Gravity at work with CSL transshipment solutions
Throughout its history, CSL has been perfecting the use of belt self-unloaders on short sea shipping routes, and today is recognized as a major supplier in this specialized trade. In recent years, CSL has been charting a similar course in another niche sector — transshipment — where its gravity-based solutions are proving a success on some of the largest projects in the world.
At Sept-I^les, QC, (Canada), CSL’s Atlantic Superior travels one nautical mile from the load dock to a Capesize vessel at anchor in the bay. The flexibility of the Superior is key to her success, as she essentially acts as an extension of the customer’s (Cliffs Natural Resources) draught-restricted shore loading facility to deliver iron ore concentrate around the clock.
It takes just of few moments of watching the Superior in action to appreciate the efficiency she brings to the project. The vessel delivers cargo at an average rate of 3,000tph (tonnes per hour). Her C-loop conveyor belt system lifts the ore from the longitudinal conveyors running below her cargo holds, and deposits it on the conveyor of the deck-mounted discharge boom. The 79-metre boom is positioned over the cargo holds of the Cape, and is manoeuvred by a ship’s officer using a remote control to manage the placement of the cargo during the continuous-flow discharge.
Since its first load in the summer of 2010, the Atlantic Superior has transshipped 5.6mt (million tonnes) of iron ore concentrate for export.
“In this robust market, customers demand reliability and predictability. This transshipment operation has proven to be highly adaptable and an efficient link in getting the iron ore concentrate into Capes and delivered to Asian markets,” said CSL’s Dan McCarthy, director of marketing and strategic planning. “We can attribute its success to the total team approach we enjoy with the customer, stevedore, tug operator, agents and ocean vessel owners. We communicate very closely and plan the details with an open mind to all options, and then we diligently execute each phase of the operation. We also have the benefit of years of experience with this type of transshipment.”
CSL pioneered ship-to-ship transfers in the early 1980s, working with coal exporters in Canada. It was an answer to the severe congestion facing US East Coast ports at the time. Sept-I^les Bay was the site of the first ‘top-off’, as the transfers became known, due to its sheltered location and deep-draught anchorage. Deep water and shelter also made the Strait of Canso, Nova Scotia, an ideal site for the operation, and it is still used today by CSL International of Beverly, MA, to transship export metallurgical coal originating in Baltimore, MD, for customer Xcoal.
The knowledge and experience gained from the original ‘top- offs’ helped CSL expand its transshipment offering into a growth business for the company. CSL now transships more than 24mt of cargo around the world annually, with marketing, commercial, operational and technical expertise now centralized in one organization, CSL Transhipment (CSLT), based in Singapore.
“A successful transshipment operation starts with a full review of the logistics challenge, which allows CSL to determine the optimal overall solution,” explained CSLT managing director, Jakob Hansen. “Once determined, the actual design of the cargo-handling system and choice of equipment makers and building yard is critical. Transshipment is a highly intensive operation, often in remote areas, so reliability is paramount. Reliability and productivity originates in the design, and this is an area in which CSL excels.”
Half a world away from Sept-I^les, CSL Australia employs a gravity-based solution of a different sort for its Project Magnet at Whyalla in the Upper Spencer Gulf.
In 2004, OneSteel, the Australian-based mining, ore processing and steel manufacturing company, was looking to expand its export of magnetite ore from its mine in South Australia to major markets in North Asia. OneSteel approached CSL with a challenge to develop a cost effective and reliable method for overcoming draft restrictions at its load dock — limited to Supramax vessels — so it could gain access to Capes and their lower freight cost.
CSL responded by developing an innovative, high-capacity floating offshore transshipment system that is able to load Capes quickly, while avoiding expensive and environmentally damaging dredging. The solution enabled OneSteel to access a new export market in a competitive way.
The operation consists of the 96m-long floating offshore transfer barge (FOTB) Spencer Gulf, and two 118m-long, 12,000dwt gravity-based self- unloading barges (SUB), Barngarla and Middleback. Each of the vessels was purpose-built for the project and, together, they combine to transship at rates up to 5,000tph.
With each transshipment, the Spencer Gulf is secured to the Cape for the duration, and the SUBs shuttle between the OneSteel loading jetty and the transshipment point — in deep water approximately eight nautical miles offshore — using three dedicated tugs. Using their custom gravity systems, the SUBs self- discharge onto the Spencer Gulf, and the FOTB then transfers the ore, via incline belts and a discharge chute, directly into the export vessel’s holds. A typical transshipment consists of 15 barges of ore and takes less than four days to complete.
“The main driver for the Whyalla design was minimizing operational expenses without compromising productivity and reliability,” said Ian Ives, CSL Australia’s director of transshipping operations. “We needed a highly-automated that could be operated with low manning. The entire operation is run with 12 persons on the Spencer Gulf.”
The SUBs are unmanned and all tug lines are preset for automatic pickup by the tugs. The mooring system was designed for double-duty, both utilized at the ore jetty for loading and
alongside the Spencer Gulf for discharging. The system is operated from the tugs remotely, with no mooring lines required.
As the SUB arrives on site, it plugs into the Spencer Gulf for power and all its operational systems for discharge are connected wirelessly to the FOTB’s control room, where one operator controls the discharge system. Remote control cameras on the SUB and Spencer Gulf allow the operator to monitor the entire operation without leaving the control room.
“It was through the use of these high-tech systems that we were able to minimize manning and achieve the low transshipment costs required to make the operation competitive compared to traditional shore-loaded Capes,” explained Ives. “The adoption of the same gravity system used on our ships has proven a far more reliable, productive, cost-effective and
environmentally sound system compared to crane-based off- shore transshipment alternatives. The system has also provided OneSteel with a dedicated facility in Whyalla, removing the risk of congestion. This is a significant factor in Australia where, for example, the typical waiting time for a berth in Port Hedland is up to 28 days.”
Beyond the Canada and Australia operations, CSL brings a host of transshipping solutions to customers in South Asia, on the US East Coast and in other developing markets. The
equipment ranges from crane-based transshipment platforms to marine leg-fitted platforms to hybrid self- unloaders, depending on the logistical requirements of the operation.
“Too many transshipment projects don’t deliver as expected because the operator fails to fully appreciate the complexities involved and under-designs the equipment. CSL is extremely thorough and our track record is exemplary,” said CSLT’s Hansen. “All of our transshippers perform well above expectations and enable our customers to realize higher revenues, lower costs and increased profits.”

