Bespoke solution for refractory manufacturer

A UK refractory manufacturer seeking to replace an ageing forklift has benefitted from a bespoke materials handling solution from Roburtrucks.

Derbyshire-based DSF Refractories & Minerals (DSF) is the largest shaped refractory manufacturer in the UK, producing heat-resistant materials for extreme-temperature applications, including the lining of glass furnaces and petrochemical reactors, exporting more than 80% of their refractory shapes. The company is a major importer of minerals and other raw materials, which it processes on-site for its own production requirements, as well as supplying other refractory manufacturers.

For over 10 years, DSF had used a counterbalanced machine to load and unload large refractory blocks from its kilns. As it reached the end of its service life, increasingly frequent issues were causing production downtime and costly repairs. Additionally, the machine’s stabilising attachment often damaged the refractory blocks and loads were sometimes unstable during movement. As this was an older machine that did not have power steering, this caused operator fatigue, which was highlighted by DSF as a possible risk of injury to the company’s staff.

Following an introduction to DSF by Endeavour Forklifts, Roburtrucks was appointed to design and build a bespoke handling solution, which would be fully fit for purpose in a hazardous manufacturing environment.

Objectives

Following a customer consultation with DSF, Roburtrucks began the design phase for a machine that would deliver the following materials handling and health and safety objectives:

  • Incorporate power steering
  • Grab refractory blocks safely and securely
  • Ensure load stability when moving across uneven floors
  • Be comfortable for operator use
  • High reliability for continuous operation

Solution

Roburtrucks designed and manufactured a highly compact counterbalanced Stacker, featuring a unique securing clamp. The machine provides a lifting capacity of 1000kg (or 800kg with the removable clamp) and delivers two operational uses. As well its bespoke functionality, the removal of the clamp enables the machine to be utilised as a conventional counterbalanced Stacker for other purposes in the factory.

In order to prevent damage to the refractory blocks, the lifting clamps designed and engineered by Roburtrucks were coated with Secutex multi-functional geotextile, which allows some leniency in the material to ensure secure grabbing characteristics.

Results

The new machine delivered by Roburtrucks was quickly proven to increase productivity for DSF through the secure handling of refractory blocks weighing up to 600kg. Able to operate safely and efficiently across uneven floors in a challenging environment, the bespoke solution addressed all previous health and safety concerns. Equally, the reliability of the new machine has proven significant with no downtime incurred to date.

Russell Ferns, Health and Safety Officer, DSF Refractories & Minerals, commented: “From the introduction to Roburtrucks by Endeavour Forklifts through the design and build process, delivery and driver familiarisation, the service we have received was second to none. Nothing was too much trouble for the Roburtrucks team and this was a challenging project.

“We had experienced a number of failed attempts to get the right piece of kit for the specific purpose we needed but Roburtrucks delivered on its promise that the truck would meet all the desired objectives. Our long-term relationship with Mark Bann from Endeavour Forklifts meant that we weacre able to trust his judgment when recommending Roburtrucks to our company, which proved to be an excellent partnership.”

CLICK HERE to find out more.

 

Bespoke solution for refractory manufacturer

A UK refractory manufacturer seeking to replace an ageing forklift has benefitted from a bespoke materials handling solution from Roburtrucks.

Derbyshire-based DSF Refractories & Minerals (DSF) is the largest shaped refractory manufacturer in the UK, producing heat-resistant materials for extreme-temperature applications, including the lining of glass furnaces and petrochemical reactors, exporting more than 80% of their refractory shapes. The company is a major importer of minerals and other raw materials, which it processes on-site for its own production requirements, as well as supplying other refractory manufacturers.

For over 10 years, DSF had used a counterbalanced machine to load and unload large refractory blocks from its kilns. As it reached the end of its service life, increasingly frequent issues were causing production downtime and costly repairs. Additionally, the machine’s stabilising attachment often damaged the refractory blocks and loads were sometimes unstable during movement. As this was an older machine that did not have power steering, this caused operator fatigue, which was highlighted by DSF as a possible risk of injury to the company’s staff.

Following an introduction to DSF by Endeavour Forklifts, Roburtrucks was appointed to design and build a bespoke handling solution, which would be fully fit for purpose in a hazardous manufacturing environment.

