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Home Blog Page 67

KSB’s success in solving mine dewatering

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Mining operations require dewatering and the safe disposal of potentially contaminated water. KSB’s systems offer the efficient lowering of groundwater in open pit dewatering, underground drainage and borehole drainage applications regardless of a mine’s location.

Water is present everywhere in mining and its control varies according to its role in the mining processes. This in turn influences the selection of technologies used in pumping water. Alongside the safe supply and recovery of process water is the challenge of removing ground water. Process water and groundwater contain abrasive and corrosive elements in varying quantities which have an adverse affect on pump performance and life.

Working conditions, remote locations, varying temperature ranges and the lack of electric power are also highly influential factors. The copper mines in Chile and the iron ore mines in Western Australia may be many thousands of miles apart, but these mining operations still require dewatering and the safe disposal of potentially contaminated water. The same can be said of the coal mines of Mozambique and the silver mines of Mexico.

What they all have in common is a requirement for efficient and effective water and slurry pumps. Well-matched solutions help to maximise the longevity and efficiency of the system and also optimise cost-performance ratios, all attributes fulfilled by KSB’s Hard Rock Mining Division.

New techniques The search for more rare and precious minerals and metals has opened up mining in countries and locations where previously the industry was small scale or non-existent. Consequently, mining companies and equipment manufacturers have had to develop new techniques and products. And with the major mining companies having operations in many global locations, becoming a preferred equipment supplier is essential.

“The dewatering market is slowly shifting from a pure CAPEX point of view to an increasingly OPEX perspective,” reports Brett Lewis, Mining Manager at KSB Australia. “This is especially true for the large mines that realise that poorly designed equipment that regularly fails, causes a significant increase in replacement and servicing cost. Some mining companies are now committing to a carbon neutral target in the next 20 to 30 years, so are focussing on high efficiency equipment. They want to phase out diesel reliance by connecting most bores to their local electrical grid.”

KSB is aware that mining companies are recording pump performance and are accumulating data to compare brands and better rank their qualities or deficiencies. This is good news for KSB as the company is committed to delivering high reliability and efficiency pumps, so helping to reduce the carbon footprint of mining dewatering operations.

 ‘A one-fits-all’ pump solution? The answer to this is a resounding ‘no’, but by sharing experiences between offices and also frequently working with the same international mining companies, KSB has been able to develop appropriate solutions. KSB’s involvement in the iron ore industries in Brazil and Australia demonstrates two different approaches to dewatering, both employing vertical multi-stage pumps.

In Brazil’s Minas Gerais State open pit iron ore mines excessive ground water, monsoons and underground lakes are problems. To maintain continuous production water has to be pumped to a dewatering lake which has a dynamic water level that must be raised two or three times a year. KSB Brazil’s solution is a floating station fitted with KSB vertical turbine B pumps positioned over a pontoon (Figure 1). The pontoon rises and falls with changes in the water level so there is no need for the pumps to be repositioned. This results in cost-savings to the customer. After 20 successful years it has become the standard for this type of equipment in South America.

“The floating station supporting the pumps over the pontoon delivers the flow rate requested by the customer,” explains Jardel Ribeiro, sales manager, KSB Brazil. “Sometimes the pumps, high power motors and associated equipment results in the size of the floating station being increased. Stabilising equipment that weighs more than 200 tonnes requires a lot of planning, in addition to the challenge of building a system in such a remote area.”

Boreholes in Australia In the Pilbara Region of Western Australia iron ore is mined in several locations around the Chichester hub zone, an area between 5 and 9 km wide and 80 km long. The mineral deposit sits between 90 m and 117 m below the surface. With the ground water and water table regularly replenished in wet seasons and cyclones adding to the inundation, more than 75% of the iron ore is below the water table. If too much water mixes with iron ore, it becomes low grade and unsuitable for export, which results in massive revenue losses. Also, surface dewatering processes are extremely costly if the water is very high.

The accepted dewatering process within the region is to pump the water out through boreholes. However, this is not without its challenges. High water temperatures and high salinity result in excessive corrosion, whilst iron bacteria can grow on motors which prevent efficient motor cooling. The presence of gas is a constant threat in some areas as this causes gas lock on the impellers resulting in heavy vibrations, which places a great strain on the motor, loss of flow rate and motor failure.

This means that standard off-the-shelf products are not always suitable and the incidence of failures is high. Typically, most bore pumps fail within 12 months, and sometimes only a few weeks. At its Hope Valley facility in Western Australia, KSB provides mine operators with its UPA multistage borehole pump (Figure 2), customized to withstand site conditions. Although a more expensive product than its competitors, the UPA has been shown to deliver a significantly longer working life and reduced costs of ownership. KSB’s proprietary technology that inhibits the growth of iron bacteria makes the UPA a winner.

