Download - BHT: Apr 2010
-
8/7/2019 BHT: Apr 2010
1/40BULK HANDLING TODAY April 2010 1
-
8/7/2019 BHT: Apr 2010
2/402 BULK HANDLING TODAY April 2010
-
8/7/2019 BHT: Apr 2010
3/40BULK HANDLING TODAY April 2010
April 2010
ContentsPower Transmission5 Beware of Copies
8 Controlling Energy Usage
Earthmoving11 Fixing BIG Tyres
Construction15 Construction Hoists Offer Greater
Flexibility
Agriculture17 Potatoes for the People
Conveying19 Standardising Conveyors - Fact or
Fiction
Lifting25 A Massive Fleet
27 Transformer and Reactor Move
31 Mobile Lifting Boom
33 Market Forum
Endorsing BodiesCMA (Conveyor Manufacturers
Association)
HCASA (Hydraulic Conveying
Association of SA)
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 PUBLISHING
Tel: (011) 781-1401
Fax: (011) 781-1403
E-mail:
[email protected]: www.promech.co.za
Managing Editor:
Susan Custers
Joint Editor: Andrew Lanham
Advertising Sales:
Surita Marx
DTP: Zinobia Docrat and
Sanette Lehanie
Printed by:
Typo Colour Printing
Tel: (011) 402-3468
Our e-mail address [email protected]
Visit our website on www.promech.co.za
The monthly circulation
is 4 016
CopyrightAll rights reserved. No edi-
torial matter published in
Bulk Handling Today maybe reproduced in any form
or language without written
permission of the publishers.
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 conse-
quences 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:
Rula
Tel: (011) 795-1040
Fax: (011) 795-1004
Email: [email protected]
Website: www.rula.co.za
-
8/7/2019 BHT: Apr 2010
4/40 BULK HANDLING TODAY April 2010
CONVEYOR MANUFACTURERS ASSOCIATION
From the Chairmans Desk
All members subscribe to the CMA Code of Ethics
Simon Curry
Of course, thanks must go to the lecturer,
Graham Shortt, who puts his heart and
soul into presenting the weeks lectures.Remarks on the evaluation forms give
a good indication of how passionately he gives of
his knowledge and experience in this industry of
ours and how enthusiastically it is received by all
the candidates he has trained over the past two
and a half years.
Make no mistake, candidates need to be
totally dedicated to the learning process
over the eight days of the course, with
no outside distractions. Some companies
even book their employees into a B&B so
that they do not need to travel, enabling
an uninterrupted period of study. Thereare good reasons for keeping standards
deliberately high: we all know much is at
stake in terms of capital expenditure and
operating and maintenance costs, not to
mention safety issues, when designing or
operating a conveyor system.
Already applications are inThe next course will be held in September
this year, and already applications are coming in
for registration. If you would like to know more
about the course content, and to know who in the
industry has graduated, please visit the websitewww.cmasa.co.za.
Although slowly, things are progressing with the
various technical working groups. The Belting group
has completed the bulk of the new national standard
for solid woven belting, SANS 968, with just a few
minor issues to sort out before the document can
be sent to SABS to start the publishing process.
Next up will be the revision of SANS 971. SABS
is still in the process of editing the national Idler
standard SANS 1313 parts 1, 2 and 3, readying it
for final publication, whilst the Working group turns
its attention to testing methods on this standard.
And last but not least, the Annual Dinner will be
held on 19 May. This prestigious event is tradition-
ally sold out very quickly, so make sure to get your
bookings in early!
Simon Curry, Chairman
Congratulations to the five candidates who achieved a
Diploma in the Design and Operation of Belt Conveyors on
the March course! Well done to Adi Frittella and Jannie Nel,
who both passed the examination with sufficient marks for a
distinction. Well done also to Stephen Aggett, Gavin Nimmo
and Azariel Phatela on getting through this very tough
examination.
ABB Industry (Pty) Ltd
Afripp Projects cc
Actom (Pty) Ltd
Atlanta Manufacturing (Pty) Ltd
Bateman Engineered Technologies Ltd
Bauer a Division of Hudaco Transmission (Pty) Ltd
BMG (Bearing Man Group)
Bearings International
Belt Reco RSA
Bonfiglioli Power Transmissions (Pty) Ltd
Bosworth A Division of Hudaco Trading (Pty) Ltd
Brelko Conveyor Products (Pty) Ltd
CKIT Conveyor Engineers (Pty) Ltd
Continental Crushing & Conveying
Conveyor Watch (Pty) Ltd
CMG Electric Motors South Africa (Pty) Ltd
CPM Engineering (Pty) Ltd
CT Systems (Pty) Ltd
David Brown Gear Industries (Pty) Ltd
Delras Engineering (Pty) Ltd
DRA Mineral Projects (Pty) Ltd
Dunlop Belting Products (Pty) Ltd
Dymot Engineering Company (Pty) Ltd
ELB Engineering Services (Pty) Ltd
Facet Engineering cc
Fenner Conveyor Belting (South Africa) (Pty) Ltd
Flexible Steel Lacing SA (Pty) Ltd
Hansen Transmissions SA (Pty) Ltd
Hosch - Frdertechnik (SA) (Pty) Ltd
M & J Engineering (Pty) Ltd
Martin Engineering
Melco Conveyor Equipment
Moret Mining (Pty) Ltd
MS Conveyor Pulleys SA (Pty) Ltd
Nepean Conveyors (Pty) Ltd
OE Bearings (Pty) Ltd
Osborn Engineered Products SA (Pty) Ltd
Read Swatman & Voigt (Pty) Ltd
Rema Tip Top South Africa (Pty) Ltd
Renold Crofts (Pty) Ltd
Roymec (Pty) Ltd
RSV ENCO Consulting (Pty) Ltd
Sandvik Materials Handling SA
Schaeffler South Africa (Pty) Ltd
Secrivest (Pty) Ltd
SENET
SET Agencies (Pty) Ltd
SEW Eurodrive (Pty) Ltd
Shaft Engineering cc
Shaw Almex Africa (Pty) Ltd
Siemens Southern Africa
SKF South Africa (Pty) Ltd
Technique Avant Garde cc
ThyssenKrupp Materials Handling (Pty) LtdTransmission Components (Pty) Ltd
Unitek Engineers (Pty) Ltd
Veyance Technologies Africa (Pty) Ltd
Voith Turbo (Pty) Ltd
Zest Electric Motors (Pty) Ltd
CMA Members List as at April 2010
-
8/7/2019 BHT: Apr 2010
5/40
-
8/7/2019 BHT: Apr 2010
6/40 BULK HANDLING TODAY April 2010
as much as in surface finishing. All
our products are therefore certified
with a whole batch of paperwork
that provides full traceability of
each component.
New conceptThe Tru-line is not the only
innovation from Transmission
Components. In terms of grid
couplings that are imported
from France, the company has
made changes to the design to
reduce import costs. On the
large couplings, for instance,
the toothed part is the core of
the coupling, but importing the
whole assembly means it is a big
chunk of steel that has to imported,
explains Kurt. What we do now is
import only the toothed part of the grid
coupling in the form of a ring and this
toothed ring is then bolted onto a hub that
we manufacture in-house under licence from
CMD in France.
This means we dont have to pay for the weight
of the hub which, with the toothed ring, makes
up the component, he adds. This cost saving ofabout 15% can now be passed onto the customer.
It also means that we can now only replace the
toothed grid elements on the larger sizes of this
type of coupling when they become worn and the
customer does not have to pay for all that extra steel
as was the case in the past. A further patented in-
POWER TRANSMISSION
The grid coupling
Measuring components for quality control
novation in grid couplings is where the grid portion
of the coupling is lubricated for life and no longer
requires lubrication maintenance. This is the first
significant change to grid coupling design that hascome our way in many years.
BackstopsIn a similar vein, they have cut the costs of importing
the TCR low-speed backstop. We now only import
the internal parts of the Ringspann backstop and
manufacture everything else around it in-house,
says Rudi Jeggle, Kurts son
who has joined the busi-
ness as marketing manager.
We did the concept design
and developed it with the
supplier who provides all
the internal parts. Similarlywe often get involved in
developing specific lock-
ing-element solutions for
clients who develop new
coupling applications and
will even machine parts of
their designs for them.
A well-known European
brand of locking element,
for example, is wholly
manufactured by Transmis-
sion Components in South
Africa.
Quality controlKurt takes us on a tour
of their factory that has
The coupling can now be re-used over and over
-
8/7/2019 BHT: Apr 2010
7/40BULK HANDLING TODAY April 2010
The TCR low-speed
backstop
POWER TRANSMISSION
Transmission Components invested in new machinery for better quality
expanded significantly over
the past two years. Here
we see locking elements
of various sizes between
40 mm and 700 mm indiameter being machined,
tested, assembled or pack-
aged into crates for ship-
ping. In the quality control
room, a technician is busy
checking the taper specifi-
cations of the new Tru-line
locking element component
on a huge computerised
machine.
