Rail distribution network boosts material handling to meet customer demand
A recent report refers to efficient rail transport as “the linchpin” behind the rapid movement of material from mine to market in the southeast United States. The study states that Florida’s current pool of 4,000 railcars must be increased to handle the additional material coming from out-of-state rail networks and through port terminals that need redistribution by rail.
Headquartered in Daytona Beach, Florida, Conrad Yelvington Distributors, Inc. (CYDI) is the largest rail distributor of aggregates in the southeast region of the US, moving more than 10mt (million tonnes) of materials through a network of 27 rail- served distribution terminals in the states of Florida, Alabama, Mississippi and Michigan. Now owned by Oldcastle Materials, the company currently leases more than 1,815 hopper cars, owns and operates at least two dozen locomotives and dispatches its own fleet of material delivery trucks. Most terminal sites offload one-to-two 100-car unit trains each week, with each railcar holding up to 100 tonnes of material.
Aptly put, the CYDI slogan is ‘aggregates in motion’, a phrase that fits its rail distribution network as well as the ongoing material handling upgrades at its terminals — the latter
being an initiative toward greater stockpiling capacity and efficient unloading at lower costs per tonne. To that end, CYDI has recently installed no fewer than a dozen automated telescoping radial stacking conveyors and at least five automated truck unloaders, all manufactured by Minnesota, USA-based Superior Industries. The new material handling equipment is placed in a number of terminals and applications, with plans for even more units being added as new terminals open within the network. At certain sites, Superior Industries has also engineered the tunnel conveyors and overland conveyors for the transfer of material from the railcars to the telescoping stacking conveyors.
When a 100-car train arrives at the company’s DeFuniak, Florida-based terminal, the train splits onto five different tracks. A locomotive backs in and hooks onto one of the sections at a time, and pulls each car over the tunnel conveyor where its load is conveyed to the TeleStacker conveyor, which builds up to eight different product stockpiles on the main part of site. Then the telescoping conveyor is remotely adjusted to feed its load onto a 300-foot overland conveyor which transfers material to an additional yard which accommodates another eight high-volume stockpiles. The entire 10,000-tonne shipment takes approximately ten hours to unload and stockpile, all without the use of a loader or truck.
 
PUMP UP THE VOLUME
CYDI distributes a variety of materials including granite, limestone, decorative stone, river gravels, and silica sands. No matter what the material, the company’s goal is to maximize stockpiling capacity at each of its distribution sites to meet growing demand. After all, regional reports indicate that from the mining process to the marketplace, and on to the placement
of material at the construction site — only a week may transpire — therefore unloading, conveying and stockpiling are key links in the logistics chain.
The company’s operations manager cites several major reasons for replacing conventional stackers with the 42” x 170’ TeleStacker® conveyors from Superior Industries. Top among them is up to 30% more stockpile volume on the same limited footprint. “With the stinger conveyor on the TeleStacker conveyor, you can build a much larger volume pile than that built by a fixed stacker. You’ve got that extra length that you can run, and that makes a big difference in volume,” he says, adding that an additional advantage is stockpiling without material loss due to segregation or degradation.
Minimized loader use is equally important. “With fuel and operator labour hours, we need to cut our operating costs
and these conveyors allow us to do that,” says the operations manager.
Then there is the issue of safety and loss prevention. “The safety in being able to adjust the telescoping stacker in bad weather is crucial. Once you retract the stinger conveyor, you bring the unit into a low profile,” he says, explaining that they had lost a couple of conventional gantry-type stackers to high winds during the recent hurricanes. “That’s when we decided we had to make the switch to TeleStacker conveyors. We can bring them in low to the ground and we don’t have all the cables to deal with, which was also a huge maintenance issue as well on the previous conveyors.”
 
