Port of Riga moves towards containerized bulk handling solutions 


Over the first three quarters of 2017, the Port of Riga has handled a total of 25.5mt (million tonnes) of cargo, 5.1% — or 1.4mt — less than during the same nine months of 2016. The Port of Riga is a multi-functional port handling both dry and liquid bulk, as well as general cargo. Dry bulk is the largest cargo segment of the Port of Riga, amounting to 63% of cargo handled by the port over the first nine months of 2017. As compared to the same period of the previous year, the amount of dry bulk handled by the port has increased by 2% (the volume of general cargo has increased by 9.6%, while the turnover of liquid bulk has dropped by 32.9%).

The Port of Riga maintains its leading position among the ports of the Baltic States in terms of handled volume of dry bulk. The Port of Riga is the second- largest dry bulk port in the entire Baltic

Sea, behind the Russian port of Ust-Luga, which has been developing extremely fast in recent years due to the Russian policy of transferring cargo of Russian origin only to its own ports.

Over the first three quarters of this year, the Port of Riga has handled a total of 16mt of different types of dry bulk. According to Q3 2017 results, the largest group of dry bulk at the Port of Riga is coal, mineral fertilizers, wood pellets, grain and grain products, metals and wood chips.

Coal is a transit cargo at the port of Riga, which is 100% received by rail from Russia. The Russian transport policy in recent years envisages transferring all cargo only to its own national ports and fully closing cargo transit via the Baltic States’ ports. However, despite this policy, this year’s volume of coal handled by the Port of Riga has increased by 2.5% compared to 2016. Overall, 9.3mt of coal were dispatched from Riga this year.

The second-largest group of dry bulk at the port of Riga is mineral fertilizers. Mineral fertilizers are handled at two specialised port terminals and are 100% received in transit from Russia. Over the first three quarters of this year, the Port of Riga has handled 1.8mt of mineral fertilizers, which is 12.3% less than a year before.

As compared to the previous year, the total volume of dry bulk timber handled by the port over the first nine months of this year has increased by 9.7% and 1.8mt of cargo have been dispatched from the port. Dry bulk timber is an export product of Latvia and an increase therein also suggests an increase in the Latvian wood processing sector. An increase in handled cargo, compared to the previous year, has been registered for woodchips (+13.5%) and sawn timber (+77.9%), while stagnation after the fast growth of the previous year is observed in the wood pellets segment (–4.5%).  

Grain cargo in Latvia is both of local origin and received in transit from neighbouring countries, i.e. Lithuania, Russia and Belarus. Taking into account the unfavourable effects of this year’s weather conditions on crop harvesting in Latvia, handling of grain products at the port was actively commenced only in the second half of September. Despite that, 261,800 tonnes of agricultural products were handled in September, a new monthly record. Overall, the volume of grain products over the first three quarters of the year has remained at the same level as the previous year.

Over the first three quarters of this year, the total volume of dry bulk metals (ore, metals, scrap metal and ferroalloys) has increased.

As part of its ongoing development of the terminal, and in order to increase the effectiveness of cargo handling, the company Riga Universal Terminal Ltd. (RUT) has introduced a new technology: containerized dry bulk handling. This technology is often called a revolution in dry bulk logistics and the Port of Riga is the first port in Europe to use it.

The company RUT is currently using the containerized handling method for handling wood pellets on large dry bulk ships. Pellets are delivered from warehouse to pier in special-purpose open-top 20-foot containers. Using a portal-frame container lift equipped with a revolute system (revolver), the entire contents of a container are delivered onto the ship by turning the container over into the holds.

Atis S?ulte, RUT Trade and Business Development Director: “The main benefit from introducing the new technology is significant optimization of terminal expenses and increase in performance. Now, we can perform dry bulk handling operations involving a significantly smaller number of machinery and human resources. Savings on resources amount to almost 50%. By introducing containerized cargo handling, we have become more competitive and can better adjust to customer requirements. Following the general tendency in cargo carriage, dry bulk ships handled at our terminal are becoming even larger. By means of the new technology, we are able to ensure fast and effective loading of large ships. By applying the new technology, we are able to load dry bulk and containers at the same pier, using one portal-frame lift. It allows us to quickly organize our work in the terminal and quickly handle any type of ship”.

