Oy M. Rauanheimo Ab leads the way in turnkey bulk operations


Oy M. Rauanheimo Ab is leading bulk and transit cargo operator in Finland with a history that goes back over 130 years. Formed in 1884, the company now belongs to the successful KWH-Group.

It provides a full range of customer- tailored services, such as stevedoring, shipping, forwarding, bulk handling, project cargo handling, agency services, door-to- door services world-wide, rail transportation, road haulage, container services, transit services, warehousing and mill services.

The company operates three major ports in Finland — Kokkola, HaminaKotka and Helsinki-Vuosaari.


The main bulk cargoes handled by Rauanheimo at the Port of Kokkola include iron ore, iron oxide, pyrites, pyrite ashes, zinc concentrate, zinc products, limestone, salt, peat, energy wood, alumina clay, steel billets, stone, fertilizers and big bags. In the other ports, it handles mainly pulp, coal, grain, timber and other dry bulk commodities


In 2016, Rauanheimo was selected by a Finnish forest industry group that operates in international markets, to be a partner for taking care of the export logistics from the a new next-generation bio-product mill in Finland.

This was a great opportunity for Rauanheimo to implement something new in breakbulk handling in Finland. The aim was both to develop operations to meet the requirements of variable ship sizes and to increase efficiency with lower operating costs. The long distance between the terminal and loading quay added pressure for cargo delivery during shiploading. Therefore, Rauanheimo acquired a new generation material handling crane — a Mantsinen 300 equipped with fully automatic, 100% mechanical lifting frame and, in co-operation with a Finnish manufacturer, has developed a new type of transportation platform, the ‘PULPHAULER’. This development breaks with traditional methods, and makes it possible double the efficiency of moving cargo from the terminal to the quay.


Joakim Laxa°back, CEO of Rauanheimo, explains that during 2004, after intensive negotiations with a leading Russian mining company, Rauanheimo entered into an agreement for an iron ore transit service. This includes cargo rail transportation from a mine in Russia, via the Russian–Finnish border, to the Port of Kokkola for further cargo handling and shiploading.

To ensure the successful implement- ation of the project, a VOK-railcar unloading method — entirely new for Russia — was developed. This method, in combination with the Port of Kokkola’s infrastructure and deep-water capabilities, contributed to an increase volumes in Kokkola Port to over eight million tonnes a year 2014

Significant investments were made by the company in order meet the client’s requirements and to achieve a minimum mechanical impact on iron ore pellets during transportation and handling. These investments included: Metso screens, with a capacity of 1,400tph (tonnes per hour), tailored for the handling of iron ore pellets; and two brand-new Telestack conveyor system to load vessels of up to Panamax sizes and for building stockpiles in trapezoidal shapes . These stackers are equipped with two hoppers, one for feeding with a wheel loader and one with dump trucks. These units can also be connected together to move the material from the train unloading facility directly under the crane, avoiding the processing phase. The conveyor system is also suitable for different type of solid bulk cargo.


All the ports in which the company operates are equipped with modern state- of-the-art facilities and supported by excellent infrastructure. This includes a safe deep fairway that accommodates Panamax and Capesize vessels.

The railway wagon tipper terminal efficiently and carefully unloads wagons at a rate of 1,300tph. The tipper terminal consists of two devices — the transfer device automatically moves the wagons to the unloading point, and the tippler empties them by turning them upside down.


Rauanheimo is driven by a strong sense of accountability in terms of safety and the environment. It is proud that all stevedores in the company have passed a special qualification.

This impressive result in stevedoring and forwarding companies in Finland is achieved through careful and systematic work and continuous training of people for more than ten years.

Quality systems and health and safety principles are developed on the basis of relevant standards and regulations, experience and needs, in order to gain an understanding of how to handle a variety of cargoes safely and to operate heavy equipment in accordance with safety regulations.


The long-term bulk cargo forecast looks very promising for all ports in which Rauanheimo operates.

Intensive investments in tools and competence pays off. As CEO Joakim Laxa°back states: “Future looks open for further Good Stories as our slogan says. We might be heading towards new record years in bulk handling.” 