EFFECTIVE TRUCK UNLOADING
Alabama offers over 3,000 miles of railroad track serviced by five Class I railroads, which gives shippers excellent main line connections to all major market centers. CYDI currently maintains three rail-distribution terminals in the state, with a fourth under development.
At two of its Alabama sites, CYDI stockpiles and distributes petroleum coke (petcoke), a residual product of the oil refining process, which has made significant inroads into traditional utility coal markets. Particularly along the Gulf Coast, supplies of fuel grade petcoke are growing in response to the installation of new refining capacity. Petcoke is now being blended
with coal for use in fossil-fuel power plants that can accommodate higher sulphur fuels.
The company’s Calera, Alabama site is both a coal and petcoke operation. “We’ve got a system there that blends coals with varying ash and sulphur contents to meet customer specifications. Then we stockpile it and sell it to the local market,” says the operations manager.
Coal products are trucked into the site and unloaded. CYDI uses two Superior RazerTail® truck unloaders to streamline its operations. The unloading systems can quickly and easily transfer material from belly dump trucks or end dump trucks and onto a conveyor. “We installed an infrared eye on the RazerTail truck unloader. When the nose of the truck runs across the grate and dumps into the hopper, it breaks in front of that electronic eye, which automatically kicks the conveyors on,” he says,
further explaining that the system is equipped with a timer so that the belts will cut off after material transfer is finished. The system does not require a dedicated operator, nor does it require the truck driver to leave his cab to start the process.
The operations manager stresses the importance of the RazerTail truck unloader being equipped with its own low-profile ramp. “Any other type of unloader would require us to pour a concrete tunnel and then install a conveyor within it — and that is rather sticky to do. This system has everything you need — and it’s portable — so if you need to, you can move it anytime you wish,” he says, adding that he is currently in the process of combining the RazerTail with a 42” X 170” TeleStacker conveyor to gain an even greater payback in product quality control and costs-per-tonne savings.



Unloading barges more efficiently with Bu¨hler BargolinkTM
GRAIN HANDLING ON INLAND WATERWAYS
Transporting grain by barge is an ecological and cost-efficient alternative to railway and truck haulage, write Sandro Suppa and Vincent van der Wijk. Bu¨hler’s low-maintenance Bargolink unloading system makes this mode of transport even more competitive.
Since time immemorial, ships have been used to deliver bulk goods over long distances, using the river current as a natural force to carry them downstream or yoking draft animals for
upstream transport. Although trucks and trains have taken up a large part of this task in the modern age, barges are still a viable alternative for many goods. A barge carrying one tonne of cargo can travel five times as far on five litres of diesel as a truck with the same freight — 500km, compared with the truck’s 100km of range overland. A ship carrying 3,000 tonnes of goods is equivalent to 50 railcars or 100 trucks.
Another plus is the ability to use an existing network of rivers, canals, and locks, which decongests the overland highway system. Continental Europe is crisscrossed by waterways. From the gateway ports on the English Channel and along the northern Mediterranean, grain is distributed to the inland markets of Western and Central Europe by barges. The Bargolink serves the needs of customers all along this system of waterways — mainly grain handlers and processors whose business model depends on short berthing times and reliable high-volume unloading capacities.
 
STRADDLING DRY LAND AND WATER
Bu¨hler has developed its Bargolink to unload barges of up to 5,000dwt at capacities of 150tph (tonnes per hour) to 300tph.
Here is how it works: a marine leg is positioned amidships in the material to be unloaded, where the marine leg moves through the product. To improve the feeding of the unloader, the marine leg is equipped with a fixed mounted feeding screw (hinged in order to equalize the inclination of the vessel) which digs into the grain in the ship’s hold and lifts it up onto a horizontal chain conveyor that carries the cargo to the port’s storage units.
These state-of-the-art ship unloaders are available as mobile or stationary versions. The stationary unit is fixed on the pier and the barge is automatically towed by winches, taking the role of moving the barge for continuous unloading. The mobile version on rails is equipped with a travelling gear, so the barge can stay fixed at the pier.
As a result, the Bargolink enables customized terminal plants according to specific requirements, taking into account the available space for unloader and barge.
The mechanical process is not only easier on the wheat, causing less wastage and defects and keeping the grain in a higher grading; it is also more cost- and energy-efficient than pneumatic unloading. Furthermore, the Bargolink is less susceptible to breakdowns. A pneumatic system’s fan is easily degraded by the fine particles it conveys; the Bargolink’s mechanical process means longer uptime, lower operating costs, less expenses on maintenance and spares, and half the energy usage. This makes the whole unloading process more economical and environmentally sustainable, especially considering the added demurrage costs to vessels if a pneumatic system breaks down. Lastly, the Bargolink operates at lower noise levels and does not generate lower frequencies than pneumatic systems whose loud droning and changing volumes may constitute a health hazard.
Already three customers in China, Croatia and France have been convinced that they can benefit from Buhler’s Bargolink. Altogether, Buhler’s Bargolink offers an investment-friendly, highly flexible and efficient solution for unloading systems used for inland water transportation in the genuine Buhler manufacturing quality combined with best in class components.
 