Trailer mounted units In Africa the environment and minerals being mined require innovative approaches to dewatering. In the Katanga Province of the Democratic Republic of Congo, home to several open cut and underground copper mines rainy seasons wreak flooding havoc. Here, KSB is delivering several different pumping solutions involving both UPA Z borehole pumps and surface-mounted Omega pumps.

“To prevent mining operations from being shut down, a fast localised response is required,” says Rob Bond, area manager Mining-Sub-Saharan Africa. “Our solution has been to supply Omega pumps mounted on rough terrain trailers (Figure 3). We supply a complete package made up of the pump, engine/ motor, couplings, gearbox, hydraulic drives and auxiliary equipment including vacuum pump, control panels, monitors etc that delivers high head pumping.”

A similar solution is also provided for the open cast Moatize coal mine in Mozambique where the water levels must remain low for continuous production reliability. Whilst borehole pumps offer good reliability on a constant basis, when the rainy season starts and more resources are in demand KSB SA provides skid-mounted Omega units. To date, KSB SA has supplied 152 units and all are working reliably.

South America In Mexico’s Zacatecas silver mines underground water is a constant problem. According to Roberto Valenzuela, sales manager Mining KSB Mexico, the water contains solid particles so the high pressure encapsulated UPA borehole pumps should be wear-resistant for long term efficiency. Because the dewatering pumps work at a high speed, the impellers and the wear ring can suffer from premature wear.

Using Multitec horizontal multistage pumps with KSB’s C6 standard chrome coating, wear is greatly minimised. “We have had pumps running in this mine for over two years without the impellers being changed, “says Roberto Valenzuela. “It is a solution that no competitor offers, and adds value for the customer through reduced maintenance, spare parts and greater mining uptime.”

In Chile’s Atacama Desert copper and gold is mined at altitudes ranging between 2000 m and 4500 m. Remote sites, mine depths and the unavailability of electricity needed to drive high capacity pumps complicate dewatering. High volumes of water contaminated by minerals can delay drilling and blasting and result in environmental pollution. KSB Chile has met these challenges by supplying encapsulated borehole pumps and cantilevered Etanorm pumps, driven by diesel motors.

“Our customers require high-pressure pumps in a modular configuration that can be moved with the expansion of the open pit,” comments Patricio Araya, mining head KSB Chile. “The solution is to use horizontally positioned borehole pumps with a special configuration for sand filters encased in a pressure shroud. This gives the customer flexibility and versatility because the equipment is compact, develops high pressures and is easy to move around the site.”

To accommodate increasing flows and discharge pressure pumps are configured in series and in parallel specifically for the client’s requirements. Being coupled to diesel engines allows continuous, autonomous operation in places without electricity for between 12 and 24 hours without refuelling (Figure 4). Vertical Etanorm pumps and cantilever-type UPA pumps installed on a raft enabling them to handle the accumulation of water inside the mine, eliminating factors such as negative suction head at high altitudes.

KSB equipment for mine drainage is supplied in standard versions, with variations for rafts or well pumps installed in pressure jackets. Having viable solutions for dewatering adds value to the customers operations and is also important because each year minerals are found at deeper levels.

Innovation in Indonesia Indonesia is one of the world’s largest exporters of thermal coal, and also a major player in copper, gold, tin, bauxite, and nickel. Here, KSB pumps are acknowledged for their outstanding capacity to perform in severe open pit mine sites. Its development of dewatering and dredge pump sets (DnD), as a solution for mining applications, especially for open-pit mine sites is one example of KSB’s commitment to continuous product improvement and development.

To date, more than 260 DnD pumps with GWI LCC and LSA pumps have been installed in mines across Indonesia and South East Asia. In 2013, KSB Indonesia launched a new model, the DnD Cruiser with enhancements requested by customers.

KSB builds the entire diesel driven pump unit on a barge, complete with fuel tank, vacuum pump, control panel etc., and ships them on trailers for easy commissioning at site. Because monsoon rains are seasonal, dewatering is also a seasonal activity and this means pumps can stand idle for several months during the dry periods.

Recognising this situation, KSB has introduced a rental programme, whereby the pumps are supplied fully-kitted out according to the customer’s requirements. By not having to purchase the pump sets, customers are relieved of the costs of ownership and know that when they require units, they come ready for operation.

Summary KSB’s mine dewatering systems enable the safe and efficient lowering of groundwater in open pit dewatering, underground drainage and borehole drainage applications. Regardless of a mine’s location, the type of mining operation being carried out, the geological and the aggressive and corrosive nature of the water, KSB has fluid handling technologies that will fit all eventualities.

This situation has come about through the cross-fertilisation of ideas, technologies and experiences gained over many decades by its companies around the world, supported by extensive investment in research and development. Wherever a pumping solution is required, KSB can bring a co-ordinated response to the table.

