The Big Truck factory is located in Nijmegen, the Netherlands and the event was to introduce the new equipment to customers and dealers from around the world.

Emissions regulations
One of the main issues that was addressed during the one-day event was the new emissions regulations coming in to force in January 2011 which will affect materials handling equipment used in ports, terminals and heavy industry in the EU and North America.  During a presentation, Antoon Cooijmans, Big Trucks Product Manager for Hyster Europe, explained the changes and how Hyster has reduced fuel bills by up to 15% as a result. Tier 4i (interim) and Stage IIIB are North American and European Union (EU) emissions regulations.  Tier 4i is the US Environmental Protection Agency (EPA) emissions regulations for off-highway diesel engines in North America and Stage IIIB is the equivalent emissions regulations for the EU members. From January 2011, all diesel powered equipment with power ratings of between 174 and 751bhp (130-560 kW) will be affected by both sets of regulations. This means, for example, that all Hyster Big Trucks with lifting capacities above 16 tonnes (40,000lbs) at 1200mm, including container handlers and reachstackers, will receive new engines and system technologies. The regulations require diesel engines to reduce Particulate Matter (PM) exhaust emissions by 90% and Oxides of Nitrogen (NOx) exhaust emissions by 45% compared with the current Tier 3 and Stage IIIA emissions standards.  Achieving such low levels of exhaust emissions demands major investment in engine technology and involves the addition of new systems such as Particulate Filter after treatment and the use of ULSD (Ultra Low Sulphur Diesel) fuel.  Hyster has worked closely with engine manufacturer Cummins to apply new engine technologies to its range of Big Trucks and is now the first Big Truck manufacturer with this technology ready to order. The Exhaust Gas Recirculation (EGR) system used by Cummins combines today’s approach with high-pressure common-rail fuel injection and electronically controlled air and fuel management. The cooled EGR system enables clean combustion and results in a reduction in NOx emissions to the required levels. Particulate Matter (PM) is collected in a Cummins Particulate Filter and then oxidized by regeneration, in order to meet the requirements of the new legislation, with no impact on equipment operation. Tier 4i/Stage IIIB also requires that crankcase emissions, also known as blow by gases, be eliminated.  To achieve this, Cummins engines incorporate a highly efficient coalescing filter which returns the oil to the crankcase and provides the added benefit of removing oil mist and tiny oil droplets, ensuring that the engine and powertrain remain cleaner than at Tier 3.

On the upside
These changes do have their advantages.  For example, with the Cummins Tier 4i/Stage IIIB engines, Hyster has demonstrated improved fuel efficiency compared to Tier 3/Stage IIIA. Productivity has been enhanced, thanks to faster engine response, enabling the equipment to work cleaner and quieter than ever before with reduced CO2 emissions, helping users to reduce the overall carbon footprint of the truck. In addition, Hyster has introduced various performance optimisation techniques to help reduce the total fuel consumption even further. The upgrades, for example, include a key-switch in the operator compartment, enabling the selection of different power modes with the opportunity to achieve a fuel saving of more than 15%. Looking ahead, there are more regulations to follow and from January 2012, smaller trucks will be affected within the 75bhp to 173bhp (56-129kW) power category. Hyster is now also working towards 2014 and 2015 when there will be additional steps to reduce emissions even further.

Ports, terminals and heavy industry do not have to change their existing equipment to meet the regulations, however, all new machine purchases in the EU and North America must comply. As a global brand, Hyster will still be offering Tier 3 versions of its equipment in regions outside of the EU and North America.

New axle technology

One of the new [applied] developments that was revealed on the press day was a tyre preserving axle technology featured on Hyster’s latest 5-8 high Empty Container Handlers (ECH). According to Cooijmans the new ‘tyre saving’ drive axle will significantly reduce the overall cost of running empty container handling operations. Tyre wear, a major cost for port and terminal operations, can now be reduced by as much as an anticipated factor of 3 for the front (drive axle) tyres, plus 1.5 for the rear (steer axle) tyres.

