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New Concepts in Material Handling

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The cement industry can adopt newer material handling concepts with the help of a few innovations. Jai Gupta explores the new material handling ideas available and how these can be implemented.

The Indian cement industry has witnessed rapid growth in the past two decades. The overall production capacity of several sectors has doubled or even quadrupled over this period. Such rapid growth has posed several challenges for the industry, some of which are:

  • The conventional?easy to access? locations are no more available. New projects are forced to go for difficult-to-access locations from where material movements are difficult.
  • Land is gradually becoming a scarce resource. The industry is facing difficulties in land availability/ acquisition, and is hence being forced to go away from the markets or is being forced to manage in a limited area.
  • Unit sizes are becoming larger to harness economies of scale. Such enlargement in size is forcing the industry to market its products in larger areas.
  • With specific reference to the cement industry, growing demands and need of fly ash-based PPC production has forced many industry players to set up grinding units close to thermal power plants for fly ash consumption. As these thermal power plants are generally located closer to densely populated areas, space is always a constraint and hence they cannot develop good infrastructure for rail/road movement of material.

All the issues enumerated above are putting more and more pressure on the logistics of material movement. As material transportation is a sizeable portion of the total cost of production, any gains or reduction in cost of material movement could help the industry greatly.
Due to the needs of high capacity material movement at fast pace and inadequacy of road networks in remote areas, the industry?s reliance on rail transportation has substantially increased. Some good ideas have been implemented, relating to material movement through rail routes. These concepts have been successfully employed by Holtec in cement as well as other industries, and could help the industry in optimising expenses on material handling.

New Concepts in Material Handling
i.In-motion loading of material in railway rakes
ii.Movable wagon loader feeding stationary rakes
iii.Use of bottom discharge wagons for transport and its easy and fast unloading iv.Use of wagon shifters to substantially reduce the area required for the installation of a wagon tippler.

In-Motion Loading of Material in Railway Rakes
For majority of the industries requiring bulk material transportation, loading is usually done through either multiple overland hoppers constructed on top of the railway tracks, or manually through pay loaders. The usual time taken for one complete rake varies from three-six hours depending upon the arrangement or equipment employed. More number of hoppers or pay loaders can reduce the time taken; however, they add to certain other issues, such as:

  • Heavy to very heavy civil construction
  • More number of operators
  • Dust nuisance, spillages, material wastage and degradation etc.
  • With a rapid loading system, the entire rake can be loaded in about 60-80 minutes, from a single discharge point.

What is Rapid Loading?
In rapid loading of material, material is loaded on a rake, while the railway rake is in motion. One silo (of about one full rake capacity) is constructed on top of the rail track. Below the hopper, another small hopper is provided on load cells, which can accommodate about one wagonload of material. The above two hoppers are connected through hydraulic gates and a large chute, so that within seconds, material gets transferred from the main hopper to the pre-weigh hopper (mounted on the load cell).
Before a rake arrives, the silo is filled, so that fast material loading on the rake does not get disturbed. In the beginning, the load cell hopper is filled with pre-weighed material. As soon as the wagon comes in position, the loading starts and by the time it crosses, the complete wagon is loaded. During the period of wagon change, the pre-weigh hopper again receives the material from the main hopper, so that by the time another wagon comes into position, it is ready with the material. During this entire operation, the railway rake moves at the speed of about 0.6 to 0.7 km/hr. That means a full railway rake of about 650 m length is likely to get loaded in about one hour.
The majority of the collieries in India have been using the rapid loading system for coal rake loading.
Adopting a similar concept, Holtec designed a rapid loading system for lignite. As the system was designed for lignite, it was substantially different from the usual rapid loading system. However, it has been performing very successfully for the last 10-12 years. At this location, a rake of about 40 wagons is being loaded in about 45 minutes. Although the system is located close to a densely populated area, owners do not face any difficulties in operation as the process generates negligible dust. The material filling and closing is done through hydraulic gates, and wagon positioning is sensed through the proximity switches. A little bit of maintenance and care in operation is enough to keep the system spillage free.
At this location, there were several constraints such as poor soil bearing capacity, low water table, limited execution period, etc. Hence, while designing the system, three small silos were constructed to store one rake load of material, rather than a single hopper. A single hydraulic system was considered with three chutes below each of the silos, without affecting the investment cost. Underground construction was reduced to a minimum, and as lignite is light, no pre-weigh hopper was installed. The arrangement as installed for lignite loading has been depicted in Fig.-1.Benefits
The conventional system of rail loading requires three to six hours for loading of one complete rail rake, whereas with rapid loading system, the entire loading operation for one rake could be completed in about one hour. Assuming average savings of three hours per rake, we may save about 2,000 rake-hours annually, for a handling of about 2 million tonnes per annum (MTPA) capacity. Such faster movements help in better utilisation of rakes, especially if the company owns the rakes.

