Kalmar - Cargotec

Kalmar
Customer magazine 1/2013
Global
www.kalmarglobal.com
Taking
a whole
new step
forward
Gloria is Kalmar’s
most productive
reachstacker to date
Contents
Port authorities
and terminal
operators are
considering the
infrastructure
investment
requirements
for the New
Panamax era.”
10
14
18
30
Port 2060
Join the discussion
Kalmar’s Port 2060 innovation and interaction
forum has been relaunched with a brand new
look and functions, including news feeds.
Blog topics include automation, sustainability,
technology, safety and lifetime value. The editors
are Kalmar’s experts and guests who all have a
vision of the port of the future.
kalmarglobal.com/port2060
57*HOHFWULĺFDWLRQ
is becoming more
and more popular.
Keep in touch with us
Editorial
04
Test driver Johan Mårtensson is impressed
by the new Gloria reachstacker
05
Kalmar Care makes sure your business
never stops
06
Gloria sets the bar high in ergonomics
and driver adaptability
10
Will the Panama Canal expansion
remodel maritime trade routes?
14
The Port of Tauranga expands with
a little help from Kalmar straddle carriers
18
Transnet Port Terminals opts for a
comprehensive service contract
22
Malta Freeport goes live with
Kalmar SmartPath
24
Kalmar DCG forklifts offer a better
working environment
27
Introducing a new and improved
forklift truck
28
30
32
34
News from around the world
57*HOHFWULĺFDWLRQVWHSE\VWHS
Unparalleled heritage in straddle carriers
Testing a fully automated container
handling system
Kalmar Global is Kalmar’s customer magazine with a
distribution of approximately 14,000 copies. Publisher:
Kalmar, part of Cargotec, Porkkalankatu 5, FI-00180
Helsinki, Finland. Editor-in-chief: Maija Eklöf
(maija.eklof@cargotec.com) Managing Editor:
Sirpa Marttila Editorial Board: Nicola Anderson,
Karri Keskinen, Minna Kilponen, Robbert Lohmann,
David Malmström, Annelies Nentjes, Cecilia Lo Greco
Laustsen, Shushu Zhang Layout and production:
Zeeland. Cover: Andrew Clelland Photography Printed
by PunaMusta. The opinions expressed by the authors or
individuals interviewed do not necessarily represent the
views of Kalmar.
Kalmar offers the widest range of cargo
handling solutions and services to ports,
terminals, distribution centres and to
heavy industry. Kalmar is the industry
forerunner in terminal automation and in
energy efficient container handling, with one in four
container movements around the globe being handled
by a Kalmar solution. Through its extensive product
portfolio, global service network and ability to enable
a seamless integration of different terminal processes,
Kalmar improves the efficiency of every move. Kalmar
is part of Cargotec.
We are Kalmar
We at Kalmar have been on a long and exciting journey
to arrive where we are today. Our foundations lie
deep in the roots of Finnish and Swedish engineering
expertise, yet we are made up of many great businesses
that have all contributed to the knowledge and expertise
that have got us to this point.
Innovation has always been at the heart of our business:
we developed the first industrial straddle carrier in the
1940s, and the first RoRo tractor in the 1970s. To meet
the need for more efficient container handling, Kalmar
commercialised the first generation of reachstackers
in the 1980s, and a decade later, introduced the first
container handler for rough terrain operations. Our
first steps in terminal automation were taken more
than 20 years ago.
Today, we have a single focus for our customers,
and that is to help our customers to improve their
productivity. That is the reason we exist and that is
what we strive for in everything we do. Our new Gloria
reachstacker (pages 6–8) has been designed by taking
productivity targets into account in all possible aspects.
With Gloria, Kalmar is taking a major step forward in
setting new industry standards. Efficient machinery
is increasingly supported by enhanced automation
and integration solutions
to get the productivity
improvements needed in
today’s container handling
business. This is where
we can offer the most
comprehensive portfolio
in the industry.
From the beginning of 2013, our entire business is
called Kalmar again. We are now starting a new phase
in our journey, which will be marked by other great
innovations, and even more open and continuous
dialogue with our customers, partners and colleagues,
using new technologies and channels. We are inviting
all of you to enjoy our renewed customer magazine,
Kalmar Global, and to join the discussion at our
Port 2060 innovation platform, as well as in social media.
Olli Isotalo
President, Kalmar
Driver
Gloria
put to
the test
text RISTO PAK ARINEN photo ANDREW CLELL AND PHOTOGRAPHY
Driving a reachstacker
that weighs 80 tonnes
and can carry a
45-tonne load might
seem a daunting task.
But not for a test driver.
“I’ve been doing this for seven years and as with
everything, you get used to things. I don’t think it’s
that special anymore. Of course, driving around with
a 125-tonne load is nothing to play with,” says Johan
Mårtensson, a test driving veteran, one of some dozen
test drivers who try out new products to see how they
perform in real situations.
“For me, it’s a fun break from the routine,” says
Mårtensson.
Mårtensson tested Gloria, the new generation G
reachstacker, which features a completely redesigned
cabin. He is impressed with the results achieved.
“Everything is different. The driver can adjust the
steering wheel sideways as well, the steering and the
control panels are electrically adjustable, and the new
joystick is really good,” says Mårtensson. Kalmar has
patented the new steering wheel tilt. Mårtensson also
says that the drivers’ arm movements were measured
and calculated at the Chalmers University of Technology
in Gothenburg, Sweden, to make sure the joystick was
just right.
“Compared to cabins in the past, air conditioning is
now standard, and there are more glass surfaces so the
driver has better visibility,” says Mårtensson.
An open mind is a prerequisite for a test driver who,
besides testing the prototypes under actual working
conditions, runs specified tests on them. Everything
is recorded into a protocol, and if Mårtensson or his
colleagues find something that needs to be rethought,
the vehicle goes back to the building department, which
will then decide how to proceed.
Even the best products and the biggest market hits
can still be made better. There are things that can be
done better, new technologies that open new doors and
new ways of doing things. The development continues.
Meet Gloria on page 6.
Making sure your
business never stops
Kimmo Kallioniemi, Vice President of Kalmar Service
Operations, explains why your business never stops
with Kalmar’s global service care.
Why should customers choose an external
partner for their maintenance operations?
Assigning the job to an external expert is a logical way
to optimise your production capacity. This also enables a
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a new terminal or factory, your commercial operation is
up and running fast.
Why choose the Kalmar Care maintenance
contract?
We have unique expertise, a trusted reputation and a
solid spare parts supply chain. Thanks to our global
coverage and long experience, we’re in a completely
GLIIHUHQWOHDJXHIURPRWKHULQGXVWU\SOD\HUVRULQKRXVH
maintenance teams. We are committed to improving
your productivity.
What do you mean by “unique” expertise?
Kalmar has a long heritage in this industry, so no matter
what type or brand of equipment you own, we have
the best knowledge and experience to optimise the
DYDLODELOLW\RI\RXUHQWLUHĻHHW:HNQRZDQGXQGHUVWDQG
your business, and we have a pool of technicians we can
bring in if needed. The smooth running of your equipment
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:KDWRWKHUEHQHĺWVDUHWKHUH"
Lower costs, sales growth, competence development,
risk management, business sustainability, asset
optimisation – you can focus on the drivers of your
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surprises. You get total business predictability.
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customer?
Yes, we accommodate individual needs by offering
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maintenance to a completely outsourced solution
including managerial services. The key is to
understand the customer’s business needs and offer
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How do
you ensure
consistent
performance
globally?
We adhere to
centrally controlled
best practices. We
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global knowledge
base and deliver
uniform quality by
educating our staff
through Kalmar
Training Academy
programmes.
We trust
in Kalmar to
provide optimum
production
capacity when
we need it.”
STIG WAHLSTEDT, CEO,
GÄVLE CONTAINER TERMINAL
MORE ON GÄVLE CONTAINER
TERMINAL’S EXPERIENCES
ABOUT KALMAR CARE AT
WWW.KALMARGLOBAL.COM
text SILJA KUDEL
Kalmar Care – Maintenance contract types
Kalmar
Support
Care
Kalmar
Essential
Care
Kalmar
Complete
Care
Kalmar
Optimal
Care
We support your
maintenance
process on
demand
We perform your
agreed maintenance
tasks proactively
We meet your
complete
maintenance
requirements
We optimise
your business
performance
KALMAR GLOBAL
5
6
Photomontage from photos by ANDREW CLELL AND and NICK SOUZA
KALMAR GLOBAL
They call
me
text PONTUS JOHANSSON
photo K ALMAR
Gloria
Kalmar’s new reachstacker
sets the bar high in
ergonomics and driver
adaptability.
W
ith the roll-out of its newest reachstacker called
Gloria, Kalmar is taking a whole new step
forward and setting a new industry standard in
ergonomics and driver usability.