Better service for NORDEN’s dry cargo customers

With a new set-up, NORDEN’s Dry Cargo Department will become even better at servicing its customers. The department, which has offices all over the world, has been organized into smaller and more specialized teams which can act faster, more easily and more smoothly. The new teams also have greater authority, as the responsibility in the Dry Cargo Department, containing more than 150 employees, has been spread out further. ”We will simplify, strengthen and empower our whole organization,” says Head of Dry Cargo Christian Vinther Christensen.

”The purpose of this new set-up is to become even better at servicing our customers. We will simplify, strengthen and empower our whole organization. Based on our strategy ‘Focus & Simplicity’, we are making our processes more efficient and transparent. At the same time, we are assigning authority to the front line, where our many motivated employees meet the customers and the market. I have a strong belief in management through involvement, presence and recognition,” says Head of Dry Cargo Christian Vinther Christensen.


The aim of the new set-up is to carry out NORDEN’s strategic decision that the Dry Cargo Department in significant scale and through organic growth is to increase its operating activities, where cargoes are combined with chartering of available vessels in the market for a single trip – or more.

Usually, money can be made on operating activities in both times of prosperity and times of decline. Focus is on the margins and the difference between cargo rates and the price of chartered vessels.

As a general rule, operating activities are therefore, in terms of earnings, characterized by being less dependent on market rates compared to the part of NORDEN’s dry cargo business which is based on use of the core fleet of owned or long-term chartered vessels.

The increased efforts related to operating activities are taking place at the same time as NORDEN continues its usual business activities on the spot market (day- to-day market) at full speed based on the use of its core fleet. NORDEN also continues the fulfilment of its many long- term contracts, just as there is focus on attracting new long-term industrial cargo contracts.


These nine teams have been set up:

  • Panamax – worldwide
  • Supramax
    • North America o South Atlantic
    • Continent & Med o China
    • Asia and North Pacific v Handysize
    • Worldwide
    • North America
  • Period tonnage and industrial bulk – worldwide


The Head of Dry Cargo Christian Vinther Christensen highlights the following benefits of the new set-up to NORDEN’s dry cargo customers:


  • NORDEN improves its response times; 
  • NORDEN improves its knowledge on customer requirements and requests; 
  • NORDEN increases its knowledge on the market;
  • NORDEN becomes better at thinking big and at the same time always acting in such a way as to meet each customer’s requirements regionally — no matter the scope;
  • NORDEN increases its competitiveness through increased activity;
  • NORDEN becomes capable of assisting more customers with their spot requirements;
  • NORDEN becomes more focused on each customer’s business and needs; and 
  • NORDEN will have a dedicated ambition to grow with its cargo customers innovation.



However, it is one thing is to obtain cargo for the vessels to transport. It is quite another to deal with the handling operations from loading port to discharge port.

It is the operators’ job to ensure that this is done in the most optimal way.

”Consequently, our operators play a more central role in the new set-up,” says Christian Vinther Christensen.

NORDEN’s Dry Cargo Department has a staff of skilled and experienced operators, who operate from the many offices within NORDEN’s global network. They have thorough knowledge of the many challenges which the vessels face on their voyages.

”They can make the famous difference to our customers. We need to be able to deliver genuine and value-creating service, and we do this better when we have thorough local knowledge,” says the Head of Dry Cargo.


Christian Vinther Christensen adds: ”To boil it all down to a few words: deep down inside, NORDEN is a provider of value- creating service to our customers — a kind of service which also contributes to more efficient and sustainable world trade and with that increased global prosperity. We need to combine this with a reasonable and risk-adjusted result for NORDEN’s owners.”  

Two internationally experienced men join NORDEN’s Board of Directors


Two experienced men from the global world of shipping were elected into NORDEN’s Board of Directors at the annual general meeting held on 5 April this year at Hotel Scandinavia in Copenhagen. Tom Intrator is former CEO of Cargill International SA and is a Swiss citizen. Hans Feringa is CEO of the chemical tanker company Team Tankers International Ltd. and a Dutch citizen living in the USA.

At the annual general meeting — with final approval at an extraordinary general meeting on 19 April at NORDEN’s head office in Hellerup — it was also approved that NORDEN’s corporate language be changed from Danish to English. This i.a. means that from now on English is the working language in the Board of Directors which until now has not had any members not versed in a Scandinavian language. With the change into English, the Board of Directors can be internationalized as needed.


