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Amarinth upgrades ADNOC Gas pumps with remote bearing temperature monitoring and flush systems

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ADNOC Gas manages over 3,000 km of pipeline networks and 26 processing trains. The company supplies around 60% of the UAE’s natural gas requirements and serves customers in more than 20 countries.

The project involved upgrading four API 610 VS4 vertical pumps with remote bearing temperature monitoring and flush systems. These pumps, originally supplied to ADNOC Gas by Amarinth over a decade ago, have been operating reliably. However, recent changes to process conditions introduced a heavier particulate loading in the fluid, which posed a challenge to the line shaft bearings.

Amarinth’s solution addressed the risk of clogging and lubrication starvation of the bearings that can lead to overheating and pump failure. The modification integrated advanced Resistance Temperature Detectors (RTDs) to monitor bearing temperatures in real time. To endure the highly corrosive effects of hydrogen sulphide (H₂S) in the process fluid, the probes were encased in a stainless-steel sheathing.

The real time data from these temperature probes is transmitted through a complex array, emerging through the pump’s baseplate, to a centralised dashboard, enabling engineers to monitor and control operations remotely. If bearing temperatures exceed a critical threshold, the system automatically shuts down the pump and initiates a flushing process, preventing damage and minimising downtime.

This approach delivers significant operational benefits, including enhanced reliability and safety through real-time monitoring and automated shutdowns; reduced spare parts requirements and maintenance downtime; and prolonged pump life by preventing bearing damage before it occurs.

Amarinth successfully designed and tested the refurbished pumps in just 20 weeks. To further support ADNOC Gas, Amarinth also offered an optional installation service. ADNOC Gas has since launched these upgraded pumps as a pilot project, assessing the feasibility of implementing this modification across its fleet of VS4 pumps at multiple sites.

Oliver Brigginshaw, managing director of Amarinth, said: “Once again, we are delighted to assist ADNOC, a long-standing customer, in upgrading their existing pumps. This remote bearing temperature monitoring and flush system showcases our commitment to delivering cost-effective, tailored solutions that meet our customers’ evolving needs. By enhancing their operations without the disruption of installing new pumps, we’ve reinforced the trust ADNOC places in us as their partner of choice.”

Torishima’s Australian Fluid Handling opens new facility in Melbourne

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With this new factory, AFH now has facilities in Perth, Melbourne, and Brisbane.

The opening event brought together the AFH team, key members of Torishima—including senior leadership—and important partners and customers. In his speech, Kotaro Harada, the representative director and CEO of Torishima, reaffirmed his group’s unwavering commitment to excellence, innovation, and the critical role each individual plays in the company’s ongoing success.

Kotaro Harada, representative director and CEO of Torishima.

The symbolic ribbon-cutting ceremony was followed by a tour of the facilities. This tour gave attendees a firsthand look at the cutting-edge technology and machinery that will enable the AFH team to continue delivering top-tier service and solutions to customers across the region.

Dietmar Hildebrand (left), CEO of AFH, and Gerry Ashe (right), director and deputy CEO of Torishima.

Trillium’s engineering excellence across global industries

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In today’s rapidly evolving industrial landscape, reliable and efficient flow control solutions are essential for meeting global operational challenges. Trillium Flow Technologies tackles these needs across the water, mining, energy, and oil and gas sectors by combining cutting-edge technology with deep industry expertise.

 

Oil & gas

Trillium Flow Technologies helps oil and gas operators address rising energy costs while advancing sustainable operations. One recent project illustrates this capability, where Trillium supplied BB5 pump units for a major onshore oil facility expansion. The company constructed API 610-compliant, double-casing, radially split, multistage between-bearing pumps in superduplex stainless steel. Operating at capacities exceeding 1,000 m³/h and 1,700 m with 8 MW motors, these pumps inject aquifer water into offshore wells. They were manufactured at Trillium’s Nova Milanese factory in Italy, which maintains rigorous quality standards through comprehensive testing procedures. Since its establishment in 2016, this purpose-built site has demonstrated the company’s commitment to engineering excellence.

An API BB5 type pump for water injection service at an oil extraction facility.