In development for a year and a half, this fifth generation
model is an important new product in the relaunch of the Kalmar
brand. Mikael Persson, Vice President, Reachstackers and Empty
Container Handlers at Kalmar, who is responsible for the development of Gloria, says that reachstackers are the hallmark of the
Kalmar brand.
Persson says, “The reachstacker is probably the most popular
product we’ve got, and we are unrivalled in this field. The prior
generation was launched in 2002 and has been a very successful
product, but the time had come to develop a new one. The cabin
for the machine from 2002, Spirit Delta, was a giant step for
reachstackers, but with the new one we’ve taken a real leap.”
According to Persson, market surveys show that Kalmar’s
biggest competitor in cabins is the generation prior to Gloria, which
underscores Kalmar’s dominance in this market. “But we can’t look
back. The focus is on the future, our goal is always to improve the
machines.”
A focus on performance and driver adaptability
With the new Gloria reachstacker, Kalmar has paid particular
attention to overall performance with improved ergonomics,
functionality, and driver adaptability.
KALMAR GLOBAL
7
Responding
to customer
feedback
KALMAR GLOBAL
KENNETH HELGESSON is a
reachstacker veteran who has
been with the company since
1964. He developed one of the
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and then became head of development. Now senior advisor at
Kalmar, Helgesson is affectionately known as Mr. Reachstacker
– and for good reason.
Helgesson has never lost his passion
for his work nor his desire to continue
to improve and develop the machines.
“I’ve never been a career driven guy. My
instincts have always been to develop
the products,
UHĺQHWKH
technical details
and make the
machines easier
for the drivers to
use. That’s what
I focus on.”
In some ways,
I feel like a father
to Kalmar’s
reachstackers.”
Persson says that many of
the changes came about
in response to customer
feedback.
“The input we get is always
helpful in developing a new machine. This
time around there were lots of questions
about visibility in the cabin, so we
improved it.”
The first prototype for Gloria was
driver tested and the feedback was
positive. “Immediately upon sitting down
in the cabin, any doubts disappeared. You
quickly understood how everything is
linked and you got a feel for the machine
right away. It’s almost like Gloria doesn’t
need an instruction manual,” says Persson.
“Most of what we do in our
development of the machines is to make
them more adaptable to the needs of the
drivers,” says Persson. “When operating a
reachstacker, it is all about the feeling you
get driving it.”
Kalmar has patented some of the
designs that the company feels are
especially excellent, for example, the new
steering wheel attachment and the pedals.
8
Mr. Reachstacker
He says that the process of developing
reachstackers has changed a lot in the
\HDUVVLQFHWKHĺUVWRQHLQDQGKLV
acquired expertise is very important to
the process. “The experience with earlier
designs is always valuable to the new
machines. You build new reachstackers
Kenneth Helgesson
has been developing
Kalmar’s reachstackers
VLQFHWKHV
to meet the customers’ demands,
and you listen to their questions and
comments and then use them to make
improvements. The market is also a
IDFWRULQEXLOGLQJPDFKLQHVWKDWĺW
the current work environment,” says
Helgesson.
Helgesson joined the Gloria project early
on and thinks that, without a doubt,
Gloria is Kalmar’s best reachstacker
yet. “This is a whole new step for
reachstackers. It’s just like new car
models – a lot of new details are changed
or added to the basics, and then it
becomes a new product. Gloria is more
functional, manoeuvrable, driver-friendly
and easy to understand. This machine
gets the job done,” Helgesson enthuses.
Gloria is Helgesson’s last reachstacker
project with Kalmar. He is cutting
back on his workload and says he will
probably retire at the end of the year.
“It feels great that I’ve been involved
in the development of Gloria. In some
ways, I feel like a father to Kalmar’s
reachstackers. When we started to
develop this kind of machine, we
ZHUHWKHĺUVW,WKDVEHHQDJUHDW
journey to make it better and to see its
possibilities,” he says.
ANDREW CLELL AND PHOTOGRAPHY
The biggest improvements in Gloria
are in the cabin – the new ergonomic
solutions and greater driver visibility
are key changes. The machine is highly
adaptable to the driver, which was a very
important factor for the design team.
Other upgrades are a more responsive
joystick, new steering wheel attachment,
and new pedals, improved handling and
ease of driving and faster lifting speed.
The electric system is new and marks a
significant advance in efficient design
solutions – it will be installed in all of
Kalmar’s future machines, which will
make servicing and technical support
much more effective. Persson says, “The
interface for all of our counterbalance
machines will be pretty much the
same, which is a big advantage for the
customers.”
Features
Pages 10–26
Truck driver Michael
Dahlberg is happy
with his Kalmar
DCG forklift.
24
18
Ngqura is setting the benchmark
for port productivity in Africa.
22
Port of
Tauranga
14
prepares for
the future.
Kalmar SmartPort boosts
HIĺFLHQF\DW0DOWD)UHHSRUW
24 34
22
10
18
14
KALMAR GLOBAL
9
I think the growth in
tonnage through the
Panama Canal from
containers will be
way below what was
projected.”
text WIF STENGER photos SHUT TERSTOCK
Ready for the
New Panamax?
Next year marks the 100th anniversary of the
opening of the Panama Canal. The birthday
was to be celebrated with a massive expansion,
reshaping world trade routes and shipping. But
the Canal’s huge third lane won’t open until 2015
– and may not have such a big impact after all.
F
or a century, the Panama Canal has spared ships vast amounts of time, fuel and danger by
offering a shortcut through the narrowest point of the Americas. In recent years, though, the
canal has reached its carrying capacity, and today more and more ships are simply too big to
fit through its narrow locks.
The new third set of locks, accompanied by deeper waterways, will allow much larger ships to pass.
Panama hopes its four billion euro investment will pay off in the future with higher fees and a position
as South America’s transport hub.
The investment means that maximum cargo capacity of the canal will grow from the current 5,000
TEU to 13,000 TEU, with 19 containers across the deck.
No dramatic changes
The bigger canal
will facilitate
movement from
South America
to Asia and from
Asia to Africa.
However, two North American experts downplay the impact the
enlargement of the Panama Canal will have on maritime trade. They
point out there are doubts due to changing drivers behind global trade
and Panama’s higher fees, which together are opening opportunities
to get containers to their destinations in alternative ways. In short, it
remains unclear how the world’s shipping routes will change post2015.
“I don’t expect dramatic changes, at least in the short and medium
terms,” says Jean-Paul Rodrigue, a Canadian-born Professor of Global
Studies and Geography at Hofstra University in New York.
“The expansion will bring some capacity and cost changes, but these
have to be looked at along with other, more significant trade forces.
These include the price of labour and raw materials, global demand,
outsourcing, offshoring and free trade agreements. I expect general
macroeconomic factors to be more significant than the expansion of
the Canal,” he says.
“Diversion of shipping due to the expansion is not likely to be
as strong as has been discussed,” agrees John C. Martin, President
KALMAR GLOBAL
11
US needs terminal
automation
“When you’re looking at a 10,000 TEU ship, you’ve
got to turn it around quickly – and that means
you need a highly automated terminal,” says port
consultant John C. Martin.
The US, he warns, is far behind any other developed
FRXQWU\LQDXWRPDWHGFRQWDLQHUWUDIĺFZLWKqYHU\
poor density utilisation of terminals landside.”
Automated terminals are springing up, such as the
MOL TraPac terminal in Los Angeles/Long Beach
and the Global Terminals in New York and New
Jersey, with the APM Terminal in Portsmouth, Virginia
“automation-ready.”
“This is the wave of the future,” says Martin. “The
terminal side is absolutely critical. That means crane
capacity, an outreach capacity with a width of 24–26
containers, and an incredibly effective terminal
behind that.”
Among the best automated terminals, he cites
Rotterdam, Antwerp, Singapore, Shanghai and
several new terminals being developed in South
East Asia. “I don’t know anyone outside the US who
would invest in a new terminal that’s not automated
now,” adds Martin.
Experts foresee
a growth in
transhipment
activities around
Panama and the
Caribbean.
of Martin Associates, a Pennsylvania-based maritime and
transportation consultancy. “I think the growth in tonnage
through the Panama Canal from containers will be way below
what was projected, particularly from the US.”
By the time the decision was made to enlarge the Canal in 2007,
the factors that contributed to the growth in water services were
already in place. Martin notes that US railroads and West Coast
ports are “not going to sit down and let the Panama Canal take
their business.”
“The changes in transport costs could enable East Coast ports
to gain a market share in the hinterland, though we shouldn’t
expect West Coast ports and rail operators to remain idle,” says
Rodrigue.
Asian cargo is now typically unloaded at US West Coast ports
and sent by rail inland and to the East Coast. In future, goods
from Asia and the West Coast of Latin America may be shipped
to the Panama Canal, stopping at its Pacific end to unload cargo
for transshipment up to the US West Coast – and then continuing
through the Canal to unload the rest of the cargo at US East Coast
ports.
