Kalmar Global 2/2014
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Transcript of Kalmar Global 2/2014
kalmarglobal.comGlobalKalmar
Custo
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agazine 2/2014
Getting the job done
Port Otago straddle carrier driver Gene Carty is impressed with the new Kalmar straddle carrier
kalmarglobal.comCusto
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agazine 2/2014
Port Otago straddlecarrier driver Gene Cartyis impressed with the newKalmar straddle carrier
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Contents
www.kalmarglobal.com/about-us/people-careers/
Improved operator experience means better visibility and ergonomics, improved safety, more space and comfort, as well as better performance.
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Editorial
Olli IsotaloPresident, Kalmar
Whatever your safety measures and policies are, a
container port can be a dangerous place to work. The more
interaction there is between human beings and machines,
the higher the risks. Most container operators have put
safety at the top of their daily agenda. And so have we.
In this issue of our magazine we are discussing safety from
several viewpoints. As a company, we have set the most
stringent standards to our own operations. We also have
excellent examples of how to improve machine safety by
introducing new innovations, such as the Kalmar Personal
Proximity System that alerts reachstacker operators about
potential obstacles in their operating area, or the new
ergonomic EGO cabin with better visibility and improved
driver experience. We are also consulting and training our
customers to introduce safety management systems, which
will have a positive impact on safety rates.
The most effective impact on a safer working environment
can be achieved through automation. Even partial
automation of certain terminal processes can improve
safety incrementally. We have seen that investments in
automation have resulted
in excellent safety records.
Patrick’s terminal in Brisbane
is a good example of this.
At the same time we have seen
that safety and cost savings
do not conflict with each
other. In fact, they go hand
in hand. Savings are achieved
by reducing lost working hours and days because of fewer
accidents, fewer compensation claims and so on. But what
is even more important, a safe working environment helps
improve productivity indirectly by combining the interests
of all the people working in the terminal.
Ultimately, an investment in safety is always an investment
in the bottom line.
Safety impacts the bottom line
Gene Carty could not be happier with the new Kalmar straddle carrier
Maintenance outsourcing can have a huge impact on the bottom line
End-to-end automation helps streamline container operations
Large-scale alliances are inevitable in today’s container industry
Striving for safety
New generation straddle carriers offer safety and comfort
Gloria keeps you out of harm’s way
Heléns Rör moves heavy loads with high precision
The world’s most powerful reachstacker
News from around the world
Relocating a crane is a job for experts
Kalmar Ottawa is committed to innovation
LA Department of Water and Power keeps the region watered with Kalmar lift trucks
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
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.
text
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Driver
The Port of Otago has two Kalmar diesel-electric straddle
carriers in its 18-strong fleet, which Gene describes as
“innovative” and “doing the job really, really well”.
Loaded with features that make it easier to use, the new
model is kinder to the environment and more cost-effective.
Such benefits as superior visibility, smoother ride and more
comfortable seat are appealing to drivers, Gene says.
The port’s southerly latitude means windows often fog
up in the cold. But not any more. Gene says because the
machine is plugged in overnight the cab is “toasty” warm
in the mornings. “The hush kits make it whisper quiet,
lowering noise levels for nearby residents, especially at
night.”
Safety is a priority at this busy port. Gene says new
sensors mean containers can no longer be dropped onto
trucks, rail wagons or the ground. “It senses how far the box
is off the ground and slows the drop as it gets closer. It also
does the reverse when lifting – moving slowly at first, then
gaining a spurt of speed.”
The Electric Straddle is very efficient. Gene can nip in
under a crane, snatch up a container and start backing out
while the box is still lifting. He also likes the vehicle’s instant
response: gone is the wait for the transmission to engage.
From a training perspective, Gene is impressed that
the transition time required for a driver going from the
existing straddles to the new machines is minimal and very
straightforward.
The company, too, benefits from the improvements,
as Gene insists the machine is significantly more fuel-
efficient. New on-board technology monitors every aspect
of the vehicle’s movements, alerting Port Otago to driver
behaviour that falls outside accepted norms.
Very clever, next generation and innovative are just some
of Gene’s adjectives for the new Kalmar Electric Straddle.
