Contents
- Introduction
- Ore imports
- Grain exports
- Containerization of grain in Bulgaria
- Conclusions
Is it possible to apply containerized bulk cargo handling (CBH) technology in Bulgaria. If yes, then for which cargoes? Here is my personal history and observations.
Bulgaria is a beautiful country with two large sea ports and several river ports. And if there are ports, then there are import and export cargo flows that are handled in them. Those that can potentially be handled in containers are ore imports for copper production, and grain exports.
Ore imports
This traffic has historically been handled through the port of Burgas. Is it possible to apply CBH technology to this cargo flow – theoretically yes. But only on the rail transportation section. Because the port has a specialized terminal. And the consignee has a well-established process of accepting raw materials into the production, technological line. The benefit of using container trains for ore transportation instead of gondola trains should be significant. Only in this case, the savings on transportation can serve as a potential investment in the re-equipment of the ore receiving point in containers at the consignee.
Grain exports
It is precisely with this cargo flow that my story is connected. In 2017, I was lucky enough to visit a shipyard in Varna. And on the territory of this shipyard, a small grain terminal was operating.
In those days, the terminal consisted of a small area with stationary truck scales, a container – staff hut and a huge, high floor storage warehouse.
The technology of transshipment was also quite simple: by road transport with tipper semi-trailers the already finished grain was delivered from the linear elevators and unloaded into the floor warehouse for accumulation of the ship batch. Upon arrival of the ship, the same road transport transported the grain to the ship and dumped directly on the quay. And then by grapples, in two shifts this grain was loaded on the ship. I don’t remember the deadweight of the ship I saw loading, but it is not difficult to estimate. Bulgaria has to compete with other grain suppliers from the Black Sea basin and therefore it would be unreasonable to ship even handy sized lots. But even such a vessel of 30 – 35K capacity these two cranes will “scoop” for a whole “eternity”. And local terminal staff told me that loading for 5 days is a usual and quite normal thing for them.
Containerization of grain in Bulgaria
In contrast to the ore traffic, the possibility of using CBH technology for grain in Bulgaria looks more attractive.
Linear elevators in Bulgaria are located relatively close to seaports. The longest distance from a grain elevator to a port is about 430 km. Only a few of them have railroad access. Therefore, almost the entire volume of exported grain, which is about 5 million tons annually, is transported to the port by road.
Containerization of the railway component of the grain export process in Bulgaria probably does not make sense. And first of all, because of small export volume. But the use of universal road container trucks and bulk containers is quite realistic. Especially since the permissible gross weight of the container truck with a tractor is always higher than the gross weight of a tipper semi-trailer and tractor. This will allow you to transport more cargo without violating weight restrictions.
Another link that can be really optimized using CBH technology is the supply of containerized cargo from the port’s rear warehouses to the ship loading front. Using the same road container ships, bulk containers and, for example, a Rotainer, it is possible to increase the loading rate of a ship by up to 20,000 tons per day. In addition, the Rotainer can be moved freely between loading points, which gives flexibility in organizing the shipment of grain from different port berths or even from different ports.
Conclusions
Optimization of Bulgarian grain export logistics is feasible. The application of CBH technology can allow: to reduce the cost of grain transportation from the line elevators to the port, increase the vessel loading rates and reduce freight costs. The cost of loading and unloading works for the port operator is also reduced. And most importantly, natural losses of grain during its transportation and transshipment will be reduced.
Author: Mykola Soloviov
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