Containerized dry bulk handling is also an environmentally-friendly technology. Cargo is practically poured into the holds, rather than above them, which reduces the amount of dust that ends up in the air. Likewise, spread of dust and cargo losses are reduced by handling a great amount of cargo within one lifting time.

This method of containerized dry bulk handling is used in the ports of Australia and South America, where it is used with the logistics of mining industry products, i.e. metal ore, coal, as well as grain. This technology is called a revolution in dry bulk logistics, since by using closed standardised containers, dry bulk can be transported from the place of extraction, stored at the terminal without unloading from the container and loaded onto the ship using the same container. As a result, no investments are needed for warehouses and the entire logistics chain from extraction to loading onto a ship can be optimized, using standardized containers and equipment which has been developed and is already used in container cargo logistics.

(For more details on RAM Spreaders’ work in containerized bulk solutions, please see ‘Flexible containerized bulk attachment works with multiple lifting equipment,’ on p54–55 of the August 2017 issue of Dry Cargo International: Ed.)  
Port of Kokkola: general port continues to grow and develop  

The Port of Kokkola is the third largest general port in Finland. Cargo traffic through the port has experienced powerful growth thanks to development efforts characterized by long-term and thorough planning.

The most important success factors of the port are, among others, customer- friendly service, competitive pricing and investments in modern cargo handling equipment. The Port of Kokkola is the preferred and foremost port in Finland serving the mining industry. The expertise of the logistics required by the mining industry is based on a co-operation that goes back more than 50 years. In addition to the mining industry, the Port of Kokkola is an important actor in the transit traffic from and to Russia.

The third significant customer group is the industry and the local trade in Kokkola. In the close vicinity of the port the industry concentration of Kokkola Industry Park (KIP) is established. This Industry Park is the largest concentration of non-organic chemical industry in Northern Europe. More than 60 companies are established in the area, employing more than 2,000 persons. Major investments have also been made in the Industry Park.

In the first half of this year, the increase in cargo transport in the Port of Kokkola is over 16%, driven by foreign exports.

This year, the Port of Kokkola has also achieved “The strongest in Finland” certificate. This kind of certificate is only achieved by companies which obtain the high Rating Alfa credit classification. This certificate is only awarded to every tenth company in Finland. The classification is awarded by Suomen Asiakastieto Oy.


The Port of Kokkola is developing and expanding its activities in Russia and CIS countries. In early October this year, the Port Kokkola LTD opened an office in Moscow. With the help of the Moscow office, the Port of Kokkola will develop partner relations with Russia, and will be able to respond quickly to the needs and demands of Russian clients.

For the co-operation and development of partner relationships in Russia and the CIS countries will be the representative of the Port of Kokkola, Kauko Tanninen. Tanninen has more than 20 years of experience in Russia in many industries, including mining and logistics.

Tanninen describes the activities in Russia in the following way: “In Russia it is extremely important to dare and to establish business relations, to listen and discuss about arguments, to own and create many personal contacts. Here, the quality and honesty of Finland and the Finnish mentality are valued, and it is very important to create trust between the client and the supplier. When the services, which are offered, are good, then it is an honour for me to provide them — and Port Kokkola is an excellent example of excellent port services.” 

Record results for the Port of Gdansk in Poland  

Port of Gdansk end 2016 with a record in the use of land transport

Last year, the Port of Gdansk handled a total of nearly half a million trucks and almost 240,000 railway wagons. In comparison to 2015, this was a leap of 43% in the case of trucks, and of 24% in terms of the intensity of rail traffic. This result in terms of land transport traffic is the best ever for the Port of Gdansk.

After summarizing the 12 months of 2016, the Management Board of PGA (Port of Gdansk Authority) can announce record data relating to the use of overland transport. Last year, on average, one loaded truck was handled in the port every minute, and a goods train every 1.5 hours. Regarding the average load of both means of transport, it is estimated this was slightly lower than last year, but the differences are relatively small.

In comparison with the data from four years ago, truck traffic in the port in 2016 increased by 100%, and rail traffic recorded an increase of nearly 40%. The current dynamics confirm the large increase in the importance of Gdansk in the operation of overland transport.


