Kalmar Global 1/2014
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Transcript of Kalmar Global 1/2014
Leading the way in automation Improving productivity and performance at today’s container terminals
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Kalmar Global is Kalmar’s customer magazine. Publisher: Kalmar, part of Cargotec, Porkkalankatu 5, FI-00180 Helsinki, Finland. Editor-in-chief: Maija Eklöf ([email protected]) 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: Kalmar 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. www.kalmarglobal.com
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Editorial
Olli IsotaloPresident, Kalmar
We are seeing a growing trend towards intelligent terminals and the benefits of automation are becoming increasingly accessible for operations of all sizes. Terminal automation is not just about building a greenfield terminal from scratch. In fact, we have seen rapidly increasing interest from operators to look into automating their existing terminals. The transition to automated operation is done step by step to avoid loss of capacity. Automation can also be implemented by expanding the terminal to a previously unused area.
Kalmar offers various solutions for terminal automation, which help our customers to optimise the performance of their business. Depending on the size, throughput, container handling patterns, geography and existing equipment in the terminal, different combinations can be used for stacking and horizontal transport equipment (pages 12–13). A dedicated Kalmar team will provide the expertise required to deploy and integrate the systems as well as on-going maintenance and system support.
Discussion about port automation aside, we at Kalmar are extremely proud of our roots as a machine builder. Equipment sales is an important part of our business and will continue to be so also in the future. This year, we are introducing new
products for our customers in distribution and industrial segments. The Kalmar Ottawa T2 distribution tractor has already proven its success in North America (page 29) and the new electric forklift is set to turn heads at CeMAT (page 6).
At Kalmar, we are committed to making your every move count.
Optimisingyour businessperformance
Hans “Hasse” Rundblad drives Gloria with a smile on his face
Liquefied natural gas is the fuel of the future
New electric forklift sets the standard in energy-efficient material handling
Automation helps improve productivity and performance at today’s container terminals
Process automation improves safety and security
Automation has improved health and safety at Patrick’s Brisbane terminal
RTG automation takes efficiency to the next level at the Port of Oslo
DP World Brisbane runs one of the most highly automated facilities in the world
TPS opted for crane heightening at the Port of Valparaiso
The new Kalmar Ottawa terminal tractor offers superior ergonomics
News from around the world
Kalmar and reachstacker are synonymous in China
Kalmar keeps the BMW logistics plant running on time in Wackersdorf
GloriaGloria has arrived at the Ports of Stockholm, and “Hasse” Rundblad could not be happier.
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Driver
Gloria, high tech, high performance, high driver satisfaction,
has arrived for operations at the Ports of Stockholm, Sweden,
and Hans “Hasse” Rundblad is excited. One of nine
reachstacker operators at the Container Terminal Frihamnen,
Rundblad has driven the Gloria prototype, and he cannot wait
to get his hands back on the Gloria joystick.
“The joystick was actually one of the things we opted for
after our trials with the prototype as a complement to the
steering wheel,” he says.
Back in the 1920s and 1930s, in the area where the container
terminal now sits, there was an airplane hangar for hydroplanes
that was a base for some of the first overseas flights out of
Sweden. The land has since been reclaimed from the Baltic Sea,
and as such, the surface is uneven. The rough terrain means
challenges for the reachstacker operators.
“The vehicles tilt and bounce because of the unevenness
here. With Gloria, we can lock up the containers in place, and
driving is a lot more stable than in the past,” Rundblad says.
The constant bouncing is tiring, so for a driver the cabin,
the driver’s office, makes a big difference.
Rundblad’s day begins at five in the morning, and when
he gets to work, there is already a line of trucks waiting to be
loaded with containers. To make sure the average turnaround
time stays at the current eight minutes per truck – “and that
includes the drivers’ walk from the harbour office back to
their trucks” – the driver has to be ready to roll immediately.
“The cabin is like nothing else I’ve seen before. Everything
is much more ergonomic, it’s much more comfortable and
nicer to sit in. The drivers have better visibility from the
cabin, and the blind spots are gone,” he adds.
And with Gloria’s improved steering system, the tyres will
last longer because there is less friction between the surface
and the reachstacker. That also makes for a better driving
experience.
“Maybe we can let up on the gas a little in the future,” says
Rundblad.
spellsjoy
Fuel of the future
What is LNG and how is it produced?
Why should ports switch to LNG?
Is LNG more expensive than other fuels?
In a world starving for alternative energy resources, LNG is a clean, affordable fuel that our ports cannot afford to ignore. Stefan Johansson, Director of Sales & Marketing, Kalmar Reachstackers & Empty Container Handlers tells more.
Is the infrastructure already in place?
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She’s no gas guzzler
When LNG is combusted, it generates 29 percent less carbon dioxide per joule than oil, and 44 percent less than coal.
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text RISTO PAKARINEN photos KALMAR
evolutionElectric
There is ongoing product development that creates new
versions of existing products, tweaking and improving
them, and addressing customers’ concerns.
Then comes a generational shift, with a rollout of
a whole new set of attributes, keeping the best of the previous
generation and adding the most innovative designs in response to
customer needs.
Like Kalmar’s Gloria, the new G generation of counterbalance
equipment, and now the ECG50-90 electric forklift that enters the
5–9 tonne counterbalance market.
“The forklift has new safety features and a new hydraulic
system with greater precision. The EGO cabin, standard in our
G generation machines, has greater visibility and improved
ergonomics,” says Thomas Malmborg, Vice President, Forklift
Trucks.
Malmborg calls the new machine a major advance in forklift
design that will set the standard in energy-efficient material
handling.
Total overhaulMajor advances and standards are not run-of-the-mill.
“It’s a total overhaul of the vehicle, in which the most
important features are the cabin, the electrical system, and
Kalmar’s new environmentally friendly electric forklift improves productivity.
the maneuverability, with all the other benefits
of the generation G. Also, we’ve made other
improvements based on customer feedback,” says
Peter Ivarsson, Director, Forklift Trucks.
The most visible change is the EGO cabin with
its new ergonomic design, greater visibility and
improved safety. The optional rotatable driver
environment is especially useful when driving
requires a lot of reversing. It only takes the press
of a button to rotate the cabin, saving both time
and stress on the driver’s neck and shoulders.
The ergonomic steering console helps to keep
the driver more alert and relaxed. The well-placed
panels and controls for data display and machine
control systems make it easy to use and adjust.
“A lot of attention has also been paid to
maneuverability so drivers have a good feel for the
vehicle and know that they are fully in control of
the forklift at all times,” says Ivarsson.
Maximum precisionThe key is the finely tuned hydraulic system
developed for maximum precision.
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Kalmar ECG50-90
Drivers will be happy behind the
controls and company executives will be
happy with the bottom line.
“In the marketplace, this is an
environmental choice. When you
consider the life cycle costs of an electric
forklift, as our customers do, you quickly
realise what a winning concept it is,”
Ivarsson says.
He adds, “Sure, the initial investment
is slightly higher, but the running costs
are much lower than with a diesel
vehicle. Our customers increasingly
consider environmental factors, and with
diesel prices rising, an electric forklift is a
more attractive alternative.”
The forklift’s electronic system
is energy-efficient with different
modes: The “power” mode optimises
performance while boosting productivity.
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Extraordinary times call for
extraordinary measures and harsh
conditions require innovative
solutions. The harsh conditions
of Canadian forests pose special
problems for the people working in
them and the machinery needed for
lumber transportation.
“The surface is muddy and uneven.