Sulzer helps Chinese refinery to keep it local

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Close collaboration between Sulzer specialists in Asia, Europe and the USA was key to a complex project that allowed twelve sophisticated pumps from three individual designs to be manufactured at the company’s plant in China for the first time, meeting demanding technical goals.

Using equipment manufactured in their own country wherever possible is an important part of a Chinese refinery’s procurement strategy, as it seeks to localise its supply chain and ensure ease of maintenance and support. Sulzer’s ability to bring the new models into production quickly allowed its customer to meet tight project timelines, as well as its technical and commercial goals.

Continuous investment Market demand for fuel and products derived from oil and gas is being met by expanded exploration and the use of new technologies to maximise the potential of existing wells. The introduction of new technology is improving efficiency for the petrochemical sector, which in turn helps to reduce the cost of everyday items, from recycling bins to toothbrushes and the tyres on cars.

China’s hydrocarbon processing industry is the largest and fastest growing in the world. To meet demand and maintain competitiveness, companies across the sector are continually investing in new capacity and advanced technologies. For one refinery, that included a major project to upgrade and optimise its facilities.

Challenging start In 2016, the refinery took the decision to introduce new equipment across its plant, including a new ebullated bed hydroprocessing system using H-OilRC technology from a French process licenser. This system is designed to add value in the refining process by extracting valuable hydrocarbon products from heavy feedstock residues, which may contain high levels of solids and other contaminants.

When it came to the selection of pumps for the new system, the refinery was aware that the nature of the various feedstocks created demanding operating conditions. The internal components can be exposed to high levels of wear and there is a significant potential for flow to be disrupted by large solid particles.

The refinery knew that it was possible to obtain pumps designed specifically to perform well in these conditions, but it was unable to find a local source of supply, an important part of its procurement strategy.

As a global pump specialist, Sulzer already had a significant presence in China, producing pumps in the Dalian factory since 1999 and at a second plant in Suzhou since 2010. Sulzer also has a long-standing relationship with the parent company of the refinery, supplying and supporting pumps at many of its facilities in the country. After discussing the requirements, oil and gas industry experts at Sulzer recommended two proven technologies from the company’s portfolio. Equally as important, they also agreed to manufacture the critical pumps in China.

Like any major facility upgrade project, the ebullated bed system was planned to a tight schedule. So once the agreement was in place, Sulzer moved quickly to bring the new products to life in its China plants.

Maximum performance The first of those products was the CP multistage barrel pump designed to API 610 type BB5 specifications. The Sulzer CP design incorporates an axial-split volute casing, which is less susceptible to wear than alternative designs when a highlevel of abrasive solids is present. Sulzer’s design and manufacturing specialists in China worked closely with their colleagues from the USA, who hold the design responsibility for the CP, to allow for some important design modifications. This particular application required a low flow, high head, high speed solution, so Sulzer had to pay special attention to the surface characteristics of the fluid channels within the pump in order to minimise losses and achieve the target performance.

The second key technology was a solution to the problem of pump performance impairment by large solid particles. For applications like these, Sulzer has developed a range of pumps with a special coke crusher unit at the pump inlet stage. This technology uses a rugged, bladed rotor that will break up solids to ensure they pass smoothly through the rest of the pump. Sulzer in China worked with colleagues in Germany and the USA to integrate the coke crusher technology into two pump types for the project: the BBT, an API 610 type BB2 centrifugal pump, and the ZF, an API 610 type OH2 centrifugal pump.

Delivering under pressure In addition to building up the necessary in-house manufacturing processes, Sulzer in China also had to qualify suitable local suppliers for key components of the new pumps. The company’s sourcing teams conducted detailed supplier audits to ensure that each one met Sulzer’s global quality standards, especially when it came to critical parts such as the inner casing of the CP pump and the coke crusher components for the BBT and ZF units.

During the development and manufacturing process, representatives from the refinery made regular visits to Sulzer’s plants, giving them the confidence that work was proceeding on schedule and to the highest quality level.

They were also present to see all the new pumps successfully meet their performance specifications in testing. In total, 12 of the newly localised pump models were delivered to the customer: three CP units, six BBT units with the coke crusher installed, and three coke crusher-equipped ZF units.

“This project was an important next step for our partnership with the refinery and for our support of China’s petrochemical sector as a whole,” says Zhang Jianfeng, managing director of Sulzer’s Suzhou manufacturing facility. “We have demonstrated that we can provide our customers with all the benefits of local manufacturing combined with Sulzer’s excellence in technology, quality and reliability.”

Desmi delivers reliability for confectioners

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Chocolate production is a delicate process and it’s easy for the system to become clogged. Desmi’s CHD pump is a version of its Rotan series, designed for pumping anything from standard chocolate to cocoa liquor to caramel.

One of the key issues continuously facing confectioners is heat. Pumping chocolate is a delicate process and it’s easy for production to get clogged up, literally. Pumps that operate too fast or under too much pressure result in turning the heat up on a product that is very sensitive to temperature.