In 2016, the Outer Port accounted for three-quarters of the traffic. The share of

individual means of transport in overland freight handling in Gdansk was 31% for railways, 29% for trucks and 40% for pipeline transport. The latter has seen an 8% drop in the share structure, with an increase of 5% in truck traffic and 3% in the share of rail transport in overland freight handling.

Truck traffic was mainly used to transport general cargo (containers) as well as bulk cargo such as aggregates, chemicals and grain. Rail was used to transport primarily coal, containers and loads of chemicals, including fertilizers.

Regarding coal, it should be noted that in the past year a change in the directional structure of freight handling has taken place. Although rail transport still dominated, the number of trucks picking up raw materials from the port and transporting them into the country increased by as much as 45%.

According to estimates collected from port operators, the newly built railway bridge over the Martwa Wisla was crossed by a total of more than 5,600 trains, which equates to more than 220,000 wagons. In making the calculations, the operators did not take into account trains which crossed the bridge without goods. Average daily rail freight traffic amounted to around 15 trains a day, or more than 620 wagons a day.

The achievement of such a result is pleasing, all the more so because during two quarters only one track was in operation on the bridge. The second track was opened in the third quarter of 2016.

The bridge was most intensively used for the transport of containerized cargo, which in the past year increased by more than half in terms of tonnage in overland traffic. This automatically led to a rapid increase in the amount of land transport used to handle freight at the port.


Detailed analysis of overland traffic in the port clearly demonstrates the growing importance of Gdansk as the logistics hub of the country. Each day it handles over 1,300 trucks loaded with goods, and more than 650 full wagons, most of which usually travel to or from the port without load. Thus, in practice, this means almost double the traffic compared to average daily levels.

This year, the Management Board of PGA expects consistent growth in land traffic and is taking action to stimulate further development in this field. The aim of the Management Board of PGA is to create favourable conditions for the further development of logistics operations in the port, which will translate into higher growth of transshipments, resulting in strengthening the position of the Port of Gdansk.

Record transshipments at the Port of Gdansk: higher than expected
Yet another record result in transshipments at the Port of Gdansk. After the first eight months of 2017, the result has improved by 3.7% compared to the same period of the previous year, and at the same time, is higher than predicted. By August, as many as 25,501,876 tonnes of various types of goods were transshipped at the largest Polish seaport. It is worth mentioning that the upward trend is particularly noticeable in the container transshipment sector.

In the period from January to August 2017, the Port of Gdansk exceeded the adopted transshipment plan by 0.7%. The volume of goods handled included mainly imported commodities (63.3%). This good August result is mainly owing to the transshipments of containerized general cargo, fuels (mostly oil), and coal. In August alone, over a quarter more general cargo was transshipped than in the same month of last year. Importantly, this year’s first transshipment of ore took place as well. Between January and August 2017, a total of 25.5mt (million tonnes) of cargo was transshipped. It is a continuation of this year’s trend of record transshipments — already within the first half of the year, the Port of Gdansk recorded the best result in its history, achieving a value several percent higher than in the same period of 2016.

“In terms of transshipments, this year shows how dynamically the Port of Gdansk is developing. We owe high transshipment values primarily to general cargo, also of the Ro-Ro type. Within the last eight months, we have handled 373% more commercial vehicles than last year. We are particularly happy about exceeding the plans adopted for 2017. We hope that the coming years will bring even better results and that we will increase transshipments in the less popular categories, such as cereals,” says Lukasz Greinke, President of the Board of the Port of Gdansk Authority SA.

Even though, this year, many ports recorded fewer vessel calls for regular links, the Port of Gdansk handled a record volume of containers. Importantly, at the beginning of September, another super large container ship from the OOCL fleet was christened. OOCL Japan will sail regularly between Gdansk and the ports of the Far East. The shipowner’s newest and largest container vessels will be gradually put into service both this year and in 2018. Everything seems to confirm that 2017 will be a record year in the container cargo group.

The Port of Gdansk is one of the largest and most important enterprises in Poland. It is one of the most thriving ports in the Baltic Sea. It is of fundamental significance to the national economy and constitutes a key international distribution hub. 