In his report, Chairman of the Board Klaus Nyborg described the two new board members as “highly talented”.

In his speech prior to the election of Tom Intrator, Chairman Klaus Nyborg emphasized that Tom Intrator has experience as head of one of the world’s

largest trading houses, that he has an international background and that he is significantly knowledgeable within energy, shipping and metals. At the same time,Tom Intrator will add to the Board’s qualifications within management, strategy, investment, costumer relations and service, financial matters and risk management, said the Chairman.

Klaus Nyborg substantiated the appointment of Hans Feringa for election to the Board with his experience as head of global, listed shipping companies, in-depth knowledge of global shipping as well as an international background from the Netherlands, Singapore and the USA. In

addition, Hans Feringa will add to the Board’s qualifications within tankers, management, strategy and growth, investment, purchase and sale of vessels, financial matters and risk management.


At the annual general meeting, Erling Højsgaard stepped down from the Board of Directors due to the age limit of 72 years. He sat on the Board for 28 years, two of which as vice chairman. The new vice chairman is Johanne Riegels Østergaard, who represents the major shareholder Motortramp.

The Board of Directors now constitutes six general meeting-elected members and three employee-elected members.


At the annual general meeting — with final approval at the extraordinary general meeting — it was also approved that from now on, all six general meeting-elected board members are up for election every year instead of every second year. The employee-elected members continue with a term of three years.

Tom Intrator, newly elected board member, says:“NORDEN has held a leading position in the business for more than a century and is positioned to continue holding this position in future.”

Hans Feringa, newly elected board member, says: ”NORDEN has a strong balance sheet as well as strong management and organization. These are the prerequisites for being able to seize the opportunities that arise in the market.”  

Scandinavian company leads antifouling revolution

Sat in the heart of Scandinavia, Swedish biotech innovators I-Tech AB has been shaking things up in the paints and coatings sector of the maritime industry over the past few years. The company was founded upon a unique discovery made by Gothenburg scientists that is revolutionizing hard biofouling prevention on ship hulls. The team of scientists proved the efficacy of an active substance, which at extremely low concentrations, can neurologically scramble a barnacle larva making it hyperactive, with reversible effects, preventing it from being able to attach to any coated ship wetted hard surface. This bio-repellent innovation is unique within its application in marine coatings and has attracted great interest from marine coatings manufacturers and ship owners. For the owners of dry bulk carrying ships, this Scandinavian innovation could offer a solution to the growing problem of hull fouling, particularly for idling bulk carriers.

Companies that transport dry bulk, iron ore, coal and other bulk commodities are weathering the downturn in a market. Under current market conditions, idle bulk carriers, in addition to other ship types, are inhabiting coastlines across the globe. Ship owners are increasingly demanding solutions that are both well-suited to specific ship trading patterns, and varying activity levels. When looking at the future

trading potential, they need to ensure that their ship is protected whether it be in constant active service, idle for long periods of time, or have the risk of fluctuating between the two. This future- proofing approach to antifouling coating selection, without any certainty of future trade, is exerting great pressure on the coatings suppliers, prospering great innovation and new approaches to the development of fouling prevention technology.

A great number of ships frequently lay idle in biofouling hotspots. Average global sea temperatures are warming meaning that biofouling risk within these areas is increasing year-on-year. A fouled hull is an issue for any ship operator as it directly impacts the fuel consumption of a ship due to increased drag. The different types of fouling can also present differing issues in addition to immediate fuel consumption impact. Some soft fouling may be ‘washed off’ when an idling ship once again becomes active at a certain speed. Soft fouling can also be removed by less impactful hull cleaning practices. Hard fouling, however, is a trickier guest to get rid of. Hard fouling, including barnacle growth, will not be removed when a vessel is travelling at speed. Also, the hull cleaning methods required to remove hard fouling can be more impactful to the coating than those effective for the removal of soft fouling.

This means that ship owners are placing great importance on selecting coating products that can cope with conditions in the ‘red zones’ in which their ships operate, where water temperate can be high and hard fouling can be problematic if a ship is at anchorage for three to four weeks, for example.

The issue of biofouling is also becoming an increasingly dominant issue on the agenda of some Asian shipyards, with newly launched vessels laying idle in warming waters, suffering the effects of intense fouling during the three to four months fitting out process. This accumulation of biofouling on the hull can impact both the newly applied coating and the ship performance of a newbuild leaving the yard. This means the shipyards are also pushing for antifouling solutions that ensure static performance of ships during outfitting.