Trillium applies the same engineering expertise to complex pipeline applications, including the recent development of pumps managing 5,000 km of pipeline infrastructure. The main oil line BB1 pumps had to maximize uptime and efficiency while curbing energy consumption given their remote location and power exceeding 10 MW. Trillium also engineered a solution that maximized flexibility while minimizing CAPEX to handle different flow conditions. The VS7 booster pumps featured a remote monitoring device to check insulation performance and guarantee reliability across a temperature range of -60°C to +40°C. Additionally, Trillium offered training on maintenance to ensure optimal long-term operation.

Trillium’s Roto-Jet pitot tube technology is another example of its engineering capabilities. Pioneering the technology in the 1950s to enhance efficiency for low-flow, high-head applications, the company recently replaced conventional OH6 pump units installed at a refinery, which experienced significant vibration and failure issues, with Roto-Jet pitot tube pumps, reducing operating costs while improving reliability.

Trillium supports customers throughout the oil and gas value chain with a comprehensive portfolio of pumps, valves, and services, solidifying its role as a key partner in advancing operational efficiency and sustainability.

 

Water

A BB3 type pump for water transmission at a pipeline pumping station.

Experts predict over half the world’s population will face water stress within the next five years. Trillium supports its customers in addressing these challenges by providing specialized products and technical expertise for sustainable water management solutions.

Through its Termomeccanica Pompe brand, Trillium supplied all the high-energy, highefficiency BB1-type pump packages for a recent major water transmission project. The project comprised a desalination plant with pumping stations, water reservoirs, and a 345 km pipeline network transporting the desalted water from the coast to an altitude of 1,700 m. This installation demonstrates Trillium’s expertise in large-scale water infrastructure projects that secure water resources for growing populations.

Another 165 km water pipeline system came online recently using Trillium’s Gabbioneta Pumps brand API 610 BB3-type heavy-duty process pump packages. These systems operate reliably along the pipeline, from the coast, through a dry desert, and at altitudes of up to 3,500 m, underscoring their effectiveness in challenging geographies.

Trillium’s recent involvement in the world’s largest and latest generation desalination plant showcases its sustainability commitment. The company provided engineered pull-out type vertically suspended pumps for seawater supply and axially split horizontal pumps for potable water distribution to the plant, which produces 40 million imperial gallons per day of drinking water for more than 700,000 people. The facility’s reverse osmosis operations are powered by solar energy to reduce its carbon footprint.

Trillium has also made a significant impact on sustainability by strategically upgrading and rerating existing systems. The company achieved a 20% reduction in energy consumption at an Italian aqueduct and similar energy efficiency improvements in Middle Eastern desalination plants have substantially cut CO2 emissions.

Trillium relies on advanced computational fluid dynamics (CFD) and finite element method (FEM) analyses to optimize efficiency and mechanical design, driving these sustainability gains. As the world faces mounting water security challenges, Trillium continues to innovate to help shape a more water-secure, energy efficient future.

Pump with OH2 HPRT train.

 

Mining

Trillium demonstrates its mining and mineral processing expertise by delivering innovative pump solutions and comprehensive customer partnerships.

The company focuses on maximizing performance, reliability, and durability to meet the critical needs of an industry where equipment failure can lead to substantial operational losses.

Trillium’s engineering excellence shines through specialized solutions that address the unique challenges of mining applications.

In a recent copper leaching project, Trillium’s engineering team developed titanium-based Floway vertical turbine pumps to handle highly acidic solutions with elevated chloride levels. This initiative reflects the company’s commitment to thorough research and development, careful material selection, and rigorous testing to ensure optimal performance in demanding conditions.

Beyond product offerings, Trillium delivers complete lifecycle support through collaborative partnerships with operators. At a copper mine concentrator plant, premature pump wear caused significant disruptions. Trillium resolved these issues by implementing Floway VTSP vertical turbine solids pumps, extending wear life from 300 to over 1,000 hours and tripling the mean time between failures. 

Floway vertical turbine pump.

