Kalmar - Cargotec

Kalmar
Customer magazine 2/2013
Global
www.kalmarglobal.com
Green
and lean
Kalmar’s new hybrid
straddle and shuttle
carriers consume up
to 40 percent less
fuel than existing
machinery
Contents
6
18
14
18
14
30
10
Sustainability
is now fully
integrated into
most aspects of
the port industry,
and into all of
our planning and
engineering work.”
Port 2060
Join the discussion
Look for Kalmar Global on Twitter, Facebook
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get our latest updates and videos. For insights
on topics like automation, sustainability,
technology, safety and lifetime value, visit our
Port 2060 blog at kalmarglobal.com/port2060.
kalmarglobal.com/port2060
Keep in touch with us
04
Automation engineer Jorja Martin controls
65-tonne machines with pinpoint precision
05
Kalmar SmartPort automation solutions help
PDNHSRUWVVDIHDQGHIĺFLHQW
06
Kalmar’s new straddle and shuttle carriers
boost productivity with each move
10
Sustainability requirements should be seen
as useful planning and design tools
14
Kalmar Maghreb serves the whole of
French-speaking Africa from Casablanca
18
Kalmar terminal tractors are hard at work at
the Port of Jersey
20
Kalmar Parts & Logistics makes sure your
business never stops
23
Kalmar’s heaviest terminal tractor Sumo
provides proven durability and reliability
24
26
News from around the world
28
-RKQ3HDUFHIURP3DFLĺF0DWHULDOVKDQGOLQJ
has no plans to retire
32
Kalmar’s rough terrain material handlers are
making headway on the commercial market
Demand for extending STS cranes is higher
than ever
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
(kalmar.communications@kalmarglobal.com)
Managing Editor: Sirpa Marttila Editorial Board:
Nicola Anderson, Karri Keskinen, Robbert Lohmann,
David Malmström, Annelies Nentjes, Cecilia Lo Greco
Laustsen, Tiina Tausta, Shushu Zhang Layout and
production: Zeeland Cover: Laura Vesa 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.
Editorial
We do it together
This autumn Kalmar has introduced to the market
the first real hybrid straddle and shuttle carriers.
Earlier in June, we brought Gloria – the new
generation reachstacker – onto the market. These new
innovations were developed in close cooperation with
our customers by collecting input globally, feeding
the results into the product roadmaps and responding
to customer needs and requirements in the actual
product development process.
This is the heart and soul of Kalmar’s offering
management process. We believe that the greatest
results can be achieved only by being open and
working closely together with our customers, partners
and colleagues.
Kalmar has recently completed several crane
heightening and refurbishment projects globally,
which also require close cooperation with the operator
and the original crane supplier. Crane heightening
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, these
projects can be completed
in a few weeks with minimum equipment downtime.
Kalmar is offering these services to all equipment
brands on the market.
2014 will bring many new projects and innovations
to the market that have been designed with a single
focus: to help you improve your productivity.
Olli Isotalo
President, Kalmar
Expert
Controlling
giants
text GILLIAN HANDLEY photo GAVIN JOWIT T
Jorja Martin directs
65-tonne robots with
pinpoint accuracy.
If you think automation engineers are dry, technical types,
meet Jorja Martin. This creative, articulate woman with a
mischievous sense of humour is passionate about her work in
mechatronics and robotics at the cutting edge of automation.
She is part of Kalmar’s team helping Patrick automate the Port
Botany terminal in Sydney by mid-2014.
Asciano, Patrick’s parent company and Australia’s largest
rail freight and ports operator, is redeveloping the terminal
using Kalmar’s unique ability to integrate terminal equipment,
processes and operating systems to improve efficiency, safety
and operations, and reduce fuel and maintenance costs.
Kalmar is supplying Kalmar AutoStrad™ automated straddle
carriers that use radar and laser guidance technology to
navigate, and move and place containers within two-centimetre
accuracy. A central computer controls these 65-tonne dieselpowered robots, tracking them on a virtual map.
Jorja worked with AutoStrads at Fisherman Islands in
Brisbane – the world’s first fully automated terminal with
radar-based navigation technology. Her eyes light up as she
describes the giants. “It’s breathtaking to watch them moving
around.”
“Australia is a leader in field robotics, where you retrofit
an automated solution to an existing environment. For a
built environment, this is as big as it gets. It’s fun to program
a 65-tonne machine to interact with the real world. During
maintenance we use a tele-operation unit to move them
around in the workshop, like remote-controlled cars except
you show more respect,” she laughs.
Jorja points out that the massive improvement in safety is
one of the main reasons port operators choose to automate.
At Fisherman Islands, safety incidents decreased by 75
percent in the first year and 90 percent after that. Kalmar
also provides specialist job opportunities in Sydney for
electronic engineers, computer scientists, programmers,
project managers, software engineers and developers, and
maintenance staff.
Automation helps optimise
port and terminal operations
Chuck Schneider, Vice President, Sales & Marketing,
TSNL@SHNMDWOK@HMRGNV*@KL@Q2L@QS/NQSADMDjSR
ports and terminals large and small.
What is Kalmar SmartPort?
Kalmar SmartPort consists of both process and
equipment automation solutions. Although distinctively
GLIIHUHQWWKH\DUHERWKLQWHQGHGWRRSWLPLVHHIĺFLHQF\
create predictability and maximise safety. We think of
them as twins – brother and sister. Process automation
LPSURYHVFRQWDLQHUKDQGOLQJHIĺFLHQF\E\DXWRPDWLFDOO\
capturing and processing information. This requires only
minimal investment. In essence, we use technology as
part of business process re-engineering to allow more
containers to be moved with less effort. In the case
of equipment automation, processes are changed by
introducing automated equipment, both at the stack and
for horizontal transportation.
Do process automation and equipment
automation compete or complement?
Process automation can help a manual terminal to
LPSURYHLWVHIĺFLHQF\LQUHVSRQVHWRDQDXWRPDWHG
terminal opened nearby. However, there are also terminals
featuring both, where the systems are used to optimise
the terminal overall. This is especially true in semiautomated terminals where automated equipment and
manned equipment work together to move containers.
text ROBBERT LOHMANN
When does it become worthwhile to consider
process automation?
Process automation solutions can be utilised to increase
SURGXFWLYLW\HIĺFLHQF\DQGVDIHW\ZKLOHDOVRUHGXFLQJ
the chances of manual errors occuring at a terminal.
Even small terminals or terminals with low volume should
consider process automation. It’s a low capital investment
that provides a quick return. By saving mere seconds off
each manual handling of a container, the savings per year
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DUHORZHUVDIHW\DQGVHFXULW\EHQHĺWVVWLOOPDNHSURFHVV
automation worthwhile.
When should you consider automated
equipment?
Every terminal should consider automated
equipment, although a solid return on investment
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$XWRPDWHGHTXLSPHQWPDNHVVHQVHIRUJUHHQĺHOG
terminals, terminals operating in countries where
labour is expensive and/or skilled labour is not
available locally,
or terminals
where the
highest possible
stacking density
is required.
For existing
terminals, the
transition to
equipment
automation
without
temporary loss of
handling capacity is possible when operating below
maximum capacity or when featuring unused areas
of the terminal.
Kalmar is the
only vendor with
the ability to
provide integrated
solutions and
supporting
services.
What separates Kalmar from other
process and equipment automation
vendors?
Kalmar is the only vendor with the ability to provide
integrated solutions, ranging from terminal operating
system (TOS) to equipment and process automation
along with the associated supporting services.
This makes possible a single point of contact for
a complete solution, thus avoiding the need to
manage and coordinate between multiple vendors.
