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Page 1: BHT: Jan 2011

BULK HANDLING TODAY January 2011 1

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2 BULK HANDLING TODAY January 2011

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BULK HANDLING TODAY January 2011 �

January 2011

ContentsCover Story5 Controlled Asset Management

Procurement7 Active Buying

Lifting Equipment8 How it Shouldn’t be Done11 Making Lifting Safer

Logistics13 It’s Not All About Price

Harbours15 Container Terminal Leads in Productivity

Beltcon17 Constant Speed Versus Variable Speed Operation for Belt Conveyor Systems

Trucking & Transport27 Just One Hand

Safety Equipment31 Controlling Safety Costs

34 Market Forum

Endorsing BodiesCMA (Conveyor Manufacturers Association)

LEEASA (Lifting Equipment Engineering Association of South Africa)

RFA (Road Freight Association)

SAIMechE (SA Institution of Mechanical Engineering)

SAIMH (SA Institute of Materials Handling)

Proprietor and Publisher:PROMECH PUBLISHINGTel: (011) 781-1401Fax: (011) 781-1403E-mail:[email protected] Website: www.promech.co.zaManaging Editor: Susan Custers

Advertising Sales: Surita MarxDTP: Zinobia Docrat and Sean Bacher

Printed by:Typo Colour PrintingTel: (011) 402-3468

Our e-mail address is [email protected]

Visit our website on www.promech.co.za

The monthly circulation is 4 016

CopyrightAll rights reserved. No editorial matter published in “Bulk Han-dling Today” may be reproduced in any form or language without written permission of the publish-ers. While every effort is made to ensure accurate reproduction, the editor, authors, publishers and their employees or agents shall not be responsible or in any way liable for any errors, omissions or inaccuracies in the publication, whether arising from negligence or otherwise or for any consequences arising therefrom. The inclusion or exclusion of any product does not mean that the publisher or editorial board advocates or rejects its use either generally or in any particular field or fields.

Featured on the cover:

Rema Tip Top SATel: (011) 813 2222 www.rema-tiptop.com

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� BULK HANDLING TODAY January 2011

CONVEYOR MANUFACTURERS ASSOCIATION

From the Chairman’s Desk

A t the CMA, various milestones continue to be worked for and this year, instead of waiting until a task has been completed,

I would like to extend my thanks to everyone contributing in the working groups involved for the hard work that has already gone into these activities.

First and foremost is the CMA Hand-book Project, where the mountain of

information that has been collected now has to be funnelled down into a Conveyor Manual that the industry can relate to and use on a daily basis.

Also within the technical remit comes the pub-lication of new and revised national standards. SABS will shortly be publishing a brand new SANS 968 (solid woven belting), which to the best of our knowledge is a world first. Also long awaited is the publication of SANS 1313 parts 1 to 3 (idlers) which is in the final stages of red

tape before being released to the public.

Safety is never far from anyone’s mind in the mining industry, there-fore a second and follow-up Safety Symposium is planned to be held in the next couple of months. The first Safety Symposium yielded very valid data and there are some suggestions for modification of the legislation being discussed, making the follow up Symposium an essential item on everyone’s calendar.

On the downside, it is very sad to report that this year we have had to do something that has not been done for a very long time. Despite reminders, two of our members did not pay the annual subscription, so after a period of suspension, regretfully had to be expelled from membership. The companies are Belt Reco and Siemens (Flender).

Beltcon 16 is due to be held on 3 and 4 August this year, again at Birchwood Conference Centre on the East Rand. For information on what promises to be an outstanding bulk handling conference please visit the website www.beltcon.org.za.

Lastly but certainly not least, thanks go to my fellow Directors, who not only contribute to various working groups, assist with events, but also have to do many duties as a Direc-tor of the CMA. I wish you all a very successful, prosperous and happy new year!Simon CurryChairman

A brand new year awaits, with all the attendant resolutions and hopes for the next twelve months neatly mapped out in our minds.

All members subscribe to the CMA Code of EthicsABB IndustryAfripp ProjectsActomAtlanta ManufacturingBateman Engineered TechnologiesBauerBMGBearings InternationalBonfiglioli Power TransmissionsBosworthBrelko Conveyor ProductsCKIT Conveyor EngineersContinental Crushing & ConveyingConveyor WatchCMG Electric Motors South AfricaCPM EngineeringCPI TechnologiesCT SystemsDavid Brown Gear IndustriesDelras EngineeringDRA Mineral ProjectsDunlop Belting ProductsDymot Engineering CompanyELB Engineering ServicesFacet EngineeringFenner Conveyor Belting (South Africa)Flexible Steel Lacing SAHägglunds Drives South AfricaHansen Transmissions SAHosch - Fördertechnik (SA)Lesa Mining Equipment and Conveyor BeltM & J Engineering

CMA Members List as at January 2011

Martin EngineeringMelco Conveyor EquipmentMoret MiningMS Conveyor Pulleys SANepean ConveyorsOE BearingsOriental Rubber Industries SAOsborn Engineered ProductsPH Projects HoldingsRead Swatman & VoigtRema Tip Top South AfricaRenold CroftsRoymecRSV ENCO ConsultingRula Bulk Materials HandlingSandvik Materials Handling SASchaeffler South AfricaSecrivestSENETSET AgenciesSEW EurodriveShaft EngineeringShaw Almex AfricaSKF South AfricaThyssenKrupp Materials HandlingTransmission ComponentsTransvaal Rubber CompanyUnitek EngineersVeyance Technologies AfricaVoith TurboZest Electric Motors

Despite reminders, Belt Reco and Siemens (Flender) had to be expelled due to unpaid subscriptions

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BULK HANDLING TODAY January 2011 �

COVER STORY

Controlled Asset ManagementJust over a year ago, Rema Tip Top South Africa embarked on rolling out

a business plan whereby the company’s services were extended to become more of a partnership with the client, in other words much more

than merely providing a service. This business principle is based on a TCO (total cost of ownership) model dealing with the complete life cycle

management of certain aspects of a client’s business.

Conveyor mechanicals are sourced from a number of strategic equipment partners which allows us to offer a full service. In terms of maintenance, however, we service all the equipment around the conveyor systems ourselves. The savings we’ve achieved to date are beyond our wildest expectations and participating clients are more than satisfied with the results.”

The core of this business model revolves around asset management, not only Rema Tip Top’s own assets, but also those at the client’s facilities. “We are out to improve utilisation and performance, reduce costs, extend asset life and improve return on investment as well as return on assets,” says Dries. “We recognise that the wide impact and interdependencies between operations, design, asset performance, personnel productivity and life cycle costs add up to much more than maintenance management.

Sharing goals“The bulk materials handling and processing indus-try in South Africa is a highly competitive one and real innovative solutions that actually save money at the end of the day are bound to draw attention. “At the recent Electra Mining show we indentified a more sophisticated client base with a definite need for our products and services. The huge number of enquiries we had from our clients was a clear indication that our concept has been accepted by both local and African markets,” adds Dries.

“As we are intimately involved in the client’s busi-ness, we’re not only dealing with client’s assets, but we’re also affected by failures that are disrup-tive and very costly. At the same time, we have to adhere to stringent occupational health, safety and environmental regulations.

Software“The main objective of implementing an enterprise

Dries van Coller

Embracing complete life cycle management

This initiative, welcomed by industry, quickly led to the model being implemented in practice at a couple of mining sites. These partnerships not only open up better com-

munication channels between the two parties, but also provide an opportunity for on-the-ground experience of working together to the benefit of all concerned.

Business model“Bulk Handling Today” speaks to Dries van Coller head of marketing, about the evolution of the TCO concept that has now been extended to include a TMS (Total Maintenance and Service) plan. “Where companies historically ran on a reactive or run-to-failure service model, we are now, with the TMS model, embracing complete life cycle management and costing, planned maintenance and best practices to focus on proactive maintenance instead.

Huge successWhen Rema Tip Top initiated the TCO concept in South Africa, it was a fairly new development in the conveyor industry but it soon became clear that the local industry was more than ready for it. “Over the past eighteen months, our service model has been implemented at a local coal mine and it’s been a huge success,” says Dries.

“We physically established a presence on site and our personnel took over full control of the conveyor operations in terms of maintenance, repairs and continuous improvements. Our staff have become part and parcel of the mine’s daily activities on a full-time basis looking after all conveyor opera-tions.

Joint forces“Since forming the alliance with Dunlop, the full service offering now emanates from one company,” explains Dries “We now supply the belting, maintain and install it together with our wide range of con-veyor products that make up a conveyor system.”

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� BULK HANDLING TODAY January 2011

asset management system is to strike an optimal balance between maximising overall asset productivity and minimising TCO while maintaining a maximum return on investment,” explains Dries.

COVER STORY

“To do this we chose a software solution that can be described as much more than a CMMS (com-puterised maintenance management software) package which usually only captures standard transaction maintenance metrics. Our asset perfor-mance management solution enables us to create a more comprehensive view by also capturing and consolidating metrics from a variety of operational and financial areas. The result is improved visibility into not only past and present performances, but also into the future.”