NK TEHNOLOGIJA plays vital role in coal terminal relocation project 

Back in the year 2001, NK TEHNOLOGIJA started operations with a principal focus on servicing harbour cranes, providing all necessary repairs, main- tenance, retrofitting, assembling and dismant- ling for brand new or used lifting equipment.

Since then, dry bulk commodities (coal, grain, fertilizers) hand-ling terminals remain the company’s major clients and NK TEHNOLOGIJA has improved
and developed its scope of supply, now offering turnkey projects for designing, manufacturing, delivery and installation of bulk handling equipment, such as shiploaders, mobile ecological weighing hoppers and tilting spreaders.

With the loyal customers all across the Baltics, including, but not limited to the sea harbours of Hamina Kotka (Finland), Tallinn (Estonia), Ventspils (Latvia), Klaipeda (Lithuania), Sankt Petersburg, Ust-Luga and Kaliningrad (Russia), NK TEHNOLOGIJA pays tribute to the capital city of Riga, where the company has been residing since its very foundation, taking part in the local harbour’s development programme of the Krievu sala industrial area.

This is a major infrastructure project involving the relocation of the coal terminals further away from the tourists attracted by the city’s downtown and residential areas. The project is supported by EU funds, and scheduled to be finalized by the end of 2018.

NK TEHNOLOGIJA is taking an active part in the Krievu sala project, developing technological concepts for the coal handling process improvement in the area, providing its expertise on the basic equipment selection and offering solutions on the environment protection issues.

The company’s scope also includes the supply of the rail- mounted mobile shiploader with a tripper car, to handle the coal cargoes with a loading rate of 2,000 metric tonnes per hour. This brand new piece of a modern and high- capacity harbour machinery, contracted a year ago, had already been commissioned and handed over to the customer (the enclosed SLL2000 shiploader can be seen in the photographs).  

Hydraulic drives — a perfect solution for bucketwheel reclaimers  

The more demanding and varied the application and environment, the more robust and versatile a drive system needs to be. This is one of the reasons why the hydraulic direct drive is such a natural in the demanding environments and operation situations associated with materials handling.

Bucketwheel reclaimers handle a variety of materials, operates under different conditions and they’re exposed to the risk of overloads. A robust hydraulic direct drive system is the perfect solution ensuring that they keep on running even in the toughest of environments.


Hydraulic direct drives have very specific operating characteristics that makes them highly valuable in many
industrial heavy-duty 
applications. They are perfect for applications requiring high torque and low speed and really show their value when variable speed is used.

The advantages of using direct hydraulic drive systems for powering bucketwheel reclaimers are quite apparent. Its controllable variable speed optimizes the machine capacity, while overload protection and high starting torque increases the availability considerably. In addition, the highly reliable drive system for the bucketwheel features such a low weight that the load on the slewing machinery significantly reduces. This leads to both higher uptime as well as less need for maintenance.


The weight of a hydraulic motor, attached directly to the bucketwheel shaft, is much less compared to that of an equivalent alternative drive that often consists of more components and a more complicated mounting. Evidently, this weight reduction on the end of a 30–60m boom have a significant influence on the overall machine design. The drive unit can be located on the boom, closer to the machine centre, or on the slew deck.

Compounding the weight reduction with the low inertia of the drive and the subsequent reduction of shock loads, there are many heavy arguments for using a hydraulic direct drive system in the design of a bucketwheel reclaimer machine.


Another strong argument for using a hydraulic direct drive on a bucketwheel is the versatility offered by a variable speed drive. The ability to vary the bucketwheel speeds depending upon different materials and conditions means that capacity can be optimized. The possibility to monitor the bucketwheel torque condition and relate such information to the slew control offers considerable advantages.  
Direct hydraulic drives have a very low moment of inertia which, together with the built in overload and shock load limitation protects the driven machine from stresses. The modular design of the Ha¨gglunds direct drive system allows and optimal solution to be easily sized and tailored for any bucketwheel. With their flexible nature, hydraulic direct drives are easy to upgrade or adapt as needs change and develop over time. This makes the weight- and space- saving Ha¨gglunds direct drive system from Bosch Rexroth perfect for bucketwheel 

reclaimers – both for new machines and for retrofit upgrades.