  • The total investment required for rapid loading is substantially lower as compared to conventional systems.
  • Reduced number of operators and attendants.
  • Dust nuisance, material wastage and degradation are substantially reduced.

Prerequisites
For the hauling of railway rake at a constant speed of 0.6 to 0.7 km/hr, creep drives need to be installed on the locomotive. As the normal locomotives from railways do not have this facility, the plant will have to maintain its own locomotive for haulage of the railway rake.Movable Wagon Loader to Load Stationary Rake
The proposal of rapid loading of railway rake is a good option, but it essentially needs full rake space on either side of the loading point. Secondly, it also needs a dedicated loco which can pull the complete rake at a fixed speed.
Recently for a project, the available land was insufficient to go ahead with a rapid loading system. Also, the client was not inclined to go for the purchase of loco. Hence, we looked for alternate options and came out with a solution of movable wagon loader which can load the rake while on the move.
The wagon loader is generally placed in the centre and on its either side, rail tracks are constructed so that two full rakes can be placed on either side. The wagon loader is fed by a stacking conveyor and has a reversible boom conveyor for feeding the wagons on both the tracks as per requirements.
The wagon loader capacity can be in the range of 1,500-2,000 tph without any difficulty. The wagon loader is provided with a diversion chute at the outlet, which is designed in such a way that it diverts the material into the next wagon, at the junction point. After certain travel, it returns back to the earlier discharge point.
As the performance of the equipment largely depends upon consistent feeding of material, we need to either have a dedicated storage with some positive discharge equipment, or connection is made with consistent feed from the existing storage itself.
The speed of the wagon loader is controlled with the material on the conveyor. With capacity variations in feed, loader speed is adjusted automatically. As the material feed to the wagon is gradual, we get a smooth filling to the wagon. The smoother the filling, lesser is the dust nuisance. For the materials conducive to water spray, a foggy water spray ring can be provided around the discharge chute so that the nuisance dust generation can be further reduced. A few typical arrangements of wagon loaders are shown in Pic-1. Benefits
Conventional rail loading/rapid loading requires approximately 1.5 km of rail tracks for the loading of a complete rail rake in one go. With the proposed arrangement for loading of rail rake, only about 800 m of rail track length is required. In many circumstances, rail track length is a constraint and this solution can immensely help.
The loading time of a rake can be within two hours, which is better than the conventional system, and still saves about two hours of loading time per rake. Expected annual savings on rail rake hours will be about 1,400 hours, for a handling of about 2 MTPA capacity. Such faster movements help in better utilisation of rakes, especially if the company owns them.

  • The total investment required is low. It does not require any on-track storages.
  • Reduced number of operators and attendants.
  • Dust nuisance, material wastage and degradation is substantially reduced.

Use of Bottom Discharge Wagons for Material Transport and Its Easy Unloading Traditionally, majority of the industry has been using normal BOX/BOXN type of wagons for transportation of various goods. For the unloading of these wagons, wagon tipplers are installed through which these wagons are unloaded. As the Railways allows seven hours of free time for mechanised unloading, wagon tipplers were typically designed to unload a full rake of 58 wagons in approximately four-five hours (i.e., 12-15 wagons unloading per hour).

As the Railways wishes to go for longer rakes with larger capacity wagons, in recent years RDSO has released certain new guidelines. According to these guidelines, all new installations (installed after November 2010) shall take into consideration larger wagon size and unloading speed shall be increased to about 25 wagons per hour. As per the new designs of wagon tipplers, size of wagon tippler, its civil construction requirements and capacities of the material handling equipment have substantially increased.

As such, installation of a wagon tippler and associated auxiliaries was expensive, and recent enforcement from Railways, has further escalated the cost of installations of the wagon tippler and its associated auxiliaries.