Tangible numbersThe TMS model can be tailored to any of the vari-ous service applications, be it corrosion protection, wear protection, conveyor maintenance, conveyor servicing or a combination of these. “We follow the same business model and simply adapt it to each client’s specific requirements,” says Dries. “However, the unique programme is very flexible, so we can tweak it to make each installation site specific, even within the same company.

With most of the growing pains now ironed out in terms of the practicalities of implementing this model in the real world, Dries is confident that an above average saving coupled with maximum avail-ability and reliability is not unrealistic. “We now have tangible results that can be compared with the past history of operations in our pilot projects,” he adds in conclusion. “Besides the highly favourable savings we’re achieving, we’re also busy creating an industry standard, not so much for ourselves, but for the industry as a whole.”

Dries van Coller, Rema Tip Top South Africa, Tel: (011) 813 2222. Email: [email protected]

The TMS model can be tailored to any of the various service applications

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BULK HANDLING TODAY January 2011 �

them I reject their conditions of purchase, and if they want to buy from me they must pay upfront. This really cast a cat among the pigeons. Five months later

I was paid upfront and I supplied the goods. The suppliers who push their products are the ones who have little to offer. The suppliers who do not push are the ones whose products are bought on their own virtue.

So how should purchasing be done? Whoever needs the product should

take full responsibility for it and buy it. If it works, he or she should get the credit and if not he must suffer the blame. Under these circumstances, corruption cannot thrive.

A neat tipOpen tenders are good, pro-

vided all suppliers get the enquiries. It is a pity that customers don’t send en-quiries to all the suppliers. “Active buying” is where the customer goes out and looks for the appropriate

product. Unfortunately this only happens in small and

medium-size companies.

Here’s a neat tip; if you want to sell anything to the mines, just give your card to the guy who needs the product and tell him since the mine does not have an account with you, he must choose an agent himself to represent you.

Watch the miner smile! Your business is in the bag, and at your price too!

Tel: (011) 412-3261, Fax: (011) 692-1232, Email: [email protected], Website: www.keramicalia.com

Active BuyingI see one of the greatest problems of the corporate world as being their buying systems. I call it “passive

buying”. Procurement is centralised in a department in which the staff have no specialised knowledge of the products.

Just give your card to the guy who needs the product and tell him he must choose an agent himself to represent you

The technical guy, who needs a product,

requisitions it. It goes out on tender and gets bought from the cheapest supplier or the one who manages to buck the system. The product pur-chased may have little in common with the requisitioned item. We all know that money changes hands under the table, but the responsi-bility for purchasing is so diffuse that nobody can be pinpointed as guilty.

Double the priceI have a large corporate company that has been buying a small item off me for many years. I don’t really want the business, I don’t even manufacture the product, I just outsource it. Then one day I had to tender for this business. I sighed, doubled the price and tendered. Mine was the only tender. Then they lost my tender. I said “that’s fine; I don’t want the business anyway.”

Now I suddenly had this huge corporation begging me to sell them a product. I was most amused. I told

PROCUREMENT

This caused great consternation. If I don’t supply it, where will they get it? I said I was sure they could get it for a quarter of the price in India; all they have to do is look for it. Look for it? What a concept! They have never looked for anything before. All they do is wait for people to come and beg them to buy their products.

Book Now for March 2011ConveyingWeighing Harbours, ports & railwaysTrucking

Contact Surita Marx Tel: (011) 781-1401, Fax: (011) 781-1403 or

E-mail: [email protected] to confirm your space

••••

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� BULK HANDLING TODAY January 2011

The structure of this crane has been patched up and welded so many times it’s difficult to make out the

original structure, never mind trying to work out why it’s peril-ously angled as if it might come off the chassis any minute. “Bulk

Handling Today” came across this crane when visiting A 2 Z Lifting Equipment in Meyerton to talk to owner Wally Clarke about servic-ing hydraulic lifting equipment

in general. He has 38 year’s experience in this specialised field and hardly every shies away from a repair job, but with this crane he just shakes his head and says, “No thanks, just go and buy a new one.

Fatigue“To start with, the crane wasn’t mounted prop-erly onto the chassis in the first place,” he says as we walk around the truck to point out the faults. “There is no fish-plate onto the chassis of the truck to reinforce

How it Shouldn’t be Done

It’s not every day that even a journalist such as

myself can spot a fault so blatant, it sends cold

shivers down your spine. The case in question is

a hydraulic truck loader fitted onto the back of a

brick delivery truck.

How a crane should not be fixed

Wally Clarke of A2Z Lifting Equipment points to the hydraulic system on a truck

It’s difficult to make out the original structure

LIFTING EQUIPMENT

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BULK HANDLING TODAY January 2011 �

LIFTING EQUIPMENT

the chassis so it can bear the weight of the crane, never mind the loads the crane has to handle. Also, there should have been a boxed steel reinforcement between the two fishplates, but there is absolutely nothing even remotely like that on this rig.”

The result is that not only did the chassis start bending after a while, but cracks systematically developed, evident in long thick welds where someone tried to reinforce the steel plates. What’s more, the stresses also transferred to the structural plates of the crane itself as things eventually got so bent out of shape because the crane lacked stable support. “Hydraulically this crane still works just fine, but in order to under-take safe lifting you’d have to rebuild the entire crane structure including the rear part of the truck’s chassis,” says Wally. “Apart from the fact that it would cost the equivalent of a new crane to repair, I just couldn’t do it; my good reputation is at stake.”

Life-long experienceOn meeting Wally, he is clearly a truly hands-on man. It doesn’t take long to realise that when he says it can or can’t be done, it’s a fact. “As a young ap-prentice I started with hydraulic cranes and I’ve been involved all my life,” he says with a broad smile. “When we refurbish or rebuild a hydraulic crane we do it properly, and it leaves our workshop, pretty much brand new. Too many people take shortcuts nowadays to make more money, but it’s just not worth it.”

As an example Wally tells the story of how he recently had to refurbish a hydraulic lifting system built by a reputable manufacturer down at the coast. “A client brought me a car car-rier he’d recently purchased,” he says. “It didn’t take long to find excessive pitting on the shafts and, when we stripped the cylinder, we found it had damaged seals and was leaking. We sent the shaft for testing and found that the chrom-ing on it was shallow and far below the required thickness causing the shaft to rust very easily, in turn damaging the seals. This is what happens if you take shortcuts to save money and therefore we only buy hydraulics shafts and cylinder tubing from reputable suppliers who have SABS ratings on their stock.”

Control valvesAnother area where people often require Wally’s experience is with old control valve units. “Over the years I’ve learnt that you just don’t take chances

The doomed crane that Wally wouldn’t touch

with control valves or hold valves and I’ll always recommend fitting a new unit,” he says. “It’s an intricate system where very fine cracks can develop that you can’t see and when you then refit an old one, even if everything else is new, you’re bound to find it starts leaking soon after.

“We often get people who say they’ve reconditioned the control valve system, but in my book that’s just not possible,” Wally adds. “Apart from microscopic cracks, the ports do wear which is not something that can be re-bored or fixed. The only way you can detect wear in a control valve unit is to put the

A crane being refurbished

Many people take shortcuts nowadays to make more money

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crane under load. When testing all the functions you’ll pick up that the crane doesn’t hold the load and slowly drops, or another rod starts creeping slowly by itself, a sign that the control valve is leaking through to another port.

“The problem is this tendency only shows up when the oil has warmed up and therefore the chances are you won’t always detect it in the workshop. Once out in the field, the crane starts acting up,” Wally adds. “It’s just not worth the trouble and expense, so we always recommend installing a new unit.”

Brick grabsWally’s son, Walter, is learning the tricks of the trade from his father and is a partner in the business. That’s if he’s not busy with his own sideline of making the brick grabs they now also manufacture. “We have our own design with several variations for fitting to a hydraulic crane,” explains Wally as we end our tour of the facility at the area where his son is crouched over an intricate weld on the frame of a mechanical grab. Walter explains, “Apart from standard grabs we customise to specific requirements. This one, for example, can also be picked up by a forklift truck.”

A 2 Z Lifting Equipment, Wally Clarke, Tel: (016) 362-3882, Email: [email protected], Website: www.a2zliftingequipment.co.za

Walter, Wally’s son, is a skilled artisan who builds mechanical pick ups single handedly

LIFTING EQUIPMENT

Here to Stay

Tel: (011) 894-4900

Email: [email protected] for all your pulley requirements

www.mscpsa.co.za

MS Conveyor Pulleys SA (Pty) Ltd is as strong as

ever despite the loss of Max Schenck who was in the Pulleys industry for over 25 years and was well known as the LEGEND OF PULLEYS.

His son Morné, a mechanical engineer in training and stalwart of the business, has taken over the reins hav-

ing been well-coached by Max in the in’s and out’s of the business, which includes the unique design and manufacturing philosophy of the pulleys .

Morné is well-placed to run the technical and manufac-

turing side of MS Conveyor Pulleys SA (Pty) Ltd with the able assistance of Magda Schenck the wife of

the late Max Schenck who has been intimately involved in the financial and management side of the business from inception.

MS Conveyor Pulleys SA (Pty) Ltd offers a mod-ern, well established factory run by experienced and dedicated employees.