Hub-and-spoke
Indeed, both experts foresee a growth in transhipment activities
around Panama and the Caribbean, accompanied by huband-spoke feeder services. Rodrigue expects the expansion to
encourage circum-equatorial routes using high capacity New
Panamax containerships of 8,000–12,000 TEU.
“This high-frequency ‘conveyor belt’ could support a significant
share of global East-West freight movements in a cost-effective
way,” he suggests. “North-South connections, including to the US
East Coast, are likely to be serviced through feeder services.”
The expansion will also give shipping companies opportunities
to establish additional Pacific–Atlantic all water routes as well as
the use of transhipment hubs in Panama and the Caribbean. These
beefed-up logistics centres on Panama’s Pacific and Atlantic sides
could intercept some traffic that might have gone through the
canal.
As Rodrigue sees it, “Feeder services to and from these
Caribbean transhipment hubs are more likely to call at East Coast
ports. It’s difficult to see to what extent the expansion will bring
additional volumes to East Coast ports. As far as West Coast ports
are concerned, I anticipate a minimal impact from the expansion
– if any.”
Bulking up
While the focus has been on containers, Martin believes the
biggest impact will be on the liquid and dry bulk trade: grains, coal
and ore, as well as chemicals and petrochemicals. “For instance,
12
KALMAR GLOBAL
I don’t know anyone
outside the US who
would invest in a new
terminal that’s not
automated now.”
if we can get the drought situation under
control in the US, we can ship grain to
Asia, and from the Pacific northwest to the
Mideast,” he suggests.
Rodrigue, too, expects the bigger canal
to provide better economies of scale for
transporting coal, iron ore, oil and grain.
The canal will be useful for movements
from South America to Asia, and from Asia to Africa, where the
Chinese are investing heavily in minerals and bulk resources.
“There may be coal going from Brazil and Colombia to Asia as
well,” adds Martin. “These have been ignored commodities, but
they’ll have a greater potential growth market to feed the Chinese
economy.”
Ports expanding
Across the region, port authorities and terminal operators are
considering the infrastructure investment requirements for the
New Panamax era. This involves equipment, such as, cranes,
expanded berths and terminal areas as well as dredging.
“For instance, many East Coast ports are embarking on
dredging and infrastructure investments. In many cases, this
involves high risk as traffic expectations may not materialise,”
warns Rodrigue.
“Let’s face it, investors are not going to invest in terminals with
less than 12 metres of water,” says Martin. “The US Army Corps
of Engineers has to decide which channels will be deepened.
Unfortunately, it does so through an archaic bureaucratic system
that can take up to 18–20 years. And there’s no funding for
infrastructure projects in the port sector right now.”
At present on the US East Coast, only Baltimore and Norfolk
are ready to handle the big New Panamax ships, with Miami soon
to follow. New York, meanwhile, must raise part of the Bayonne
Bridge 20 metres to accommodate the big ships, a project that
could cost one billion dollars.
“However, ports in Central America are really gearing up, for
instance, the APM terminal in Moin, Costa Rica,” says Martin.
“They’re focusing on refrigerated cargo for now, but that may
expand.”
The investment in the Moin terminal indicates confidence in
linking the West Coast of South America to the US East Coast
and Europe.
Martin sees a few other wild cards in the deck. “On top of
all that, there are potentially competing Central American rail
developments. And another big factor will be the impact on tolls,”
says Martin. “How much will Panama have to raise tolls? That’s a
critical issue.”
Just as important to all of this is the growth in new supply
sources in South East Asia, he argues.
“For major terminal operators and
ocean carriers, clearly the Suez is
where the action will be for containers
because of its proximity to Vietnam,
India and Cambodia, which are
growing quickly as consumer goods
producers.”
The new workhorse ships will be 6,500–9,000 TEU and are
already being deployed through the Suez. Some 43 percent of all
container ships on the order books are over 8,000 TEU.
“But let’s be realistic,” adds Martin. “The Panama Canal is not
causing shipbuilders to build bigger ships. It’s the economies of
scale. It’s all about delivered-logistics prices; that’s where the cargo
will go, period. They can reduce their operating costs per tonne
significantly by building fewer, bigger ships. The bottom line is, it’s
all about costs.”
Cranes for Caracas
Some 1,500 km east of the Panama Canal, Kalmar is
helping to develop one of Venezuela’s main ports by
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13
Vision
Port of Tauranga
invests in productivity
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14
KALMAR GLOBAL
T
he Port of Tauranga is situated in the Bay of Plenty on the
eastern coast of New Zealand’s North Island and serves as a
major gateway to international markets. The Port was joint
winner of the 2004 Australasian Port of the Year Award.
Being so close to the Waikato region, one the biggest dairy farming
regions in the world, dairy products are naturally one the main
export products shipped from the port. Other exports include timber
products and fresh fruit. The Port also operates a dedicated rail service
to Tauranga from markets in Auckland through Metroport Auckland,
the country’s first inland port facility.
Kalmar from the outset
Sulphur Point, on the western side of the port, was opened in 1992. It
is the main commercial terminal and Kalmar has been there from the
start. According to Martyn McColgan, Manager Terminal Operations
for the Port of Tauranga, Sulphur Point started out with ten straddle
carriers. Seven of the original straddles are still running. The original
machines were second hand carriers purchased from Hong Kong.
Rick Cook, Sales Manager for Kalmar Port Cranes in Australia and
New Zealand, says Kalmar delivered the first three new straddles to the
Port of Tauranga in 2000. “Our relationship with the Port of Tauranga
started even before this with our assistance to the port during the
planning stage.”
The Port of Tauranga opted for straddle carriers because of their
efficiency in handling containers. “The straddle carrier can be used for
loading road trucks and rail
wagons and for transporting
containers to and from the
quay cranes. This reduces
labour costs,” Cook explains.
Being able to handle
more containers means
less time spent on each
shipment, which, in the end,
means more shipments can
be moved.
KALMAR GLOBAL
15
0RUHOLIWOHVVPDLQWHQDQFH
The Port of Tauranga now uses a total of 26 Kalmar straddles.
Although the original straddles were designed for a 40-tonne lifting
capacity, they have since been upgraded to a capacity of 50 tonnes.
The Port of Tauranga is also gradually switching over to dieselelectric straddles.
They started with
hydro-dynamic drives
– engine and gearbox
drives. “Since those
early days there has
been tremendous
improvements in electric
drives. That enabled us to
build straddles with more efficient drives while being much more
environmentally-friendly,” says Cook.
McColgan, from the Port, echoes his sentiments. “Diesel-electric
carriers provide the efficiency of twin lifting capability. That means
each straddle can pick up two containers instead of just one, which
obviously leads to much quicker vessel turnaround times.”
The benefits of diesel-electric straddles don’t stop there. They
require less maintenance, and when they do, there are fewer
moving parts, which makes economic sense.
The environmental impact of diesel-electric straddles, or the
lack of, is ideally suited to New Zealand, a country that prides itself
on being environmentally responsible. “No hydraulics results in
less pollution in the sea,” says Cook.
Diesel-electrics also release less carbon into the atmosphere and
produce less noise.
The existing Kalmar
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In The Question of Bigger Ships, published in August 2010, The New
Zealand Shippers’ Council (NZSC) said, “Whilst New Zealand will
continue to receive shipping services, if New Zealand’s ports are
Kalmar in New Zealand
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not bigger ships capable within five years, there is a risk services
could become ‘boutique’ in nature, where only relatively small and
old vessels (by international standards) with a higher operating cost
per container can be accommodated by the ports.”
The Port of Tauranga took up the challenge. On 5 March 2013
the port received final approval from the Minister of Conservation
to widen and deepen shipping channels so the port can
accommodate bigger ships.
In a statement issued on 5 March, Port of Tauranga Chief
Executive Mark Cairns said, “Larger ships, both containerised
and bulk, have relatively higher fuel efficiency (and are therefore
more carbon efficient) with lower operating costs per unit. This
will enhance the competitiveness of New Zealand exporters and
provide lower costs for importers.”
The port will dredge the shipping channel to widen and deepen
it from 12.9 metres to 16.0 metres at low tides. That will allow the
harbour to accommodate ships of up to 347 metres long with a
draught of 14.5 metres.
Currently, the harbour can accommodate ships that carry about
4,500 TEU (twenty foot equivalent containers). The first stage of
dredging will give access to ships with a capacity of 5,000 to 6,000
TEU. The second dredging project will increase that to ships with a
carrying capacity of 8,200 TEU. It will also allow larger bulk cargo
and cruise ships to enter the harbour.
The Kalmar straddles are workhorses. McColgan says, “In 2011
we handled around 360,000 containers, but increased productivity
to the point where we will handle more than 600,000 containers by
the end of 2013.”
According to the NZSC, the real value to New Zealand of bigger
ships trading on the South East Asia routes could be up to NZ $338
million per year from 2015–16 and it has the potential to increase
to NZ $391 million per year by 2020. The NZSC says, “These
estimates are direct benefits only, and exclude the significant
flow-on benefits to the rest of the economy due to the economic
multiplier effect.”