Job well done
Port Otago straddle carrier driver Gene Carty could not be happier with Kalmar’s new straddle carrier.
Kalmar Care - partnering for outsourcing
Keskinen: Traditionally companies tend to focus on cost savings when considering outsourcing. Lower costs, though, should not be the main driver. Savvy companies think about optimising capacity at the same time because this will have a greater impact on their margins.Hayes: In a recent case, one of our clients calculated that by moving from multisourced maintenance to a Kalmar Care contract, they will save more than 10 percent annually in material costs while at the same time improving equipment uptime. This is because effectively executed maintenance will improve availability, performance and quality.
optimised supply chain. All the indirect expenses for human resources, warehousing and logistics, among other things, become visible. This results
management and allowing more informative decision making.
It is not surprising that today companies are facing increasingly competitive markets and demands for
are looking for ways to sharpen their
However, not everyone realises that maintenance outsourcing can make a
line, say Arto Keskinen, Director, Service Contracts, and Maurice Hayes, Kalmar Service Director in
Keskinen: Changes in the operational environment are typically driving companies to consider maintenance outsourcing as a long-term strategic competitive advantage. Changes can occur, for example, in competitive landscape, technology development and availability of labour.
Keskinen:of all, Kalmar Optimal Care includes guaranteed availability. The second is the cost savings, for example, from capital item management.
Quick access to the latest technology know-how is the third major advantage, especially where technology is rapidly developing. Kalmar offers its partners access to specialist resources for fast-track problem solving, product improvement and life extension. At hand are also resources for development and maintenance,
Keskinen & Hayes: The key is mutual trust and respect, transparency, fairness, and shared management. Kalmar and the customer set up a tiered structure to manage and grow the business partnership based on these values, and to guarantee that the agreement is working as intended.te
xt
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Guaranteed availability
Optimised human capital
Kalmar Care
5KALMAR GLOBAL
to gate From quay
End-to-end automation
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Today’s terminals face an unprecedented
combination of more container traffic, less time
and less space, combined with the need to increase
safety, reduce costs and eliminate mistakes. The
answer to these challenges is end-to-end efficiency. This can
be achieved by Kalmar ASCs which allow for automated
handling both on the waterside and the landside.
Kalmar first introduced the ASC at ECT Delta Terminal
in Rotterdam, The Netherlands, in 1990. Today, end-to-
end efficiency is ensured through automation at numerous
terminals around the world.
“With shipping lines expecting faster and more
predictable turnover times, the demands on terminals are
ever increasing,” says Raimo Ukkonen, Vice President,
ASCs, Kalmar. “As this trend is going to continue, saving
time and resources is extremely valuable. That’s why we are
integrating ever more automation, using our advanced and
proven technology to answer the needs of our terminal
customers. Automation also increases safety and extends
the lifetime of terminal equipment.”
Kalmar provides the industry’s widest range of
equipment and process automation solutions as well
as Navis terminal operating systems (TOS). On the
equipment level, both container yard stacking and
quay-to-yard transportation can already today be fully
automated.
Kalmar’s integrated automation solution consists
of end-feed ASC blocks and AutoShuttles providing
decoupled and flexible waterside operations. The ASCs
and AutoShuttles are controlled by Kalmar TLS software,
enabling integrated operations. Landside road truck
operation is optimised by automated truck handling.
6 KALMAR GLOBAL
Value for all terminals“End-to-end automation is well suited
to existing terminals, though the best
solution will vary case by case,” Ukkonen
notes. “Almost all mega-size greenfield
terminals are now automating their
yard operations, but may still start with
manual horizontal transportation. Existing
brownfield terminals typically select
a step-by-step approach of gradually
converting to automated operation, thus
keeping the terminal fully operational
during the transition.”
Converting to automation is a
significant investment that needs to
be planned carefully. “By selecting an
integrated end-to-end automation
solution, the financial risks of the
conversion can be significantly reduced,”
Ukkonen says. “There is also a need
to change task-minded thinking into
process flow thinking. This means having
the capability to monitor service and
operations.”
Kalmar has several decades of
experience of implementing equipment
automation and applies this knowledge
to help customers find the most suitable
solution for every unique terminal.