We wish all our loyal Customers, Suppliers and

Personnel a Prosperous 2011

Forthcoming Features 2011April 2011

Power TransmissionLifting equipment Earthmoving & Plant HireConstruction

May 2011 ConveyingCrushers, screens, chutes and linersProject Management Trucking

Contact Surita Marx Tel: (011) 781-1401, Fax: (011) 781-1403 or

E-mail: [email protected] to confirm your space

••••

••••

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BULK HANDLING TODAY January 2011 11

One way to achieve this is to control the crane operation remotely, either with a long cable, or even better, by radio control, giving the operator total freedom

to observe the operation at all angles from a safe distance. A company specialising in the remote

control of all types of machinery is “Bexl Control Systems” based in Benoni. To learn more, “Bulk Handling Today” speaks to Paul Barcelos (Managing Member) and Fanie du Toit (Manager).

“Today the control of cranes and machines by radio control is a standard application in many produc-tion and logistics operations,” says Fanie. “It has been proven to save time, reduce operating risks and increase efficiency because it allows operators a perfect view of the payload and they can often even lend a hand in placing the load in position accurately.”

Radio control“In some cases for example, where two people where required to carry out a task such as an operator and a slinger on tower cranes,” adds Paul. “The operator now doubles up as a slinger because he operates the crane from the ground with a remote wireless controller. Besides saving on extra labour, the operator can see down shafts or over buildings (depending where he is operating from) that could block his view if he were sitting in a control cabin affixed to the crane.”

Bexl is the South African partner of HBC radiomatic in Germany. HBC radiomatic have been manufac-turing wireless control systems for over 60 years. Many systems are specified by several OEMs. Other machinery, operated remotely by radio control, in-cludes continuous underground mining machines, earthmoving equipment, drilling machines and even mobile concrete mixers and boom concrete pouring machinery.

Seeing around corners“Whether controlling industrial or construction cranes, mobile hydraulic applications, winches or cranes, we have standard solutions for most of the variants,” says Fanie. “However, customising a control solution for specific out-of-the-ordinary applications is regularly done. In such cases we either adapt one of our standard controllers, or we even design a whole new controller which HBC radiomatic Germany builds for us to the unique specifications. The possibilities are unlimited, thanks to the enormous number of features that can be combined in countless ways.”

Just such a challenge arose recently when Bexl received a request to assist in making the loading area of mining trucks safer because a Hazard and

Lifting stuff can be very dangerous, especially if it’s heavy machinery or products lifted with overhead cranes, mobile or

tower cranes. A golden rule in terms of safety is to keep people away from an overhead load. In the case of the operator, he

should be within a safe working distance from the load depending on the process so that if something does go wrong,

then the operator is still safe in the event that a load does drop.

Paul Barcelos (left) and Fanie du Toit of Bexl Control Systems

Functionality on a control unit ranges from simple operations to complex functions in different types of machines

Reduced the risk of anything falling on the operator

LIFTING EQUIPMENT

Making Lifting Safer

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12 BULK HANDLING TODAY January 2011

Operability (HAZOP) study by the mining house had shown that the operators were working in a high risk unstable environment. “They wanted to move the loader operator away from the loading area without having to install a system which would cost as much as a truck does,” explains Paul. “We designed a wireless control system where the re-mote control unit has a colour LCD screen and a camera which allows the operator to clearly see the loading area behind the truck two hundred metres away. This solution completely reduced the risk of anything falling on the operator who normally has to be right in the loading area in order to operate the machine.”

Safety featuresDesigning and building a remote control isn’t just a matter of extending the operational control of a machine from afar, it’s also governed by several safety features which usually distinguish a good remote control system from a bad one. “First and foremost the operator should be able to isolate the machine instantly when something goes wrong,” explains Fanie. “The unit should also isolate and switch off automatically if certain parameters are exceeded or something critical in the operation starts malfunctioning.

“This could be something like the interference of strong outside radio signals, for example, which would prompt the remote unit to automatically put an operation on hold in a safe mode,” adds Fanie. “Or, if there is a mechanical malfunction on a remote controlled excavator, like a fire for example, the operator must have one single emergency button

An assortment of of control units supplied by Bexl

which will immediately activate the parking brakes before cutting the engine. Other safety features include a sensing system which will trigger a quick automatic shut down if the unit gets knocked very hard (Shock off), or it can sense a roll-ing motion (roll-detect) as when the operator trips and falls, rolling on the ground. The zero-g sensor will also shut down everything when it senses the unit falling or being thrown about in the air.” HBC radiomatic has added safety features, such as AFS (Automatic Frequency Selection) or AFM (Automatic Frequency Management).

ICASA ApprovalLike any other radio device, the radio module used in the wireless remote control unit for machine control is governed by ICASA (Independent Communica-tions Authority of South Africa) and has to fall in prescribed and approved frequencies. “We often see end-users who’ve made the mistake of buying radio controllers that are not ICASA approved,” says Paul in a conclusive remark. Section 35 (1) of the Electronics Communication Act, 2005 (Act No 36 of 2005), the applicable radio regulations which currently remain in force in terms of sec-tion 95 (2)

Ensure that when you are buying a Radio Remote Control unit that it is ICASA approved and see the seller’s Radio Equipment Type Approval number issued by ICASA.”

Bexl Control Systems, Fanie du Toit or Paul Barcelos Tel: (011) 421-0004/0025, Email: [email protected] or [email protected]

Different protocals are easily managed by simply slot-ting different electronic cards into position

Reduce operating risks and increase efficiency

LIFTING EQUIPMENT

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BULK HANDLING TODAY January 2011 1�

H is biggest fear? That the two million separate compo-nents installed in

the Apollo 11 space craft were manufactured by the lowest bidder! Armstrong obviously had gathered previous ex-perience of lowest cost not equating to best value!

Hardest hitToday, more than 40 years later, mankind continues to regularly encounter and debate the topic of lowest cost and value for money so neatly highlighted by Neil Armstrong’s simple retort. The current international downturn and credit crunch is prompting new pre-occupation with low cost, and manufacturers and suppliers have become more cost conscious at all levels within their organisations.

There is an impact on the logistics industry. Logistics, sitting at the end of the supply chain, is invari-ably hardest hit when it comes to cost cutting, despite the fact that logistics in many cases contributes less than 10% of the total cost in the manufacturing and supply chain. Come what may, its status as a cost focus point seems permanent.

The answer is noWe have asked ourselves: “Is there value in being the cheapest transport contractor?” says André

Jansen van Vuuren of Cargo Carriers. Our answer is no and we drive the added-value proposition much harder than cutting costs for our customers. By adding value, we reduce cost. The result is that our customers stay with us for very long periods, primarily because they appreciate the value and

benefits that we invariably bring to their businesses.

“Such value derives from backward integration within our customers’ supply chains and Cargo Carriers’ commitment to delivering a very high service level at all times, without fail!

“In support of this we have implemented a branch best practice system within all our contracts that focuses on each customer and the specific needs of that customer.”

Non negotiableThe results, when compared with inter-national standards, show significant im-provements. The com-

parison against the total acceptable levels of service and complaints in, for example, the chemical industry, shows improvement by leaps and bounds.

“Exceptional service levels, however, come at a cost and we regard this cost as a non-negotiable issue. Our focus on improving and increasing our levels of service has differenti-ated us from our competitors and this, together with our innovative approach to the supply chain of each customer, is the foundation

stone of our competitive edge,” André adds.

ResourcesCargo Carriers subscribes to the

POOGI (process of on going improve-ment) approach as detailed within

the concepts of the Theory of Constraints (TOC) published

It’s Not All About Price

The first man to set foot on the Moon, Neil Armstrong, was asked what he had feared

most before getting into the Apollo 11 space capsule. It was not the fact that he was

sitting atop one million litres of highly flam-mable rocket fuel; nor was it because he

was going where no man had been before.

LOGISTICS

André Jansen van Vuuren, Divisional Director: Marketing

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1� BULK HANDLING TODAY January 2011

Deep knowledgeThe Cargo Carriers group has traditionally operated in clearly defined vertical markets, namely steel, chemicals, powders, fuel and sugar.

“We have industry experts with deep knowledge of these verticals so that we can walk the talk and clearly understand the needs of our customers and the constraints within their supply chains.”

This focused approach based upon expert knowledge has led to Cargo Carriers being widely accepted as a logistics leader in the industries within which we operate.

“The wheels fall off”Low cost logistics services and solutions simply cannot deliver the required depth of experience and industry expertise. They invariably require short cuts that result in unforeseen costs being incurred elsewhere through late, lost or incorrect delivery, inadequate storage, vehicle accidents, damaged loads and product loss and liability.

The real value of expert logistics services and solu-tions usually becomes apparent only as a company experiences the real costs of low-cost logistics when “the wheels fall off”. Major contracts can be compromised or cancelled and essential product may not reach its destination on time, invoking heavy financial penalties. There are many other variables that can go wrong if a low cost approach is adopted. Simply stated, low cost is often very high cost.

Cargo Carriers, Andre Jansen van Vuuren, Tel: (011) Tel: (011) 485-8700, Fax: (011) 485-8781, www.cargocarri-ers.co.za

LOGISTICS

Company experiences the real costs of low-cost logistics when the wheels fall off

by Eli Goldratt, a renowned Israeli physicist and business

guru who also developed, among others, the concept of OPT (Optimised Production Technology) and Critical Chain Project Manage-ment, which emphasise the resources required to properly plan and manage projects.