Gothenburg-based I-Tech AB has thus far dedicated over a decade of research and development work to these current aforementioned issues. Its quest to find, develop and commercialize a fouling prevention technology alternative for hard fouling prevention commenced in the wake the IMO decision to ban the application of tributyltin (TBT)-based paints on vessels as of 1 January 2003.

The resulting Selektope® story about I-Tech’s biotech approach to fouling prevention is one that involves chemists,  marine biologists and engineers and a ‘Eureka’ moment which yielded an organic, non-metal compound named Selektope®; this agent is effective at 0.1% of an antifouling coating’s overall constituency. This innovation milestone for the industry was subsequently followed by 15 years of trials, and exhaustive regulatory hurdles for the technology.

What the Swedish scientists discovered was a unique pharmacological mode of action that works to prevent barnacle larvae from settling on ship structures by inducing hyperactivity in the barnacle larvae. Selektope®’s fouling prevention mechanism works by temporarily stimulating the cyprid larvae octopamine receptor and activating swimming behaviour. The effects of this neurological scrambling are temporary, with the larvae returning to normal functional capacity shortly after encountering the Selektope® present in the ship’s hull coating.

With an efficacy that requires just 0.1% of Selektope® in an antifouling coating’s overall constituency, this technology offers the opportunity for coatings suppliers to use just a fraction of the active substance needed to achieve comparable performance if traditional copper-based biocides are used. In fact, Selektope® is flexible enough to boost copper-based formulations, but is also powerful enough to replace copper in copper-free formulations.

Due to the powerful effects demonstrated, this first-of-its-kind coatings technology rapidly caught the attention of coatings suppliers in the early stages of its research and development. To this date, the testing of Selektope®-containing form- ulations by coatings suppliers continues to accelerate at a rapid pace, with a multitude of commercial products being launched onto the market.

The all-important green light for global market deployment was signalled in 2015 when I-Tech received EC recognition for Selektope®, enabling it to be included in anti-fouling products sold throughout the EU as of 1 January 2016, in accordance with the terms of the EU Biocidal Products Regulation. This came in addition to the already secured approvals for the use of active agent in Japan, China and South Korea.

The first commercial, Selektope®-containing coating products for use on ocean going vessels (OGVs) were launched in the market in 2016. That same
year, a 12-month trial of a tanker coated with copper-free, Selektope
®-containing paint yielded fantastic performance results. This six-year 2010-built,
46,067dwt IMO II chemical and products tanker vessel 
Calypso, due to enter into its second year of active
service since the Selektope
®-containing hull coating was applied in November 2016, is still showing extremely low development rates of added resistance on the hull. Scandinavian ship owner, Laurin Maritime, applied the coating inclusive of I-Tech’s bio- repellent technology during the ship’s first five-year survey at the Singapore yard Sembcorp.

Another Scandinavian owner, Stena RoRo signed a contract to coat the hulls of four newbuild RoPax ferries with paint that incorporates Selektope®. The delivery of the newbuild Stena RoPax ferries is scheduled for 2019/2020. They will be built at the AVIC yard in Weihai, China.

“We are honoured that a pioneer of sustainability in commercial shipping such as Stena RoRo has chosen a Selektope®- containing hull coating product for its newbuild programme. Their investment in a premium antifouling product that contains Selektope® will deliver strong antifouling performance with the additional benefit that their high-activity vessels will have the best protection from barnacle invasion.” says Philip Chaabane, CEO I-Tech AB.

I-Tech has also celebrated success with the launching of brand new products into the market this year. The increasing diversification in the range of Selektope®- containing products available to ship owners suitable for different vessel requirements demonstrates the unrivalled versatility of the antifouling ingredient. It also demonstrates a growing commitment to the technology as demand from ship owners for antifouling coatings comprising Selektope® intensifies.

SEA GRANDPRIX 880HS PLUS is the third product Chugoku Marine Paints (CMP) has launched that contains Selektope®. It joins CMP’s SEAFLO NEO CF Premium; and SEAFLO NEO-S PREMIUM Selektope® products.