Desmi’s business development manager, Charles Womack explains the difficulty in working with chocolate. “Anyone who has ever tried to make chocolate on the stovetop knows that overheating chocolate results in caramelization, or a coarse, flaky end product, not at all conducive to keeping pumps turning smoothly. In a chocolate factory, heat is quite literally the enemy.”

The different varieties of chocolate, dark, milk, white, and other compounds, require different processing, and due to varying sugar contents. The greater the sugar content, the greater its sensitivity to heat and the chances of pumps seizing up.

Dark chocolate is the easiest to move, allowing for the use of smaller pumps that can operate at high rotating speeds. The trickiest is white chocolate, which is entirely sugar and cocoa butter and therefore extremely sensitive to heat. White chocolate pumps at a much lower speed than other varieties, taking care to avoid over caramelization of the sugar.

One pump fits all Desmi first developed the Rotan pumps more than 50 years ago. The innovative design has continuously passed the test of time and its consistent, high reliability has meant only incremental improvements over the years.

Desmi has developed a variety of the Rotan pump, with special configurations for chocolate, called the CHD pump. These pumps are designed for pumping anything from standard chocolate to cocoa liquor to caramel. Equipped with a heating jacket on the front and rear end, components like rotors, idlers and idler bushings are designed with special clearances, enabling them to handle pressures of up to 12 bar, or a PSI equal to 175.

What’s the key to its ability to optimally move any variety of chocolate without seizing up? Delivering one tried-and-true pump, in multiple sizes. While the modular Rotan pumps are nearly identical as they move from small to large, each size variation rotates at a different speed. So, for example, a manufacturer can use a small, high-RPM pump for its dark chocolate production, and a much larger version of the same pump, rotating at a slower speed to accommodate its white chocolate production line.

Better being big “Chocolate confectioners are often, understandably, protective about their specific recipes, so we often need to make recommendations about what will serve customers best, without knowing every detail of the compounds that the Rotan will be moving,” Charles Womack says.

This can make it challenging at times. However, because Desmi offers the Rotan pump in several sizes, it’s often possible to find a solution that can optimally suit the customer needs with few compromises. “When meeting requirements, we believe it’s best to err on the side of delivering a bigger pump than necessary, rather than a smaller one,” says Womack, noting: “It’s always better to have to slow a pump down than to have to speed it up to meet a customer’s need.”

Additionally, the modular nature of the design allows for the efficient replacement of worn components in multiple pumps, no matter what the size, as the pumps share many commonly replaced parts such as, bushings, shaft, O-rings, and ball-bearings etc.

“Recently I toured a well-known confectionary factory to consult for pump replacements and end up walking by a series of our Rotan pumps in a different part of production,” says Womack. “It’s always great to talk with these engineers and be able to point to our pumps in a machine that has been moving chocolate problem-free for ten years.”

Because Desmi often sells CHD pumps through OEMs who ship machines all over the world, this is a common occurrence. Many confectioners don’t even realize the pumps that have been working faithfully for them over the years are Desmi Rotans. And because of this, when Desmi consultants can refer to these pumps during a consultation, they often find that the product has literally sold itself!

Leak-free design Because chocolate is expensive, a leaky pump is quite literally leaking money. Charles explains: “If a pump leaks product, then you’re basically just shoveling up profit from the floor. In the past, many pumps incorporated controlled leakage into their design as a means of keeping heat down between the shaft and the packing. However, the Rotan CHD is designed to be a leak-free pump. When it leaks, if ever, it means that it’s time for maintenance.” And maintenance is easy and quick, thanks to its true back-pull-out design, which allows inspection and repair of the rotating cartridge without disturbing any piping or coupling alignments.

Many confectioners operate factories that have existed for many decades. In many cases, the production setups could almost be considered antiques, with complimenting infrastructure that may be well in need of an update. “Often, customers are looking for us to act as a consultant of the applications, not just sell them pumps. We often advise on how they can set it up to give our pump the best reliability and performance,” Womack says.

The Rotan pump improves production outcomes in most installations, although optimum performance will result from surrounding pipe infrastructure that takes unwanted forces, such as pressure, out of the pump. More pressure, after all, generates more friction. And friction generates heat. And heat is, again, the enemy of chocolate production.

Recession-proof The world loves chocolate, that’s for sure. Chocolate manufactures are running factories 24/7 to meet demand, even during times of economic downturn. This means it is crucial for confectionaries to avoid downtime.

That’s what makes the reliability of the Desmi pumps so important to some of the world’s largest manufacturers. With the hard-working Rotan CHD in place across the globe, no one need worry that the chocolate river will stop flowing anytime soon.