The way South African com-mercial and industrial enter-

prises do business changes on a daily basis, and even more so

in the current challenging economic times.

“With POOGI and TOC woven into our business culture and methodology, we understand this and embrace the challenges associated with change, at the same time being committed to continuously extract value for our customers and shareholders,” says André

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BULK HANDLING TODAY January 2011 1�

Velile Dube, the new Regional Terminal Executive for TPT’s Western Province operations, attributed the improved per-formance in July to a reduction in force

majeure disruptions caused by inclement weather, as well as improved employee skills as opera-

tors become more proficient in handling the new equipment procured as part of the terminal’s five year capacity creation project.

The equipment includes new Super Post Panamax

Container Terminal Leads in ProductivityBetter planning and streamlining of operations has given Cape Town’s container terminal the lead in productivity among the five container facilities operated by Transnet Port Terminals

(TPT) in South Africa

ship-to-shore (STS) cranes and rubber tyred gantry (RTG) cranes. Decreased stack congestion in the terminal has encouraged a smoother operational flow. Velile says, “We have managed to strike a balance in the availability of resources to meet operational demand and have also systematically improved productivity in our RTG crane operations.”

New cranesThe new STS cranes give the terminal a competi-tive edge because they are faster than the older cranes and boast twin lifting capability, where two six metre containers are handled simultaneously. This minimises the crane cycle time and increases the cycle frequency. Also contributing to improved productivity in July was Ship Working Hours (SWH), which were maintained at an average of 41 moves on all vessels. Ship Working Hours is the number of containers moved by the cranes working on a vessel in one hour.

Better housekeepingTruck turnaround time was 26 minutes on average against a target of 30 minutes maximum, while stack occupancy was an average of 46% against a ceiling figure of 65%. Further plans to improve landside operations are advanced and even greater produc-tivity is expected. Greater emphasis has been placed on housekeeping compliance, which ensures conducive landside opera-tions.

The terminal’s ongo-ing refurbishment has extended the quay wall by 10 me-tres and increased the draft by 15.5 metres on the high productivity Berth 601 and the first 40m of Berth 602.

Equipped with four of the latest Super Post Panamax ship-to-shore cranes, the terminal is now able to service 305 metre vessels along Berth 601 and the first 40 metres of Berth 602. In addition, the increased berth and increased height capacity of the cranes allow for the efficient handling of Super Panamax vessels.

Transnet Port terminals, Ayanda Mantshongo, Cell: 083 301 2975, Email: [email protected]

Cape Town’s container terminal leads in productivity amongst the five container facilities operated by Transnet Port Ter-minals (TPT) in South Africa

HARBOURS

Truck turnaround time was 26 minutes on average against a target of 30 minutes maximum

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This evaluation is based on the assumption that ISO 5048 applies to the design of the conveyor belts operating over the required capacity range for both variable speed con-

trol as well as for variable loading of the conveyor (constant speed).

The artificial friction factor ‘ƒ’ used by ISO 5048 has been calculated according to the procedure explained by the author Ishwar G. Mulani in his publication titled ‘Engineering Science and Application Design for Belt Conveyors’ for the specific belt speed and load conditions evaluated. This procedure enables the estimation of the individual friction components that make up the artificial friction factor ‘ƒ’ i.e. bearing rotational, belt indentation, belt bending and the material flexure friction components.

The conveyors are designed for the maximum required capacity but operate normally at a relatively much lower capacity. The reason for this capacity range is as a result of ranging coal qualities, boiler unit load factor and demand side implications. From the evaluation of this specific application for the specific capacity range, it is shown that the variable speed con-trol option is favoured in terms of lower energy consumption, less wear at loading areas and the expected improved operating behaviour as a result of better belt alignment due to the optimum loading ratio.

IntroductionEskom has opted for variable speed control on the belt conveyor systems for the proposed new capacity expansion program on fossil fired Power Generating Stations.

There are different opinions in industry regarding the potential advantages and disadvantages when comparing variable speed control to constant speed operation of belt conveyor systems. This paper presents the evaluation process regarding the op-tions of variable speed control in comparison to constant speed operation of belt conveyors from a technical point of view.

The evaluation is for a specific application: trans-porting coal in the electrical Power Generating Industry for the specific capacity range and com-

Constant Speed Versus Variable Speed Operation

ponent selection from the perspective of the end user. In the case of the Eskom plants the design capacity is based on the full load condition of the boiler units including backlog recovery capability or capacity loss recovery ability as well as the impact on the system availability and the coal quality variation.

The normal operating capacity of the system is at as low capacity as can be expected. The fo-cus is thus on high availability and reliability of the system to ensure that production and plant performance targets can be achieved within the operational realities.

The following aspects are considered:

The belt artificial friction coefficient focusing on the belt indentation resistance at idlers as the main part of the resistance to motion.

The load versus life implication on rotating components like idlers and pulleys.

The relative wear implication at load points, skirting zones, tilted idlers and belt cleaners.

The energy consumption for the operation of the conveyor.

Other technical areas that are discussed include:

The operation of the gearboxes under reduced speed conditions.

The design challenge regarding transfer stations in the case of variable speed drives.

The efficiency and reliability of the electrical variable speed drive system.

Motion resistance components of belt conveyorsThe energy consumption of a belt conveyor sys-tem is determined by the resistance to motion of the belt system along the carry and return sides of the belt. The total resistance to motion is the algebraic summation of all the resistances. The resistance forces can broadly be classified into 3 categories.

Slope or gravity resistanceThe relative height change from the feed point to the discharge will generate gravity resistance by lifting or lowering of the mate-

Variable speed control for the coal handling conveyors intended for the new Medupi power station have been evaluated in comparison to constant speed operation.

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rial that is conveyed. This resistance can therefore be power requiring or regenerative in terms of its resistance component.

Load point material acceleration resistance

The material velocity component onto the receiving belt is usually different to the belt speed. This results in an inertial resistance at the load point.

Frictional resistance

This resistance component includes

rotational, sliding and internal resistances as a result of the belt/material interaction.

Many components (idlers and pulleys) rotate along the con-veyor length; frictional rotational resistance is generated by these components.

Sliding friction is introduced at belt cleaners, skirting, tilted idlers etc. as result of belt or material sliding motion.

The belt sags between idler sets and rises up on approaching idlers, the trough shape also opens out in between idler sets and closes on approaching idlers. This motion also applies to the material load stream and is ex-pressed by the material flexure resistance.

The belts flexure resistance originates from the motion interface at idler sets expressed as belt bending resistance with the belt sagging motion in between idler sets. The deformation or denting of the belt contact zone at each idler roll results in belt indentation rolling resistance as result of the time related visco-elastic properties of the rubber cover of the belt (Figure 1). In many long conveyors the energy consumption is mainly contributed by the work done to overcome indentation rolling resistance.

Figure 2: Schematic of the mass model for a conveyor belt

Figure 1: Belt indentation resistance at the idler roll

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Main resistanceThis is the most significant resistance on the belt conveyor. The main resistance is dominant for long horizontal conveyors and in the case of inclined conveyors the slope resistance may be the dominant component. The main resistance is encountered as result of the resistance to motion while transporting material on the belt supported on the idlers. This resistance includes the follow-ing friction components:

Idler roll rotational friction

Material flexure resistance as result of belt sag, and

Belt flexure resistance comprising of the belt bending resistance due to belt sag and the belt indentation resistance due to belt cover deformation at the idler roll contact zone.

These three friction components are the basis for the artificial coefficient of friction ‘ƒ’ as used in the ISO 5048 conveyor design standard.

The artificial friction coefficient ‘ƒ’

As discussed, the artificial coefficient applies to the combination of the following resistances that opposes belt motion:

Idler rotational resistance,

Material flexure resistance, and

Belt flexure resistance that includes belt in-dentation at idlers and belt bending as result of sag.

These resistances are directly related to the following motion masses expressed per metre of conveyor length:

Idler rotating mass,

Belt mass, and

Material mass.

The motion masses have a cumulative relation to the frictional resistances. The idler bearing supports the mass of the rotational parts, the belt mass and the material supported on the belt as illustrated in Figure 2. The idler rotat-ing resistance is therefore proportional to the sum total of the three masses mentioned.

The belt flexure is affected by the belt’s own weight and the material weight supported on the belt. Belt flexure resistance is therefore proportional to the weight of the belt and the material on the belt.

The material flexure resistance in turn is only affected by the material self-weight, as it is on top of the moving masses.

With this in mind there could be three different friction coefficients applicable

to the three different values of mass. In ISO 5048 this is calculated as a single entity to avoid complex-ity. This common equivalent artificial / fictitious resistance coefficient ‘f ’ applies to the total moving mass force to calculate the main resistance FH on basis of Coulomb’s law of friction.

The main resistance

The total belt resistance according to ISO 5048 ‘FU’

The total resistance of the conveyor belt includes in addition to the Main or Primary resistance (FH) also the Secondary resistances (FN), the Slope resistance (FSt) and the Special resistances (FS).