Objectives

Following a customer consultation with DSF, Roburtrucks began the design phase for a machine that would deliver the following materials handling and health and safety objectives:

  • Incorporate power steering
  • Grab refractory blocks safely and securely
  • Ensure load stability when moving across uneven floors
  • Be comfortable for operator use
  • High reliability for continuous operation

Solution

Roburtrucks designed and manufactured a highly compact counterbalanced Stacker, featuring a unique securing clamp. The machine provides a lifting capacity of 1000kg (or 800kg with the removable clamp) and delivers two operational uses. As well its bespoke functionality, the removal of the clamp enables the machine to be utilised as a conventional counterbalanced Stacker for other purposes in the factory.

In order to prevent damage to the refractory blocks, the lifting clamps designed and engineered by Roburtrucks were coated with Secutex multi-functional geotextile, which allows some leniency in the material to ensure secure grabbing characteristics.

Results

The new machine delivered by Roburtrucks was quickly proven to increase productivity for DSF through the secure handling of refractory blocks weighing up to 600kg. Able to operate safely and efficiently across uneven floors in a challenging environment, the bespoke solution addressed all previous health and safety concerns. Equally, the reliability of the new machine has proven significant with no downtime incurred to date.

Russell Ferns, Health and Safety Officer, DSF Refractories & Minerals, commented: “From the introduction to Roburtrucks by Endeavour Forklifts through the design and build process, delivery and driver familiarisation, the service we have received was second to none. Nothing was too much trouble for the Roburtrucks team and this was a challenging project.

“We had experienced a number of failed attempts to get the right piece of kit for the specific purpose we needed but Roburtrucks delivered on its promise that the truck would meet all the desired objectives. Our long-term relationship with Mark Bann from Endeavour Forklifts meant that we weacre able to trust his judgment when recommending Roburtrucks to our company, which proved to be an excellent partnership.”

CLICK HERE to find out more.

 

Crocs uses Vanderlande technology in new Netherlands DC

Vanderlande has signed a contract with global footwear brand Crocs to deliver FASTPICK, a state-of-the-art goods-to-person (GtP) system incorporating ADAPTO technology. It will be installed at the new home of Crocs’ European distribution centre (DC) in Dordrecht, The Netherlands.

Crocs was looking for a sophisticated omni-channel solution to support its rapid growth throughout the EMEA region. In recent years, the global footwear brand, known for its iconic Classic Clog, has achieved incredible growth, including record-breaking performance in 2020. As a result, Crocs had a requirement for an automated solution that offered the highest level of flexibility to support its future plans.

Vanderlande’s ADAPTO, an automated storage and retrieval system (AS/RS), will be central to the operation in Dordrecht and enables efficient and fast delivery to both stores (B2B) and consumers (B2C). ADAPTO offers Crocs the capacity to simultaneously store up to 16,000 SKUs across 54,000 locations. Order items will be fed to one of nine ergonomic workstations, from which they can be picked and transported to the packing and shipping area.

Vanderlande’s POSISORTER, a sliding shoe sorter, is part of the final stage of the approved design. It has a capacity of 5,000 items per hour and it sorts all orders to their correct shipping destinations. Vanderlande was selected for the project due to the flexibility of its system – which can be increased in terms of capacity and storage – as well as the availability of its local service engineers.

Vanderlande’s FASTPICK is the ideal solution because it gives us the desired flexibility and will help us manage current and anticipated growth,” says Dennis Boor, Senior Director Distribution & Logistics EMEA, Crocs. “An example of what impressed us was the capacity to easily scale up the system to achieve a higher throughput, if required. Moving our operations required careful planning, so we are delighted that the technology within the Dordrecht DC is in such safe hands.”

Vanderlande’s Vice President Warehouse Solutions Terry Verkuijlen adds: “Partnering with such a well-known brand has given us a great deal of satisfaction. We are pleased that Crocs has not only seen the technical advantages of using ADAPTO, but also the added value. The solution was designed to support Crocs in adapting and scaling the configuration depending on their needs, and we’re confident it will match Crocs’ business objectives for many years to come.”