Traditional forklifts get stuck in the
mud, or there is not enough ground
clearance, which makes it nearly
impossible for timber companies to
use traditional forklifts,” says Peter Ivarsson, Director, Forklift Trucks.
The solution – the Big Wheel“As the name says, this version of
the DCG90-180 has bigger wheels
and higher ground clearance, and it’s
been specially developed to handle
the conditions forestry companies
face in Canada,” says Ivarsson.
Big Wheel keeps on turning
The “normal” mode optimises productivity.
And the “economy” mode optimises cost
savings, delivering up to 10 percent in
energy savings.
“The energy saving mode allows further
distances between charging, and delivers
lower maintenance costs than in a diesel
vehicle,” says Ivarsson.
Longer service intervalsWhereas the first service interval used to
be 50 hours, the first service is now done
after 500 hours. Kalmar’s service personnel
will now also be able to finish the job more
quickly, thanks to simplified maintenance
and a market-leading diagnostic system.
The troubleshooting time has been
signifcally reduced.
Ivarsson says that thanks to all these
improvements, the initial investment is
intended to be paid off within two to three
years.
The average life cycle for a vehicle like
this is about five years. Some companies
have used their vehicles for as long as
twenty years, while others opt for new ones
every four to six years.
Product development at full speed“The product development time was about
a year and a half, including all the cross-
functional work inside the company,” says
Niclas Samuelsson, Project Manager,
Forklift Trucks.
Some customers have already tested
the final version of the new electric forklift
– many were involved in the process and
have driven prototypes – and interest in the
launch is significant, says Ivarsson.
“This is a market driven project.
Customers are asking for a better electric
forklift, and we have responded to that
demand. The diesel engine market will
eventually turn to electricity, so it makes
sense to get ready for it,” he says.
The initial investment is intended to be repaid within two to three years.
“Many of the world’s big forestry
companies are there, and now we
can offer them both the regular
DCG90-180 and the Big Wheel
version,” says Ivarsson.
The Big Wheel, a generation G
vehicle, comes with the ergonomic
EGO cabin and smart features that
give drivers optimal performance,
a new electronics system, a new
variable hydraulic system, and
improved cooling system.
Accessibility solvedThe Big Wheel has great potential
for solving customers’ access
problems in many areas of the
world – not just the forests of
Canada.
“The Big Wheel is going to be a
real attention-grabber. There’s
never been anything like this,”
Ivarsson says.
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Features
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Julie Simington,
Patrick Production
Manager, in the
terminal control tower
Process automation
offers considerable
improvements in safety
DP World Brisbane’s
Mark Hulme believes in
automation
Crane heightening allows TPS to
increase the capacity of its container
yard at the Port of Valparaiso
Pages 10–28
9KALMAR GLOBAL
text THOMAS FREUNDLICH photo SHUTTERSTOCK
We have come a long way...
10 KALMAR GLOBAL
Terminal and process automation
are recognised as the next steps
to improving productivity and
performance at today’s container
terminals.
On one hand, terminals need to utilise their
equipment, resources and space to maximum
capacity, and every incremental improvement
adds up to massive savings over the course of a
fiscal year. On the other hand, qualified labour
can be hard to obtain, and safety issues as well
as human factors often restrict the performance
of terminal equipment from its full capacity. The
latest supersized container ships place additional
competitive pressure on terminal operators to
maximise throughput and minimise turnaround
times.
Automating a greenfield (newly built) terminal
from scratch is what often comes to mind when
discussing automated terminals. However,
existing (brownfield) terminals can be automated
partially or wholly to achieve the benefits of
automation. At brownfield terminals, the
transition to automated operation is carried out
step by step to avoid loss of capacity. Automation
can also be implemented by expanding the
terminal to a previously unused area.
“No matter what the approach, the project
requires thorough planning. Numerous
technology and equipment combinations need
to be studied to identify the best choice for
the operator,” says Elmar Hendriks, Director,
Terminal Development, Kalmar.
Terminal automation can be accomplished
in many different ways depending on the size,
throughput, container handling patterns,
geography and existing equipment in the
terminal. Solutions include automated stacking
cranes (ASCs) with manned or automated shuttle
carriers, ASCs and automated guided vehicles
(AGVs), fully automated straddle carriers,
automated RTGs with automated shuttles, or
various combinations of these options.
Evolution by designThe history of container terminal automation
extends back some 20 years. The world’s first
automated terminal was ECT Delta in The
Netherlands, operational since the early 1990s.
The terminal is based on the AGV concept with
automated stacking cranes. The container stack
is perpendicular to the quayside, which is the
typical layout for European container ports.
At ECT Delta, each STS crane is served by four
AGVs, and the handover is a coupled process that
takes place under the STS crane’s legs. A single
ASC serves each block of the 6-wide container
stack, which is stacked at heights of 1-over-3 and
1-over-4.
A similar ASC and AGV concept, although
with larger stacking capacity and two ASCs
per block, is used at the newer ECT Euromax
terminal in The Netherlands, in operation since
2008.
The next generation of automated terminals
took the concept a major step forward, obtaining
higher capacity and more flexibility in container
handling. Opened in 2000, the HHLA CTA
Terminal in Hamburg introduced a second ASC
to the container block, now stacked 1-over-5
with a width of 10 or 12 containers. The ASCs
ride on two sets of rails, allowing the smaller
crane to pass under the larger one. The AGV-STS
handover takes place under the back reach of the
STS crane, improving safety by keeping workers
out of the handover area.
In today’s fast-moving world, the trend is for intelligent container terminals that rely on unmanned operations and automation.
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11KALMAR GLOBAL
Alternatives for terminal automationTerminal automation can be implemented with various combinations of stacking and horizontal transport
equipment.
A decade later, the HHLA CTB Terminal,
also in Hamburg, developed these ideas
even further. The terminal features a novel
arrangement of three ASCs per block
(two small and one large). The ASCs are
coupled with manned shuttles for horizontal
transportation.
For an alternative automation solution, one
can look to the Patrick Container Terminal
in Brisbane. The terminal, operational since
2007, is the world’s first fully automated
straddle carrier terminal. A fleet of 27 Kalmar
AutoStrads™ handles quay and landside
operations. Three AutoStrads serve each
STS crane, and the carriers are pooled for
maximum efficiency.
“The straddle carrier concept enables a
fully decoupled process as the STS cranes and
carriers can place containers in the crane back
reach without having to wait for each other,”
Hendriks notes.
Hybrid automation solutionsThe latest innovations in terminal design are
decoupling the container handover and creating
terminal layouts that combine the best of multiple
container
handling technologies.
As a result, the benefits
of automation are
increasingly accessible for
terminals of all sizes.
“Automation has
proven itself for ship-to-
shore handling rates of
25 to 30 containers per
hour. For projected future
performance of around
40 to 45 moves per hour,
one of the key concepts is the decoupling of vessel and yard
operations. This enables operators to maintain smaller fleets
while reducing congestion and equipment idle time,” says
Hendriks.
One of the most interesting new designs is the TraPac
extension to the Port of Los Angeles, scheduled to be
operational this year. Built around a fully decoupled process,
the terminal combines three automation concepts on a single
site. In addition to perpendicular and parallel container
stacks served by ASCs, the terminal includes a third,
diagonally placed AutoStrad stack that allows the terminal
operator to make the most of previously unused land. The
transportation to and from the ASC is also accommodated
by the AutoStrads. As in Hamburg and Brisbane, the change
to automated operation is done step by step to keep the port
online and avoid loss of capacity.