The Secondary resistances (FN) are friction and inertia based and occur at specific parts of the belt conveyor.

The Secondary resistances include:

Material acceleration resistance at the load point,

Material sliding resistance along the chute at the load point,

Belt cleaner resistance, and

Wrap and bearing resistances at the pulleys.

The Secondary resistances are independent of the length of the conveyor and are constant.

Figure 3: Illustration of the friction force applicable tp an idler roll

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Figure 4: Comparison of the artificial friction factor for variable and constant speed operation

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The significance of the Secondary resistances relative to the primary motion resistance declines in the case of longer belts. A general assumption is therefore permissible; the total sum of the Sec-ondary resistances is therefore being accounted for by means of a length based coefficient C in ISO 5048.

Special resistances (FS) do not occur on all belt conveyors. These are resistances as result of:

Idler tilt relative to the belt,

Sliding friction at chute skirting if present over part or the full length,

Belt cleaner resistance,

Belt turn-over resistance,

Discharge plough resistance, and

Tripper resistance.

Slope resistance (FSt) is the resistance introduced as result of the lifting or lowering of material on sloped conveyors.

The total belt resistance

FU = FH + FN + FSt + FS

Figure 5: Comparison of the energy requirement for variable and constant speed operation

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Calculation of the artificial friction coefficient ‘f’ For Varying Material Load Conditions Or Varying Belt Speed

Idler rotational friction factorThe rotating portion of an idler is normally sup-ported on ball bearings. Seals protect the bearings and the space within the seals and bearings are filled with grease for lubrication as well as added sealing effect.

The idler while rotating encounters resistance from:

Bearing friction resistance,

Misalignment of idlers relative to the belt line, and

Resistance as result of the grease that is in contact with stationary and moving components.

The Rotational resistance due to the bearing fric-tional resistance as illustrated in Figure 3 is as a result of the radial load ‘R’ onto the bearing and the bearing friction coefficient μ. The radial load is proportional to the loading at the idler as result of the belt and material on the belt.

The force required to overcome idler bearing re-sistance ‘F1’ is therefore F1= (μ·R)·d / D with d= bearing bore diameter and D= idler roll diameter. The typical value for the coefficient of friction μ=0.0015 for ball bearings in the 6200 / 6300 series range.

Thus F1=0.0015 (d / D) R.

In the case of misaligned idler rolls, the equiva-lent sliding friction coefficient=(μ0)(off-set gradient)=(μ0)(sinØ). The value for μ0 is in the range of 0.3 to 0.4 for a rubber belt onto a steel idler roll. The equivalent sliding friction coefficient as result of idler misalignment at an assumed rate of 3 mm for 1000 mm length of idler base yields a value of 0.4x3/1000=0.0012. It is assumed that idler frames will be installed within this offset gradient range.

The typical values for seal resistance range from 1 N to 4 N per roll and can be obtained from the idler manufacturers.

For the purpose of evaluation the load onto the idler rolls are considered on basis of the load condition. The mentioned parameters were assumed to be constant for the evaluations.

Conclusion on the results of the artificial friction factor calculationFrom the results on the calculation of the artificial friction coefficient as represented in Figure 4, it is evident that the constant speed operation results in a lower friction value at the reduced capacity range of operation for the conveyors evaluated. The friction coefficient is therefore greater in the case of the variable speed drive as result of the larger material load stream.

The potential benefit in this case for constant speed operation has to be considered on the basis of the combined implication of friction and speed that constitutes the energy consumption. The contributor that affects the greatest impact to this relationship will be the governing entity in terms of friction factor versus speed in determining the energy requirement.

Comparison of the energy consumption between constant speed and variable speed operationThe required driving force on the driving pulleys of the conveyors and the operating power require-ments for the capacity range is calculated on the basis of ISO 5048 by utilising the artificial friction coefficient values calculated above. The maximum operational belt sag tension is limited to a maximum value of 1% for the static operating condition in terms of pre-tensioning.

With reference to the graphs as illustrated in Figures 4 and 5 the results of the power re-quirement for the conveyors shows an opposite trend with reference to the artificial friction coefficient. In this case the variable speed option requires less driving power than the constant speed for the lower capacity range. The effect of the speed reduction in the case of the variable speed option compared to reduced friction in the case of constant speed operation has an overriding impact on the power require-ment and the variable speed option presents a distinct advantage in this regard.

Conveyor component evaluationAs discussed, the proposed conveyors operate normally under reduced capacity, however, the design is based on the maximum capacity required to maintain boiler load under the most unfavour-able conditions.

In the evaluation of variable speed versus fixed speed technology, the maximum design parameters of the conveyor remain a common requirement. This implies that the component selection is for the same peak load condition and belt strength, pulley shaft sizing, idler maximum static load basis etc. is identical.

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Table 1: Capasity Sizing of Conveyors

Conveying Link Mine to Stockyard

Stockyard to Terrace silo’s

Terrace Silo’s to Mill bins

Line configuration Single line Dul line Line per unit (6 lines)

Maximum design capacity TPH 4000 3200 1150

Average capacity (most likely coal quality) TPH

2409 1205 402

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It was therefore decided to compare the drive op-tions in terms of the relative benefit expressed as a benefit factor relative to the peak load criteria in terms of life for the rotating components like pulleys and idlers. This benefit is calculated on basis of the reduced dynamic load condition that applies either in terms of reduced loading for fixed speed operation or the benefit as result of the reduced speed in the case of variable speed.

To enable this comparison it was decided to express the overall impact of the operating capacity range on the basis of the equivalent load for the combined impact of operational time spent at maximum design capacity versus normal operational capacity. The procedure as defined in publications like the NSK Bearing Manual express the equivalent condition in terms of rotational speed as follows:

nm = (n1t1 + n2t2 + ………+ nntn) / (t1 + t2 + ………+ tn)

As far as abrasion or sliding wear impact is con-cerned at loading points or any other sliding wear interfaces like belt cleaners, it was decided to base the design evaluation between variable speed and fixed speed operation on the principle of the relative wear number as defined by the author Prof A.W Roberts in the publication titled ‘Relative Wear’. The following equation for determining the relative wear number applies:

Nwr =δw / (ρ.g.B).(vs / vo). Tan ФWhere: Nwr = relative wear numberδw = Normal pressure at the boundaryρ = Material densityB = Chute widthvs = Entry velocityvo = Material velocity relative to the boundaryФ = Friction angle between material and bound-ary

Design evaluation of the conveyorsThe conveyors evaluated for the Medupi coal han-

dling plant include the combination of overland conveyors that link the supply mine to the coal stockyard located in close proximity to the Power Station as well as the linkage conveyors from the stockyard to the station terrace storage and finally the terrace conveyors that includes the incline conveyors into the boiler house as well as the over mill bin distribution conveyors.

As far as the capacity sizing of these conveyors is concerned the following table applies:

The intended operation of the system is based on utilising all conveyors under normal operation. In cases of redundant conveyors, for availability reasons both conveyors will operate under shared load conditions rather than running only one of the dual conveyors with the second on stand-by. In the event of failure of a conveyor, the capacity shortfall will be compensated for by running the other

Discussion on variable speed electric drives versus the high speed fluid cou-plings for constant speed.The need for controlling the dynamic behaviour of a conveyor belt system via the drive is to affect the following:

Smooth starting,

Energy saving,

Increased plant life, and

Process control requirements.

Direct on-line starting of electric motors can cause the following problems:

Slipping of belts at the drive pulley,

High wear and tear on couplings, gearboxes, bearings and other mechanical components,

High inrush (starting) current,

Equipment damage when starting against rotating machinery,

Torque spikes in Star-Delta and Soft-Start systems, and

Safety issues

Figure 6: The components of a frequency variable speed drive

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The basic drive technology of the modern frequency converter electric variable speed drive has a few basic components (Refer to Figure 6):

Rectifier,

Fixed DC link voltage, and

An inverter that controls output voltage and frequency

The inverter section is a number of electronic ‘switches’

This is used to convert the DC link energy, by a series of pulses

The conventional technology to control the starting characteristic in the case of a constant speed conveyor is a Fluid Coupling (FC). In the case of variable speed drive control an Electrical Variable Speed Drive (VSD) is used.

In the case of the Fluid Coupling the following features can be mentioned:

Soft and shockless starting of machines and conveyor drives,

Acceleration of very large masses without the necessity to use oversized motors,

Load relieved and faster motor start since cou-pling torque grows proportional to the second power of motor speed. Negligible heating-up of motor, as the high starting current is only drawn for a short time,

Starting of heavily loaded machines by induction motors also with flat motor char-acteristic (voltage drop, high voltage motors) by utilizing the motor pull-out torque,

Limitation of torque when starting conveyor belts,

Load compensation in multi-motor drives as result of the ability to slip and varying the oil filling level; successive starting of motors by reducing starting torque and avoiding simul-taneous starting current peaks,

Little slip of couplings at nominal static load condition,

Easy adjustment of transmittable torque by varying the fluid level,

In case of overload, protection of the fluid filling is possible by means of electronic or mechanical thermal control devices, and

Water as operating medium is possible in a special coupling design.