A sensor suspended from
an overhead arm ever so
gracefully moves around
to gently touch the outer
edge, then the base, then
the top of the bowl and so
on, each time emitting a
beep that sends the com-
puter screen into a blur of flashing numbers as the
data is recorded. This data is then compiled into a
specification certificate that accompanies the part
to its final dest ination. Obviously, if the measure-
ments dont fall into the required tolerances, the
part is rejected straight away.
Couplings and locking elementsare integral parts of a con-
veyor system and skimping on these components
simply undermines the system as a whole. End-
users should be careful of copied products in
the market, Kurt says in conclusion.
In the end, it will cost you more
to replace a cheap coupling
because you simply wont be
able to re-use it as you would
with a reputable product.
Above all, the cheap copy
just doesnt last.
Rudi Jeggle, Transmission Com-
ponents, Tel: (011) 394-1830,
Email: rjeggle@transmission.
co.za
This is the first significant change to grid coupling
design that has come our way in many years
-
8/7/2019 BHT: Apr 2010
8/40 BULK HANDLING TODAY April 2010
This control technology has been
given a variety of names over the
years such as a VSD (variable
speed drive), or a VFD (variable
frequency drive) while others simply call
it an AC drive.
AC drivesWhatever you call it, it basically boils down
to an electronic control system that enables
precise variable control of the speed of
an electric AC motor. Although the word
drive is used loosely in the industry, it
seems that in the world of gearboxes
and pulleys, reference to any collection
of mechanical and electro-mechanical
components is considered to be a drive.
An AC drive may therefore be considered
as a variable frequency inverter combined
with an electric motor.
Electric motor manufacturer CMG has added
Vacons AC Drive technology to their large range
of electric motors. Bulk Handling Today speaks
to sales manager, Kevin Sterley. Variable speed
control has become the norm, not only for its en-
ergy saving aspects, but also because it improves
the power performance of motors in general, he
says and adds, Variable speed control units have
become much smaller and the growth in demand
has made them a much more affordable option
than they were just a few years ago.
Controlling Energy UsageResearch shows that forty percent of all energy used in the
world is electrical, with a staggering 50% of this being used
by electric motors. Electronically optimising the amount of
electricity required by the motor to perform a specific duty
can enhance the performance of electric motors to
significantly reduce energy consumption.
Indicates that industry in South Africa is
increasingly looking at total cost of ownership
Kevin Sterley, sales manager at CMG
POWER TRANSMISSION
-
8/7/2019 BHT: Apr 2010
9/40BULK HANDLING TODAY April 2010
SpecialisedBased in Finland, Vacon is one of
the fastest growing manufacturers of
AC drives, says Kevin. Unlike most
other VSD manufacturers, they focusentirely on variable speed technology
which perfectly complements CMGs
extensive range of electric motors that
are VSD-ready off the shelf.
The drives are based on full hardware
and software modularity and make
use of the latest in semiconductor
technology. The performance of Open
Loop technology is suitable for most
applications while Closed Loop vec-
tor control is also available for more
demanding applications. Applications
vary from materials-handling solu-
tions to water applications, marine
and mining.
New rangeTo complement the energy saving
aspects of VSD, a new range of high
efficiency electric motors, the XPA
series, is now also making its mark
on the South African market. Weve
done exceptionally well in South Africa
mainly due to our large stockholding
of a wide range of motors that are
available off the shelf, says Kevin.There seems to be a trend for big-
ger motors, typically in the 1000
to 2500 kW range for applications
ranging from mills to fans and pumps
in the mining industry in particular.
Were fortunate to have gotten orders
for motors from a number of the big
projects currently underway, putting
CMG on the map in South Africa as
a major solutions provider in terms
of electric motors.
Incorporating all the mechanicalfeatures of the PPA series, the XPA
series has been enhanced to comply
with the new Australian standard
for High Efficiency (MEPS2), says
Kevin. The XPA motor is a three-phase squirrel-
cage design, available in frame sizes 132 to 315.
As electric motors are installed in a wide range of
conditions from sub zero temperatures to tropical
environments and dusty deserts. This range, with
its rugged cast-iron enclosure, is designed to suit
all such harsh conditions and provide both high
operational reliability and low operating costs.
SpecsThe XPA range of motors is designed and complies
with AS/NZS 1359.5:2004 for high efficiency
motors. XPA motors exceed Eff 1 and correspond
to IE3 (Premium Efficiency) of the new interna-
There seems to be a trend for bigger motors, typically in
the 1000 to 2500 kW range
CMGs workshop where repairs are done
Rewinding motors is part of the service
tional standard IEC 60034-30. High efficiency
means lower running costs and a reduction in the
volume of greenhouse gas discharged into our
atmosphere when electricity is produced, assist-
ing the international drive for a reduction of this
gas, Kevin adds.
TCOSpecial motors with features like these come at
a premium, but CMGs huge annual growth over
the past couple of years indicates that industry in
POWER TRANSMISSION
-
8/7/2019 BHT: Apr 2010
10/4010 BULK HANDLING TODAY April 2010
premium products. Apart from the high
premium series of products, we have
several other ranges that fall in different
price categories for those applications that
dont necessarily need top of the rangemotors that have all the features, says
Kevin. We have the option of supplying
two cast-iron products at different price
levels while still remaining competitive
in the market.
CMG also gets involved in designing
custom drive systems for clients which
includes winding an electric motor to
achieve a specific application require-
ment. We have an in-house workshop to
carry out all rewinds, modifications and
emergency breakdowns on all makes or
types of electric motors, something that
we previously outsourced, says Kevin
in conclusion. Doing customisation,
rewinding and modifications ourselves
gives us full control of the quality of the
work, which is carried out by profession-
als with extensive knowledge, who weve recruited
from the industry.
Kevin Sterley, CMG Electric Motors South Africa, Tel: (011)
453-9560, Email: [email protected]
Different price categories for those applications that
dont necessarily need top of the range motors
POWER TRANSMISSION
South Africa is increasingly looking at total cost of
ownership and realising the value of investing in
-
8/7/2019 BHT: Apr 2010
11/40BULK HANDLING TODAY April 2010 11
EARTHMOVING
The global shortage of OTR tyres in general
has created a huge demand and prices
have shot up, making the repair of tyres
even more viable. To learn more, Bulk
Fixing BIG Tyres
Just one of the large rubber tyres on an
off-the-road (OTR) earth-moving (EM) ma-
chine is the price of a luxury small car,
making it well worth repairing such a tyre
when it gets damaged. However, this repair
should only be done by a specialist, not
only to ensure a lasting repair for a guaran-
teed period, but also for the sake of safetyof personnel and equipment.
Handling Today visits Rema Tip Top, specialists in
manufacturing the equipment and products for OTR
tyre repair and speaks to general manager, Gavin
Coetzer, about the art of giving these large tyres a
new lease on life. Weve offered this service for
many years, but lately it has become necessary to
professionalise OTR tyre repair in order to add realvalue for the end-user, he says. The South African
standards have been set and repair companies now
have to be certified to do repairs.
QualityNot only does Rema Tip
Top offer high-quality repair
materials for large tyres, the
company also provides all
the associated equipment
necessary to do the work
professionally. In addition,
the company constantly
provides vocational and
further training for vul-
canisers. We have just
re-launched our EM (OTR)
tyre repair certification
programme which allows
us to audit and, upon the
successful completion of
the audit according to ISO
9001 standard, certify
repair workshops to spe-
cialise in EM (OTR) tyre
repair, says Gavin.
By doing this, weve added
numerous newly-certified
repair partners who can
guarantee the repairs they
Gavin Coetzer, general manager at Rema Tip Top
Mining equipment at work
One of the large rubber tyres on an item of off-the-road
(OTR) earthmoving (EM) equipment is the price of a
luxury small car
-
8/7/2019 BHT: Apr 2010
12/4012 BULK HANDLING TODAY April 2010
carry out on site. In fact, they are the only ones
who can provide highly-qualified technicians who
EARTHMOVING
Repairing a large tyre is costly, but compared to replacing it, the cost is small provided it
is done professionally
use only the Rema system for EM (OTR)
tyre repair to maximise the lifespan of
damaged EM (OTR) tyres.
TrainingFuture plans are to extend the repair
technicians qualification to a profes-
sionally recognised trade in South Africa.
Together with our colleagues in Germany,
weve drawn up training modules which
are now with the Merseta for approval,
explains Gavin.