 

Energy efficiency

Trillium’s R&D department has developed Hydraulic Power Recovery Turbine (HPRT) solutions in response to global demands for greater energy efficiency. These solutions transform centrifugal pumps to operate in turbine mode to capture and repurpose residual energy from pressurized flow outlets, delivering an economical and more sustainable alternative to traditional methods that waste pressure energy through throttling valves.

HPRTs are especially relevant in water supply systems and processing industries that handle high-pressure flows. These systems can feed recovered energy back into public power grids through AC generators or reduce power consumption in other process operations via direct driver connection. Trillium’s research has produced advancements in HPRT design by using CFD tools to set precise criteria for converting API 610 centrifugal pumps into efficient HPRTs.

The team focused on two configurations: a reverse-running multistage BB4-type pump and a single-stage, single-suction OH2-type pump. Their research confirmed that numerical simulation outperforms traditional theoretical methods when predicting HPRT performance.

It also highlighted the importance of selecting the right balancing line for the BB4-type pump and using CFD to optimize the geometry for the OH2-type pump.

HPRT technology benefits energy-intensive industries like industrial, oil and gas, and petrochemicals by improving efficiency, profitability, and sustainability. Trillium’s HPRT innovation reflects the company’s commitment to “Performance, Engineered” solutions that meet industry needs.

 

About the author

This article was provided by Trillium Flow Technologies

SLB OneSubsea awarded Petrobras subsea boosting contract offshore Brazil

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The two subsea RWI systems, which will support Petrobras’ floating production storage and offloading (FPSO) vessels P-74 and P-75, will each consist of a subsea seawater injection pump, umbilical system and topside variable speed drive.

The subsea RWI systems will help to increase the production of the FPSO vessels, which are currently bottlenecked in their water injection capacities. Once operational, the RWI systems will reduce greenhouse gas (GHG) emissions per barrel of oil as they are a more efficient means of reservoir pressurization to increase recovery when compared with topside injection systems.

“As deepwater basins mature, we see more and more secondary recovery opportunities emerging,” said Mads Hjelmeland, CEO of SLB OneSubsea. “Subsea raw seawater injection is a well-proven application with a strong business case that we think should become mainstream. By placing the system directly on the seabed, we free up space and reduce fuel needs for the FPSOs as well as lessen the power needs for the injection systems. It’s a win-win for Petrobras, and one that we are very excited about.”

As part of this project, SLB OneSubsea will further strengthen its multidisciplinary team in-country, which will cover the full processing value chain from field development to system engineering and life-of-field support. This team will also provide technical support using AI-enabled Subsea Live services, including continuous condition monitoring and access to domain experts.

Gilbarco Veeder-Root wins Indian submersible turbine pumps tender

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Product delivery will begin shortly across IOCL’s retail sites throughout India and will continue over the next 12 months. The news follows Vontier and GVR’s September announcement of a tender with IOCL for the supply of retail fuel dispensers and services.

“We are excited to partner with IOCL to help provide a complete set of solutions for their retail outlets,” said Viswanath Devarajan, managing director at Gilbarco Veeder-Root India.

Gilbarco Veeder-Root has been present in India since 1955. The company’s main manufacturing facility in Coimbatore produces retail and commercial fueling solutions for India and the world.

Nigeria: Fears of congestion due to backlog of goods at 3 major ports

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The pressure on the port chain is exerted by various elements, including the constraints of managing pending goods. The phenomenon observed in most African ports is becoming one of the main challenges for the authorities in charge.

Congestion could increase at Nigeria’s three major ports, Apapa, Tin-Can Island and Onne, with the increase in volumes of goods not removed by importers and placed under customs deposit regime, according to local media reports. Business Day.

Around 6 twenty-foot equivalent containers and 000 vehicles, as well as damaged goods, have been clogging up the container and roll-on/roll-off terminals of these ports for several months, the source reported.

These goods were allegedly abandoned by their consignees after accumulation of demurrage duties or detained by customs (NCS) for reasons such as under-declaration, misdeclaration, violation of import duties and smuggling.

The import legislation sets the period for the removal of goods at 28 days, after which they pass into the hands of customs, which is authorised to sell them at auction after a further period of 90 days, if they have not been claimed.

Some of these goods are said to spend up to 4 days in ports, taking up significant terminal space while the NCS struggles to organise sales.