There are many possibilities to optimize all functions on a bucketwheel reclaimer by co-ordinating the control of these. With Ha¨gglunds direct hydraulic drive systems and products for linear functions from Bosch Rexroth there are possibilities to achieve outstanding performance also when it comes to applications like slewing, luffing, long travelling and conveyors, as well as for other functions that go with bucketwheel reclaimers. 


  • compact size
  • low weight
  • low moment of inertia
  • takes up less space and reduces stresses on machine structure
  • high torque capacity and an infinite speed control for full adaptation to any types of materials and conditions
  • built-in overload protection eliminates trip-outs and minimizes production losses in the event of e.g. materials avalanche.  


How a direct drive system works

Hydraulic direct drive systems consist primarily of a hydraulic motor directly mounted on the driven shaft and a drive unit including a control system. The drive unit comprising a fixed-speed AC induction motor and a variable displacement hydraulic pump. This drive unit provides a variable flow of oil to the hydraulic motor in response to a control signal, enabling the speed of the hydraulic motor to be adjusted for every possible need. 

Hydraulic direct drives offer unbeatable conveyor productivity  



In the continuous operations of the mining and materials handling industry, availability and uptime are of prime importance. This is especially true for conveyors, which are

often the only means of transporting materials on site. A brief look at the technical advantages of hydraulic direct drives shows that conveyors can benefit

significantly from this drive solution. Hydraulic direct drives are well adapted to the general conditions in mining and materials handling. Partly due to their 

enclosed motors, they easily withstand the industry’s dust, grit and widely varying temperatures. For conveyors, however, hydraulic direct drives offer more specific advantages. Easily tailored to both task and load, they have a modular construction that simplifies design and installation. And once in place, they provide many ways to maximize conveyor uptime and minimize stresses on machinery, chains and belts.


Hydraulic direct drive systems consist primarily of a hydraulic motor and a drive unit, the latter comprising a fixed-speed AC induction motor and an axial piston pump. The drive unit provides a variable flow of oil to the hydraulic motor in response to a control signal, such that the motor’s speed can be adjusted for every conceivable need. The result is that the conveyor can be run at any speed within its speed range – without restriction. This allows soft starting sequences that minimize belt stress, for example, but also fine positioning when inching the belt in forward or reverse to inspect or replace it. Unlimited starts and stops in a conveyor, of course, speed capabilities are closely intertwined with torque. Hydraulic direct drives are capable of starting up from rest with a full load, and of accelerating it under the most extreme load scenarios. This is ensured by the very high starting torque, which can also be maintained for an unlimited period of time.

The other side of the equation is hydraulic direct drives’ monitoring and limiting of torque. This function provides built-in overload protection, eliminating the risk of undue stress on conveyor components. The conveyor can be started and stopped as often as required, without

affecting the service life of the belt or wearing the machinery in general. This is done easily via the control signal to the pump, without having to stop and restart the electric motor.

Process optimization in their unique combination of variable speed control, sustainable torque delivery and protective torque limiting, hydraulic direct drives have yet another benefit. In short, they enable process optimization beyond any other drive technology. At times when there is a lower load on the conveyor belt, for example, it is possible to slow the belt speed and employ greater torque to maintain a requested material flow. This not only reduces wear on the belt, belt rollers and pulley bearings, but also increases overall efficiency.


Perhaps the most remarkable aspect of

hydraulic direct drives is the way they achieve these benefits within a very limited space, which is often all that it is available on site. Between their compact motors and the small footprint of their flexibly placed drive units, their installation is truly minimal. Moreover, the mounting of the motor directly on the pulley drive shaft means alignment problems are eliminated.

Because the design of hydraulic direct drives is modular, it allows an optimal solution to be sized and tailored for any conveyor, small or large, from a few kilowatts up to megawatts of installed power. Moreover, that solution can be adjusted down the line. With their flexible nature, hydraulic direct drives are easy to upgrade or adapt as needs change and develop over time.