The introduction of bigger ships to New Zealand could also
reduce the carbon footprint of shipping exports and imports by
approximately 31 percent.
Kalmar straddles ease in seamlessly
The Port of Tauranga officially opened a major expansion of its
container terminals on 4 April 2013. The port now has over 1,600
reefer points and a 770-metre berth. The port also added a second
rail apron. “The additional rail apron allows us to load two freight
trains at the same time, improving our efficiency, train turn time
and train schedule integrity,” says McColgan.
The additional Kalmar straddles commissioned this year
increased the existing Kalmar pool to 26. “A benefit of using
Kalmar straddles is the ease of integration into our existing
equipment pool,” McColgan says.
In November 2011 the Port of Tauranga had a sudden and
significant increase in container volume due to industrial action
at the Ports of Auckland. “The existing Kalmar fleet were required
to step up accordingly with regard to workload and responded
extremely well to the increased work demand,” he says.
The Port of Tauranga also switched over to N4, the new
generation terminal operating system from Navis, a Cargotec
company. “We did this, as with the expansions, to future proof
ourselves,” says McColgan.
He says that currently the Port of Tauranga only uses about
20–25 percent of the N4 capabilities and about 15–20 percent of
the process is automated. “We set ourselves up for automation and
electronic information management in the future, so the process
will be automated from receipt of the container to invoicing at the
end. That will require a collaborative approach from everybody in
the industry, including exporters, importers, shipping companies
and border security.”
Kalmar Vice President, Horizontal Transportation, Tero Kokko,
says Kalmar is in a unique position to help the Port of Tauranga
achieve its goals. “We are the only supplier who offers a complete
solution when it comes to terminal automation and handling
containers.”
KALMAR GLOBAL
17
text ED RICHARDSON photos ROB DUKER
Ensuring
productivity
in Africa’s
newest port
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hen Ngqura, Africa’s newest and
most modern deepwater port,
opened for commercial operations
on 13 October 2009, Kalmar was
there. Not only was Kalmar equipment used to
handle the containers for the MSC Catania, but
Kalmar technicians were on hand to ensure that the
equipment was properly prepared and maintained.
A Kalmar team has been on site ever since
as part of a full labour supply maintenance
contract which covers both Kalmar equipment
and equipment from other suppliers, says Anton
Burchell, Managing Director South Africa, Kalmar.
“With Kalmar providing the professional service,
skills and people, Transnet Port Terminals was able
to focus on its core customer business. We believe
that this has contributed to the success of Ngqura,”
he says. The maintenance contract covers RTGs,
reachstackers, empty container handlers, haulers
and trailers.
The port – currently Africa’s deepest container
terminal – serves as a Southern African hub for
cargo bound for South Africa, the rest of the
18
KALMAR GLOBAL
African continent, and south-south traffic. It is
setting the benchmark for productivity on the
continent, says Siya Mhlaluka, General Manager
of the Transnet Port Terminals’ Eastern Cape
Region. Volumes continue to grow, doubling over
the past year. “Ngqura has consistently been the
number one port in sub-Saharan Africa virtually
since it started commercial
operations. Our team is the
first on the continent to reach
32 moves per gross crane hour
(GCH),” he says.
So successful is the port
that two new container
berths were opened less
than four years after Ngqura
commenced operations and
capacity has risen from 800,000 to two million
TEU (twenty-foot equivalent units) a year. The 16m
deep berths each have a 300m long quayside, which
enables the terminal to handle four container ships
of up to 11,000 TEU at any one time. Ngqura has
ISO14001 and OSHAS 18001 accreditation.
Our team is
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1
3
2
4
We can plan
ahead to ensure
that the necessary
equipment, spares,
supplies and people
are available when
needed to minimise
downtime during
maintenance.”
1
Supervisor Russell Williams (left) and Chris Bezuidenhout greasing
the ropes.
3 Kalmar equipment in the Port of Ngqura.
2
Davlan Statoe (left) and Conrad Marais in the workshop.
4
All 22 of the Kalmar Ngqura straddle carriers are linked to TPT’s
SAP Plant Maintenance programme.
KALMAR GLOBAL
19
Mhlaluka says that Kalmar has been
part of the family since the start and has
contributed to the success of the port. “It is
very exciting to see this growth in Ngqura
volumes, and Kalmar has proved to be a
good business partner.”
TPT decided to outsource the labour
for maintenance at the opening of Ngqura
in line with its maintenance strategy.
It is very exciting to
see this growth in
Ngqura volumes,
and Kalmar has
proved to be a
good partner.
“When opening the new port Transnet
weighed up factors such as readiness, skills,
warranty management, time to set up and
cost. It was decided that it was important
to partner with the OEM (original
equipment manufacturer) to support our
asset management strategy. Maintenance
is one of the pillars supporting operations,
and having skills supplied by a third party
on a contract basis ensured consistency. As
the contractor is responsible for first line
people management, TPT was given more
time to execute the operations plan and set
the strategic direction,” he says.
The Kalmar team has ensured that
it consistently exceeds the target of
98.6 percent availability of the fleet
that it maintains. “This is measured
scientifically. Both the client and Kalmar
monitor the availability of every single
piece of equipment on a daily basis. The
monitoring system is integrated into TPT’s
SAP Business Management system. We
also have regular meetings with the client
to identify and solve any problems that
arise. This way we have allowed TPT to
20
KALMAR GLOBAL
focus on moving containers and to provide
a professional and efficient service to their
customers,” says Burchell.
Harsh conditions
Ngqura’s systems were put to the test on
8 July 2012 with the arrival of the largest
vessel to call at a South African port, the
364-metre long MSC Sola. A record 1,872
containers was offloaded and 3,536 loaded,
making a total shipment of 5,408 units.
Kalmar’s 34-strong team of technicians
and maintenance specialists ensured that
the ground support was in place. The
team works two shifts a day, seven days a
week. Maintenance of the straddle carriers
and other large equipment is carried
out from a workshop on the deck in the
container terminal itself. Operations are
not interrupted while the equipment is in
maintenance. Other equipment which can
be driven off site is serviced in workshops
that overlook the container terminal.
One of the challenges facing the Eastern
Cape team – and which demands constant
innovation and flexibility – is the often
harsh weather conditions in the port of
Ngqura. As with most seaports it is subject
to extremes, with maintenance having
to be carried out in wind, rain and harsh
sunlight when the ground temperature
in the container terminal can reach 40
degrees Celsius.
All 22 of the Kalmar Ngqura straddle
carriers are linked to TPT’s SAP Plant
Maintenance (SAP PM) Programme. The
system allows the Kalmar maintenance
team to predict the pending maintenance
and service requirements of each machine.
“This means we can plan ahead to ensure
that the necessary equipment, spares,
supplies and people are available when
needed in order to minimise down time
during maintenance,” says Burchell.
So successful is the maintenance
contract that Burchell believes the model
can be applied elsewhere, and not just in
the seaports. “There are a growing number
of inland ports in Africa. Kalmar supplies
handling equipment to many of them, and
we believe that our proven maintenance
services will add value and enable the
operators to focus on their core business,”
he says. Another positive outcome
for Kalmar of the TPT maintenance
contract has been the repositioning of
the perception of the company. “Before
this project the Kalmar brand was mainly
recognised by the product we provide.
Now we also have a reputation for our
service and automation,” says Burchell.
One of the services for which there
is growing demand is refurbishment.
“Kalmar teams are responsible for
refurbishing container handling
equipment all over the world. We work on
both our own equipment and that supplied
by other companies,” says Burchell.
Included in many of the refurbishment
projects is the automation and upgrading
of the electronics of the equipment in
order to link into management systems,
such as, Kalmar’s EMS and Navis systems.
All of the TPT container terminals
utilise Navis terminal operating systems.
In addition to Ngqura, TPT operates
terminals in all seven of South Africa’s
maritime logistics gateways – Richards
Bay, Durban, which is Africa’s busiest port,
East London, Port Elizabeth, Cape Town
and Saldanha Bay.
Skills transfer
Kalmar’s responsibilities in Ngqura include
the transfer of skills. Both Burchell and
Mhlaluka list this as one of the highlights
of the project. “We placed apprentices
working under the direct supervision of
the Kalmar technicians. No one knows
the equipment better than the OEM,” says
Mhlaluka. TPT staff have been trained as
auto electricians, electronics technicians,
diesel mechanics and hydraulics
technicians.
1
Transnet Port
Terminals and
Ngqura
2
3
1 Joseph Daniels
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straddle carrier in the
port of Ngqura.
2 The Kalmar team
is responsible for
maintaining these rail
gantries in the port of
Ngqura.
3 Bernar van Niekerk
securing bolts on a
straddle carrier engine.