Coeclerici Logistics S.p.A. reports on latest transshipment activities
Coeclerici Logistics S.p.A, the logistic arm of Coeclerici Group, designs, builds, owns and operates complex transshipment facilities worldwide, writes Capt. Giordano Scotto d’Aniello, Head of Commercial Department at Coeclerici Logistics, Milan, Italy. It offers core expertise in designing specialized offshore transshippers for handling a variety of dry bulk commodities.
 
FTS ‘BULK JAVA’
The most recent Coeclerici Logistics projects involve the deployment of two significant transshipment units: the floating transfer station (FTS) Bulk Java for PT Berau Coal, the fifth- largest coal exporter in Indonesia, and the 53,776dwt Bulk Zambesi employed by Vale Mozambique for loading operations in Beira/ Mozambique.
Bulk Java was successfully delivered by Nantong Tongshun shipyard in line with the scheduled term of construction and it arrived at Muara Pantai, East Kalimantan, in July this year commencing the transshipment service for PT Berau Coal.
Despite its commissioning period, the FTS effectively ran off with a net daily loading rate in excess of 36,000 tonnes of coal, loading during the first two months of operations five oceangoing vessels (OGVs) for a total quantity of approximately 400,000 tonnes of coal.
The performance is achieved by the handling system equipped with two heavy duty cranes of 30 tonnes capacity, two swivelling shiploaders, along with a combination of hoppers and conveyors. The FTS is designed with a minimum air draught of 18.5m at maximum draught that makes it able to transship cargo from barges to OGVs up to Capesize vessels with a maximum beam of 45m and maximum deadweight of 180,000dwt.
The FTS is environmentally friendly and designed to meet the requirements of international classification societies and according to IMO, MARPOL (SOPEP), IOPP, ISPP, IAPP as well as local regulations, and Coeclerici standards. Coal spillage and pollution are prevented by anti-spillage hoppers, spillage free grabs and completely closed conveyors belts.
 