ABOUT BU¨HLER
Bu¨hler is a global technology leader which specializes in the supply of equipment, systems and services for the conversion of renewable resources derived from food and synthetic substances into top quality functional products and materials. Bu¨hler operates in over 140 countries and has some 8,800 employees worldwide. In fiscal 2011, the group generated sales revenue of CHF 2,13 billion. Bu¨hler Grain Logistics delivers products and complete solutions for the entire value-added chain, from agricultural product collection points right through to food processing plants.
 
 
 
Scantech’s COALSCAN: simplifying coal sampling before loading into barges
The largest coal companies in Indonesia, China,Taiwan,Vietnam and Thailand are all using on-line analysis of coal on a conveyor belt, first developed in Australia by Scantech. The key to the successful implementation of Scantech on-line analysis is that results are presented in real time and, if required, operators can make immediate changes to their operations to ensure product quality.
Dual Energy Transmission (DUET) is the most commonly used on-line ash measurement technique. The COALSCAN 2100 makes use of this technology. New developments in the DUET ash measurement technology permit coal depths up to 400 mm in some cases to be measured. This technology is perfectly suited to monitoring the loading of ships from barges where multiple coal sources may be blended to meet contract specifications.
For example, in Indonesia, operators have to manage up to 72 × 1.5 kg samples per barge (8,000 tonnes) and then send those samples to shore for analysis. Control over coal deliveries can instead be maintained by a COALSCAN 2100 monitoring the coal quality in real time. However, this measurement technique can have problems of inaccuracy due to changes in ash mineralogy. Fortunately, there are now methods for coping with this.
On conveyor belt elemental analysers, known as the COALSCAN 9500X, are now available to analyse the entire stream, avoiding not only the operating and capital costs of sampling, but also the sensitivity of older technologies to variation in ash mineralogy.
This technology is known as Prompt Gamma Neutron Activation Analysis, (PGNAA). As well as measuring ash, this technology measures the ash oxides and many other parameters useful for efficient plant control. There have been four generations of this analyser, with the latest model requiring minimal maintenance, has very low levels of external radiation and drift free analysis.
The modern designed analysers, such as the COALSCAN 9500X, are now installed directly around the primary belt, and so measure all the material of interest. Direct onbelt analysis of the material of interest has numerous advantages, the most important being that all of the material of interest is ‘seen’ by the analyser, so that there can be no errors from sampling, both by the by-line sampling technique and that used by laboratories for analysis. A new model of this analyser has recently been released that now measures bed depths up to 530mm. Such high coal flows are often associated with ship- and barge-loading facilities.
These technologies can all be combined with the microwave moisture monitor, so that a complete analysis of the coal is available in real time. Scantech also produces stand alone moisture monitors. The TBM 210 was developed about 25 years ago. The Scantech moisture analyser measures both the changes in phase and attenuation of the microwave signal, making it the most accurate analysers on the market. It is installed at many sites to assist, for example, monitoring moisture levels in of coal shipments, optimizing washery performance and maintaining appropriate levels of dust suppression. The TBM 230 has recently been introduced. This new moisture monitor penetrates coal bed depths up to about 600mm.
The results from on-line analysis are updated every one, two or five minutes as compared with the laboratory analyses of samples, which may be available hours or even days after the coal has been processed. This delay is even longer for samples collected in remote barge loading facilities. Further, it must also be recognized that no matter how accurate the laboratory analysis is, it is always based on a few grams of sample. There will always be errors involved with sampling, dividing, crushing and then preparing a few grams of sample to represent many thousands of tonnes of coal.
To maintain each analyser, Scantech has developed an extensive service network. The analysers are inherently very reliable and remote access via the internet to most analysers results in any problems usually being rectified very quickly. Additionally, a worldwide group of service agents and Scantech’s own service engineers are available for remote and rapid on-site support.
Analysers can be used in many applications; at the mine, the preparation plant, to control train/vessel loading, to monitor received coal at the power station and to
measure the coal quality fed to the bunker. Operators can control their plants according to the coal quality they are actually processing, not what they think they are processing. This leads to more efficient plant operations and better asset management.
On-line analysis allows more efficient use of the resource, more effective process control and more cost effective methods of mining, processing and burning of coal. On-line analysis should be viewed not simply as an alternative to laboratory analysis. The most beneficial on-line analyser installations are generally those where the user has realized the advantages that real time analysis can bring to their process.