“No other forklift truck manufacturer has access to this technology in Europe at present,” explains Cooijmans. “We can confidently prove that the new axle can significantly extend tyre life and greatly reduce costs for ports and terminals over the life of a vehicle and contract.” The new axle has the differential mounted in the wheel ends at each side of the axle, allowing the wheels to rotate independently, greatly helping to minimise tyre scrubbing. Typical conical wear of ‘fixed’ twin-tyre sets, as found on conventional axles, is eliminated using the axle as each wheel can rotate independently, yet still provide full acceleration and braking power. “Tyre changes on large container handlers are not only costly but can be time consuming too, as the truck usually has to return to the workshop,” Cooijmans adds. “Fewer tyre changes mean less downtime, plus less rubber waste means a better environmental footprint.” The new drive axle also provides easier handling and turning manoeuvrability for Hyster empty container handlers. The introduction of the new drive axle is the result of a seven year product development programme and significant investment from Hyster and AxleTech International. Another first for an empty container handler is for a client in Antwerp, whereby Hyster designed a new ‘lay-back’ mast option, enabling the truck to pass easily underneath overhead obstacles, which are commonly found in port and terminal environments, such as bridges or pipelines, where previously the mast would have to be dismounted. This model provides up to 8 high stacking capability with class leading lift speeds and a rear mounted cab for excellent visibility. On the ‘hooks and side-clamps’ EC spreader option, Hyster has also further improved visibility by re-positioning the vertical end pillars and the work lights, useful when the spreader is in the 20′ retracted position.

Reach stacker developments
Back in May, Hyster also announced a series of developments on its reach stacker range, including a 6-high stacking option for higher density container stacking. “For the first time, Hyster reach stacker models can stack 8’6″ height containers 6 high, in the 1st container row only” explains Cooijmans. “We have achieved this by fitting a longer inner boom.” Hyster’s reachstacker range is available in both container handling (CH) and intermodal handling (IH) versions and is designed for high density container stacking applications, usually up to 5-high and 3-rows deep.  The series is available with a modern clean-running diesel engine, oil-immersed brakes, robust drive-axle and advanced auto-shift transmission, which all combine to maintain maximum productivity and reliability during operation in demanding applications. Other developments include new standard features for all reach stacker models such as a powered sliding cab for optimum visibility from the industry leading ‘Vista’ operator compartment.   The container weight display (also showing distance and height), is also standard allowing the driver to anticipate the truck’s handling capabilities before the stability and weight limit is reached. A 10km/h driving speed limitation has also been introduced for its intermodal handlers when handling a swap-body/trailer by the “bottom-lift” legs. This is due to the new worldwide ISO 3691-1 norm, also included in the Machinery Directive 2
006/42/CE that stipulates “All container handlers delivered as of 1 January 2010, that are equipped with a spreader without an activated locking device must have a travel speed limitation of 10km/h, when carrying a container,” Cooymans explained. “There is no speed limitation when locking a container with twist-locks.” The Powered Damping Cylinders (PDC) function which enables drivers to ’tilt’ the spreader forward and backward over +/- 5 degrees is also now optional on CH models.  There are new options available across the entire Hyster Big Trucks range, which focus on maximising driver comfort and efficient operation, including an operator presence feature, where the engine is shut down when the seat is not occupied, to help reduce fuel consumption (more environment-friendly), a pre-set travel speed reduction function, a ‘DeLuxe’ air-suspension seat with heating option, high output air-conditioning and climate control.

The installed transmission and engine management systems ensures protection against potentially damaging operational procedures – for example, transmission forward to reverse “shifting lock-out” prevents potential tensional stress being applied to the drive train when changing direction. In addition, the engine protection and monitoring system initially de-rates the engine power and finally shuts down the engine when a fault is detected. The hydraulic system is highly efficient, and features ‘Two-Speed Lift’ and ‘Power on Demand’ functions so that the truck only delivers the required lifting power according to weight with class leading lifting speeds. Increased capacity handling is available thanks to models featuring stabilisers and/or increased wheelbase and there is easy service access to minimise cost and service time.