As against BOXC and BOXN type of wagon allocated to the industry, power plants are allocated bottom discharge wagons (BOBRN), which can be emptied through pneumatic gates installed below the wagons. For the discharge of such wagons, thermal power plants install long track hoppers with plough feeders. This is again quite an expensive arrangement. As against normal track hoppers, Holtec designed a simple but effective system for lignite unloading in 2002, which is running successfully since then.

BOBRN is an open hopper car with rapid (pneumatic) bottom discharge doors, air-braked. BOBRN and BOBR are most often used for carrying coal to thermal power plants, and also for ore, stone, track ballast, etc. Each wagon holds some 60 tonnes of coal loaded from top and unloaded from bottom by means of the pneumatically operated doors. The contents can be discharged completely in about 15 seconds. Based on the success of earlier design system for lignite, Holtec has designed two such systems – one for multiple materials such as coal, copper concentrates and rock phosphate, and another for coal. The system designed for coal has been operational since last year.

Handling multiple materials from a single track hopper is usually a challenge. Secondly, some of these materials are fine and difficult to flow. Care has been taken while designing the system.

The proposed wagon unloading system is quite simple, with underground hoppers and apron feeder installed for each wagon unloading track hopper. Typically, about seven to eight minutes is required to unload one set of wagons, which includes wagon placement, connection of compressed air and unloading. If the system is designed with four hoppers, approximately two hours are sufficient to empty out a complete rake of 58 wagons. With more number of unloading hoppers, better speed of emptying can be achieved. The system requires shore compressed air arrangement, which needs to be connected to the wagons, and with one stroke, the complete wagon gets emptied in a matter of seconds.

A general arrangement of track hopper has been shown in Fig.-1 and Fig.-2. If the Railways is approached to provide such wagons to other industries as well, the entire process of material unloading becomes simpler and cost effective. The system proposed is quite simple, effective, fast and economical (not only for installation but also for operation).

Expected benefits
The conventional system of unloading (wagon tippler) requires about four-five hours for unloading of one rake, whereas with the proposed arrangement, the entire unloading operation for one rake could be completed in about two hours. This three-hour saving on one rake could result into substantially large annual savings, considering material movement by bottom discharge wagons.
The total investment required for the proposed system will be lower as compared to the wagon tippler, especially of new design (G-33, Rev-01 May 2010).
Reliability of the system will be much better as compared to the wagon tippler.
Dust nuisance substantially reduces as compared to the conventional systems.

Prerequisites
Initially, it could be difficult for the industry to switch over to bottom discharge wagons, as the Railways has limited quantity of such wagons, but gradually they need to switch over. As many industry players are interested to go for their own wagons, it could be better to go for bottom discharge wagons rather than going for conventional BOXC/BOXN wagons.

Use of Wagon Shifters
As we all know, land for the industry is gradually becoming a scarce resource. It becomes difficult to buy a large piece of land just for the smooth operation of a wagon tippler. For any industrial unit intending to install a wagon tippler, a large strip of land is needed to be bought just to provide sufficient space (equivalent to one railway rake length) on either side of the wagon tippler.

In some cases, we have noticed that the entire production unit needs about 5 hectares of land, whereas about 7.5 hectares of land needs to be acquired only for the necessary rail installation for smooth functioning of the wagon tippler, that too in a very typical plot size of 50 m x 1500 m. In our recent projects, we have faced a lot of problems on this account.

To tackle this issue, the wagon traversers are proposed and are being installed in one of Holtec?s projects.

After the wagon is unloaded on wagon tippler, the sidearm charger places the empty wagon on a traverser table. The wagon is shifted to another rail track (exit track) through a wagon traverser, where the pusher ejects the empty wagon from traverser to exit track. The enclosed arrangement drawing and photograph shows the functioning of a wagon traverser.

The wagon shifter works at the same speed as the wagon tippler and both these equipment work in tandem. This way the space requirement for the rail tracks reduces to almost half. However, one parallel rail track needs to be constructed besides the track for removal of wagons.

Expected benefits
Savings in land cost and veritable size of plot. Benefits of wagon traverser are usually case specific, and in some cases, its inclusion could help the unit greatly.

Conclusion
Development in material handling system is a dynamic process and an emerging area of research. In the view of definition of a project -?completion of a unique activity in a specific time, cost and scope?- the selection of material handling system has become extremely imperative.