Sulzer’s cooling system for CCGT plant

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The EDF Energy combined-cycle gas turbine (CCGT) 605 MW power plant in Bouchain, France is one of the most energy-efficient in the world. EDF has achieved an overall efficiency level of 62.22% by partnering with major technology providers, including a global provider of pumping solutions.

The Bouchain plant is playing an important role in France’s energy transition by replacing an aged coal-fired power plant while providing a reliable and flexible source of power. The plant can ramp up its output from zero to full power in only 30 minutes, and as demand drops, its turbines can reduce their output by up to 40%, while still complying with stringent emissions’ regulations.

To achieve such high levels of performance, EDF has partnered with major technology providers from across the world to design and build the power plant, which uses a host of advanced technologies. One of those partners was Sulzer, a global provider of pumping solutions.

CCGT plants like Bouchain operate pairs of turbines that work together. Combustion of natural gas spins the gas turbine, which drives the generator. The hot exhaust gases are used to create high pressure steam that powers the steam turbine, which is also connected to the generator. The exhaust steam is then condensed and cooled ready for re-use.

System design  Sulzer was contracted to deliver the design and manufacture of the pump installation for the condenser that forms an integral part of the steam recovery process. Two large vertical pumps circulate cold water between the condenser and the plant’s cooling towers, moving around 32,000 m3 of water per hour when the plant is operating at full load.

The scope of Sulzer’s work at Bouchain went far beyond the supply of the pumps. Drawing on its extensive experience of similar installations elsewhere in the world, the company was awarded a turnkey project for the circulation system. This included the design of the suction intake where the pumps are installed and the control strategies used to ensure optimum performance through every phase to the plant’s ­operation from startup to shut down.

Sulzer’s collaboration with EDF began during the concept and design phase of the project. Sulzer experts from France and Switzerland worked to propose a solution that met EDF’s technical ­requirements, then conducted a series of detailed studies to create the optimum solution which would achieve the best combination of price, performance and reliability. That work involved advanced thermal analysis as well as flow ­simulations using computational fluid dynamics (CFD) software to build a complete picture of the performance of the cooling system.

Selected pumps The pumps selected for the Bouchain plant are two of Sulzer’s latest generation of high-efficiency vertical circulation water pumps which have a proven design that was optimised to perfectly suit the technical requirements of the installation. Each pump draws approximately 1.3 MW of power, and in normal operation they run in parallel to supply the required cooling capacity. Two 50% capacity pumps were installed to improve the resilience of the cooling system. If one pump has to be taken out of service for maintenance, the power plant can continue to operate until the pump is back in service.

Once the design of the pumps and their associated control and monitoring systems was agreed, the two units were manufactured at Sulzer’s production facility in France. EDF’s specifications for the pumps included the installation of extensive instrumentation and data collection equipment to monitor ­temperatures and vibration levels in the pump bearings and other key ­components during operation. Both pumps also underwent extensive factory testing prior to their installation at the plant.

Optimal performance Sulzer’s involvement with the Bouchain project goes on to this day, four years after the successful commissioning of the cooling system. The company continues to monitor the performance of the pumps in service and works closely with EDF’s operations and maintenance teams at the site to ensure optimal performance and advise on the most appropriate maintenance strategies for these important items of equipment.

Nicolas Amalric, head of Mechanical Design at Sulzer Pumps France, who was the technical manager for the Bouchain pump project, said: “When we work with EDF, we know that we are expected to adhere to demanding specifications. Sulzer can meet these and offer a specific comprehensive solution to EDF. It’s a real feeling of pride to be part of a project like this, knowing that it is one of the most energy-efficient in the world.”

Phillippe Lambin, EDF’s manager of maintenance department at Bouchain CCGT, added: “We are very satisfied with the reliability of the pumps and with their mechanical behaviour, which we regularly monitor through vibration analysis. The performance is always stable and exactly what is expected. Sulzer has always supported us with its engineering and maintenance expertise. They are always there to help us maintain the levels of performance and quality that are essential for generating electricity.”

Let tech take the strain with Paragon Tango

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Short of driving staff? Short of administration staff? Do you have little time to complete required legal tasks? Time to let Paragon Tango software reduce the hassle of fleet management.

By Graham Manchester, Paragon Tango

How do you verify new driving staff and then monitor them on a regular basis, without taking many hours to do so? Rockley Transport reckons it has found the answer: using the FCC Paragon Tango system.

New driver and staff verification, plus regular checks on company staff and operational drivers’ licences, are just two examples of time-consuming regulatory tasks that have been recently automated by Rockley Transport.

The haulier operates one of the largest tipper and road tanker fleets in the UK and is a FORS Gold member. It runs over 120 articulated tippers and road tankers, and is now using Paragon Tango automated driver verification and regular licence checking to free up administration time.

While DVLA can supply some licence information for free if users enter a driver’s NI number and licence details, checking hundreds of driving licences this way on a regular basis can be very time consuming.