For Kalmar, safety is paramount. With
an end-to-end solution from a single
supplier, and Kalmar’s wide scope and
clear differentiation of
responsibilities, there is less
risk of safety issues and items
being overlooked.
End-feed automatic
stacking cranes offer
consistently high throughput
while providing predictable
and reliable performance 24 hours a
day. ASC blocks with clearly segregated
waterside and landside operations
increase the safety of a terminal, since
automated operations and human
interaction can be clearly and safely
isolated. Material damage is minimised
by using intelligent Kalmar TLS software
for routing and other traffic management
functions.
The segregation of operations is
complemented by collision avoidance
functionality on the equipment level.
Kalmar ASC cranes are equipped with
sensorless crane-to-crane collision
avoidance and gap detection functionality
that prevents collisions with containers in
the stack due to wind and other factors.
This is supplemented by obstacle collision
avoidance for reefer racks, light towers and
other structures in the stack area.
Landside automationAutomated truck handling is Kalmar’s
innovative solution for fully automated
road truck handling. External truck
loading uses a truck lane laser
measurement system that pinpoints
the exact locations of the truck trailers’
twistlocks, chassis or container. The
measured target is automatically input to
the crane.
Lifting as well as grounding of the
containers is fully automated. Automated
truck handling works on trailers with
twistlocks, internal chassis and cassettes
up to 4 TEU long.
Consistently high throughput
performance 24 hours a day
7KALMAR GLOBAL
Kalmar’s recent automation projects in Europe, Australia and the US feature end-feed ASC blocks with automated truck handling adapted to local requirements. Horizontal transportation is provided
either by manned shuttle carriers or automated straddle carriers and the systems are integrated with Kalmar TLS software.
At DP World Brisbane, the terminal has been converted from reachstackers to automatic stacking cranes in an integrated solution with Kalmar shuttle carriers and the Navis N4 TOS.
installed. Manned shuttles are used for transport from the ship-to-shore area to the ASCs. On the landside, Kalmar automated truck handling feeds trailer-trains up to 4 TEU.
Automation the world over
During the process, the truck driver
stands at a safe location (the truckers’
booth or kiosk) to monitor the lifting or
grounding of the container. A safety-rated
light gate stops automated operation if
any movement towards the truck lane is
detected, and the kiosk is always equipped
with manual e-stop buttons.
“The main benefit of automated truck
handling is increased operational efficiency,
as manual remote control is needed only
for exception handling. Truck turnaround
times can be shortened as the trailer can be
measured while the ASC is still operating
on the stack,” Ukkonen says.
The future is hereKalmar is unique in offering end-to-end
terminal automation with a seamlessly
integrated solution consisting of the Navis
N4 TOS, Kalmar AutoShuttles, ASC
automatic stacking cranes, automated truck
handling and Kalmar TLS software for
equipment management and control.
“End-to-end automation has already
gained ground and is expected to grow
significantly as more terminal operators
invest in automation,” says Raimo
Ukkonen. “The exact time frame for
automation adoption depends on the
market area, but generally speaking the
benefits of end-to-end automation are
particularly attractive for terminals with
high throughput. Of course, the best
solution depends on many factors, as each
terminal is unique is some way.”
blocks fed by manned shuttles,” says Raimo Ukkonen, Vice President, ACSs, Kalmar. “The project was realised very quickly
terminal continuously operational. New ASC blocks controlled by the scalable TLS software are planned for the future as terminal throughput increases.”
DP World London Gateway is a new deepwater terminal with automated yard operations. Forty automatic stacking cranes
shuttle carriers and the Navis N4 TOS. The performance of the equipment is optimised with Kalmar TLS.
28 manned shuttles are used for the transport from the ship-to-shore area to the ASCs. On the landside, Kalmar automated truck handling feeds containers to road trucks and to cassettes operated by terminal tractors.
with two berths and 20 ASC blocks having two cranes on each. The shuttle carriers are prepared for future automation,” says Ukkonen.
solution combining Kalmar automated straddle carriers and ASC cranes. “This is a genuinely innovative hybrid solution utilising straddle carriers for both yard stacking as well transportation to ASC blocks,” Ukkonen notes. The ASC blocks consist of longer twin-crane blocks as well as single-crane mini-blocks dedicated to external truck handling.