The port industry is part of the supply chain and its’ footprint is estimated to be around 3.5?4.0% and with a well reported global climate change and melting ice caps the facts are clear – port operations have to become ‘environmental friendly’. So how do you go about reducing the carbon footprint? Obvious measures can be taken without any financial impact, such as educating employees, shortening driving distances at the terminal and reducing idling times. Other options will include financial investments – large and small – ranging from retrofitting cargo handling equipment, installing ‘greener’ IT equipment and perhaps using renewable energy (such as wind farms). The aim of many terminals operators is to strike a balance between the implementation of environmental solutions and their profitability.

APM Terminals
Speaking at the Ports and the Environment conference in Amsterdam, the Netherlands, at the beginning of December, Henrik Kristensen, Head of Corporate Responsibility for APM Terminals stated: “The CO2 footprint continues to improve, and we anticipate reaching a 20% reduction in two years, which is a great achievement by our terminals.” Emphasising the success of the company’s commitment to sustainability as a business model for the APM Terminals Global Port and Terminal Network, environmental and safety performance targets are set to be exceeded for the year says Kristensen. In the area of environmental sustainability, ongoing efforts to reduce the company’s global output of carbon dioxide (CO2) resulted in a reduction of an estimated 35,000 metric tonnes of the greenhouse gas produced in terminal-related business during the first six months of 2010 alone. This amount of CO2 mitigation is the approximate equivalent of planting 1.4 million trees. The amount of CO2 generated per TEU lift during the six month period of January through June has decreased by 11.4% from the 2009 figure of 17.61 kilograms to 15.59 kg, a promising start on the way to meeting the company goal of a 10% reduction per TEU for the year. During 2009 APM Terminals decreased CO2 output per TEU by 8%. The largest component of the improvement has been the reduction of CO2 output at the terminals through enhanced production and operational efficiency. These measures have reduced energy consumption, saving both fuel and expenses. APM Terminals is using 9.6% less electricity for container lifts, and 11.6% less fuel per container move compared with 2009. CO2-neutral electricity, generated by non-polluting renewable resources such as solar and wind power now account for 6.4% of the company’s overall electricity consumption. Initiatives to convert diesel-powered RTGs to electrical power and the use of hybrid terminal tractors which operate both on battery and diesel engine power are currently being studied. The electrification of RTGs alone could result in the reduction of overall company-wide CO2 footprint by another 10%. (In 2009, Shanghai East Container Terminal (SECT) became the first terminal world-wide to convert its diesel RTG fleet to cleaner-running electrical power). The use of clean-burning natural gas for yard tractors, now being tested by Laem Chabang’s LCB-1 Terminal in Thailand, could reduce CO2 emissions by over one third, with estimates as high as 35%. With all ports and terminals within the APM Terminals Global Port and Terminal Network now monitoring environmental performance and reporting results on a monthly basis, overall progress and environmental Best Practices are shared throughout the company.  “We are counting on the input of every APM Terminals employee and every facility in making APM Terminals the Environmental Leader of the Port Industry,” said Kristensen. Furthermore, Kristensen explained that the company is also looking at other energy efficiency programs and innovations. For example at the Port of Tanjung Pelepas in Malaysia it is executing a prime mover project with French company Gaussin. Earlier this year, Gaussin launched the Automotive Multi Trailer System (AMTS) offering between 30 and 50% reduction in fuel costs with a stop and start system. The AMTS concept completes the Automotive Terminal Trailer (ATT) concept with the option of linking up numerous trailers. AMTS is revolutionary vehicle and significantly reduces the operating costs of port operators and 70% reduction in maintenance costs, while introducing a major innovation in terms of reducing greenhouse gases. Studies of the return on investment show that annual operating savings in the order of USD 120,000 can be achieved at a port like Dubai with the acquisition of just one single AMTS vehicle. But there are more alternatives that APM Terminals is looking at including EXS magnetic devices [re-defining fuel molecules], hydraulic power transmissions, reducing engine sizes and alternative lubricants are all being tested and evaluated.