Stacking and transportation by
one type of equipment
Relatively low initial investment
Short time to realisation
Automated straddle carrier
terminal
For manual and automated
terminals
Captures and optimises
utilisation
Improves safety and
security
Process automation
12 KALMAR GLOBAL
Multiple avenues for growthThe selection of a terminal concept (RTG, ASC, straddle
carrier, etc.) has massive implications for the future of any
terminal. However, it is important to realise that concepts can
be combined, thus providing new avenues for future growth.
“A mid-sized container terminal could begin with an
AutoStrad stack for a relatively small initial investment.
Later on in the future, a few ASC blocks could be added for a
dramatic increase in stack density,” Hendriks points out.
Due to the simple laws of three-dimensional geometry,
an 8-wide ASC can stack up to 25 percent more containers
than traditional 6- or 7-wide RTGs that need to leave a lane
for terminal tractors or shuttle carriers at the side of the
stack. The benefits of automation thus include improved
terminal capacity in addition to better performance and
lower operational costs. For a mid-sized terminal that
currently utilises RTGs, an increase in capacity from 250,000
to 1,000,000 TEU per year would be well within reach – all
without expanding the land area used.
Hybrid terminal designs also hold great promise for other
applications. “For example, ASCs and shuttle carriers could
be combined for more efficient handling of reefers or empty
containers,” notes Hendriks.
Future directions As vessel sizes increase, the demands on crane speeds
will grow comparably. Remotely operated STS cranes
are likely to see rapid development over the next five to
ten years.
In addition to port equipment, process automation
allows terminal operators to gain immediate benefits
for a very moderate initial investment. The Kalmar
SmartPort process automation portfolio includes
several modules to gain efficiency and safety benefits.
Kalmar has the unique capability to provide integrated
solutions from terminal operating systems (TOS)
to equipment and process automation along with
supporting services.
Another area of great interest is automated lashing
and twistlock handling. “Again, the issue is decoupling
– eliminating the need for one piece of port equipment
to wait for another,” says Hendriks.
The Automated Lashing Platform is a solution
designed to address this need. The system currently
supports 95 per cent of all twistlocks and is expected to
gain ground rapidly as the technology matures.
Several automation concepts
can be combined in the same
terminal, depending on the unique
characteristics and requirements
of the site. For example, the new
TraPac extension to the Port of
Los Angeles features a diagonal
AutoStrad stack in a corner of the
port that would be impossible to
utilise for an ASC stack.
Works with automated shuttle
carriers to decouple processes
and minimise apron size
Alternatively works with
automated guided vehicles
Supports high stack volume
and density
Optimises throughput
Read more on page 22
Automated stacking
crane terminal
Various degrees of
automation possible
High capacity stack and
maneuverability
Works with terminal tractors
or automated shuttle carriers
Both for medium-size and
large terminals
Read more on page 20
Automated RTG
terminalHybrid
terminal
13KALMAR GLOBAL
Process automation:
Improving terminal safetyProcess and equipment automation is the key to increased competitiveness in today’s container terminals. For operators, process automation can be an accessible and fast way to achieve immediate productivity improvements.
text THOMAS FREUNDLICH illustrations TERO HARSUNEN
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40T
a collision avoidance system
to minimize RTGs knocking
over containers
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Scan a
rea
Laser scanners
Scan a
rea
Truck lane
The stack profiling system
will send slow/stop signals to
the PLC to stop trolley/hoist
movements.
The system determines the
elevation between the load
and the stacks and the
distance to obstacle.
Collisions are avoided by
measuring container stack
height and controlling the
trolley driving speed via
the PLC.
Even partial adoption of process automation
increases productivity and equipment
utilisation rates while reducing the potential
for manual errors.
Out of harm’s wayIn addition to immediate gains in
performance, process automation offers
considerable improvements in safety over
traditional manual operations. “At the
most essential level, terminal automation
helps keep people out of the way of heavy
machinery,” says Heather Branstetter,
Director of Operations, Automation, Kalmar.
“Thanks to process automation and remote
monitoring, we can move many of the
tasks that require operator input from the
container yard to the comfort of an office.”
Continuous position tracking Often, the safety benefits of process
automation are as simple as knowing where
every container and piece of container
handling equipment is. The Kalmar
SmartStack solution provides a real-
time, accurate inventory of the terminal’s
containers.
“A tremendous amount of time can
be spent looking for a couple of lost
containers,” Branstetter notes. “If the
location of every container is known, there
is no need to manually search for them in a
possibly hazardous area with moving heavy
machinery.”
For trucks and straddle carriers,
continuous position tracking helps identify
bottlenecks and areas with a greater risk of
accidents.
RFID tracking can be used on both
terminal equipment and road trucks
authorised to operate in the terminal.
“Knowing a specific truck has entered the
terminal, its location and status, improves
security,” Branstetter says.
Job list optimisation and automated job
selection included in Kalmar SmartLift
further improve safety in the container
yard by allowing RTG operators to
concentrate on driving instead of scrolling
through job lists on mobile computers.
Security equals safetyBy definition, terminal automation
improves security by keeping people out
of the container yard. This can also mean
greater safety for employees.
“In some areas of the world, crane
operators are occasionally pressured to
land a container outside the terminal
perimeter for illicit purposes. Use of
process automation ensures that the
spreader twistlocks can only unlock in
designated areas and increases cargo
security,” Branstetter says.
“Safety is a key consideration for our
terminal customers around the world. This
has already been demonstrated by our
recent deals involving several SmartPort
solutions,” Branstetter concludes.
15KALMAR GLOBAL
Laser
scanner
Anti truck liftingPrevents hoist movement when it
detects the wheels of the trailer or truck
rise from the ground.
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Scan area 2
16 KALMAR GLOBAL
Patrick is Australia’s largest national
operator of shipping container terminals
and the only Australian owned stevedore.
It is responsible for moving more than
half of the country’s containerised freight through
four major centres with long term concessions for
terminal operations in Brisbane, Sydney, Melbourne
and Fremantle.
Patrick is owned by Asciano, Australia’s largest
national rail freight and cargo port operator. Since
2005, it has invested more than A$300m (€196m) in
its terminal at the Port of Brisbane, which has a 900-
metre quay line.
The journey to automation began in the mid-1990s,
when the management team needed to improve the
safety and efficiency of the operation while at the same
time keeping the costs under control.
“Every cost we face as a stevedore has been
rising exponentially over the last 20 years,” explains
Matt Hollamby, Brisbane Manager, Terminals
Division, Patrick Corporation. “We saw automation
as an opportunity to streamline our operations
and introduce process-line concepts into terminal
stevedoring to make us more competitive.”
Success through leadingThe emergence of Hutchinson Port Holdings to
challenge the effective duopoly of Patrick and DP
World is the clearest sign of how the stevedoring
market in Australia has become more challenging.
That Australia previously had a patchy reputation
for stevedoring and full automation was unheard of
outside Europe, made the decision to automate even
more impressive. “When we decided to fully automate
there were only two other ports in the world that had
done so – the ECT Delta terminal in Rotterdam and
HHLA Container Terminal Altenwerder in Hamburg
– so it was a groundbreaking project for a terminal on
the other side of the world.”
The project commenced in 1996 and a trial site was
acquired in 2000. The first ship was worked under trial
in 2002 and the first stage of the automated terminal
went live in 2005, with stage two opening four years
later.
The ease of automationAlmost two decades after Patrick embraced it, automation remains a key competitive advantage in the challenging Australian stevedoring business.
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“The focus of the project was to improve
stevedoring in anticipation of increased
competition and tougher operating
conditions, with the solution we were
proposing – automated straddle carriers –
different to anything available at the time,”
recalls Hollamby.