8 KALMAR GLOBAL
Features
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New generation straddle carriers provide improved safety and ergonomics.
Kalmar Gloria reachstacker is now available worldwide.
Pages 10–26Large-scale alliances are
inevitable in today’s container shipping
industry.
High safety standards
have commercial
value
9KALMAR GLOBAL
text THOMAS FREUNDLICH photos SHUTTERSTOCK, KALMAR
As shipping lines deploy larger vessels and need ever larger volumes of cargo to utilise the additional space, we are seeing a realignment of global alliance structures.
Balance of power
10 KALMAR GLOBAL
One of the biggest port industry news items
in the last year was the planned P3 Network
shipping alliance between Maersk Lines, MSC
and CMA CGM that was abandoned after
Chinese regulators failed to approve the arrangement. On
the heels of the failed alliance, Maersk Lines and MSC – two
of the P3 partners – quickly announced the formation of a
10-year vessel-sharing agreement on the major trade routes.
Known as 2M, the agreement will comprise 185 vessels with
a total capacity of 2.1 million TEU. In September, CMA
CGM followed suit with a series of major agreements with
China Shipping Container Lines (CSCL) and United Arab
Shipping Company (UASC) under the name of Ocean
Three. Meanwhile, The US Federal Maritime Commission
announced that it was unlikely to approve the proposed
2M between Maersk Lines and MSC before consulting with
Chinese regulators.
Is bigger better? “Large-scale alliances are inevitable in today’s container
industry,” says international container shipping and terminal
expert Jeff Martin. “You can introduce new, bigger ships but
you need to maintain network coverage – ports – for those
ships. And as shippers also demand frequent services on the
major trade routes the pooling of ships by shipping lines is
inevitable.”
The main drivers behind, for example, Maersk’s
development of its massive EEE-class vessels is simple:
economy of scale. Independent lines that are able to make
quick strategic decisions seek a competitive advantage by
ordering larger container ships. However, capacity comes at
a cost since to obtain this economy of scale, the vessels must
reach a minimum rate of utilisation. In an industry already
struggling with overcapacity, this has proven to be difficult,
and sharing capacity with other lines can provide a solution.
“To provide a weekly call in every port of the major east-
west trades, eight to ten vessels per route are needed,” notes
Frank Kho, Vice President, Offering Development, Kalmar.
“Despite the significant amount of capital required, the cost
benefits of supersized container vessels are significant – so
significant, in fact, that other shipping lines have practically
no choice but to follow the trend.”
The massive price tag of $140M to $190M for each new
ship notwithstanding, around 40 percent of the capacity for
newly commissioned container ships is currently in these
bigger vessels. However, when deploying these ships, lines
find they do not have sufficient volume to fill them. To
understand the consequences of this trend, we can look to
the history of the industry over the last two decades.
Growth and transformationHistorically, there have been three periods in which larger
ship sizes resulted in extensive market restructuring in the
container shipping industry. In the mid-1990s, Maersk Lines
introduced the K-class and S-class vessels with capacities of
over 6,000 TEU, which coincided with Maersk Line entering
a global ship sharing agreement with Sealand. This quickly
forced other players to form more extensive alliances,
including the Grand Alliance, the Global Alliance and the
United Alliance.
A decade later, in 2006, Maersk Lines launched the
15,500 TEU E-class ships. “This occurred simultaneously to
Maersk Lines acquiring P&O Nedlloyd with the objective
of increasing its market share and the ability to fill these
bigger ships, a move that destabilised the then current
alliance agreements,” Martin says. However, the merger is
widely considered an expensive exercise as many shippers
11KALMAR GLOBAL
The impact of the newest and largest container ships will be felt throughout the entire business.
t est
st ships
t the ness.
moved their cargo to other lines, thus limiting the actual increase in
additional cargo captured by Maersk Lines. “A drastic increase in
market share can backfire because shippers prefer to have a portfolio
of lines to work with,” Martin notes.