An Electric Variable Speed Drive has the following key features:

Automatically adjustable torque limitations,

Load variations automatically compensated for (no need to adjust oil levels),

VSD can supply a 150% overload condition,

VSD can give operators sufficient warning before tripping,

No oil spills – environmental impact,

Load sharing in multi drive motor system ap-plications

Energy savings

- Power factor (0.96 for VSD compared to 0.85 for constant speed),

- Speed control is based on demand, and

- Load dependant control.

Load dependent belt speed adjustment,

- Soft starting,

- No in-rush current or high starting currents

(Transformers and switchgear do not need to be oversized),

- No limit on the number of starts per hour (electronic starting),

- Adjustable starting and stopping ramp times,

- Load sharing control is independent of capacity loading on the belt, and

- Regenerative ability for a controlled ramp down.

The main reasons for considering a variable speed drive option are:

No high motor starting current,

Synchronising (load sharing) is much easier with VSD’S, the control adjustment is immediate,

Controlled start up times on conveyors is pos-sible on basis of the actual load condition,

On regenerative conveyors runaway can be controlled by means of the VSD,

No belt slip problems at drives

Reduced maintenance cost,

Energy savings,

Reduced risk to the performance in terms of human influence by applying incorrect main-tenance interventions, and it is possible to manage the natural frequency range by means of ‘skipping’ thereof in the case of the VSD.

ConclusionThis paper presents the engineering process followed in deciding the type of conveyor drive technology for application to the coal plant conveyors for the new Eskom Medupi Power Station.

The conclusion is that the variable speed drive (VSD) presents a distinct benefit in terms of energy savings and reduced risk with reference to incor-rect maintenance interventions that result in plant unavailability.

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The calculated energy cost saving for the conveyors (excluding all coal stockyard machines) evaluated in the case of Medupi for a projected life of 50 years equates to R21million in the case of the variable speed option in NPV terms base dated April 2009.

The finding of this study is applicable to this specific application. These conveyors evaluated are designed for the maximum load condition as far as component sizing is concerned, although the normal operation of the plant occurs at reduced capacity throughput. The VSD has fewer moving parts or wear-ing parts and the reliability is therefore enhanced.

This paper has been condensed due to space constraints. The authors are A.P.Wiid, F.Sithole, M Bagus & T.H.Khosa. This pa-per was first presented at Beltcon 15 held in Johannesburg on September 2 and 3, 2009 and copyright is vested with the IMHC. Enquiries can be made through the website; www.beltcon.org.za

MalpracticeIn support of an article by Peter Turchetti of Elephant Lifting as it appeared in the October issue. It can be confirmed by many technicians and LMIs, as Peter mentions that people get killed by lifting equipment, for example by standing underneath objects being lifted or transported.

This bad habit of rig-gers and/or machinery operators persists as they fail to point out bad practices.

Operators and/or rig-gers registered, or un-registered, should be totally in charge of the lifting operation. The unfortunate situation is that the lifting industry is characterised by in-competent persons, often without the knowledge of management in all categories of lifting equipment training.

Training facilities need to concentrate on the correct use of safety equip-ment and we need more articles like these to make industry aware of such malpractices.

Thank you Roman Vogt, Reg.Techni.Eng, Reg. LMI

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W ithout having to climb into the driver’s cab or even turn on the engine, the mechatronics engineer can effortlessly manoeuvre the articulated lorry over

the repair pit. It’s not even necessary to know how to drive one! In one hand, the engineer holds the handle of the “Easy Roller”.

The air motor, which powers the transport system, is hardly audible. Moreover, it does not produce any exhaust fumes, thus proving to be environmentally sound. Aside from the usual odour associated with motor oils, employees in the workshop will not be exposed to harmful emissions. Finally, there is

absolutely no risk of an explosion while operating the air motor.

Controlled motionIn a straightforward, yet ingenious manner, the “Easy Roller” acquires its power from the net mass of the wheeled equipment, and in doing so, moves forward. The transport device is positioned in front of the equipment, for example a heavy roll of cable. It operates on two rubber rollers, over which the drive roller is positioned. The front castor is pressed against the drive roller by springs. The rear sec-tion is initially comprised of free space. When the employee presses the manoeuvring valve handle, the air motor starts, thereby enabling the drive roller’s chain-controlled backward motion.

What happens? The drive roller transfers the move-ment to the front castor and the “Easy Roller” moves in the direction of the cable drum. Simultaneously, the device is pressed down in order to initiate contact between the drive roller and rear castor, thereby transferring the torque for the forward ro-tation. If the contact pressure of the rubber drive roller which continuously grinds with increasing momentum against the object, is strong enough, the torque will be transferred to the cable roll. The heavy cable roll moves and the object acquires a rolling motion.

Compact powerhouseThe air vane motor powering the drive roller is a small, compact powerhouse, which was developed and designed for this sole purpose by Deprag Schulz in Germany. Project manager Dagmar Dübbelde as-serts, “The air vane motor described here features a capacity of 1.2 kW. With a length of 218 mm and a diameter of 100 mm, it only weighs 9.1 kg. It is right rotating, has an idle speed of 100 rotations per minute and a nominal torque of 500 Nm. “

What makes air vane motors the best option for powering the “Easy Roller”? There are many ad-vantages in using air motors. Most importantly perhaps is their large power density. Depending on the model, they only require one-fifth of the electric motor’s net mass or one third of the overall size. At various speeds, the performance delivered by the air motor, is almost constant. Thus, it can be optimally operated over a wide range of vary-ing loads.

The engine power is continuously controlled by throttling the air volume. The motor will never be

Just One HandMoving heavy rolls of paper, railway wagons, and even parked aircrafts by hand may sound like magic, but it’s humanly possible! The unassuming “Easy Roller” works just as its name implies. With this device, up to 100 tons can be easily manoeuvre without exerting great effort. The secret lies within the device’s utilisation of

the wheeled object’s net mass to its own advantage.

TRUCKING & TRANSPORT

There is absolutely no risk of an explosion while operating the air motor

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overloaded. It withstands ad-ditional strains until brought to a standstill and runs effort-lessly afterwards. This process can be carried out as many times as required.

Kinetic EnergyAir motors have a wide ap-plication spectrum due to the diverse number of models, the simple, yet frequently tried and tested design, the low net-weight, the vast speed range, and the explosion

safety feature,. Air vane motors operate according to one basic principle. The air pressure, which is generated by a compressor and circulated by an air hose, moves the revolving rotor, which is encased in an eccentric cylinder.

Vanes, which are found in its slots, are pressed outwards against the cylinder wall by the rising centrifugal force. This leads to the formation of chambers for the expanding air pressure. As the

Flexibility is essential when it comes to full order books in this sector

TRUCKING & TRANSPORT

compressed air expands, the pressure energy sub-sequently transforms into kinetic energy, thereby producing the rotary motion.

Air vane motors are resistant to heat and due to their mode of operation, they are well suited for use in critical environments. Through the decom-pression of the air, the air motor cools down and therefore overheating would be impossible. Thus, pressurised air is in itself an uncomplicated source

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TRUCKING & TRANSPORT

of energy: there is no threat of danger associated with electrical connections of any kind.

Well suitedA wide variety of “Easy Roller” models are avail-able from the transport equipment manufacturer, which are uniquely tailored for each specific use. Wheeled transport equipment with driving rollers, for example, are well suited for paper rolls in the paper and printing industry. With regards to moving vehicles, devices with grooved drive rollers ensure better rotation power. The transport device intended for aircraft and heavy vehicles is particularly ef-ficient. For shunting railway wagons, the roller can be used in conjunction with a rail system in order to enable more mobility in the “Easy Roller’s” work area. For transferring under floor rollers or cars, the transport system is equipped with a thrust bar, which enables forward movement or when neces-sary, movement in both directions.

The “Easy Roller” is also capable of manoeuvring within industrial production plants. Flexibility is essential when it comes to full order books in this sector. Once an order is complete, the parts of the production system are quickly and efficiently replaced. The powerful conveyor system, which is operated by only one person, assumes this task. With a torque of up to 1700 kp and a speed of 25 metres per minute, the “Easy Roller” can move the equipment to any number of places in the production hall.

Productivity increaseThe consistent variable speed control of the trans-port device makes precise, controlled manoeuvring a piece of cake. Andreas Hufmann MD of Easy Roller gmbH adds, “Moving objects with the help of “Easy Roller” increases safety for employees and decreases the chance of industrial accidents due to improper manoeuvring.”

The company also offers inexpensive alternatives to permanently mounted automatic conveyor systems. Andreas explains, “Automatic conveyor systems take up a great deal of space and are expensive to

produce and maintain. Both of these factors do not apply to the “Easy Roller”. With the utilisation of our transport device, labours costs decrease and productivity increases.”

Over 50 countriesFor the past several years, the firm has been involved in the development of transport devices. After their establishment at the beginning of 2009, they began preparing to sell internationally. Cur-rently, there are five standard devices available for rolling, sliding, and manoeuvring. Other transport devices will be available in their standard program in the coming months.

The development and construction of high-quality air motors is one of the main areas of expertise of Deprag, a company with 600 employees and business operations in over 50 countries. The re-nowned specialist firm for air motors, automation, screwdriving technology, and air pressure tools, not only operates as a full-service provider for the utilisation of air motors, but also for complete drive solutions.