THE ‘BULK ZAMBESI’ TRANSSHIPMENT VESSEL
In July this year Coeclerici Logistics delivered to Vale Mozambique the latest-generation 53,776dwt transshipment unit Bulk Zambesi. The unit, which will be employed for coal loading of-shore Beira, Mozambique, has sophisticated loading systems able to transship coal at 5,500tph (metric tonnes per hour) from her holds into OGVs. All the devices installed onboard have been installed with a great emphasis on the protection of the environment and preventing pollution.
The vessel is in compliance with the last international code resolutions for ship’s safety and security, protection of crew and of the environment and recent additional classifications have been obtained which include:
 Maltese Cross Symbol (AUT-PORT) means that the ship is fitted with automated installations enabling the ship’s operation in port or at anchor without personnel for the watch-keeping of the machinery in service. Such arrangements provided are to ensure that the safety of the ship in port is equivalent to that of a ship having the machinery spaces manned.
Maltese Cross Symbol (AUT-UMS): the ship is fitted with automated installations enabling periodically unattended operation of machinery spaces. The arrangements provided ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned;
BWM – E – sequential: the transshipper complies with the ‘International Convention for the Control and Management of Ship’s Ballast Water and Sediments’ as adopted by the IMO (International Maritime Organization) on 13 February 2004, by means of a ballast water exchange by sequential method.
Clean Air: the transshipper is fitted with efficient means to control and prevent the emission of polluting substances in the air.
The unit has also been designed and equipped to prevent air pollution from any of the following hazards in addition to those stipulated by MARPOL 73/78 Annex VI:
  • emissions of ozone depleting substances;
  • emissions contributing to global warming;
  • emission of nitrogen oxides (NOx); and
  • incinerators.
Tailor-made solutions developed by Coeclerici Logistics and employed worldwide include:
 
INDIA — FTS ‘BULK PROSPERITY’
The self-propelled FTS, currently operating in Goa on behalf of Fomento Group, is equipped with two 30-tonne cranes with an outreach of 38m and an air draught of about 18m. This versatile FTS is able to both discharge vessels into barges with the help of hoppers and a barge loader at a daily rate exceeding 18,000tpd (tonnes per day) and load OGVs from barges by means of a 32m shiploader at a daily rate in excess of 30,000 tonnes per day. The system can handle various kinds of dry bulk cargo like coal, iron ore, limestone, bauxite, etc. and can reach large vessels up to Capesize.
 
INDONESIA — FTS ‘BULK PIONEER”
The FTS began operations in 2005 for Kaltim Prima Coal; the trading areas are Lubuk Tutung and Tanjung Bara, in East Kalimantan, Indonesia. The FTS is being used to load coal brought from the Bengalon mine developed by barges into oceangoing vessels. The daily loading rate is in excess of 35,000tpd.
 
VENEZUELA — FSTS ‘BULK WAYUU`’
The FSTS (floating storage transfer station) Bulk Wayuu`, in operation in the Maracaibo lake for Carbones del Guasare, provides sufficient buffer capacity to permit an uninterrupted and smooth coal loading operation. With its latest modernization carried out, the average daily loading rate is now over 40,000 tonnes.
These rates have enabled Carbones del Guasare to improve the vessel turnaround time and loading rate, thereby considerably reducing the freight cost. On the 4 July 2011, Bulk Wayuu` completed the loading of the 1,500th vessel, with more than 67mt (million tonnes) loaded since 1998.
 
ITALY — FTS ‘BULK IRONY’
Bulk Irony has been designed to enable the client to receive raw materials in fully laden Panamax vessels. It has handled over 4mt and the average transshipment rate achieved is about 27,000tpd.
Bulk Irony is ISO:14001:2004 certified and was awarded the prestigious EMAS (Eco Management and Audit Scheme) registration in April 2009.
 
BLACK SEA — FTS ‘BULK KREMI I’
Bulk Kremi I, through the recent joint venture with Transship Ltd (the major transshipper operator in the area) has strengthened its position in the Black Sea.
The FTS is operating in the gulf of Kerch to handle mainly sulphur cargo, though it also handles iron ore and coal overcoming a logistics bottleneck in the area. The operations, which are performed in conjunction with Transship Ltd’s floating crane Atlas I makes it possible to offer their customers an integrated logistics chain solution.
Each of the above systems has been developed after careful analysis of the client’s requirements.
The performance of the equipment designed, implemented and operated by Coeclerici Logistics, has been of a high level, and has led clients to form long-term alliances with the company. Coeclerici endeavours to repay the trust that its clients have placed in it, by continuing to perform at levels that are higher than the contractually guaranteed parameters.


