloading pit, a warehouse, a spare partsstore, a workshop, a guardhouse andindustrial toilets; as well as conveyor beltsthat link docks 5 and 6 of the southern halfof the port.
The concessionaire will undertakehandling of agribulk, plus stacking, storage,stowage and haulage within the facility, aswell as having non-exclusive use for loadingand unloading at docks 5 and 6.
Technical bids will be opened by the APIon 12 June 2018 and financial bids on 19June 2018. Barry Cross
Agribulk terminal for Guaymas
Netherlands bulkadapting to a new reality
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Throughput volume ceased to be the onlyconsideration at the port of Rotterdam along time ago. The port is no longer theworld’s largest, but it does aspire to be thebest, the smartest and the mostsustainable.
This is why the Port of Rotterdamcontinuously strives to do things smarter,more efficiently, better and moresustainably. Digitization and automationprovide major opportunities to makelogistics processes more efficient.Furthermore, the Paris agreement onclimate change gave a powerful boost tothe energy transition. As a society ingeneral and as a port and industrialcomplex in particular, the Port ofRotterdam has the complex task ofreducing CO2 emissions to virtually zeroby 2050.
DRY BULK THROUGHPUT
Dry bulk throughput in the port ofRotterdam reached 80.3mt (milliontonnes) in 2017 according to provisionalfigures. This was a drop of 2.5% comparedwith 2016, when 82.3mt were handled inthe port. After a strong start to the year,with an increase of 5.2% compared withthe first six months of 2016, the second half
of the year showed a decrease in dry bulkthroughput of –9.4%.
The main reason for the decrease inthroughput was a fall in steam coal imports.Coal throughput declined with 2.7mt.Demand for steam coal in The Netherlandsand Germany is under pressure with theincrease in renewable power productionresulting in reduced operating hours of
Quality not quantity: Rotterdam aims to be the world’s smartest port
2017 2016 diff,Agribulk 11,324 10,449 8.4%Iron ore and scrap 31,175 31,229 –0.2%Coal 25,706 28,443 –9.6%Other dry bulk 12,070 12,179 –0.9%Total 80,275 82,300 –2.5%
source: Port of Rotterdam, 3 Jan 2018 *thousand tonnes; 2017 preliminary figures
DRY BULK THROUGHPUT AT THE PORT OF ROTTERDAM
The EMO terminal at theMaasvlakte in the Port of Rotterdam.
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coal plants. Also, several coal plants wereclosed in 2017, among others the MPP2coal units of Uniper at the Maasvlakte inRotterdam, and six plants in Germany.
As the energy transition goes forward,coal imports are expected to furtherdecline in the coming years. However, aslong as there still is demand for coal, thePort of Rotterdam is the ideal coal hub inWestern Europe with state-of-the-art bulkterminals and excellent hinterlandconnections both by rail and barge.
Imports of coking coal for the steelindustry were around the same level as in2016. The same applies to iron ore. Lastyear 31.2mt of ore and scrap were handledin the port, almost the same as in 2016.Although steel consumption increased lastyear, demand for iron ore remained flat.Europe imported a lot of steel from thirdcountries (dumping) and growth in steelproduction was met in large part byelectric arc furnaces using scrap as a rawmaterial.
The Port of Rotterdam saw an increaseof steel scrap exports to other countries,notably Turkey.
Agribulk, mostly imports, showed astrong increase during the year, up until thethird quarter when throughput droppedwith 9%. Agribulk is used by the industry inthe port itself (oilseed crushing plant, bio-refineries) and transported to thecustomers in the hinterland of the port(e.g. feed industry).
Other dry bulk, industrial minerals,aggregates, fertilizers, non-ferrous ores andconcentrates etc., showed a slightlynegative result (only –0.9%). But this waspartly compensated by an increase inimports of biomass. Wood pellets used forco-firing in Dutch coal plants and alsotransshipment to biomass plants in Belgiumincreased.
ENERGY TRANSITION INVOLVES A LOT MORE THAN
SIMPLY CUTTING BACK ON COAL
ENERGY TRANSITION
The Port of Rotterdam Authority fullyendorses the objectives of the Paris climateagreement and is striving to reduce CO2emissions in line with the ambitions of theDutch and European governments. Inconcrete terms, this means that by 2030,the Netherlands — including Rotterdam —will need to have reduced its CO2emissions by 49% compared with 1990.Moreover, the agreements set out in theParis agreement concern the mitigation ofglobal warming. To this end, CO2 emissionsare not allowed to exceed certain limits.The Paris agreement does not include anystatements on the actual use or storage of
coal itself.Whether or not to close the Dutch
coal-fired power plants is at the discretionof the Dutch government. The recently-published coalition agreement states thatthe closure of the Dutch plants need to beeffective by 2030. Fifteen per cent of thecoal that enters the Port of Rotterdam iscurrently destined for coal-fired plants inthe Netherlands.
Eighty-five per cent of the coal handledin Rotterdam is forwarded to Germany. Itis at the discretion of Germany to decidefor how long and for which purposes it willcontinue to import coal. Fifty per cent ofthe coal that is trans ported to Germany isused for producing steel in the country’sblast furnaces. At present, it is not yetpossible to produce steel from iron ore ona large scale without using coal. Steel isrequired for a wide range of purposes,including the manufacturing of windturbines, bicycles and tracks for publictransport. The remaining 50% of the coal intransit is used to generate electric power inGermany’s coal-fired power plants. Whileover 35% of the electricity generated inGermany currently derives from renewablesources like wind and solar power,Germany continues to make extensive useof nuclear, gas-fired and coal-fired powerplants on those days when there is hardlyany wind and sun. Moreover, over the nextfew years, Germany is expected to becomeeven more dependent on fossil fuels for itselectricity supply, following the closure ofthe German nuclear plants.
If we intend to cut back the volume ofcoal (and other fossil fuels), it is imperativethat we invest in coal-free steel production,increase the production of power fromrenewable sources and expand our optionsto store the generated renewable energy.As long as the use of coal is part of theDutch and/or German energy andindustrial policies, the Port of Rotterdamwill strive to be the most efficient, reliableand safe port for handling this cargo type.
Since Germany is also a signatory of theParis agreement, the volume of coal
transferred via the port — particularly coalintended for power production — isexpected to decrease in the years ahead. Inits medium-term projections, the PortAuthority has consequently assumed areduction in the volume of coal in transit.
In view of the announced termination ofcoal use in the Netherlands’ power plantsand all the projects that the Port Authorityis working on in partnership with the privatesector to reduce the CO2 emissions ofRotterdam’s industrial sector, a 49%reduction of emissions by 2030 (comparedwith 1990) is considered feasible.
SMART PORT
Rotterdam aims to be the world’s smartestport. To maintain its leading position, itneeds to keep on innovating. Innovation isa crucial means of realizing the envisagedchanges in energy transition and digitizationin the port of Rotterdam.
PORTXL SURPASSES EXPECTATIONS
PortXL is encouraging port-related start-ups around the world with innovative ideasfor the logistics, maritime, chemicals andenergy sectors. During 100 days in 2016,12 selected start-ups brought theirinnovations to the market at an acceleratedpace. All 12 start-ups were established inRotterdam, and five immediately signed acustomer contract. In March 2017 a newround was launched with ten port-relatedstart-ups.
WASTE SHARK SLURPS UP PLASTIC FROM THE PORT
One of the ideas from the PortXLprogramme is the plastic-eating WasteShark. The device can be used 24/7 to slurpup floating litter in the port of Rotterdam.The system has been incorporated into thePort Waste Catch project from the PortAuthority’s internal innovation programme,a pilot project that removes floating andsuspended plastic from the port before itcan end up in the sea. The Port Authoritycontinues to facilitate pilot projects withstart-ups in 2017 in order to promoteinnovation in the port.
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Europees Massagoed Overslagbedrijf(EMO) B.V., a Rotterdam based 100%subsidiary of HES International B.V. andJERA Trading, a Singapore based major coaltrader, have signed a five-year contract tojointly enter the speciality coal market forthe production of silicon metal. Thisproduct is used as a source forphotovoltaics (solar panels) and computerintegrated circuits (chips).
Within the co-operation to produce,market and sell these speciality coals JERATrading will provide the coalsourcing, transport andmarketing & sales expertise.EMO will provide thetransshipment, storage andmanufacturing facilities andexpertise at its location in theRotterdam port.
EMO has a strong andsuccessful position in the ironore and coking coal market andis further diversifying its productportfolio of dry bulkcommodities. Entering thespeciality coal market for theproduction of silicon metalalready matches thecompetence and technicalequipment of EMO.
A major part of the highpurity reducing agent isprovided by speciality coals. Speciality coalsare produced by purifying and selecting aspecific surface area for reactivity controlraw coal needs to be screened and washed.The coal purification will be performed in arecently refurbished washing and screeningfacility at a 10-hectare area on the EMOterminal in the Rotterdam port. Themanufacturing process is operated with aclosed water circuit and has negligibleemissions.
Mathijs Pelsma, Managing Director ofEMO said: “Smartly diversifying our productportfolio of dry bulk commodities is ouranswer in the current energy transition,where we respond to the demand of ourclients. We very much welcome the five-year contract with JERA Trading, as thisunderscores our strong position in themarket.”
As one of the leading physical coaltrader JERA Trading is keen to develop thissegment of its customer portfolio byoffering its sourcing and trading skills tothis specialized customer segment.
Ronan Lory, JERA Trading ManagingDirector indicated that “JERA Trading is
very happy to partner with EMO a trustedand recognized expert in the handling andtechnical processing of coal to provide newsourcing opportunities for the growingsilicon metal industry. We look forward toa very profitable co-operation.”
ABOUT EMOEuropees Massagoed Overslagbedrijf(EMO) B.V. is the largest transshipmentterminal in Western Europe for iron oreand coking coal for the European steel
industry and steam coal for the Europeanpower generation plants. Services for thesilicon metal industry supplying amongstother photovoltaic cells are now added tothe customer base.
Modern and multifunctional, the EMOterminal is strategically located at theMaasvlakte in Rotterdam. The terminal hasgrown rapidly since 1973 and has anexcellent track record in storage andtransshipment. The quayside, with a draughtof 23 metres, makes it possible for theworld’s largest vessels to unload at EMO.State-of-the-art facilities unload seagoingvessels fast and efficiently. In addition toloading and unloading vessels, rail cars andbarges, the EMO terminal offers added-value services such as screening, blendingand washing coal (for instance for thesilicon metal industry). EMO has ampleaccess to the hinterland by means of raillinks and inland waterways.
ABOUT JERA TRADING
JERA Trading (JERAT) is a jointly ownedcompany two third by JERA Co. Inc., anequal joint venture between two major
Japanese electric companies, Tokyo ElectricPower Company (Tepco) and ChubuElectric Power Company (Chubu) and onethird by EDF Trading, the trading arm ofEDF, the French leading low carbon powerproducer in Europe.
JERAT is responsible for the global coalprocurement of Chubu, Tepco and EDF. Itoperates an integrated coal and freightsupply chain and has benefited from EDFTrading’s expertise in energy commoditytrading and risk management to minimize
the costs and optimize therevenues associated with thedelivery of coal requirements ofits shareholders and third partycustomers. JERAT operates inall major coal and freightmarkets (Europe, Asia, Northand South America) and tradeboth physical and financialproducts. JERAT isheadquartered in Singaporewith offices in London and inMaryland.
ABOUT HESHES International B.V., is one ofEurope’s largest independentproviders of storage andtransshipment capacity in dryand liquid bulk. Its terminals aresituated at the best locations at
Europe’s most important ports. Its aim isto also become one of the market leaderson the European tank terminal market. Itaspires to achieve this mainly by enlargingand revamping its existing terminals, as wellas by developing projects at new locations,taking over other existing terminals andconverting former oil terminals andrefineries into tank terminals.
HES International B.V. is developing atank terminal for the storage andtranshipment of petroleum products andbiofuels at Hartelstrook, on the south sideof the Mississippi harbour at Maasvlakte 1.This terminal is expected to be operationalat the end of 2019. Terminals of HESInternational B.V. in the port of Rotterdamare:v Europees Massagoed Overslagbedrijf
(EMO);v European Bulk Services (EBS) B.V.;v HES Botlek Tank Terminal B.V.;v HES Botlek Tank Terminal – Bitumen
B.V.;v HES Hartel Tank Terminal; andv Rotterdam Bulk Terminal (RBT) B.V.
(50% joint venture).
Joint entry EMO B.V. and JERA Trading to supply speciality coal for silicon metal
enabling the production of solar panels
IN ROPE-OPERATED GRABS
WORLDWIDE NUMBER ONE
Are you looking for a new grab?
Please contact us. At Verstegen we are fully specialised in rope-operated mechanical grabs. Our goal is to provide the optimal grab for your specific operation. A new Verstegen grab leads to higher production rates and lower maintenance costs through extreme reliability and long lifetimes. Tell us how you want to improve your operation and together we will find the best solution.
Visit us at www.verstegen.net
Verstegen Grijpers B.V.The Netherlands
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A Hitachi ZX210LC-6 mediumexcavator is offering Arco de Visser BVthe highest levels of versatility on achallenging project in the province ofZeeland, The Netherlands. Thecompany’s owner, Arco de Visser, hasbeen using the machine to build a trenchfor a small canal at the Zonnedorpcampsite in the coastal village ofRenesse, as well as complete landscapingtasks at the five-hectare site.
De Visser is one of twosubcontractors helping to modernizethe campsite. The ZX210LC-6 (video)was supplied by local Hitachi dealerPladdet (a sub-dealer of HitachiConstruction Machinery Nederland) and
specially fitted with a 1.3m³ V-shapedbucket. Pladdet also included severaladditional options and features with themedium excavator, such as a hydraulicquick coupler and LED work lights.
LOYAL TO HITACHI
Since he started his company 15 yearsago, de Visser has relied upon a growingfleet of Zaxis mini and mediumexcavators. He took delivery of theZX210LC-6 in March 2017, and itrepresents his 13th Hitachi machine. Hisfirst was a ZX50 mini excavator in 2009.Since then, he has remained loyal toHitachi, and subsequently invested inother machines, such as a ZX65USB-5,ZX85USB-3, ZX180LC and a ZX19U-5.
The Hitachi fleet is used on a widevariety of projects, including demolition,earthmoving, rental, groundworks androad construction, within a 100km
radius of the company’s base inOostkapelle. Pladdet carries out serviceson the Hitachi fleet at 500 and 1,000hours, using Hitachi Genuine parts.
THE TOTAL PACKAGE
“I first invested in Hitachi because of theprice and the service from my localdealer,” de Visser explains. “Therelationship I have with sales managerPeter van Liere (at Pladdet) is extremelyimportant. Over the years, I’ve noticedimprovements in the Hitachi machines,particularly in terms of fuelconsumption. We chose this modelbecause it’s powerful, has low fuelconsumption, a long lifespan and a highresale value. Overall, we think it’s afantastic machine.”
The ZX210LC-6’s operator RonnieWattel agrees: “I love the work I do andHitachi adds to my enjoyment. It has thetotal package: power, speed, acomfortable cab and it looks great onthe outside too. The visibility is superb,thanks to the sunroof, the excellentcamera angles and in combination withthe mirrors, I don’t miss a thing.”
Hitachi ZX210LC-6 offers exceptional versatility to Dutch contractor
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EMISSION-FREE VESSELS RECEIVE A 20% DISCOUNT
IN AMSTERDAM AND ZAANSTAD PORT WATERS
Inland navigation vessels with a zero-emission propulsion system receive a 20%discount on the inland harbour dues for theAmsterdam and Zaanstad port waters. Thisdiscount is granted to inland navigationvessels with a Green Award Platinum label.Amsterdam and Zaanstad are the firstDutch ports to reward this new label of theGreen Award certification scheme. Thenew regulation entered into effect on 1January 2018.
Green Award, a certification scheme forinland navigation and sea-going vessels,introduced its Platinum label for zero-emission vessels in mid-December last year.Green Award certifies vessels with a betterenvironmental performance than theminimum statutory requirements.
The Port of Amsterdam became anIncentive Provider for the certificationscheme in 2015, which at the timeencompassed Bronze, Silver and Goldlabels. Vessels receive a discount ofbetween 5% (Bronze label) and 15% (Goldlabel). Green Award has nowsupplemented these with the Platinumlabel.