The new antifouling coating is based on hydrolysing technology and can be applied to deep sea-going vessels trading worldwide in- service periods for up to 90 months. Uniquely, CMP guarantees extended static performance of up to 45 days, thanks to the barnacle-repellent boost enabled by Selektope®- combating barnacle settlement on the ship’s hull by temporarily stimulating the barnacle larvae’s swimming behaviour.

To date, marine coating products containing Selektope® have been applied to over 150 vessels including many bulk carriers.

“As demand for Selektope® soars, the number of antifouling products that contain our unique bio-repellent ingredients is expanding. This ensures that ship owners and operators have a selection of products to choose from, and confirms the flexibility and compatibility of our product with a range of different antifouling ingredients,” says Philip Chaabane, CEO I-Tech AB.

For Selektope®, the future is promising as an ingredient for marine coating that can enable superior static performance in addition to supporting the reduction of invasive species transfer and emissions by contributing to cleaner, more efficient hulls. 


Port of Grenaa expands its bulk handling expertise

In close collaboration with its customers, the Port of Grenaa plays an active role within the bulk market.

The Port of Grenaa is very good at handling large bulk orders. However, that alone is not enough for the large commercial port right on the ‘nose’ of Jutland — right by the Kattegat1 in the middle of Denmark.

“Bulk cargo is always part of a bigger logistics task where many factors must come together to solve the job in an optimal way. For us here at Port of Grenaa, the most important thing is of course to get the actual cargo off the quay here in Grenaa — but we would like to play a bigger part in the overall job, whenever it seems natural,” says Theis Gisselbæk, business developer at Port of Grenaa.

The Port of Grenaa enjoys a wide range of benefits as a commercial port. The most central deep water port in Denmark is placed beneficially close to international sailing routes in the Kattegat, and a water depth of up to 11 metres are just some of the most important benefits.

“Besides the natural benefits, we construct new ones all the time. We believe that it is important to constantly develop our expertise in collaboration between the port and our customers.

“Port of Grenaa is known for being very flexible. We are a small and very dedicated organization that can adapt and comply quickly to solve current jobs.

“Furthermore, we continuously invest in the facilities that are necessary if we want to be more than just a port that can receive and ship bulk cargo. We see Port of Grenaa as being an actively contributing collaborator for customers that need to solve a more complex logistics job,” says Gisselbæk.


Significant investments in equipment, warehouses, and large base areas around the port during the last few years have broadened the range of services that the Port of Grenaa can offer its customers in the bulk segment. Warehouses and large areas of land enable the Port of Grenaa to offer storage of cargo that might need to be redistributed over a period of time.

“We want to invest time and effort in becoming even better within this field. That is why we are adding a learning process to the jobs we solve, in order to gather experience that can be used for jobs later on,” says Gisselbæk. “This happens in close dialogue with our customers who appreciate that we, as a port, actively step in and relate to the overall transport job.”


The bulk segment is part of the Port of Grenaa’s strategic plan for the development of the port’s activities, and the port has started to reap the benefits of the investments that have been made.

During the summer, Port of Grenaa has been a pivotal element in the refurbishment of 20km of railway track on Grenaabanen between Aarhus and Grenaa.

The port in Grenaa has received approximately 30,000,000 kilograms of granite body to be put on the new tracks. The granite arrived in several orders by ship from Norway, and had to be distributed from the Port of Grenaa to the building sites that the contractor had built along the 20km-long stretch that was getting new tracks.

The Port of Grenaa arranged contact with a local carrier who was in charge of the distribution of the many tonnes of granite. The vehicles then brought back surplus soil from the track refurbishment to Port of Grenaa that must stock 20,000,000 kilograms of soil for a possible later expansion of the port.

“The replacement of the tracks was performed to a very tight schedule with delivery in seven stages. For this, the flexibility of the port was important, as well as the carrier’s local knowledge which was obviously of crucial importance for the logistics to all come together,” says Gisselbæk.


The Port of Grenaa has also become newly active in the biomass market.

The company Bioman has bought two of the Port of Grenaa’s tank yards and wants to use them for, among other things, the storage of biomass for Danish biogas plants in the future. The sale of the tank yards is a consequence of the Port of Grenaa’s strategy for the coming years of development.

At the same time, Bioman will move its company headquarters to Grenaa where administration will also be housed in the future.