KALMAR GLOBAL
5
text THOMAS FREUNDLICH
photos L AURA VESA
'XAQHC
DEkBHDMBX
With real hybrid engines and a
range of advanced features, the
latest generation of Kalmar straddle
and shuttle carriers is quieter, safer
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Developed
in Tampere
The new Kalmar straddle and
shuttle carriers have been
developed at the Kalmar
Technology and Competence
Centre in Tampere, Finland. The
Centre is a unique research facility
that simulates port operations and
includes an extensive testing area
for new equipment and solutions.
T
his October, Kalmar introduced a new generation of hybrid
straddle and shuttle carriers, as well as major upgrades
to its diesel-electric carrier models. With state-of-the-art
drive technology, significantly decreased fuel consumption,
advanced safety features and superior operator ergonomics, Kalmar
straddle carriers are ready to meet any demand.
Low fuel consumption, higher lifetime value
“Straddle carriers help optimise terminal productivity
by decoupling waterside and landside operations. The
speed, reach and flexibility of straddle carriers allow
terminals to use a single type of equipment for all
container operations,” says Tero Kokko, Vice President
Horizontal Transportation Systems, Kalmar.
The flagship of the Kalmar straddle carrier fleet
is the new Kalmar Hybrid straddle. The vehicle is
the first real hybrid straddle carrier, equipped with
a regenerative energy system that converts electrical
braking and spreader lowering energy into power
stored with the newest battery technology.
Consuming up to 40 percent less fuel than existing
straddle carriers on the market, Kalmar Hybrid
straddle carriers offer lifetime value through savings
in operational costs. An automated start-stop system
chooses the optimal balance between engine and
battery power. This also extends engine and generator
lifetimes as well as maintenance intervals. “Less
frequent servicing and refuelling increases the overall
availability of the machine, which contributes directly
to terminal productivity,” notes Kokko.
The Kalmar Hybrid straddle carrier easily meets the
most stringent engine emission regulations worldwide,
in addition to being the quietest straddle carrier ever
built.
Power mover
Kalmar’s line of electric straddle carriers has also
received a host of significant upgrades. With the
exception of a diesel-electric power train, the model
range offers exactly the same productivity and safety
benefits as the new Kalmar Hybrid.
As with the Kalmar Hybrid straddle carrier, a
reliable winch rope hoist system features a loose rope
prevention and indicator system. For the ultimate
in lifting capacity, Kalmar Hybrid and Electric
straddle carriers are available in 3-high and 4-high
configurations with up to 60 tonnes maximum loads.
$JLOHLVHIĺFLHQW
Complementing Kalmar’s industry-leading straddle
carrier line, the fast and highly manoeuvrable Kalmar
shuttle carriers are the perfect choice for terminals
designed around automatic stacking cranes or rubbertyred gantry cranes. In smaller terminals, shuttle
carriers can serve as 1-over-1 straddle carriers without
the need for additional stacking equipment.
The new Kalmar Hybrid and Electric shuttle carriers
feature a completely redesigned steering system with
individual control of each wheel. The machine can
move diagonally in “crab” mode or even pirouette on
the spot around its vertical axis.
“In a container terminal, every saved second makes
a difference in productivity. The new Kalmar shuttle
carriers contribute directly to profitability with their
greatly increased manoeuvrability,” says Kokko.
For further operator comfort, at high speeds the
shuttle carrier automatically switches to “truck” mode
with the front wheels steering.
,QGXVWU\ZRUNKRUVHV
Drawing on over 70 years of experience, Kalmar
straddle carriers are used worldwide whenever fast
ship-to-shore operations and high selectivity are
KALMAR GLOBAL
7
Kalmar straddle carriers
Stacking
height
Lift
capacity
Drive
Hoist
Hybrid new
3 or 4 high
40/50/60 t
True hybrid
Electric
winch hoist
Electric
upgraded
3 or 4 high
40/50/60 t
Diesel-electric
Classic
3 or 4 high
40/50 t
Diesel /
hydrodynamic
Kalmar shuttle carriers
Stacking
height
Lift
capacity
Drive
Hoist
Hybrid new
2 high
40/50 t
True hybrid
Electric
winch hoist
Electric
winch hoist
Electric new
2 high
40/50 t
Diesel-electric
Electric
winch hoist
Smoothlift
Classic
2 high
40/50 t
Diesel /
hydrostatic
Smoothlift
New and improved
The latest Kalmar straddle and
window geometry that reduces
shuttle carriers offer a wide range of
UHĻHFWLRQVDQGQRLVH7KHFDELQKDV
new features that boost productivity,
a more spacious interior, ergonomic
shorten cycle times, improve safety
seating and dimmable LED lighting,
and provide the best operator
all contributing to ease of operation.
experience in the industry.
The operator seat can be rotated
electrically to any position within
Real hybrid drive
180 degrees.
The Kalmar Hybrid models are the
ZRUOGpVĺUVWUHDOK\EULGVWUDGGOHDQG
Active stability control
shuttle carriers. The models feature
Automatic stability control ensures
Ready for automation
a new power unit platform, a small
smooth and safe driving by
diesel engine of approximately 70
continuously monitoring speed, turn
kW power, a permanent magnet
radius and the spreader’s position,
generator and the newest battery
slowing the vehicle automatically
technology. The system can deliver
when needed. The feature is standard
a remarkable 40% decrease in fuel
on all Kalmar Hybrid and Electric
consumption compared to existing
straddle and shuttle carriers.
“Automation is the key to keeping future
terminals competitive. All Kalmar straddle
carriers are ready to take advantage of the
major benefits offered by port and process
automation, from supporting the efficiency
achieved by manually operated models to the
fully automated Kalmar AutoStrad™ and Kalmar
AutoShuttle™ carriers,” says Kokko.
Kalmar straddle and shuttle carriers integrate
seamlessly with Kalmar SmartPort, the most
comprehensive platform for terminal process
automation in the marine industry. All models
can be automated in a cost-efficient way, and
the automation level of new machines can be
tailored based on customer needs.
models in the market.
Remote connectivity
8
essential. With its proven design, supreme
reliability and easy maintenance, the Kalmar
Classic straddle carrier continues to deliver
value to terminal operators across the globe.
“Kalmar Classic straddle carriers have
handled more containers than any other
machine in the world,” notes Kokko. “We will
continue to offer this model, as well as the
popular classic version of the shuttle carrier, as
part of our product line.”
Kalmar Classic straddle and shuttle carriers
are easily maintained. Only basic mechanical
skills are needed, and all maintenance points
are readily accessible. The classic models are
designed for extended service intervals of up to
1,000 hours, keeping downtime to a minimum
while maximising equipment utilisation.
The Kalmar Classic straddle and shuttle
carriers are powered by fuel-efficient,
powerful diesel engines and reliable, low-noise
hydrodynamic or hydrostatic transmissions.
The Classic models are equipped with Kalmar’s
patented Smoothlift hoist system that features
a single hoist cylinder requiring no brakes or
gears.
Ergonomic cabin
All Kalmar straddle and shuttle
The newly redesigned cabin for
carriers can be equipped for remote
Kalmar Hybrid and Electric straddle
connections and monitoring, allowing
and shuttle carriers features excellent
seamless integration with diagnostic
visibility in all directions and a new
applications.
KALMAR GLOBAL
Features
Pages 10–22
Kalmar Maghreb
provides round the
clock back-up
14
18
Kalmar terminal tractors
KDQGOHKLJKYROXPHWUDIĺF
at the Port of Jersey
20
Green thinking
has become
the norm
in the port
industry
10
Kalmar Parts & Logistics works
behind the scenes to minimise
equipment downtime
20
20
20
18 20
14
20
KALMAR GLOBAL
9
Win-win with
text WIF STENGER photo PETER ZUIDERENT
greener
ports
10
KALMAR GLOBAL
Sustainably organised ports and terminals bring an array of
ADMDjSRENQNODQ@SNQRBNLLTMHSHDR@MCSGDDMUHQNMLDMS
S
ustainability requirements should not be seen as
a limitation, but as a useful planning and design
tool,” says Jan van Beemen, Port Consultant and
Planner at the engineering and consultancy firm
Royal Haskoning DHV (RHDHV). “Sustainability is now fully
integrated into most aspects of the port industry, and into all
of our planning and engineering work.”