Safety
Involvement and educating employees has also been a high priority for APM Terminals. As a result the company has also made significant gains in its safety performance in 2010, both in port and terminal operations, and with the newly merged Inland Services businesses whose results now are included in overall performance assessments.  During the first ten months of 2010, APM Terminals ports and terminals facilities reported 211 injuries world-wide, representing a decrease of 29% compared to the same period in 2009. The Inland Service division recorded a reduction of 16% in injuries during the first ten months of 2010. “Much still remains to be done to meet company safety goals, which specifically include the elimination of fatalities, which have risen this year to six within port operations,” said Kristensen. He also referred to APM Terminals’ annual Global Safety Day in October stating increased safety training for non-APM Terminals personnel- including any contractors and vendors conducting business at any APM Terminals location- has become a priority for accident reduction. “APM Terminals has implemented the web-based risk detection system Synergi to enable more advanced data analysis and risk mitigation methodologies. The system is widely used in the Oil and Gas industry.”   

Conclusions
So, where next  for terminal operators? According to Kristensen there are still lots of opportunities to reduce the carbon footprint in the ports industry. The need for environmental standards and more benchmarking will drive reductions even further while the need for increased collaboration in the supply chain will benefit many. “Sustainable business growth will enable new opportunities,” he concludedPhoto and Henrik Kristensen, Head of Corporate Responsibility

This article was published in the December 2010 issue of World Port Development. To receive a pdf of the article in its original format including charts and pictures please send an email to archive@worldportdevelopment.com

Solve one problem… get another

During the Ports & the Environment conference held at the beginning of December in Amsterdam, the Netherlands, the subject of on-shore electricity to reduce air pollution was discussed. But implementing such a system may not be so easy as Sheila Moloney reports…

As reported in our November issue at the beginning of October the Port of San Francisco became the first in California to connect a cruise ship to on-shore electricity to reduce air pollution. Jared Blumenfeld, EPA Pacific Southwest Regional Administrator, joined San Francisco Mayor Gavin Newsom and others at a
ceremony at Pier 27 where the Island Princess became the first cruise ship to plug in to shore-side power.

But the numerous terms used to describe the replacement of power [read electricity] generated onboard from diesel auxiliary engines with electricity generated on-shore can be confusing.  Fer van de Laar, European Director of the IAPH office based in the Netherlands shed some light on this during his presentation at the December event:  “You can call it what you want; shore-side electricity, shore-connected electricity supply, shore power, ship-to-shore power, cold ironing, e-Shore or Alternative Maritime Power (AMP) – bearing in mind that AMP is registered trademark. Effectively, there are two ways to provide a ship with electricity from shore.  From the ship down to the quay or from the quay up to the ship,” van de Laar explained. “Simple plug-in connection from the shore side with interlocking to prevent the plug-in connection from being opened during operation provides personal safety and is guaranteed by a safe interlocking system. The connection is automated, so that people without special training can operate it safely; mooring personnel must be able to make the connection. Automatic start-up of the on-shore power supply released by the ship when the plug-in connection is ready and the ship maintains the command over the shore side power supply – effectively it controls start and stop and synchronisation.” The benefits of on-shore electricity are obvious says van de Laar. “It offers major reductions in local emissions (air pollutants and greenhouse gases), reduction in noise levels (improves working and living conditions), reduction in vibration levels (improves working and living conditions) and improves the company image,” van de Laar added. But he warned that the system has some drawbacks. “The emission reductions are only achieved when a ship is at berth. Also electrical frequencies differ between regions, different systems have and are being installed and the implementation of OPS requires large investments on the quay and on the ship.”

Benefits
The benefit of the shore-side power system project in San Francisco is to improve air quality by providing clean energy to cruise ships docked in the port. Diesel-burning generators that power cruise ships at berth can spew 140 pounds of particulates and more than one tonnes of smog-forming nitrogen oxides in a single, 10-hour visit.  “There are 9,000 premature deaths in California every year from air pollution. This innovative green technology is an exciting step forward in the fight against climate change and will take aim at serious health problems facing Bay Area residents,” said Jared Blumenfeld, US EPA’s Administrator for the Pacific Southwest region. “The significant diesel emission reductions from this electric shore-power connection will result in fewer incidences of asthma, cardiopulmonary diseases, lost school and work days, and premature deaths directly linked to diesel pollution.” Plugging in to the local grid will allow docked passenger ships to switch from running on diesel, one of the dirtiest fossil fuels, to clean renewable energy from the City’s Hetch Hetchy hydro-electric dam in Yosemite National Park. The USD 5.2 million on-shore electricity project is expected to remove more than a tonnes of deadly particulates from the air each year. The new system is only the fourth in the world, with others in Juneau, Alaska, Seattle and Vancouver, British Columbia. Although the new technology requires an initial investment of about USD 1 million per ship, cruise ship owners expect to see significant savings of about USD 16,000 a day per ship in reduced energy costs.