Once these have been signed off, well have
the only training programme in South Africa
offered to the trade in vulcanising. An EM
(OTR) repair technician will then become a
professional tradesman. Just like mechanics,
electricians and plumbers, the vulcaniserwill have to go through an apprenticeship
and write a trade test in order to become
a qualified OTR tyre repairer.
Bona fideTraining is safety critical because the
earthmoving industry is a dangerous one
which people dont always realise, espe-
cially with some of the repairers out there are really
taking chances when it comes to repairing large
tyres, says Gavin.Some of the repairers out there are really taking chances
-
8/7/2019 BHT: Apr 2010
13/40BULK HANDLING TODAY April 2010 1
To combat chancers, we
have gone to the mines at
executive level with our
system and explained how
important a proper repair is,not only in terms of safety,
but also in terms of costs.
Many of the mines now
specify that only Rema-
certified repair technicians
can do work on their OTR
vehicle tyres.
CertificationCompanies, or partner
workshops, certified by
Rema are re-certified every
twelve months and, where
necessary, technicians are
re-trained to stay abreast of
the latest techniques of re-
pair. Many end-users now
specify that the certified
partners use Rema repair
equipment and materials
so that they can insist
on getting a 1500-hour
guarantee on a repair,
says Gavin.
By doing this, were all making it more difficult
for chancers to operate in our industry, giving theindustry a bad name as theyve done in the past
where a repair fails within 150 to 500 hours.
For those out there who dont know, its simply a
matter of asking the repair company whether they
comply with the South African national standards
in terms of technicians, equipment and the process
they use.
Assessing damageThe procedure of assessing a tyre to gauge the ex-
tent of the damage, and decide whether it is worth
doing a repair has to be done by a professional.
A properly trained repairer will, for instance, take
photos of the damage and the repair process, not
only for his customers peace of mind, but also to
protect himself if something goes wrong further
down the line and he has to prove that it is not
his repair that failed.
Although most mining companies do make use of
comprehensive tyre management programmes, you
do get instances where the owner of the equipment
lacks control over the management of tyre repairs
and this is where chancers get the opportunity to
get in. There are many repairers out there who just
shouldnt be there.
Extending lifeTyres are damaged at any stage of their lives. It could
be a new tyre or it could be close to the end of its
life. The procedure to decide whether its worth
repairing a tyre is for the repairer and the owner to
EARTHMOVING
Big tyres to fix rather than replace
That repair should last for the rest of the life of that tyre
assess the tyre together, explains Gavin.
Theyll first measure the tread to determine whatlife is left in the tyre if its been damaged and then
theyll decide whether a repair is viable or not.
That repair should last for the rest of the life of
that tyre. There is no reason why a professionally
done repair should not last the full seven to nine
thousand hours left in a tyre that has been dam-
aged early in its life.
CostsRepairing a large tyre is costly, but compared with
replacing it, the cost is small provided its doneprofessionally. End-users should not look at the
price of repairing the tyre though, says Gavin in
conclusion. Most people tend to base whether
they can do a repair or not on the price. I advise
customers not to look so deeply at the price of the
repair but rather at how a good quality repair can
extend the life of the tyre.
If they go to the trouble of analysing how, over
a period of time, repairs have extended the life of
tyres to their full lifecycle, theyll realise that theyre
doing the right thing to repair, provided theyre
using certified technicians who use professional
systems to do it, concludes Gavin.
Gavin Coetzer, General Manager, Rema Tip Top Automo-
tive, Tel: (011) 817-3403/4/5/6 Email: gavin.coetzer@
rematiptop.co.za
-
8/7/2019 BHT: Apr 2010
14/401 BULK HANDLING TODAY April 2010
-
8/7/2019 BHT: Apr 2010
15/40BULK HANDLING TODAY April 2010 1
CONSTRUCTION
Anyone who has worked on multi-storey
building will know the amount of time that
is wasted in moving people up and downthe building. Construction cranes are not
licensed to carry people. However, walking up 15
floors of a building under construction could take
as long as 20 minutes, particularly if the personis carrying heavy equipment. If the worker needs
to return to the ground to fetch another tool, he
will waste the best part of an hour.
A working platformSA French Operations Director
Warwick van Breda explains
that while scaffolding is an
essential aid, it is primarily a
working platform, and not a way
to clamber to the various floors
of a construction project.
In the mid 80s, Quentin vanBreda, the MD of SA French,
was travelling abroad to a con-
struction equipment expo. For
the first time, he became truly
aware of the advantages that
the combination of a tower
crane and a construction hoist
would offer.
He realised that the hoist would
offer the construction team a
much greater level of flexibility.
However, although SA French
tried to interest the local construc-tion industry in the construction
hoist concept, it was slow to
catch on.
The safer optionA reason for the slow accep-
tance might have been that, in
decades past, local homemade
hoists posed a safety threat.
However, the professionally
designed, manufactured and
installed Torgar hoist is fully
compliant with all South Af-
rican building safety codes,
saysQuentins son, Warwick. In
addition, all Torgar personnel
hoists are designed according
to EN-2159 European Direc-
Construction Hoists Offer
Greater FlexibilityIt is already proving to be a blessing to the construction industry. It is well-made, it is fast and above all it is
safe. This is the Torgar building hoist which is now available in South Africa from the tower crane company,
SA French.
A much greater level of flexibility
A Torgar hoist deployed to a renovation project in downtown Johannesburg.
-
8/7/2019 BHT: Apr 2010
16/401 BULK HANDLING TODAY April 2010
When SA French rents out a hoist or tower crane,
they supply an experienced and qualified operator
with the equipment, ensuring a professional and
safe solution to the customers task at hand. There
is a trend to use these units in renovation of oldbuildings as well as finishing on new developments
where a simple and cost effective lifting solution is
required. The Torgar self-climbing rack and pinion
hoist is available with capacities from 0.5 to 2.5
tons and with a maximum reach of 100 metres.
The self-climbing rack and pinion material hoist
is ideal for conveying materials on construction
sites as well as in mining applications. Hoists are
increasingly used in the finishings of new devel-
opments where a simple and cost effective lifting
solution is required.
Simple to useUsing the Torgar hoist is simple. This system com-
prises a tower which is designed to be erected in
manageable sections as the building grows. On
ground zero the basic platform is erected in a protec-
tive cage with each section being bolted on using
conventional tools. The hoist has a free standing
height and beyond this height it must be anchored
to the building with robust steel stays to ensureoptimum operating performance and safety.
Fortunately, the skills and technology SA French
uses in tower cranes are the same as those used
in the installation and maintenance of hoists.
Cost saverToday, in the construction of a tower block, the
use of a tower crane is a given. But once the top
storey is complete, the need for the tower crane
decreases markedly. The tower crane productivity
probably falls off by 50%, but it is kept on site
as they still need to get bricks and mortar up to
the various levels to do the brickwork and otherfinishes.
However, owing to the inability to get the crane
hook onto completed floors, other than the roof,
access to the various levels in a multi-storey build-
ing are limited. Thus the use of a hoist firmly
and safely secured to the outside of the structure
affords access both for people and for materials
handling to areas that are no longer accessible to
the tower crane.
Now, by using a hoist, it is possible to release the
tower crane from the building site, possibly two to
three months earlier, concludes Warwick.SA French Ltd, Tel: (011) 975-4921, Fax: (011) 975-6312,
Email: info@safrench .co.za, www.safrench.co.za
tives and also satisfy the security requirements
contained in the Appendix I from the Directive
98/37/CE of machinery.
No fallsAlso, using the hoist is much safer than walking up
partly-constructed, often badly-lit stairwells. And
the hoist also eliminates the possibility of falling
while climbing scaffolding, says Warwick.
CONSTRUCTION
Much safer than walking uppartly-constructed, often badly-lit
stairwells
The hoist rests on sturdy well-made frame with adjustable feet
-
8/7/2019 BHT: Apr 2010
17/40BULK HANDLING TODAY April 2010 1
AGRICULTURE
Bulk Handling Today talks to
Potatoes SAs Etienne Booysens,
marketing manager, and Terrence
Brown, regional manager, about
this lucrative market and how Potatoes
SA goes about making a mark in
the rest of the world.
Transporting pota-
toesThe bulk han-
dling of potatoes
in South Africa is
done mostly by the
farmers themselves.
Bigger transport companies are
contracted for exports.
Terrence notes that farmers
transport potatoes with small, me-
dium or large trucks depending on the load. Most
of these are privately owned by the farmers. Thelarge load is all palletised and normally consists of
3 500 10kg bags, which is transported directly to
fresh produce markets or retailers. Smaller loads
consist of 1 200 10 kg bags with the same end
destinations.