Crocs uses Vanderlande technology in new Netherlands DC

Vanderlande has signed a contract with global footwear brand Crocs to deliver FASTPICK, a state-of-the-art goods-to-person (GtP) system incorporating ADAPTO technology. It will be installed at the new home of Crocs’ European distribution centre (DC) in Dordrecht, The Netherlands.

Crocs was looking for a sophisticated omni-channel solution to support its rapid growth throughout the EMEA region. In recent years, the global footwear brand, known for its iconic Classic Clog, has achieved incredible growth, including record-breaking performance in 2020. As a result, Crocs had a requirement for an automated solution that offered the highest level of flexibility to support its future plans.

Vanderlande’s ADAPTO, an automated storage and retrieval system (AS/RS), will be central to the operation in Dordrecht and enables efficient and fast delivery to both stores (B2B) and consumers (B2C). ADAPTO offers Crocs the capacity to simultaneously store up to 16,000 SKUs across 54,000 locations. Order items will be fed to one of nine ergonomic workstations, from which they can be picked and transported to the packing and shipping area.

Vanderlande’s POSISORTER, a sliding shoe sorter, is part of the final stage of the approved design. It has a capacity of 5,000 items per hour and it sorts all orders to their correct shipping destinations. Vanderlande was selected for the project due to the flexibility of its system – which can be increased in terms of capacity and storage – as well as the availability of its local service engineers.

Vanderlande’s FASTPICK is the ideal solution because it gives us the desired flexibility and will help us manage current and anticipated growth,” says Dennis Boor, Senior Director Distribution & Logistics EMEA, Crocs. “An example of what impressed us was the capacity to easily scale up the system to achieve a higher throughput, if required. Moving our operations required careful planning, so we are delighted that the technology within the Dordrecht DC is in such safe hands.”

Vanderlande’s Vice President Warehouse Solutions Terry Verkuijlen adds: “Partnering with such a well-known brand has given us a great deal of satisfaction. We are pleased that Crocs has not only seen the technical advantages of using ADAPTO, but also the added value. The solution was designed to support Crocs in adapting and scaling the configuration depending on their needs, and we’re confident it will match Crocs’ business objectives for many years to come.”

STILL presents energy system webinar

Lead-acid battery, lithium-ion technology or fuel cell? To operate economically and efficiently, you need to identify the most suitable energy system for your particular transport processes. This decision depends on many factors and therefore requires a high degree of experience. The intralogistics and energy experts of the Hamburg-based intralogistics provider STILL gave a comprehensive overview of the different energy systems during a recent “Energy” webinar and explained the advantages and disadvantages of each system in a clear and hands-on way.

Energy is becoming an increasingly important issue in intralogistics. The European Union aims to have a climate-neutral economy by 2050 at the latest – Germany even wants to achieve this goal much sooner. This means that CO2 emissions must then be avoided as far as possible or stored to the same extent as they are emitted. In order to achieve this goal, the EU Commission and the individual countries are now imposing laws and regulations to oblige everyone to make their contribution. These include increased CO2 taxes, expensive emission certificates and a complete ban on internal combustion engines, which will make electric drives mandatory for all vehicles by 2030 at the latest.

In addition, consumers are also becoming more sensitive with regard to the climate neutrality of services and products. For this reason, companies are also increasingly looking to ensure that their supply chains meet sustainability requirements. Suppliers, for instance, must provide certificates on the origin of raw materials, production conditions and the CO2 footprint. A good ecological balance sheet is thus increasingly becoming a competitive advantage.

Looking for the right energy system

One thing is true throughout Europe: Energy is precious, it is becoming ever more precious and therefore the consumption and use of energy must be managed intelligently. In intralogistics, this begins with the selection of the appropriate energy system for the drive of industrial trucks. The current choices are lead-acid batteries, lithium-ion technology, or fuel cell systems. But no matter which system is chosen, this decision will have an impact. On the infrastructure of warehouses and production sites, on the choice of transport systems, on operating costs and ultimately on the size of the investment.

“Each of these energy systems has its own special features and requires certain prerequisites in handling,” explained Dyrk Draenkow, product manager for energy systems, during the webinar. To come to a sustainable and economically efficient decision, the overall picture must be considered: transport processes, the desired handling performance, the type of vehicles and, of course, the infrastructure of the warehouse.