We can conclude that adoption of a new material handling concept can:

  • Reduce the investment cost and handling time
  • Reduce the number of equipment and dust generation
  • Make the system more reliable.

About the authorJai P Gupta is Chief General Manager at HOLTEC Consulting Private Limited, and has been associated with the Indian cement industry for almost 35 years. The author has employed fresh concepts for handling of bulk material in cement as well as other industries, with equal ease and success.

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Concrete

CarbonStrong Raises Rs 125 Million To Scale Low Carbon Cement Tech

To build capacity of 100,000 tonnes a year

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CarbonStrong has raised Rs 125 million (125 mn) to scale a low carbon cement technology and build commercial production capacity. The startup was founded in 2022 by Harsh Jain and Vikramaditya Singh and has moved from customer trials to plans for industrial supply. The company said its material replaces up to 50 per cent of cement in concrete while reducing costs and improving durability.

CarbonStrong states the product is around 30 per cent cheaper than cement and compatible with existing concrete plants, reducing the need for new equipment and operational disruption. Trials and paid pilots have been conducted in Bengaluru, Hyderabad and Chennai with demonstration projects involving ready-mix firms and precast manufacturers. Compatibility with current workflows forms a central part of the commercial strategy, aiming to ease adoption by builders and contractors.

The funding will support construction of a facility with capacity of up to 100,000 tonnes (100,000 t) a year over the next two years to supply early customers commercially. The firm is also developing materials from steel slag, copper slag and mine tailings to expand its feedstock base, while noting the technical challenge of homogenising different waste streams. Recognition by HCL ClimaForce in 2026 and by the Avaana-Startup India-NITI Aayog AIM Grand Challenge in 2025 has underscored progress.

Industry adoption remains the principal test and will require consistent material performance, supply reliability and competitive economics. CarbonStrong projects the Indian market for cement substitutes could reach Rs 250 billion (250 bn) by 2030 and has set an ambition to produce 10 million tonnes a year by 2035 (10 mn t), a target far above its near term capacity. Moving from pilots to production demands capital, manufacturing discipline and customers willing to specify the material beyond demonstrations. The recent Rs 125 million raise is intended to fund the next phase of scale and to demonstrate that industrial waste can become a dependable input for lower carbon construction.

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Protect Your Margins

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In a research-backed article, Dr SB Hegde examines why carbon-adjusted profitability and LC3 will decide the next set of winners in cement manufacturing.

The Indian cement industry has achieved world-class operational efficiency through lower specific energy consumption, high plant utilisation and a reduced average clinker factor of approximately 67.5 per cent. These traditional measures of operational excellence remain essential. However, they are no longer sufficient. Carbon now carries a measurable financial cost under India’s Carbon Credit Trading Scheme (CCTS) and under European carbon markets. Future leadership will be defined by carbon-adjusted profitability, the ability to generate strong returns while systematically lowering the carbon intensity of every ton sold.
Limestone calcined clay cement (LC3) offers a practical, scalable pathway to achieve this dual objective. By replacing up to 50 per cent of clinker with calcined clay and limestone, LC3 can reduce CO2 emissions by 30–40 per cent while delivering comparable or superior durability performance.
This article examines the technical foundations of LC3, European industrial practices, the emerging Indian carbon market and a concrete roadmap for Indian companies to embed carbon-adjusted metrics and LC3 into daily operations, incentives and commercial strategy.

Limits of traditional operational excellence
For many years, plant performance has been judged primarily by five indicators: specific heat consumption, specific power consumption, kiln and mill utilisation, clinker factor and overall equipment effectiveness. These metrics drove continuous improvement and helped the industry reduce energy use and increase the share of blended cement. Three structural changes have rendered them incomplete as sole measures of success.
First, carbon now carries a real or opportunity cost. Plants that improve volume or lower cash cost while raising or stagnating emissions intensity create a hidden liability that will surface as CCTS trading matures and as green procurement expands.
Second, lower-carbon products such as LC3 and high-performance blended cements are creating differentiated market segments. Customers in infrastructure, real estate and export-oriented construction are beginning to specify embodied-carbon limits.
Third, investors and lenders increasingly treat carbon intensity as a financial risk factor. Traditional KPIs can mask the divergence between short-term cash profit and long-term carbon-adjusted value.