The most important thing to remember is that dur-
ing the summer, potatoes have to be
transported across the shortest
distance from soil to desti-
nation. When you are
working with fresh
produce there is
a very real dan-
ger that quality
will deterio-
rate. During
the winter,
the loads
have to be
cove r ed
to prevent
the bags from
get t ing wet .
When looking at
exports, the pota-
toes are transported
in refrigerated trucks
with a temperature of
between 12 - 16C, Ter-
rence explains.
Potatoes for
the People
The South African potato industry is one of
the strongest export markets in South Africa.
With the product being available all yearround there is always a demand in the rest of
the world.
Temperature is kingWhen asked about the challenges they face, Ter-
rence notes that most problems occur during the
summer when temperatures can reach 40C. This
can really be a problem because, if a load rots it
cant be sold, which in turn means a loss of income
for the farmer. Another big challenge is the cost of
transport, which has gone up rapidly in the last
few months. Again this means less income and
makes it difficult to show some profit.
Potatoes have been exported for a long time, but
the market really started to pick up about 10 years
ago. At the time the industry was exporting around
76 000 tons, but the market grew and in 2003it was exporting around 129 000 tons. Unfortu-
nately, the figure dropped to 106 000 tons last
year because of the strong rand and some other,
external factors.
Looking at some of the challenges that they cur-
rently face, Etienne points out that the fluctuating
exchange rate can be a major headache. This
challenge is faced by all the exporting markets in
South Africa, but we have programmes in place
to deal with it, he says.
Export market
Our exports are done by ship and by land. Insome cases small quantities are flown out to the
European Union.
To help local producers deal with the demands
of exports, the industry established an Exporters
-
8/7/2019 BHT: Apr 2010
18/401 BULK HANDLING TODAY April 2010
Forum to create an environment conducive to
growth of exports. The forum ensures adherence to
market practices and compliance with standards.These include compliance with minimum grading
standards and phyto-sanitary protocols.
In line with the need to safeguard the reputation
of South African potatoes, members of the forum
are required to provide information regarding the
tonnage exported, the destination of the exports, the
class and size of potatoes exported and the material
from which the packaging is manufactured.
We have an assignee body, the Perishable Products
Export Control Board (PPECB), which evaluates
and ensures that all exports are of high quality,
says Etienne.
The main markets for exports are Namibia, Mo-
zambique, Botswana, Angola, Zambia, Mauritius
and Swaziland. Small quantities of exports end
up in European and Middle Eastern markets. Our
presence north of the equator is minimal because
North African countries such as Egypt and Algeria
are themselves big potato growers.
Stiff competitionLocal producers face competition from India,
Australia and the European Union. What is a big-
ger challenge though is the import of processed
potatoes, especially frozen fries. Last year 8 000
tons of frozen chips were imported, mainly from
Belgium and Argentina.
Etienne concludes by telling us about the foreigndevelopment program which he is in charge of for
Potatoes SA. The programme is in place to market
the Potatoes SA brand in neighbouring countries.
For example, last year we had an eight-month long
marketing campaign incorporating big billboards
and agricultural shows to promote the quality of
our exports.
Potatoes SA, Etienne Booysens, marketing manager, Tel:
(012) 349-1906, Fax: (012) 349-2641, Email: ebooysens@
agric.co.za
AGRICULTURE
-
8/7/2019 BHT: Apr 2010
19/40BULK HANDLING TODAY April 2010 1
If the aforesaid is true, then why is this an issueand why do we have the range of equipment
available on various sites? The more correct
statement is probably not various sites but
the same sites.
Common groundThe point of departure has to be, but where does
one start? In any design approach, be it ISO, CEMA
or others, the first objective is to size the belt, then
the drives and then the pulleys and somewhere
in there are the idlers and all the other ancillary
equipment.
The design criteria call for maximum standardisation
of equipment on the project. Historically, these are
words that consultants use to impress their client
in an effort to give them that warm fuzzy feeling
that their interests are being looked af ter. Wrong,
this is where the game begins.
Depending on whether the point of departure is a
lump-sum turnkey or engineer, procure and supply
project, the approach differs.
Chasing priceIf it is lump-sum turnkey, the competing company
will endeavour to sharpen the pencil in order to win
the project: it must beat the opposition on price.
The net result is that the most competitive capital
cost is being chased with little or no regard for
overall cost of ownership. Thus if a 90mm bearing
will do the job, then it will be offered and not the
110mm diameter which should be the option for
standardisation.
For engineer, procure, construct and project man-
agement (EPCM) projects, the approach is different
- or is it? The consulting company will still issue
enquiries to the various suppliers for the supplyof the conveyor package and then unfortunately
the same scenario develops as before. In some
instances, the situation will be that in-house de-
signs are undertaken and then the possibility of
Standardising
Conveyors -
Fact or Fiction
Standardising is alwaysan issue in the
majority of projects. The
only variance is the
extent of
standardisation that is
required per the
contract.
CONVEYING
The most competitive capital cost is being chased withlittle or no regard for overall cost of ownership
implementing a larger degree of standardisationis feasible, provided the vision and foresight is
in place.
In the real world, the client ends up with various
permutations of pulleys and drives in his stores for
the same belt width, and that becomes a nightmare
to control and manage.
Clearly there are these two considerations. The
one is capital and the other operating costs. The
common ground for moving forward lies in the area
that total cost of ownership must be considered
as the basis. Higher capital costs are acceptable
against the background of lower operating costs
and higher system availability.
Conveyor design approachThe thought processes must now be refocused on
designing the so called piece of elastic band. The
belt is the first piece of equipment that is sized
for the application. The crux of this paper is that
everything must now be sized for the application
accordingly.
The following questions are frequently asked
on existing installations.
What would happen if the system capacity
is increased at the same belt speed?The strength of the belt must be checked
for adequacy.
How far can this belt be extended?
The strength of the belt must be checked
for adequacy.
What is not asked is what happens to the pulley
and the bearing if the system capacity is increased
and this is mostly where the problem lies.
If the pulleys had been sized in accordance with
the belting requirements, this will not be a problem.
This is best illustrated by means of an example.
Consider 900mm belt width class 1000 belting
with a safety factor of 10. The next class up is
1250 and the next class down is 800.
For this 900mm wide belting, the maximum work-
-
8/7/2019 BHT: Apr 2010
20/4020 BULK HANDLING TODAY April 2010
CONVEYING
ing tension will thus be:
For class 1000: Maximum allowable working tension
= 900mm 1000mm x 1000kNm 10 fos
= 90kN
For class 1250: Maximum allowable tension = 900mm
1000mm x 1250kNm 10fos
= 56,7kN
For class 800: Maximum allowable working tension
= 900mm
1000mm x 800kNm 10fos
= 72kN
The proposal is then, assuming the design tension
requirement is 80kN, that the pulley will be sized
in accordance with the 90kN maximum belt tension
requirement. It follows that for any, and that liter-
ally means any, application per the design criteria,
where the class 1000 belting will be used, the
equivalent class 1000 belting pulley will be used
accordingly in the standardisation approach.
The immediate observation will be that the pul-
ley is now oversized for the specific application.
Technically this is true, but practically not. Due to
the fact that this pulley will be subjected to a load-
ing level probably less than what it was designed
for, technically the life expectancy of the unit is
increased accordingly. Increased life expectancy
is directly associated with less downtime thus
resulting in a more reliable production unit. The
implications of this in the bigger picture will be
mentioned later.
The fun really begins when one looks at the T2
tension requirements.
The industry norm is to use a friction factor typically
in the region of 0,35 for this type of lagging. This
value is used to derive the wrap angle required for
any specific application. It is not the intention to
elaborate on the derivation of formula but rather
to reflect on the typical range of values applicable
to the range of the application.
The standard formula used to derive the friction
factor for belt drives is:
and the relationship T1 = Te + T2 and
Where:
e = 2.8713
m = friction factor referenced in text
j = wrap angle in radians
T1 = maximum belt tension used to determine
belt class
T2 = derived take-up tension to ensure no slip
during driving
Te = effective tension value required to overcome
system resistances
K = drive friction factor for calculation purposes
The norm would be to specify a minimum wrap
angle for purposes of ensuring positive drive. The
wrap angle would typically vary from 180 degrees
(not recommended) up to 210 degrees (very dif-
ficult to achieve in practice). The range of values
would then typically be:
Calculated friction factors for the aforesaid using
a friction value of 0.35 will be:
180 degrees K = 0.50 thus T1 = Te x 1.50
185 degrees K = 0.48 thus T1 = Te x 1.48
190 degrees K = 0.46 thus T1 = Te x 1.46
195 degrees K = 0.44 thus T1 = Te x 1.44
200 degrees K = 0.42 thus T1 = Te x 1.42
205 degrees K = 0.40 thus T1 = Te x 1.40
210 degrees K = 0.38 thus T1 = Te x 1.38
The target range worth considering will be between
190 to 200 degrees. Expressed in terms of values,
it ranges from 0.46 to 0.42. This is not a big dif-
ference but that is not the point. The issue is that
there is merit for an organisation to select a mini-
mum requirement friction factor and then for the
design to move forward based on this requirement.