Suitability criteria

According to Björn Grünke, also product manager for energy systems, this leads to five criteria that can be used to identify systems that are optimally suited to the respective requirements: vehicle availability, infrastructure aspects, acquisition and operating costs, as well as sustainability. According to the expert, lead-acid batteries have a rather mediocre overall result in this analysis. While their performance in terms of vehicle availability is mediocre, they are not at all convincing in terms of infrastructure due to their high storage space requirements.

On the other hand, they come out on top when it comes to investment costs. Compared to all known energy systems, the purchase price of lead-acid batteries is very low at around 150 euros per kilowatt hour. However, this bonus is offset by the system’s only moderately efficient operating costs. And when it comes to sustainability, this energy system can only partially convince the STILL experts.

“This technology is exhausted. No further developments towards significantly shorter charging times or higher power density are to be expected,” said Draenkow and added: “However, if we disregard the limitations described, this type of battery will remain a reliable and very useful energy system for the next few years. It is especially suitable for users who have only a few vehicles and only a few working hours to deal with.”

Lithium-ion technology

Li-ion batteries can be interim charged at any time – and that within a very short time, without damaging the battery or shortening its service life. This makes it possible to use the vehicle flexibly, around the clock, without having to change the battery: lithium-ion technology thus ensures maximum availability even in multi-shift operation. And as far as charging time is concerned: in most cases, as experience has shown us, one hour of charging means up to three hours of driving.

Moreover, this energy system places very few demands on the infrastructure. When it comes to investment costs, the situation is somewhat different: Lithium-ion batteries still have a higher purchase price than lead-acid batteries. It is about two to three times as high.

“However, lithium-ion batteries have at least twice the service life with the same capacity. If you look at the general price development of lithium-ion cells since 2010, the trend is clear: They are getting cheaper and cheaper,” says Grünke. The system also stands out when it comes to sustainability. Charging and control options for increasing efficiency are constantly being developed further, while at the same time the acquisition costs for the system are being reduced.

Fuel cell systems

What is special about this energy system is that the electricity is generated within the vehicle and no longer comes out of the socket. Draenkow says: “When we talk about a fuel cell in intralogistics, we mean a so-called battery replacement module. This corresponds to a specific battery trough in terms of size, weight and shape. This means that an existing lead-acid or lithium-ion battery can be replaced one-to-one with this module. All the components necessary for a fuel cell are assembled in such a module.”

This includes the fuel cell itself, the so-called stacks. These convert the energy stored in hydrogen into electrical energy. This energy is then used to charge the integrated Li-ion battery. This is needed to supply the vehicle with continuous power. Also part of the system is a high-pressure hydrogen tank, including a fuelling nozzle and other components. It is an all-in-one system.

Since the system does not have to be charged but refuelled, there is no downtime at chargers or sockets. After only 2-3 minutes at the hydrogen pump, the vehicle is available again at full capacity. This creates maximum flexibility in terms of operating times and allows for tough demands and/or multi-shift operation without restrictions. Experience shows that a tank filling can allow up to eight hours of use, depending on the vehicle type and use.

However, the hydrogen required must be delivered by tanker truck. Or you can make yourself completely independent and produce the hydrogen yourself with your own electrolyser on the premises. This, however, requires additional electricity. If you want to be sure not to emit any CO2 in the process, you can produce the “green” energy yourself:  by wind turbine and or photovoltaics.

Of course, this involves a certain amount of effort, which is why fuel cell technology can only be rated as moderately suitable in terms of the infrastructure criterion. And with regard to investment costs: On the one hand, a “fuel cell ready” vehicle must be purchased new ex works. On the other hand, costs arise for the acquisition of the suitable fuel cell system. These are currently priced at a factor of 4-5 of a lead-acid battery. And to create the necessary infrastructure still requires high investments, so that it is currently hardly possible to profitably use fuel cells for vehicles.

However, funding programmes at the national and European level are helping to make this business case “green” in economic terms in the future. Subsidies are available both for the equipment of the vehicles and for the infrastructure. Draenkow comments: “Basically, what will apply to the future of fuel cells is the economies of scale: the more hydrogen consumers there are on the premises, the faster the costs per kilogram of hydrogen can be reduced.”