Rail and barge loading/unloading — Telestack offers the mobile flexible solution
Telestack Limited continues to excel in providing innovative mobile bulk material handling systems to its worldwide customer base. This has been emphasized in the manufacturing and development of a fully mobile systems for loading barges and rail wagons directly from trucks. Telestack’s mobile truck unloaders are designed for a range of applications, with operators greatly benefiting from eliminating the double handling of the bulk material by unloading directly from trucks to barges/rail wagons. These mobile solutions offer the performance both in loading rates and environmental qualities of a fixed installation with the added bonus of greater flexibility and mobility on existing berths, to eliminate the need for dedicated Port / Berth infrastructure or civil requirements.
 
TELESTACK’S RANGE OF TRUCK UNLOADERS
The range of Telestack truck unloaders is extensive, taking into consideration varying truck sizes, payloads, materials, cycle times, unloading rates etc.... all customized to the needs of the particular client and operation. As with all Telestack products the mobility and flexibility of the units are the key features. The advantages of mobile systems are being recognized more and more in the industry, with port operators identifying the flexible mobile system as a viable option replacing expensive fixed installation which require civil work, planning permission and (in some cases) an ineffective loading procedure for both barges and rail wagons. The advantage of moving the mobile truck unloader of the site when it is not required is of great importance, especially when the port is not owned by the operator or it is a multi cargo berth.
Telestack’s mobile truck unloaders offer a range of mobility options for each individual requirement. The tracked-mounted option gives the operator unrivalled flexibility when moving around site, as this unit is completely independent of all other systems. There is a diesel engine to drive all functions, with an optional dual power upgrade available which means the unit can be tracked into position and plug in the three-phase electrical supply to power the conveyor belts; this limits the diesel consumption of the units. There is also an option of rubber track pads available which ensures the concrete/asphalt surfaces are not damaged from the tracks. The greater mobility of these units also ensures they can be used in other applications within in stockyards, mines and quarries if required. This is important for possible re-sale value if contracts are finished. There are also wheeled options available for a more basic unit which allow the operator or shipper to tow the unit around the site into each position. Telestack can also offer a static version, depending on the specific needs of the client.
Typically, the range of truck unloaders can handle trucks up to 50 tonne payload (Tipping or Dump truck), the large hopper capacity increases cycle times which increases production rates. As there is such a wide range of trucks available in the market, Telestack can custom-design the hopper area to facilitate the most effective and efficient unloading area, including extended hopper sides, folding sides, flared design, dual access (increased cycle times), integrated fall break and many more. This ensures that the flow rate of each specific material and truck can be defined and taken into consideration during the design procedure. Also, the unloaders can be easily fed from wheel loaders and grab cranes for added flexibility. When handling dry bulk material, the dust suppression measures installed on the units ensure minimal dust emissions when unloading. As seen in the picture on the left, the dust covers and telescopic discharge chute minimize dust emissions in the unloading area and discharge point.
All of the truck unloaders incorporate a heavy duty apron chain belt feeder, which ensures the surge of material discharging from the truck can be transferred and controlled onto the incline conveyor and barge/rail wagon or auxiliary equipment. Unlike other feeder conveyors that use rollers which would slip under the intense load in the hopper, the chain and sprocket driven belt, ensures there is no slippage and stalling of the feeder conveyor.
 
MOBILE TRUCK UNLOADERS AS PART OF MOBILE SYSTEM
Telestack’s range of truck unloaders can also be used with Telestack’s range of radial telescopic ship/barge loading conveyors. The combination of the mobile truck unloader and
the mobile radial telescopic shiploaders offer the ‘perfect’ loading operation directly from trucks to ship/barge. As seen in the picture below and on the top of p87, the radial telescopic technology offers unrivalled trimming capabilities without moving the truck unloading equipment.
 