Drawbacks
As van de Laar pointed out one of the drawbacks is the large investment needed to provide on-shore power to the ships. In San Francisco, much of the USD 5.2 million budget went towards the giant cables, spool and 27-foot tall metal arm that physically connect a ship’s power supply to the city’s infrastructure. Funding was also provided for upgrades to the electrical grid in order to accommodate the additional 6 to 12 megawatt demand from each passenger ship. Usage for the entire city of San Francisco, for comparison, usually falls between 900 and 1,000 megawatts. “The Port explored a number of funding options for shore-side power,” explained Port Executive Director Monique Moyer, “and found initial success with the Bay Area Air Quality Management District’s Carl Moyer Program, and later with the Environmental Protection Agency and San Francisco’s Public Utilities Commission. We couldn’t have done this without them.” Another speaker at the Ports & Environment Seminar, Rob Witte, Director at DGMR Consultants, the Netherlands, pointed out with his presentation that although the numerous benefits of using on-shore power are obvious there might be a sting in the tail when you discuss a reduction of noise emissions by using on-shore power supply. It would be obvious when a ship turns its engines off that there will be a reduction of noise but what would be the final result? Of course, noise emission depends heavily on the type and size of ship e.g. RoRo, bulk, container or general cargo vessel – but emissions remain an issue for many ports. DGMR Consultants are specialised in noise emissions and have been commissioned together with Royal Haskoning by the Port of Amsterdam to do research in the field of noise emissions from ships while in port. In particular, the port wanted to evaluate the noise emissions from a moored ship at a container terminal in Amsterdam in a 1km catch area. Witte also gave some other examples of ports that have encountered the problem of noise emissions, such as the port of Rotterdam, which is looking at a newly employed vessel at a RoRo terminal and a banned tanker in Vlissingen. Outside the Netherlands there are similar issues, for example in Denmark an investigation is on its way on sea-going vessels from a particular company, while Copenhagen port authorities are looking for a ‘different’ cruise terminal because of noise emissions. Another ‘noisy’ case is in the French port of Nice. Although each ship has different engines, are different in size and are equipped with numerous auxiliary engines, Witte made it clear to the audience that there is a clear difference in sound power levels [in decibels] depending on the ships’ use and its size. For bulk ships noise is often created by exhausts and ventilation, while for oil tankers there are additional ‘noise creators’ such as continuously running pumps and for container ships this could be reefer containers. During his concluding remarks Witte pointed out that initial findings showed that by using on-shore power for a 25,000dwt tanker and RoRo vesse,l no noise reduction was achieved, while for a 35,000dwt container vessels a 5% reduction in noise emissions was achieved, for a 5,800dwt general cargo ship this was 8% and for a 75,000dwt bulk carrier a reduction of 10% was achieved. Although the project is still on-going it clearly shows that on-shore power doesn’t eliminate noise emissions in all cases and although the environmental benefits depend on various factors, such as engine performance, fuel used, the length of time a ship is at
berth on-shore power might still cause an issue with port authorities.

Where is the electricity coming from?
There might also be another problem to consider and that is where the electricity is coming from and what source is being used? In Gothenburg, Sweden, the port authority adopted an on-shore power system that cuts emissions by 94-97% for ships at berth. It has done this by using renewable energy from wind turbines to power the ships at berth. Gothenburg currently has 5 quays supporting this technology and is building its new quays to anticipate an expansion of demand for shore-side power. This includes canalisation of the new quays, which reduces costs when future systems are installed. Once established, the systems require no extra manpower and ships at berth operate silently, reducing noise pollution. By using wind turbines, as is the case in Gothenburg, you can put things in perspective and argue the case how the electricity is being generated for the on-shore power system. A recent study shows that Norway, where they use hydro-electric  power station to generate electricity, the total system (generating electricity and supply) would be reflect zero emissions, while coal-fired power stations in Italy would generate three times as much CO2 compared to nuclear power-friendly stations in France. Therefore consideration has to be given on how electricity is being generated to make such a system an ‘all-rounder’ to be called environmental friendly.