Marleen van de Kerkhof, HarbourMaster of the Port of Amsterdam, isenthusiastic about this new label. “Welaunched our vision on Clean Shipping on1 November [2017]. Our objective is topromote the introduction of cleanervessels. The new Platinum label iscompletely in line with our vision. Weexpect to welcome the first inlandnavigation vessel with a zero-emissionpropulsion system during the course ofnext year.”
Zero-emission propulsion systemscontribute to more sustainable shipping.Vessels with electrical propulsion systemsthat are powered by batteries or fuel cells,such as hydrogen, do not emit CO2, SOx,NOx or PM — and contribute to thereduction of air pollution levels.
Van de Kerkhof says: “I hope that otherports will soon join us in supporting thisimportant initiative. We are all striving forcleaner and more sophisticated vessels.This includes Smart Shipping. Our jointefforts will result in the achievement offuture-proof shipping.”
ABOUT THE MUNICIPALITY OF ZAANSTAD
With a population of more than 150,000,Zaanstad is the fifteenth-largest city in theNetherlands. Although part of theAmsterdam Metropolitan Area (AMA), it
has its own distinct character. Combiningheavy industry with a revitalized citycentre, leafy green outskirts and uniqueindustrial heritage, Zaanstad is one of themost diverse cities in the Netherlands.
ABOUT PORT OF AMSTERDAM
Port of Amsterdam is Western Europe’sfourth largest port and plays a major role inthe transshipment and processing of energyproducts. The North Sea Canal Areatranshipped approximately 96.5mt (milliontonnes) of goods in 2016, with Port ofAmsterdam accounting for approximately79mt of this amount. A total of 68,000people work in the port region either atcompanies in the port or at port-relatedcompanies. Approximately 34,000 of thesepeople work in Amsterdam. Port ofAmsterdam is committed to being a smartport and to adding value for customers andthe environment in a sustainable andinnovative manner. It seeks to promotegrowth at companies, while still taking acareful approach to the available space andthe quality of water, soil and air. As ‘Port ofPartnerships’, Port of Amsterdam worksintensively with partners in the businesscommunity, city and region.
PORT OF AMSTERDAM TARIFFS TO RISE 1.11% IN2018With the approval of the port businessorganization ORAM, Port of Amsterdamhas decided to increase its port tariffs by1.11% in 2018. When setting this figure,account is taken of the level of tariffs in theother ports in the Amsterdam-Rotterdam-Antwerp (ARA) region as well as inflation.
Port dues are the fees charged for usingthe facilities of a port and are paid byvisiting ships, both sea-going and inland.After income from ground leases, thisrepresents the most important source ofincome for Port of Amsterdam.
Since 2013, it has been normal practicethat Port of Amsterdam consults themarket in setting these tariffs. The increasein tariffs at Amsterdam is in line withdevelopments in previous years.
COMPETITION RULES ARE NECESSARY FOR A HEALTHY
ECONOMY
PORT BUSINESS OWNERS APPRECIATE GUIDANCE ON
GREY AREAS
The Dutch Authority for Consumers &Markets (the ACM), the employers’organization ORAM and Port ofAmsterdam held a discussion with the portbusiness community regarding competitionrules on 13 December last year. Research
by the Vrije Universiteit in 2016 amongsales managers of port businesses in theRotterdam region shows that knowledgeand compliance of competition rulesamong the port community could beimproved.
According to ACM Chair Chris Fonteijn,the supervisory body has been receivingincreasing signals from the port andtransport world in recent years thatindicate that the competition rules arebeing violated. Since 2016, the ACM hasbeen focusing in particular on portbusinesses. Ports are logistics hubs wherebusinesses can be closely interrelated.Cartel formation is harmful. For thecompetitive position of the Port ofAmsterdam, for businesses and forconsumers. He said that cooperation isessential, but must also be proportional.Fonteijn: ‘Our doors are open. If you andyour lawyers cannot resolve an importantcompetitive issue, we appreciate it if youcome to us for advice. We can then offeryou guidance.’
Besides investigating cartels, the ACM isstriving to raise the level of knowledge. InSeptember 2017, the ACM wrote tobusinesses at the Port of Amsterdam andthe North Sea Canal Area to inform themabout the rules. This letter led to the ACM,ORAM and Port of Amsterdam taking theinitiative to hold a seminar. They endorsethe importance of fair competitiverelationships. Fair competition leads tosectors that flourish. Both businesses andconsumers benefit from this.
Kees Noorman, director of ORAM:‘Business owners are looking for clarity andcertainty. If these are lacking, investmentwill dry up. Things are not always black andwhite. Much is already clear, but there isalso a large grey area in which it is not clearwhether something is permitted under therules or not. Discussion helps everyoneobtain a clear understanding.’
Koen Overtoom, CEO of Port ofAmsterdam, said that there is a changeoccurring from a linear to a circulareconomy, and that cooperation is aninherent part of this. One man’s waste isanother’s raw material. He asked the ACMto provide guidance, for instance by testingin advance, and was pleased with the helpthe ACM offered in response to thisrequest.
The Port of Amsterdam and ORAM willtherefore organize a number of meetings todiscuss competition rules next year. Theystress the importance of knowledge andcompliance.
News from Port of Amsterdam: Western Europe’s fourth-largest port
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Two years after its previous visit the Lelie C,owned by Cebo Marine, has left DamenShiprepair Oranjewerf (Oranjewerf)following a full maintenance programmeand a significant upgrade to its cement-carrying capacity. The three-week stopoverincluded a full survey and a range of repairsand maintenance to prepare her for moreyears of reliable service.
These works included fitting a new fuelfilter system, renewing the hydraulic pipesfor the hatch crane, and repairing thepropeller while at the same time replacingthe seals and liner for its shaft and changingthe shaft seals for the bow thruster. Thehull and topsides also received a fresh coatof paint.
The main project, however, was theinstallation of eight new cement silos, eachwith a capacity of 40m³. These tanks werepreviously fitted on the VOS Symphony,another regular visitor to Oranjewerf, priorto it going for scrap. Damen ShiprepairOranjewerf removed the tanks, refurbishedthem and then installed them on board theLelie C.
Prior to their installation, Oranjewerffabricated a silo foundation and fitted itin the vessel’s hold. Eighty metres ofstiffeners were also welded into place inthe double bottom tanks to provide the
necessary support.Meanwhile, approximately 100m² of
grating walkway was fabricated and fittedon the deck to give access to the manifoldson each of the new silos. The supply/discharge and air pipe system for the twoexisting silos was also refurbished toaccommodate the new capacity.
“This was a big project,” commentedJeen van der Werf, Commercial Manager atDamen Shiprepair Oranjewerf. “Two yearsago we installed the original tanks from theRitske, a vessel belonging to the same client,and now we have repeated the process
again, this time on a much larger scale. TheLelie C began her life as a general cargovessel, but now her transformation into acement carrier is complete.
“Cebo Marine is a local and regularcustomer, continued Jeen van der Werf,“and the excellent levels of cooperationbetween all involved ensured a smoothproject. The only element we could notcontrol was the wet Dutch weather, but theprovision of some additional dry boilersuits ensured that our flexible andmotivated yard team kept the works onschedule.”
Cement Carrier ‘Lelie C’ returns to Damen Shiprepair Oranjewerf for additional
tank capacity
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Dutch company Damen ShipyardsGorinchem has delivered five new harbourtugs to Empresa de Navegación Caribe, asubsidiary of Cuban maritime companyGrupo Empresarial de Transporte MarítimoPortuario (GEMAR). Prior to the orderbeing placed, all of the vessels were beingheld in stock at Gorinchem and weresubsequently delivered within three weeksof the orders being confirmed, steamingacross the Atlantic Ocean to Havana ontheir own keels.
Four of the five vessels are Damen’sbest-selling Stan Tug 2608 model, 26-metreslong and with a bollard pull of 47 tonnes.The fifth is the larger Damen ASD 2810,with 60 tonnes of bollard pull. All werebuilt at the Damen Song Cam Shipyard in
Vietnam before being transported toDamen Shipyards Gorinchem to be held instock for finishing and rapid delivery. Threeof the five are standard vessels. The 2810was already equipped with a variety ofoptions including a crane and a fire-fightingsystem and so was available for immediatedelivery, and the last of the Stan Tug 2608swas fitted with an aft winch prior tohandover.
“This has been a highly successfulproject thanks to the efforts of all theparties involved,” commented EzequielNajmias, Sales Manager Americas atDamen. “In Europe, the Damen tugsdepart ment and Damen Customer Financeworked fast and accurately to meet theneeds of the client. Each tug was thendelivered by a Damen crew and on arrivalin Cuba was met by a Damen Servicesteam. They conducted a detailed inspectionfollowing the trans-oceanic voyage andmade final adjustments prior to each goinginto service. Damen Sales Americas wasresponsible for the administration and forensuring that the entire process wassmooth and trouble-free.”
The contract included a comprehensive
selection of spares,and all the vessels willbe fitted with powerconverters over thenext few months tocompensate for thefact that Cuba, likeNorth America,generates power at60Hz. Damen’s build-for-stock vessels areequipped for 50 Hz,the standard acrossaround 80% of therest of the world.Damen also organized export creditinsurance from Atradius (the Export CreditAgency of the Netherlands). In order to
qualify, the order wasplaced throughGilmar ProjectFinance Establish -ment, a companybased in Europe,having a branch dulyregistered at theChamber ofCommerce of theRepublic of Cuba.
The five new tugshave joined around40 other Damentugs operated by
GEMAR. They will be based in Havana, butundertake assignments at ports andharbours right around the main andsubsidiary islands andcays.
DAMEN SHIPYARDS
GROUP
Damen ShipyardsGroup operates 33shipbuilding andrepair yards,employing 9,000people worldwide.Damen has deliveredmore than 6,000vessels in more than100 countries anddelivers some 180vessels annually to customers worldwide.Based on its unique, standardized ship-design concept Damen is able to guaranteeconsistent quality.
Damen’s focus on standardization,modular construction and keeping vesselsin stock leads to short delivery times, low‘total cost of ownership’, high resale valuesand reliable performance. Furthermore,
Damen vessels are based on thorough R&Dand proven technology.
Damen offers a wide range of products,including tugs, workboats, naval and patrolvessels, high speed craft, cargo vessels,dredgers, vessels for the offshore industry,ferries, pontoons and superyachts.
For nearly all vessel types Damen offersa broad range of services, includingmaintenance, spare parts delivery, trainingand the transfer of (shipbuilding) know-how. Damen also offers a variety of marinecomponents, such as nozzles, rudders,anchors, anchor chains and steel works.
Damen Shiprepair & Conversion (DSC)has a worldwide network of sixteen repairand conversion yards of which twelve arelocated in North West Europe. Facilities atthe yards include more than 50 drydocks;conventional, floating and covered, thelargest of which is 420 x 90 metres, as well
as slopes, ship lifts and indoor halls.Projects range from the smallest simplerepairs through Class’ maintenance tocomplex refits and the completeconversion of large offshore structures.DSC completes around 1,350 repair andmaintenance jobs annually, both at the yardsas well as in ports and while vessels are atsea.
Five Damen tugs delivered to Empresa de Navegación Caribe, Cuba
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Ovet dry bulk terminal is a stevedoringcompany which specializes in storing,transshipping and processing dry bulk.With over 100 employees, it has been ableto offer the highest quality and flexibility inservices, since 1957.
Ovet can achieve a total unloading
capacity of as much as 80,000 tonnes of drybulk per day, by the use of its four floatingcranes.
The basis of Ovet’s high quality servicesis a continuous focus on the questions andrequirements of its customers. Every Ovetemployee knows their daily duty of
providing good service and quality; theydeliver the best possible personal serviceavailable in the whole ARA(Antwerp–Rotterdam–Amsterdam) range.This distinguishes Ovet dry bulk terminalwhen it comes to the treating of and theflexibility and quality in dry bulk.
Specialist services keep Ovet ahead of the bulk handling game
Covered storage facilities.
Ovet’s special and custom-made screening and blending solutionsfor its clients mean that it still handles a considerable tonnage atits terminals in Vlissingen and Terneuzen.
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FLEXIBILITY
With its four floating cranes, Ovet is capable of working in theentire ARA range. The floating cranes can be moved betweenthe terminals in the ports of Vlissingen (Flushing) andTerneuzen, in a mere three to four hours. On top of that,lightering can take place at Terneuzen Rede and Everingen (onthe Scheldt). Also, almost all equipment at the terminals ismobile. Flexibility is key to the services offered by Ovet.
ADDED VALUES
Apart from the storage, transshipment and processing of drybulk, Ovet provides tailored solutions that add value to theproducts of its clients. At its terminal in Vlissingen(Kalootharbour), Ovet can provide services like screening,blending, crushing and the removal of iron. At the terminal inTerneuzen (Massagoedharbour) it can provide services likescreening, blending, crushing, drying and bagging.
COPING WITH NEW CHALLENGES
Although Ovet has faced some reduction in the coal marketin recent years, it has succeeded in maintaining its position asa dry bulk terminal in the ARA-range.
As Ovet already had to deal with a reduction in the coalmarket at the end of 2015 with the closure of the adjacentcoal-fired power station in Vlissingen, it had a head start insearching for new opportunities. Ovet realized that a focus onspecializations in the coal market would be needed tomaintain its position as a dry bulk terminal. By offering specialand custom-made screening and blending solutions for itsclients, Ovet still handles a considerable tonnage at itsterminals in Vlissingen as well as in Terneuzen.
Furthermore, Ovet has also expanded its focus from coalto other dry bulk products. In fact, the focus on specializa -tions in the coal market is exactly the reason why thecombination of coal products with other dry bulkcommodities — such as GMP-products — is perfectlypossible at the Ovet terminals. In order to handle the coal specialties in a correct way, it is necessary to have a terminal on which it ispossible to separate different stockpiles easily from one and another, and to be able to work in a clean and neat way. These are also theconditions which are requested in order to handle for example GMP-products.
Unloading grain usingone of Ovet’s fourfloating cranes.
M A R C O RSTEVEDORING B.V.
YOUR PARTNER IN LOGISTICS
Marcor Stevedoring B.V. – Dodewaardstraat 14 – NL-3087 BA Rotterdam Tel. +31(0) 10 299 21 21 – Fax +31(0) 10 299 21 22 – [email protected] – www.marcor.nl
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Reijnders BV from Boxtel initially started asa transport company and developed into atrading company in coal products. Thelatest step in the company’s development isthe purchase of a Dino mobile bulk truckloader. “Thanks to the Dino we can domuch more work for our clients,” saysproduction planner Ruud van Kollenburg.But there are even more important benefitsthat make him a satisfied client.
MAJOR TRADER IN COAL PRODUCTS
Reijnders is a renowned trader in coalproducts in the Netherlands. One of theproducts in which it trades is coke, aproduct which is produced during therefining process in a refinery. Reijnderssieves the coke which then leaves particlesof from 0 to 2mm. This is then used as rawmaterials for the steel industry.
COKE ON CALL
“The coke is available from us on call. Wethen load it from the big bags into bulktrucks and take it to the client,” explainsVan Kollenburg. Before purchasing theDino, the big bags were held and emptiedwith a shovel, with a loader above the bulktruck. Van Kollenburg does not want to goback to those days.
FASTER, SAFER AND HEALTHIER LOADING
“At that time we needed three men toempty the big bags. One on the ground,one on the bulk truck and one on the
shovel. It was not very fast,” Van Kollenburglooks back. “Now we only need two men,it is much faster, a lot safer and we nolonger have problems with dust.”
DUST-FREE LOADING THANKS TO FILTER SYSTEM
The dust-free work environment is thanksto the dust filter system with which thisDino is equipped. On filling the bulk truckthe air inside it comes out through themanhole. However this is connected to theDino.
The escaping air first has to passthrough a filter and the dust is removedbefore it gets into the work environment.“That is the main advantage of the Dino. Inthis way we are able to offer our employeesa dust-free environment,” says VanKollenburg.
BEAUTIFULLY DECORATED DINO
“Reijnders has chosen a ‘well decorated’Dino,” sales engineer Roel Kneepkensexplains. The dust filter has already beenmentioned, the bulk truck loader also has aloading bellows, expansion rim, cover, aheavy-duty motor (37kW) and fluidizingpads in the hopper. The Dino is made ofsteel.
COAL PARTICLES RETAIN QUALITY
Another advantage for Van Kollenburg isthat the coal products retain their quality.“The screw does not crush the coalparticles. That is very important to us.”