Energy-efficient, environmentally-responsible thinking
has become the norm in the port industry – at least in
the industrialised world. And it is quickly spreading into
developing countries, too.
“Sustainability regulations are furthest advanced in the
developed world,” notes van Beemen. “Yet in many cases,
sustainability is served by using less material to build a facility
and less energy to run it. This generally reduces cost, which is
appreciated everywhere in the world.”
For example, van Beemen says that RHDHV sometimes
suggests different energy set-ups that reduce soil, water
and air pollution and lower operating cost. Typically, they
require a higher initial investment, but payback time for the
additional costs may be as short as six months.
Key to staying in business
Are sustainability measures usually seen as a nuisance or as
ways to lower costs and secure business in the long term?
“Sustainability stands on the shoulders of environmental
protection,” declares van Beemen. “It took some 50 years for
this awareness to develop and spread widely. Attitudes in
society are changing, and port and terminal operators are
not immune to this. They are entrepreneurs operating in a
competitive environment, and most of them cannot afford
much altruism.”
Yet ports and terminals are links in the supply chain.
Particularly in the developed world, consumers are
demanding more sustainably-produced goods. In response,
manufacturers of consumer goods are increasing the
sustainability of their distribution process.
“Port and terminal operators are being pushed by their
clients, the shipping lines. There’s also pressure from port
authorities and governmental bodies who are implementing
environmental policies resulting from the political process,”
says van Beemen.
“Our clients generally see taking sustainability measures
as a necessity for staying in business in the long term.
They’re aware that, in the long term, operating in this way
will be more economical,” he says. “However, some rules
and regulations require large expenses and have little
sustainability return. Those are regarded as a nuisance
– and probably rightly so.”
Shrinking footprint
There are two main factors in shrinking a port’s operational
environmental footprint: limiting emissions and energy
consumption. Both typically have positive side effects.
Focusing on energy efficiency, for instance, brings
technological advances and operational benefits.
KALMAR GLOBAL
11
Such measures are easiest to implement as part of the initial
design or overhaul of an existing facility. Design firms can often
suggest ways to operate a facility that can simultaneously lower
environmental impact and solve operational problems, at no
additional cost.
Cutting fuel consumption is crucial to limit both costs and
pollution. In addition to choosing equipment that consumes less
fuel, this can be achieved through energy-optimised driving and
more economical ways of using terminal equipment.
Efficient operating systems, such as, Navis TOS eliminate
the need for unnecessary use of machinery. Monitored and
controlled from a single computer screen, the whole port operates
as smoothly as a well-oiled machine.
Target: zero emissions
Meanwhile, a new generation of fully-electric terminals promises
to be virtually emission-free. This is becoming a reality in van
Beemen’s home base of Rotterdam. The two new Maasvlakte
2 container terminals, billed as the world’s first container
terminals to operate with zero CO2 and NOx emissions, will begin
operations in late 2014.
All the equipment will be electrically driven, including
horizontal transport. This means there will be no CO2 emissions
at the terminals apart from that of vessels, trucks, cars and
trains. The Rotterdam port authority already restricts access to
How to achieve
a sustainable
terminal?
Frank Kho, Vice President, Kalmar
Offering Development, says port
operators are moving deliberately
to improve the sustainability of their
terminals – and Kalmar is a key partner
in doing it.
“Due to the global interest and
emphasis on the environment, there
are stricter regulations in ports. Interest
among terminal operators, especially in
the western world, has surged to meet
the requirements of good corporate
12
KALMAR GLOBAL
Maasvlakte 2 for trucks that do not comply with the 2013
Euro VI standard, which limits vehicular nitrogen oxide
and particulate emissions.
Also of concern are emissions released into the air and
water from visiting ships.
“The pollution caused by cheap high-sulphur fuels
is worrisome,” says van Beemen. “In some near-shore
areas and inside some ports, the use of more expensive
low-sulphur fuels is already mandatory. A worldwide
agreement on mandatory use of low-sulphur fuels by
vessels around the world would be the great waterside
challenge. A large-scale shift to LNG as a fuel for ships may
be even better.”
How can harbours obligate their customers to comply
with stricter environmental rules without losing them to
less-strict rivals?
“They simply can’t,” replies van Beemen. “A level playing
field is required when environmental regulations are
implemented. They don’t have to be uniform all over the
world, because ports that are far apart are not competitors.
Those in the Hamburg/Le Havre range, for example, are.
In these ports, regulations should be the same, in order to
create a level playing field. There is a task for the EU here.”
Van Beemen also sees major tasks ahead for ports and
their cities, as well as the shipping sector in general.
citizenship, and just as important –
lower costs,” says Kho.
“Kalmar develops products which
help terminal operators to work more
HIĺFLHQWO\E\DYRLGLQJXQSURGXFWLYH
activities, using less fuel, extending the
lifespan of equipment, and converting
to electrically-operated machines,” he
says. For instance, converting diesel
rubber-tyred gantry cranes (RTGs)
into electric machines can drop local
emissions to nearly nil.
Kalmar, which has been offering
straddle carriers for decades,
LQWURGXFHGWKHZRUOGpVĺUVWUHDOK\EULG
straddle and shuttle carriers in October
2013. Read more on pages 6–8.
All the new models are future-proofed
for automation and interface seamlessly
with Kalmar SmartPort automation
solutions.
This automation portfolio includes
VROXWLRQVWRRSWLPLVHWKHĻRZRIFDUJR
at the terminal. Pinpointing the exact
location of equipment, for example,
means each job can be assigned to the
best-positioned unit, cutting driving
distances and downtime.
“Automatically registering the exact
location of all containers avoids
erroneous inventory and lost
containers,” says Kho. “This leads to
less delay and time wasted by driving
around looking for lost containers.”
A level
OK@XHMFjDKCHR
QDPTHQDCVGDM
environmental
QDFTK@SHNMR@QD
HLOKDLDMSDCt
Bracing for stormy weather ahead
Regardless of today’s moves to cut greenhouse gas emissions,
higher sea levels and more frequent and damaging storms
seem inevitable. Therefore, RHDHV’s port expansion plans
always include provisions for coping with sea level rise and
more violent weather.
“These require heavier breakwaters and higher reclamation
levels,” van Beemen says. “They need more rock and more fill,
which means they’re costlier and have a higher environmental
impact.”
One option is the new RHDHV polder terminal concept,
which includes a quay wall and apron well above any future
water level, and a yard on a lower level. This concept is more
sustainable and less expensive as it requires less material.
“Preparing existing ports and terminals for higher water
levels,” he says, “is generally extremely disruptive and
expensive.” In many cases a flood gate at the entrance of the
port is the most practical solution.
photo K ALMAR
“One important energy aspect that seems almost totally
ignored by the industry is energy consumption by reefer
containers,” he specifies. “In many ports, refrigerated
container throughput is growing faster than that of regular
dry vans. Reefers in the yard account for a very large share
of the total terminal electrical consumption. The situation is
similar for on board container vessels. For its own benefit, the
industry should address this urgently.”
Van Beemen adds that while ports and terminals are
becoming more sustainable, much more needs to be done at
the waterside and landside. He sees similar landside transport
sustainability
problems all over
the world.