The purpose of the table is then to illustrate thesensitivity of the values over a practical range.
Safety firstThe principle is to err on the conservative side and
always have what can be classed as a safe design
for all applications within the set parameters. When
working with steel cord belting, relaxation distances
are relatively long and one would rather use wrap
angles in the region of 190 degrees while it would
be perfectly acceptable to use wrap angles of 200
degrees for ply type belting due to correspondingly
shorter relaxation distances.
All this is fine, but the various drive configurat ions
need to be brought into consideration as well. Typi-
cally, in 98 percent of all conveyor drive systems
comprise single- and dual-drive pulley arrange-
ments. The dual-drive pulley arrangement can be
Higher capital costs are acceptable against the
background of lower operating costs and higher system
availability
-
8/7/2019 BHT: Apr 2010
21/40BULK HANDLING TODAY April 2010 21
CONVEYING
subdivided into equal power on the primary and
secondary pulleys. The final permutation will be
three equal power units with two on the primary
and one on the secondar y drive pulley. All of these
applications result in different tensioning require-ments to prevent slip requirements.
To illustrate the point, for purposes of this paper
the assumption is made that the wrap angle will
be 200 degrees with a resulting friction factor of
1.42. In line with this, 900mm wide belting of
class 1000 is used as before.
On a single-drive pulley arrangement the following
applies: (excluding belt slope tension) Single-drive
pulley application (see figure1)
Example for slipWhen the T2 drive slip requirement is the gov-
erning factor.
Maximum T1 tension = class 1000 kN/m
10 fos x 900mm 1000mm
= 90 kN
Maximum Te tension = 90 kN 1.42
= 63,3 kN
Maximum T2 tension = T1 Te
= 90 kN 63,3 kN
= 26,7 kN
Example for sag
If the minimum sag tension requirement was 30 kN.The application will then be modified as follows:
Maximum T1 tension = class 1000 kN/m
10 fos x 900mm 1000mm
= 90 kN
Maximum T2 tension = 30 kN
Maximum Te tension = T1 T2
= 90 kN 30 kN
= 60 kN
The same approach must be used for multiple-
drive pulleys and number of drive units installed.
In all instances, the T1, T2 and Te tensions arecalculated for the application.
On a dual-drive pulley arrangement the following
applies: (excluding belt slope tension)
(See figure 2)
Dual-drive pulley application with 1:1
power distribution.Using the same analogy as before, let us review
wrap angles for dual-drive application with 1:1
power distribution:
Calculated friction factors for the aforesaid using
a friction value of 0.35 will be:360 degrees K = 0.25 thus T1 = Te x 1.25
370 degrees K = 0.24 thus T1 = Te x 1.24
380 degrees K = 0.23 thus T1 = Te x 1.23
390 degrees K = 0.22 thus T1 = Te x 1.22
400 degrees K = 0.21 thus T1 = Te x 1.21
410 degrees K = 0.20 thus T1 = Te x 1.20
420 degrees K = 0.19 thus T1 = Te x 1.19
Using 400 degree wrap angle which is twice that
used before.
Example for slipWhen the T2 drive slip requirement is the govern-
ing factor.
Maximum T1 tension = class 1000 kN/m
10 fos x 900mm 1000mm
= 90 kN
Maximum Te tension = 90 kN 1.21
= 74,38 kN
Maximum T2 tension = T1 Te
= 90 kN 74,38 kN
= 15,62 kN
Dual-drive pulley application with 2:1
power distribution.Using the same analogy as before, let us review
wrap angles for dual-drive application with 2:1
power distribution:
Calculated friction factors for the aforesaid using
a friction value of 0.35 will be:
360 degrees K = 0.17 thus T1 = Te x 1.17
370 degrees K = 0.16 thus T1 = Te x 1.16
380 degrees K = 0.15 thus T1 = Te x 1.15
390 degrees K = 0.15 thus T1 = Te x 1.15
400 degrees K = 0.14 thus T1 = Te x 1.14410 degrees K = 0.13 thus T1 = Te x 1.13
420 degrees K = 0.13 thus T1 = Te x 1.13
Using 400 degree wrap angle which is the same
as the previous example.
Figure 1: Single head drive pulley and single intermediate drive
Single intermediate driveSingle head drive pulley
Figure 2: Dual-drive pulley arrangement
-
8/7/2019 BHT: Apr 2010
22/4022 BULK HANDLING TODAY April 2010
Example for slipWhen the T2 drive slip requirement is the govern-
ing factor.
Maximum T1 tension = class 1000 kN/m
10 fos x 900mm 1000mm
= 90 kN
Maximum Te tension = 90 kN 1.14
= 78,95 kN
Maximum T2 tension = T1 Te
= 90 kN 78,95 kN
= 11,05 kN
In summary the results from examples are then
as follows:
An interesting observation is that the tension
values of the high-tension pulleys are the same
across the range.
The low-tension pulleys vary the most. Interesting
to note is that T2 is the highest for the single-drivepulley application, then the dual drive with 1:1
power sharing and dual-drive pulleys with 2:1
power sharing the least. It follows then that the
lower T2 tension pulleys can be used for the higher
tension applications but not vice versa. Care must
be taken when making the decision at this point in
time as the system may become oversized purely
from a standardisation perspective. The overall
application needs to be reviewed with respect to
the T2 requirements.
There is a further observat ion relative to being able
to use the bigger pulley in place of the smaller pulley.
By using the somewhat larger pulley for the lighter
duty, the life expectancy of the unit will also increase.
This leads to marginally more reliable installations
with possibly less downtime for maintenance as
the replacement period is increased.
On future projects, equipment selection based on
standardisation should be the prime consideration,
if not the only consideration. It is true that on ex-
isting conveyor systems one cannot readily retrofit
the alternative standard as there could be majorinterface issues.
The reverse observation is also true. The Te values
are lower for the single-drive pulley application thus
indicating that less work can be done for these ap-
plications. The most work can thus be done on the
same belt class for dual-drive with the 2:1 power
sharing arrangement.
Consideration must be given to the duty requirements
of the conveyor and a decision made accordingly.
Generally, the higher the belt class, the higher the
duty requirements. From an application perspec-
tive, the higher the belt class, the more power will
be required for conveying the material. It will thus
be logical to consider this type of application to
be dual-drive pulley applications with 2:1 power
sharing as opposed to single-drive pulley units.
Equally important, it may be that the application
cannot support the 2:1 power distribution as access
becomes problematic. Under these circumstances
the 1:1 distribution will have to be acceptable.
Drive unitsThe aforesaid covers all the pertinent issues with
respect to pulleys. What about drive units?
Drive unit sizes are directly related to calculated
effective tension levels. For this approach, one
would then need to review the effective tension
available after calculating the T1 and T2 values.
The prime consideration should then be that, once
the belt class is determined, the drive unit size
must be determined that will result in the power
unit being adequate for the belt class being utilised
at its maximum capacity.
Absorbed power is the product of the effective
tension with the belt speed. Consideration is then
given to the reducer efficiencies where a service
factor is applied to this value to determine the
minimum installed power. The entire process is
as simple as that.
By example, consider the 900 belt width class
1000 belting application. From Table 1, the effective
tension required for driving is 74,38kN. Of course,
you would need two power units each requiring
37,19kN. Assuming a belt speed of 3m/s, drive
efficiency of 94% and a service factor of 1,2 on
installed power the following will then apply.
Absorbed power is then:
37,19 kN x 3 m/s = 111,57 kW
Demand power on the input shaft is
111,57 kW 94% = 118,69 kW
Minimum installed power with service factor of
1,2 = 118,69 x 1,2 = 142,42 kW
Next motor size up is 160 kW
Thus final installed power is 160 kW on each
drive pulley.
When now reviewing this application, the user will
essentially have what can be described as a system
balanced between the power and the belt class
requirement. There should not be an application
where the user will be in a situation that the 2 off
160kW drive units will not be adequate for the belt
CONVEYING
Application
Maximum T1tension
High tension
pulleys
Maximum Tetension
Available for
driving
Required T2tension
Low tension
pulleys
Single-drive pulley 90 kN 63,30 = 1 x 63,30 kN 26,70
Dual-drive pulley 1:1 90 kN 74,38 = 2 x 37,19 kN 15,62
Dual-drive pulley 2:1 90 kN 78,95 = 3 x 26,32 kN 11,05
Table 1: T1, Te and T2 tensions for various drive pulley configurations
Always have what can be classed as a safe design for all
applications within the set parameters
-
8/7/2019 BHT: Apr 2010
23/40BULK HANDLING TODAY April 2010 2
statements are not really enforced and projects are
predominantly capital-cost driven and not from a
total cost of ownership perspective.