RAIL WAGON LOADING — THE MOBILE OPTION
The flexibility and mobility of the range of truck unloaders and hopper feeders allow for different perspective for loading rail wagons. For loading directly from trucks, the mobile truck unloaders ensure an efficient loading method while completely filling the wagons without moving the train. The radial boom conveyor of the TU 515R mobile truck unloader allows for the wagons to be loaded easily while moving the truck unloader parallel to the rail line, see figure six and seven. The radial feature enhances flexibility for the operator and allows for radial travel 60° left/right, so the unit can be used in range of applications, including barge loading, stockpiling, feeding other Telestack equipment and many more. This unit can also be easily fed from wheel loaders, which allows for direct feeding from stockpiles on site, especially when trucks are not available or in between the truck cycle time for increased production capacities.
 
TELESTACK UNITS FULLY BUILT AND TESTED IN FACTORY BEFORE DISPATCH
Telestack products are fully designed and manufactured in the state-of-the-art manufacturing facility in the UK. All products are custom designed to each specific application, material, loading rate, and so forth. The equipment is fully built and tested in the factory before dispatch, with extensive testing of all operations, including electrics, hydraulics, functions etc. before been packed for transport (either containers or ro/ro). This
ensures high quality design and manufacturing throughout the process and ensures there are no issues with the equipment on site. In terms of installation and commissioning, all units are bolted together (no welding), minimal hydraulics and electric (plug and socket system), which ensures the units are operational within one week or less.

 
 
Railcar unloading with technologies from Martin Engineering
Unloading bulk materials from railcars is often a difficult, dirty job, it can be slow, labour-intensive, messy, noisy, and unsafe. Unloading procedures can be risky; they require workers to go underneath the car to connect the outlet to the under-track conveying system. Slow flow is costly and when the material is compacted by miles of rail travel, it hangs up in the cars, slowing the flow and lengthening the unloading process. When the material is moving, it is exposed to the elements, becoming contaminated or escaping into the environment. This lost material is costly.
Martin Engineering offers railcar connectors which are air powered, and which safely and cleanly funnel material from the railcar to the under-track conveying system. The BOOT-LIFT® railcar connector is installed between the tracks and forms a link between the railcar and the conveying system. Powered by air, they raise the unloading boots to the gates for clean, efficient, and safe unloading of bottom discharge hopper cars. By funnelling material to the under-track system, BOOT- LIFT® railcar connectors prevent material from being blown away by wind while eliminating the safety hazard of requiring workers to crawl under the car.
The boots automatically connect to rise with the railcar as it empties, maintaining an effective seal. Using only one cfm of air at 90psi, the system is efficient. It is easily and safely operated by remote air-over-hydraulic control console. Different models are available to suit any car, including single- or double-opening, round-opening, and GATX.
Martin also provides a full range of railcar connector accessories to simplify railcar unloading.
The BOOT-LIFT® manual aligner simplifies car positioning by allowing adjustment of the BOOT-LIFT® railcar connector up to six inches (152mm) total along the track. The BOOT-LIFT® pneumatic aligner provides eight inches of total adjustment and requires only 1 cfm of air at 30psi. BOOT-LIFT® cylinder covers prevent damage and contamination of air cylinders from material build-up and environmental conditions. The MARTIN® railcar opener proves successful in opening
stubborn car-bottom gates, reducing safety risks for personnel, and improving unloading efficiency. The weight of the railcar’s cargo load against the discharge gate makes the gate very difficult to open. Martin Engineering’s railcar opener uses compressed air to provide powerful force to open even the most stubborn gates, improving efficiency and safety of unloading operations.
Opening gates without backbreaking labour, gate damage, or loud noise, the railcar opener utilizes 2,700 ft-lb of torque and 90psi. Three pivoting wheels allow for maximum manoeuvrability, and can be positioned by a single worker. The height can be adjusted to fit various car gates and compensate for variations in unloading platforms. Stabilizers slide out to provide wide base for increased leverage. The adjustable width can also be an advantage when sliding through narrow doors and small spaces. The steel tube frame provides long life in ‘real world’ conditions. The 10” × 4” pneumatic wheels manoeuvre easily over rough rail-side connections.
Martin also offers a complete line of railcar vibrators. The vibration of a railcar over the track will
compact the car’s bulk material cargo, prohibiting the cargo from flowing out freely once the discharge gate is opened. Railcar vibrators from Martin provide powerful vibratory energy that enhances material flow to achieve full unloading. MARTIN® railcar vibrators will help customers receive the cargo they paid to have shipped to their facilities.
To stay competitive in the market, Martin Engineering continues to be an innovator. Since 1944, Martin has delivered tough, tested, and innovative material handling solutions, backed by genuine and dependable industry experience since 1944. Staying one step ahead of the competition, Martin has pioneered and introduced many technologies that are now trusted standards.