Phased transitionPatrick initiated the project in cooperation
with the Australian Centre for Field
Robotics at the University of Sydney, one
of the largest robotics research institutes in
the world.
Patrick was not looking to develop
a custom built machine, but rather to
automate an existing Kalmar straddle
carrier. This choice made possible a phased
transition from manual to automated
processes.
“We had developed the automation
technology and were already using Kalmar
straddle carriers. Our senior management
decided to establish a separate entity
to develop the technology further and
approached Kalmar, with whom we
already had an established relationship,”
says Hollamby. Patrick also developed a
proprietary terminal operating system for
use at the Port of Brisbane.
Turn off the lightsStevedores in Australia are not owned by
shipping lines, which means that winning
business comes down to the safety,
efficiency and cost-effectiveness of moving
containers. With labour representing a
significant proportion of overall costs,
automation makes sense.
“Our work team sizes are now smaller
than our competitors – just four people are
required to operate the ship-to-shore crane
and the associated shoreside machinery
in Brisbane. But automation is not about
cutting labour costs. Every other aspect of
the terminal operation is positively affected
by automation and some of these benefits
were not obvious to us when we started the
project,” says Hollamby.
Robots do not need to see, so at night
in certain operational circumstances the
lighting in the terminal can be turned off.
The potential energy savings in a 40-hectare
terminal add up to approximately
A$100,000 (€65,000) per year.
There has also been a positive impact
on the company’s maintenance regime. “In
a manned operation, if the machine is idle
for any length of time between jobs the
driver will typically sit in the cabin with the
engine running. In our system, the machine
will turn itself off between jobs. Because
maintenance contracts are structured on
the basis of engine hours, we have been able
to lengthen the period between servicing.”
Similarly, the terminal no longer needs
to be line marked since the robots do not
need to see where to put the containers. The
overall infrastructure demands, whether in
painting or in lighting, can be reduced for a
Kalmar AutoStradTM terminal.
World class safetyHollamby says that first and foremost
automation is safer. Prior to automation,
there were around 40 lost time injuries
Automation is not about cutting labour costs.
Patrick believes the AutoStrad will eventually dominate the market for
stevedoring technology.
18 KALMAR GLOBAL
a year in the terminal. Since automation was introduced, the
terminal has become one of the safest not just in Australia but
worldwide. “We went 12 months without a single lost time injury
among our 160 employees. This is incredibly important to me as
the Terminal Manager and to Patrick as a company.”
The cost savings accrued are considerable. Ten years ago
Patrick’s bill for workers compensation (the system that
compensates employees who suffer work-related injuries) was in
excess of A$1m (€653,000) – that figure has fallen by more than
two-thirds over the last decade. The importance placed on health
and safety is reflected in the company’s motto, ‘Home Safe Every
Day’.
Patrick’s Brisbane terminal operates 27 Kalmar AutoStrads
and there are plans to implement 44 AutoStrads and real time
control systems (RTCS) automation at the company’s Port Botany
redevelopment project by early 2015.
Flexible solutionWhen asked why Patrick decided against using the automated
guided vehicles (AVGs) that are a familiar sight in many of Europe’s
largest terminals, Hollamby points out that while both systems
have been refined over the years, there are several reasons why
Patrick believes the AutoStrad is a superior solution and will
eventually dominate the market for stevedoring technology.
“An AGV operation is less flexible. Our system straddles the
box, whereas the AGV carries the box, which means it has to be
placed onto the unit. Using a straddle carrier also facilitates the
building of buffer stacks behind the crane, whereas with an AGV
the vehicle has to be in position behind the crane for the driver to
discharge the container.”
“In this scenario, the horizontal transport is coupled to the
ship-to-shore crane and if they are not completely synchronised
the operation will suffer. With our system the crane driver simply
deposits the box onto the pavement.” Thus, the AutoStrad makes
processes easier by decoupling the duty cycles.
Dynamic planningThe AutoStrads can also work in conjunction
with automated stacking cranes (ASCs),
which make them suitable for use in the larger
European facilities where ASCs are deployed.
Hollamby says that while it is relatively easy
to get a machine to move a box from one point
to another, the real intelligence lies in the traffic management
system. While the AutoStrad is programmed with the initial steps
it must take to collect a container, it is able to re-plan its path in
real time to take account of factors such as the proximity of other
machines.
“This dynamic planning is as close as you can get to having
a human being driving the machine and is one of the most
compelling aspects of this technology,” he enthuses. “It enables 27
machines to work in concert and around other machines in the
vicinity.” The intelligence of the technology easily makes the system
the most flexible solution to realise an automated terminal.
Another notable aspect of the Patrick’s AutoStrad is that it uses
a millimetre wave radar system rather than GPS, which makes it
self-contained and autonomous in terms of navigational integrity
and accurate to within 2cm. Kalmar can also supply an AutoStrad
solution using an alternative method of calibration: markers
embedded in the road surface. This technology is used for the
AutoStrad at TraPac in Los Angeles.
Wave of changeHollamby describes automation as the next great wave of change
that will sweep across the stevedoring industry. “Within the next
10–15 years many of the major stevedores will automate and the
AutoStrad will be an attractive proposition for many of these
operators.”
Patrick has won several coveted architectural, safety and
engineering awards for this technology, including Australian
Terminal of the Year 2010 for Brisbane.
In June 2012, Kalmar acquired the rights to the AutoStrad,
including 23 Asciano staff who had been working on the project.
John Nash, Business Development Manager, Kalmar Australia
describes the relationship with Patrick as being more of a
collaborative partnership than a conventional client/supplier
relationship, with each party looking for a solution and using
the unique skill sets and experience within each organisation to
achieve its objectives.
“The competitive nature of terminal
operations and the cost of doing business in
Australia mean other ports will be closely
scrutinising the effect of the automation project,
and we are already seeing a spike in interest for
automation, both locally and overseas,” Hollamby
concludes.
Key AutoStradTM development dates
1996 2000 2002 2005 2012
Patrick commences automation project
Trial site acquired
First ship worked under automated process
Automated terminal goes live
Kalmar acquires all rights to AutoStrad
Watch the video about Patrick’s Brisbane
AutoStrad™ terminal at www.youtube.com/
KalmarGlobal
19KALMAR GLOBAL
text SILJA KUDEL photo KALMAR
20 KALMAR GLOBAL
Over 125,000 containers are
unloaded each year at the Port of
Oslo in the South Harbour of the
Norwegian capital. Add a yearly
throughput of one million tonnes of dry cargo
including grain, sand, cement and salt, and
we are talking huge volumes – soon to grow
even bigger, with Sjursøya Container Terminal
planning to increase its container throughput
from 210,000 to 450,000 TEU annually.
Expanding in a densely populated urban
area posed a seemingly insurmountable
challenge: how could the port double its
capacity by 2030 without increasing traffic
noise, pollution and energy consumption?
Enter Kalmar, a trusted long-term
partner of the Port of Oslo. A low noise,
zero emission solution featuring Kalmar
SmartPort automation will significantly
increase efficiency without placing a burden
on the local community and sensitive fjord
environment.
In a turnkey project, Kalmar will deliver
eight revolutionary all-electric, 50-tonne
rubber-tyred gantry (RTG) cranes, making
the Port of Oslo the world’s first terminal
to deploy the sophisticated combination of
automated positioning technology and process
automation available to date.
The world’s most advanced RTG crane automation takes
largest freight port.