FAST PRODUCT CHANGES DUE TO EASY CLEANING
The cleaning system with which the Dino isequipped also works well. “As well as cokewe also load other types of coal from 0 to3mm and 1 to 5mm with the Dino. As theDino is easy to clean, it takes only a shorttime for us to use the Dino for differentloads,” says Van Kollenburg.
DOUBT TURNS TO CONVICTION
Before the purchase, Reijnders still had afew doubts about whether it was necessaryto invest in a Dino. “But since we have hadit we have been using it daily. It took somegetting used to that we can get much morework done,” says Van Kollenburg.
“With the Dino we can work faster andmore easily. It makes it easier to storeproduct in big bags and load it into in bulktrucks on call. We are experiencingenormous growth and expansion.” Thegrowth and development that Reijnders BVhas already undergone over almost 60years can continue thanks to the Dino.
PART OF THE TEAM
Van Beek, the creator of the Dino, hassprayed the Dino in the company coloursfor Reijnders, so the mobile bulk truckloader really is now part of the team. “Itcontributes to our professional image.When clients come to visit, it is a real eyecatcher which soon raises the question‘What is that?’ Then it is nice to show itoff,” Van Kollenburg concludes.
Reijnders loads coke with Dino quickly, safely and without dust
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National Ports Corporation is a developerof integrated infrastructure solutions forfloating ports and shallow water ports.
National Ports, in partnership withthyssenkrupp Industrial Solutions hasdeveloped a self-unloading super shallowdraught bulk carrier that will revolutionizethe transshipping operation in shallowwater ports around the world — theTransmax™. The Transmax is a 190,000dwtbulk carrier with a 14-metre draught, theexisting capacity on the same draught is120,000dwt). Each self-propelled Transmaxwill be designed to match the depths ofwater available at each port; for example, a60,000dwt Transmax can transit a portwith water depths of only 6.5 metre.
The Transmax is equipped withinnovative cargo handling systems designedand built by thyssenkrupp IndustrialSolutions, capable of self-unloading itscargo into any size oceangoing vessel atrates of up to 10,000tph (tonnes per hour)compared with prevailing technologieswith a maximum unloading rate of 3,000–5,000tph.
The Transmax can be loaded at existingberths using existing shiploaders, or it canbe loaded directly from a shore conveyoravoiding the capital cost for a conventionalmarine berth and travelling shiploaders.This represents a substantial saving in
capital expenditure. The Transmax is able to self-unload
cargo from any size bulk carrier. The Transmax is an ideal solution for
draught restricted ports worldwide
LIMITED DRAUGHT IS A WORLD-WIDE PROBLEM
The vast majority of global exportv
ports are geographically remote andnot sufficiently dredged to handlemodern bulk carriers. The majority of import ports sufferv
the same difficulty.Most ports have a draught of 14m orv
less, e.g. some ports in Australia, India,Brazil, Africa and the Middle East.Dredging is very expensive and thisv
cost increases exponentially whendredging hard materials, particularly inrock. Furthermore, environmentalrequirements/regulations are farreaching and challenging.Capesize bulk carriers require av
draught of about 19 metres includingclearance under the keel. Draught limitations constrain exportsv
and imports
EXAMPLES OF COUNTRIES WITH CHALLENGING
EXPORT/IMPORT:1) AUSTRALIA (PORT HEDLAND)The average vessel loading iron ore at Port
Hedland is 180,000dwt on 18.2m draught.Port Hedland’s inner harbour and
channel have a draught of 14.3m at lowtide. Laden Capesize ships can only departthe inner harbour at high tide.
According to the Pilbara PortsAuthority, the maximum throughputcapacity of the port is 577mtpa (milliontonnes per annum). This will be reached inapproximately three years.
The Pilbara Port Authority does nothave a solution on how to increase theport throughput at Port Hedland beyond577mtpa.
The self-propelled Transmax opens(24/7) the draught-limited port of PortHedland to far greater tonnages with nodredging, capital expenditure, or change tomaterials handling process or equipment.
2) INDIA
With the exception of three ports, in Indianone of the 12 ports owned by the Indiangovernment can handle Capesize ships attheir berths because of lack of adequatedepth, which average 13 metres.
Currently, Capesize ships loaded withcoal would anchor in the mid-sea, some 31nautical miles from Kandla. From there,floating cranes would unload the cargo into2,000-tonne barges that are taken to theport.
Transmax™ – a self-unloading bulk carrier to overcome draught limited ports
Germany:Regional
Report
Images © 2017 National PortsCorporation Limited.
Equipment,Ports & Terminals
Jay Venter
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This is a very inefficient and expensiveprocess. The Transmax will self-load the fullcargo (180,000 tonnes) from the Capesizeships at anchor and self-unload it at theport of destination at the rate of up to10,000tph.
3) BRAZIL
The distance from Brazil to the markets ofChina, Japan, Korea, and other South EastAsian countries, is about three times morethan its Australian competitors.
This represents a major additionalshipping cost.
To mitigate the challenge of the extradistance in an effort to reduce the freightcosts and allow Vale to compete with theAustralian producers, Vale has built a fleetof very large bulk carriers (400,000dwt‘Valemax’).
Very few ports in China, Japan, Korea orother world countries can accommodatethese 400,000dwt vessels
LIMITED PORT ACCESSIBILITY CONSTRAINS EXPORTS
By positioning the self-propelled Transmaxin deep water near the port of destination,Vale can deliver its bulk commodities withits Valemax ships directly to any port in theworld.
The Transmax can self-unload the fullcargo from the 400,000dwt vessel and self-
discharge it directly at the port ofdestination at the rate of up to 10,000tph.
The Transmax can be chartered on aper tonne basis.
National Ports will be responsible for alloperating and ports costs.
The transshipment cost per tonne willbe offset by the following saving:
For exporting ports such as Portv
Hedland, the ocean going vessel willno longer enter the inner harbour,therefore the port cost will bemassively reduced.
Exports/imports can now bev
undertaken by larger oceangoing bulkcarriers, therefore the freight cost pertonne will be far less.In some cases because of tidev
restriction, the oceangoing vesselcurrently departs the berth NOT fullyloaded; by operating the Transmax, thedead freight cost is removed.Reduction of demurrage cost.v
The effective net result is that the clientwill be able to increase the cargothroughput at almost zero cost.
START-UP FOR OCEAN ROUTE PLANNING ENTERS
ESA’S BUSINESS INCUBATION CENTRE (BIC)Start-up company Aquaplot has been amember of the incubator programme ofthe European Space Agency (ESA) sinceSeptember 2017. The programmesupports start-ups in the transfer ofspace technology to the commercialnon-space sector. Aquaplot usessatellite position and earthobservation data for a prognosis offleet movements at sea and theoptimization of the maritime supplychain.
“The incubator programmesupports us during the developmentof our platform. So far, our clientsare using the Aquaplot platform fororder calculation, monitoring ofships or business intelligence appli cationsamongst other things. Using the satellitedata, we will be able to take into accountdynamic influences like wind and currentsand can thus offer an even more precisereal-time image and realistic prognosis forour clients,” says Henning Grimm, CEO ofAquaplot
Aquaplot uses nature-inspired artificial
intelligence for its software. “This includesparticle swarm optimization andevolutionary algorithms that are merged ina network. We achieve positive effects,which can for example also be seen in an
experienced team that divides their labourand has effective consultations. This is aunique approach and it allows us to planroutes in real-time without the need toconsult historic data. Furthermore, newpossibilities for simulations and scenarioanalyses arise,” Grimm adds. The start-uphas already applied for a European patentfor its route planning software.
For the further development of thisinnovative technology, Aquaplot receives afunding of €50,000. One half is paid byESA and the other by the State of Hesse.The start-up also receives advice from ESA
experts, will be part of a network ofcompanies and investors andparticipate at events and networkingevenings. The ESA BusinessIncubation Centre in Darmstadt(ESA BIC Darmstadt), Germany, wasfounded in 2007 and is managed bythe Centre of Satellite NavigationHesse (cesah).
ABOUT AQUAPLOT
Aquaplot was founded 2015 inKarlsruhe, Germany. The companydevelops web-based technologies for
maritime route planning. In addition, thecompany supports other innovators in thisarea with app-components like userinterface modules and offers data andinformation services via an applicationprogramming interface (API). SinceSeptember 2017, the start-up has beenlocated at the Centre of SatelliteNavigation Hesse in Darmstadt.
©Flickr/Global Panorama.
Images Copyright 2017: National Ports Corporation Limited ownthe copyright to these documents, which is supplied commercial inconfidence and which shall not to be used for any purpose other thanthat which it is supplied and shall not in whole or in part bereproduced, copied or communicated to any person withoutpermission from the owner. Any person other than the authorizedholder obtaining possession of this document by finding or otherwise,should return it to, PO Box D191, Pert Western Australia 6001.
Aquaplot joins technology transfer programme of European Space Agency
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Liebherr earth movers win German design awards
OUTSTANDING DESIGN QUALITY: TWO GERMAN
DESIGN AWARDS FOR LIEBHERR’S EARTHMOVING
MACHINES
v The T46-7 Telescopic handler andXPower wheel loaders receive awardsin the ‘Excellent Product Design’category.
v. Striking, functional designs won overthe panel of expert judges.
In late October last year in Frankfurt(Germany), Liebherr received the 2018German Design Award in the ‘ExcellentProduct Design’ category for its T46-7telescopic handler and its XPower® L 550to L 586 wheel loaders. The expert judgeswere impressed by the optimal visibilityand the dynamic appearance of thetelescopic handler, as well as the intelligentand functional design of the XPower wheelloaders. The German Design Award is one of themost highly recognized design compe ti -tions worldwide.
The German Design Award sets thehighest possible standards when it comesto selecting its prize-winners. Over 5,000submissions are observed during a two-dayjudging session. The T46-7 telescopichandler and the XPower large wheelloaders succeeded in impressing the expertpanel and were awarded this renownedprize.
With regard to the T46-7 model,Liebherr presented one of its eight newtelescopic handler models that are availablenow in a total of 26 different versions.With the iF and Red Dot prizes alreadyunder its belt, the German Design Award isthe third prestigious design prize that hasbeen awarded to the latest generation oflarge wheel loaders from Liebherr.
LIEBHERR TELESCOPIC HANDLERS: OPTIMAL
VISIBILITY WITH A DYNAMIC APPEARANCE
The application-specific demands requiredby telescopic handler operators resulted inthe final design criteria for the newLiebherr telescopic handlers. The Liebherrdevelopers placed the main focus oncreating optimal visibility as well as intuitiveand convenient operation.
The overall machine design was aimedat ensuring maximum visibility of the loadat the front to give enhanced productivity,as well as to the side and rear, for maximumsafety.
This was primarily achieved thanks tothe very low pivot point of the telescopicboom, as well as the sloping sides of thehandler and an engine hood that follows
the line of sight. With its continuouswindscreen and internal slim-lineROPS/FOPS grid, adapted to the operator’ssight line, the cab design also helps ensuremaximum visibility of the load.
An additionaldesign focus wasplaced on intuitiveopera tion, com -fort and ergo -nomics. The 5-in-1joystick fitted inthe Value modelsand the multi -functional joy stickin the S-models,make it possible toper form all essen -tial work functionswith single-armoperation. Thismeans the lefthand stays secure -ly on the steeringwheel at all times,which is importantin guaranteeingsafe and efficientwork.
XPOWER LARGE
WHEEL LOADERS:WHERE PERFORMANCE
AND DESIGN COME
TOGETHER
The XPowerwheel loadersdiffer from con -ven tional wheelloaders not only in
their innovative technology but also intheir design. The design developmentphase focused on a powerful appearanceand particularly on functionality and userfriendliness. Even at first glance, it is clear
ROPE GRABSMOTOR GRABS
HYDRAULIC GRABSin all executions for each handlingThe perfect grabs with unbeatable handlingThe most economic solution in grab construction
Clever and functional design: XPower large wheelloaders win the 2018 German Design Award.
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In the third quarter of 2017, PTPelabuhan Indonesia 3 (Pelindo 3)expanded its fleet of Konecranesequipment by placing an order for threeModel 4 and two Model 5 rubber-tyredmobile harbour cranes for its TanjungPerak Port to serve vessels carryingcontainers, general cargo or bulk asrequired.
Pelindo 3 successfully operatesKonecranes Automated Rubber TiredGantry (RTG) cranes at its Semarangcontainer terminal. It also operates alarge Konecranes Automated RMGsystem, along with many Konecranes STS
cranes, at its Lamong Bay Terminal inSurabaya. Pelindo 3 subsidiary PTBerlian Jasa Terminal Indonesia (PT BJTI)has Konecranes Gottwald mobileharbour cranes at terminals in Surabayaand placed an order for eightKonecranes Gottwald cranes earlier thisyear.
Since Pelindo 3’s cargo handlingbusiness is significantly growing and itssubsidiary is familiar with KonecranesGottwald equipment, Pelindo 3 decidedto purchase mobile harbour cranes forits own use at Jamrud Terminal in TanjungPerak Port in Surabaya, East Java from
Konecranes. The five new cranes arescheduled for hand-over in late summerof 2018, and will provide the versatilityneeded to handle different types ofcargo at the terminal. Indonesia’sdispersed archipelagic form means thatPelindo 3’s terminals play a major role inthe country’s national and internationallogistics.
Mike Green, Regional Director APAC,Konecranes Port Solutions, remarks:“We are very pleased that Pelindo 3 seesKonecranes technology as the backboneof their diversified fleet of cargo handlingequipment. Konecranes Gottwald
mobile harbour cranes, operatedthroughout Indonesia, haveshown excellent productivity andreliability.”
Pelindo 3’s five new cranes willbe fitted with state-of-the-art,eco-efficient technology. Greensays: “With an external powerfeed to hook them up to theterminal’s grid, these electricallypowered cranes will help thecustomer to reduce costs and itscarbon footprint significantly inthe long term.”
The new KonecranesGottwald Model 5 mobileharbour cranes have a liftingcapacity of up to 125 tonnes anda maximum outreach of 51m. Thenew Model 4 cranes have a liftingcapacity of up to 100 tonnes anda maximum outreach of 46m. Tohandle bulk cargo, the cranes willbe equipped with motor grabs.
ABOUT KONECRANES
Konecranes is a major group ofLifting Businesses™, serving abroad range of customers,including manufacturing andprocess industries, shipyards,ports and terminals. Konecranesprovides productivity enhancinglifting solutions as well as servicesfor lifting equipment of all makes.In 2016, group (comparablecombined company) sales totalled€3,278 million. The group has16,600 employees at 600locations in 50 countries.
Indonesian port operator Pelindo 3 orders fiveKonecranes Gottwald mobile harbour cranes
Konecranes GottwaldModel 5 mobile harbour
cane handling containers.The cranes ordered by
Pelindo 3 will also be usedto move bulk cargoes.
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to see the XPower wheel loaders’ dynamicproportions and modern design elements,which are consistently implemented fromthe lift arm, to the comfort cabin, rightthrough to the rear end. The silhouetteslooks compact; even while standing still, theycreate an impression of innovation andpower.
The rear end is characterized by strikinglines, which not only appear aesthetic butalso offer functional advantages. The taperedengine hood provides the driver withmaximum visibility towards the rear andincreases safety in the immediate proximityof the wheel loader. Liebherr installs heavycomponents such as the engine right at theback of the rear end so that there is no needfor any additional counterweights. This idealweight distribution results in high tippingloads and an increased handling capacity peroperating hour.
The radiator is located directly behind the operator’s cab, the cleanest area on a wheel loader. In this position, the cooling system cantake in dust-free air, which ensures a consistent and reliable cooling performance. This intelligent design reduces maintenance henceincreasing machine availability.
Sophisticated details that fit harmo niously into the appearance of the wheel loader make servicing easier for the machine operator.The engine hood opens backwards, which provides unobstructed access to the engine for all maintenance work. A platform isincorporated into the open engine bonnet for comfortable and safe working.
The most important maintenance points are in close proximity to the cab and can thus be more easily accessed. The fuel and hydraulictank are in close proximity which makes refuelling easier. A step at the cab facilitates safe cleaning of the windscreen and is also used tohold the driver’s door in position.
www.pintschbubenzer.com
PURE BRAKING PERFORMANCE
MADE IN GERMANY
www.pintschbubenzer.com
www.pintschbubenzer.com
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Imperial: change of CEO end of 2018
Carsten Taucke (52), Chief ExecutiveOfficer of Imperial Logistics InternationalB. V. & Co. KG, has announced he will stepdown from the board and leave Imperialwith effect from 30 November 2018.