Experience has also proven the DVLA system is not foolproof. If you want to make sure the person standing in front of you is who they say they are, or check where points on a licence have come from, then more work is required by administration staff.

However, the Tango system can be scheduled by the operator for automatic licence checks every day, week, month or year, and allows the transport office to also know other information such as when a driver’s tachograph card is about to expire, or when the driver’s CPC records (if applicable) need updating.

Richard Baldwin, Rockley Transport’s training & compliance co-ordinator, said: “It has saved me many hours a month and allows me to be assured all the drivers’ details are up to date.

“One example of how we have used the system is to arrange our driving staff into categories, so those with three penalty points are checked every six months (or sooner if needed); those with up to six points are checked every three months; and if we have any driving staff with more than nine points, then the system checks them every month.

“Should the system pick up any changes, we are automatically informed and can take the relevant action immediately,” Baldwin added.

For further information, please contact Graham on 01978 526 174, at graham@amvworldwide.com or visit www.fccparagontango.co.uk

How to keep your employees safe while driving in winter

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The unpredictable weather and colder conditions in the winter make driving dangerous for your employees. As an employer, you have an obligation to ensure their wellbeing, along with the reputation of your business, as well as to prevent road accidents, so putting in place some health and safety measures is best for everyone.

Below, we’ll explore some sensible practices that you can use in your business but, regardless of these, you should also consider getting the right transport insurance, which could provide you with cover if any incidents do occur.

Is the vehicle journey-ready?

Winter is one of the most dangerous times for many drivers, so you need to make sure that all of your work vehicles are roadworthy and ready for what they might face, especially for those travelling long distances. Taking your trucks to be properly serviced is a sensible precaution that will give you confidence that they’ll make it from point A to point B with minimal fuss.

While having your trucks looked at by a professional is always wise, there are also some simple checks you can do on your vehicles to make sure that they’re roadworthy. Special attention needs to be given to your windscreen wipers and cooling system in particular.

Drive safely

While your trucks might be serviced and roadworthy, your employees’ driving performance may not be. Providing your employees with regular training and ensuring that they’re aware of the Highway Code when driving in cold conditions is imperative to preventing road accidents and a good way to encourage safe driving practices.

As well as everyday principles like being conscious of the distance between their vehicle and the one in front of them, drivers must drive at a slower speed than usual and should be even more attentive to taking regular breaks to recharge their focus.

Automatic Threat Intelligence

AI technology can now detect hazards in real-time before the driver is even aware of them and promptly warn them or direct them to a different route. Predictive safety systems now can detect driver distractions such as phone use and even driver drowsiness, among other things – so, if you have an opportunity to incorporate these innovations into your vehicles, it’s worth exploring.

Provide the necessary equipment

Try as you might, you can’t always prevent traffic accidents. In case it becomes necessary, then, your trucks must be stocked with the appropriate equipment to keep your employees safe and comfortable.

This can include simple provisions such as an ice scraper and a phone charger to emergency markers and jumper cables. A set of warm clothes and first-aid kits are other useful elements of emergency kits that employers should provide.

Road test: Renault Range D430

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Renault’s small-cabbed ‘Wendy house’ Range D430 tractor unit is not a big seller – and while it has some merits, it’s certainly showing its age. But as a truck, is it any good? Let’s put it to the test…

Before we go any further, we admit Renault is rapidly changing our perception about its products – indeed, the Range T High we tested in the July issue was a bit of an eye-opener and a refreshing change. It was a very good truck and above all made a very sound business case.

That was proven to us a few weeks ago when a loyal Scania operator told us he’d taken his first Range T High because it just made economic sense over his Swedish preference. And he was even giving up his beloved manuals to ‘go French’. There is every chance that if his new truck delivers as he hopes, he may not go back to Scania.

The problem is while the Range T High is a true flagship and the Range T is a great all-rounder, at the smaller end of the scale there’s no alternative for Renault other than using the elderly Premium cab as the Range D. And you could be forgiven for not even knowing the Range D tractor unit exists, because Renault has never really plugged the model. It was always assumed if you wanted a Renault for general distribution, a Range T was your best bet.

In fact, the truth is a Range T is indeed your best bet. But Renault does offer a D430 4×2 tractor unit and, more surprisingly, this year it even has one in its press demo fleet. So Trucking asked to take it out – and despite initial bemusement from Renault’s marketing men, they were more than happy to let us take it for a spin.

For those that don’t know, the Range D is the small-cab Renault for general distribution. You’ll typically find the cab on the 4×2 and 6×2 rigids; but as a tractor unit, it’s uncommon.

It is Renault’s alternative to the DAF CF (soon to be XD), Scania P- or G-series, Volvo FMMAN TGS, Iveco S-WAY AT, and Mercedes-Benz Actros with smallest ClassicSpace cab.