  • variable speed from zero to maximum with no limitations;
  • smooth, fully controllable acceleration and deceleration;
  • easy inching for maintenance in both forward and reverse;
  • availability of full torque throughout the speed range, without the need for electric power oversizing;
  • starting and stopping of the conveyor as frequently as needed;
  • longer belt service life due to efficient built-in overload protection;
  • simple design without gearboxes, v-belts, fluid couplings or foundations; v easy and compact installation, including shaft-mounting of the hydraulic motor without alignment needs; and
  • perfect load sharing when two or more hydraulic motors are used on one pulley or for multi-pulley conveyor design. 


NORDEN’s customers benefit from faster response times 

           The nine new and independent teams in NORDEN’s Dry Cargo Department have been in operation for a few months. “Our experience so far is very promising,” says Gregers Blaabjerg who is Head of Supramax North America and who is motivated by the increased level of responsibility that comes with the independence.

Blaabjerg is in charge of Supramax North America — one of the nine new teams — which, with the new set-up in the department, is authorized to make decisions on its own resulting in increased responsibility and transparency regarding the results generated by the team. And transparency does not just apply when the team makes good results but also when the results are less attractive.

“The high level of independence is highly motivating for the team — including me. We have a very direct relationship with our customers and the business we make. I know that I and the team have full responsibility for the transactions we make. Each team is an independent profit centre. In the previous setup, there was a smaller degree of transparency in results and it was consequently difficult to quantify good and bad decisions. The increased sense of ownership creates a foundation where everyone in the team does his or her best. This is to the advantage of our customers, but definitely also to NORDEN,” says Blaabjerg.


The objective of the new set-up with a simplification, enforcement and empowerment of the entire Dry Cargo Department — with approximately 150 employees distributed on the head office in Hellerup, Denmark and the overseas offices in Singapore, Australia, China, India, the USA, Brazil and Chile — is to implement NORDEN’s strategic decision on significant organic growth by means of increased operator activity, i.e. the combination of cargoes with chartering in of available tonnage in the market.

Furthermore, the new set-up with a strong customer focus will underpin NORDEN’s Corporate Soul Purpose which states that NORDEN works at contributing to more efficient and sustainable global trade, where every person and action matters.


Blaabjerg’s team consists of six charterers and four operators — five charterers and one operator are located at the head office while the other members of the team work at the office in Annapolis, USA.

A very concrete result of the high level of independence and thereby power to make business-related decisions, which previously had to be evaluated by managers further up the hierarchy, is that the team is much more agile — i.e. the work procedures are fast, flexible and able to adjust to the customers’ individual needs as a matter of course.

“When a customer has made a shortlist of the shipping companies, which he considers reliable and able to deliver a service of a high quality, it is decisive for him that we are not only able to provide him with a competitive price for transporting his cargo, but that we are also able to quickly provide him with the price. At the other end of the line, he is in contact with the customer, whom he will deliver the cargo to, and to calculate the total price of the cargo, he needs to know the transport costs.

“All experience demonstrates that the faster we are able to provide a binding quotation, the more likely we are to obtain the cargo contract. That is the short-term advantage. In the long term, our ability to provide a potential customer with a fast and not least binding quotation increases our chances of being contacted the next time he needs a quotation for a transport,” says Blaabjerg.


Although the nine new teams covering the vessel types in the Dry Cargo Department — Post-Panamax, Panamax, Supramax and Handysize — have a high level of independence, this is practised within a well-defined framework which has been determined based on the department’s risk management. In short, it sets out to determine how much exposure is acceptable within the different vessel types and in the different markets based on a risk assessment.

“Based on the framework provided for us, it us our task to independently utilize the business opportunities in the best possible way. This requires thorough and in-depth market knowledge, which each of the nine teams must gain independently. Of course, we also have to keep updated continuously in order for us to always know how a market is expected to develop over a two- or three-month period and thereby be able to act accordingly. We have to gather knowledge on e.g. North American grain exports for the year, but at the same time be clo+se to the supply side with regards to tonnage, thereby allowing us to be capable of acting correctly. For that reason, it is necessary to be deeply engaged in your market at all times,” says Blaabjerg.

Only if the individual teams get too close to the edge of the commercial opportunities and their associated risks, will management interfere.