What is carbon-adjusted profitability?
Carbon-adjusted profitability evaluates normal profit after explicit adjustment for carbon performance. A practical expression is:
Carbon-Adjusted EBITDA = Conventional EBITDA – Carbon Cost + Green Premium Income
Carbon cost may be an internal carbon price, the actual cost of purchasing Carbon Credit Certificates under CCTS, or the opportunity cost of high emissions relative to peers. Green premium income arises when customers pay more for verified lower-carbon cement or when the company sells surplus credits. Tracking both conventional and carbon-adjusted profit side-by-side gives management a clearer picture of value creation under evolving market rules.

Table 1. Traditional KPIs versus Carbon-Adjusted Leadership Metrics
Traditional Focus New Leadership Metric Why It Matters
Specific energy consumption Emissions intensity (kg CO2/t cement) Directly linked to future CCTS and CBAM costs
Kiln utilisation Carbon-adjusted contribution margin Reveals true value of incremental volume
Clinker factor Share of lower-carbon products sold (incl. LC3) Measures commercial success of the transition
Power cost per tonne Effective carbon cost per tonne sold Expose hidden liabilities
Absolute EBITDA Carbon-adjusted EBITDA + green premium Aligning profit with future market reality

LC3: Technical foundations and performance advantages
LC3 is a ternary blended cement that typically combines approximately 50 per cent clinker, 30 per cent calcined clay, 15 per cent limestone and 5 per cent gypsum (the classic LC3-50 formulation). The decisive technical advantage is that clay is calcined at 700–850 °C, far below the 1,450 °C required for clinker production. This lower temperature, together with the substantial reduction in clinker content, delivers CO2 reductions of 30–40 per cent relative to ordinary Portland cement (OPC).
Chemistry is synergistic. Calcined kaolinitic clay (metakaolin) reacts with calcium hydroxide from clinker hydration and with limestone to form additional C-A-S-H gel and carboaluminate phases. These phases densify the microstructure, reduce porosity and improve durability.
Field experience shows superior resistance to chloride ingress, sulphate attack and alkali–silica reaction. Early-age strength can match OPC with high-reactivity clays; later-age strengths routinely meet 42.5 and 52.5 grade requirements.
Importantly, LC3 does not require high-purity kaolin. Clays with 40 per cent or even lower kaolinite content can be activated successfully, expanding raw-material availability across India. Calcination can use adapted rotary kilns or dedicated flash calciners, making the technology compatible with existing plant infrastructure and far less capital-intensive than carbon capture.
Economic analyses show that LC3 can be produced at equal or lower cost than OPC in many locations because of reduced energy demand and cheaper clay. Life-cycle assessments consistently report 30–40 per cent lower embodied CO2 per tonne of cement.
Table 2. Comparative profile: OPC versus LC3-50
Parameter OPC LC3-50
Typical clinker content ~95 per cent ~50 per cent
CO2 emissions (relative) Baseline (≈0.85 t CO2/t cement process + fuel) 30–40 per cent lower
Clay calcination temperature Not applicable 700–850 °C
Key hydration products C-S-H, portlandite, ettringite C-A-S-H + carboaluminates
Chloride & sulphate resistance Good Superior
Production cost potential Baseline Equal or lower in most locations
Infrastructure compatibility Existing High (minor adaptations)

In India, commercial adoption has begun in earnest. JK Cement commenced the first commercial production of LC3 in the Indian subcontinent at its Mangrol plant in Rajasthan in 2025 under BIS standard IS 18189.
By early 2026, approximately 2,000 tonnes had been produced and sold, avoiding an estimated 500 tonnes of CO2. JK Lakshmi Cement followed with commercial launch of its Green PRO LC3 grade from the Jaykaypuram plant. As of mid-2026, two producers are supplying LC3 to the market. The first large-scale infrastructure application is the Noida International Airport (Jewar), where LC3 was used in the runway and a building complex, demonstrating full constructability and performance under demanding conditions. These early volumes are still small relative to national cement demand, but they mark the critical transition from pilot to commercial reality. Companies that scale capacity now will be positioned to capture both CCTS credits and emerging green-procurement demand.