Most recently, in 2013, the newest generation of container ships
ordered in 2011 – Maersk Line’s massive 18,270 TEU
M-class – gave rise to the planned P3 alliance, as
well as the latest agreements by Maersk, MSC and
CMA-CGM. Once again, growing ship capacity is
challenging industry players and causing potential
instability in alliances.
“The problem is that shipping lines can easily find
that they have ordered new ships but no one can fill
them,” Martin continues. “So they can either reduce
the frequency of service or their ports of call – neither
of which the shippers will accept – or enter into some
kind of agreement with other players. Acquisitions to
gain market share can also be problematic, as we have
seen from Maersk and P&O Nedlloyd.”FRANK KHO
12 KALMAR GLOBAL
Shifting allegiancesHow, then, can we predict the future? How will the container
shipping business develop in the years to come?
“The direction of the industry is currently being driven by
the number of 10,000+ TEU ships each line has, as well as their
market share,” says Martin. “We will see alliance agreements
based on the number of ships of this size that each alliance
partner controls, plus their joint market share that will allow
them to gain the required utilisation levels. By examining the
number of large ships each alliance controls and comparing
them with those of non-alliance members, we can measure the
stresses and strains that exist in the industry.”
The basic logic of the situation is straightforward. A roundtrip
on the Asia–Northern Europe trade route takes approximately
70 days. Shippers expect a weekly service, so a line will need 10
ships to offer a single service on this route. However, to provide
sufficient port coverage on this trade route it is necessary to
operate 6 or more services requiring 60 or more ships. If you
extend this to the other major trades, you quickly
see the need for shipping lines to have upwards of
100 large ships across their global networks.
With 102 ships of over 10,000 TEU, the newly
allied Maersk and MSC can easily offer eight
different services between Asia and Europe. The G6
alliance of six container shipping lines has 54 ships
in this category, while the CKYH-Evergreen alliance
has 73.
“The major question over the last few
months was how CMA CGM would respond
to the M2 alliance between Maersk Lines and
MSC,” says Martin. “Thanks to their recent
agreements with CSCL and UASC, the end result
is another alliance of approximately 72 vessels,
on a par with the CKYH-Evergreen alliance.
This is good news for the industry, as it bodes
well for the stability of current alliances. Had
CMA CGM drawn a partner from one of the
existing alliances, the result could have been
extremely disrupting for the industry, as such a
move would have had a significant impact on terminal contracts
worldwide. As we have seen in the past, whenever the industry
regroups along new lines we could easily see a year of instability.”
“It’s impossible to say what will happen next. Our world in
this industry could change overnight, as it has done many times
before. But major alliances will continue to be a key feature of
the industry simply because the lines don’t have enough cargo
volume or ships to operate independently,” Martin adds.
The industry is driven by
the number of 10,000+ TEU ships each line has.
Pressures on portsEver-growing container ship sizes lead inevitably to another
important phenomenon known as cascading. This means that
the newest and biggest vessels will replace the current largest
ships on the major loops. These, in turn, will be transferred to
the next-tier loops, where again they will replace the previous
class of vessels. Surplus vessels (those unsuitable due to age
and/or size) are scrapped, while the average vessel size on
almost all trade lanes is growing.
“Due to this cascading effect, the impact of the newest
and largest container ships will be felt throughout the entire
container shipping business,” says Kho. “At terminals, existing
cranes that might be less than 10 years old and are still on the
balance sheet are suddenly not equipped to handle the bigger
vessels transferring from larger loops.”
As a result, there is a rapidly growing global market for
ship-to-shore crane upgrades, including the heightening of
the crane and lengthening the boom outreach. “We are seeing
a lot of demand for upgrades from not only
large terminals but also midsized operators,”
says Kho. “When upgrading a crane, it’s crucial
that the party doing the work has enough
expertise to carry out the work properly. Almost
anyone can weld a crane, but to design, analyse
and refit an STS crane while maintaining or
even extending its lifetime, a different level of
engineering is required.”
Finally, slow steaming of container
vessels impacts port and terminal
operators. New cruising speeds are much
lower, typically below 18 knots instead
of over 20 knots that was typical prior to
the economic downturn. This leads to
massive savings in fuel consumption, but
the sailing schedule remains unchanged.