He mentions another advantage of the new setup, which is that the charterers in the nine teams work much closer together with the operators due to the fact that the team also includes the operators who perform the execution of the transports.

“This significantly increases our chances of remembering to include all aspects when we assess a business opportunity, and it strengthens our focus on optimization of current voyages,” says Blaabjerg.


He says that trust between colleagues is a crucial factor in making the co-operation in a team work.

”Trust is a prerequisite if we want to be open with each other and be capable of receiving not only praise — which is typically not very difficult to receive — from each other, but also criticism, which is not always easy to receive and handle. In order to be efficient and give our customers the best possible service, we have to be able to discuss all subjects in the teams – also the cases where we have not performed well. And when you have not performed well, there is usually a lesson to be learned,” says Blaabjerg. 


Although all nine teams in the Dry Cargo Department are specialized and deeply focused on each of their own business areas, it will also be necessary to draw on the knowledge rooted outside the team, more accurately knowledge which is accessible in the newly established knowledge centre in the department.

The knowledge centre is manned by colleagues, who are experts within risk assessment, market analysis, fuel efficiency and law. The centre is located in the middle of the Dry Cargo Department, but never further away from charterers and operators — including the ones at the overseas offices — than the nearest computer or phone. The centre serves as a resource for all teams.

”It is of great advantage to us that we are able to draw on the knowledge gathered in the centre — not least the Fuel Efficiency team, who provides us with many relevant pieces of information when we are

to charter in a vessel, and who prevent us from burning our fingers because we get hold of a vessel which consumes too much fuel.

“It strengthens the work in the team to know that although we are independent, we have the great advantage that we are part of NORDEN, and I mean the entire NORDEN. We can always draw on other colleagues, who have the exact knowledge — or can quickly gather it — that we are after in connection with a future business transaction,” says Blaabjerg.


Every member of team Supramax North America has special focus areas and the purpose is that the team is to gather as much in-depth knowledge as possible in order to get the greatest overview and consequently the best foundation for doing profitable business, which encourages the customers to come back. Again and again.

“My task is to have the overall and

coordinating focus on all areas of relevance to our team, and I furthermore focus on the team, the customers, the brokers and the strategy,” says Blaabjerg.

Team Supramax North America comprises:

v Mark Kuehl (Annapolis, charterer);
v Anne-Sophie Tinsfeldt (Hellerup,

v Nanna Sinding Brage-Andersen

(Hellerup, charterer);
v Jens Christian Westergaard (Hellerup,

v Mathias Graae Pedersen (Hellerup,

v Mette Stenild Grøn (Hellerup,

v Andrea E. Sørensen (Annapolis,

v Kristofer Bisci (Annapolis, operator);
v Andreas Rindom (Annapolis, operator);

v Gregers Blaabjerg (Hellerup, head of the




Hempel unveils new coatings and primer for the shipping industry

At the end of October, major global coatings manufacturer Hempel launched two new premium antifouling coatings, Globic 9500M and Globic 9500S. The coatings offer customers a potential 2.5% reduction in speed loss. This equates to significant fuel savings and lower CO2 emissions improving the operational efficiency of a vessel and minimizing the operator’s environmental footprint.

This next-generation coating series builds on Hempel’s proven Globic technology to deliver superior antifouling performance for new buildings and dry- dockings, delivering an outstanding return on investment and flexibility from outfitting through the entire docking interval.

Hempel’s patented Nano acrylate technology is the strength behind the Globic range and provides a fine polishing control mechanism to bring the integral biocides to the surface at a stable rate ensuring a clean hull.

By combining the strongest binder and biocide package for premium performance at different trading speeds, Globic 9500M and Globic 9500S outperform other self- polishing coatings (SPC) particularly when slow steaming.

Henrik Dyrholm, Global Product Manager, Hempel A/S says: “Globic 9500M (M for maintenance) is designed to protect against slime as well as soft and hard fouling in all conditions. Globic 9500S (S for static) is designed to protect against hard-fouling even during extended outfitting periods. Together these two coatings deliver unparalleled anti-fouling protection offering our customers improved operational efficiency, flexibility and a high return on investment.”