Cargotec’s new Marine Selfunloader products build on a century of success while planning for the future
It is a hundred years since the foundation of AB Nordstro¨ms Linbanor, the company which went on to become Cargotec’s successful Marine Selfunloaders business line. Today, as one of the world’s leading companies within its business area, it offers a range of efficient, reliable and environmentally friendly self- unloading solutions for bulk carriers, floating transfer terminals and offshore supply vessels, with the capability to handle a wide variety of materials.
Cargotec always strives to deliver product developments that improve efficiency and safety and to offer ever more environmentally-friendly, sustainable operations. To this end, Cargotec has enhanced its MacGregor bulk cargo gravity unloading system with two new developments: a space-saving gate under the hold, and a fully enclosed boom conveyor.
Sales director Johan Ericson says,“Cargo gates are the first element of a ship’s gravity unloading system. They allow the cargo to fall on to the conveyor belt running below the cargo holds in a controlled manner. Cargotec has developed the MacGregor Full Flow Gate. Its wide gate opening generates both increased cargo capacity and increased discharge rates while minimizing material flow disruptions. The new gate can
handle a variety of cargoes including coal, iron ore, gypsum rock and aggregates.
Anders Ba¨ckstro¨m, senior mechanical engineer, says “Cargotec has developed a gate with a high cargo handling capacity without compromising on hull space. The more space occupied by the gates and conveyors, the less there is available for the revenue earning cargo. Thanks to careful placing of the gate control machinery, the MacGregor Full Flow Gates require much less space than traditional gates.”
The boom conveyor is the final element of a ship’s bulk self- unloading system, transferring the cargo to receiving facility. Up to now, boom conveyors have been equipped with conveyor covers, water spray nozzles and dust collectors to reduce spillage and keep dust emissions to a minimum.
“Modern requirements are for dust-free operations for the benefit of crew, stevedores and the local environment,” says Tomas Wallin, technical director. “Thanks to its ingenious design, the MacGregor Closed Boom has an optimal support structure with a smooth upper surface to prevent ice formation and a smooth inner bottom surface for easy cleaning. Service and inspection is much easier and safer than with a traditional system. There are walkways alongside the belt, allowing safe, easy access to the equipment within the boom walls. The new boom will also benefit from an increased life span because the components are well protected against the external elements.” Looking ahead, Cargotec is proud to be involved with DNV’s Ecore concept study to design a very large ore carrier (VLOC).
The intention is to introduce innovative, but technically and economically feasible, solutions that can increase efficiency and reduce the environmental impact of bulk ship operations.
The 250,000dwt sustainable ore carrier concept was introduced at Nor-Shipping Conference 2011 in Oslo with the focus on available technology so that the ship could be built today. Ecore features a very wide beam; and an innovative MacGregor self-loading system from Cargotec makes this a feasible proposition.
“The MacGregor system is designed to overcome the problems that can be caused at bulk cargo loading terminals by the length and width of a vessel,” says Cargotec sales director, Johan Ericson. “It makes it possible for the shore-based loader to operate at a single point along the vessel, removing the need to move the loader, the ship, or even both, during loading.”
“The reliable and robust design ensures continuous operation and reduces cargo loading time. The system’s key benefits are time savings in port, and substantial environmental advantages”.
The vessel has one receiving hopper on each side. Bulk material is loaded into a hopper at up to 16,000tph (tonnes per hour) by the shore-based loader. From there it is fed to the loading conveyor, which travels on rails in the upper part of the cargo hold and ensures continuous loading throughout the length of the hold. The conveyor is reversible so that it can distribute material to both ends. Even cargo distribution is ensured by slewable boom conveyors fitted at each end of the loading conveyor. Optimum cargo distribution during loading emoves the need for ballasting to minimize the bending and shear forces experienced with multi-hold vessels.
“The shiploader is connected to the receiving hopper with bellows. There is no need to open the hatches during the loading process, resulting in a continuous, totally enclosed operation delivering very real benefits for the crew, stevedores and the immediate surroundings,” says Ericson.
 
RECENT ORDERS AND DELIVERIES
Cargotec has received a contract from Nantong Mingde Heavy Industry Stock Co Ltd in China to deliver gravity self- unloading systems for three 30,000dwt bulk carriers on order for two Canadian owners. The ships will trade on the Great Lakes, the world’s biggest self- unloading market. The order includes an option for a fourth vessel.
The MacGregor equipment is scheduled for
delivery between May 2012 and July 2013. Cargoes to be handled include coal, aggregates, iron ore pellets, coarse and fine salt, grain, potash, clinker, ilmenite, bentonite, gypsum and coke.
Each gravity self-unloading system’s rated capacity will be 4,360tph for coal and 5,450tph for aggregates.The systems will feature Cargotec’s new MacGregor full flow gates and fully enclosed booms.
Bulk Zambesi, the first of two transshippers fitted with MacGregor bulk material handling equipment was recently delivered to its owner, Coeclerici Logistics SpA in Italy. Both terminals are intended for operation outside Beira in Mozambique to perform the offshore transshipment of coal to large ocean-going vessels at a rate of 5,500tph. The terminals are two new 55,000dwt supramax vessels constructed at Jiangsu Hantong Heavy Industry in China. The second unit, Bulk Limpopo, will be commissioned later this year.