Dagmar Dübbelde, Deprag Schulz, Email: [email protected], Web: www.deprag.com

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SAFETY EQUIPMENT

H owever, it is still an area hugely ne-glected in South African industry

purely because companies tend to buy inferior products that don’t provide proper pro-tection. Often, it’s a case of ‘penny-wise, pound-foolish’ as companies continue to replace inferior product frequently rather than buying in quality product from the get-go. “Bulk Handling Today” speaks to Isak Marais, managing direc-tor of Bramhope Investments, a consultancy, importer and wholesaler of PPE into South Africa.

PPE policy“Many companies, especially reputable big or-ganisations, have an occupational health and safety policy, an environmental health and safety policy and a HR policy in place, but you’ll find that

only a handful of them will have a PPE policy in place,” says Isak. “In essence a PPE policy links the standards, not the brand, of PPE to the type of application.

“In the case of a welder, for example, international standards require a specific profile detailing the type of head protection, eye protection, hearing protection, body protection and so on that a welder should wear for optimum protection,” explains Isak. “Typically a proper PPE policy is modeled around the profile for each specific job, making it easy for a company to control the total cost of ownership of safety equipment. Too often, however, companies tend to buy low cost PPE and don’t realise they’re running the huge risk of being held liable for in-juries, even years later, as we’ve seen in several cases in South Africa.”

Understanding TCOAccording to Isak, companies would benefit from understanding the total cost of ownership of PPE to safeguard staff and to appreciate the money saving opportunities. “PPE is a subcomponent of the maintenance, repair and operational (MRO)

Controlling Safety CostsPersonal protective equipment (PPE) is much more than bright pink gloves, shiny lime green vests and

equally lustrous hard hats. PPE should in fact conform to specified safety standards and serves to protect workers as much as protecting their employers against liabilities.

Isak Marais

Penny-wise, pound-foolish

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SAFETY EQUIPMENT

expenditure of any large organisation,” he explains. “MRO expenditure is typically about 8% of a large organisation’s total procurement expenditure while PPE represents 1% of total procurement expendi-ture, but this 1% could be substantially higher than some of the other MRO sub-categories.

“To understand these effects better, you have to first examine the components or elements of PPE’s total cost of ownership consisting of the cost of the PPE line item, procurement costs associated with the item, the holding cost, the total medical cost of injured people, the cost of downtime and the legal costs,” Isak explains.

Line item cost“If we take the cost of a line item and equate it to 100%, then in general terms this will be the cost of the item that is measured and controlled,” he says. “Providing that the correct item is selected for the application, the other elements will have a lower cost associated with them. However, we have found that in most cases the focus has been solely on the lowest possible cost for the item, without taking standards or the item’s application into full consideration,” he adds.

The cost of PPE procurement in organisations varies from 6% to 15%, depending on the frequency of procurement and the size of the organisation and its processes. “Some of these relate to searching, bargaining, contracting and enforcing costs or management costs,” says Isak. “We will, for our example, take 10% as the average.”

Holding cost“If the organisation stocks and controls the inven-tory, the percentage allocated will be around 2% per month,” Isak continues. “This all depends on the weighted average cost of capital (WACC) and the amount of safety stock carried. We will assume that stock is held for two months, which would take the cost to 6%. Where organisations have outsourced Vendor Inventory Management (VMI), these costs are excluded.”

“In 95% of all cases where we’ve carried out a PPE audit, medical costs do not form part of the outlay associated with PPE. Determining this cost also depends on the level of injury,” says Isak. “As an example, the treatment of an eye injury can cost anything from R15 000 to R100 000. Applying a cost level of 500% is, in my experience, conservative. Incidentally, certified spectacles can be purchased from as little as R15. However, although many such examples exist, what is imperative is that the use

Running the huge risk of being held liable for injuries

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of PPE be managed and controlled.

Cost of downtime“Although downtime is one of the cost components that the correct or incorrect application of PPE can influence significantly, measurement is complex and so it is undertaken by very few organisations. However, measurement is made simpler if the or-ganisation integrates its HR, OHS, EMS and PPE policies into the organisation’s accounting system. To aid our comparison with TCO of PPE, we will use a fictitious cost of 40%’” Isak elaborates.

“But we expect this cost centre to increase as person-nel become aware of their rights in the workplace and health and safety legislation becomes more encompassing,” explains Isak. “This escalation is mainly driven by increasing legal action being taken by workers, unions and workers rights groups. Past cases associated with asbestoses have been noted and current cases associated with respiratory problems are currently making headlines. I predict that this will increase in the years to come. Ow-ing to the current lack of figures available we will assume a cost of 130%.

The result“If we combine all these figures, the TCO of PPE will be 786%,” Isak explains to summarise the calcula-tion. “This expense will vary from organisation to organisation and depends largely on their purchas-

SAFETY EQUIPMENT

ing PPE that is fit for purpose and managed and controlled through various policies and procedures. The most effective way to contain this outlay is to ensure that PPE is certified and that a proper PPE policy with worker profiling is in place.

“We offer global procurement through an efficient supply chain and a monitoring system that ensures efficiency in the demand chain by examining TCO of PPE, rather than just the line item costing,” Isak says in conclusion. “As mentioned, although a typical organisation’s procurement expenditure on PPE is less than 1% , such a small amount leads organisations to focus on item/line cost rather than total cost of PPE which makes PPE procure-ment difficult to control and manage, leading to wastage.”

Bramhope Investments, Isak Marais, Tel: 086 000 2726Email: [email protected]

Ensure that PPE is certified and that a proper PPE policy with worker profiling is in place

www.engineerplacements.com

Engineer Placements

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Stacker reclaimer upgradedOwing to the enormity of the task and Xstrata’s need for precision organisation, many of the individual projects at its Atcom East Upgrade Project have been undertaken under severe time pressure. The upgrade by Bateman Engineered Technologies (BET) spares and services division of the circular reclaimer was no different.

Originally designed and installed 20 years ago to handle 1200tph, the bucket capacity of the reclaimer had been undermined over the years due to changes in the harrow angle.

Paul Davies, BET manager of spares and aftermarket ser-vices says that the capacity of this type of reclaimer is very sensitive to the material angle of repose and even relatively small changes in the harrow angle will have a significant influence.

In light of this, upgrades to the harrow, long-travel drive units, including all componentry, scraper chains, centre, top and bottom chain guides, drive sprocket assembly, take-up shaft assembly, take-up frame structure, rail and reclaimer wheel and long-travel drive bogies were all upgraded.

New centre guide rollers as well as a newly designed outboard roller chain and scraper buckets were also supplied. BET also installed an entirely new electrical system.

Paul says that the order was received in January of last year and that the upgrade construction started on 23rd August 2010. “During this period, not only did we have to complete the upgrade but we also had to complete the designs and fabricate all the components,” he concludes.

Bateman Engineered Technologies, Paul Davies, Tel: 011 201 2416, Email: [email protected]

Progress evidentDespite strike-related challenges early last year, Transnet Port Terminals (TPT) Richards Bay approached 2010 with solid plans for improved efficiency across its business func-tions.

Guided by Transnet’s Quantum Leap strategy, which empha-sises improved customer service, productivity, efficiency and volume growth, TPT’s Richards Bay Terminal had to embark on robust action to address its challenges such as frequent equipment breakdowns, snapping conveyor belts, train de-railments, delayed refurbishment projects and environmental

management issues.

Progress is evident. More than 70% of the terminal’s 40-plus km conveyor belt network is brand new, new engineers have been appointed to beef up the terminal’s maintenance capacity and improve the reliability of equipment.

The company has also adopted a strict approach by issuing non-conformances to service providers who fail to deliver on agreed timelines.

Plenty of focus and effort has been invested into environmental management and the terminal recently cleared all audit find-ings and will soon acknowledge its OHSAS 18001 status from the South African Bureau of Standards (SABS).

Richards Bay Transnet Port ter-minals, Sne Makhanya, Tel: 083 344 9918, Email: [email protected]

Reducing dust while increasing productivityThe Port of Seward has completed a conveyor system upgrade for its coal handling operations that has raised throughput by an estimated 20%, allowing Alaska’s largest coal producer to better compete for international customers. By installing the new Evo Conveyor Load Zone from Martin Engineering, the terminal has increased the average load rate for the entire ship loading process from 700 mt/h to 858 mt/h.

The terminal has progressed from an absolute maximum of 18,000 mt/d with dry coal and optimal loading conditions to more than 20,000 mt/d on average.

In the past, a major obstacle to expansion was the port facility’s aging infrastructure, which had seen few improve-ments prior to 1999. Upgrades began that year when Alaska Railroad purchased the terminal, but despite best efforts, by 2008 the facility had become a logistical bottleneck and a

Six cranes in use while replacing the harrow, during the final phase of the Atcom stacker reclaimer project

Market Forum Market Forum

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Market Forum

source of occasional dust complaints.