Mhlaluka is particularly pleased with the fact that staff were recruited from the local
Nelson Mandela Bay metropolitan area, which incorporates Port Elizabeth, Uitenhage,
Despatch and the Coega Industrial Development Zone. “In addition, we ensure that
most of the materials used in the maintenance of the equipment is sourced from local
suppliers in order to fulfil our mandate to promote economic development and job
creation in the region,” he says.
Health and safety
Ngqura has achieved more than three million work hours without a lost time injury
– and the Kalmar team is part of that success. “Our achievement as the holder of the
Transnet safety record is a testimony to the commitment of suppliers, such as, Kalmar
to health and safety,” says Mhlaluka.
“Health and safety are a key priority and nonnegotiable for the whole Cargotec
group,” says Burchell. Cargotec’s Code of Conduct provides the framework for
enhancing social wellbeing and workplace safety.
Transnet Port Terminals (TPT)
was established in 2000 when
port operations were separated
from the landlord functions,
which now fall under the National
Port Authority (TNPA).
TPT remains part of the stateowned Transnet group, which
includes Transnet Freight Rail
(TFR), TPT, TNPA, Transnet Pipe
Lines (TPL), Transnet Engineering
(TE) and Transnet Capital Projects
(TCP).
TPT is entrusted with the
responsibility of handling cargo
HIĺFLHQWO\VDIHO\DQGFRVW
effectively in 16 commercial
terminals across seven South
African ports. The newest is the
Ngqura Container Terminal (NCT)
which opened on 4 October
2009.
Ngqura is part of the South
African Government’s massive
infrastructure drive to boost the
economy and alleviate poverty.
The ports are seen as key
engines for economic growth and
as part of the Transnet Market
Demand Strategy. Over the next
seven years TPT will receive R33
billion of the total Transnet budget
of R300 billion infrastructure
upgrade aimed at securing and
modernising South Africa’s
logistics internal and external
logistics links.
KALMAR GLOBAL
21
Kalmar
SmartPort
boosts
DEkBHDMBX
at Malta Freeport
,@INQBNMS@HMDQSDQLHM@KFNDRKHUDVHSGSGDjQRS
deployment of the Kalmar SmartPath solution.
M
text THOMAS FREUNDLICH photos MALTA FREEPORT
alta Freeport Terminals is one of the key
maritime transhipment logistics centres in
the Mediterranean, handling 2.54 million
TEU (twenty-foot equivalent units) in 2012.
Various leading shipping lines have chosen Malta Freeport
as their transhipment hub, including CMA CGM Group,
Maersk Line, Seago Line, Hapag-Lloyd and UASC. Over 96
percent of Malta Freeport’s container traffic is transhipment
business, with clients reaching 117 ports worldwide through
regular service.
Malta Freeport Terminals is currently in a period of
strong expansion. “We have a capacity of 3.2 million TEU,
growing to 3.5 million by the end of this year,” says Jesmond
Baldacchino, ICT Manager, Malta Freeport. “We are further
upgrading our facilities to operate vessels with a carrying
capacity of 18,000 TEU, eventually reaching a total capacity
of 4.2 million TEU.”
To strengthen its competitive position, Malta Freeport
has undertaken a heavy investment programme totalling
22
KALMAR GLOBAL
nearly 189 million euros since being privatised in 2004. The
company has purchased nine super post-Panamax quayside
cranes and has replaced all its rubber-tyred gantry cranes
with 50 new RTGs.
Real-time information
Continuous investment in state-of-the-art technology is
a key part in this ongoing development. As the latest step
in improving efficiency, Malta Freeport Terminals has
deployed the first full-scale implementation of Kalmar
SmartPath in its container terminals. SmartPath is part of
the Kalmar SmartPort process automation solutions, based
on the seamless integration of automation products, existing
terminal processes and terminal operating systems.
Kalmar SmartPath allows Malta Freeport Terminals
to gain consistent, valid and correct updates of terminal
tractor positions to optimise the dispatch process for vessel
load and discharge by providing timely automatic job
status updates. It avoids manual job step information being
entered too early or too late, making the dispatch more efficient.
In concert with Navis PrimeRoute, SmartPath reduces truck idle
time and driving distance, resulting in lower operational costs
through increased fleet utilisation, reduced fuel consumption and
maintenance costs.
“For a container terminal seeking aggressive growth, land
area is almost always a constraining factor, so the only option
is to increase throughput by becoming as efficient as possible,”
notes Chuck Schneider, Vice President Operations, Automation,
Kalmar. “For this,
Watch the video
terminal automation
about SmartPath
is the natural choice.”
at Malta Freeport
Malta Freeport
Terminals at
Terminals already
www.youtube.com/
uses the Navis
KalmarGlobal
SPARCS Terminal
Operating System
as well as the Navis
PrimeRoute solution that enables optimal, real-time routing,
dispatching and monitoring of terminal tractors. Previously, the
system still required manual input from tractor operators when
moving from one job step to the next. “If the driver happened to
hit the button too late or too early, the lifting equipment would
either be in the wrong place or would have to wait. By automating
this process, SmartPath allows PrimeRoute to fully optimise job
dispatching,” says Schneider.
Malta Freeport’s SmartPath implementation is based on GPS
tracking of all 133 of its terminal tractors. The system provides a
bird’s eye view of the entire yard, making it easy to spot problems,
such as, queues and congestion as soon as they develop. The
solution was deployed on Malta Freeport’s existing fleet of tractors.
“Our engineering team did a great job of retrofitting the solution to
different types of non-Kalmar equipment,” notes Baldacchino.
Only the beginning
With container volumes growing and a new generation of super
sized container ships soon at the quayside, Malta Freeport
is already looking to the future. “We will be sustaining our
investment in similar technology to ensure that we stay ahead of
our competitors in the region,” says Stephen Calleja, Operations
Manager, Malta Freeport.
“This is Malta Freeport’s first experience with terminal
automation, but hopefully not the last,” adds Baldacchino. “We aim
to continue on this path by implementing more options from the
SmartPort suite.”
Kalmar SmartPort process automation solutions increase
productivity and equipment utilisation rate, improve safety and
reduce the potential for manual errors. With Kalmar’s solutions,
it is possible to get immediate productivity improvements for a
relatively small initial investment.
“Kalmar’s mission is to help our customers improve their
productivity, and all of our SmartPort applications are created with
this purpose in mind. It is all about adding advanced technology
on top of existing systems to make them more efficient. If we can’t
show this to a customer, we don’t expect them to buy it,” concludes
Schneider.
Kalmar
SmartPath
s GPS-based solution that
optimises the travel of
terminal tractors and straddle
carriers.
s Provides job status updates
and monitoring to allow
terminal operators to better
utilise these assets.
s Improves performance
through real-time location
information.
Maersk Line is one of the
shipping lines using Malta
Freeport as its transhipment hub.
s Provides accurate, detailed
long-term data on the
position of all prime movers.
KALMAR GLOBAL
23
text CHRISTIAN VON ESSEN
photos K ALMAR
Swedish sawmill
keeps on running
I
Kalmar DCG forklifts offer the driver
a better working environment while
increased productivity and lower fuel
consumption can cut costs quite
RHFMHjB@MSKX3GD2VDCHRGE@LHKXNVMDC
sawmill, AB Hilmer Andersson, made
a clear decision when it comes to their
BGNHBDNEENQJKHESSQTBJR
24
KALMAR GLOBAL
n the increasingly competitive forest industry,
many businesses see their margins shrinking year
by year. Analysing costs while optimising efficiency
and productivity are crucial elements of tomorrow’s success stories.
Sawmill AB Hilmer Andersson is located deep in the
forests of Värmland, the westernmost part of Sweden
close to the Norwegian border. The family-owned
company is now led by third generation CEO Per
Andersson and his son Nils Andersson and daughter Kari Andersson. Nils’ great grandfather, Hilmer
Andersson, founded the sawmill in the 1920s and the
forest has been the family’s source of livelihood ever
The EGO cabin includes
r Curved front and rear window
– excellent side-to-side and overhead visibility.
r Ergonomic steering wheel
– can be tilted to the side.
r Comfort pedals
– adjustable pedal angle.
r High capacity wipers
– over 90 percent surface coverage of
the curved front window.
r Ergonomic multiseat
– rotatable, developed for maximum sitting
posture for long shifts and demanding operations.
r Climate package
tĻH[LEOHFOLPDWHFRQWUROV\VWHPZLWKODUJHDLU
LQWDNHDQGHDV\ĺOWHUUHSODFHPHQWLQWKHIURQW
r Operating console
– fully adjustable and individually tested for
optimal ergonomics. The steering wheel can
be folded forward without limiting visibility.
r Optimised visibility
– open design with a strong outdoors feel,
optimised views at all angles.
r Improved lifting performance
– electric and hydraulic systems help optimise
OLIWLQJHIĺFLHQF\ZKLOHUHGXFLQJIXHOFRQVXPSWLRQ
since. The land is also used for recreation, such as, elk and
deer hunting.