Why the shift is accelerating
According to the World Bank’s State and Trends of Carbon Pricing 2026, direct carbon pricing now covers nearly 30 per cent of global greenhouse-gas emissions and generated more than US$107 billion in public revenue in 2025. The average global carbon price stands at approximately US$21 per tonne, although regional prices vary widely.
In Europe, the EU ETS price has traded near €80–85 per tonen in mid-2026. Free allocation for cement is being withdrawn in parallel with CBAM. European producers therefore face a clear signal: every tonne of avoided CO2 improves both compliance and competitiveness. Holcim has scaled calcined-clay production, including Europe’s first dedicated line at Saint-Pierre-la-Cour (France) and a second line in the Czech Republic (2026). Heidelberg Materials, Cementir (FUTURECEM) and others have commercialised low-clinker calcined-clay blends across multiple markets, showing that carbon-adjusted profitability is already reshaping capital allocation in the world’s most mature carbon market.India’s CCTS is now operational. Binding emission intensity targets apply to 186 cement facilities for FY 2025–26 and FY 2026–27. Average required reductions for integrated plants are modest (around 2.7 per cent by FY 2027), yet the direction is clear.
Trading of Carbon Credit Certificates is expected in the second half of 2026, with early prices likely in the `800–1,500 per tonne range. Plants that outperform targets can sell credits; those that underperform must buy them or face compensation. Cement is well positioned to be a net supplier of credits if clinker factor continues to fall through LC3 and other low-clinker systems.

Way forward for India
India starts from a strong baseline, world-class energy efficiency and a clinker factor already lower than the global average. The next competitive frontier is the deliberate reduction of process emissions through clinker substitution at scale. LC3 is uniquely suited to Indian conditions because suitable clays are widely distributed, the technology fits existing kiln and grinding infrastructure, and the resulting product can meet the performance demands of both infrastructure and building construction.
A practical national pathway contains five interlocking elements:

  1. Standards and acceptance: Accelerated finalisation and promotion of BIS specifications for calcined-clay and limestone–calcined-clay cements will remove a key barrier to commercial uptake. Alignment with European practice (EN 197-5) can facilitate knowledge transfer and export readiness.
  2. Supply-chain development: Investment in flash calcination capacity and systematic characterisation of regional clay deposits will secure reliable, low-cost feedstock. Existing rotary kilns can be adapted for initial volumes while dedicated calciners are built.
  3. Incentive alignment: Part of variable compensation for plant managers, sales teams and senior leadership should be linked to emissions intensity reduction and to the volume of lower-carbon products (including LC3) sold. Without this link, traditional volume and cost targets will continue to dominate behaviour.
  4. Product-level carbon accounting: Reliable measurement of emissions intensity at the individual cement grade level, supported by third-party verification where required, is essential for both CCTS compliance and credible green claims.
  5. Demand-side pull: Green public procurement policies that specify maximum embodied-carbon thresholds for major infrastructure projects will create a predictable market for LC3 and other low-carbon cements, accelerating scale and cost reduction.
    Companies that treat LC3 as a strategic product line rather than a niche offering will be better positioned to generate surplus Carbon Credit Certificates, capture any emerging green premium, and protect margins as carbon costs rise.

Organisational changes required
Technical capability alone is insufficient. Three organisational shifts are required.
Daily management: Emissions intensity must appear on the same daily and monthly dashboards as heat consumption, power consumption and utilization. Plant reviews should examine both conventional and carbon-adjusted results.
Incentives: A meaningful portion of bonuses for plant heads, technical teams and sales leadership should be tied to lower emissions intensity and successful commercialisation of LC3 and other low-carbon grades.
Commercial approach: Sales teams need clear volume and pricing targets for lower-carbon products, supported by technical service that helps customers specify and place the material correctly. Without commercial pull, excellent technical performance remains under-utilised.

Table 3. Three-stage roadmap to carbon-adjusted profitability
Time Horizon Priority Actions Expected Outcome
Next 12 months Add emissions intensity to plant dashboards; establish internal carbon price; initiate LC3 pilot production and customer trials Visibility and early organisational learning
12–24 months Revise incentive systems; scale LC3 and other low-carbon grades to key accounts; secure third-party verification capability People and sales aligned with carbon goals
24–36 months Embed carbon-adjusted metrics in board reporting and capital allocation; expand calcined-clay capacity Full system integration and competitive advantage

Questions senior leaders should ask
Boards can accelerate the transition by insisting on answers to a short list of questions:
• Is our carbon-adjusted profit improving, stable or declining relative to conventional EBITDA?
• Did recent volume growth improve or worsen our emissions intensity?
• What share of sales already comes from lower-carbon products, including LC3, and what is the trajectory?
• How exposed is our capital expenditure plan to rising carbon costs under CCTS and potential CBAM-related requirements?
• Do our incentive systems still reward only volume and cost, or have they been updated to include carbon performance?
Treating carbon with the same seriousness as energy cost or kiln utilization does not diminish operational excellence; it expands the definition of excellence to match the new competitive reality.