The need to increase throughput at Seward while protecting the region’s air quality led Usibelli Coal Mines and its affiliate, Aurora Energy Services to Martin Engineering’s Inertial Flow Transfer Technology, the entire chute custom-engineered and modeled in 3-D to provide the optimum design for the material and flow rate needed. The “hood” controls the flow of material from the discharging conveyor, maintaining a coherent material stream and minimising induced air. A smooth loading chute (“spoon”) places the stream of coal onto the ship loader’s boom conveyor at the proper speed and angle with minimal impact, reducing material degradation, belt abrasion and the expulsion of airborne dust.

Martin Engineering USA, Email: [email protected], Web: www.martin-eng.com

With the new conveyor Load Zone from Martin Engineering, the terminal has increased the average load rate for the entire ship-loading process from 700 mt/h to 858 mt/h

Making historyFrom the invention of the world’s first manual chain hoist in America in 1877 to the lifting of extremely expensive advanced aviation equipment into the control towers at the new King Shaka International Airport in Durban … from the supply of urgently needed equipment after the Haiti earthquake to the provision of tailor made solutions for construction of the multi-billion rand stadiums for the 2010

Soccer World Cup, the Columbus McKinnon Corporation (CMCO) is well positioned to help engineer history.

Both the South African subsidiary (formerly known as Yale Industrial Products) and its multinational parent are world

Market Forum

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Power-shift option addedCaterpillar is providing increased customer choice and im-proved operator comfort, with the option of a power-shift transmission for its popular 428E and 434E mechanical backhoe loaders. The standard manual shift transmission will remain available for those customers who prefer it, while the power-shift box, already proven on higher specification E Series Caterpillar models, promises reduced operator effort and increased machine productivity.

Caterpillar’s power-shift backhoe loader transmission pro-vides four gear selection positions on the control lever. The transmission features hydraulic clutch pack modulation, to ensure that drive is taken up smoothly and this improves the ride for the operator on all types of terrain and reduces fatigue during travel between job sites.

The popular 428E also benefits from a robust loader arm redesign that boosts durability and reliability in the toughest operat-ing conditions. Front end breakout has also been increased and this, in combination with the smoother gear changing of the power-shift transmission, results in improved productivity and lower operator effort.

Caterpillar SARL, Mia Karls-son, Email: [email protected]

renowned for the design and manufacture of a comprehen-sive range of lifting, pulling and jacking products as well as materials handling systems. Worldwide, the company is all about precision engineering, superior quality and safety and all products are ISO 9001 certified.

The most crucial thing of all, however, is the fact that CMCO focuses not only on the supply, servicing and installation of its products and systems, but also on providing an all round, total service solution that meets each of its customer’s technical needs.

Columbus McKinnon Corporation, Graham Campbell, Tel: (031) 700 4388, E-mail: [email protected], www.yale.co.za

Fuel depot goes solarCargo Carriers has for the first time developed a depot that runs completely off solar power.

Self-sufficient and energy-efficient, the environmentally friendly depot in Evander has already proved a success. Six months ago the solar-powered depot was pivotal to Cargo Carriers being awarded the Sasol Synfuels contract and a number of Sasol projects are now being lined up to take advantage of the green depot.

The contract involves the transportation of pitch coke from the Sasol Synfuels Secunda plant to various Sasol clients around South Africa. A high purity carbon residue that is derived from coal tar pitch, pitch coke is used in metal-lurgical refinement and the manufacture of anodes and cathodes. Sasol Synfuels is one of the key suppliers of this product in Africa.

When the Evander hub was being constructed in 2009 the surrounding area’s electricity supply was already overloaded and therefore unavailable. The decision to go solar was simple but radical. The depot is considered a giant leap forward in the logistics industry and is quickly becoming a key dif-ferentiator in tender processes for Cargo Carriers.

“Our environmental efforts have been boosted by the bench-marking of our fuel, electricity and water usage.” says Cargo Carriers CEO, Murray Bolton. “These processes are very important in our efforts to one day become carbon neutral. We hope that this depot draws attention as we believe it adds great value to the supply chain.”

Cargo Carriers, Tel: (011) 485 8700, www.cargocarriers.co.za

Market Forum Market Forum

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Market Forum Market ForumTight as a drumA new Tip-Tite drum dump feeder from Flexicon seals drums against a discharge cone, tips the drum and feeds bulk material into downstream equipment, dust-free at controlled rates.

The drum platform is raised by a single hydraulic cylinder,

creating a dust-tight seal between the rim of a drum and the underside of the discharge cone. A second hydraulic cylin-der tips the platform-hood assembly and drum, stopping at dump angles of up to 90 degrees with a motion-dampening feature. Material flowing through the discharge cone charges the intake adapter of a cantilevered flexible screw conveyor that feeds downstream equipment volumetrically.

Available in stationary and mobile configurations, the drum dump feeder is offered with cantilevered flexible screw conveyors in cus-tom lengths oriented horizontally, or at an incline, for the purpose of elevating, as well as metering, the material.

Gentle rolling action of the flexible screw conveyor in an en-closed tube reduces agglomerates dis-charged from drums, improving feed rate accuracy.

Pre-engineered, pre-

New mobile range unveiledMetso Mobile’s comprehen-sive Lokotrack crushing and screening series has now been expanded following the recent introduction of three additional models built to meet the high tonnage de-mands and different customer application challenges of the local market.

Sold and supported by south-ern African Caterpillar dealer, Barloworld Equipment, the new models, which comprise

the Lokotrack ST3.5 and ST272 mobile screening units, and the Lokotrack LT110C mobile primary crusher, are all produced at Metso’s manufacturing facility in Tampare, Finland. (Metso is a global supplier of a range of solutions for the mining, construction and general industry.)

Designed for primary crushing, Metso’s new Lokotrack LT110C is built around the world famous Nordberg C110 jaw crusher, which has a feed opening of 1100 x 850mm. Power is supplied via a 310 kW Cat C13 diesel engine and

wired and ready to plug in and run, the system accommodates drums from 114 to 208 litres, and is offered in carbon steel with durable industrial finishes, with material contact surfaces of stainless steel, or in all-stainless steel finished to food, dairy, pharmaceutical or industrial standards.

Flexicon Africa, Tel: 041 453 1871, [email protected], www.flexicon.co.za

Market Forum

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�� BULK HANDLING TODAY January 2011

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the machine has an overall operating weight of 58 tonnes.

The new Lokotrack ST272 is driven by a Cat 4.4 engine, boasts an overall weight of 34 tonnes and is built around a heavy-duty two-deck two-bearing screen design. The screen box dimensions are 4 866m x 1524m with a screening area per deck of 6,6m2.

Joining the ST272 in southern Africa is the Lokotrack ST3.5 mobile screen. It joins the larger ST3.8 model introduced to South Africa earlier last year. Purpose-built for cost-effec-tive operation and powered by a 75 kW Cat 4.4 engine, the Lokotrack ST3.5 is equipped with an aggressive 3 580mm x 1 500mm screen box. The unit has four identical meshes, which can be swopped around as needed to minimise the longer-term wear impact.

Barloworld Equipment, Alastair Currie, Tel: (011) 929-0000, E-mail: [email protected]

Moving the earthHPE Africa’s dedication and commitment to customer service and after-sales support has led top excavation company, Tlhago Boswa Earthmoving, to select the company’s exclusive range of Hyundai construction equipment.

Tlhago Boswa recently purchased a Hyundai HL770 wheel loader from HPE Africa in November to complement its existing range of Hyundai HL780 and HL760 wheel loaders, which were purchased from HPE Africa earlier last year.

The company also purchased two Hyundai R305LC-7 excava-tors – with a powerful operating weight of 29,4 tons and a bucket capacity of 2 m3- from HPE Africa in July and October respectively and Tlhago Boswa Director, Alan McGill notes that to date, Tlhago Boswa has not experienced any technical problems with the Hyundai equipment.

“Tlhago Boswa operates in a very demanding and unforgiving environment, and averages about 500-hours per month on the equipment, so it has to be durable. Hyundai has a good reputation in the industry and, coupled with the good service from HPE Africa, I can see a positive future between the two companies,” he concludes.

HPE Africa, Kirsty Denholm, Tel: (011) 397 4670, Email: [email protected], Web: www.hpeafrica.co.za

Market Forum

REBUILDYOUR THINKING

March 22–26LaS VEGaS, USa

Register now for CONEXPO-CON/AGG 2011, the most information-packed show in construction. Get close and compare the newest equipment, technologies and strategies for profitability. See how the construction industry has become environmentally friendly, safer and more efficient. Be there to experience the latest innovations and enjoy the attractions of Las Vegas!

Go to www.conexpoconagg.com/intl for details on how to register.

CONEXPO-CON/AGG 2011 is co-located with:

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BULK HANDLING TODAY January 2011 ��

REBUILDYOUR THINKING

March 22–26LaS VEGaS, USa

Register now for CONEXPO-CON/AGG 2011, the most information-packed show in construction. Get close and compare the newest equipment, technologies and strategies for profitability. See how the construction industry has become environmentally friendly, safer and more efficient. Be there to experience the latest innovations and enjoy the attractions of Las Vegas!

Go to www.conexpoconagg.com/intl for details on how to register.

CONEXPO-CON/AGG 2011 is co-located with:

Page 40: BHT: Jan 2011

�0 BULK HANDLING TODAY January 2011

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