Nils Andersson sits in his pine-scented office while
the machines roar around us. The sawmill is busy and
often runs 24/7. Today, AB Hilmer Andersson produces
140,000m3 of sawn wood and 90,000m3 of planed wood
annually – 70 percent of which is fir and 30 percent pine,
amounting to approximately 100,000 stacks of wood, all of
which is gathered from the immediate surroundings.
“Our customers are predominantly Scandinavian
house builders and hardware stores,” says Nils Andersson.
“However, quite a lot of pinewood has lately been exported
to northern Africa, where it is seen as a high fashion
building material.”
Lifting for productivity
Logistics is a crucial aspect of any modern sawmill. At AB
Hilmer Andersson, one stack of wood is moved at least
seven times before it can be stowed for transport by rail,
road or sea. Forklifts are crucial to these operations. The
company recently invested in three Kalmar DCG140-6
forklifts.
“For us high efficiency and reliability is extremely
important,” says Nils Andersson. “We can’t afford any
breakdowns. The machines must be up and running at all
times.”
The process requires moving 100,000 stacks of wood
seven times per year for a total of 700,000 lifts, which
puts a heavy demand of 233,000 lifts on each of the three
Kalmar forklifts. Small adjustments can produce big longterm benefits in terms of increased work productivity,
reduced fuel consumption and lower maintenance costs.
Nils continues, “The first things I noticed with the new
forklifts were the great visibility and all the adjustments
that can be made to the driver’s environment. Also, the
fuel consumption is considerably lower compared to our
previous forklift trucks, which, of course, means a lot of
savings during one year’s time.”
Strength without fuel
The secret behind the low fuel consumption is the latest generation of
Stage III B engines and the fact that the
hydraulic system uses variable pumps
that are only used when the machine
performs heavy lifting. This means that
energy, and thus fuel consumption, is
restricted to actual performance. As
an optional feature, the Kalmar forklift
even has a sleep mode that kicks in
after five minutes of idling.
With an annual activity of 3,500
heavy hours per forklift unit, seemingly
small energy savings become large in the long-term perspective. This is a fact that Nils Andersson and his fellow
investors have realised while reviewing the market. To add
to their initial investment of three Kalmar forklifts, they
have just recently ordered another two for delivery later in
2013. For a relatively small company, this is a large order
and it further confirms Kalmar’s leading position in forklifts when it comes to reliability and return on investment.
The working environment is another crucial aspect,
and the innovative cabin design has been noted by many
industry professionals. In another area of the premises,
truck driver Michael Dahlberg is stacking pinewood into
symmetrical piles ready for transport. After twenty years
working at the sawmill, he has now been driving the new
Kalmar forklift for nine months. What does he think are
the main differences from the previous model?
“The first thing that struck me was how quiet it is in
operation – our working environment has become much
more comfortable. This is also thanks to the light and easy
servo steering that makes the forklift incredibly smooth
to handle. I can easily adjust the whole driver environment by just pushing a button, and the hydraulic functions
are quick and respond immediately as soon as I touch the
lever.”
We see
Kalmar as the
forerunner
in product
development
among forklift
trucks.”
KALMAR GLOBAL
25
In our line of
business the
total cost of
ownership for a
machine is really
important, and
VD@QDBNMjCDMS
that Kalmar can
deliver the lowest
cost for our
operations.”
26
KALMAR GLOBAL
Ergonomic features
Perhaps the most significant – and visibly most
engaging – innovation in the new Kalmar forklift is the EGO cabin, with its many ergonomic
improvements for increased driver comfort and
productivity. The curved front and rear windows offer an easy side-to-side view, the ergonomic steering wheel can be tilted to the side to
decrease physical stress when backing up, and
the lifting is faster, with quicker response and
increased control. An optional reverse cooling
fan gives the engine a longer and healthier life
by allowing it to blow out harmful dust particles
that otherwise easily clog up the filters.
“The fan works perfectly,” says Dahlberg.
“It runs automatically and you can really see
a big cloud of dust beside the machine when
the reversible fan is in action. The sawmill
environment is always filled with sawdust and
it is very common that the engine cooler gets
clogged. This way, with reduced engine stress,
we will save a lot of down time and maintenance
costs.“
Dahlberg has personally noticed the
significantly lower fuel consumption.
“This machine consumes less than all our
previous forklifts,” he says. “I would estimate
that the difference is around 2–3 litres per hour,
which is quite a lot of cost savings.”
Nils Andersson nicely sums it all up when
asked why his company chose Kalmar DCG
forklifts for their operations.
“In our line of business the total cost of
ownership for a machine is really important,
and we are confident that Kalmar can deliver
the lowest cost for our operations. We also
see Kalmar as the forerunner in product
development among forklift trucks.”
New product
New forklift
provides
quiet comfort
Kalmar continuously strives to develop, refine
and improve its machines in order to put the
most reliable machine on the market. The new
Kalmar DCF50-90 forklift, launched this June,
is the latest model in the light range of forklift
trucks (5–9 tonne capacity) and designed for
even greater reliability.
The forklift has several new features for
greater customer experience and improved
benefits for drivers. It is designed for customers
who need industrial handling capabilities in
demanding applications, such as, wood, pulp,
paper and steel. The machine operates in
temperatures ranging from -20 degrees to
+45 degrees Celsius.
“The machine is designed for reliable,
nonstop 24/7 operations in all conditions,”
says Thomas Malmborg, Head of Kalmar
Forklift Business.
Designed for comfort
Drivers who work long shifts will find several
benefits that will make their work more
comfortable. “You can get a tailored machine
with different chairs. In addition to the standard
steering wheel, there are two ergonomic steering
systems available. One comes with a mini-wheel
on the left armrest and the other lets you control
the machine with levers. Both are easy on the
shoulders and neck,” says Malmborg.
A new, hydraulically driven fan keeps the
engine room cooler. The engine is mounted
under the cabin, keeping the driver cooler.
The temperature controlled fan saves fuel by
running only when it is needed.
“The new DCF55 runs more quietly and
is less vibrant. After a hard day’s work you
can feel that the cabin is cooler compared to
its predecessor the DCE50-90L,” says Henrik
Andersson, forklift truck
driver for Volvo Group
Trucks Operations, who
has been operating one of
the first DCF50-90 units.
Fewer vibrations
Henrik Andersson
text JUKK A VISK ARI photo K ALMAR
3GDMDV*@KL@Q#"%
forklift is designed for reliable,
24/7 operations and gives
drivers better handling
control and superior comfort.
The forklift is also more
fuel efficient with a
new ACGO engine that
meets the latest EU
emission requirements. It not only saves fuel
but, equally important, it also produces fewer
vibrations. Cast engine mounts with isolators
have been introduced in this model and an
engine balance axle is standard.
Another new feature is the reverse airflow
option which makes it possible to clean
the filters and engine room even in dusty
environments, such as, sawmills. The new design
allows dust to be flushed out of the cooler.
Forklift improvements
+ New AGCO (former Sisu diesel)
engines produce fewer vibrations
and consume less fuel. Both
the 77kW and 85kW versions
meet the latest EU emission
requirements (Stage IIIB, Tier 4i).
3GDNOSHNM@KO@QSHBTK@SDjKSDQ
makes indoor operations even
cleaner.
+ New hydraulically
driven fan keeps
engine and cabin
cooler.
+ New hydraulic
pump system for
heavy-duty handling.
Service interval for
hydraulic breathing
jKSDQCNTAKDCSN
running hours.
+ Environmentally-friendly machine
for the driver and people in the
vicinity due to reduced noise
levels and fewer vibrations.
+ An optional reversible cooling
fan keeps the radiator clean from
potentially harmful dirt, dust or
particles.
+ 3GDjQRSRDQUHBDMNVBNLDR@ESDQ
CQHUHMFGNTQR
Kalmar news
Spring 2013
Kalmar expands
crane services
Kalmar has acquired total ownership of
the Spanish crane refurbishment and
maintenance service company Mareiport,
S.A. The acquisition is a strategic step
for Kalmar in becoming a major global
crane refurbishment and services
provider. Kalmar has been a minority
shareholder with 30 percent ownership in
the company since 2007.
crane design. Crane heightening and
refurbishment is a good solution for
customers who are looking for improved
crane capacity with higher stacking
height and extended reach at minimum
cost. With dedicated technology and an
experienced team, crane heightening
projects can be completed in a few
weeks, ensuring minimum equipment
down time. Kalmar’s crane refurbishment
DQGKHLJKWHQLQJVHUYLFHVĺWDOOHTXLSPHQW
brands on the market.
Mareiport is a privately owned company
established in 1985 in Algeciras, Spain.
The company has been providing
maintenance services for ports and
terminals and refurbishment and
heightening services for a variety of
cranes, including quay cranes, rubbertyred gantry cranes, bulk cranes and
large shipyard cranes, especially in the
Mediterranean area. In 2012, Mareiport’s
sales totalled approximately EUR 20
million and it employs 250 people.