The biomass that comes in via the port in Grenaa is to be used as, among other things, an addition to the biogas production to boost the process and optimize the

quality of the fertilizer product that is left over after gasification.

The biggest part by far of this specific biomass is imported from other countries, and for Bioman, sending the fairly big loads by sea is an obvious solution. The two tank yards at the Port of Grenaa increase Bioman’s storage capacity by 32,000,000 kilograms spread across 18 tanks. From the port, the biomass is taken by lorry to a range of biogas plants. It is expected that 50,000,000 kilograms of biomass will come in yearly via the quay in Port of Grenaa.

“In this case, the customer has also indicated that the choice of Grenaa is due to a mix of location and our great flexibility. This proves that with a dynamic focus on the bulk area, we are onto something that can grow even bigger,” says Gisselbæk. He adds that Port of Grenaa in general sees more interesting requests regarding new bio products that fit in well with the type of cargo that is handled at Port of Grenaa otherwise.  


Port of Kalundborg expands and increases draught to handle largest bulkers

The Port of Kalundborg in Denmark is the country’s biggest port for grain export. Bulk activities at the port are primarily handled by Kalundborg Bulk Terminal, owned by Schultz Shipping, which has warehouses in the port. The bulk terminal mainly handles grains, feedstuffs, wood pellets, and fertilizers.

At the moment, the Port of Kalundborg is investing in a large expansion of the port area. This month (October), work is beginning on the construction of a new 330,000m2 port area — an addition to the existing port area of approximately 800,000m2. The new port area, which will be called the New West Port, will be ready for operations in February 2019. In the new port area there will be a 500m-long quay, and the water depth will be 15 metres. The water depth of 15 metres is important, as the Port of Kalundborg is the only deep-water port at Zeeland and only one out of three ports in Denmark with such a water depth.

Bulk handling will also be one of the main business areas in the New West Port. At the moment, dry cargo vessels can call the port at a quay, where the water depth is only 12 metres. This means that the biggest dry cargo vessels now calling at the port cannot be loaded to the maximum.

This will, however, change with the new port area, with a water depth of 15 metres, and a quay length of 500 metres. This makes it possible for the port to accommodate even the largest dry cargo vessels, and they can be loaded to the maximum amount. This means that bulk will remain one of the port’s most important business areas, and Kalundborg will keep its position as the biggest port for grain export in Denmark.

The Port of Kalundborg has had tenders regarding the construction of the New West Port. Tender A — won by NCC Industry A/S is for the work on land, and Tender B — won by Wasa Dredging Ltd — covers the dredging work.  

New initiatives for port equipment and maintenance from N-service ApS

N-service ApS is a Danish manufacturer of equipment used in the bulk handling market.

The company has reported on a recent delivery,ofa2.5m3 orangepeelgrab,which was manufactured with a never previously installed maintenance system.

The grab has been in full-time operation for three years, loading all types of steel scrap to vessels.

This grab, and its design, have provided optimal and constant loads. The dead weight and load capacity was designed from the outset to work with the Multidocker CH65/CH74. Unique penetrating and holding power ensure capacity and supported load and machine efficiency.

With its volume of 2.5m3, the grab has a deadweight of 3,400kg. It has been built with 90mm main bearings, which affords the longest lifetime and zero downtime for maintenance.

All connections was secured and protected from damage during work. This also ensures efficiency: the crane operator can focus fully on the bulk product, due to his complete confidence in the design of the grab.

There has been no damage to the grab in three years of operation.

The unique laminated tooth-sets have remained sharp, with a strong grab, throughout.

The revolutionary self-lubricating system was a key factor to the success of the grab. The unique hydraulic self lubrication system uses the grab’s working pressure to drive the self-lubrication grease pump. The system pressurizes grease up to 250 bar and injects grease to all main bearing and cylinder bearings —15 bearings in total.

A progressive distributor block links the grease optimally to all bearings, with regard to function and load. A pre-defined quantity of grease is released in continuous cycles, driven by the main actions of the grab. For one grab opening, one portion of grease is released.

The system is a refilling system with the usage of own preferable grease. This makes the system independent and profitable for the operator.

Lubrication and maintenance of the whole grab occurs while working and always leaves the equipment ready for the next task. Maintained and greased.