Summary

The efficiency of an energy system always depends on the particular application. Unfortunately, there is no single system for all applications. Guidance in this very confusing situation is provided by the intralogistics and energy experts of the Hamburg-based intralogistics supplier STILL – for example during the energy webinar, but they are also available anytime to offer advice and support to companies that are about to make an investment decision.

STILL presents energy system webinar

Lead-acid battery, lithium-ion technology or fuel cell? To operate economically and efficiently, you need to identify the most suitable energy system for your particular transport processes. This decision depends on many factors and therefore requires a high degree of experience. The intralogistics and energy experts of the Hamburg-based intralogistics provider STILL gave a comprehensive overview of the different energy systems during a recent “Energy” webinar and explained the advantages and disadvantages of each system in a clear and hands-on way.

Energy is becoming an increasingly important issue in intralogistics. The European Union aims to have a climate-neutral economy by 2050 at the latest – Germany even wants to achieve this goal much sooner. This means that CO2 emissions must then be avoided as far as possible or stored to the same extent as they are emitted. In order to achieve this goal, the EU Commission and the individual countries are now imposing laws and regulations to oblige everyone to make their contribution. These include increased CO2 taxes, expensive emission certificates and a complete ban on internal combustion engines, which will make electric drives mandatory for all vehicles by 2030 at the latest.

In addition, consumers are also becoming more sensitive with regard to the climate neutrality of services and products. For this reason, companies are also increasingly looking to ensure that their supply chains meet sustainability requirements. Suppliers, for instance, must provide certificates on the origin of raw materials, production conditions and the CO2 footprint. A good ecological balance sheet is thus increasingly becoming a competitive advantage.

Looking for the right energy system

One thing is true throughout Europe: Energy is precious, it is becoming ever more precious and therefore the consumption and use of energy must be managed intelligently. In intralogistics, this begins with the selection of the appropriate energy system for the drive of industrial trucks. The current choices are lead-acid batteries, lithium-ion technology, or fuel cell systems. But no matter which system is chosen, this decision will have an impact. On the infrastructure of warehouses and production sites, on the choice of transport systems, on operating costs and ultimately on the size of the investment.

“Each of these energy systems has its own special features and requires certain prerequisites in handling,” explained Dyrk Draenkow, product manager for energy systems, during the webinar. To come to a sustainable and economically efficient decision, the overall picture must be considered: transport processes, the desired handling performance, the type of vehicles and, of course, the infrastructure of the warehouse.

Suitability criteria

According to Björn Grünke, also product manager for energy systems, this leads to five criteria that can be used to identify systems that are optimally suited to the respective requirements: vehicle availability, infrastructure aspects, acquisition and operating costs, as well as sustainability. According to the expert, lead-acid batteries have a rather mediocre overall result in this analysis. While their performance in terms of vehicle availability is mediocre, they are not at all convincing in terms of infrastructure due to their high storage space requirements.

On the other hand, they come out on top when it comes to investment costs. Compared to all known energy systems, the purchase price of lead-acid batteries is very low at around 150 euros per kilowatt hour. However, this bonus is offset by the system’s only moderately efficient operating costs. And when it comes to sustainability, this energy system can only partially convince the STILL experts.

“This technology is exhausted. No further developments towards significantly shorter charging times or higher power density are to be expected,” said Draenkow and added: “However, if we disregard the limitations described, this type of battery will remain a reliable and very useful energy system for the next few years. It is especially suitable for users who have only a few vehicles and only a few working hours to deal with.”

Lithium-ion technology

Li-ion batteries can be interim charged at any time – and that within a very short time, without damaging the battery or shortening its service life. This makes it possible to use the vehicle flexibly, around the clock, without having to change the battery: lithium-ion technology thus ensures maximum availability even in multi-shift operation. And as far as charging time is concerned: in most cases, as experience has shown us, one hour of charging means up to three hours of driving.

Moreover, this energy system places very few demands on the infrastructure. When it comes to investment costs, the situation is somewhat different: Lithium-ion batteries still have a higher purchase price than lead-acid batteries. It is about two to three times as high.