Taucke told Imperial executives on 28November 2017 that his decision had notbeen an easy one and that he had thoughtabout it for a long time. However, he saidhe wanted to set new priorities, inparticular spending more time with his
family. “Over the next twelve months,Carsten Taucke will actively continue tolead the company with his typically strongcommitment and focus on results in allareas of his responsibility,“ said MariusSwanepoel, CEO of the Global LogisticsDivision at Imperial Logistics. Taucke willalso be closely involved in the selection ofhis successor and in the handover of hismanagement responsibilities to thatsuccessor. “We will greatly miss CarstenTaucke's expertise and passion for logisticswhen he has gone,” Swanepoel said,although added he is confident that thesequalities would also be shared by Taucke'ssuccessor.
Carsten Taucke joined Imperial in 2010,initially as a member of the managementteam at what was then known as ImperialReederei. He took over the position ofchief executive of Imperial ShippingHolding GmbH in 2011 and also became amember of the Management Board atImperial Logistics International B.V. & Co.KG. Carsten Taucke has been CEO ofImperial Logistics International B.V. Co. KGsince 1 January 2015.
IMPERIAL LOGISTICS INTERNATIONAL
As a wholly owned subsidiary of the SouthAfrican company Imperial Holdings
Limited, Imperial Logistics International isresponsible for co-ordinating and managingall the international logistics business ofImperial Holdings Limited outside Africa.The varied portfolio of services at ImperialLogistics International, which has itsheadquarters in Duisburg, is separated intotwo divisions: the Group pools all itstransport services in the Shipping, Roadand Express Freight business units in theImperial Transport Solutions division. TheImperial Supply Chain Solutions divisioncovers all the services in the contractlogistics and warehousing sectors for theAutomotive, Industrial, Retail & ConsumerGoods and Chemicals business units.Working together, both divisions provide afull and transparent range of services fromone source along the complete supplychain.
Beyond its pure logistics services,Imperial Logistics International has alsobecome established as a processconsultant for third parties, a fleet managerfor outside car fleets and a provider ofinsurance services related to particularsectors. Imperial Logistics Internationalemploys more than 9,000 people and,including the new acquisition, Palletways,generates turnover amounting to €1.6billion at 170 business locations.
Carsten Taucke (Foto: Imperial)
Achenbach covers for belt conveyorsFrom a small standard cover, right upto a gigantic JUMBO-cover to protectone or both walkways: Achenbach,Germany, produces metal covers innearly every size.
The protective covers can bemanufactured in four differentprofiles, which means that the usercan be guaranteed access to anoptimum, value-for-money solution.
Shown here are two ofAchenbach’s models, which are set tobecome best-sellers:
AFlex-covers in combinationv
with superTec-cover foropenings on both sides and surecontrol by only one person; andJUMBO covers for covering beltsv
and walkways for year-round useof the conveyor.
Achenbach is also offering its popularOrganit covers, made of rigid PVC forthe food and salt industry.
A range of fixing and accessorieslike wind shields for example roundout the interesting Achenbach range.
17km long tunnel in combination of smaller AFlex and Viewing covers in Peru.
JUMBO covers in Maryland, US. SuperTec-cover opened and securely locked.
LISTENOWVERLADESYSTEME FÜR SCHÜTTGÜTER
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Two Liebherr L 580 XPower® wheelloaders have recently joined the state-of-the-art machinery fleet of Willy DohmenGmbH & Co. KG. The benefits of theXPower wheel loaders, which combine fuelefficiency, high performance, robustness andcomfort, won over the traditional company.Positive experiences with machines of theprevious generation also influenced thepurchase decision. “We already had otherLiebherr large wheel loaders in operation.This included several L 576 and L 586models from the previous series. We werevery happy with these machines. Liebherris also a reliable service partner and
available whenever help is needed,” saysWilly Dohmen’s management.
A loading cycle in the gravel plantmeasuring around 800,000m² near thetown of Geilenkirchen, North Rhine-Westphalia, is between 30 and 150 metres.This is where the advantages of the power-split XPower drive train come into play.This brings together the hydrostatic andmechanical drive which ensures fullperformance and high efficiency for alltasks. “The new Liebherr wheel loaders areimpressive in every respect. The two L 580XPower® units are extremely powerful andon average consume only around 13 litres
of diesel per hour of operation, regardlessof the application,” explains themanagement of Willy Dohmen GmbH &Co. KG.
The near-29-tonne wheel loaders have aconsiderable tipping load of 19,500kg. Theyare used for about ten hours a day. Withtheir powerful Z-lift arm and a 5.7m²backfill bucket, they move up to 3,000m³ ofsand, gravel and double-crushed chips perday. They also work directly on thedemolition wall, feed systems and loadmaterial in the gravel plant. Reliability is ofutmost importance to ensure efficientworkflows. With their powerful axles,robust XPower drive and reinforced corecomponents, the XPower wheel loadersoffer high availability.
It was as early as 1952 that companyfounder Willy Dohmen started his graveland sand mining business. Today thecompany is divided into five main businesssegments and employs around 280 people.At the Geilenkirchen site, not far from theGerman-Dutch border, the Willy DohmenGroup extracts sand and gravel and refinesthe material for the production ofconcrete. Like Liebherr, Willy DohmenGmbH & Co. KG is a traditional family-runbusiness and stands for first-class qualityproducts.
Two Liebherr L 580 XPower® wheel loaders expand Willy Dohmen Group’s
state-of-the-art machinery fleet
The Willy Dohmen Group is also counting onLiebherr wheel loaders in the future. The imageshows one of the new L 580 XPower® units inthe gravel plant near Geilenkirchen.
Willy Dohmen refines raw materials into high-gradeconstruction materials. To this end, Liebherr wheel
loaders feed the processing facilities.
© 2017 Terex Corporation. Fuchs and Works For You are trademarks owned by Terex Corporation or its subsidiaries.
The future of material handling is now. Brand new design meets brand new features.www.terex-fuchs.com
MAKING LIGHT WORK OF HEAVY DUTY.
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Broad range of services at duisport
The Duisburger Hafen AG (duisport),based in Duisburg, was founded in 1926and is the holding and managementcompany of the Port of Duisburg, thelargest inland port in the world.
With a handling volume of 133 milliontonnes and 3.7 TEU (2016) the Port ofDuisburg has, in recent years, developedinto a leading logistics turntable in CentralEurope. This means that the port acts as anintersection for the transportation of
goods from and to Central Europe. With its full-service approach
the duisport Group covers a broad rangeof services. The range of services it offersincludes, in addition to the movement ofgoods (primarily merchandise incontainers, imported coal, iron/steel,mineral oil/chemicals), settlement manage -ment, the development of integrated portand logistics concepts, the developmentand optimization of intermodal transport
and logistics chains, rail freight services aswell as packaging logistics.
Together with its partners, the duisportGroup develops for example trans-continental train connections betweenDuisburg and China, inter alia to Chengdu,Wuhan or Chongqing. In packaginglogistics, logistics services for mechanicaland plant engineering are provided all overthe world — including through duisport’sown locations in Belgium, France, Chinaand India.
Thus the duisport Group sees itself as apartner of the logistics industry and makesits own contribution to optimizingtransport chains to deliver to and fromindustry and retail. About 300 logistics-oriented companies are based in the Portof Duisburg and they generate added valuein excess of about €3 billion per year.Altogether more than 45,000 jobs dependon the port, more than twice as many asonly 18 years ago.
Logport I area in Duisburg Rheinhausen. © duisport/Hans Blossey
The port of Duisburg in 2017. © duisport/Hans Blossey
Record container handling result at duisportHANDLING VOLUME EXCEEDS 4 MILLION
CONTAINERS
Duisburger Hafen AG (duisport) expectedto finish the 2017 business year with ahandling volume of 4.1 million standardcontainers (TEU). Following a volume of3.7 million TEU in the 2016 business year,this figure represents an increase ofapproximately 12%.
Container handling accounts for over50% of total handling volume, and is themost important goods segment of theduisport Group. “After years of above-
average growth, we expect that containerhandling volumes will grow at a moremoderate rate in the future,” says duisportChief Executive Officer Erich Staake.
Mineral oil and chemical handlingvolumes are on a positive trend in 2017,similar to previous years. Coal handlingvolumes are declining, however. Staake:“This trend will continue in the next fewyears following the closure of older powerplants in connection with the energytransformation. We expect a slight increasein the total handling volume for 2017.”
Handling volume per vessel declined alittle in 2017, which is also due to thisyear's delays in processing inland watervessels at Rotterdam and Antwerp. Theopposite is true for train handling volumes,which will increase significantly. In thiscase, the China trains, which are alreadyrunning 25 times a week betweenDuisburg and various destinations inChina, are becoming a real driver in thiscontext. Container handling volumesinvolving the China trains will grow byapproximately 50% this year.
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New quay opened at the industrial port in Bremen
After a building period lasting three-and-a-half years, the port logistics firmWeserport, the ‘bremenports’ companyand invited guests from the worlds ofbusiness and politics celebrated the newconstruction of a quay at Terminal 2 of theHuttenhafen in the city of Bremen on 3November 2017. The new development isassociated with the extension of the docksand the deepening of the industrial port inBremen. It has been possible to eliminatea long-standing bottleneck at these docksthrough the extensive building project.
The key element in the projectcompleted by ‘bremenports’ andWeserport was the dismantling of theprevious quay and the new construction ofa 250m-long quay that has been relocatedthree metres further inland next toTerminal 2. Panamax vessels can now behandled there too, thanks to the improved
nautical conditions.“While ships with a maximum draught
of 9.45m were able to dock at theHuttenhafen in the past, it’s now possible tounload vessels with a draught of up to10.50m, following the extension work. Thatcorresponds to as much as 5,000 tonnes ofadditional cargo, depending on the size ofthe ship. It’s our goal to attract additionalcustomers to the industrial port throughthe improved conditions,” says HeinerDelicat, Managing Director of Weserport.
“The industrial port is a power house atthe ports in Bremen,” says the managingdirector of ‘bremenports’, Robert Howe.“As a result of the building work at theHuttenhafen, ‘bremenports’ can make acontribution towards ensuring that thispart of the ports area in Bremen is gearedfor the future.”
Weserport handled the necessary
adaptation work to the superstructurewithin the project. This included work onthe railway tracks, reinforcing space forheavy loads and moving the two gantryslewing cranes that have been modified.
ABOUT WESERPORT
Weserport GmbH is a joint venturebetween the Rhenus Group andArcelorMittal Bremen GmbH. In 2016,Weserport’s four terminals handled about8.1 million tonnes of goods shipped by sea.They cater for storing and handling steel,building materials, containers, bulk andbreak-bulk cargo and project loads.
The Rhenus Group is a logistics servicesprovider with global business operationsand annual turnover of €4.8 billion.Rhenus has business sites at over 580locations worldwide and employs morethan 28,000 people.
Port of Hamburg handles 104mt of seaborne freight in the first nine months.PORT OF HAMBURG SET TO PROFIT FROM CETAFREE TRADE AGREEMENT WITH CANADA
Comprising the general and bulk cargosegments, seaborne cargo handling inHamburg during the first nine months at104.3mt (million tonnes) was stable.
At 6.8 million TEU (20-ft standardcontainers), throughput of containerizedgeneral cargoes continued to grow; while at34.1mt (million tonnes), bulk cargothroughput remained just below theprevious year’s figure. For Port of HamburgMarketing, the excellent trend in containertraffic with Canada is a gratifying pointer.The port’s marketing organization sees theCETA free trade agreement as providing anadditional boost for seaborne trade thatwill benefit the Port of Hamburg.
Bulk cargo throughput was basicallystable, being down 1% at 34.1mt in the firstnine months. Imports and export trendsdiffered. Imports were slightly lower, 2.5%down at 25.1nt. Behind this were falls inthroughputs of suction goods, 4.9% downat 3mt, and of liquid cargoes that were 8.1%lower at 7.4mt. At 14.7mt, up by 1.1%, grabcargoes re-asserted their position as thestrongest segment of bulk cargothroughput. A renewed advance wasachieved in exports of bulk cargoes, up by3.6%, to 9mt. This positive trend covereddiffering developments in the sub-segments. Suction cargo throughput, forexample fell by 18.4% to 3mt. Handling ofgrab cargoes was 11.8 percentage pointshigher at 2.9mt, while the liquid cargo total
actually rose by 26.8% to with 3.2mt. At1.1mt, down by 9.4%, throughput of non-containerized general cargoes, for instancelarge plant elements or wheeled cargo,failed to reach the previous year’s level.
ABOUT THE PORT OF HAMBURG
The Port of Hamburg is Germany’s largestuniversal port, underpinning over 155,000jobs in the Hamburg Metropolitan Region.It is also an important location for industry,very significant for the German nationaleconomy, with annual gross value added of€21.8 billion. For 2017, the Port ofHamburg’s marketing organization reckonswith seaborne freight handling of 138mt andcontainer traffic of around 8.9 million TEU,with results equalling the previous year.
Photo from the opening ceremony of the newquay at Terminal 2 of the Hüttenhafen in the
city of Bremen on 3 November 2017.
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New forest products shed opens in the Ostuferhafen
PORT OF KIEL INVESTS IN TRADE LINKS WITH
RUSSIA
Another warehouse for Russian forestryproducts was inaugurated in theOstuferhafen on Tuesday January 9th. Thenew Shed 12 was built inside just sixmonths and represents an investment of€1.5 million. The Managing Director of thePort of Kiel (Seehafen Kiel GmbH & Co.KG), Dr Dirk Claus, said, “We are investingin our trade relations with Russia and wantto further cement our co-operativepartnership with Jacob Jürgensen WoodGmbH.” The Hamburg-based tradingcompany has signed a long-term rentalcontract for Shed 12 with the port. “Wehave already been working with the Port ofKiel for several decades and we are lookingforward to this further deepening of ourco-operation,” said Rolf von Loßberg,Managing Director of Jacob JürgensenWood GmbH. “We value highly theservice which the port of Kiel is able tooffer us. Smooth processing and flexiblesupport are just two reasons why, atpresent, we strongly favour Kiel as a Balticport”, he added.
The location of the new warehouse —directly next to the berth for Russianferries in the Ostuferhafen — is also idealwhen weather-sensitive forestry productsneed to be brought under cover quicklyand stored in dry conditions. The timberbusiness at Jacob Jürgensen has shown verystrong growth in the last few years and alarge part of that growth has beengenerated by Russian timber products. Thefirm is one of the biggest importers ofSiberian larch in Europe and its expandedco-operation now with the Port of Kielcontributes to the stable and reliablesupply of timber raw materials to Europeanindustrial and commercial clients. Claussaid: “With Shed 12 we are meeting agrowing need, boosting productivity andfurther increasing quality.” The new facilityboasts 5,000m² of ground area. It is 100mlong and 50m wide and has a ridge height
of 10m. Last year well over 82,000m³ ofsawn timber products were imported fromRussia via Kiel and stored in theOstuferhafen. That was an increase of 38%over the previous year.
“Growth in the Ostuferhafen is directlyrelated to our investment in the expansionof warehouse space,” said Claus. Inside justthree years available shed area has justabout been tripled and today 85,000m² areavailable. Some 20,000m² of warehousingspace alone is available for Russian forestryproducts. Incoming sawn timber is storedfor many months in Kiel before beinggradually moved on for finishing in Germanand west European concerns. Some of theproducts travel from Kiel to Italy, Spain orPortugal and some overseas containers areoccasionally also packed in theOstuferhafen for destinations in Australia,New Zealand or South America. Widelydiverse products are created from theprocessed timber — from planks to gardensheds and fencing.
ABOUT THE PORT OF KIEL
The Ostuferhafen is the Kiel fiord’s freightand logistics centre. Every day, ferries ofthe shipping company DFDS link Kiel withKlaipeda in Lithuania. Once a week StPetersburg is also called at and in additionSCA RoRo cargo ships operate betweenthe Swedish east coast and Kiel. Last year
for the first time, 3.5 million tonnes ofcargo were turned round in theOstuferhafen. That’s about half of Kiel’stotal annual handling. In 2017 about150,000 tonnes were transported to andfrom Russia between Kiel and StPetersburg — an increase of 20%compared with 2016. Mainly trailers withconsumer and investment goods areshipped east for on shipments to westernRussia, Moscow and also as far asKasakhstan. Siberian forestry products inparticular are transported in the oppositedirection for handling and storage in Kiel.