The Nigerian Ports Authority (NPA), empowered by law to evacuate these backlogged goods to dedicated platforms such as the Ikorodu Container Terminal, is also struggling according to Business Day to assume this responsibility, arguing the high costs that their transport would require.

This phenomenon, also recursive in most African ports, becomes a fairly determining variable in the problem of port congestion which impacts the stay at the quay of ships and their stopover accounts, which are billed to shippers including congestion surcharges.

It is also felt through the lengthening of delivery times for importers, who having incurred higher costs, pass them on to end consumers.

The Lagos Chamber of Commerce and Industry (LCCI) had indicated in a report published in 2018, that beyond the consequences on the financial resources of importers and consumers, the congestion caused the national economy to lose about USD 19 billion.

The new development model outlines avenues for the development of Moroccan logistics: Towards the emergence of a modern, competitive and resilient sector

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In response, four major objectives have been defined. The goal is to foster the emergence of a sector that is modern, competitive, and resilient. The first objective is to reduce the cost of transport and logistics to 12% of GDP by 2035. It is also recommended to foster the emergence of a dense network of structured and innovative medium-sized players, to significantly reduce the share of informality in the sector, particularly in road transport and warehousing, as well as to strengthen multimodality and increase the share of rail transport in freight transport. Achieving these objectives depends on the implementation of strategic levers.

“The explicit implementation of the vision of the new development model would benefit from integrating its operational recommendations into the 2030 logistics development strategy currently being deployed through a rigorous mid-term evaluation of this strategy,” it can be noted in this regard.

It is recommended to develop the integrated national network of multi-flow logistics zones with a geographical coverage that takes into account the sectoral vocations of the territories and appropriate multimodal connectivity between production, supply and marketing zones.

The idea is to ensure the optimization of goods flows and therefore strengthen national logistics competitiveness. The modernization of the profession and the emergence of efficient logistics players are also essential.

This requires the development of both operational and managerial skills. In this regard, a national training plan for logistics professions should be developed, thus providing a response to the imperatives of the demand for national and international logistics services.

Among the recommendations made is the evaluation of the logistics process. This should be established at the territorial level, taking into account the specificities of each region and its potential for sectoral integration.

Ivory Coast: Abidjan port reaches 40 million tonnes of traffic by 2024

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The autonomous port of Abidjan recorded record traffic of more than 40 million tonnes in 2024, according to its general manager, Hien Sié. This increase confirms its central role in Côte d’Ivoire’s foreign trade and its regional positioning.

Le Port of Abidjan exceeded the 40 million tonne mark for the first time in 2024, compared to 34,7 million the previous year. Container traffic contributed particularly to this growth, with an increase of 33% to reach nearly 1,65 million TEUs.

This dynamic is part of a long-term trajectory, since the overall volume has increased from 22 million tonnes in 2010 to 40 million in 2024.

To support this expansion, significant investments have been made since 2012, estimated at around 1.100 billion CFA francs. These include the widening of the Vridi Canal, the commissioning of a second container terminal, the construction of a roll-on/roll-off terminal, the modernization of the fishing port, and the creation of additional industrial space.

These developments strengthen the port’s logistical capacities and competitiveness in the face of the growing importance of regional trade.

With over 75% of the volume of foreign trade and almost 79% A major contributor to Ivory Coast’s customs revenue, the port of Abidjan remains a strategic infrastructure for the national economy. Created in 1951, it also acts as a hub for West Africa, handling transit and transshipment flows, while supporting the local industrial fabric and fishing activity.

Cougnaud strengthens its business by acquiring Louange, a specialist in construction site logistics

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Vendée-based modular construction company Cougnaud has announced the acquisition of Louange, a French company specializing in construction logistics. This transaction is part of its “Impulsion 2027” strategic plan and aims to expand its offering in the construction market.

Founded in 2011, Louange has established itself in construction logistics and related services, with a turnover of €45 million in 2024 and 450 employees spread across Paris, Lyon, Bordeaux, and Rennes. The company will continue its activities under its own brand, while benefiting from the industrial and operational support of the group. Cougnaud.