“However, lithium-ion batteries have at least twice the service life with the same capacity. If you look at the general price development of lithium-ion cells since 2010, the trend is clear: They are getting cheaper and cheaper,” says Grünke. The system also stands out when it comes to sustainability. Charging and control options for increasing efficiency are constantly being developed further, while at the same time the acquisition costs for the system are being reduced.

Fuel cell systems

What is special about this energy system is that the electricity is generated within the vehicle and no longer comes out of the socket. Draenkow says: “When we talk about a fuel cell in intralogistics, we mean a so-called battery replacement module. This corresponds to a specific battery trough in terms of size, weight and shape. This means that an existing lead-acid or lithium-ion battery can be replaced one-to-one with this module. All the components necessary for a fuel cell are assembled in such a module.”

This includes the fuel cell itself, the so-called stacks. These convert the energy stored in hydrogen into electrical energy. This energy is then used to charge the integrated Li-ion battery. This is needed to supply the vehicle with continuous power. Also part of the system is a high-pressure hydrogen tank, including a fuelling nozzle and other components. It is an all-in-one system.

Since the system does not have to be charged but refuelled, there is no downtime at chargers or sockets. After only 2-3 minutes at the hydrogen pump, the vehicle is available again at full capacity. This creates maximum flexibility in terms of operating times and allows for tough demands and/or multi-shift operation without restrictions. Experience shows that a tank filling can allow up to eight hours of use, depending on the vehicle type and use.

However, the hydrogen required must be delivered by tanker truck. Or you can make yourself completely independent and produce the hydrogen yourself with your own electrolyser on the premises. This, however, requires additional electricity. If you want to be sure not to emit any CO2 in the process, you can produce the “green” energy yourself:  by wind turbine and or photovoltaics.

Of course, this involves a certain amount of effort, which is why fuel cell technology can only be rated as moderately suitable in terms of the infrastructure criterion. And with regard to investment costs: On the one hand, a “fuel cell ready” vehicle must be purchased new ex works. On the other hand, costs arise for the acquisition of the suitable fuel cell system. These are currently priced at a factor of 4-5 of a lead-acid battery. And to create the necessary infrastructure still requires high investments, so that it is currently hardly possible to profitably use fuel cells for vehicles.

However, funding programmes at the national and European level are helping to make this business case “green” in economic terms in the future. Subsidies are available both for the equipment of the vehicles and for the infrastructure. Draenkow comments: “Basically, what will apply to the future of fuel cells is the economies of scale: the more hydrogen consumers there are on the premises, the faster the costs per kilogram of hydrogen can be reduced.”

Summary

The efficiency of an energy system always depends on the particular application. Unfortunately, there is no single system for all applications. Guidance in this very confusing situation is provided by the intralogistics and energy experts of the Hamburg-based intralogistics supplier STILL – for example during the energy webinar, but they are also available anytime to offer advice and support to companies that are about to make an investment decision.

Dunkerque scores highly in port user survey

AUTF, the French shippers’ trade association (representing importers and exporters from all over France), has revealed its satisfaction index of the shippers’ perception of maritime transport. The document is the result of a survey entrusted to Eurogroup Consulting and carried out among a panel of industrial shippers and distributors from the chemical, agrifood and distribution sectors.

For the second consecutive year, the Port of Dunkerque has been clearly congratulated:

Whilst 57% of the participants in the panel were “very satisfied” or “satisfied” with French port communities in general, the figure reached 88% where Dunkerque is concerned.

67% of the participants believe that the level of service quality in the Dunkerque port community is improving, while 33% consider it stable.

The panel ranked Dunkerque-Port at the top of the most commercially active ports for shippers.

The measures implemented in recent years such as reverse charge VAT, the H24 customs clearance services in advance of unloading, the opening of the Cargo Community System (CCS) and even “the pooling of Terminal Handling Charges (THC)” have been prime movers in the continuous improvement initiative for the handling of goods.

Similarly, during the Covid-19 pandemic, the Port of Dunkerque as a whole took every step required to ensure port operations continued as normal while preserving the health of employees present on the quays.