The Port of Oslo
Tomorrow’s technology today“We ordered our first RTGs from Kalmar in 2001 and were
the first to adopt cable-fed RTGs in 2002, so this is basically a
re-order. It shows that we trust these cranes and Kalmar’s wide-
ranging in-house expertise,” says Svein Olav Lunde, Director of
the Technical Department at the Port of Oslo.
Lunde describes the new semi-automated solution as a major
step forward in digital control. “It offers us greater flexibility
for the future, allowing us to take automation to the next level.
Efficiency is everything in a country like Norway, where labour
costs are high.”
Space optimisation was another decisive factor. “We pride
ourselves on being the world’s most space-efficient terminal.
We’ll have the world’s biggest RTG cranes doing
high-precision work with Kalmar’s improved
positioning system.”
Flawless movesThe automated positioning solution is based
on Kalmar’s terminal logistic system (TLS)
software, which interfaces to the TOS, provides a
pre-arranged job list to the RTG drivers and then
drives the crane gantry and trolley automatically to
the end destination.
This is enhanced with a range of Kalmar
SmartPort solutions, including a stack profiling
system that eliminates the risk of containers
being knocked down. An automatic inventory of all container
moves is stored by SmartStack software, and online equipment
monitoring enables service personnel to check crane
performance in real time. “They can even log on from their
home laptops,” notes Lunde.
makes RTG history
one of the greatest assets
enhanced automation.
21KALMAR GLOBAL
“Globally, there’s much discussion about terminal automation.
You always have to look at the whole port operation – everything
from internal and external trucks to human resources. You then
design a modular solution that fits the specific needs of the
specific port,” says Virtanen.
A step by step approach offers customers the freedom to
choose a tailored package to meet their particular needs. And,
safety must never be compromised.
“The ultimate target is to boost productivity, but safety
is one of the greatest assets offered by Kalmar’s enhanced
automation,” affirms Mika Virtanen, Kalmar Vice President
for RTGs and STS Cranes.
“With regard to the automation of RTGs, Kalmar has
taken a very deliberate approach. We have learned there is a
large variance in the desired degree of RTG automation and
decided to make it possible for our customers to find the mix
that is just right for them – whether it is fully manual or fully
automated,” Virtanen says. “Process automation solutions can
be a first step, minimising the risk of stack collisions and other
accidents by eliminating human error. The next step would
be automated positioning, which is much more secure as the
crane always picks up the right containers. And when the
driver doesn’t need to keep his eyes on the controls, he can pay
more attention to what’s going on around him. The final step is
the fully automated RTG.”
Operation overviewVirtanen sees great potential for TLS software because it
can be combined with any crane type, diesel or electric, and
integrated with any equipment running in the yard, even
conventional machinery.
The Sjursøya Container Terminal is designed to
operate around RTG, straddle and shuttle carrier systems.
The new IQ of RTGs
All-electric Kalmar RTGs are global technological
forerunners. They can be integrated with a range of
Kalmar SmartPort process automation solutions to
enhance productivity. These include:
SmartStack for real-time inventory of containers
SmartRail for automated gantry steering
SmartLift for automated job selection
Terminal logistic system (TLS) software linked
with the terminal operating system (TOS) to
Automation can be added gradually, starting with
package over time.
Fundamental
text PAUL GOLDEN photos KALMAR
DP World and Kalmar are at the forefront of developments making the Port of Brisbane one of the most highly automated facilities in the world.
DP World Brisbane’s Mark Hulme believes in automation.
shift22 KALMAR GLOBAL
The skyscape of the Port of
Brisbane on Australia’s east coast
is constantly evolving. The city’s
airport is a hub for planes flying
across this vast country and around the
world and ornithological visitors from the
nearby Moreton Bay Marine Park sweep
across the reclaimed land once known as
Fisherman Islands.
Some of the most significant changes
have resulted from a €166m investment
by DP World to introduce automated
technology to its waterside operations.
Investing in future growthDP World operates more than 65 marine
terminals across six continents, including
four container terminals in Australia.
DP World Brisbane is a modern terminal
offering a full range of electronic business
support services that include electronic
customs import release of cargo, electronic
data interchange reporting and web-based
information services.
When DP World signed a new 40-year
lease at the Port of Brisbane in 2008, the
company realised it needed to make more
efficient use of the terminal space while also
maintaining the highest standards of safety,
comply with maritime transport security
regulations and provide high quality
customer service.
“The initial business case was based
on manned straddle carriers, although
the company also considered the merits
of automated guided vehicles,” explains
Mark Hulme, Chief Operating Officer of
DP World Australia and former Director
& General Manager, DP World Brisbane.
When a review of capacity versus costs
showed that for about the same investment
it could introduce automation and stay
ahead of forecasted increases in customer
demand, the company chose the path of
automation.
“We spent a lot of time looking at how
facilities in the USA and Europe operated,”
recalls Hulme. “Ultimately, we felt that a
combination of automated stacking cranes
and manned shuttle carriers would provide
the best financial return on investment and
the highest level of waterside productivity.
Operating costs in Australia are higher
than in other areas of Asia Pacific and we
felt that the new technology would enable
us to accommodate future growth cost-
effectively.”
DP World has developed a terminal
comprising seven modules, each serviced
by two Kalmar automated stacking cranes.
Containers are transferred by manned
Kalmar shuttle carriers from the quay crane
to a waterside exchange area at the front
of a module serviced by the automated
stacking cranes.
The return on investment in automation
was a major factor in DP World’s decision
to upgrade its facilities, although it was also
determined to further improve operational
safety and lower the environmental impact
on the Brisbane River and Moreton Bay
Marine Park, ecologically sensitive and
valuable conservation areas. The natural
beauty of the area makes it easy to see
why the company was keen to protect the
surroundings.
“We were looking for an operating mode
that delivered significant improvements in
efficiency,” says Hulme. “The replacement
DP World Brisbane has invested 166 million euros to automate its landside
operations and introduce semi-automated technology to its waterside operations.
23KALMAR GLOBAL
of the one-way driveway system enables
trucks to run two ways between modules,
while the upgraded IT systems will allow
transport companies to locate the position
of containers online, improving servicing
and turnaround of trucks once inside the
terminal and making it
easier to access vehicle
booking systems.”
Competition on the increaseThe project will increase
DP World’s terminal
capacity from 600,000
TEU to 900,000 TEU.
Hulme notes that this
was vital to stay alive in
this highly price-sensitive and competitive
industry.
“When we got our new lease in 2008
there were only two stevedores operating
in the port. In 2012, a third operator
started up, so staying competitive by being
a world leader in productivity, consistant
landside performance, maintaining the
highest standards of safety and minimising
operating costs are all more important than
ever.”
In early February 2014, the Kota Lestari became the first vessel to be stevedored
using the new container handling
operation. Hulme says
time will tell what impact
the new cranes will have,
particularly since when
we spoke the company
was still operating a
split terminal with the
old terminal serviced by
forklifts, reachstackers
and tractor trailers.
Ready for it allHulme is clearly looking forward to
having a fully automated terminal. “There
will be challenges at the start of any new
automated facility, but we have seen
constant improvement with the first ships
we have handled so far.”
One does not have to be an expert in
stevedoring to appreciate the challenge of
managing the transition from forklift based
to semi-automated terminal operations.
“Someone told me once that we were
the largest forklift container terminal in the
world,” says Hulme, “but there is a reason
why no other terminal uses forklifts to such
an extent – it is probably the most labour
intensive mode of operation.”
Over the two years of construction
work, DP World temporarily lost 30
percent of its terminal stacking area, while
also challenged with maintaining ageing
equipment.