ABOUT JACOB JÜRGENSEN
The Jacon Jürgensen Group is aninternationally active trading company withmore than 135 years of experience onworld markets. It specializes in themarketing of forestry products: timber andtimber products, cellulose and paper. Itserves customers on five continentsworld-wide from its headquarters inHamburg and in association with partnersand offices abroad. More than 50 companyemployees advise customers on optimalproduct and service solutions.
Jacob Jürgensen Wood GmbH movesmore than 150,000m³ of timber and timberproducts a year and has a turnover ofmore than €40 million. An attractiveproduct programme is available to industryand commerce, with the emphasis onround wood, sawn timber and planed andsemi-manufactured products.
An important part of company activityis the import of timber products fromRussia. Handling a volume of more than600,000m³, Jacob Jürgensen Wood istoday one of the biggest Europeanimporters of Siberian larch. Extensiveservice packages are available tocustomers, ranging from tailor-madeproduct advice to logistics, storagesolutions, financing and insurance.
The Ostuferhafen at the Port of Kiel.
The new warehouse is also idealfor weather-sensitive
forestry products.
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Record results for Port of Kiel — increase of 14.3% over last year
HANDLING PASSES SEVEN MILLION TONNE MARK
FOR FIRST TIME
In 2017 Kiel again posted record handlingwhile also passing the 7mt (million tonne)mark for the first time. Overall, 7,407.376tonnes were loaded or unloaded. Thatrepresents an increase of 14.3% over theprevious year and is the best annual resultever achieved by the port. Dr Dirk Claus,the Managing Director of the Port of Kiel(Seehafen Kiel GmbH & Co. KG) said: “Kielachieved a top result and improvedperformance in all sectors.
Particularly outstanding weredevelopments at the SCA Forest ProductsTerminal, which fulfilled all the highexpectations and fully justified ourinvestment.”
The same can also be said of ferrytraffic to Scandinavia (including SCA RoRobusiness) and into the Baltic region and toRussia — which together made up wellover 80% of all port activity and showed anoverall rise of 12.3%. Growth on theKiel–St Petersburg route was aboveaverage, if at a lower level, and posted a20% increase.
The biggest percentage growth in 2017was achieved by the bulk goods sectorwhere handling was 24% higher than theprevious year.
SCAR FOREST PRODUCTS CENTRE ACCELERATES
KIEL GROWTH
In the Ostuferhafen the new Forest
Products Centre stimulated growth and indoing so completely fulfilled the highexpectations placed on it. In its first fullyear of operation well over 780,000 tonnesof paper products were offloaded, storedand distributed for the Swedish concernsSCA and Iggesund. “Paper — one of themost important trading commodities in theBaltic region — has returned to the KielFiord”, said Claus: “Our investment has re-established Kiel in this market sector.”
The SCA Terminal was built on a site ofabout 16 hectares in the northern part ofthe Ostuferhafen and inaugurated inNovember 2016. In excess of 50,000m² ofwarehouse space is available in fiveharbour sheds. A total of €25 million hasbeen invested and 80 new jobs created.SCA cargo ships call at Kiel from Sundsvallevery Monday and Saturday unloading upto 160 cassettes of newsprint, kraftlinersor high-value cardboard. A second cassettehall is currently being built in theOstuferhafen to provide temporarycovered storage for even more of thesetransport units. The 2,800m² Shed 7represents an investment of more than €2million and will go into operation thisspring.
STRONG FERRY TRAFFIC GROWTH TO AND FROM
GOTHENBURG
In the ferry traffic sector in 2017, StenaLine in particular showed strong growth onthe Kiel–Gothenburg route, posting a 9.4%
(187,000 tonnes) rise in business. Thebiggest volume handled was on theKiel–Klaipeda service of the DFDSShipping Company which was just ahead ofthat carried by the Stena Line — with bothservices reporting more than 2mt.
HINTERLAND RAIL TRAFFIC RISES 9.5% TO OVER
32,000 CONSIGNMENTS
Intermodal rail/ship traffic continued toincrease in the year just ended, recording arise of 9.5%. A total of 32,104 trailers andcontainers were loaded onto rail wagons atthe rail terminals on Schwedenkai and inthe Ostuferhafen — passing the 30,000mark for the first time. The biggest growthwas recorded on the trains operated byKombiverkehr KG between Kiel andVerona followed by those on theKiel–Trieste route operated by TXLogistik.
In order to further improve theefficiency of intermodal transport, twoexpansion measures are planned in Kiel.The first of these is the upgrading of theKiel–Meimersdorf Marshalling to a pointwhere it can accept goods trains of 740metres in length as part of thegovernment’s priority Seaport HinterlandTraffic II programme. The second is theinstallation of a third rail track at theSchwedenkai Terminal. Construction workon both projects will begin during 2018, sothat they can be completed in the comingyear.
Photo Tom K
oerber
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CASE has been honoured with theprestigious Good Design™ Award in theIndustrial Category for its G-Serieswheel loaders from the ChicagoAthenaeum: Museum of Architecture andDesign and The European Centre forArchitecture Art Design and UrbanStudies.
CASE Construction Equipmentreceived the Good Design™ Award forthe G-Series wheel loaders – the latestgeneration of the brand’s proven range,which introduced a revolutionary wind -screen design and raised the bar onoperator comfort when launched in2017. This recognition comes in the 50thyear of the prestigious Award and wasmost significant in its history as a recordnumber of Fortune 500 companies andthe world’s foremost design firmsentered. The G-Series was one of theproduct designs selected by the ChicagoAthenaeum: Museum of Architecture andDesign and The European Centre forArchitecture Art Design and UrbanStudies out of the thousands ofsubmissions sent by the world’s leadingmanufacturers and industrial designfirms. As a winner of the Award, theCASE G-Series wheel loader design isnow part of the Museum’s PermanentDesign Collection.
Carl Gustaf Göransson, BrandPresident for CNH Industrial’sConstruction Equipment businesses,commented: “We have been judgedagainst the very best in the world and theG-Series has emerged as a winner: thisprestigious accolade crowns CASE wheelloaders’ long history of excellence as we
prepare to celebrate this product line’s60th anniversary next year.”
The cabin of the CASE G-Serieswheel loaders sets new standards incomfort and safety with an operatorenvironment, controls and interface thatmake it the brand’s most intuitive andeasy-to-operate range. Every elementhas been designed to provide anautomotive feel with industrialperformance.
The G-Series takes visibility to a newheight. The one-piece windshieldprovides an unobstructed panoramicview to the front, while multiple rearview convex mirrors, rear view display,slim engine hood and rear grid defrosteroffer excellent rear visibility.
The cabin interior has been designedto maximize space for the operator. Theergonomically designed joystick steeringsystem provides a symmetrical operatingstation to control loader functions and
machine steering, which reduces fatigue,especially during repetitive, high-production applications. The premiumcontrol monitor interface offers intuitivenavigation through the machine’sinformation and settings.
The suspended cab featuring an airride active suspension premium seat,combined with the positioning of theengine at the rear of the machine, dra -mat ically reduces noise and vibrations,improving operator comfort.
CASE sees design as an importantdriver in the product developmentprocess in order to deliver the superioroperator comfort and intuitive operationachieved by the G-Series. In its pursuit ofquality design that combines style andfunction, the brand relies on theexperience and resources of CNHIndustrial’s Design Centre. The GoodDesign™ Award is testament to the highquality of the design resulting from thebrand’s focus and its efforts.
CASE CONSTRUCTION EQUIPMENT
CASE Construction Equipment sells andsupports a full line of constructionequipment around the world, includingloader/backhoes, excavators, motorgraders, wheel loaders, vibratory com -paction rollers, crawler dozers, skidsteers, compact track loaders and rough-terrain forklifts. Through CASE dealers,customers have access to a trueprofessional partner with world-classequipment and aftermarket support,industry-leading warranties and flexiblefinancing.
CASE Construction Equipment is abrand of CNH Industrial N.V.
CASE G-Series wheel loaders win 2017 Good DesignTM Award
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Quality Freight UK has significantlyincreased its cranage capability at its mainoperation at Ellesmere Port in Cheshire,UK. The company has invested over£700,000 in acquiring a Fuchs MHL390crane.
The latest addition will complement QFUK’s other cranes — a MHL360 wheeledcrane based at its Ellesmere Port terminal,a Liebherr 150 and an RHL340 trackedcrane.
The new Fuchs MHL390 is capable ofhandling over 400 metric tonnes per houron cargoes.
Sebastian Gardiner, managing director ofQuality Freight UK, said: “This significantfurther investment in the business willachieve a number of objectives. It will allowus to increase bulk volumes in the port,allow multi-vessel working and enhancecustomer service through faster vesselturnaround.
“We have seen volumes increase byover 20% during the past 12 months andare extremely confident about businessprospects moving into 2018.
“Adding this new Fuchs crane to ourfleet was therefore a natural next step,
increasing cranage at Ellesmere Port andfuture-proofing QF UK’s handlingcapabilities.”
The investment also enables QF UK tomaximize the usage of its mobile cranes atclient sites.
The company’s MHL360 and RHL340are regularly moved at short notice tolocations across the North West ofEngland. This has included loading bulkships from the INEOS terminal in Runcorn.
A spokesman for DB Cargo, which hasutilized the RHL340 to discharge trains inSt Helens, said: “The adaptability providedby using the QF mobile crane service hasallowed us to deliver business we wouldotherwise not have been able to service.”
The new mobile crane service formspart of the total logistics service providedby QF UK. The company has the ability tooffer clients support across sea, road, railand air.
Gardiner said: “Some companies aretapping into our mobile crane capability asa standalone service, while others arechoosing to integrate it as part of a muchwider logistics solution.”
In addition to its 40-acre multi-modalfacility in Ellesmere Port, Cheshire, theQuality Freight Group has bases in Dublin,Belfast, Cork, Knock, Hull, Chatham andRotterdam.
Quality Freight UK invests £700,000 in new Fuchs mobile harbour crane
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SAUMUND India wins prestigious award from FLSmidthIn October last year, FLS congratulatedsuppliers which had successfully met itsdelivery requirements and quality ofservice standards during 2016. AUMUNDIndia was proud to be awarded acertificate for “delivery excellence anddedicated support in meeting on-timedelivery.”
AUMUND conveying equipment isfrequently supplied to FLSmidth for thecomplete plants that it installs forcustomers in the cement and mineralsindustries all over the world. AUMUNDEngineering Private Ltd. was among selectsuppliers invited by FLSmidth to aconference in Chennai, India. Its Indiansubsidiary, FLSmidth Pvt. Ltd., hosted thetwo-day meeting. As a leading expert inbulk materials handling, AUMUND worksclosely with FLS on specialist solutions forconveying and storing technology, incorp -orating AUMUND machines and especiallyits flagship products, belt and chain bucketelevators, into the overall FLS projects.
The first day of the meeting in Chennaiwas dedicated to interaction between theprocurement and engineering teams of FLSand their suppliers.
The various parties exchanged views,
experiences and suggestions for the futureon all aspects of the project processes,from enquiry through design, manufacturingand installation to the final payment stage.
On day two FLS gave detailedpresentations about its capabilities andfuture prospects in various industrialsegments, followed by general discussionson the current market situation and howFLS and its suppliers can enjoy continuedsuccess. FLS detailed its expectations in themain target areas of: timely response fromsuppliers without the need for FLS toexpedite; reduction in delivery times; value-added engineering; and competitive pricingstructure.
ABOUT THE AUMUND GROUP
The AUMUND Group is active worldwide.The conveying and storage specialist hasspecial expertise at its disposal whendealing with bulk materials. With their highdegree of individuality, both its technicallysophisticated as well as innovative productshave contributed to the AUMUND Grouptoday being a market leader in many areasof conveying and storage technology. Themanufacturing companies AUMUNDFördertechnik GmbH (Rheinberg,
Germany), SCHADE Lagertechnik GmbH(Gelsenkirchen, Germany), SAMSONMaterials Handling Ltd. (Ely, England), aswell as AUMUND Group Field ServiceGmbH and AUMUND Logistic GmbH(Rheinberg, Germany) are consolidatedunder the umbrella of the AUMUNDGroup. In conjunction with theheadquarters of the manufacturingcompanies, the global conveying andstorage technology business is spearheadedthrough a total of ten locations in Asia,Europe, North and South America and atotal of five warehouses in Germany, USA,Brazil, Hong Kong and Saudi Arabia.
M.S. Balan, responsible for Sales & Marketingat AUMUND Engineering India (right),receives the award from Naresh Priyani, FLSIndia Vice President Procurement.
Since 1 October last year, AUMUNDFördertechnik GmbH in Rheinberg hashad a new Managing Director, JensMüller (54), who is responsible forfinance, controlling, IT, HR, generaladmin, purchasing and production,alongside Robert Gruss, ManagingDirector for sales, service, technologyand R&D, and Franz-W. Aumund,President.
Müller has taken over from AndreasKlottka, who had carried out this role onan interim basis since Dr VolkerBrandenburg took early retirement.Klottka had undertaken this role inaddition to his responsibilities asManaging Director of AUMUNDHolding B.V.
As well as his principal responsi -bilities as head of the finance andcontrolling functions, the new ManagingDirector places strong emphasis onsuccessful procurement management,for which he believes the input from staffat the AUMUND Group subsidiaries inother parts of the world will be of
paramount importance. After graduating in economics, Müller
started his career with charteredaccoun tants Ernst & Young in Hamburg,Germany. After seven years in auditing,he joined the Körber AG Holding, also inHamburg. Over a period of 14 yearsunder this mandate he held various
positions, one of them being ChiefFinancial Officer of a machinery andequipment manufacturer which oper -ated internationally. Since then Müllerhas been Managing Director of Richter-Helm BioLogics GmbH & Co. KG,Hamburg, and of DiaExpert GmbH,before joining AUMUND Fördertechnik.
Jens Müller: AUMUND Fördertechnik’s new Commercial Managing Director
From left: Andreas Klottka, Franz-W. Aumund, Jens Müller (photo: AUMUND).
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A major global provider of dust and odourcontrol technology has introduced thenewest model in its growing family of self-powered dust suppression equipment, asBossTek announces the debut of theDustBoss® DB-30 FusionTM. The new designis a versatile and transportable atomizedmist unit, engineered with a workhorseelectric motor and 30KW generator.Permanently mounted on a rugged road-worthy trailer, the company’s Fusion lineupis proving to be a popular and effectivemeans of delivering powerful dustsuppression technology to sites that lack aconvenient power source.
Unlike with its larger siblings, water issupplied to the DB-30 Fusion by a standard5/8” (15.8mm) garden hose, so it can beused at any location with a working hose
bib. Equipped with an in-line 75 mesh, 200micron filter, the unit can also be specifiedwith special filtration to accommodatenon-potable water sources.
With an adjustable throw angle from0–50° of elevation and a range ofapproximately 30 metres (100 feet) in calmconditions, the standard configurationincludes user-definable 359° oscillation,allowing the unit to cover as much as31,000ft2 (2,880m2) with a powerful dust-trapping mist. The new design can also beoptimized with a Variable Frequency Drive(VFD) to precisely adjust fan speed. Anoptional dosing pump is available forprecise metering of additives to evenfurther enhance particle control.
The extremely water-efficient designconsumes just 2.5 gallons per minute.That’s compared to competing dust controlmethods such as manual spraying that canuse hundreds of gallons per minute,resulting in over-saturation, run-offconcerns and higher water costs.
A touch screen panel for controlling the
DB-30 Fusion isencased in a NEMA3R cabinet, allowingoperators to controloscillation, fan andwater. The cabinet isconstructed foroutdoor use, designedto provide protectionagainst solid foreignobjects (such as dirt),air (dust, emissions),water (rain, sleet,snow) and iceformation.
M a i n t e n a n c erequirements for the new design areminimal, even though the unit carries anindustry-leading three-year/3,000-hourwarranty on the dust suppressor and atwo-year/2,000-hour warranty on the genset. If potable water is being used, nozzlestypically need to be inspected just once peryear. The turntable bearing on theoscillator should be greased annually or asneeded for harsh service conditions andthe fan motor should be lubricated every10,000 hours. Like anydiesel engine, the gen setshould have regularinspections and changing ofoil, coolant and filters.
“This design wasdeveloped in response toinput from the marketplace,which indicated that somecustomers would benefitfrom a more compactdesign that’s well-suited tosmaller projects or tightspaces,” said BossTek Sales
Manager Mike Lewis. “The 7.5 HP electricmotor generates 9,200 CFM of air flow, andit uses the same industrial-strengthconstruction as the larger models: amanifold with 30 specially-designed nozzlesthat atomize the water supply, creatingdroplets between 50 and 200 microns insize for maximum particle attraction.” Thecompany also offers a full line ofsurfactants, tackifiers, and odour controladditives that are fully compatible with theequipment.