“Our Globic range has been very well received in the market and since its launch in 2005, over 25 million litres have been delivered worldwide with more than 5,000 vessel applications achieved. Our new coating series is the next step in high performance antifouling protection”.

Additionally, the patented microfibres incorporated in the paint give Globic 9500M and Globic 9500S a best in class mechanical strength to avoid cracking and peeling. Globic’s unique technology allows it to start working as soon as the hull meets the water for full and immediate antifouling protection, making it highly efficient even for slow steaming and long idle periods.

Globic 9500 Series at a glance:


  • lasting protection against all kinds of fouling — designed for 60+ months docking intervals;
  • suitable for all vessels at all speeds;
  • incorporates proven patented Nano acrylate technology;
  • patented microfibres for best-in-class mechanical strength to avoid cracking and peeling;
  • outperforms other SPC, particularly during slow steaming;
  • excellent colour stability; and 
  •  Nano acrylate technology.


The new coatings incorporate specially designed water-activated Nano acrylate technology that uses nano capsules to control polishing. When seawater comes into contact with the nano capsules, it penetrates the hydrophobic outer shell.The hydrophilic inner core chemically hydrolyses and then expands which breaks through the outer shell, enabling controlled polishing. Consistent self-polishing and a constantly thin leach layer ensure uniform biocide release over the entire docking interval. Unlike other premium antifouling technologies, Nano acrylate technology provides immediate antifouling protection without the need for water friction.

Special microfibres reinforce the binder, providing a skeleton effect that gives the coating enhanced mechanical strength and makes it more resistant to cracking.

Also in late October, Hempel launched its new versatile activated zinc primer, Hempadur Avantguard 860. This product combines best-in-class corrosion protec- tion, at the level of an inorganic zinc silicate, with the application benefits of an epoxy.

Hempadur Avantguard 860 is specifically designed to protect steel structures in moderate to severe corrosive environ- ments. It is the first of its class, specifically developed to overcome the problems experienced with zinc silicate primers application, without compromising corrosion protection and boosting productivity.

In response to general industry concerns over curing times and application properties of zinc silicates, Hempel’s new product, with a recoating interval of just one hour, offers at least four times faster drying than coating systems based on zinc silicates. Highly flexible and versatile, this new coating can be applied year-round and at temperatures down to 14 °F/-10°C, and with no restrictions on minimum relative humidity.

Oriol Osso, Group Product Manager, Energy, Hempel A/S says: “At Hempel we constantly push ourselves to better meet the needs of our customers. Owners of assets in harsh environments demand the highest quality in corrosion protection. Applicators want a product that will help boost productivity. Hempadur Avantguard 860, based on Hempel’s proprietary activated zinc technology, delivers all this. We’ve further developed our ground- breaking Avantguard technology to reduce curing times and this saves time for applicators and for asset owners.”

“This new product further redefines anti-corrosion coatings to deliver best in class protection at a level the market expects from an inorganic zinc silicate (IOZ) but with the added application benefits of an epoxy.Avantguard 860 is the true challenger to inorganic zinc silicates.”

Hempadur Avantguard 860 is a SSPC Level 1-compliant two-component activated zinc rich primer, that delivers excellent protection in severely corrosive environments. It incorporates Hempel’s patented Avantguard technology offering a unique combination against corrosion, providing improved barrier, inhibitor and galvanic protections in a single coating for all-round performance.



  • certified to the highest anticorrosive test requirements including NORSOK M-501 Ed.6 System 1, ISO 12944-6 Part 5, and Level 1 type II in SSPC Paint 20 2002 standards;
  • based on Hempel’s advanced and proven Avantguard technology;
  • fast drying: at least four times faster than zinc silicates — a three coat system can be applied in a single shift;
  • high mud cracking resistance — two times better than coatings with inorganic zinc silicates;
  • flexible application — wide application temperature range, can be applied in temperatures down to 14 °F/–10°C; and
  • no need for a mist coat as required for inorganic zinc silicates.



Since 1915 Hempel has been a world- renowned coatings specialist. Today, it has over 6,000 people in 80 countries delivering trusted solutions in the protective, decorative, marine, container, industrial and yacht markets.