“Typically,
the city expands
because of the
success of the
port, which then
chokes the landside
transport corridors
of the port. As a
result, large flows
of hinterland traffic have to find their way through urban
areas, which seriously affects the quality of life in those areas.
The most poignant examples are found in the developing
world. So a shift towards more sustainable landside transport
with lower impact along the transport corridors is a great
challenge.”
Kalmar and Global Service to develop a
diesel-LNG powered
reachstacker
Kalmar has started a project for the engineering
and development of a reachstacker prototype
XVLQJGXDOIXHOWHFKQRORJ\GLHVHODQGOLTXHĺHG
natural gas, LNG). Kalmar acts as the primary
external industrial partner in a pilot that is part
of the EU-funded Greencranes project aimed at
reducing greenhouse gas emissions at container
terminals.
To achieve this ambitious and visionary project,
Kalmar has joined forces with Global Service, the
leader of the pilot and a loyal Kalmar customer.
Kalmar and Global Service have been working
closely on the creation of this prototype, which is
H[SHFWHGWRGHOLYHUVLJQLĺFDQWUHVXOWVLQWHUPVRI
environmentally-friendly operation.
The pilot and demonstration are based on
the adaptation of a Kalmar reachstacker to a
motorisation for reducing the environmental impact
and the energy consumption.
KALMAR GLOBAL
13
Vision
text JUKK A L AURIMO photos SHUT TERSTOCK, K ALMAR
A close service
partnership
Kalmar Maghreb provides technical
services for Morocco, the Maghreb region
and the whole of French-speaking Africa
from its base in The Port of Casablanca.
A local presence, service capabilities and
secure operations are vitally important to
clients in Morocco, where ports and other
infrastructure are constantly developing.
14
KALMAR GLOBAL
The Port of Casablanca is
one of the largest in Africa
and among the biggest
DUWLĺFLDOSRUWVLQWKHZRUOG
K
almar’s Maghreb service is headquartered in the
Casablanca seaport terminal in the city that has
developed from a small Atlantic coastal town into a
modern industrial metropolis.
Perhaps for many people their image of Casablanca stems
from the classic film of the same name, but Morocco and its
largest city have moved well beyond that impression. Today, the
Port of Casablanca and the city itself are vibrant and constantly
evolving.
Development of the modern seaport in Casablanca started in
1906 when the first plans for new docks were presented. In 1913,
the French company, Compagnie Marocaine, was named to carry
out the final construction work. In summer 2013, the centenary
of that event was commemorated with various celebrations that
included history exhibitions and conferences.
Casablanca, with a population of 4.5 million, is the largest city
in Morocco, and one of the most important cities and industrial
zones in Africa. The Port of Casablanca is one of the largest on the
continent and among the biggest artificial ports in the world.
Kalmar Maghreb service company has been present in
Morocco since 2009 when Cargotec bought a local service
business. It now employs 74 people, mainly technical staff, and
provides technical services to customers in Morocco, Maghreb
and beyond.
“Basically our operations cover all of French-speaking
Africa,” says Eduardo Prat, Vice President, Kalmar South
Europe, Middle East and Africa. This large area encompasses
very different countries from Tunisia in the east to the Republic
of Congo in the south, where French-speaking technicians are
required.
Bidding big on infrastructure
Morocco weathered the turmoil of the Arab spring that shook
the region in 2011, apart from demonstrations that led to some
constitutional changes. This political stability has made Morocco
attractive to foreign investors and allowed for development to
continue.
Logistics infrastructure changes constantly, and the ports
of Casablanca and Tangier are developing fast. The Port of
Casablanca has two container terminals with a third under
construction. A new terminal to handle and export produce was
recently added.
In addition to container traffic, the port also handles bulk
cargo. Morocco’s most important resource and bulk product is
phosphate, with an annual capacity of 18 million tons. Morocco
is estimated to have the world’s largest reserves of phosphate.
“In the North, phase 2 of The Port of Tangier development
project is under way, and logistics platforms are being built near
KALMAR GLOBAL
15
the main cities,” says technical manager Cédric Demares from
Kalmar Maghreb.
The Port of Casablanca concentrates on import and export cargo
handling, while Tangier is an important east–west passenger and
cargo gateway between Africa and Europe with several regular
ferry routes that cross The Strait of Gibraltar.
A high speed train connection is being constructed to link
Casablanca and Tangier. When it is completed, scheduled for 2015,
it will become the first high speed rail connection in Africa and
will cut the travel time
between the two cities by
half.
We chose Kalmar
Care because of
their proven reliability
and ability to react.”
A close
partnership
“In Casablanca we
dedicate 100 percent
of our time to client service operations, such as, preventive
and corrective maintenance from our own workshop,” explains
Eduardo Prat.
Kalmar has other workshops located near its clients in other
Moroccan port cities, such as, Tangier and Agadir, and Kalmar
Mahgreb dispatches highly skilled technicians to other countries
like Benin, Ghana and Tunisia.
Céderic Demares has 15 years experience with cargo handling
solutions. He worked previously with Cargotec in the Indian Ocean
region, in Madagascar and Mauritius planning and installing
technologically advanced cargo handling solutions. He has been
with Kalmar in Casablanca since 2011.
“We have several maintenance contracts with our main
customers which requires a daily presence of our technical people.
In this way, we can best respond to our clients’ needs and requests,”
says Demares.
The service contracts cover all basic cargo handling equipment
from different manufacturers. “We also have some industrial
projects starting up in Morocco, such as, the Renault Dacia factory
in Tangier,” says Demares.
A reputation for excellence
Kalmar Maghreb provides services in Casablanca for two major
port operators, Somaport and Marsa Maroc.
Somaport is part of Terminal Link SA, a subsidiary of the
French shipping giant CMA CGM. Somaport operates two
terminals, one for containers and one for general and bulk cargo.
16
KALMAR GLOBAL
The container terminal has an annual output of 300,000 TEU and
the general cargo terminal handles more than one million service
units. Somaport uses ship-to-shore (STS) cranes, rubber-tyred gantry
(RTG) cranes and terminal tractors as well as forklift trucks. To keep
them running Somaport chose Kalmar as a partner with a full service
contract that includes 24/7 technical support.
“We chose Kalmar Care because of Kalmar’s proven reliability
and ability to react,” says Somaport General Manager Christophe
Cassange.
Somaport works in three shifts. Their container terminal closes
only during the night shift on Sundays and on some national
holidays. This constant workload means that well-planned and wellexecuted maintenance and minimal machinery downtime are key
factors to business success.
“There is a lack of skilled technicians in the Casablanca area, so an
important factor for our cooperation with Kalmar is their technical
expertise,” explains Cassange.
Another major port operator, Marsa Maroc, also relies on Kalmar
with a full service contract. Marsa operates in nine ports in Morocco,
and in Casablanca they have terminals for container and RoRo
traffic, as well as ore and multipurpose terminals. In Casablanca
alone, Marsa handles annual container traffic of over 600,000 TEU.
Marsa also won a new contract for the Tanger-Med phase 2 container
terminal.
Kalmar provides Marsa with a dedicated technical team that
works around the clock to keep their straddle carriers, terminal
tractors, forklifts and other machinery in perfect condition.
Gaining ground in Algeria
In the Maghreb region, Kalmar was recently awarded an order for
25 reachstackers with the Algerian port procurement company,
Groupement D’Interêt Commun Des Entreprises Portuaires
(GICEP). These new Kalmar reachstackers will be operating in five
major ports in Algeria, from Annaba to Ghazaouet starting from
December 2013.
Productivity and high performance equipment were important
factors for the Algerian port operator. “But we were particularly
impressed with the strength of their locally based service team,” says
Saidi Mabrouk, General manager at GICEP.