“We’re always developing newtechnologies, and we’re excited tointroduce this new product design to serveour customers even better,” Lewis added.“It’s our customers, first and foremost, thatdrive our innovation and passion, and theywill always remain our primary focus.”
BossTek is a global leader in solutionsfor dust suppression, odor control andcrowd cooling, serving a wide range ofapplications. The company’s high-quality,industrial strength equipment carries a no-excuses guarantee of customer satisfaction,backed by a three-year/3,000-hourwarranty.
New mobile dust suppression design: rugged construction, compact sizeThe DB-30 FusionTM is a versatile andmobile atomized mist solution from BossTek.
The new design utilizes the same rugged constructionas the larger models in the DustBoss lineup.
The manifold and specially-designed nozzles atomizethe water supply for maximum particle attraction.
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LafargeHolcim is investing around €100million in the modernization of the Martres-Tolosane cement plant in the South West ofFrance. AUMUND Fördertechnik GmbH andAUMUND France S.A.R.L. will beaccompanying the customer on thisambitious upgrade project until well into2019, supplying a varied range of equipment.The specialists from Rheinberg and Pariswon an open bidding process against severalcompetitors.
AUMUND Fördertechnik is supplying apackage including belt bucket elevators tofeed the 96m-tall heat exchanger and theraw meal silo at the plant. Two AUMUNDBWZ chain bucket elevators will be used toconvey raw meal and filter dust, and for silofeed. An AUMUND KZB pan conveyor witha vertical lift of nine metres will be installedunder the clinker cooler.
Seven AUMUND LOUISE-type drag chainconveyors with short centre distances of13m and conveying capacities between 7tph(tonnes per hour) and 50tph will extractfilter dust. Two CENTREX® machines(25–250tph) will be extracting a mixture oflimestone and clay as well as iron ore fromsilos up to seven metres high.
The modernization project at theMartres-Tolosane works is part ofLafargeHolcim’s extensive €300 millioninvestment project in France. Comprehen -sive measures are being taken with a strongfocus on environmental protection to makethis plant, with its 110 employees, fit for thefuture.
Once upgraded, the plant will beequipped to burn alternative fuels, andenergy consumption and CO2 emissions willbe greatly reduced. Work on the project will start in thefinal quarter of 2018 and be completed by mid-2020.
ABOUT THE AUMUND GROUP
The AUMUND Group is active worldwide. The conveyingand storage specialist has special expertise at its disposalwhen dealing with bulk materials. With their high degreeof individuality, both its technically sophisticated as well asinnovative products have contributed to the AUMUNDGroup today being a market leader in many areas ofconveying and storage technology. The manufacturingcompanies AUMUND Fördertechnik GmbH (Rheinberg,Germany), SCHADE Lagertechnik GmbH (Gelsenkirchen,Germany), SAMSON Materials Handling Ltd. (Ely, England),as well as AUMUND Group Field Service GmbH andAUMUND Logistic GmbH (Rheinberg, Germany) areconsolidated under the umbrella of the AUMUND Group.The global conveying and storage technology business isspearheaded through a total of 15 locations in Asia,Europe, North and South America and a total of fivewarehouses in Germany, USA, Brazil, Hong Kong and SaudiArabia.
Order awarded for AUMUND machines at LafargeHolcim in France
AUMUND bucket elevator, pan conveyor, trough chain conveyorand CENTREX® (examples, photos by AUMUND).
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Zlompol Sp.J., based in Tarczynin Poland, has been handlingscrap for 25 years. Thecompany started off usingclassic earth work diggers,moved on to materialhandlers, and is now using amodern SENNEBOGEN 8100EQ balance material handler.The balanced machine with areach of 27m is not onlyrevolutionizing the company’swork processes, but is alsosaving it energy — the perfectgift for Zlompol’s 25thbirthday.
Robert Cimoszynski and JanuszMajewski, the two managing directors whorun the family company, are currentlyexperiencing an increase in visitor numbersto their 5.0 hectare scrapyard in Tarczyn.And they are not coming because of theyard’s beautiful location between lakes andorchards, around 25km from the Polishcapital of Warsaw, but because they want tosee the new green SENNEBOGEN 8100EQ balance material handler which hasbeen the centrepiece of the yard since July2017. “Our new machine can be seen fromquite some distance away. People keepcoming to admire it. Many people are evenmaking special trips to bring scrap so theycan see the new material handler, and nowonder — it’s extremely efficient and thefirst of its kind in Poland,” explainsCimoszynski.
Zlompol is celebrating its 25thanniversary in 2017. The Fortschritt
excavator from the 80s which is still ondisplay at the scrapyard shows howmaterial was handled when the companyfirst started. Today, Zlompol handlesaround 6,000 tonnes of scrap every monthon site. The material comes from within aradius of around 50km and is brought in bythe company’s own trucks or delivered bycustomers. When it came to successivelyreplacing the existing material handlers,salesman Andrzej Tokarczyk fromSENNEBOGEN dealer Komatsu Polandwas able to win over Zlompol with a newapproach.
BALANCE PRINCIPLE AND ELECTRIC MOTOR ENABLE
SAVINGS OF UP TO 75%As a material handler with flexiblecounterbalancing — referred to as theequilibrium concept — the newSENNEBOGEN 8100 EQ with a range of27m comfortably covers an area of just
under 2,500m2. The specialadvantage here is that, thanks tothe constant balancing of the EQprinciple, a relatively small motoris sufficient to power the machine.The machine used at Zlompol isfitted with a 110kW electricmotor. According to Tokarczyk, acomparable hydraulic materialhandler would have needed atleast a 200kW motor to providecomparable power levels andcover the operating area. Thecombination of the balanceprinciple and the electric driveenables the company to save up to
75% of the operating costs. “Furtheradvantages of the electric machine includelower service and energy costs, increasedservice life of the components, no fuelstops, and quiet, emission-free operation —which is particularly appreciated by ourneighbours,” adds Majewski.
For the driver who feeds the 1250 PSLindemann shredder with the 8100 EQ, onekey thing has changed: the view. With aneye height of 10.5m, he not only has anunobstructed view of the shredder feedarea, but can also keep an eye on the entireyard and all the processes going on aroundhim. Cimoszynski also likes to swap hisoffice chair for the driver seat in thecomfortable Maxcab industrial cab fromtime to time for the same reason. For him,one thing is clear: “By purchasing the newSENNEBOGEN 8100, we have invested inthe future. At the same time, we have founda reliable partner in Komatsu Poland.”
Compellingly different: SENNEBOGEN 8100 EQ balance material handler revolutionizes scrap handling
Investing in new technology: SENNEBOGEN 8100 EQ inoperation at Zlompol in Tarczyn in Poland.
The driver of the SENNEBOGEN 8100 EQ enjoys an unobstructed view of the shredder feed and can keep an eye on the entire yard. Inset:official handover — (from left)Alfred Endl, Green Line salesdirector at SENNEBOGEN,regional sales director RonaldHaupt, Zlompol managingdirectors Janusz Majewski andRobert Cimoszynski, salesmanAndrzej Tokarczyk, KomatsuPoland, Komatsu Polandmanaging director TakahideOshitani, and SENNEBOGENregional sales director Benjamin Blümel.
www.flsmidth.com
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CSUs: a continuingsuccess
the popularity of continuous ship-unloaders shows no sign of waning
Bangladesh is not only considered as one ofthe most densely populated countries inthe world, but it has also been identified asone of the world’s poorest.
Despite this situation, Bangladeshdeserves credit and admiration forachieving a remarkably high economicalgrowth of more than 7% in 2017 — thesecond-fastest economic growth in the
world in 2016, according to the IMF(International Monetary Fund).
Bangladesh is historically a rice-consuming market, but recent years haveseen a robust demand for wheat in thedomes tic market as many people areswitching to flour given the high prices ofstaple rice.
As such, Bangladesh has emerged as a
leading wheat importer in the world, andthe country imports generally around 80%of its total wheat consumption needs.
Shipments primarily transit via twoseaports: Chittagong and Mongla.
The Port of Chittagong handles the vastmajority of Bangladesh’s export-importtrade, but due to increasing congestion inBangladesh’s largest port, many interna -
Bangladesh uses VIGAN machines to help with fast growth due to rising population
Two 250tph VIGAN pneumaticship-unloaders and a bulk loaderinstalled at the Port of Mongla in2015.
Louise Dodds-Ely
VIGAN Engineering s.a. Rue de l’Industrie, 16 - 1400 Nivelles - Belgium
Tél.: +32 67 89 50 41 • Fax : +32 67 89 50 60 • www.vigan.com • [email protected]
Reliability, Efficiency, Quality,Efficiency, Quality, Reliability,
Quality, Reliability, Efficiency…
Pneumatic or MechanicalShip Loaders & Unloaders
Port Equipment - Turnkey Projects
PNEUMATIC SHIP UNLOADERS :From 100 to 800 tons/hour
All sizes of vessels • All types of grains
PORTABLE GRAIN PUMPS up to 270 t/h
PNEUMATIC BARGE UNLOADER up to 600 t/h
LOADER up to 2000 t/h
SIMPORTER up to 1500 t/h
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tional shipping companies have turned toMongla as an alternative.
VIGAN’S ROLE IN BANGLADESH GRAIN IMPORTS
VIGAN benefits from a long standingcooperation with the Directorate Generalof Food of Bangladesh, a governmentdepartment responsible for food manage -ment and policy in Bangladesh, andresponsible for the import of foods underBangladesh government contracts.
In 2008, VIGAN installed a first 250tph(tonnes per hour) pneumatic ship-unloader— 200kW — in the Port of Chittagong. In2012, two additional pneumatic shipunloaders of the same type were installedfor the same client in the same port.
In 2015, Directorate General of Foodordered two further pneumatic ship-unloaders that were installed in the Port ofMongla, together with a bulk loader.
These two machines are mounted on amobile self-propelled gantry on railsequipped with a heavy duty inclined chainconveyor of ±16 metres long with two
outlets for the feeding of two wharfconveyors. They are also equipped with acentrifugal three-stage VIGAN turboblower and a main electric motor of160kW, 400 Volts and 50 Hz. With their25m-long suction boom, these unloadersmake it possible to unload vessels at a rateof 200tph.
But the story of VIGAN in Bangladeshdoes not end here.
It is worth mentioning that VIGAN hasalso installed other types of pneumaticunloading machines in the country.
In 2012, VIGAN provided toBashundhara Group a stationary pneumaticbarge unloader of 200tph that was installedin Dhaka river port.
More recently, in 2017, VIGAN alsoprovided a portable grain pump type 120 toBorotakia Construction Company inChittagong.
NEW PROJECTS TO FIGHT POVERTY
The Minister of Food and the ProjectDirector of Directorate General of Foodare planning more Bangladeshi investments.
They are considering the use of VIGANpneumatic unloaders for various strategicsites planned in the large Modern FoodStorage Project (‘MFSP’) financed by theWorld Bank.
Modern storage facilities proposed forconstruction in different strategic locationsacross the country will allow the increaseof the grain reserve available to householdsto meet their post-disaster needs. They willalso improve the efficiency of grain storagemanagement, reduce grain losses andenhance nutritional value of the graindistributed.
VIGAN would be proud to take part inMFSP project that will certainly contributeto lower poverty in a country such asBangladesh.
First VIGAN pneumatic ship-unloader installed at the Port of
Chittagong in 2008.
VIGAN pneumaticship unloaders installed
at the port ofChittagong in 2012.
VIGAN pneumatic bargeunloader in Dhaka.
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Bühler has over 150 years of experience inprocessing and handling food products andhas gained considerable experience in thecontinuous unloading of ships. It is morethan 100 years since the first mechanicalunloader was designed and installed byBühler. Since that time, the company hascontinually improved its products, and it isthese improvements that are behind itscurrent continuous ship-unloaders (CSUs)such as the Portalink.
Key to the design and product improve -ments is the ultimate aim of setting newindustry standards in, for example,significantly reduced energy usage; reducedproduct breakage; and overall loweroperating costs. The Portalink is often the
better solution for the customer, due to theincreased efficiency offered by the easyoperation of the unloader. This is support -ed by the Portalink’s auto sink-in function.
Through its long-term and intensivemarket experience, and its wide andextensive product portfolio — includingthe Portalink range — Bühler is able tomeet the needs of its customers for fast,optimal, and efficient unloading of ships.For example the Portalink is the mechanicalunloader for seagoing ships of up to125,000dwt, and has an unloading capacityranging from 300tph (tonnes per hour) to1,500tph.
Bühler’s CSUs are able to handle allfree-flowing food products, including mealy
products such as soya meal. In particular,the unloaders are known for their efficienthandling of delicate products.
Handling and processing grains canpresent specific problems; to do soeconomically is a further challenge.Through its global network of experts,Bühler is able to resolve all of itscustomers’ problems with the greatest careand with close attention to each issue and,where necessary, a customized solution.
Bühler’s mobile CSUs and mobileharbour equipment are used by the largetrading and importing facilities demandingreliable, high capacity, efficient unloadingand loading equipment with low operatingcosts. Other customers also include direct
CSUs form important part of the Bühler product portfolio
Portalink 800 at the Port of Durban in SouthAfrica. This unit belongs to Bühler’s long-standing client SABT.
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end-users such as millers, brewers, feedplants, etc., and are trusted and importantclients for Bühler.
One example of a longstandingcustomer for Bühler is the companySouth African Bulk Terminals (SABT) inthe Port of Durban. SABT has placeda repeat order based on its excellentexperiences with the Portalink 800tphinstalled in 2004 which has unloadedroughly 20 million tonnes in the lastten years. The repeat order consistedof a new Mobile Portalink 800 andmobile Portaload 1,000tph, both onrails, and both of which are installedand running.
CONTINUOUS PRODUCT IMPROVEMENT
Bühler is always looking for newdevelop ments, product improvements,and trying new materials. This isespecially true for its mechanicalunloaders such as the Portalinkportfolio, which sets market standardsfor low energy consumption, highoperating efficiency due to easyhandling for the operators, and highavailability due to reducedmaintenance time and low wear andtear. All of these factors result in a shortROI (return on investment), and help tokeep the company competitive in themarket.
In the past year, Bühler has focused on anew operating and control system for itsloading and unloading portfolio. Theoperating system has been developed ondirect customer feedback to simplify thebasic functions and increase functionality
for maintenance and traceability. Thisreduces the time needed to search for
errors and train new staff to understandthe equipment, and thus generates a higherROI.
RECENT CONTRACTS
Of particular note among recent contractswon/completed by Bühler are:v four contracts in South America to
supply stationary shiploaders;v the installation of a Portalino mechanical
unloader with a nominal capacity of400tph in South America; andv the installation of a Portalinkmechanical unloader with a nominalcapacity of 600tph in the Middle East.
ABOUT BÜHLER: COMMITTED TO
SUSTAINABILITY
Every day, billions of people come intocontact with Bühler technologies tocover their basic needs for food andmobility. Bühler strives for innovationsfor a better world, with a special focuson healthy, safe, and sustainablesolutions. It contributes significantly tofeeding the world’s population, whilesetting the focus on food security andsafety. Its solutions and technologiesenable efficient and clean mobility.
Bühler is a major supplier ofequipment to process grains, rice,cocoa, coffee, and other raw materials.Also, it is a renowned solution providerof die-casting and surface-coatingtechnologies in high-volume applicationareas, such as automotive, optics, andinks. As a technology group, Bühlerinvests up to 5% of its turnover everyyear in Research & Development. In
2016, its roughly 10,500 employees in over140 countries generated a turnover of CHF2.5 billion. The globally active Swiss family-owned company Bühler is particularlycommitted to sustainability.
Bühler wants its customers to besuccessful. It wants every human being tohave access to healthy food. It wants toprotect the climate with energy-efficientcars, buildings, and machinery.
SABT Portalink 800 atthe South African Port ofDurban.
Prima Flour Mills, a long-standing customer,using its Portalink 600 in Sri Lanka.
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This article discusses ways of providingautomation and thereby efficiently increasesafety and reliability using high capacityequipment.