Another challenge was preparing its
employees for the transition to automation.
“We engaged with employees and unions
from the outset and consulted extensively
on the new working arrangements, which
would obviously lead to staff lay-offs. Over
the following 18 months we explained the
rationale for our decision to go with the
automated stacking cranes and how the
changes would affect our employees.”
“It was vital that our employees
embrace the project because while we were
announcing that some would lose their
There has been a fundamental shift in how our facility operates.
24 KALMAR GLOBAL
jobs, we also had record volumes passing through the facility,” says
Hulme.
Customised trainingOne of the unique aspects of DP World’s approach to preparing
its personnel for the operational changes was a $1m (€667,000)
investment in a state-of-the-art simulator – the first of its kind
in Australia – to train employees to use the new equipment. The
simulator works in a virtual space which replicates the full range
of weather and operating conditions on the quayside, reducing the
chance of injury or damage to equipment.
This is a benchmark in operator performance and makes it possible
to create individual bespoke training packages, which reduces the
time required to train the operators to use the container handling
equipment at the port.
Engagement with customers and keeping them current with the
project was also important. Visitors came regularly to the site during
the civil construction work and crane assembly phases. Hulme says
customers have been very impressed at the extent of development,
the new machinery and the benefits they will see after it becomes
operational.
As part of its transition to automation, DP World implemented
Navis’s latest terminal operating system (TOS) technology, N4.
“That was just about the easiest decision we had to make,” explains
Hulme. “We had used previous versions of the Navis system and our
Australian business had already decided to move to N4. Our operation
has benefitted from the synergies of effectively having a single supplier
provide the automated stacking cranes, the manned shuttle carriers
and the terminal operating system.” Kalmar essentially integrated
systems, equipment, services and support for the completion of the
revised terminal.
Quite a featThis is the first time that DP World has worked with Kalmar in
Australia on a project of this size and complexity, although the
companies have worked closely together at facilities in other parts of
the world, including the London Gateway project (see infobox).
Hulme says Kalmar’s willingness to approach DP World’s selection
process with an open mind was notable. “The local team were prepared
to propose alternative solutions and did not commit to unrealistic
targets or time frames. The fact that we purchased the same equipment
that we are using at London Gateway means each facility can learn
from the other’s experiences.”
The investment made by DP World means the Port of Brisbane
is now one of the most automated facilities in the world and the
importance of the steps taken to ease the transition to automation
should not be underestimated, Hulme concludes.
“There has been a fundamental shift in how our facility operates
and a reduction of some 50 percent in operational employees. To
achieve this in an operating terminal with the support of the work
force is a considerable achievement.”
Setting up London Gateway
Kalmar is also supplying products and technology to the DP World London Gateway,
2013.
premier logistics centre in the UK with an initial capacity of 1.6m TEU. It is also the UK’s
shuttle carriers and 40 Kalmar automated stacking cranes with related technology.
25KALMAR GLOBAL
A project to increase the height of twelve Kalmar RTG cranes
Sur Valparaíso S.A. (TPS) at the Port of Valparaíso will allow one of Chile’s largest ports to increase the capacity of its container yard and
Valparaíso, Chile’s main port, sits in a spectacular setting,
reaching across several steep hills sweeping down to a
wide bay on the Pacific Ocean. In its nineteenth century
heyday and prior to the opening of the Panama Canal
in 1907, the port was a necessary stopping point for travellers
rounding Cape Horn between the Pacific and Atlantic Oceans,
making it one of the region’s major trading hubs. Ten years ago the
city’s historic heart was named a World Heritage Site for its wealth
of Victorian architecture.
The Port of Valparaíso remains one of the busiest in Chile – last
year it handled 911,000 TEU. Located halfway up the long Chilean
coast, it is well-positioned to serve the capital Santiago and clients
throughout the country, as well as Argentina.
Economies of scaleSince 2000, the bulk of cargo moving through Valparaíso has been
handled by the private operator Terminal Pacifico Sur Valparaíso
in Terminal 1, which has invested heavily over the last decade to
boost capacity and efficiency.
The investment was needed to handle rising exports of wine,
fresh fruit and other products and growing domestic demand for
imported consumer goods. Over the last decade, the number of
containers moving through Chilean ports has tripled.
Reachinghigh
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26 KALMAR GLOBAL
An added complication is the current move to ever-larger
vessels that offer shipping lines huge savings through economies
of scale. This trend is set to accelerate along South America’s
Pacific Coast with the enlargement of the Panama Canal. As well
as competition from newer ports further along the coast, TPS is
under pressure to meet clients’ need to handle more and more
cargo on larger ships.
Valparaíso, however, has little room for
the port to expand. Built on land claimed
from the sea and limited by geography, TPS
is also hemmed in by roads and buildings.
Demand for more capacity“To handle the increase in trade and the
larger ship sizes, TPS is working on a
number of parallel projects,” says Nicole Jaramillo, TPS Reliability Engineer.
One project will extend the length of the docking area by 120
metres to 740 metres so it can handle up to two Post-Panamax
vessels simultaneously. The work is expected to be finished in 2015.
“In addition, the company is heightening its twelve Kalmar
RTG cranes to optimise use of the container yard. By increasing
the height of the cranes by approximately 2.9 metres, TPS will be
able to stack a maximum of six containers – up from the current
five – and expand storage capacity in 60.000 TEU annually,” says
Jaramillo.
The contract to heighten the cranes was awarded to Kalmar with
whom TPS has a long and successful relationship. Along with the
12 RTG cranes, the terminal operates three Kalmar reachstackers,
five Kalmar top lifters and 21 Kalmar terminal
tractors.
Jaramillo says TPS’s decision to go with Kalmar
reflected both economic factors and its faith in
the Kalmar brand and excellent working relations
with the company and its local representatives.
Pioneering crane upgrades“Work on the first two cranes began in November
2013. An additional steel structure was inserted
into the cranes’ four columns. Kalmar engineers
modified the electrical cabling used to control the cranes, extended
the staircase to the operator’s cabin and lengthened the exhaust
pipe for the cranes’ diesel motors,” explains Juan C. Roca, Regional
Projects Manager at Kalmar Argentina.
As the first crane heightening in Chile and one of the first in
South America, TPS had some concerns about the impact the
27KALMAR GLOBAL
The operators are very happy with the new machines.
upgrade could have on the stability and
productivity of the cranes.
However, with more than 150 STS and
RTG crane heightenings around the world
under its belt, Kalmar’s proven experience
won the day.
“To handle the increased weight of the
enlarged structure, Kalmar’s engineers
advised using larger tyres, which also gave
the cranes more stability,” says Jaramillo.
LED lights were installed to ensure the
operator’s visibility was not impaired by
the increased height of the cabin. Cameras
were installed on the corners of the cranes
at ground level to improve the field of view
and eliminate a number of blind spots.
Smooth transitionThis attention to detail, which comes from
Kalmar’s extensive experience with crane
upgrading, made the transition to the
modified cranes remarkably smooth.
“The operators are very happy with the
new machines – the larger tyres make the
cranes more stable while the greater height
has not affected productivity. In fact, by
some measurements, they are operating
faster,” says Jaramillo.
After a brief trial period, TPS has now
authorised Kalmar to proceed with the
heightening of the remaining ten cranes.
Work is due to begin later this year with
work on the final crane due for completion
in early 2015.
“Altogether, this has been a super
successful experience,” says Jaramillo.
Kalmar does not just build cranes. With its crane upgrade consultancy service, it offers container terminals specialist engineering that comes from
relocations and performance upgrades of any brand of existing crane.