 In fact, you can reflect on how well the industry is doing by measuring their sales but this remains somewhat mysterious. “Due to corporate limitations, I’m not able to give you the final sales results or a reference list for 2010 (this will be presented in January 2011) but sales of Liebherr Mobile Harbour Cranes are about the same as in 2009 (>70 units). About half of them were delivered in four-rope configuration for dedicated bulk handling,” said Joachim Dobler, Marketing Mobile Harbour Cranes/Reach stacker at Austria-based Liebherr-Werk Nenzing. This would indicate that things are not all bad. But what have other manufacturers done in the past year?

Rulmeca
In July 2010, Italy-based Rulmeca announced that their subsidiary Rulmeca Tianjin Co Ltd completed the delivery of rollers for the second phase of the important project of China Resources Cement (Huarun Group) in Fengkai, China, the longest belt conveyors ever built in Asia. Rulmeca Tianjin received the order at the beginning of 2009 for more than 180.000 rollers for 2 belt conveyors lines of 40km for the limestone handling to link the quarry to the cement plant in Fengkai, China. The 2 lines of parallel-long distance curve belt conveyors feed one of the biggest cement plants in the world with limestone at 30,000 tonnes per day. Every line is composed of 3 curved overland conveyors (11, 12 and 17km) powered by a total of 19 groups of 750kW with a belt speed of 5m/s. The curved conveyors were designed to cross over 25 mountains but also roads and rivers.

Taim Weser
Taim Weser, Spain, is reporting to have delivered their new mobile, rail-mounted loader for cereal loading to the Port of Marseille (Port Autonome de Marseille – PAM), the most important port in France and the third-largest in Europe. The new cereal loader, which is provided with the most advanced control technology, will allow the increase of the French port’s bulk shipping management capacity.  In 2008, the PAM embarked on a modernisation and expansion process that included, amongst other actions, the implementation of a new logistic export structure. To this end, it turned to the technology of Taim Weser, which has been in charge of the design, installation and commissioning of a mobile, rail-mounted ship and barge loader for cereal (wheat, corn, rapeseed, dry peas and barley), which has been installed on the Gloria quay at Port-Sant-Louis. Last October, once the loader assembly and commissioning were complete, Taim Weser technicians, together with the client’s specialised personnel, conducted the corresponding no-load and load testing to verify that the installation worked properly. After passing all tests, the new loader is fully operational and on the 15th of November it loaded its first ship. It is a machine designed to operate 2,000 hours per year and will be used for the loading of 80 to 205m-long ships and barges with a capacity ranging from 3,000 to 30,000 tonnes. The loader has a 38m-long boom that is luffable so as to allow the passage of ships when in the parked position. A telescopic chute travels along the entire length of the boom and is equipped with a telescopic nozzle with a trimmer on the end for the correct distribution of cereal inside vessel holds. It is fitted out with its own PLC, which performs control functions together with the different control instruments and safety elements its is provided with, such as limit switches, collision sensors, an anemometer, level probes, etc. With the arrival of the new loader the terminal will be able to manage a higher cereal shipping throughput and speed up all loading and unloading operations.

Liebherr Werk Nenzing
According to the company, this year’s main developments are the patented Pactronic Hybrid Drive System and the new LHM 550. The Mobile Harbour Crane range with performance ranging from 40 tonnes to a maximum of 208 tonnes is again expanded with a new model. With a maximum lifting capacity of 144 tonnes and maximum outreach of 54m the impressive range of application comprises highly efficient container handling up to 38 cycles per hour. The bulk version has a 48m boom and is designed for a bulk handling capacity of up to 1800t/h. The new LHM 550 is truly a milestone in the development of mobile port equipment say Liebherr. It is the first Mobile Harbour Crane running with a hydraulic, hybrid drive system [Pactronic] which was first introduced to the market in May on the new LHM 550, it will then be gradually rolled out on more crane models and by 2013 Pactronic will be offered on Liebherr’s entire mobile harbour crane range. Pactronic brings efficiency to a new level with turnover performance increases by 30% and at the same time fuel consumption decreases by 30% (for further information see article on Mobile Harbour Cranes).