But this cab is actually from the Premium range launched way back in 1996. It appeared in two heights and the lower-height version was reincarnated as the Range D when the Range T appeared nearly a decade ago.

Technical overview

The Range D is mostly used as a rigid, but it is available as a 4×2 tractor for inter-urban distribution. There is no 6×2 option as a tractor unit – not even with a small midlift – so its gross vehicle weight is 40 tonnes, which is the weight our test vehicle was running at.

As you’d expect, the driveline is pure Volvo. The DTi 10.8-litre straight-six engine is rated at 424 bhp between 1700-1900 rpm, with a torque rating of 2050 Nm from 1000-1400 rpm; so the same as an FM11-430. The engine features common-rail high-pressure fuel injection, an overhead camshaft and rear-mounted timing. It meets Euro 6e emissions.

The Optidriver AT 2412F gearbox has 12 forward speeds and an automatic clutch. The front axle is rated at 7500 kg and the rear at 11,500 kg. The wheelbase is 3700 mm. The truck weighed in at 7023 kg, which for a 4×2 with high-roof sleeper is not outstanding, but nor is it appalling.

Inside the cab, the bottom bunk looked comfortable enough, but obviously was not as wide as Range T version as the Range D is that bit narrower. It’d do for the odd night out from time to time, but you wouldn’t want to ‘live’ in this cab for a week – and nor should anyone expect you to.

The truck also has a ‘second bunk’. We say that in inverted commas because it was ‘sort of’ a hammock and not exactly a thing you’d want to sleep on. Because the cab is so small, it can only be fully extended if the seats are tipped forward slightly; and even then, it’s a pain in the backside as it’s on rails and you have to lift it out of a slot, pull it forward and then drop it in another slot to make it flat.

It’s a strange and annoying way to provide a second bunk; and besides, the thought of double-manning in a cab this size with very limited storage really doesn’t bear thinking about.

This top bunk set-up is cumbersome, convoluted and irritating. When it’s in place, you are left with a thin hammock which does not look especially comfortable. It also can’t really be used as a shelf, other than when the truck is stationary. Its rivals in this class – a high-roof small cab such as DAF’s CF Space Cab, Scania’s Highline, or Volvo’s FM Globetrotter are just so much better.

On the road

OK, so the cab is dated, cramped and mildly impractical; but how good is it on the road? Well, here the little Renault starts to clawback some credibility.

One thing that instantly struck us was its pulling power, which is very impressive. With 424 bhp on tap at 40 tonnes, it works out to just over the ‘benchmark’ 10 bhp per tonne – not a bad power-to-weight ratio at all. It accelerated exceptionally well, which is a major plus point; especially if time is of the essence in your work.

The D430 also handled very well indeed. Inside the cab was a little bit noisy for our liking – maybe because of its age – which would become off-putting during a long shift. But in terms of performance, we genuinely couldn’t fault it. We’ve driven many trucks in this power category and they have been sluggish, but this little Renault is actually very nippy indeed.

We took the D430 on a circular trip from Warwick, through Kenilworth and Balsall Common, up to the M6 and then for a short blast along the motorway before returning via Coventry, Leamington and back to Warwick. That gave us a chance to undertake some town driving, A-roads, B-roads, dual-carriageways, motorways and also experience some stop-start roadworks as well.

In fairness, the truck performed better than we’d expected. For a distribution truck, it wasn’t too bad a drive at all. Not enthralling, not amazing; just competent. By today’s standards, the truck is relatively basic and spartan inside.

It has little ‘wow’ factor; it’s functional, but quite dated – especially the dash. There are annoying features, like the cruise controls split into two sets of buttons either side of the steering wheel.

Verdict

This truck does the job, but it won’t get your excitement levels up. It’s a distribution truck, so perhaps it’s not meant to excite. However, it’s incredibly hard to make a solid case for buying this truck over its rivals.

Why? Well, the main thing is Renault’s list price for it is the same as a Range T! So unless you get a good discount on it, it’s hard to persuade any operator or take a Range D over a Range T. The D’s only plus point is it will be lighter than a T, and lighter still with a flat-roof sleeper or a day cab. It’s not available as a 6×2, and the market for 4x2s is still fairly limited.

It’s simply impossible to prefer the Range D compared with a DAF CF, Volvo FM, Scania P-series and indeed every other small-cabbed tractor on offer.

Sadly, with its 26-year-old cab, the D430 is very dated. You can argue the CF cab is older – it is – but its refreshes have been far superior, and more regular. If DAF’s XD follows on from the new XG, then it may well move to the top of the tree of the ‘Wendy houses’.

The Range D might be cheaper than those rivals – certainly than the Swedish models – but any gains may be lost when it’s time to sell it on.

Supermarket Iceland – which used to have basic Premium models with flat roofs, but the higher cab – has put a lot of Range T day-cab 4×2 tractors into its fleet, which further highlights the market for the D430 is pretty limited.