 
 
New E-Crane® barge-haul systems improve unloading efficiency
E-Crane Worldwide is a modern, state-of-the-art engineering and heavy equipment construction company, based in Adegem, Belgium and with subsidiary companies in the Netherlands (E-Crane International Europe) and Ohio, USA (E-Crane International USA).
The standard E-Crane product line consists of five series of balanced hydraulic cranes (E-Cranes): 700 Series, 1000 Series, 1500 Series, 2000 Series, and 3000 Series.The E-Crane is a truly revolutionary material handling machine as its main design feature is a parallelogram style boom configuration which allows the machine to be in near perfect balance throughout the duty cycle.
E-Cranes are unloading barges worldwide at up to 2,000tph (tonnes per hour), often in ‘mission critical’ applications where the E-Crane is the only means of unloading. Now E-Crane offers
barge-haul equipment designed to increase the speed and economy of the overall unloading operation.
The following is a brief outline of a ‘typical’ barge-haul system for moving loaded coal or limestone barges. This design provides ‘utility grade’ unloading equipment and can move one or two loaded 35ft x 195ft jumbo barges with a capacity of 1,500 metric tonnes. Available travel distance is +/-145m.
The vector-opposed barge-haul system consists of two opposed winches — one forward, one trailing (upstream/downstream) — that work in tandem with a continuous 7/8- diameter steel cable that includes two master links with a hitch rope for tying to the material barge. The barge can be secured against drifting away from the river cell or dock face by a continuous barge-breasting cable. This is the fastest and safest way to handle and offload a barge.
The two winches are mounted to the dock-cell tops with high-strength epoxy grout and 20 anchors. Each winch has a rated capacity of 14,000 lb on a single layer (21,000 lb starting) at a variable rope speed of 0–30 feet per minute. Winch motors are 15hp, 0–1,800rpm, 460V, three-phase, 60Hz, inverter duty, totally enclosed blower cooled with dust and water-tight motor- mounted disc brake, and 1,024ppr encoder for motor speed feedback.
The barge-haul system can be operated from inside the E-Crane operator’s cab or from a remote location by ground personnel while an empty barge is substituted for a full barge.
Local controls are mounted at each winch. The push button station inside the E-Crane cab is located for easy, convenient use; and a foot switch provides for hands-free barge hauling while the operator is simultaneously unloading the barges.
The control system uses dual vector drives, commanded by a PLC, to electrically co-ordinate both winches for maximum control over the barges. The operator’s station allows for independent or tandem operation of the winches. In tandem mode, the forward winch pulls rope in while the trailing winch pays rope out under controlled back tension. Winch motor speed is continually monitored by the PLC to eliminate freewheeling or loss of payout control. Acceleration and deceleration ramps with brake delays are programmed into the system to prevent shock loading of equipment.
The system also includes a NEMA 4 vector electrical control enclosure with all appropriate auxiliary equipment for the barge- haul drive control system, transformer, distribution panel and other electrical equipment.
Each E-Crane (equilibrium crane) and auxiliary equipment/systems are custom engineered for the customer’s specific application type, production goals and profit potentials. Thus the barge-haul system specifics may vary from application to application, depending also on peculiarities such as the river current speed, water level fluctuations, convoy sizes, space available for unloading equipment, and any harsh environmental conditions.
If the infrastructure, environmental issues or other circumstances do not favour a permanent installation, the complete material and barge handling package can be mounted on a floating material handling platform. In this case, E-Crane employs an experienced naval architect and qualified barge builders to assure compliance with all regulations and to assure a high quality, cost efficient offloading solution.
The floating material handling platform is the ideal solution where there is little or no existing infrastructure; when environmental issues prohibit the construction of a permanent
infrastructure; or if the flexibility of a floating, moveable system is desired.
E-Cranes excel and have unprecedented life in applications requiring heavy-duty production cycles and difficult working conditions. They are available in several models with outreach up to 150ft (45m) and duty cycle capacity up to 50 tonnes. Field service technicians and parts/service support for E-Crane equipment is available 24/7 from E-Crane locations in the USA and Europe.
E-Crane’s unique parallelogram design features a hydraulic pivoting, mechanically linked counterweight that keeps the E-Crane in near-perfect balance at all times. This reduces horsepower consumption and power requirements up to 50%. E-Cranes are available on pedestal, rail, crawler or barge mounts.