“There are about 5,000 units of quay
cranes in operation globally. A majority
have been in operation over ten years
and are in need of refurbishments and
upgrades. At the same time, customers
DUHORRNLQJIRUPRGLĺFDWLRQVDQG
upgrades to their existing quay cranes to
handle ever larger vessels. By acquiring
full ownership in Mareiport, Kalmar
will expand its crane services and
refurbishment capabilities, especially
in Southern Europe, the Middle East
and Africa. Together with our existing
competences in Central Europe, South
East Asia and the east coast of the USA
we will be able to respond to the growing
customer needs globally,” says Olli
Isotalo, President of Kalmar.
Kalmar has successfully delivered crane
heightening projects globally utilising
its advanced crane jacking system and
modern technology adaptable to old
28
KALMAR GLOBAL
TRP Buenos Aires reaches out
Kalmar has won an order from Terminales Rio de la Plata (TRP) in Buenos
Aires, Argentina, for the extension of booms on two quay cranes. TRP,
majority owned and managed by DP World, is one of the most important
container terminals in the port and heads the rankings of TEU moved during
the last 15 years. It is now planning to receive larger container vessels to
RSWLPLVHLWVDQQXDOFDSDFLW\RI7(87KHVLJQLĺFDQWLQFUHDVHLQYHVVHO
width requires the quay crane geometry to be adapted to extend the reach
capacity from 45 metres to 51 metres.
TRP Engineering Manage Eugenio Calcabrini says, ”Maintaining optimum
container throughput when larger vessels arrive is of critical importance to
us and the concept of increasing the capacity of our existing quay cranes
was very appealing. Kalmar has an impressive track record in this specialised
area. The Kalmar team produced a very competitive offer and with continuous
support, convinced us that their proposal made sound commercial sense.”
Le Havre terminal
chooses Kalmar
preowned
Next Generation
Container Port Challenge
Société d’Exploitation du Terminal de
L’Océan (SETO) recently purchased
a preowned Kalmar DRF450-60S5
reachstacker for its container terminal
in Le Havre, France. “Our choice was
based on the fact that the Kalmar
stacker is a reliable machine, it was in a
very good shape, available, and with a
service agency nearby. Versatility of the
stacker is needed for very big, heavy and
voluminous goods,” says Philippe Le
Quiniat RI6(72ZKRLVYHU\VDWLVĺHG
with the 45-tonne machine after six
months of use. SETO is also using
Kalmar empty container handlers and
straddle carriers.
Kalmar, as a member of a consortium,
received a commendation award
in the Next Generation Container
Port Challenge, which sought to
identify innovative ideas on how to
plan, design and operate the next
generation of container ports that
exemplify performance, productivity
and sustainability. The proposal was
prepared together with Singapore
Nanyang Technological University, APL
Co Ltd, Fraunhofer IDM@NTU and VTT
Technical Research Centre of Finland.
ELJJHVWPRVWHIĺFLHQWDQGPRVW
sustainable terminal in the world that
can be built in the next ten years.
Our design featured an underground
transportation system to separate the
transshipment container movement
from the vessel operation. All
equipment is electrical, so there are no
CO2 emissions. Our aim also was to
DFKLHYHDĺQDQFLDOO\VWURQJRSHUDWLRQ
with no extreme constructions,” says
Frank Kho, Vice President, Offering
Development, Kalmar.
“This was an exciting challenge and
a real business case: to design the
Learn more about Kalmar’s proposal at
kalmarglobal.com/port2060.
Kalmar hands
RYHUWKHĺUVW
hybrid quay crane
it is insensitive to grid blackouts and
voltage swings, assuring continuous
operation when the power grid fails.
the crane operation. The crane can
operate autonomously even without
any power supply.
The crane is equipped with a powerful
battery package and a small diesel
generator. The onboard power
management system keeps the
batteries in prime condition, optimising
power consumption, and automatically
switches over from the power grid to
a diesel generator without interrupting
“For a typical quay crane application,
a 1500 kVA or bigger diesel generator
is required. The hybrid model only
requires a 380 kVA generator to
secure 24/7 operations and reduces
fuel consumption by more than 30
percent,” comments Rene Kleiss,
Vice President, Kalmar Quay Cranes.
.DOPDUKDVKDQGHGRYHULWVĺUVWK\EULG
quay crane to Neva Metal, St Petersburg, a
subsidiary of the Russian Severstal Group.
The design enables the hybrid crane to
operate on low voltage grids (400V A/C) and
Webinars for smarter operations
:LWKWKHLQFUHDVHGLQWHUHVWIURPWHUPLQDORSHUDWRUVWRJDLQKLJKHUHIĺFLHQF\
using process automation technologies, Kalmar embarked on a series of
webinars to increase the awareness of process automation and its added
value for ports and terminals both large and small.
7KHĺUVWURXQGRI.DOPDU6PDUW3RUWZHELQDUVKDVQRZEHHQFRPSOHWHG
The recorded webinars are available at www.kalmarsmartport.com/webinars.
The webinars are about 40 minutes each, including questions and answers.
We will be organising webinars on equipment automation (AutoStradTM,
AutoShuttle and ASC) in the second half of this year. Follow us for further
announcements or send an e-mail to webinars@cargotec.com if you are
interested.
KALMAR GLOBAL
29
13&DKDBSQHkB@SHNM
step
by step
text)4** 5(2* 1(
Kalmar serves as designer, supplier and expert for
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G@RADDMNUDQRDDHMFSGDDKDBSQHjB@SHNMNECHDRDK
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VGXSGDRDOQNIDBSRL@JDRDMRDSNBTRSNLDQRENQ
DBNMNLHBDMUHQNMLDMS@K@MCDEjBHDMBXQD@RNMR
"@SBGHMFSGDATRHMDRR
Customer approaches Kalmar or
the other way round. Kalmar acts
as consultant, gathering relevant
information from the customer.
When the customer shows
RIĺFLDOLQWHUHVWE\RIIHULQJD
tender, a preliminary project plan
FDQEHGHVLJQHG7KLVLQFOXGHV
SLFNLQJWKHEHVWSRVVLEOH
technical solution out of several
options (see Tech know-how).
Preliminary cost calculations are
IROORZHGE\DTXRWDWLRQ
30
2S@QSNMRHSD
7KHJRRGVUHTXLUHG
IRUHOHFWULĺFDWLRQDUH
received and inspected.
7KHFXVWRPHUKDV
prearranged cranes
in place for the work
WREHJLQLPPHGLDWHO\
7HUPLQDORSHUDWLRQV
continue normally
throughout the work.
Order
Engineering
In negotiations with the customer,
FRVWFDOFXODWLRQVDUHUHĺQHG
7KHFRQWHQWVRIWKHRUGHUDUH
FOHDUO\GHWDLOHGEHIRUHWKH
contract is signed. Customer
UHTXLUHPHQWVGHĺQHDSRVVLEOH
test phase. Sometimes successful
HOHFWULĺFDWLRQRIDFRXSOHRI57*V
has preceded the overall project.
7KHWHUPLQDOFDQDOUHDG\KDYH
DSUHIHUUHGVROXWLRQFDEOHUHHO
EXVEDUHWFRU.DOPDUFDQ
develop it together with the
FXVWRPHU7HFKQLFDOVWDIIDW
terminals is highly skilled and
site meetings with Kalmar’s
WHFKSHRSOHFDQEHDUUDQJHG
whenever needed.
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Purchasing and
assigning a team
7KHUHTXLUHGWHFKQLFDO
components are chosen and
ordered. A site manager,
SURYLGHGE\.DOPDUZRUNV
on the project from day one
through to the end, overseeing
the organisation and work of
the project team.
ubber-tyred gantry (RTG)
cranes are the main solution
for moving and stacking
containers in container
terminal yards worldwide. Many of them
still run on diesel fuel, which is constantly
rising in price, not to mention its impact
on the environment. Therefore, the RTG
HOHFWULÀFDWLRQLVEHFRPLQJDPRUHDQG
more attractive solution to terminal
operators.
(OHFWULÀHG57*VH[SHULHQFHOHVV
down time, there is no need for refuelling
and the diesel generator needs less
maintenance. In short, e-RTGs are more
HIÀFLHQW
E-RTGs run on diesel only around
10 percent of the time – required mainly
for block changes or maintenance. This
reduces CO2 emissions by around a half,
R
Based on interview of Ernesto Boado, working
at customer-facing frontline as Project Manager,
Kalmar Crane Services, Cargotec Iberia S.A.
Complete
installation
After all the electrical
and mechanical work
RQFUDQHVKDVĺQLVKHG
including installation of
any extra components
necessary for
HOHFWULĺFDWLRQWKHFUDQH
can be commissioned.
while noise levels go down and air quality
improves.
There are two main types of e-RTG
solutions: bus bar and cable reel.
Terminal layout, operational type and
number of cranes all determine the best
choice for the customer.