“As they simultaneously need to cope
with increased vessel sizes, terminals face
tighter turnaround times and a much
higher peak in the number of containers.
The pressure to achieve higher productivity and reliability of
operation is intense,” Kho notes.
Even though the P3 alliance was not to be – at least in its
original form – the challenges facing the industry remain
unchanged. How shipping lines, port operators as well as
technology and service providers tackle and solve these very
specific issues will largely define how the industry develops in
the decade to come – and beyond.
JEFF MARTIN
13KALMAR GLOBAL
Striving foP
ort and terminal safety has
been the subject of increasing
scrutiny since the International
Labour Organisation (ILO)
published its first convention on the safety
and health of dock work in 1929 and its
first code of practice 29 years later. Over
the following decades various conventions,
recommendations, codes of practice and
standards have sought to clarify the best
practice for port and
terminal operations.
There is
considerable evidence
these efforts have
had a positive impact
on safety rates. For
example, a review of
accidents reported
in UK ports between
2008 and 2013
published by the UK
Health and Safety Executive shows that the
number of injuries were halved over that
five year period. However, continual review
is essential since this working environment
presents many safety risks.
text PAUL GOLDEN photos
Tommi Pettersson, Vice President,
Automation at Kalmar, explains that
there are two key aspects of a port and
terminal safety management programme.
“First, the operator must exercise strict
access control to ensure that everyone in
the area is authorised and has received
appropriate training. The second factor
is automation, which has been shown to
reduce accidents.”
Managing site access contributes
to safer operations in other ways. For
example, if the operator knows that a piece
of equipment requires servicing or repair,
non-essential employees can be kept away
while dedicated service team members
carry out the work. The operator can also
drive the machine to a service area by
remote control, reducing the risk to the
service team and to other terminal and
port employees who might be in the area.
Planning for safety“During normal terminal operations
Kalmar is not directly involved in
managing or monitoring customers’ safety
management systems, but we work closely
safety early in
can create an effective safety
14 KALMAR GLOBAL
or SAFETYwith them during the installation phase to
ensure that specific safety procedures are
implemented,” says Pettersson.
“By addressing safety early in the project
we can create an effective safety scheme while
helping the project director deliver on time
and within budget. Having the safety plan
ready and signed off by the customer at
the beginning of the project eliminates
delays.”
The Kalmar Safety Programme
includes a documented
system, regular staff safety
communications, educational
posters and site safety notice
boards to keep staff up to
date on workplace status,
alerts, upcoming briefings
and safety training.
Global operations, local attitudesWhen asked to what extent working
conditions vary from port to port and whether
safety management is applied uniformly
worldwide, Pettersson observes that most
global port and terminal operators have a
single set of safety standards and processes
that are used in all their facilities.
“In many cases we have worked with the
customers to develop or refine their safety
management systems. It is important that
the processes and tools used are consistent
because even in multinational operations with
standardised procedures, there will be local
cultural and behavioural differences and
differing attitudes to safety.”
Different attitudes to safety can make it
more challenging to create a safe working
environment for the employees and
external contractors of port and terminal
operators with operations in just one
country or jurisdiction.
“In this case it might be necessary to
develop a dedicated safety management
programme for each country or even each
15KALMAR GLOBAL
individual operator. This plan will also
have to cover local regulations and even
trade union agreements, which illustrates
why a ‘one size fits all’ approach to
terminal and port safety is unworkable,”
Pettersson says.
Safety has commercial valueFortunately, most operators appreciate
the commercial value of high safety
standards in terms of lower insurance
premiums and fewer regulatory
Australia
Guidance on Container Handling
Source: Port Skills and Safety (the UK ports industry’s organisation for health, safety, skills and standards)
Australia is widely recognised as having a robust port and terminal safety regime. A key element is the proactivity of the regulatory authorities, explains Peter Spencer, National HSE Manager, Kalmar Australia.
sanctions. The right safety management
system will also result in maximum
productivity by reducing delays caused
by accidents. Kalmar can also give
customers an estimate of how long it will
take to recoup their investment based on
higher performance.