Versatile SMB International offers systems to load bags and bulk into barges
Whether you need to rebuild existing loading systems for bulk materials or bags, or find a combined system for bags and bulk material, the project managers and engineers at SMB International GmbH can offer a range of solutions.
Shiploading can be a very expensive business, especially in countries and regions that have plenty of rivers and other waterways, like Bangladesh, Russia or Vietnam. Variations in water levels on rivers exacerbate this issue. Labour costs for bag loading are very high; the process is very labour- intensive. This can result in extremely high demurrage costs.
SMB from northern Germany designs and builds automatic barge loading systems and shiploading systems for bags, for situations just like these. SMB’s systems use a loading arm with that can reach the entire hatch of the ship by slewing and luffing of the boom. A telescopic spiral chute extends the loading distance from the boom to the bottom of the ship. The telescopic loading head can be rotated in order to reach the entire freight area.
Numerous rivers make transportation advantageous, since wide routes can be covered by ship and it is not necessary to reload the cargo onto other vehicles. Furthermore, several loading-spots exist along the river.
SMB’s systems are used primarily for the transport of fertilizers, sulphur, rice, sugar and cement, as well as bulk materials and bags in general. Even heavy goods — for example
clinkers — are transported. SMB specializes in supplying combined loading systems for
bags and bulk materials. It uses a combination of conveying systems, making it possible for both loading types to work independently of each other.
 
SAVING MONEY BY MODERNIZING EXISTING SHIPLOADERS
Modern technology guarantees efficient operation of the systems, as well as fast loading and unloading. SMB has extensive experience in shiploading systems, as well as the redesign and modernization of existing systems by equipping them with modern controls. This enables remote system diagnostics and maintenance via the internet. It is also possible to achieve higher performances and capacities.
SMB’s main focus is always to guarantee optimized operations using the most modern procedures and well- thought-out systems.
When rebuilding systems, SMB’s engineers use existing steel-frameworks and install the latest and most modern technology into them. This procedure is particularly profitable as the main structure of the system will remain. According to the type of redesign, it can be carried out with only six weeks of system downtime. There are considerable advantages over investing in a whole new system, not least financial considerations.
The German company can carry out the entire modernization, all the way from conception and including project management and drawings, as well as all technical work. SMB operates worldwide.
 