“Our business is expanding and we need to have a partner that
can deliver high performance equipment and provide us with round
the clock back-up. That’s exactly what we get from Remora. We
look forward to receiving the equipment as soon as possible and
integrating them into our fleet,” he adds.
Kalmar Care
is tailor-made
If Kalmar made suits, they would come
in all shapes and sizes and all tailor-made.
ince Kalmar Care is all about
maintaining and perfecting
cargo handling equipment
and processes for diverse
customers, contracts also need to
come in different shapes and sizes.
Maintenance services suit best when
they are tailored to match each client’s
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For this reason, Kalmar recently
launched Kalmar Care: four different
types of contracts that include several
service modules.
“Kalmar Care is a modularised
concept which brings the necessary
building blocks that provide customer
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with analysing the client’s situation,”
says Kari Mattila, Director, Service
Contracts, Kalmar.
One of the contracts is Support
Care, which is aimed at clients who
require additional support for their
existing maintenance processes. In
this contract, skilled labour, spare
parts and materials are provided
promptly when needed.
With Essential Care, agreed
planned maintenance work is done
proactively by Kalmar. This continual
care and support helps to keep
machines in perfect condition and
purring along without delays.
Complete Care integrates
all maintenance and material
management with customers’
own processes. Typically, it
covers preventive and corrective
maintenance operations agreed upon.
S
Optimal Care improves
customers’ overall business
performance by utilising Kalmar’s
maintenance processes and
tools. Kalmar guarantees service
performance as well as equipment
availability within agreed conditions.
“All this means that customers
will have optimal availability of their
ĻHHWDVZHOODVDPRUHVROLGĺQDQFLDO
base and they can better manage
risks, and reduce the amount of
capital that is tied up,” says Mattila.
”An important aspect to remember
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have equipment from different
manufacturers. We support all cargo
handling brands, so the customer
only has one contact point for
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he adds.
With a modular approach, each
contract is built from different service
modules, such as, technical services
or spare parts management. The
modular approach gives greater depth
and scope to cover other business
aspects, including training and
ĺQDQFLDOVHUYLFHV
The availability management
module takes equipment utilisation
to a whole new level by adding such
services as maintenance planning.
Kalmar can even provide skilled
labour for operating machinery.
“The increasing automation of
equipment requires new technical
skills and developing those skills will
translate into faster deployment and
greater success,” says Mattila.
KALMAR GLOBAL
17
text ROGER MOGGS photos CHRISTOPHER BAILEY
18
Kalmar
terminal tractors
roll into
action
“Our primary
objective was to
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at the Port of Jersey
KALMAR GLOBAL
J
ersey, one of the Channel Islands, sits in the
Bay of St Malo off the coast of northwest
France some 140 kilometres from the south
coast of England. It has a population of just
under 100,000 which swells to 330,000 with the annual
number of holidaymakers. Tourism is an important
contributor to Jersey’s economy.
The Port of St Helier is the principle marine hub
and plays a vital role in keeping businesses on the
island going. A strategy of continuous investment has
improved the port’s facilities, equipment and services
to meet the long-term needs of its customers.
When Solent Stevedores was granted a nine-year
stevedore contract from the Port of Jersey in August
2012, one of the company’s first priorities was to
ensure that service levels would be maintained and
there would be capacity for
growth. Another priority
was an ongoing commitment
to Condor Ferries and their
clients, which represent
considerable daily RoRo
traffic.
“Acquiring the Port
of Jersey contract was a
tremendous achievement for
us,” says Ian Jacobs, Managing
Director of Solent Stevedores. “Our primary objective
was to ensure sufficient capacity to handle high volume
traffic quickly and reliably for our clients. Kalmar has
always had a good, solid and dependable reputation.
We had used their forklift trucks at other locations and
found their performance to be very impressive. The
decision to turn again to Kalmar for the Jersey tender
was clear.”
Jacobs says, “Because the berthing schedules at
the port are critical, we had to ensure there would be
sufficient capacity to handle the traffic efficiently. We
wanted equipment that does the job the first time,
every time, and were impressed with
the reliability of the 4x4 TR618i. It also
features a tight turning circle of 21', which
improves manoeuvrability. We had speed
controls installed in the vehicles so the
movements would be controlled and
safe. Our drivers really like them and
when you’re making such a significant
investment, that’s a very important factor.”
Jacobs believes in building business
partnerships, and although they
considered other suppliers, Kalmar was the clear
winner because of their collaborative approach.
We wanted
equipment that
does the job
SGDjQRSSHLD
DUDQXSHLD
Critical berthing schedules
Ultimately, the solution to meet these goals was the
acquisition of five Kalmar TR618i terminal tractors,
which typically work a 6am to 7pm shift, driving
trailers on and off daily ferries and freighters. The
TR618i is renowned for its reliability, its operational
efficiencies, and a reduction in maintenance costs.
Assisting every step of the way
“Kalmar assisted us every step of the way. Their
consultative style was very helpful and the technical
team in Finland worked closely with us to help
customise the equipment. It was an excellent
experience from start to finish.”
Kalmar terminal tractors can easily be adapted to
meet the various needs of cargo handling in ports and
terminals. They can handle semi trailers, terminal
trailers for containers and roll trailers with goosenecks.
For RoRo handling, the Kalmar 4WD heavy duty
tractors have high traction for easily climbing steep
ramps and performing tight turns on slippery decks.
KALMAR GLOBAL
19
text SILJA KUDEL photos SÉBASTIEN ARTS
More than the
sum of our parts
Kalmar Parts & Logistics delivers over
100,000 orders for parts annually, taking
“stop” out of customers’ vocabularies.
arly one morning last April, a major
sawmill called up Christoph Greier, Parts
Manager at Cargotec Austria GmbH in
Klagenfurt, asking for help with the broken
special drive shaft in one of their 16-tonne forklifts.
The machine was critical to production, so it was
urgent to get it up and running as quickly as possible.
“The next problem was that this particular
universal drive shaft was a special model and wasn’t
available at the central warehouse, so I called our parts
sales contact in Ljungby, Sweden, and asked him to
source the part straight from our production lines,”
says Greier.
By 2.00 pm, Greier was told that the part was
available and would be dispatched the same day. The
following morning the customer called to thank him –
the forklift was humming along like new again.
E
Getting it there faster
Well-greased wheels
As handy as
possible
When a customer calls Kalmar frontlines with a
problem, big or small, a fine-tuned procedure is
instantly set in motion to get the needed parts to
the customer ASAP. The customer usually gives the
reference number of the part over the telephone,
although, parts can also be ordered online.
Kalmar then checks the availability of the part
among its stock of hundreds of thousands of available
items in its worldwide network of inventories. The
order is filled, packed up and dispatched to the
customer – day or night, 24/7 – using the route the
customer chooses.
20
KALMAR GLOBAL
Kalmar’s dispatch system is integrated with leading
freight forwarders to ensure maximum speed. Sameday dispatch is standard for most items, and the part is
assembled by a Kalmar mechanic, if needed.
In the rare event that a part is out of stock, the team
contacts the producer, sales teams or factory, making
special arrangements to have it produced and shipped
out as quickly as possible. Tracking a part includes
checking with other customers to whom the items
have been shipped earlier.
“Our core mission is to minimise downtime
and ensure that parts are available for any machine
anywhere in the world, whether it is 30 years old
or one that was delivered yesterday,” says Anders
Edén, Manager of Parts & Technical Services,
Counterbalanced Equipment.
Our core mission is to
minimise downtime
and ensure that parts
are available for any
machine anywhere.
When the part arrives on
the customer’s doorstep,
it happens with such ease
that you would scarcely
guess how much behindthe-scenes planning was
involved. Kalmar carefully
maps out the shipments, bundling each inventory for
optimum availability.