AUTOMATION TECHNOLOGY FOR CSUS
Simple systems are available to helpoperators be more efficient during ship-unloading. For the unloader operator,moving the nozzle down every 20 minutes— sometimes for several hours, dependingon the size of the ship being unloaded — isboring. It makes more sense to use theoperator’s time to check the operation ofthe equipment.
Two devices are presented below. Oneto solve the above example, and the secondto improve equipment monitoring.
ADS — AUTO DIPPING SYSTEM
Assistance system ADS (Auto DippingSystem) for automatic sinking/lowering ofthe suction nozzle into (free-flowing)material, which allows for partially auto -matic unloading operations and the forhigher average unloading capacity/betterefficiency and avoiding operator inatten -tion. At the beginning of operation, thenozzle is positioned in the centre of thehatch. Without ADS, the only work carriedout by the operator is to lower the nozzleinto the grain. This can be done auto -matically with ADS, saving time for otheractivities and ensuring the best nozzleposition in the grain and avoiding anyunnecessary interruption of unloadingoperations due to the inattention of theoperator.
The use of a double-shell circularsuction nozzle, with electrical adjustmentfor air-by-pass changing the air-productratio, can increase efficiency. Normallyadjustment is carried out by hand but it canalso be done remotely to avoid any unnec -essary interruption of unload ingoperations to carry out manualadjustments. The operator can select thebest condition without removing thenozzle from the grain.
EQUIPMENT SAFETY REDUNDANCY
Main components should be reliable andprotected against failure.
NEUERO understands the responsibilityof equipment reliability when unloading aship. A breakdown during unloadingoperations will come at a high financialcost, and cause considerable inconvenience.
To protect the main component inNEUERO’s pneumatic unloader, the turboblower, the company has developed the
direct turbo drive. It has also added motortemperature sensors at the electric motorwinding, plus temperature and vibrationsensors at the ball bearings. These showoperating temperatures in all conditionsand set off alarms in cases of unusual
increases in bearing temperature orvibration, and the machine stopsautomatically if the limits are exceeded.Readings are continuously sent to amonitor touchscreen. The screen can bechecked to see the operating conditions,so that preventative maintenance or repairscan be carried out, avoiding unnecessarydowntime of the unloader.
This is possible because impellers aredirect mounted on the motor shaft. Thissaves also energy with no mechanical lossesand make the blower system almostmaintenance-free. The only maintenace iscreasing the motor bearing every 2,000hours.
NEUERO has also designed anotherfeature in its M600 and M800 (600tph[tonnes per hour] and 800tph) unloadersthat use two blower stations in series. Ithas designed their connection in a way thatin case of clean-up operation for powersaving and any possible faliure at onestation, it is still possible to continue theunloading operation with a single blowerstation and achieve close to 50% capacityusing just one station. In case of switchingoff blower 01 or 02, all the air will pass onlyat one stage with half the pressure but thesame air volume.
This is not possible if blowers weredesigned to work in parallel and each onefor part air volume.
Equipment automation technology is key to the reliability of CSUs, says NEUERO
Blower 01 Blower 02
Air intake Air exhaust
ADS AutoDippingSystem.
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From more than 90 years Golfetto Sangati(born from the merger of Golfetto, Sangatiand Berga) has designed and built completeport systems for loading and unloadinggrains and meals from ships, as well asstorage facilities for these commodities.
With a dedicated department forhandling installations, the company hasbeen designing and supplying pneumaticunloaders since 1965; later, in 1993, a newtechnology was introduced and is still inuse today — the chain-type mechanicalship-unloader.
Golfetto Sangati has continued to supplyboth of these technologies. However, in thelast 15 years, many of its clients have movedfrom pneumatic unloaders to mechanicalunloaders. The company has thereforefocused on the optimization of itsTRANSMEC mechanical ship-unloader.
REASONS TO CHOOSE THE TRANSMECMECHANICAL SHIP-UNLOADER
The main reason to choose a TRANSMEC
is the higher profitability and cost-effectiveness of the unit.
In particular, based on the experience ofGolfetto Sangati clients which have beenoperating TRANSMEC unloaders in variouscountries for several years, the mostimportant factors are:v total installed power is 40% to 50%
lower compared to that used by apneumatic unloader of a similar capacity;
v energy consumption is 70% lowercompared to that used by a pneumaticunloader of a similar capacity;
o 0.37KWh/tonne of unloaded productat peak capacity and
o 0.64KWh/tonne of unloaded product considering all the steps of the unloading process, including hatch
changing, unloader movements, etc.v nearly 0% of broken kernels thanks to
the speed of the product inside thebooms being 20 times lower than inpneumatic installations;
v maintenance costs during the service
life of the machine is 70% lowercompared with pneumatic unloaders;
v much lower noise emissions comparedwith pneumatic systems;
v almost zero dust emissions duringoperation;
v high unloading efficiency across thevessel (higher than 70%) and hatchaccessibility thanks to the kick-in-kickout system;
v range of capacity from 300tph (tonnesper hour) to 1,500tph with a singleunloader.
While the initial investment value whenpurchasing a TRANSMEC unloader can beslightly higher, the savings accrued in two orthree years of operation will rapidly offsetthe higher initial cost.
Thereafter, for the remaining (at least)20 years of operation, a huge annual saving(energy cost, maintenance expenses andreduced unloading time) will ensure greatprofitability.
Golfetto Sangati: from pneumatic to continuous mechanical ship-unloaders
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Another key factor is availability of thein-house designed DIGGER system for theefficient unloading of non-free-flowingproducts; the DIGGER is a circular cagesystem with interchangeable toothedblades driven by epicyclical-geared motorsand gears.
In operational terms, the TRANSMEC isequipped with an up-to-date automation
system, with full remote control, that allowsfor the continuous monitoring of the mainoperational indicators.
REASONS TO OPT FOR GOLFETTO SANGATI SYSTEMS
Golfetto Sangati, part of the Pavan Groupand now part of GEA Engineering, can offerits clients extensive expertise in the designand engineering of integrated technology
lines for grains and grain-based food.This expertise, combined with decades
of experience in grain handling and milling,is fundamental to enabling the company tooffer the most suitable solution in terms ofthe best technologies and optimizedinvestment profitability. This all takes intoaccount the input and the output requiredby the client for the construction ofloading/unloading plants and full grainhandling terminals.
An example of this optimization wasrecently required by a client in easternEurope, taking into account the siteconditions (existing civil structures,operational requirements, types of cargoesand different sea levels): Golfetto Sangatiproposed a combined system with onemechanical ship-unloader with a verticalboom, and one shiploader with a verticalboom installed in a single horizontal boomwith double case chain conveyor accuratelydeveloped and designed.
As a recent project reference, a fewweeks ago Cargill awarded Golfetto Sangatithe contract for the supply of a mechanicalship-unloader (600tph) for soya beans tobe installed later this year in the port ofBarcelona (Spain); the system is alsoequipped with a shiploading boom for soyameal (200tph). DCi
Preventing fugitive coaldust with fences from
WeatherSolve
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Outdoor stockpiles can be by far the mostefficient way to store coal. Wind fences arethe central element in the design of anenvironment where the coal dust stays onthe pile.
WHAT DOES A WELL PROTECTED OUTDOOR COAL
PILE LOOK LIKE?To answer this question, consider a thoughtexperiment. Picture an outdoor coal pile inabsolutely perfect weather. There is nowind and perhaps a very light mist. Ofcourse the pile would just sit there. Nowadd a conveyor and a loader — still in theperfect weather. Dust is presumablykicking up from the tyres of the loader.There is also a cloud around the base of aneat stream of coal falling from theconveyor onto the stockpile. But where isthe dust going? A little dust might betracking out with the loader tyres, butapart from that the dust is just settling backdown onto the pile. Simple.
Now picture the same pile in a strongwind.
The mist is long gone. Any dust is beingwhipped away. The coal being delivered offthe conveyor probably looks more like arooster comb than a neat stream, and thewind is probably eroding channels into thesurface of the pile — particularly where itaccelerates up the side and over the top.
In a gentle breeze the dust is a lot lessintense, but it is still drifting in the breezeas a black cloud out and over theneighbours.
In that thought experiment, thedifference between perfection andpollution was mostly the wind. It is thesame in real life. That is why every coalstorage project should make wind fencesan integral part of their design. When thewind is controlled, then dust controlfollows close behind.
To illustrate the key features of a well-protected stockpile, two wind fences by a
leading wind fence specialist WeatherSolveStructures Inc are shown below. Thecompany’s fences are on every continent inthe world (including Antarctica). Itswebsite has an extensive gallery andtechnical pages on wind fence design. Inthis article, we are looking at one ofWeatherSolve’s fences in Peru, and one inEgypt.
The first is a relatively low fence. Notethe mounting onto a short concrete wall.This is to provide optimum control downlow where most dust travels. In factstudies of eroding fields in Texas haveshown that over 90% of dust moving in thewind never gets higher than 0.5m abovethe ground. Seeing this you might thinkthat a solid wall around the pile would beperfect, but no. A solid wall createsturbulence both in front of and behind thewall so dust is lifted over suchobstructions. This is where the poroussection above comes in. It allows some
Photo 1: WeatherSolvewind fence in Peru.
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wind through the fence which bothminimizes the dust-raising turbulence andfilters out the dust.
The base wall is therefore an importantpart of any fence in a downwind mode. Theother ingredient is having a relatively tightmesh. Large holes just let the dust escape.Together what happens is that the dustdrifts up against the fence, hits it and mostlyfalls to the ground. Some dust will stick onthe fence, but the wind will createvibrations in the fabric that cause thosetypes of build-ups to fall to the ground too.The end effect is an accumulation of dust atthe foot of the fence. This is why the base
wall (or a berm of dirt) is so critical. Fenceswith a large gap underneath are effectivelycreating an acceleration zone for the windto scour out. This is related to the relation -ship between scouring effect and windvelocity and the nozzle effect of a gap. If thegap causes the wind speed to double, thenthe volume of dust scoured out increaseseight times! Numerous studies with snowfences have investigated this effect in somedetail as in snow fences it is a good thing (itstops the fence getting buried). In windfences for dust control, it is clearly a badthing. You want the dust kept within thestockpile perimeter where it can be
scooped up and used. The same fence also shows doors and a
cut-out for a conveyor. They can alsocreate acceleration zones so their designshould be carefully considered. In this case,because the doors are in critical locationsthey are set up so they can be closed.Often it is possible to locate the openingsso they have minimal effect on the overallefficacy of the fence, in which case they canbe left as openings, not doors.
The second fence illustrates anintegrated solution for an opening on awindy side on a 13m wind fence in Egypt.There are four important components
Photo 3: WeatherSolvewind fence in Egypt.
Photo 2: WeatherSolve windfence in Peru.
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which can be utilized to different degrees.v Component 1: Fence continues above the opening. This is part of making
the opening as small as possible. Note that the WeatherSolve system isunique in that it allows door openings to be up to 30m wide when turningroom for trucks or room for two trucks passing is required.
v Component 2: Baffle fence. In Photo 3, nearly all the winds are moving fromleft to right. The baffle has therefore been positioned on the left side of theopening to disrupt the flow of the wind along the fence and through theopening. Photo 4 shows a baffle when viewed from upwind.
v Component 3: Dry fog system. The dry fog systemnear the opening has been carefully positioned tocomplement the wind flow patterns. Fog systems need‘hang time’ with the dust particles in the air so that theycan combine and then drop out of the air-stream.WeatherSolve provides wind flow patterns as part ofthe design process to enable the optimization of supple -mentary dust control systems.v Component 4: Pile location. The accelerated windsfrom all openings eventually diffuse back into the generalwind pattern. The length and shape of the acceleratedpattern can be used to position the stockpile away fromthe problem areas. This is not what is happening in thephoto, but it is an option in many situations.
As has been illustrated, a carefully designed wind fenceinvolves a lot more than just creating a fence. The size,location, porosity, base treatment and openingsarrangement all dramatically affect the overall controleffectiveness.
For larger jobs WeatherSolve strongly recommendsusing a Computational Fluid Dynamics (CFD) studyfrom a supplier with extensive experience (such as theMidwest Research Institute) to fully understand the dustand wind flow patterns. Alternatively, and for smallerjobs, wisdom gained from past studies as well as on-siteverification of study results can be used. In either caseremember that thought experiment and know thatwhen the wind is controlled, then so is the dustcontrolled.
Photo 4: Egyptianfence showing baffle.
Modelled wind and dust patterns around a stockpile.
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Bulk handlingin the US Gulf
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Port Corpus Christi is the fourth-largestport in the United States in total tonnage.The port provides a straight, 47ft deepchannel (approved and authorized for 54ft)and quick access to the Gulf of Mexico, theintracoastal waterway and the entireUnited States inland waterway system. Theport delivers outstanding access tooverland transportation, with on-site anddirect connections to three Class Irailroads, BNSF, KCS, and UP, and direct,vessel-to-rail discharge capabilities. TheNueces River Rail Yard provides eighttracks for storage of unit trains up to 8,500feet long.
DRY BULK
BULK TERMINAL
The Bulk Terminal, docks #1 and #2 areused to discharge and/or load petroleumcoke, coal, bayrite and other dry bulkcommodities directly to/from vessels(including Panamax class ships), railcars and
trucks. The loading belt speed at theshiploader is 1,500tph (tonnes per hour)and the unloading gantry crane can handle600tph. Within 15 minutes and via the Joe FultonInternational Trade Corridor trucks canaccess Interstate 37. The port maintainsapproximately 15 acres of open pads with40 acres of developable land for futureexpansion. This facility features a looptrack with rail capacity of 200 cars. Abilitiesinclude on-site trans-loads from rail totruck and dockside direct discharge fromship to rail.
GRAIN ELEVATOR
The Port Corpus Christi grain elevatorfacility managed by ADM/Growmark RiverSystems Inc, located on the Inner Harbor.The facility is used for shipments of grain,food, and farm products, and features a highstorage capacity and excellent rail andhighway connections.
PROJECT RO-RO CARGO
QUALITY SOLUTIONS
Port Corpus Christi offers quality solutionsand superior logistics for all shipping needs.The Joe Fulton Corridor provides directconnections to Interstate 37 and Highway181 for ease of cargo movement. Directconnections to three Class I railroads,BNSF, KCS, and UP plus dockside rail andtruck service equip the port’s clients withoptions. Minimal escort requirements andshort channel transit save time and costs.
OUTSTANDING FACILITIES
The port offers multiple uncongesteddocks and Foreign Trade Zone #122 withgreater flexibility and expedited access toFTZ benefits. More than 500 acres forproject development and large manufac -turing sites are available. The facilities sitadjacent to a 45ft deepwater channel andprovide access to the Intracoastal Water -way system, allowing for offshore projects.
Port Corpus Christi: surge in wind turbine cargoes
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NORTHSIDE TERMINAL
PROJECT CARGO, RO-RO, BREAKBULK AND GENERAL
CARGO;v Dockside rail or truck transfer
capability;v 122,000ft2 of shipside covered storage; v ro-ro ramp handles bow or stern ramp
vessels.
RAIL AND HIGHWAY ACCESS
The Northside docks have uncongested,direct access to Interstate Highway 37 andUS Highway 181. Rail service is providedby BNSF, KCS, and UP.
TRANSFER CAPABILITIES
Cargo can be loaded, unloaded andtransferred directly between trucks, rail
and vessels at Dock 9. Shipside tracks onDock 9 allow direct transfers betweenvessels and railcars and a 48ft-wide canopyover double rail tracks allows loading ofweather-sensitive cargoes.
STORAGE
More than 30 acres of open storage areaare available for marshalling, storage andfabrication. Paved yards are locatedadjacent to Dock 9 and ro-ro ramp.
SOUTHSIDE TERMINAL
HEAVY LIFT, RO-RO, BREAKBULK, CONTAINERIZED
AND GENERAL/PROJECT CARGO
v Dock 8, the strongest open wharf onthe Gulf of Mexico, capable of1,500 lbs/ft2 with 25 acres of directly
adjacent open storage;v Docks 14 and 15, multi-purpose
facilities with 173,000ft2 of covereddockside storage.
RAIL AND HIGHWAY ACCESS
The Southside docks have uncongested,direct access to Interstate Highway 37 andUS Highway 181. Rail service is providedby BNSF, KCS, and UP.
TRANSFER CAPABILITIES
The General Cargo Terminal can transfercontainers, ro-ro, heavy lift, breakbulk andproject cargo between vessels, railcars,chassis and trucks. On-dock tracks allowdirect transfer between vessels andrailcars. Docks 8, 14 and 15 are served bydouble rail tracks.