Tenova TAKRAF
Earlier this year, Tenova TAKRAF, Italy, accomplished the refurbishment of a large bucket wheel excavator (BWE), built more than 27 years ago by the company. The big machine left the erection yard perfectly in accordance with the budget and timing of the project, looking like a brand new machine and it travelled on its all new crawler tracks to its operating place in the Sibovc mine of KEK Kosovo, where it commenced to work immediately. The complete mechanical and electrical revamping was realised in less than two years by the consortium TAKRAF/ABB/Vattenfall Mining Consulting and local partners. The whole machine, of more than 1500 tonnes of weight, was dismantled in large sections and then refurbished or replaced in some parts to be finally reassembled and commissioned.  For the ILVA steelworks in Taranto, Italy, the company received the Provisional Acceptance Certificate (PAC) for the modernisation of a grab ship unloader. The unloader is one of the worlds largest in terms of operating capacity – more than 3,000tph of iron ore and coal – and size: it will unload ships up to 325,000dwt. May was an important month for Tenova TAKRAF as it received contracts to supply a pet coke handling system in Saudi Arabia, a turnkey system for Mauritania and a new stacker for Vale. Gulf Consolidated Contractors (GCC) awarded the contract to Tenova for a pet coke handling system, storage and ship loading system for their new Jubail Export refinery in Saudi Arabia. Tenova will be working in partnership with PHB Weserhutte and will be responsible for the design, supply and site delivery of a handling system comprising a conveyor belt system plus one scraper in the refinery area, an overland conveyor covering a distance of 25km from the refinery to the port, a system of conveyor belts plus two scrapers and one ship loader in the port area. The system will be used to store, transport and load petroleum coke, a solid residue obtained from petroleum refinement processes. The company also signed a contract for the turnkey supply of a ship loader and a conveyor system to Société Nationale Industrielle et Minière (SNIM), a state-owned company in Mauritania. The new ship loader has an iron ore capacity of 12,000t/h and is part of a project for the expansion of the Zouerate mine. The extracted ore will be transported by rail from the mine to the Nouadhibou terminal for export. For the Vale terminal at Ponta de Madeira in Sao Luis do Maranhao, Brazil, Tenova received the Provisional Acceptance Certificate (PAC) from the customer for an iron ore stacker with a capacity of 20,000t/h and 55m boom length. The fabrication of the steel structures has been carried out at the TIMEC plant, China, also part of the Tenova group. Due to financial problems of the erection partner, the final erection activities have been performed directly by Tenova Italimpianti do Brazil. The stacker was part of a contract, which also included the design and turnkey supply of one bucket wheel reclaimer with a capacity of 11.000t/h, and with a 50m boom length and two identical stackers of 16.000t/h for the Carajas mine site, currently under final erection stage. In June, Tenova TAKRAF signed another important contract with Brazilian mining giant Vale. The contract includes a
new giant iron ore stacker on a turnkey basis with a nominal capacity of 16,000t/h and with a project capacity of 20,000t/h. The stacker, which will have a 55m boom will be installed at the Ponta de Madeira terminal as part of Vale’s plans to expand the terminal to 130 million t/y. The stacker is scheduled for delivery 730 days after the contract date and covers optional supply of an identical machine.

Total Soft Bank
South Korean Total Soft Bank announced the launch of its MOST (Multi-purpose Operation System for Terminals). The TOS system is an easy-to-use web-based system for multi-purpose terminals handling all kinds of cargos such as liquid bulk, dry bulk and break bulk. MOST offers users an ability to grasp and manage the whole work process of a terminal with computerised and automated solutions. From small- and medium-sized conventional terminals to large-scaled multi-purpose terminals, MOST can provide them the most time- and cost-effective results in terminal operations.