ConclusionsThere is indeed a possibility to standardise
on conveyor equipment for various applica-
tions.
Belting specifications must be used as the
starting point for optimum standardisation
on all conveyor systems.
Pulleys require standardisation in conjunc-
tion with the class of belting used for the
application.
There are options available where conveyor
components can be standardised without
necessarily over sizing of the units.Power units can be standardised in ac-
cordance with the class of belting for the
application.
RecommendationsAll mining houses should review their conveyor
applications in order to rationalise all the equip-
ment currently being used.
Total cost of ownership on conveyor-type projects
must become a reality and more tangible and nota nice-to-have issue, as there are fundamental
cost advantages in this approach.
This paper has been condensed due to space constraints.
The author is Simon Curry. This paper was frst presented
at Beltcon 15 held in Johannesburg on September 2 and 3,
2009. Copyright is vested with the IMHC. Enquiries can
be made through the website; www.beltcon.org.za
class at that speed for any profile. As soon as the
belt class requirements are exceeded, the power
requirements will also become marginal and the
system is thus balanced.
SteelworkThe next objection that is normally raised against
the standard approach is the strength of the steel-
work. This is a valid question but the same answer
will apply as with the previous. If the steelwork
has been designed for the T1 maximum tension
value of 90kN as per the example, any requirement
pertaining to the class of belt will be acceptable.
If the steelwork was designed for the 80kN ten-
sion requirement then this becomes the limiting
and marginalising factor. In order for the client to
maximise on his investment, the maximum value
that he will be able to squeeze out of the class 1000belt will be 80kN in spite of the belt being able to
operate at the higher tension of 90 kN. Once again,
it is obvious that the user will opt for the higher
tension value as being the optimum value.
One mine to anotherThe mechanical sizing of the equipment is directly
related to the tension values in the system. Pulleys
are sized accordingly and so the steelwork. In real
terms, only the size of the power units is affected
by the speed of the belt. The torque remains the
same, as a conveyor is essentially a constant
torque machine.
Typically, the variance in speed could typically be
from one mine site to another mine in the same
mining group. At the one mine, the operation will
be 3m/s while the other will be 4m/s. The one mine
could require the capacity to be 900-tons per hour
while the other will be 1200-tons per hour.
The real worldIn the real world, it is impossible to standardise
100 percent. The better statement
to make is that conveyors can be
standardised to a very large extent.
With some initiative and careful
thought, this objective can be readilyachieved. There are more plus points
in the process of creating common
parts than parts only applicable to
specific applications.
As these points are being mentioned,
it should be becoming glaringly ob-
vious to those in the industry that
certain user/mining groups have
specific applications relative to their
conveyor systems. These applications
are currently been recognised in the
industry by some of the visionary
mining groups operational in South
Africa. Most users have statements
in their specifications requiring that
equipment be standardised as far
as possible. Unfortunately, these
CONVEYING
Standardisation should be the prime consideration, if not
the only consideration
-
8/7/2019 BHT: Apr 2010
24/402 BULK HANDLING TODAY April 2010
Suppliers o geared motors, industrial gears, requency inverters, drive electronics, servo technology and services.
Naturally, as the leading drive-technology specialists, we consistently develop new products that are above all reliable,
energy-efcient and produced cost-efciently. Moreover, our know-how and experience allows us to go a step urther than
the rest providing solutions that you can build on. Thats what we call Drive 360o Seeing the big picture: rom the system
availability to problem-solving competence, achieving lower operating costs through energy-efciency right through tofnished systems. We can ulfll all your needs.
SEW-Eurodrive (Pty) LtdPO Box 90004 l Bertsham 2013Tel: +2711 248-7000Fax: +27 11 248-7289
www.sew.co.za
SEW-EURODRIVE - Driving the world
We dont develop productswe develop solutions.
-
8/7/2019 BHT: Apr 2010
25/40BULK HANDLING TODAY April 2010 2
For some companies, however, the decision
to own their own equipment is unequivocal.
In spite of the downturn in the economy.
The Metals and Minerals Division of Gri-
naker-LTAs Mechanical & Electrical Business Unit
is actively investing in its plant and equipment to
ensure that it has reliable and productive machinery
available to deliver on its projects.
Large fleetThe company has a massive fleet of
equipment including a 400-ton crawler
crane; three-axle lowbed road trucks;
mobilifts; tractors; trailers and bakkies.
The nature of our business activities
are such that lifting equipment forms
the core of the plant fleet and we
operate one of the largest fleets of
cranes with a total of 95 units, the
companys Pieter Kok says.
The rationale behind owning and
maintaining such an expansive fleet
of plant and equipment is simple. We
believe this gives us a competitive
edge and allows us to allocate the
resources where required. We are not
dependent on outsourcing or hiring plant, although
this is an option when we need to supplement our
resources, Pieter adds.
AMassive FleetEven in the current depressed market, the debate between owning versus hiring capital equipment rages on,
with many companies tightening their belts by halting all investment in new equipment and renting the neces-sary plant, or increasing the duration of contracts, or making do with their existing fleets.
Cost competitivePieter says that together with the continuous
investment in its fleet of plant and equipment,
Grinaker-LTA Metals and Minerals also ensures
its cost competitiveness on projects by instituting
both a refurbishment programme and a replace-
ment programme.
New equipment introduced into the fleet over the
last two years has included crawler cranes, hydraulic
cranes, new horses, a teleporter and forklifts.
When buying new equipment the most impor-
tant consideration is whether it fits its intended
application. We investigate what is available on
the market and our investment decision is based
on a combination of factors including competitive
pricing.
However, the deciding factor as far as I am con-
cerned is an unwavering support f rom the supplier.
This includes, very importantly, superior parts
availability. We actually go and look at individual
suppliers stockholdings. Additionally, after-sales
service backup is critical as most of our equipment
operates on remote sites, Pieter explains.
Crawler cranesGrinaker-LTA Metals and Minerals recently added
two Sany SC 1000 crawler cranes to its fleet. The
crawler cranes strength lies in its pick-and-carry
One of the Sany
crawler cranes
recently added to
Grinaker-LTA
Metals and
Minerals fleet
LIFTING
Pieter Kok
-
8/7/2019 BHT: Apr 2010
26/402 BULK HANDLING TODAY April 2010
capability. We no longer have to deal with the
issue of outriggers. And as the crane is crawler
mounted, it can be used in areas where underfoot
conditions are poor as is often the case when
working on greenfields projects. We consequentlyinvested in a large fleet of crawler cranes that have
proved their affordability over the entire life cycle,
Pieter explains.
The Sany crawler cranes work like a dream. The
operators really enjoy using them as they are easy
to operate and perfectly suited to local conditions.
We sent both the Sany cranes to the Phola DMS
Plant Project and we clocked up 110 hours in the
first three weeks on the site. Sany provided train-
ing for our operators to bring them up to speed
on the new technology that these cranes use,
says Pieter.
Distributed in southern Africa by McCarthy Heavy
Equipment, the componentry on the Sany crawler
cranes is predominantly European thus combining
attractive pricing and European engineering in one
package. Globally-accepted drive train components
have been used on the Sany crawler cranes and
the machines are both operator and maintenance
friendly.
We actually go and look at individual suppliers
stockholdings
LIFTING
Sound maintenanceHoused at the companys Vanderbijlpark facility, all
Grinaker-LTA Metals and Minerals equipment is on
the companys internal maintenance programme.
The machines are monitored on site and dependingon the type of plant, preventative maintenance is
carried out according to a preset programme. Minor
repairs are conducted on site using fully trained
personnel and any major repair or refurbishment
work is undertaken at the Vanderbijlpark works.
Preventative maintenance programmes allow for
accurate data to be maintained and this information
is monitored to allow proactive repairs to be done
but, more importantly, it gives us an accurate base
from which to monitor equipment condition.
This allows decision making to take place with
respect to refurbishment of equipment and thelevel of refurbishment varies from major com-
ponent refurbishment to total machine overhaul
including replacement of critical components with
new where necessary and drive train rebuilding,
Pieter concludes.