Shiploader and gantry cranes on the voestalpinedock at La Quinta Terminal.
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STORAGE
Additional warehouse space is located onDocks 14 and 15, adjacent to the wharf atDock 8.
STRATEGIC LOGISTICS
Port Corpus Christi is the locationfor improved cost effectiveness andproductivity, including the strongest dockavailable within the US. Gulf Ports (1,500pounds per square foot). Port CorpusChristi has also been a designated, strategicmilitary deployment port since December1997.v 45ft deep water port;v convenient highway access;v rail service and on-dock railroad
capabilities;v three Class i railroads;v rail yard with eight 8,500ft tracks;v covered storage;v staging capabilities;v transloading facilities;v ro-ro;v state-of-the-art security department;
andv union and non-union stevedores.
NUECES RIVER RAIL YARD
Along with deep water shipping channelsand easy highway access, an efficient rail
system is an integral component for multi-modal strategic logistics at Port CorpusChristi.
Phase I of the Nueces River Rail Yardcame online in early 2015 and includes a8,000ft-long unit train siding. The openingof Phase II opened in 2017. The completedrail yard has eight 8,500ft tracks.
Nueces River Rail Yard is made possibleby the unique cooperation of three Class Irail lines including BNSF, UP, and KCS as
well as the short line rail operator GenesseWyoming, and Port Corpus Christi.
The Nueces River Rail Yard is locatedalong the Joe Fulton International TradeCorridor and the Corpus Christi ShipChannel.
FOREIGN TRADE ZONE #122Established in 1985, Foreign Trade Zone#122 was the first continental zone withrefinery subzones. In 2013, Port Corpus
Approximately 240 acres, our cargo facilities
include dockside rail and truck transfer capability,
air-conditioned covered storage, direct vessel-to-rail
unloading, and first-rate stevedores access. From
agriculture to petro – Port Corpus Christi is your
partner for dry bulk cargo movement.
connect with us: portofcc.com
STOP, DROP AND STORE YOUR CARGO.
WHY PORT CORPUS CHRISTI?
• Bulk dock 1 load and unload rate of 600 tons/hour
• Bulk dock 2 load rate of 1500 tons/hour
• Rail line with full unit train capacity and 230 car storage
• Three class I rail roads - BNSF, KCS and UP on site
• Foreign Trade Zone #122
include dockside rail and truck transfer capability,
oximately 240 acrAppr
include dockside rail and truck transfer capability,
RE YOUR CARgo facilities es, our caroximately 240 acr
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RGO.RGOBulk dock 1 load and unload rate of 600 tons/hour•
WHY PORT CORPUS CHRISTI?
Bulk dock 1 load and unload rate of 600 tons/hour
partner for dry bulk car
o – Port Corpus Christi is your e to petragricultur
unloading, and first-rate stevedor
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connect with us:
rade Zone #122eign TFor•
oads - BNSFee class I rail rThr•
Rail line with full unit train capacity and 230 car storage•
Bulk dock 2 load rate of 1500 tons/hour•
portofcc.comconnect with us:
, KCS and UP on siteoads - BNSF
Rail line with full unit train capacity and 230 car storage
Bulk dock 2 load rate of 1500 tons/hour
Radial shiploader at PortBulk Materials Terminal.
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Christi reorganized and expanded FTZ#122 under the Alternative SiteFramework (ASF).
This new programme provides greaterflexibility and expedites access to thebenefits of the FTZ programme by usingsimpler and less time-consumingprocedures to bring FTZ designation tolocations where a company has decided topursue an FTZ.
Under the ASF, FTZ #122 now includesseven counties within its service area –Aransas, Bee, Jim Wells, Kleberg, Nueces,Refugio, and San Patricio.
WIND TURBINE CARGO KEEPS GROWING AT PORT
CORPUS CHRISTI
By the end of 2017, Port Corpus Christireached a new wind turbine cargomilestone by handling more than 3,000large wind turbine components includingwind turbine blades and tower sections. In2015 and 2016 the number of wind turbinecomponents handled via Port CorpusChristi was 2,603 and 2,875 respectively.
Port Corpus Christi’s strategic locationon the Texas Gulf Coast allows forexcellent logistics solutions for wind powerprojects across the wind rich great plains ofNorth America.
Texas continues to lead the nation asthe no. 1 wind energy industry state withover 20,000MW of installed wind powercapacity. In 2017 wind power surpassedcoal-fired power generating capacity inTexas.
The wind turbine cargo volumeshandled via Port Corpus Christi haveincreased steadily over the past severalyears and are solid proof Port CorpusChristi is well equipped with all essentialmaritime and land-side facilities includingan uncongested and easy access shipchannel, berths, laydown areas, skilled labor,multiple highways and three North
American Class-1 railroads. Coupled with its continued quest for
improvement and excellence in customerservice, the Port handles the multitude ofwind turbine components from all majorwind turbine manufacturers worldwide.
“Port Corpus Christi is proud to offercustomized logistics solutions for the fastgrowing wind energy industry in NorthAmerica. Port Authorities play animportant role within the supply chain tohelp customers and users successfullyexecute major wind turbine projects”, saysJarl Pedersen, Port Corpus Christi ChiefCommercial Officer.
“We also recognize the continuedinnovation in the wind energy industry andneed to make infrastructure investmentsallowing us to offer competitive solutionsfor transport of ever larger wind turbinecomponents.”
The Port Corpus Christi Commissionon 12 December 2017 approved a contractfor construction of an additional 25-acrelaydown yard for storage of wind turbinecomponents and other breakbulk cargo.The first phase comprising a 10-acre
laydown yard will be available by end thefirst quarter 2018 and the additional 15-acre laydown yard will be available withinthe following months.
Port Corpus Christi’s vision is to be theEnergy Port of the Americas. Since August2017, Port Corpus Christi has purchased100% renewable electricity produced bywind power projects and other renewableenergy projects in Texas.
PORT CORPUS CHRISTI TO WORK WITH US ARMY TO
WIDEN CORPUS CHRISTI SHIP CHANNEL
In October 2017, Port Corpus Christi andthe US Army Corps of Engineers (USACE)signed a project partnership agreement(PPA) for the deepening and widening ofthe Corpus Christi Ship Channel (CC ShipChannel). The CC Ship ChannelImprovement Project will widen the CCShip Channel to 530 feet, plus addadditional barge shelves, to allow for twoway vessel and barge traffic, and deepen theCC Ship Channel to 54 feet MLLW (meanlower low water) for the safe and efficientpassage of the modern fleet of world-classdeep draught vessels.
The Rincon Industrial Park, located on the northside of the Corpus Christi Ship Channel,features more than 200 acres of land. It has all utilities available, competitive rail serviceprovided by three carriers, and an intracoastal barge canal.
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Millard Maritime has been active on theUS Gulf coast for over ten years. Thecompany is privately owned.
Millard operates a deep water portfacility, centrally located on the US Gulfcoast, featuring a multi-berth largemarine terminal boasting a 1,600ftwharf, with export and importcapabilities for all types of bulk material.
Originally constructed as a coldstorage warehouse to export poultryproducts, the facility was repurposed inMay 2013 to handle general cargo —liquid, dry bulk, breakbulk and specialprojects.
Millard uses a wide range ofequipment — including Superior brandmobile conveyors, related receivinghoppers and shiploaders, multiple brandsof front-end loaders and excavationmachines, various types and sizes of forklifts along with a host of transit trucks —to handle a wide range of bulk andbreakbulk:
Millard Maritime’s focus is on dry andliquid bulk cargoes, including:v aggregates: these include sand,
gravel, pebbles, crushed limestone,and stone and are imported in bulk.They are destined for constructionsites across the country for use instructural foundations.
v chemicals: largely as a result ofNorth America’s competitive advan -tage in sourcing natural gas, the
chemical industry is growing in thesoutheastern United States. Millard’sTheodore, Alabama port, located inthe centre of the US Gulf Coast iswell positioned near numerouschemical and petro chemical manufac -turing plants. Coastal rail routes,along with Interstate 10 and 65provide easy and advan tageousaccess to customers moving bulkcargo into or out of the region.
DEVELOPING FOR THE FUTURE
Millard Maritime has its eye on thefuture, and part of this includes theexpansion of a 300-acre multi-use site.Plans include a build-out of the tankfarm, specifically to accommodatespeciality liquid cargo storage needs.Also planned is an addition to its railcapacity enabling it to handle unit trainsas well as increase its railcar storagecapacity, which is currently in excess of100 railcars. Further, it has a long-term
intention to extend its 1,600ft seawall byan additional 2,000ft plus bulk heading its24 acre barge harbour. Millard’s build-to-suit model will dictate further infra -structure expansion as well.
PORT FACILITIES
Millard Maritime is able to host twoPanamax vessels on dock at the sametime, but more commonly handles cargoto and from Handymax-sized vessels.
Touch up dredging alongside theseawall is not regularly required —perhaps every five years or so.Dredging has not affected cargooperations to date, nor does MillardMaritime expect it to due to its multi-berth capability and minimal dredgerequirements.
In terms of security, Millard Maritimeis a TWIC (Transportation WorkerIdentifi cation Credential) facility,maintaining security in strict compliancewith the same. It continually monitorsits site with security concerns in mind,and will develop additional securitymeasures whenever it foresees anyconcerns.
The company also boasts animpressive safety record, with no loss-time incidents in over two years.
For more details on MillardMaritime’s history and competencies,please see pp27–28 of the September2017 issue of Dry Cargo International.
Millard Maritime: central Gulf coast facility
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SECOND OF FIVE HEAVY-LIFT PROJECT CARGO
PIECES SHIPPED TO TRINIDAD
In December last year, the Port of NewOrleans (Port NOLA) revealed that thesecond of five heavy-lift project cargopieces manufactured in Louisiana hadrecently been exported through the Portof New Orleans, bringing together threeNew Orleans-based entities on aninternational supply chain solution. PortNOLA is partnering with Intermarine, aNew Orleans-based shipping company, andChet Morrison Contractors, a Harvey-based land and marine constructioncompany, to export five shipments oflocally manufactured oil platformcomponents to Trinidad through 2019.
“The Port of New Orleans is proud tocollaborate with our long-time shippingline partner Intermarine to be able toprovide the most efficient internationalshipping option for a Louisiana-madeproduct,” said Brandy D. Christian, Port ofNew Orleans President and CEO. “Thispartnership bodes well for the port’sdiverse capabilities and carrier options, aswell as for our homegrown manufacturers’ability to compete globally.”
The first piece, the base of an oilplatform built by Chet MorrisonContractors, arrived at Port NOLA bybarge at the Poland Avenue wharf and wasdischarged directly from barge to theIntermarine Industrial Edge by terminaloperator Coastal Cargo in August. Thesecond piece, the top side deck also builtby Chet Morrison Contractors, arrived bybarge at the Harmony Street wharf andwas also discharged directly from barge tothe Intermarine Industrial Edge by CoastalCargo in November 2017.
“Founded in New Orleans, Intermarineis always looking for any opportunities tobring our vessels to New Orleans,” saidFran Cruz, Commercial Line Manager forIntermarine, which specializes intransporting project, breakbulk andheavylift cargo. “It’s these strongpartnerships with organizations like ChetMorrison Contractors and the Port ofNew Orleans that have contributed to thesuccess of Intermarine.”
Chet Morrison Contractors is a leaderin providing construction, maintenance andabandonment services for the oil and gasindustry for land, inshore and offshoreenvironments. For more than 15 yearsChet Morrison has been shipping cargoexclusively with Intermarine through theGulf of Mexico.
“Working hand in hand with our localresources we were able to identify costsavings for the transport of pre-fabricatedmodules from our Harvey facility to theproject location in the Caribbean,” saidBrent Desselle, Chet MorrisonContractors Project Manager.
Both oil platform components arrived inTrinidad and were successfully discharged.The next project will commence loading inMarch this year with the same twocomponents.
ABOUT THE PORT OF NEW ORLEANS
The Port of New Orleans is a deep-draught multipurpose port at the centre ofthe world’s busiest port system —Louisiana’s Lower Mississippi River.Connected to major inland markets andCanada via 14,500 miles of waterways, sixclass-1 railroads and the interstate highwaysystem, the port is the ideal gateway forsteel, project cargo, containers, coffee,natural rubber, chemicals, forest products,manufactured goods and cruising. Anextensive network of ocean carrierservices, along with added-value serviceslike transloading of bulk into containers,make the Port of New Orleans thesuperior logistics solution for many typesof cargo.
While the Port of New Orleans isrenowned for its container handlingcapabilities, it is also heavily involved inmoving bulk, breakbulk, heavy lift/projectcargo, as well as perishable cargoesrequiring cold storage.
BULK IN CONTAINERS
The Port of New Orleans receives bulkcargoes by barge or railcar, and itsoperators then transfer it to containers forexport. Automated vacuum equipmentallows for the efficient and safe transfer ofcargo from barge to containers. Shippingbulk in containers reduces inventory andimproves cash flow for bulk shippers.Shipping in containers minimizescontamination of identity-preserved grainsand other bulk commodities.
BREAKBULK
v 13,511 feet (4,118 metres) of berthingspace are available at six facilities,tailored to breakbulk cargo;
v 1.6 million ft2 (151,000m2) of transitshed area for the temporary storage ofbreakbulk cargo;
v New Orleans is certified by the LondonMetals Exchange to handle and store
non-ferrous metals and steel billetstraded on the exchange;
v Discharge directly to or from barge orrail;
v Certified by the London MetalsExchange to handle and storenonferrous metals traded on theexchange; and
v Breakbulk terminal operators include:Ports America, Coastal Cargo, EmpireStevedoring, and Seaonus.
HEAVY LIFT/PROJECT CARGO
v Superior rail and waterway connectionsmake New Orleans an ideal port formoving oversized and overweight cargo;
v Several heavy lift shipping lines offerregular service into New Orleans;
v Railroad spurs at docks allow cargo tobe loaded and discharged direct to rail;and
v Direct load or discharge to bargeprovides convenient access to inlandlocations for the largest and heaviestloads.
HINTERLAND CONNECTIONS
Due to its geographical location, the Portof New Orleans has excellent connectionsto the hinterland.v Barges: New Orleans is connected to
14,500 miles of inland waterwaysthrough the Mississippi River and itstributaries. Additionally, the GulfIntracoastal Waterway provides directaccess along the Gulf Coast.
v Rail: New Orleans is the only seaport inthe United States to be served by all sixClass-One railroads, which allowscustomers direct access to a 133,000mile rail network. These railroads areconnected to the Port of New Orleansvia the New Orleans Public BeltRailroad, which maintains 26 miles oftrack along the New Orleans riverfrontand inner harbour. The Huey P. LongBridge provides a route for railcars tocross the Mississippi River. TheNapoleon Avenue Intermodal Railyardallows for a quick and easy way totransport cargo to and from theNapoleon Container Terminal by rail.
v Trucks: On a typical day about 2,130truck drivers haul cargo in and out ofthe port. Local and national carriersprovide truck service via the InterstateHighway System. The Clarence HenryTruckway gives truckers speedy anddedicated access to the port’sMississippi River terminals.
Project cargo: Port of New Orleans collaborates with New Orleans-basedconstruction & shipping companies to export oil platform components
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ORTS GmbH Maschinenfabrik 42
PINTSCH BUBENZER GmbH 47
Port Corpus Christi 83
REEL Alesa Ltd 76
RULMECA HOLDING S.P.A. 8
SENNEBOGEN Maschinenfabrik GmbH Front Cover
SIBRE - Siegerland Bremsen GmbH 49
Stemm Equipos Industriales, S.L. 3
Sumitomo Heavy Industries Material Handling Systems Co. 71
Terex Deutschland GmbH 51
TMSA Tecnologia em Movimentação S/A 62
Van Aalst Bulk Handling BV 30
Verstegen Grijpers BV 33
VIGAN 68
Achenbach GmbH Metalltechnik 49
Associated Terminals Back Cover
Breakbulk Events and Media / CMO Digital Marketing LLC 86
Cimbria Unigrain A/S 64
Coaltrans Conferences 80
Conductix-Wampfler 59
Damen Shipyards Gorinchem 37
E-Crane World Wide / E-Crane International USA 57
Fednav Ltd 15
FLSmidth Inc. 66
Gambarotta Gschwendt 11
Golfetto Sangati s.r.l. Inside Front Cover
Listenow GmbH & Co. 49
Mack Manufacturing Inc 71
Marcor Stevedoring BV Rotterdam 40
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