 
Loading chutes – for flexible and versatile bulk material loading into barges, trains, ships and trucks
For many years, loading chutes have been used for loading dry bulk products into different vessels, such as tanker trucks, open trucks, wagons, ships, barges, etc. The strong point of the loading chute has always been the flexibility and the versatility in respect of being able to load all kinds of dry bulk materials, under virtually all thinkable and unthinkable conditions, and in nearly all known applications, i.e. in ports, in refineries, in cement and power plants, in grain terminals, etc.
For 25 years, Cimbria has produced and installed more than 12,000 loading chutes world wide, branded Moduflex, where the chutes are being used for loading anything from cobber concentrate over fly ash and cement to fertilizer, grain and food stuff. The chutes are used for loading ships and barges, open bag trucks and dumper trucks, stockpiling, tanker trucks and boats as well as train wagons. In many cases, the chutes are loading not only one specific product, but many products through the same chutes — for instance in port terminals. Other systems on the market only offers loading in open back trucks, and only with very specific and homogenous products.
This variety can only be supplied due to the versatility of the loading chute, based on the general construction and built-up. The Moduflex loading chutes are designed with a unique modular construction, which means that the loading chute can be adapted to suit 99% of all known applications within the dry bulk industry, although the parts being used are standard components. This ensures that the operators know that the loading chutes are based on well-founded, known technology that provides the user with quick access to standard spare parts, if a breakdown occurs, so down times are kept to a minimum. On top of this, the Moduflex loading chutes can cater for capacities up 4,000tph (tonnes per hour) in the standard configuration, and a drop of more than 25 metres. This flexibility can only be achieved using a loading chute, and is not possible in alternative loading systems.
Due to the fact that Cimbria manufactures several hundreds of Moduflex loading chutes every year, the price becomes very attractive, considering the price-quality relationship, and very low life cycle cost for the user. Installation cost of the loading chutes is negligible, as it only requires mounting the chute to the flange of the inlet with a number of bolts and connecting it to power (and pressurized air if the chute is with integral filter).
The Moduflex loading chutes can of course be used in light duty industries for loading grain, bran, feed stuff, etc., but also in the heavy duty industries for loading cement, limestone, fly ash, clinker, minerals, etc. Again this versatility is founded in the ability to construct the various parts of the chute in e.g. high density polyamides, abrasive resistant steel, stainless steel, liners in Vautid and/or ceramic compound materials. Furthermore, loading of products with larger particle sizes or very low densities and little structure are completely impossible to load, except through a loading chute. No other loading system can offer neither the same degree of adaption to specific needs of the users, nor the same safety and durability in one piece of equipment.
The proof of this point becomes even more evident when looking at toxic products, or products that need to be loaded in a closed system (food and chemicals), as this again is only possible using a loading chute. The demands of food safety and cleanliness within the chemical industry makes it impossible to load products as for instance sugar with any ‘open’ system, that exists on the market. The risk of contamination loading any product for human consumption and almost any chemical base materials in non-sealed systems is unacceptable and in some case dangerous to health. GMO products are another example of material that needs to be loaded within totally concealed systems. In order to avoid such contamination, a closed system with a closing device at the outlet that ensures an active sealing during loading and plugging when the chute is not in use, is required. The avoidance can be achieved by using accessories, FlexClose and FlexSeal, which are available for the Moduflex loading chutes.
Looking at it from a different point of view, the overall purpose of the loading chute is to ensure a dust free loading of the above-mentioned products. The environmental authorities in more and more countries are imposing strict legislation on environmental protection, and enforces these laws vigorously.This means that the ‘duties’ of loading involves 1) protecting the natural environment [air, water, soil], 2) protecting the surrounding [‘neighbours] environment and 3) the working environment [health and safety]. There is no argument against the fact that only loading chutes are able to fulfil all these tasks, and truly provide a dust free situation. Although other systems claim to do so, dust and particles will inevitable escape in the space between the outlet of the material provider (a silo or similar) and the inlet of the chute, e.g. a hopper, a hose or similar. Looking at the products mentioned above, they all have the common characteristic, that they create dust during loading. This dust needs to be confined and dealt with in a safe and efficient way. This objective can only be secured in a well aspirated loading chute, which is either connected to a separate filter or is provided with an integral filter.
The third aspect of modern loading is the varied
environments where loading takes place. In some case the loading does take place inside, in nice enclosed surroundings, but the vast majority of loadings are done outside, where wind, sun and humidity affect the material being loaded and the loading equipment. As an example, if loading is done through a hopper system, the wind will seriously affect the free falling product, creating dust problems, and if loading is done using a simple hose or bag, the humidity in the air will affect the product and cause disruptions in the loading procedure.
The conclusion can therefore only be, that loading chutes are, for now and for the years to come, the only alternative within loading systems where you combine flexibility and versatility with efficient loading, and at the same time adhere to the environmental legislation and work safety, that is a must for companies today dealing in loading and transportation of dry bulk commodities. Alternative systems have such a limited usage, that they can only be justified in very few applications, where the conditions and the product are so homogenous, that
they will work to the satisfaction of the users. Cimbria Moduflex has built-up a vast experience — due to the huge installed base — within loading of all kinds of dry bulk materials.This means that whenever it is faced with ever more stringent environmental legislation and/or new demands from companies, it can draw from this experience and very quickly adapt to fulfil these demands.
The Moduflex loading chutes are designed and sold by Cimbria Bulk Equipment A/S, a part of the Cimbria Group of Companies. CIMBRIA was established in 1947 and is today an international organization with 600 employees in 15 companies throughout the world. Cimbria offers equipment and processing plants for the grain and seed industry and transport and conveying equipment for bulk handling.