The logistics team identifies the best geographical
location in which to store inventories using
1
3
2
4
We constantly
analyse machine
populations and
transactions to
ensure that the right
parts are optimally
stocked in the right
locations as close
as possible to our
customers.
1
Large parts are packed in sturdy boxes.
3 Small parts are stored in bins on three levels.
2
Glass parts are stored vertically in racks.
4
Stock locations are based on careful analyses.
KALMAR GLOBAL
21
1
2
Kalmar stocks hundreds of thousands of spare
parts in its warehouses globally.
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WKHVWDQGDUGVDQGVSHFLĺFDWLRQVRIWKHRULJLQDO
equipment.
2
1
The Parts team
gives feedback
to make sure
after-sales issues
are taken into
consideration.
sophisticated simulation tools to
classify items based on their criticality
and history of transactions.
“We constantly analyse machine
populations and transactions to ensure
that the right parts are optimally
stocked in the right locations as close
as possible to our customers. It’s not
guesswork. It’s all based on careful
analyses,” says Edén.
No customer is too small or too big for Kalmar Parts & Logistics.
Kalmar serves both small shops of a couple of machines and large
terminal operators who have hundreds of terminals worldwide.
An ounce of prevention
Audited by Lloyd’s Register and certified in compliance with both
ISO9001 and ISO14001, Kalmar Parts & Logistics adheres to the strictest
standards of quality.
“Kalmar delivers only purpose-built parts that fulfil the standards
and specifications of the original equipment. We never take risks with
unknown components. We take pride in delivering quality material as
well as employing processes of the highest quality,” says Hans Jansson,
Vice President, Parts & Logistics.
The best way to minimise downtime is, of course, to prevent
breakdowns in the first place with reliable design and efficient preventive
maintenance.
“There are countless ways we maximise uptime for our customers. It
all begins with research and development. The Parts team gives feedback
to make sure that after-sales issues are taken into consideration when
components are selected,” says Janne Laine, Manager, Parts & Technical
Services, Yard Equipment.
22
KALMAR GLOBAL
Only a day away
A detailed inventory of parts ensures
same-day dispatch of most items. A global
distribution centre is located in Metz, France.
1RUWK$PHULFDDQGWKH$VLD3DFLĺFUHJLRQ
have their own central distribution centres.
Europe is served by the major warehouses
in Metz, France; Stockholm, Sweden; and
Tampere, Finland. Parts are also available
through a network of over 40 frontline
warehouses and numerous local warehouses.
Print your own spare parts
When asked to name the most influential trend in the parts
business today, Laine has a quick response – globalisation.
He says that customers are becoming bigger, but the
competition is also growing. Information on pricing and
availability is up 24/7 via web tools. “Customers have a
global view and can compare who is the most competitive,”
says Laine.
In response to this shrinking and ever more competitive
world, Kalmar Parts & Logistics has recently rolled out a
centralised resource management system to enhance its
service performance and gain better visibility of its global
customer interface and network.
Jansson concludes by sharing an intriguing prediction
for the not-too-distant future: “With 3D printing becoming
more versatile, the design of components and the logistics
of delivery are undergoing major changes.”
This could augur a new trend – localisation. Only time
will tell whether we’ll soon be cranking out spare parts from
our own 3D printers.
Product
Heavyweight
champion
text K ARRI KESKINEN photo K ALMAR
Kalmar’s heaviest
terminal tractor range
features the highest
capacity in the market for
heavy industry, RoRo and
trailer train operations.
The Kalmar TR626i is made for heavy operations,
and the Kalmar TR632i has been designed for
extra heavy needs – no other terminal tractor
can handle more weight with its up to 50 tonne
lift capacity and 320 tonne gross combination
weight.
Introduced in late 2012, these new machines,
appropriately called Sumo, have been well
received in the major markets for heavy industrial
terminal tractors.
“We are very pleased to see the level of interest
for the new Sumo series. It’s delightful to get
confirmation from our customers that we have
successfully turned the market requirements into
product solutions that are exactly right. So far,
customers in Austria, Belgium, Finland, Russia
and Sweden have been the most active in placing
orders for Sumo models,” says Chris Booth, Vice
President, Terminal Tractors.
With handled cargo per movement getting
heavier, the demands on engine power have
increased. Many customers have indicated
that they are especially satisfied with Sumo’s
high performance. The powerful, yet highly
environmentally-friendly Volvo D13 engine
complies with stage IIIB European emission
standards for new off-road diesel engines.
The Russian Novorossiysk Commercial Sea
Port (NCSP) offers a full range of stevedoring
services and handles a large variety of cargo
from oil, bulk and metals to containers. The
port expects to be moving heavier loads in the
future and this is one of the main reasons why it
has ordered new Kalmar TR626i tractors. Igor
Pashchenko, Deputy Technical Director at NCSP
says, “We aim to be moving more cargo per one
transfer and achieve higher productivity. For
example, instead of one metal slab of 35 tonnes,
we would be loading the trailer with two slabs
with a total weight of 70 tonnes. Sumo tractor’s
key benefits – durability and reliability – are of
utmost importance for us.”
High productivity
To optimise uptime in heavy handling, Sumo
was developed on the proven heavy terminal
tractor series platform. The new heavy-duty
frame and chassis were specially designed for the
new models to take the most demanding loads.
High quality components also ensure reliable
operation.
One of the main targets was to lower the
total cost of ownership by optimising the ease
of maintenance. Regular maintenance is easy, as
there is direct access to many service points at
ground level. The sophisticated diagnostic system
through the market-leading CAN-Bus vehicle
control helps to stay on top of maintenance needs.
Key features
+ Lifting capacity of up to
50 tonnes and 320 gross
combination weight for
TR632i
+ CAN-Bus vehicle control
technology for improved
diagnostics
+ New unrivalled strong
frame and lift boom
design allowing for
+/- 10º lateral inclination
NESGDjESGVGDDK@CITRSDC
by two double acting lift
cylinders and controlled
from the cabin
+ Powerful Volvo D13
engine complying with
stage IIIB EU emission
standards
+ Spacious air-suspended
cabin with improved
comfort and visibility, 180º
degree turntable seat
+ Leaner overall layout and
easy ground-level access
to regular service points,
cabin tilt to 60º
Kalmar news
Autumn 2013
Kalmar
reachstackers
winning in China
Shanghai International Port (Group) Co., Ltd. (SIPG), the exclusive
operator of all the public terminals in the Port of Shanghai, is a long-time
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subsidiaries, mainly reachstackers and empty container handlers, and
later on, two more units were awarded to Kalmar.
Incorporated in January 2003, SIPG is a large-scale business
conglomerate specialised in port operations and related businesses. It
operates 125 berths on a total quay length of around 20 kilometres – 82
of these berths can accommodate vessels of 10,000dwt class or above.
In addition to container terminals, SIPG owns public bulk, breakbulk,
specialised RoRo and cruise terminals. SIPG operates warehouses with
a total area of 293,000m2, storage yards with a total area of 4,721,000m2,
and owns 5,143 units of cargo handling equipment.
}
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formally signed in July 2013.
Booms extended
in Buenos Aires
Kalmar engineered boom extensions on
two ship-to-shore (STS) cranes operated by
Terminales Rio de la Plata (TRP) at the Port of
Buenos Aires, Argentina. The project that took
just seven months to complete demonstrates
Kalmar’s ability to undertake a highly complex
engineering procedure for any brand of STS
crane.
TRP, a DP World Container Terminal business,
handles 800,000 TEU annually. It is now
gearing up for the arrival of substantially larger
container vessels, some with capacities of up to
18,000 TEU. This required the STS crane boom
geometry to be adapted and extended from 45
metres to 51 metres.