With 344 million euros in revenue and 1.500 employees in 2024, Cougnaud aims to build an integrated offering covering base camps, temporary or permanent buildings and associated services.

The acquisition of Louange is intended to strengthen this strategy and accelerate the group’s national deployment. Louange thus plans to expand its presence to all major French cities, in synergy with Cougnaud’s 15 sites.

Both managements highlight the potential of this alliance, based on complementary expertise and a shared vision of the sector. Cougnaud hopes to consolidate its national roots and respond more broadly to the needs of construction and renovation in France.

Port reform without rivalry is no reform at all says economist

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Despite government’s intentions to grant long-term terminal concessions to private operators, one leading economist is warning that unless healthy competition is injected into the Ports system, we’ll simply be swapping old monopolies for new ones.

Ports are where the global economy meets the local road freight sector. For South Africa’s hauliers, delays at container terminals translate directly into truck downtime, contract backlogs, escalated driver and load risk, plus increased overall business costs. Yet despite the critical role our ports play in trade and investment, they remain among the least efficient in the world. That’s not just a nuisance – it’s an existential threat to our economy.

Dr Ryan Hawthorne, director at Acacia Economics, is raising a red flag. Speaking at the 43rd Southern African Transport Conference, he stated: “If we’re simply replacing public monopolies with private ones, we’re missing the opportunity to build a more competitive, efficient port system that truly serves the country’s interests.”

Is government ‘commitment to reform’ for real?

His concern highlights how the National Ports Authority (NPA), still legally part of Transnet, has awarded 25-year leases to single operators – often in joint ventures with Transnet Port Terminals itself.

“Monopolies tend to charge more, deliver less, and innovate slowly,” says Hawthorne. “We’re seeing a pattern of partial privatisation rather than real reform.”

Instead of unlocking benefits for port users, the current model risks reinforcing dominant positions with new stakeholders. “While private-sector participation is a welcome step, it risks becoming a missed opportunity if it doesn’t introduce genuine competition,” he warns.

Durban alone is expected to expand its container-handling capacity to more than 11 million TEUs. That, says Hawthorne, opens the door to a much more competitive model. “Ports of similar size internationally to Durban’s current capacity host four or more terminal operators competing on quality and cost,” he explains. “There’s no reason South Africa can’t follow suit.”

The legal foundation already exists. The Ports Act of 2005 calls for the structural separation of the NPA from Transnet and mandates transparent, competitive access to port infrastructure. But the critical step – making the NPA fully independent – has yet to happen. “If the NPA were truly independent,” says Hawthorne, “it would have an incentive to lease space to multiple terminal operators – not preserve the dominance of its sister company.”

In the short term, Hawthorne argues for practical reforms. “We need to complete the structural separation of the NPA from Transnet, as envisioned in the Ports Act. This would allow the NPA to operate independently and invest in expanding port capacity and enabling rival terminal operators, rather than protecting Transnet’s downstream interests,” he notes.

A call for competition assurances

He’s also calling on the Minister of Transport to issue a policy directive requiring competition assessments in all future concession processes. The new Transport Economic Regulator (TER), he says, should be empowered to review and, if necessary, amend monopoly concession agreements. “The Competition Commission could also be called upon to investigate exclusionary practices in port operations, including abuse of dominance or refusal to grant access to essential infrastructure,” he proposes.

Looking ahead, Hawthorne urges a return to inter-port rivalry, citing the era before the 1910 formation of South African Railways and Harbours when ports like Cape Town and Durban competed for shipping traffic.

“We need to stop thinking of South Africa’s ports as a single block,” he says. “Independent port authorities promoting competition within and between ports could drive the efficiency gains we desperately need.”

Hawthorne concludes: “The current model is broken. If we don’t introduce competition – both within and between our ports – we’ll continue to pay the price in lost trade, higher consumer prices and missed investment opportunities. We’ve got the capacity. What we need now is the courage to reform.”

FleetWatch agrees. True reform means shaking up entrenched monopolies, not reinforcing them. If we want faster, more reliable port operations, the solution isn’t just private investment – it’s proper competition. The trucking sector would certainly welcome the improved efficiencies that would spill over into their operations.