As a truck, it’s fine. If you operate an all-Renault fleet and need a tractor that’s lighter than a Range T, there’s a crumb of a case for it. But as an investment, it starts to wane in appeal. Most operators in the market for a 400-450 bhp, small-cab 4×2 would probably be better looking elsewhere; and the fact this is such a rare truck suggests they already do.

In fairness, we don’t think Renault is pinning its long-term prospects on the Range D as a tractor unit; and given the Range D is a rigid as well, maybe a new cab will be on the horizon. If that were to be the case, we hope it has a better upper bunk!

That said, next year there might be a couple of ex-demo D430 4×2 tractors available at a bargain price…

We like

  • Pulls well
  • Easy entry
  • Volvo driveline
  • Nippy
  • Handles well

We don’t like

  • Dated cab
  • Pricey for what it is
  • Pointless top bunk

Test Specification

Model: Renault Range D430
Design GCW: 40,000 kg
Chassis: 3700 mm wheelbase
Front axle: 7500 kg capacity
Rear axle: 11,500 kg, 2.47:1 ratio
Gearbox: Optidrver AT2412F automated 12-speed
Engine: DTi-11, 10.8-litre, straight-six, SCR
Max power: 424 bhp @ 1700-1900 rpm
Max torque: 2050 Nm @ 1000-1400 rpm
Cab: D high-roof sleeper

FRESH LOOK FOR RENAULT TRUCKS E-TECH DUO

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Two product lines in Renault Trucks’ heavy duty all-electric range have been given a fresh look for 2023.

With the update, the E-Tech T and C will be the first trucks to bear the manufacturer’s new logo. 

Production will not start until 2023, however the duo are already available for pre-order.

The fresh look is the latest step from Renault on its commitment to decarbonising road freight transport. 

For example, it is now the only company to provide an electric mobility offer for all uses. 

In other words, Renault Trucks offer everything from a 650kg cargo bike to a 44-tonne electric tractor and construction truck.

The company says that the new models ‘have a design that is specific to their electric motorisation’. 

Firstly, they both have the trademark graphic signature of the brand’s electric trucks.

For example, there are blue hubcaps and a vertical stripe on the sides of the vehicle. 

Alongside the E-Tech badge at the front, the trucks feature a new Emblem plate in blue plexiglass.

Meanwhile, the front of the vehicles has been brought forward by 115mm and side radars fitted, for extra safety.

The chassis is also equipped with a retractable step, therefore maximising space dedicated to the batteries. 

Renault Trucks says the designers took inspiration from electronic music for the front panel’s fresh look. 

Specifically, a pattern that is reminiscent of an equaliser has been adopted. 

To reinforce this electromechanical effect, the front of the vehicles are fully painted. 

Finally, new logo takes on a monochrome design, which Renault says asserts its ‘acceleration and commitment to transport decarbonisation’. 

Indeed, Renault Trucks is determined to meet the climate challenge.

It says it will do so by developing ever cleaner, safer and more circular transport solutions to accompany its customers on their path to carbon neutrality.

ESCAPE TO VICTORY

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In a move that builds upon the success of its prior deployments, digital solutions provider PTC has announced the expansion of the use of its Servigistics® Service Parts Management SaaS solution by the United States Air Force (USAF) for its supply chain modernization program, ESCAPE


The expansion is a five-year definitive contract consisting of a one-year base period and four one-year options that are worth up to $95 million.

The USAF is leveraging Servigistics as the sole-source provider to plan and optimise its $76 billion service parts supply chain tuned to asset availability. For its part, Servigistics supports ESCAPE’s effort to modernize planning and forecasting, increase aircraft availability and improve mission support functions while investing taxpayer funding in optimal parts inventory.

Leslie Paulson, General Manager, Servigistics Business Unit, PTC said: “By embracing digital solutions like Servigistics, the USAF is transforming its service parts supply chain to optimise planning and logistics with its OEM network and strengthening the digital thread.

ROLL WITH IT

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As part of an important trial being sponsored and supported by Network Rail and Great Western Railway, (GWR) Thales has installed its Robust Train Positioning System (RTPS) – or ‘rolling lab’ – onto the UK railway network in order to provide critical data that will increase safety and efficiency


The RTPS can be found onboard an in-service GWR Class 150 cab, where it will gather at least one year’s worth of data.

Alex Stockill, Thales Product Line Manager, said: “We are connecting this equipment to a general-purpose computer platform onboard, which will provide a range of potential benefits. It’s giving us a rolling lab for testing integration with Train Protection and Warning System technology, as well as many other opportunities for innovation.

“Particularly usefully for this initial train is that we will be able to continuously generate and analyze data as it runs in passenger services, so it lets us test ideas at a low cost and high speed. It gives us a much quicker way of responding to customer needs and demonstrating solutions.”