Looking ahead
By 2030 the gap between leading and lagging cement companies will not be decided by who records the lowest specific heat consumption. It will be decided by who delivers the strongest carbon-adjusted profits.
Absolute emissions may still rise as national production grows. That is not the issue. Companies that reduce intensity year after year and successfully sell cleaner products will pull ahead in both domestic and export markets. Those that do not will fall behind, even if their traditional efficiency numbers look strong.
Operational excellence built the Indian cement industry. It remains the foundation. It is no longer the complete picture. Carbon-adjusted profitability is the clearer measure of success.
LC3 is not a distant technology. It is available now. It cuts CO3 by 30–40 per cent, works with existing plants, and is already in commercial production in India. Companies that treat it as a strategic product, not a pilot, will protect their margins and generate tradable credits.
Leaders who act now will place carbon metrics on daily dashboards, link incentives to intensity reduction and LC3 sales, invest in calcined-clay capacity, and build commercial capability to sell lower-carbon products. They will shape the next chapter of the industry.

References

  1. World Bank. (2026). State and Trends of Carbon Pricing 2026. Washington, DC: World Bank Group.
  2. International Carbon Action Partnership (ICAP). (2026). India Carbon Credit Trading Scheme – Status and Coverage. Berlin: ICAP.
  3. Ministry of Environment, Forest and Climate Change / Bureau of Energy Efficiency. (2025). Greenhouse Gases Emission Intensity Target Rules, 2025. New Delhi: Government of India.
  4. Scrivener, K., Martirena, F., Bishnoi, S., & Maity, S. (2018). Calcined clay limestone cements (LC3). Cement and Concrete Research, 114, 49–56.
  5. RMI. (2024). The Business Case for LC3. Rocky Mountain Institute.
  6. European Commission. (2026). EU Emissions Trading System – Allowance Price Data and Free Allocation Phase-out Schedule. Brussels.
  7. Holcim. (2025–2026). Scaling Calcined Clay for Sustainable Building – Corporate Updates on European and Latin American Capacity. Zurich: Holcim Ltd.
  8. LC3 Project / EPFL. (2026). LC3 – A Guide to Best Practices for Scalable, Affordable and Sustainable Low-Carbon Building. Lausanne: École Polytechnique Fédérale de Lausanne.
  9. Business Today / Industry Reports. (2026). First Large-Scale LC3 Application at Noida International Airport, Jewar. New Delhi.
  10. NITI Aayog / Industry Analyses. (2026). Roadmap and Baseline Performance Indicators for the Indian Cement Sector. New Delhi.
  11. Springer / Innovative Infrastructure Solutions. (2026). LC3 Systems: A Review of Chemistry, Performance, Durability and Sustainability toward Market Adoption.
  12. Cementir Holding / Industry Sources. (2025–2026). FUTURECEM and Related Low-Clinker Technologies in Europe.
  13. Climate Risk Horizons & Independent Analyses. (2026). Assessment of Emission Intensity Targets under India’s CCTS for Cement and Other Hard-to-Abate Sectors.
  14. GCCA / TERI. (Various years). Decarbonization Roadmaps for the Indian Cement Industry.
  15. EN 197-5:2021. Cement – Part 5: Portland-composite cement CEM II/C-M and Composite cement CEM VI. European Committee for Standardization.

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Concrete

More Oversight Makes Cement Plants Less Safe

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Dijam Panigrahi makes a counterintuitive but data-backed argument that routing every sensor alert through human approval does not make cement plants safer.