Emergency repair This experience is crucial in an emergency. If a crane is hit by a
cargo ship, for example, it can destabilise and put workers and
equipment at risk.
“This could obstruct port operations and cause a major
problem for terminal operators,” explains Eelco de Lange,
Director, Kalmar Crane Upgrades.
Kalmar’s experts can quickly analyse the situation and devise
an emergency plan to stabilise the structure so operations can
resume quickly. A full damage survey follows to see how to repair
the crane.
Fortunately, such accidents are rare. The bigger problem is
gradual wear and tear over years of intensive use.
Extending crane lifetimeBy upgrading cranes, Kalmar can help terminal operators extend
Kalmar engineers locate key hotspots on any brand of existing
crane where fatigue and wear is expected to occur. Kalmar
and its customers can then monitor, replace or reinforce
vulnerable parts to keep the crane operating in optimal
condition and reliably.
Going one step further, Kalmar extends the lifetime of
cranes with an additional one to two million moves by
fatigue calculations and a detailed inspection of the cranes.
Crane upgradesKalmar provides the expertise to help terminal operators
make the right decisions to improve their existing port
installations, such as upgrading an existing crane to handle
Crane upgrades have become popular as ports seek more
upgrades require specialist knowledge of how the crane can
be changed, given its limitation and history.
Lange. “Kalmar service engineers are experienced in
modifying existing cranes – a very different business to
building a new crane and requiring special expertise.”
More and more, terminal operators want not only more lift
capacity of the cranes but also increased safety, lower costs
and reduced environmental impact through introducing fuel
saving solutions.
Kalmar consultancy services – decades of engineering experience
28 KALMAR GLOBAL
It is the challenge that every Kalmar Ottawa
customer faces: relentless pressure for improved
productivity. In February, Kalmar introduced
its most advanced terminal tractor to the North
American distributor market – a machine
that will help operators get the job done more
efficiently, reliably and safely than ever.
“This is a true milestone in our nearly
60-year history of making terminal tractors,”
says David Wood, Vice President, Sales and
Marketing, Kalmar Ottawa Terminal Tractors
Americas Region. “Nearly two years ago, we
began designing the T2 by consulting with
the best terminal tractor experts – our dealers
and their customers. We took their advice and
our engineers built a truck that offers superior
ergonomics in the cab for improved driver
productivity, easier serviceability, and overall
better performance.”
Re-imagined from the ground up, the
engineering masterpiece promises to revolutionise
the demanding task of spotting trailers with a
range of industry-leading features, including an
even stronger chassis, faster fifth-wheel lifting,
and safety enhancements. Sporting a new look,
it is manufactured with a larger complement of
advanced composite materials to reduce weight,
prevent corrosion, and speed repair time –
without compromising safety and durability.
The cab’s high-quality, welded steel frame is
backed by an ROPS (roll-over protection system)
certification – a standard cab feature on all
models.
The redesigned cab opens the door to greater
productivity with more interior room and better
visibility. Drivers will appreciate new interior
features to enhance control and convenience: a
cup holder, rocker switches, improved steering
wheel belly clearance, suspended brake and
throttle pedals, more room behind the seat and
space on the dash for yard management devices.
Chris Booth, Kalmar Vice President, Terminal
Tractors adds, “To further boost productivity, the
T2’s ground-breaking design also translates into
easier maintenance and serviceability. Opening
the front cab access panel is as easy as removing a
few bolts. And many routine service procedures,
such as oil and transmission fluid checks, can be
done more quickly and safely from ground level.”
The new T2 Kalmar Ottawa for off-road
applications is powered by the Cummins QSB6.7
Tier 4i engine that meets new U.S. Environmental
Protection Agency (EPA) emissions standards.
It uses cooled exhaust gas recirculation, a
common rail fuel system, and a variable geometry
turbocharger. On-road models feature the
Cummins ISB6.7 EPA2013 engine as the standard
power.
Customer
+ Redesigned cab with more
interior room and better
visibility
+ Long list of interior
features for improved
comfort, convenience and
productivity
+
+ Stronger chassis
+ Reduced weight
+ Enhanced safety, including
protection system
+ Greater corrosion resistance
+ Easier maintenance
+ Improved serviceability and
repair time
+ Cummins ISB6.7 EPA2013
models
+ Cummins QSB6.7 Tier 4i
meets new U.S. EPA
emissions standard
Radical redesign The new Kalmar Ottawa T2 is built on the advice of the real experts: Kalmar’s terminal tractor customers and dealers.
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Kalmar newsSpring 2014
Italian logistics company La Cisa Trasporti Industriali has
ordered six state-of-the-art Kalmar G generation lift trucks to
La Cisa spokesperson Roberto Provenzi expresses the
Productivity gets a lift
(RTGs) for Hutchison Ports UK (HPUK) at the Port of
Gloria goes Dubai
safety and increased operational
local port automation
constant data transfer of
Kalmar has also recently announced
30 K
Hybrid RTGs for East Africa’s busiest portTwelve Kalmar E-One2 hybrid rubber-tyred gantry
cranes (RTGs) are to be delivered to Kenya Ports
Authority (KPA) in Mombasa, Kenya. The hybrid RTGs
will boost container handling capacity at KPA’s recently
commissioned new container handling berth 19.
of Mombasa into the ranks of the world’s top container
ports. It is East Africa’s busiest port with a volume of
over 1 million TEU in 2013.
“Greater productivity and lower fuel costs were critical
factors in the selection process. We welcome the new
equipment that include RTGs, reachstackers and terminal
tractors,” says KPA Managing Director Gichiri Ndua.
At the heart of the RTGs is the Kalmar hybrid package
with an optimally sized diesel engine and energy
The Belawan International Container Terminal (BICT) in Medan,
Indonesia, has commissioned Kalmar to refurbish one of its ship-to-
shore (STS) cranes. BICT is managed by Pelindo I, one of four state
owned Indonesian terminal operators. Located on Java, the terminal
serves the Straits of Malacca, the world’s busiest shipping lane. The
electrical control system (PLC and DC drives), main dynamic brakes,
wire ropes, spreader pulley sheaves and headblock of a Nelcon STS
crane will all be replaced and its DC motors and festoon system will
be repaired.
“Being one of the busiest container terminals in the region, we need
to make sure that our performance remains high in all situations. The
refurbishment will improve the overall reliability and performance of
the crane for the foreseeable future,” says Akhmad Hidayah Alcaff, General Manager, BICT.
STS gets a new lease on life
An enthusiastic team from the Ports of Stockholm gathered
at the end of March 2014 to receive four of Kalmar’s new
generation reachstackers called Gloria.
was
celebrated at the end of April 2014 in connection to
Kalmar Distributor Meeting. Kalmar Panama, located in
customers in the region and provides spare parts
support 24/7.
Panama is the Latin-American country with the highest
container throughput registered in 2013 and the
gateway to Latin America and beyond. The expansion
of the canal is expected to have an impact on trade
patterns, shipping lines, ports and hub locations in the
region. Existing locks can take at maximum 5,100 TEU
vessels, while the new locks will accommodate 13,000–
14,000 TEU vessels.
31KALMAR GLOBAL
Since Kalmar
entered the China
market in the
mid-1980s, its
reachstacker has become
the workhorse across the
country at port terminals once
dominated by forklifts.
Chen Zhibin, who has been
with Kalmar Greater China for
over 10 years and is now the
General Manager of the South and Southeast China team, has
witnessed these changes firsthand.