Maurice Georges, Chairman of the Executive Board of Dunkerque-Port, commented: “In this period marked by major economic uncertainty, the Port Community of Dunkerque is delighted by the results of the survey and would like to warmly thank the shippers for their renewed confidence.”

 

Dunkerque scores highly in port user survey

AUTF, the French shippers’ trade association (representing importers and exporters from all over France), has revealed its satisfaction index of the shippers’ perception of maritime transport. The document is the result of a survey entrusted to Eurogroup Consulting and carried out among a panel of industrial shippers and distributors from the chemical, agrifood and distribution sectors.

For the second consecutive year, the Port of Dunkerque has been clearly congratulated:

Whilst 57% of the participants in the panel were “very satisfied” or “satisfied” with French port communities in general, the figure reached 88% where Dunkerque is concerned.

67% of the participants believe that the level of service quality in the Dunkerque port community is improving, while 33% consider it stable.

The panel ranked Dunkerque-Port at the top of the most commercially active ports for shippers.

The measures implemented in recent years such as reverse charge VAT, the H24 customs clearance services in advance of unloading, the opening of the Cargo Community System (CCS) and even “the pooling of Terminal Handling Charges (THC)” have been prime movers in the continuous improvement initiative for the handling of goods.

Similarly, during the Covid-19 pandemic, the Port of Dunkerque as a whole took every step required to ensure port operations continued as normal while preserving the health of employees present on the quays.

Maurice Georges, Chairman of the Executive Board of Dunkerque-Port, commented: “In this period marked by major economic uncertainty, the Port Community of Dunkerque is delighted by the results of the survey and would like to warmly thank the shippers for their renewed confidence.”

 

Fatal accident prompts call for forklift inspections

The UK Material Handling Association (UKMHA), the trade body representing all aspects of the UK’s material handling industry, has highlighted the importance of proper forklift maintenance and safety procedures following a fatal industrial accident.

The warning comes after the Health & Safety Executive successfully prosecuted the owners of a fencing business following an accident at their premises in which an employee died after being crushed by falling timber.

The accident occurred at PA Fencing Ltd in Bristol in 2017. The deceased, Roderick McKenzie Hopes, was working in a yard at the company’s premises when a telehandler being used to move timber exceeded its rated capacity and tipped over. In doing so, the truck toppled onto stacked timber which fell onto Mr Hopes resulting in his death.

North Somerset Magistrates Court was told that an investigation by HSE inspectors had found the telehandler was faulty and that the safety device to ensure lift heights were not exceeded was inoperative and that maintenance had failed to identify this. In addition, the investigation found that the truck operator had not received full training in how to use the truck and that the machine was regularly used to lift unsafe loads.

The HSE said the yard supervisor did not know the machine’s safe limits and that the yard had not been laid out to allow the safe stacking of the timber.

The court was told the investigation also found that PA Fencing Ltd shared the telehandler with David Crossman, who owns a neighbouring farm and rents the yard to PA Fencing Ltd. Neither PA Fencing Ltd nor Mr Crossman had ensured the machine was properly maintained nor that it was independently thoroughly examined.

David Goss, Technical Director, UKMHA, said: “This sad case has highlighted a catalogue of errors that may have been avoided had the legally-required Thorough Examination been carried out.”

The importance of Thorough Examination by an accredited provider has received a strong focus this year, being the theme of National Forklift Safety Day. Previous campaigns have also identified the importance of safely segregating workers from material handling equipment and the proper training of lift truck operators.

The 2021 campaign coincided with the publication of an updated BITA Guidance Note GN28, the industry guideline on Thorough Examination and Safety Inspection of Industrial Lift Trucks. This translates the general provisions of LOLER, or more correctly, The Lifting Operations and Lifting Equipment Regulations 1998, and PUWER, that is, The Provision and Use of Work Equipment Regulations 1998, into specific requirements for forklift trucks.

Goss said: “A Thorough Examination is the name given to the mandatory inspection required by law to ensure the lifting equipment on a truck is in safe working order. It is roughly equivalent to the MOT for cars.

“Generally, lifting equipment must receive a Thorough Examination at least once a year. However, more frequent examinations could be required depending on the application.”

He said a comprehensive Thorough Examination and Safety Inspection in accordance with GN28, would establish that a truck could continue to be operated safely and without injury to persons provided that the truck was operated in accordance with the manufacturer’s recommendations.