India’s cement industry has spent the last two years wiring kilns, mills and coolers with sensors and automated control systems, and the safety case for doing so is strong on paper. Contract workers still make up the majority of the industry’s workforce, and fatal accidents remain a recurring problem. The Indian National Cement Workers Federation has noted that around 83 per cent of workers in the sector hold precarious positions, a fact that resurfaced after an oxygen cylinder explosion killed three contract workers at a plant in Chhattisgarh.
Industry tallies compiled by IndustriALL found cement plants recorded at least seventeen accidents in one year with 21 workers killed, and ten accidents the following year with nine killed, most of them contract staff. Automated monitoring, in theory, closes that gap. A sensor never gets complacent and never skips a check because a shift is short staffed.
However, plants that respond by routing every anomaly reading to a person for approval are quietly building a system that fails the same way understaffing does. When operators receive dozens of flagged deviations a shift, most of them minor, they learn a simple lesson: the fastest way through the queue is to approve without reading closely. The safety benefit disappears, not because the technology failed, but because the humans supervising it adapted to the volume.

Why alerts get ignored
A study cited by manufacturing technology publisher Applied SmartFactory found more than 95 per cent of alarms in a semiconductor fab were low priority, and only about 4 per cent ever triggered an action, with just 100 out of 5,000 alarms accounting for 70 per cent of all alarm activity. The mechanism is the same whether the trigger is a vibration sensor or an AI model flagging a kiln temperature swing. Once the ratio of noise to signal crosses a threshold, workers stop treating the system as a decision aid and start treating it as a formality to clear.
The scale of AI deployment underway makes this more than a theoretical risk. Stanford’s 2026 AI Index Report found organisational adoption of AI has reached 88 per cent, even as documented AI incidents rose to 362 in 2025, up sharply from 233 the year before, according to analysis of the report. The Index also found only about a third of organisations have adopted a formal governance framework, with NIST’s AI Risk Management Framework cited by 33 per cent and ISO/IEC 42001 cited by 36 per cent.
Most manufacturers are deploying monitoring systems faster than they are building the judgment for when a flagged event actually needs a person’s attention. In India, plants run by JK Cement have begun pairing CCTV feeds with AI to define safe zones around heavy machinery, a promising direction that still depends on operators trusting and reading the alerts the system generates.

A three-tier model for cement plant
The fix is not less monitoring or more monitoring. It is classifying decisions by risk and by novelty, rather than treating human oversight as a single switch that is either on or off. A workable model sorts factory floor events into three tiers.
The first tier, proceed, covers deviations the plant has seen before that fall within known safe bounds, such as a kiln feed rate adjustment within an established range. These should run without a stop for approval, because routing them to a person only trains that person to click through.
The second tier, pause, covers events that are unusual but not yet dangerous, such as a vibration reading trending toward a limit or a fuel blend shifting outside its typical mix. These warrant a brief human check before the system proceeds, giving an operator the chance to apply judgment the model does not yet have.
The third tier, escalate, covers events that are both high risk and unfamiliar, such as a pressure reading combined with a temperature spike that has no close precedent in the plant’s history. These should stop the process entirely and require a decision from someone with the authority to shut down a line.

Who should set the threshold
Where these tiers get drawn matters as much as the framework itself. Threshold setting is frequently handed to the vendor supplying the monitoring software or to a plant’s IT department, both of which understand the technology but not the specific tolerances of a given kiln, mill or line. Operations staff, who know that a particular grinding unit runs hotter under monsoon humidity or that a calciner behaves differently after a refractory reline, are better positioned to calibrate what counts as routine on their own equipment.
Handing threshold ownership to operations does not remove IT or vendors from the process, but it puts the calibration decision closest to the people who live with its consequences on the floor.

Signals that oversight is actually working
A few concrete indicators reveal whether a monitoring setup is functioning as intended or simply providing the appearance of safety. The escalation rate over time is the first: a rate that stays flat or climbs slowly as operations mature is healthy, while one that spikes and then falls sharply often means operators have started overriding the system rather than engaging with it. Time to resolution is the second: escalations that take progressively longer to close suggest fatigue or confusion about ownership, not diligence. The third, and most telling, is how accurate the system’s own uncertainty estimates turn out to be, meaning whether events flagged as high risk actually correlated with real incidents, and whether events waved through stayed incident free. A system whose escalations do not track with actual outcomes trains operators toward the same complacency that unmonitored equipment produces.
None of this argues against automation in Indian cement manufacturing, where a labor structure built on contract work and a track record of serious accidents make better monitoring an urgent need. It argues for treating human oversight as a design problem with three distinct settings, rather than a single
dial turned up whenever a plant wants to look safer on paper.

About the author:
Dijam Panigrahi, Co-founder and COO, GridRaster, is a spatial computing platform for industrial enterprises and manufacturers.

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