“STS boom extensions are complex projects,
demanding the highest levels of technical
expertise and team work. Increasing operational
throughput is critical to us. Raising the
capacity of existing cranes, together with
safely extending their working life, provides an
excellent solution and return on the investment.
Being a manufacturer, Kalmar demonstrates an
excellent understanding of the critical technical
considerations and can, therefore, deliver a
really effective solution in the minimum time
IUDPH:HDUHH[WUHPHO\VDWLVĺHGZLWK.DOPDUpV
service,” says Eugenio Calcabrini, TRP
Engineering Manager.
Gloria boosts
your productivity
Kalmar’s ‘G’ generation of reachstackers
was launched in June 2013 at TOC Europe,
Rotterdam, with the unveiling of “Gloria”.
The new machines build on the success of
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whole new levels of productivity and operator
safety.
To learn more, visit kalmarglobal.com/Gloria
or contact us at Kalmar@kalmarglobal.com.
24
KALMAR GLOBAL
TraPac orders
more automated
Kalmar equipment
The leading terminal services provider, TraPac, Inc., has
ordered 17 more automated stacking cranes and 11
automated straddle carriers for its Los Angeles, USA
operations. Kalmar has earlier supplied TraPac with ten
automated stacking cranes and 17 automated straddle
carriers. This was its first large automation order in the
Americas region and demonstrates Kalmar’s ability to deliver
a total solution including both hardware and software.
“The integration of the terminal systems is vital to us and
working with a single integrator, such as, Kalmar is critical to
ensuring accurate, reliable and timely project realisation and
operations. We are confident with Kalmar’s experience in
both automated stacking cranes and automated horizontal
transport,” says Scott Axelson, Vice President, Planning &
Development at TraPac.
The terminal is expected to be partially opened for
commercial operations in spring 2014. TraPac is a
subsidiary of the Tokyo based company Mitsui OSK Lines.
Kalmar’s
new
forklift
goes to
North
America
Kalmar has proudly launched its latest range of forklift
trucks in North America. The DCG90-180 range is part of
Kalmar’s new ‘G’ generation of counterbalanced equipment
with capacities ranging from 20,000 to 40,000 pounds
(9,000 to 18,000 kilos). It delivers improvements in fuel
efficiency, serviceability and ergonomics while also reducing
the environmental impact.
The Canadian company Canfor, one of the world’s largest
producers of sustainable wood building solutions, has
played a crucial role in developing the new forklift.
“In a production-oriented environment like ours, these things
are moving all the time and equipment downtime is a killer,”
says Bruce Wendt, Canfor’s mobile shop supervisor. “If
you put the right piece of equipment into the job, downtime
should be non-existent.”
Making
a move
in South
Africa
Kalmar relocated five ship-to-shore (STS) cranes for Transnet
Port Terminals (TPT) in Durban, South Africa. The cranes were
moved to help streamline operations at the port and to facilitate
the refurbishment of the equipment to increase efficiency.
Durban is one of Africa’s largest container terminals with 59
effective berths and one of the busiest terminals in the southern
hemisphere with container throughput continually increasing.
The project required the movement of Noell and Liebherr STS
cranes between the East and North Quays, using self-propelled
hydraulic platforms and transport beams. The project was the
first of its kind in South Africa.
“Our Crane Services team located in Algeciras, Spain,
has developed highly specialist solutions for STS crane
transportation, design-related modifications and major structural
refurbishment work. Kalmar’s expertise is now regularly called
upon for all types and brands of cranes,” says Eduardo Prat,
Vice President Kalmar South EMEA.
Exhibition calendar 2014
25–27 Feb.
27–28 March
1–3 April
22–25 April
19–23 May
24–26 June
2–5 Sep.
14–16 Oct.
23–24 Oct.
Logimat • Stuttgart, Germany
12th Intermodal Africa North • Lagos, Nigeria
Intermodal South America 2014 • Sao Paulo, Brazil
TransRussia 2014 • Moscow, Russia
CeMat 2014 • Hannover, Germany
TOC Europe 2014 • London, UK
TRÄ & TEKNIK 2014 • Gothenburg, Sweden
TOC Americas 2014 • Cartagena, Columbia
12th Intermodal Africa South • Durban, South Africa
Subject to changes. For all local and global events where you can
meet us, please visit kalmarglobal.com.
KALMAR GLOBAL
25
text JUKK A VISK ARI
Based on interview of EELCO DE L ANGE, K ALMAR CRANE SERVICES,
DIRECTOR, STRATEGY AND OFFERING
step
by step
Extending
STS cranes
Demand for heightening ship-to-shore (STS) cranes is higher than
ever. The prevailing trend to reduce transport costs with new higher
and wider container ships is further boosted by the enlargement of the
Panama Canal, set for completion in 2015.
almar has the know-how and global capability
to heighten any brand of STS crane. Typically,
the lifting height is increased up to four
container heights. When required, the crane’s reach
can be extended simultaneously. Total cost and
delivery time is a fraction of that of a new STS.
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refurbishment and maintenance company,
Mareiport, with a 25-year-history in
May, 2013. The resulting new
competence centre for southern
Europe, the Middle East and
Africa makes Kalmar a truly global player in
STS heightening, along with its competence
centres in Asia, Northern Europe and North and
South America. In 2013, Kalmar has performed
STS heightenings or boom extensions for
customers in Argentina, Belgium and Spain
among others. All in all, Kalmar has heightened
or extended nearly 100 STS cranes globally.
Detailed engineering
K
Kalmar makes detailed
design and engineering
calculations of the
crane structure. The heavy
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fabrication drawings produced.
Everything takes place in-house
at Kalmar or in close cooperation
with its crane engineering partners.
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drawings and solution to jack-up
and relocate the crane, local
subcontractors are chosen.
STS relocated
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block daily container terminal operations. Its
transfer to a separate work site, normally within
a one kilometre radius, is a delicate process.
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1
PLANNING
Feasibility study
Budget proposal
Kalmar analyses the existing
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various key issues, such as,
stiffness, strength, stability
and wheel loads based on
the customer’s upgrade
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inspections.
A broad outline of the
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the customer receives
a budget proposal. If
the customer decides
to proceed, the budget
is allocated.
Detailed
engineering
Kalmar, or the
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and detailed scope
of work for tender
documents.
Final proposal and order
Based on the detailed scope and
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it includes options, such as,
modernisation of the electrical
system, extension of the boom
length and crane lifetime extension
(see Crane lifetime extension.)
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26
KALMAR GLOBAL
Crane lifetime extension
Heightened cranes are normally between 5 to 15 years old. The average STS lifetime is around
25 years, depending on the number of annual lifting moves.
Choosing to extend the lifetime of a crane while heightening it means the customer can ride the
investment over a longer time.
Analysing crane loadings determines the weak points where cracks are likely to form, or small
cracks may have emerged. Reinforcing these locations can increase STS lifetime by around
one to two million moves. A normal STS crane is designed to withstand 1 to 4 million moves.
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Portal structure
reinforced
The hoisting ropes in the main
hoist that run in the cable drums
atop the crane are replaced to
suit the new hoisting height.
Sometimes the drums need
replacing to allow for an extra
length of cable.
New portal beams, diagonal
beams or local strengthening
material in the portal structure
are added to maintain the
right stiffness for comfortable
operations and reinforce
the structure to withstand
increased loads. Elevators
and stairs are heightened
by as much as the
crane, and the cables
for the power connection
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Boom lengthening
Where vessels loaded and
unloaded get wider, the boom
length can be increased. Around
a quarter of customers require
this. Boom hoisting, trolley
travelling and forestays may also
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Crane jacked up
The crane structure is reinforced to withstand
the forces exerted during jacking up, and
additional supporting material is welded to the
jacking points. The jacking tool is shipped to
the port and assembled. The crane is jacked
up safely and quickly by a specialist crew of
up to six engineers in only one day, a couple
of metres above the gantry, and four new
columns for the extension are installed.