It will verify that the truck is operating as it should when lifting and travelling, identify any defects or weaknesses which could compromise the safe use of the truck and specify the timescales within which identified defects or weaknesses need to be rectified.

“In addition, the examiner will check that all safety devices are functioning correctly, that warning notices are correctly fixed and legible; and where necessary, specify any limitations on the use of a truck,” added Goss.

The CFTS mark awarded on completion of a successful Thorough Examination by an accredited competent person, demonstrates that a truck has been examined carefully, and that key components such as brakes and steering have been thoroughly checked, along with the lifting mechanism.

“The purpose of Thorough Examination, which is required by law, is to prevent exactly this type of tragedy,” concluded Goss.

Fatal accident prompts call for forklift inspections

The UK Material Handling Association (UKMHA), the trade body representing all aspects of the UK’s material handling industry, has highlighted the importance of proper forklift maintenance and safety procedures following a fatal industrial accident.

The warning comes after the Health & Safety Executive successfully prosecuted the owners of a fencing business following an accident at their premises in which an employee died after being crushed by falling timber.

The accident occurred at PA Fencing Ltd in Bristol in 2017. The deceased, Roderick McKenzie Hopes, was working in a yard at the company’s premises when a telehandler being used to move timber exceeded its rated capacity and tipped over. In doing so, the truck toppled onto stacked timber which fell onto Mr Hopes resulting in his death.

North Somerset Magistrates Court was told that an investigation by HSE inspectors had found the telehandler was faulty and that the safety device to ensure lift heights were not exceeded was inoperative and that maintenance had failed to identify this. In addition, the investigation found that the truck operator had not received full training in how to use the truck and that the machine was regularly used to lift unsafe loads.

The HSE said the yard supervisor did not know the machine’s safe limits and that the yard had not been laid out to allow the safe stacking of the timber.

The court was told the investigation also found that PA Fencing Ltd shared the telehandler with David Crossman, who owns a neighbouring farm and rents the yard to PA Fencing Ltd. Neither PA Fencing Ltd nor Mr Crossman had ensured the machine was properly maintained nor that it was independently thoroughly examined.

David Goss, Technical Director, UKMHA, said: “This sad case has highlighted a catalogue of errors that may have been avoided had the legally-required Thorough Examination been carried out.”

The importance of Thorough Examination by an accredited provider has received a strong focus this year, being the theme of National Forklift Safety Day. Previous campaigns have also identified the importance of safely segregating workers from material handling equipment and the proper training of lift truck operators.

The 2021 campaign coincided with the publication of an updated BITA Guidance Note GN28, the industry guideline on Thorough Examination and Safety Inspection of Industrial Lift Trucks. This translates the general provisions of LOLER, or more correctly, The Lifting Operations and Lifting Equipment Regulations 1998, and PUWER, that is, The Provision and Use of Work Equipment Regulations 1998, into specific requirements for forklift trucks.

Goss said: “A Thorough Examination is the name given to the mandatory inspection required by law to ensure the lifting equipment on a truck is in safe working order. It is roughly equivalent to the MOT for cars.

“Generally, lifting equipment must receive a Thorough Examination at least once a year. However, more frequent examinations could be required depending on the application.”

He said a comprehensive Thorough Examination and Safety Inspection in accordance with GN28, would establish that a truck could continue to be operated safely and without injury to persons provided that the truck was operated in accordance with the manufacturer’s recommendations.

It will verify that the truck is operating as it should when lifting and travelling, identify any defects or weaknesses which could compromise the safe use of the truck and specify the timescales within which identified defects or weaknesses need to be rectified.

“In addition, the examiner will check that all safety devices are functioning correctly, that warning notices are correctly fixed and legible; and where necessary, specify any limitations on the use of a truck,” added Goss.

The CFTS mark awarded on completion of a successful Thorough Examination by an accredited competent person, demonstrates that a truck has been examined carefully, and that key components such as brakes and steering have been thoroughly checked, along with the lifting mechanism.

“The purpose of Thorough Examination, which is required by law, is to prevent exactly this type of tragedy,” concluded Goss.

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