Peter Osborn, Grinaker-Lta Mechanical & Electrical, Tel:
(011) 681-2207, Fax: (011) 680-4545, Email : posborn@
gltame.com
-
8/7/2019 BHT: Apr 2010
27/40BULK HANDLING TODAY April 2010 2
Vanguard is currently completing a turnkey
contract to transport 6 x 667MVA single
phase power transformers, 15 x 133.3
MVA single phase reactors and acces-
sories manufactured by Japan AE Power Systems
from Richards Bay Harbour to various sites. This
contract was awarded by Sumitomo Corporation,
a main contractor to Eskom.Meeting demandThe electric substation equipment is to be installed
at each 765 kV transmission grid substation which
is supplied with power from multiple coal-fired
power stations in Mpumalanga. The project is being
carried out to upgrade the electricity grid to meet
South Africas rising demand for power.
The transformers are single phase units, with one
unit allocated per phase due to South Africas con-
figuration of its three phase electricity system. Theunits are purposefully designed and manufactured
to minimise the transport weight.
The project has been underway for two years with
Weighing in at
255 tons each,
theyre not the
sort of thing you
take home in ashopping
trolley.
Particularly as
each of these
giant equipment
items is supplied
with an addi-
tional 60 tons
of accessories,
as well as shunt
reactors, each
weighing 82tons. These 255-
ton behemoths
are auto
transformers,
which are
destined for
Eskom
substations in
the Free State
and
Mpumalanga.
Using a combination of the turntable, 1000 ton gantry
system and jacking tools
Transformer and
Reactor Move
Vanguard completed the customs clearing and harbour staging in Richards Bay harbour when the
first transformers arrived
The transformers were
transported on Van-
guards modular trailer
using three horses in
a pull-pull-push con-
figuration
LIFTING
-
8/7/2019 BHT: Apr 2010
28/402 BULK HANDLING TODAY April 2010
+27 11 827 9227 | +27 11 827 9688
+ 27 21 951 8088 | + 27 21 951 8033
+27 82 705 4160 | +27 82 453 7690
-
8/7/2019 BHT: Apr 2010
29/40BULK HANDLING TODAY April 2010 2
Vanguards first step researching and establishing
a viable transport route.
Route surveyThis included a comprehensive route survey and
bridge analysis to ensure that the weight could be
handled, as well as ensuring there were no overhead
structures along the way, says James Robinson,
Vanguard project engineer. We also used a liaison
team that managed Telkom and Eskom for us, to
ensure that power and communication lines could
be lifted or lowered accordingly.As the transformers measure10m in length, 4,9m
in width and 5,25m in height, Vanguard designed
a trailer specifically to suit the transport require-
ments of the project. In order to optimise the trailer,
Vanguard had to procure additional equipment. The
trailer is 30m long and 5m wide and is driven by
three 610hp Mercedes Benz horses in a push-
push-pull configuration.
Swazi detourHowever, a huge obstacle presented itself just
before the first shipment was due to arrive, says
James. The proposed and approved route included
portions of the N2 towards Pongola which was
due for road works as part of an upgrade project.
The road was closed in February 2009 and would
remain so for the next two years.
With our deadline approaching, we investigated
other routes but nothing suited our purposes. But
after some research and some creative thinking,
we opted for a route through Swaziland.
The route runs parallel to the N2 and includes a
highway that is relatively new and in good condition.
It also has no bridges which ensured that Vanguard
was able to obtain clearance relatively quickly.
There was a lot of additional pre-preparation work
which involved our working with the Swazilands
communications company and electricity company
to ensure that the telephone and power lines were
not an issue.
After some research and some creative thinking, we
opted for a route through Swaziland
The transformers are precisely placed using a hydraulic gantry, before being rotated 90 degrees on a custom-built turntable
James notes that the companys extensive experience
in route evaluation, research and similar transport
projects ensured the success of the job while re-
maining in line with the delivery deadline.
Handle with careOnce the first four transformers arrived in Rich-
ards Bay, we handled all the customs clearing and
harbour staging, says James. The transformers
are extremely sensitive pieces of equipment and
cannot be bumped or jostled in any way. We elected
to use gantry equipment, which is safer and less-ens the likelihood of bumps and knocks. We also
used a staging trailer within the harbour which
is smaller and more mobile. Once offloaded, the
transformers were stored in a lay-down area. This
ensured efficient handling, allowing us to offload
all four in one day.
From the harbour, the transformers are being
transported to the various sites where they will be
offloaded and slid into final position. This involvesturning each transformer 90 degrees before sliding
and final alignment. To accomplish this, Vanguard
designed and built a turntable to make the turning
process safe and impact free.
The offloading is accomplished using a combina-
tion of the turntable, 1000 ton gantry system and
jacking tools. While using gantries in this type of
application is not common practice, especially
with transformers of this size, we established that
this was the best method for the project, as it is
safer and quicker.
The project is scheduled for completion in2010.
Vanguard, Tel: (011) 616-1800, Fax: (011) 615-1012, E-
mail: [email protected], Website: www.vanguard.
co.za
LIFTING
-
8/7/2019 BHT: Apr 2010
30/400 BULK HANDLING TODAY April 2010
-
8/7/2019 BHT: Apr 2010
31/40BULK HANDLING TODAY April 2010 1
Bulk Handling Today speaks to Dr Jan
Lourens, a director at Target Cranes, to
find out just what the challenges are in
this safety-critical industry when the going
gets as busy as it is right now. When the demand
for crane rental is as high as it is now, you have
to be more vigilant than ever to ensure your safety
record is not tarnished by a crane failing and hurt-
ing people on site, he says.
For this reason, contractors on big projects are
more critical than ever in terms of safety. They
wont allow a mobile crane on site that leaks even
a bit of oil.
MaintenanceFor a company such as Target Cranes, this oftenmeans having a permanent maintenance crew on
site all the time, especially on long-term projects
like the power station projects that are now also
under-way. At the Medupi site, for example, we
have created a dedicated crane
site for ourselves where more
than half a dozen cranes work on
a permanent basis. This includes
one of our speciality crawler mobile
cranes that runs on tracks rather
than wheels, Jan says.
As the need arises, we supple-ment this fleet with speciality
cranes for specific tasks.
VarietyRental companies have to cater
for all types of projects and
therefore have to have a variety
of types and makes of cranes so
that they can accommodate small
projects with a small budget as
well as those who only use the
best available.
Our biggest mobile crane is theLiebherr LG 1550 that has a
lifting capacity of 600 tonnes,
says Jan. We recently used this
crane to remove a thickener from
LIFTING
Mobile Lifting
BoomThe nature of construction work on infrastructure currently
under full steam in South Africa calls for the extensive use of
mobile cranes, creating a boom for the local mobile crane in-
dustry, especially in rentals. Both the Gautrain project as well
as the road upgrades construction projects are following the
modern trend of pre-casting of f-site to ensure the minimum
interruption to daily traffic. This type of work is ideal formobile cranes.
Dr Jan Lourens of Target Cranes
The cab of a modern mobile crane
The clients usually know exactly what they want in
terms of the lifting work that has to be carried out
-
8/7/2019 BHT: Apr 2010
32/402 BULK HANDLING TODAY April 2010
one of the tanks on a gold mine and were able to
do it in record time, keeping the costs to the client
to a minimum.
One exampleThis crane has a total boom length of 161 me-
tres, the length comprising a 77-metre boom and
an 84-metre luffing boom, elaborates Jan. With
440 tonnes of counterweight, including super lift,
this crane can lift 79 tonnes on a 52-metre radius.
When it is on its maximum reach of 116 metres,
a total of eight tonnes can be lifted to a height of
85 metres.
This is just one example of our extensive crane
fleet, which is constantly being expanded to meet
new challenges across all sectors in industry.
SoftwareWhen it comes to big contractors and lifting jobs
in the mining industry, the clients usually know
exactly what they want in terms of the lifting work
that has to be carried out and normally specify
their requirements down to the finest detail, even
as far as ordering airconditioning in the cab of
the crane.
However, for the occasional users we like to get
involved right from the planning stage because people
often make the mistake of ordering a crane that
ends up being too small for the lift, warns Jan.
The right choiceThis can be costly because theres an establishing
fee to set a crane up on site and if the lift mass
or its ratio is underestimated, its money wasted,adds Jan. Considering that the establishing fee
for our large crane can run into millions depending
on where the site is situated, you have to make
the right choice when ordering a crane. Although
LIFTING
Instrumentation shows everything happening on the crane to ensure safe lifting
the crane is a mobile crane, only
the carrier can drive to site. The
remainder has to be broken down,
transported to site with several
trucks and rigged on site.
All this is provided by us as part
of the service of hiring a crane.
To assist clients, we have special
software to simulate a lift, ensuring
that the correct crane is chosen
for any particular project.
Track recordThe laws governing mobile crane
operation, maintenance and in-
spection are clearly defined.
Fortunately, these are strictly
imposed and regularly monitoredon site and therefore the industry
has a fairly good track record.
There arent any horror stories
involving mobile cranes, says Jan.