A preliminary site inspection is
WKHEHVWZD\WRÀQGUHTXLUHGSURMHFW
information, even in cases where the
port has a preferred solution for RTG
HOHFWULÀFDWLRQ
With good planning, terminal
operations can continue as normal
WKURXJKRXWWKHHOHFWULÀFDWLRQSURFHVV
Container terminals such
as Evyapport, Yilport and
Marport, with an average of
2,000 lineal metres of bus
bar conductor rails and 15
HOHFWULĺHG57*VDUHHVWLPDWHG
to repay the customer’s
investment in just two years.
Commissioning
A Kalmar commissioning engineer checks
that all the installations
follow the agreed
GHVLJQV1HZPRGLĺHG
software is uploaded
and operation of the
QRZUHWURĺWWHGH57*
crane checked.
Client approval
BDQSHjB@SDR
The customer tests
the functionality
of the e-RTGs
and signs off on
the project after
successful tests.
Tech know-how
Bus bar (400-440 Volts) requires
installation of a steel supportconductor bar assembly all along the
stacking area of the terminal. Low
voltage cables feed power to bus
bars from port substations. A power
cable can be manually plugged into
a collector trolley that is pulled along
the bus bar when an RTG operates. Or
an automatic arm-collector assembly
is implemented on the existing
equipment. Here the collector trolley
is automatically connected to the bus
bar, enabling fast stack changes.
In cable reel (400–440V up to 13kV)
designs a power transformer is
installed on the crane to reduce the
power grid voltage to the e-RTG motor
supply voltage. The power feeding
point is either at the end or centre of
the blocks.
For crane QDSQNkSSHMF the diesel
generator can stay or it can be
removed. If removed, block changes
and driving to maintenance areas
require an auxiliary genset.
Project closed
Overall, the project
takes around six
to eight months,
depending on the
number of RTGs,
the layout of the
port and agreed
schedule, among
other things.
Guarantee
period
Normally one
year. It covers the
scope of Kalmar’s
PRGLĺFDWLRQZRUN
done during the
HOHFWULĺFDWLRQRI
RTGs.
KALMAR GLOBAL
31
Vintage
text THOMAS FREUNDLICH
photos K ALMAR
Straddling
the world
Kalmar draws on nearly 70 years of
expertise in straddle carriers.
T
he history of Kalmar straddle carriers goes back
to Finland’s State Metal Works (Valmet) and the
late 1940s. Finnish industry was kept busy with
war reparations exports to the Soviet Union,
and many factories were required to produce items that had
never before been manufactured in Finland.
One item was an odd-looking machine that Finnish
engineers dubbed the “spider.” Designed for carrying boards
at sawmills, the machine was recreated from a small, grainy
photograph. In the years that followed, this vehicle was to
become the blueprint for the modern straddle carrier.
The first 1,500 straddle carriers were used for
transporting boards and other heavy cargo. As the modern
shipping container became a worldwide standard, the
straddle carrier evolved to meet this new need. The first
prototypes for container straddle carriers were built in
1975–76, and they have since become an essential
tool at ports and terminals of all sizes.
Global success story
“It has been great to follow the success of this
product all over the world,” says Kari Ronkainen,
General Manager, Product Support, Kalmar. He has
worked on straddle carriers since 1974 and has seen
the full evolution from the earliest container carriers
to today’s state-of-the art Kalmar models.
The first container straddle carriers were delivered
to Germany and Belgium with worldwide customers
following soon after. “I recall that one of the first
outside Europe was the port of Aqaba in Jordan,”
Ronkainen notes.
“Though superficially a modern straddle carrier
looks similar to a model from past decades, much
32
KALMAR GLOBAL
has changed under the hood. Advanced technology and
automation are now ubiquitous,” notes Ari Hirvonen,
Product Manager, Kalmar.
The first generations of machines were twin-engine
mechanically operated designs, while currently most run on
diesel-electric power. Today, the control systems for straddle
carriers are almost exclusively electric and electronic.
Advanced onboard diagnostics alert operators and staff
when maintenance is required.
Originally, the driver handled jobs fairly independently
with only general instructions on what to do next. Today,
straddle carriers are closely integrated into Terminal
Operating Systems (TOS) that give the operators direct
instructions and job steps. As a step is being completed, the
next step is already queued up, maximising efficiency and
keeping idle time to a minimum.
1
Advanced
technology and
automation
are now
ubiquitous.”
From the lumber yard
to the container yard
In the late 1970s, three-high stacking
straddle carriers gained popularity at
ports and terminals around the world, and
this basic configuration remains hugely
successful to this day. For a few years in
the 1990s, straddle carriers were produced
under the brand name Sisu. In 1997, the
company merged with Kalmar Industries,
and became part of Cargotec in 2005.
Today, Kalmar is the world leader in
straddle carriers. Current models feature
modular designs that give the possibility
to tailor machines based on customer
preferences.
The workhorse of ports and terminals
around the globe, the Kalmar Classic
Straddle Carrier is the most common
straddle carrier in the world. For even
higher performance and speed, many
customers opt for the Electric Straddle
Carrier model which features AC power
in drive and hoist movement with
regenerative energy transfer.
“Kalmar equipment is continuously
being upgraded with incremental
improvements for each individual
project,” says Tero Kokko, Vice President,
Horizontal Transportation, Kalmar. “The
most notable improvement over the
past year is our new engine portfolio – a
requirement for meeting increasingly more
stringent exhaust emission regulations.”
In addition, safety and ergonomics
are key concerns in the development of
the next generations of Kalmar straddle
carriers. Focus areas include prevention of
machines tipping, anti-collision and shock
monitoring systems, integrated monitoring
and remote connections capabilities and
2
A predecessor of the modern straddle carrier developed in Tampere, Finland.
1
AutoStradTM at Asciano’s Patrick Fisherman Islands in Australia.
2
further improvements in ergonomics and
usability.
Fast, safe and automatic
Kalmar also provides fully automated
straddle carrier terminals for containerhandling customers. “While our products
include a whole range of features to ensure
the safe operation of manually driven
straddle carriers, the safest mode of
operation is, in fact, automation. Kalmar
is leading the industry in automation of
straddle carriers, having several active
projects where this technology has been or
will be integrated,” adds Tero Kokko.
As automation is also the key element
in keeping today’s terminals competitive, it
is not surprising that the Kalmar straddle
carrier (serial number 5000) is an Electric
AutoStradTM model. Rolling off the
production line at Stargard Szczecinski,
Poland in May 2013, the vehicle will be
delivered to global customer Asciano.
“We will be hosting a small celebratory
ceremony with them,” smiles Kari
Ronkainen, looking back at the decades of
history that have led to this machine.
Indeed, it is a long way from the
sawmills of 1940s Finland to today’s major
container ports around the world, but
Kalmar straddle carriers continue to draw
upon an unparalleled technical heritage
and experience in fulfilling their purpose
– making your every move count.
KALMAR GLOBAL
33
Test site
Straddle
carriers work
on their
moves
text ANNE K ARPPINEN photos L AURA VESA AND K ALMAR
A
t the Rusko
industrial park in
Tampere, Finland,
an unmanned
straddle carrier rolls back and
forth on a test field the size
of two regular football fields.
Kalmar has been working on
a fully automated container
handling system for the last
eighteen months, and now
the time has come to put it to the test. The straddle carrier is
given repeated commands to pick up a container, transport it
to a designated slot, and identify and stack it – exactly what is
required of the carrier at a port. It is amazing to see this in action
with not a single person in sight.
The straddle carrier in test runs is identical to the 16 carriers
working at the TraPac Container Terminal in Los Angeles,
California. Although still in Tampere, this particular TraPac
straddle carrier provides an important link to a location ten
thousand miles away. Once the tests in Tampere have been
completed, the results will be sent immediately to California,
where a new day is just dawning. This allows for nearly 24/7
testing of the system.
The system, developed by Kalmar, is scheduled for live
operation early next year.
The dozens of automation systems embedded in one straddle
carrier provide all the necessary instructions for routes, locations
34
KALMAR GLOBAL
and assignments. This means that information delivered over a
wireless network must be in the correct order, and that is precisely
what Juha Jokela, Integration Manager at Kalmar’s Technology
and Competence Centre in Tampere, who is responsible for field
testing, intends to ensure.
The machines use magnetic navigation to move across the field,
guided by six thousand magnets in a honeycomb arrangement and
placed half a centimetre underground. This configuration allows
the straddle carriers operating in the container handling area to
move along a virtual map that can be dynamically altered.
Kalmar’s product development and testing operations are
located in Tampere, Finland. Cooperation with the Tampere
University of Technology guarantees a fresh perspective on the
newest technological developments. Tampere has long expertise in
automation and hydraulic engineering. These combined strengths
all in one location save precious time and money. Once delivered to
the customer, the systems are in use for 20 to 30 years, and Kalmar
offers them a home base for testing and further development.
Tampere’s inland location offers a surprising benefit for this sort
of testing: the weather conditions in the test field can range from
a freezing -30 degrees Celcius in winter to a hot +30 degrees in
summer.
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35