“When customers in China want to buy our equipment, they
always ask for a ‘Kalmar’ instead of simply saying they want a
reachstacker,” Chen says. “For them, Kalmar is reachstacker. Our
Chinese customers have always regarded our equipment as of the
highest quality.”
That credibility has come from a great deal of hard work and
dedication in the early days.
When Chen transferred to Shenzhen in 2000, it was only
a representative office. Soon after, the office won a full service
maintenance contract for repairing and maintaining four Kalmar
forklifts at Yantian Port, a challenge and opportunity for his team
to set up the systems needed to serve its customers in the region.
“At that time we had a small staff and could only do on-site
repair. To maintain equipment you need to establish a basic
supply chain, from setting up a warehouse with a parts inventory
to establishing a parts supply and distribution system, and adding
a few outsourcing contracts.”
During the early period there was basically no downtime
for the Shenzhen team. “It was pretty tough, but from this we
were able to lay a solid foundation and accumulate valuable
experience for future maintenance contracts,” Chen recalls. “The
four forklifts are still in operation and the company has since
purchased six other pieces of equipment.”
Innovation and a winning business modelKalmar’s innovations in the China market have seen the
introduction of the DRT series in 2010, locally assembled at the
company’s Shanghai manufacturing facility. One of the newest of
the reachstacker series, the DRT
offers safe container handling
with high cost efficiency,
increasingly important factors
as Chinese ports upgrade and
automate.
Today, around 25 percent
of Kalmar’s sales are generated
in the Asia-Pacific region, a
success that Chen attributes to
its model to address its clients’
needs based on what he calls the
‘4S’ pillars – speed, spare parts, service and support.
A key component of the 4S principle is Kalmar’s “Swift
Service” – a regionally operating courier system the company set
text MICHAEL STANDAERTphotos KALMAR
Going strong in ChinaProduct quality has been the main driver behind
Learn, unlearn and
relearn – this
centre’s
32 KALMAR GLOBAL
The services team hard at work in China.
Kalmar machine test at MAU Shanghai.
Chen Zhibin with a group of customers.
1
2
3
up in 1998 to ensure that orders for parts
weighing under 25 kilos are filled within
20 hours of submission. For any orders
that exceed that, Kalmar waives the parts
and shipping costs.
“The Swift Service is a code of conduct
for our supply chain,” Chen says. “We
want same-day orders to be processed
that day and despatched within 16 hours.”
Kalmar is working to further develop
these advantages to be implemented
in the near future.
Another innovation milestone
is the Kalmar Asia Training Centre,
established in 2005, with a team
of four senior trainers, each with
over 20 years of experience. The
Centre can accommodate up to 40
trainees and the trainers have the
latest teaching technology at their
disposal for dynamic presentations.
“I believe we are the only
similar equipment manufacturer
in Asia to put such a big emphasis
on training and skills sharing,
providing continuing education and
skills updating. Learn, unlearn and
relearn – this is the training centre’s
philosophy.”
The training centre offers seminars
by Kalmar employees who share and
pass on their invaluable technical and
management experience.
Kalmar is also innovating by
expanding cooperation with distributors,
with teams at Tianjin, Shanghai, Xiamen,
Hong Kong and Shenzhen driving the
push.
“Developing our sales, service teams
and supply chain, working with our
distributors and reaching our customers
faster are all critical,” Chen says.
This dovetails well with two trends
emerging in China – consolidation
and enlargement of coastal ports and
terminals and the expansion of the
logistics business into second and third
tier cities where the customer base is
smaller and more diversified.
Consolidation among major shipping
companies and the move to larger and
larger ships will continue in the future.
Bigger ships means larger terminals at the
major ports and less activity at some of
the secondary ports.
“If, for example, these larger ships
come to Shenzhen they will not go
to [nearby] Guangzhou, and if they
berth at Xiamen, they will no longer go
to [nearby] Fuzhou. Larger shipping
companies will increasingly work together
to cut costs and share shipping space.”
Greener portsTerminals are phasing out older
equipment in favour of new, more energy
efficient and environmentally friendly
upgrades. China will also increasingly
push ‘Green Port’ policies in the future
that will mean Chinese ports will have
to rely on higher-quality machinery,
according to Chen.
Kalmar’s innovations make it a leader
in energy-efficient container handling
equipment, which is the path to the
future.
2
“The larger ports at the major cities in
China’s coastal areas are implementing
stricter environmental standards, so more
efficient, environmentally friendly products
as ‘green port’ policies are implemented are
the way of the future,” Chen says.
Two concepts – greener terminals and
automation – are now key at Chinese ports.
“Some of our reachstackers are already
powered by electricity instead of diesel,
and we are continuing to research new
technology that will help us address these
trends in the future,” says Chen.
1
3
33KALMAR GLOBAL
text
PA
UL
WH
EA
TL
EY
p
ho
to J
OH
AN
N H
INR
ICH
S As dramatic as this sounds, if work is
interrupted at this site outside a small
town in Bavaria, southern Germany,
BMW worldwide immediately has a
critical supply problem. In Kalmar, BMW has chosen
the perfect partner to ensure that delivery of auto parts
from Wackersdorf runs like clockwork.
The bottom line is the entire process here must
operate flawlessly without breakdowns, with BMW
plants from the US to Brazil, from Russia to Indonesia
waiting for their orders. The logistics centre’s role is
to receive components from suppliers, put them into
special containers and load them onto trains headed
for Hamburg in northern Germany for export to
foreign markets.
Keeping BMW on the road
Site
“Without the logistics centre at Wackersdorf, the world wouldn’t have new BMWs,” says Josef Huf, BMW operations manager.
Soaring numbersCentral to the chain is a series of Kalmar machines
– three reachstackers and a terminal tractor with
a container mover that moves containers between
warehouses. The two larger reachstackers, in particular,
have changed the dynamics of how the work is done
here, owing to their capacity to accommodate the
increasing number of auto components making their
way through the Wackersdorf site every year. In
2011–2012, 4,796 containers were shipped to the US.
By early 2014, that number had already risen to 5,798
containers and it is expected to soar even higher in the
coming years.
34 KALMAR GLOBAL
The world of BMW relies on Wackersdorf, and our success is underpinned by Kalmar.
“The two large reachstackers are perfect for the work here
because they can reach up to three container levels in height, pick
up a full container, take it to the nearby railway depot, and extend
its reach across to load onto the second railway line, if necessary,”
Huf says.
Outstanding service supportWhile the performance of the machines itself was impressive
enough for Huf, it was performance plus the outstanding service
support that convinced BMW that Kalmar was the best and only
partner for BMW at Wackersdorf. “The service is the best available,”
he says. “We have service technicians just a phone call away for
immediate support. Also, we have service technicians just a few
kilometres away who are on call 24/7, and Kalmar gets replacement
parts to us very quickly.”
Such has been the success of the cooperation between BMW and
Kalmar that there have been no disruptions to the vital worldwide
delivery of auto parts because of a breakdown at Wackersdorf.
“Kalmar have provided us with fantastic reliability and
performance,” says Huf, “The world of BMW relies on Wackersdorf,
and our success is underpinned by Kalmar.”
35KALMAR GLOBAL
BMW in Wackersdorf BMW’s central logistics point shipping 2.5 million
parts and components annually
Experienced.We are committed to your business in everything we do. Kalmar Care offers maintenance contracts that can be tailored to meet your needs, no matter how big or small your business or what type of equipment you operate. You choose from four different contract types, all backed by the experience and knowledge of our dedicated staff. Kalmar Care makes sure that your business never stops.Learn more at kalmarglobal.com