However, you always get chancers who get in on
the smaller, once-off projects and, to rule this out,
you must always use a reputable company with a
proven track record to do your lift. Safe lifting de-
pends on regular maintenance of the mobile crane.
This includes rope inspections and certification by
an independent third party.
Mobile crane operators are a lot like firemen and
their fire trucks - they look after their machinesand always keep them spotless, says Jan. For
this very reason you get mobile cranes that have
seen more than 30 years of service, but you wont
be able to tell because theyve been looked after
properly all their lives.
TrainingOne of the most critical aspects of mobile crane
operation is crane operator training and, to this end,
Target Cranes has established a dedicated crane
operator training facility at the new offices that have
just been opened in Cape Town. The Johannesburg
office is also moving to a new purpose-built site inAlrode soon, says Jan in conclusion. Our recent
BBBEE rating means that Target Cranes is the
leading empowered crane-hire provider in South
Africa with a substantial lead over our competitors
in terms of ratings. This is highly relevant when
one considers the infrastructural spend projections
and the transfer of the benefit of this government
capital expenditure to be enjoyed by previously
disadvantaged communities. Our current BBBEE
Level 3 rating also means that for every one rand
spent with us, our customers receive R1.37 in
BBBEE procurement recognition. We are aiming
to achieve a Level 2 rating this year, which willprovide additional benefits to our customers.
Jan Lourens, Target Cranes, Tel: (011) 827-9227, Email:
The establishing fee for our large crane can run into
millions depending on where the site is situated
-
8/7/2019 BHT: Apr 2010
33/40BULK HANDLING TODAY April 2010
two extra-abnormal load
lowbed trailers designed to
carry heavy capital mining
equipment in the DRC and
Zambia. A second valuablecontract has been signed
for the supply of heavy-duty
tippers to be used in mas-
sive construction projects
in Mozambique.
The two extra-abnormal
load lowbeds, fabricated
at Kearney Groups Tulisa
Park, Johannesburg factory
have a tare mass of 15
000kg and are capable of
carrying extra-heavy-duty
loads.
These custom-built trail-
ers are 4.2 metres wide,
equipped with extensions to handle loads 4.5 metres wide,
explains Charles. The trailers were made using 100% local
content and sport special wide-track axles and heavy-duty
mechanical suspension.
A specially-crafted tandem-axle dolly equipped with 75mm
extra-heavy-duty Jost fifth-wheel and kingpin pulls a quad-
axle lowbed that once hooked up to a truck tractor will
measure 24.37 metres, adds Charles. These lowbeds will
begin carrying new mining equipment to Zambia and the
DRC where they will face the heaviest toil Africa can throwat them, he concludes.
Charles Lovell, Kearney Group, Tel: (011) 869-5551, Fax: (011)
869-5632/869 5646, Email: [email protected], Website:
www.thepayloader.com
Market Forum
Finnish Prime Minister cuts the ribbonThe opening of Metsos new 3600 m, environmentally friendly
headquarters was attended by prominent businesspeople as
well as the Hon. Prime Minister of Finland, Matti Vanhanen
who officially opened the building on the 17 March 2010.
This distinctive structure, Jorma Eloranta, CEO of the Metso
Corporation, said during the official address, represents
Metsos confidence in the Southern African market. This
investment forms part of Metsos strategy of remaining inclose proximity to its customer operations. The company has
thus also opened a new service facil ity in Rustenburg to focus
on repairing the local mining houses pumps, minimizing
downtime and while maximising operational effectiveness.
Adding to the companys Vereeniging factory which focuses
on manufacturing and refurbishing equipment, a newly-struc-
tured service hub has also been commissioned to focus on
specialised services such as Life Cycle Services which will
offer customers the option of a rand-per-ton model, process
technology and innovation to improve throughput at existing
plants, and performance contractual services.
With such investments in the local market, Metso looks setto increase its local footprint.
Darryl Moss, General Manager Marketing and Communications,
Metso House, ACSA Park, Jones Road, Bartlett, Johannesburg, Tel:
+27(0) 11 961-4000, [email protected], www.metso.com
Trailers for AfricaKearney Group, a leading South African truck trailer manu-
facturer recently signed contracts with organisations withbusiness interests in Mozambique, Zambia and the Demo-
cratic Republic of Congo (DRC).
According to Charles Lovell, marketing manager, Kearney
Group, Kearney Group has been contracted to supply
-
8/7/2019 BHT: Apr 2010
34/40 BULK HANDLING TODAY April 2010
-
8/7/2019 BHT: Apr 2010
35/40BULK HANDLING TODAY April 2010
Market Forum
Typical Condra
K-Series hoist
One of the conveyors leading to a Weba Chute where it is transferred
SA-chutes to TurkeyWeba Chute Systems have again been specified by Kisladag,
the largest gold mine in Turkey. Alwin Nienaber, operations/
technical director at Weba Chute Systems,
says that the order follows on the
successful installation and operation
of eight Weba Chutes at the mine. All
are installed under the fine and coarse
ore bins discharging onto conveyors
within the plant.
Weba Chutes are all custom
engineered to ensure appropri-ate solutions to transfer point
applications and our engineers
have a close relationship with
the mines technical personnel
which has allowed us to access all the relevant
information to ensure that the chutes supplied
provide efficient and reliable material transfer,
Alwin says.
The latest order received from Eldorado Gold Corporations
Kisladag mine is for three Weba Chutes. By controlling
the movement of the material into, through and out of
the chute it is possible to eliminate numerous other issues
such as spillage, noise and dust, he adds. The chutes for
Kisladag are due for installation in early 2010.
Mark Baller, M & J Engineering (Pty) Ltd, Tel: (011) 827-9372, Fax:
(011) 827-6132, Website: www.weba.co.za
High-lift crane deliveryCondra has reported recent deliveries of four high-lif t hoists
to local customers, one of them an articulated machine
with a capacity of 45-tons, another with a very high lift of
112 metres.
The company has received enquiries for
similar equipment from two neighbour-
ing states.
Key to this success is the companys
K-Series hoist range, which has proved
dependable, durable and robust under the
conditions of increased mechanical strain
associated with the high-lift niche.
The modular design of the K-Series al-
lows rapid modification to specific high-
lift application requirements, resulting
in delivery times that are usually the
shortest available. Competitive prices
are the result of long production runs
of standard parts.
Condra uses silumin rotor cores to en-
hance K-Series motor-starting torquein the high-lift role, and has developed
variable speed control levels on the drives to enable precise
load positioning even on lifts of 100 metres and more.
Hoist speeds of between
zero and 18 metres per
minute, and travel
speeds of between
zero and 200 me-
tres per minute, are
possible.
The company has in
the past manufactured mineheadgear maintenance cranes
with lift heights in excess of
80 metres, more than three times the 25-metres
classified by international standards as very high.
Condra (Pty) Ltd, Josef Kleiner (managing director),
Tel: (011) 021-3712, Fax: 086-669-2372, Email: condra@
mweb.co.za
Variable reach trucksThe Meclift range of variable reach trucks, designed for the
efficient handling and loading of paper reels and sawn timber
in and out of trucks and railway carriages, is available from
Big Lift Trucks, specialists in materials handling systems.
MecLift variable reach trucks, which have a lift height of
6 m, are also able to drive into freight containers or reach
out into a container for easy loading and unloading of pa-
per reels. This cannot be achieved by conventional forklift
trucks, says Clinton van den Berg, products manager for Big
Lift Trucks. These compact, robust reach trucks increaseefficiency and safety during paper and timber handling and
also reduce operating times. Safety on site is significantly
improved.
MecLift ML 906R reach trucks have a 9 tonne lifting ca-
-
8/7/2019 BHT: Apr 2010
36/40 BULK HANDLING TODAY April 2010
-
8/7/2019 BHT: Apr 2010
37/40BULK HANDLING TODAY April 2010
Market Forumis looking to solidify its market share in its core business
of proving the New Holland brand of quality earthmoving
equipment viz. skid steer loaders, compact track loaders,
backhoe loaders, wheel loaders, excavators, crawler dozers,
telehandlers and motor graders.
Dr Jan Nell, MD of New Holland Construction in South Africa
comments, We see positive signs that the economy, and
therefore, the construction machine market, is on its way
back. By expanding our footprint, we are ready to target a
number of industries in countries where we have, to date,
not given our product the right exposure. This will typically
be the commodities market (ie mining).
Moreover, many of our customers have bought our machines
and are operating them in neighbouring countries, and we
are committed to provide them with the after sales service
levels they deserve. Eqstra Holdings has a huge network in
Africa, and we as New Holland will leverage off this networkto look after our customers.
According to Gisela Schmidt, Director of the Rest of Africa
Division of Eqstra, and responsible for spearheading the New
Holland drive into Africa, NHC will be able to l