Crane relocated back into operations
2
Adding ballast weight
Depending on the crane’s
stability after the increase
of height and boom
length, a ballast weight
may have to be added to
the structure.
The crane is relocated back into operations and
the cable reel is reconnected.
PERFORMANCE
UPGRADE
Final commissioning
and handover
Adding gantry wheels
Depending on the wheel
loads after the upgrade
and allowable quay loads,
the number of wheels is
sometimes increased to
reduce wheel loads.
3
The crane is given extensive testing
and commissioning protocol reviews.
The fully functional and safe STS is
delivered to the customer.
The entire project including options
is normally completed within 6 to 10
weeks.
KALMAR GLOBAL
27
text LEENA L AVONIUS
photos JOHN PEARCE’S HOME ALBUM
Still going
strong
After helping lift Australian businesses
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J
ohn Pearce is a forklift sales
specialist with Pacific Materials
Handling, one of Kalmar’s
primary dealers in the AsiaPacific region.
“I have been in this business a long
time but it is just as rewarding today as it
was when I first started,” John says. “What
really keeps me going are the relationships
with our customers, helping them find
products that are so good they come back
to us.”
John started working as an apprentice
auto electrician in 1955. His older brother
was a sales manager with a forklift
company and that sparked his interest in
the machines. When his brother needed a
new salesman for the forklifts, he turned to his sibling.
“I had never had anything to do with sales, but my brother
knew how to talk me into it – the job came with a car. That
was the big attraction, but soon I realised how much I enjoyed
the work in sales,” he says.
Containers changed everything
The year was 1961 and the position involved a move from his
native Adelaide to Melbourne, temporarily – or so he thought.
He has lived in Melbourne ever since. His long career has seen
huge changes in the forklift industry, especially in the area of
cargo handling that has been his main focus.
“In the early 1960s when I started out in sales, most of the
28
KALMAR GLOBAL
1
forklifts were used in the timber industry.
Loading and unloading ships was still done
using manual labour. It required large crews
daily and each ship obviously took a long
time on the wharf.”
All that changed quickly when shipping
companies started to use containers for
moving the cargo, which speeded up the
process and dramatically reduced costs.
“Modern waterfront operations are
extremely efficient. Cranes lift the containers
in and out of the ships and they are moved
and stacked using forklifts. Big ships are
ready to leave the wharf in just a matter of
days,” John describes.
Heavy lifting is smart business
The move to container cargo has meant the sheer number of
forklifts in ports and terminals has grown rapidly, and forklift
manufacturers have also adapted to the changes. While
forestry companies in the 1960s needed machines with a
capacity of 7–8 tonnes, nowadays a forklift on the waterfront
can lift 32 tonnes, the maximum load allowed on Australia’s
roads.
“The machines have obviously got much bigger and much
more powerful, and they are also much more sophisticated.
The technology is very advanced,” John says.
“Heavy lifting is a smart business. A modern forklift is
designed to be comfortable for the operator because they are
required to put in long hours.”
2
More machines
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Earlier this year Kalmar was awarded
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Handling. The Australian Kalmar dealer
bought 20 reachstackers and 20 forklift
trucks. The equipment is destined for
ports and terminals in the whole Asia
3DFLĺFDUHD
The Kalmar DRT 450 reachstackers
have been designed for customers in
the region. They provide a new level of
stability and manoeuvrability and can
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The Kalmar DCG160-6 forklift trucks
are suited for industrial uses and
stevedoring with a capacity of 16
tonnes.
The new Kalmar EGO cabin was a
major factor as it is designed for higher
productivity and offers the latest safety
features. New electric and hydraulic
systems also aim to deliver a better
environment for the driver as well as
lower lifetime operation costs.
1
John and his wife Diane at the
Mooney Valley races in 1965 where
Diane won the Fashions on the Field.
While the products John sells
have evolved over the decades, the
fundamentals of the sales process remain
the same.
“My job is to make sure the customer
is satisfied so the next time they need
another forklift, they come back to me.
Building relationships is the basis of the
business. Repeat customers are vital to us,
and that means our products must be spot
on.”
Making the most of every day
For many years, one of John’s regular
clients was David Hetherington,
Managing Director of Pacific Materials
Handling. Hetherington bought his first
forklift from John in 1989. When offered
a chance to work for the company, John
didn’t hesitate.
“Kalmar is the world leader in forklifts
and it has been expanding rapidly in
2
John Pearce, 76, has no plans
to retire.
Australia. We are selling a great
product, so it is a very exciting
environment to work in,” John says.
One of the strengths of the Kalmar
brand in Australia is the back-up and
servicing provided to customers. “Our
relationships with the customers go
well beyond sealing the deal. We are
there to make sure they are satisfied
with their machine for the long term.”
Going strong at 76, John has no
plans to retire. “I don’t see the point of
it while I am healthy and fit and I am
excited by what I am doing. I’m a keen
gardener, but there’s a limit to how
much you can improve your garden,
and I’ll have plenty of time to do it
later,” he says.
“Being able to do something I have
enjoyed so much for so many years is
absolutely great, and I am making the
most of every day.”
KALMAR GLOBAL
29
Site
Rough
and tough,
Texas style
Kalmar ramps up commercialisation of its rough
terrain material handlers.
K
almar has something special brewing down in
Texas. At the Kalmar Rough Terrain Center in
Cibolo, the exceptionally robust and durable
material handlers, the Kalmar RT240 reachstacker
and RT022 telehandler, are rolling off the production line.
These giants were once exclusive to the US Defence
Department, but now commercialised versions are being
manufactured for the civilian market. The equipment is ideal for
oil and gas, remote logistics, mining and other industries.
text RANDEL WELLS photo K ALMAR
One of a kind
“The RT240 is truly unique,” says Robert Schafer, Director of
Global Accounts for Kalmar RT Center. “It can operate in nearly
any terrain.”
A standard reachstacker requires a smooth, relatively level
surface to operate. The RT240 can safely operate on grades up to
27 percent with a full load of 26 tonnes.
“The RT240 is built from the ground up according to defence
specifications,” Schafer emphasises. “Sturdy and strong, it has
many promising civilian applications that include relief work,
such as we saw in Haiti after the earthquake.”
30
KALMAR GLOBAL
Anyone who can operate a standard reachstacker
can work with the RT240. Schafer adds, “With our next
upgrade, we will further improve the RT240 controls,
making them even easier to use.”
Texas-sized manufacturing
The Cibolo site has been operating since 2001, and next
year it is taking on Kalmar forklift truck production in
North America, with Kalmar’s Ottawa facility in Kansas
focusing on terminal tractors from now on.
“Cibolo is a great location for high quality production at
reasonable costs,” explains Schafer. “If Texas were a country,
it would be one of the world’s largest and most stable
economies.”
The Kalmar RT Center has 160 employees and includes
five buildings on 5.5.hectares. Rough terrain vehicles,
such as the RT240, are not built anywhere else. There is no
comparable vehicle even on the civilian market.
Chevron
down under
A long-standing leader in energy
and oil and gas exploration,
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locations and in often challenging
environments. At their Barrow
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move non-containerised cargo.
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and other freight safely and
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31
You can always reach higher
when you stand on a few
decades of experience.
Meet Gloria.
Our new reachstacker is the result of all the years of experience we’ve
gathered ever since we pioneered the world’s first commercial reachstacker.
Now we’ve taken it a step further, increasing efficiency and reducing downtime.
Because the most important thing we’ve learned through all these years
is that it all comes down to one thing: keeping your business on the move,
no matter what. To learn more visit www.kalmarglobal.com