“A number of our customers can
calculate in concrete terms the benefits
garnered from implementing strict safety
policies and practices or new solutions,”
Pettersson concludes.
The safe working load of the equipment being used
Pedestrian walkways over which containers will be lifted
from the crane and whether there is a
process in place
ITEMS TO CONSIDER WITHIN ANY RISK ASSESSMENT ASSOCIATED WITH THE LIFTING OPERATION:
The possibility of a vessel moving along or away from the quay during cargo operations
The trim and list of the vessel
Weather conditions
Position of stevedores on board ship
SAFE LIFTING EQUIPMENT SHOULD BE:
The requirement for the ship’s crew to be present
The centre of gravity
racks and the security and suitability of devices
racks together
Problems associated with overheight or overwidth cargo
Strong and stable enough for
the particular use and marked to indicate
safe working loads
Positioned and installed to minimise
any risks
Subject to ongoing thorough examination and,
when needed, inspection by trained staff
Used safely (the work is
planned, organised and performed by
competent people)
“It is not so much that Australian safety
laws differ greatly from other countries,
but more that the sanctions imposed for
noncompliance are more stringent than
anywhere else in the world and also that
they are enforced more aggressively
by the state safety regulators,” Peter
Spencer says.
Companies increasingly strive to minimise
health and safety risks, and ensuring a
safe workplace is high on their agenda.
In addition, avoiding a lawsuit, court
that follows in the case of serious injury
or a fatality is a good motivator for
companies to implement effective and
proactive safety systems with rigorous
safety procedures, standards and safe
work practices. Companies like Kalmar
Australia, with highly effective safety
management systems, run less risk of
suffering adverse publicity or paying
Reducing costs from workplace
compensation claims or avoiding an
injury liability suit are also good incentives
to have safety measures in place.
16 KALMAR GLOBAL
highlights safetyPREPARATION, PLANNING AND CONSULTATION ARE KEYEach terminal in Australia has internal
compliance requirements as well as
AUTOMATION PLAYS A BIG ROLE
dramatically reduced accidents to its
Kalmar’s core safety beliefs
in importance to and must precede
most important resource and each
It is important that we work with
customers to raise and maintain safety standards on their site because they have the primary
responsibility.KK ll ’’KK
17
European hub
18
Its maiden year with new Kalmar straddle carriers
makes for pleasant reporting for the MSC PSA
European Terminal (MPET), a joint venture between
PSA and Terminal Investment Limited (TIL). MPET
is the most important European hub for MSC, the world’s
second largest shipping company.
MPET decided to test the new Kalmar hybrid straddle
carrier in 2014 to gain savings in fuel consumption,
decrease CO2 emissions and upgrade usability and driver
experience.
The demands were high, but not too high for the new
generation Kalmar straddle carriers, the first in their class
worldwide. Their advanced features have proven their
added value manyfold.
In just one month of operating the new Kalmar hybrid
straddle, MPET achieved a 37 percent decrease in fuel
consumption, compared to a conventional diesel-electric
machine.
Moreover, the new straddle carrier has proven to have
a more ergonomic work environment for drivers.
Safety matters inside the cabin Kalmar delivered six new straddle carriers for MPET in
early 2014, including the new hybrid machine. Kalmar
has also received an additional order for six electric
straddle carriers to be delivered in 2014.
The hybrid straddle carrier represents Kalmar’s new
generation technology introduced to the global market
on 9 October 2013. The hybrid system can deliver up to
an impressive 40 percent decrease in fuel consumption
compared to any existing machines on the market.
This not only adds up to significant cost savings for
the terminal, but also improves the sustainability of
operations.
Additionally, there is a strong focus on the safety and
ergonomic features in the new straddle carriers because
the cabin is, after all, the driver´s office.
New features include an electrically rotating seat,
hand panels with LED and adjustable LED roof lighting.
Safety requirements by the customer have also been met
by installing cameras on the
cabin to give visibility for
any blind spots.
“The next generation
driver’s cabin has been
developed by Kalmar in
close cooperation with the
MPET operators and based
on their feedback,” says
Tero Kokko, Vice President,
Horizontal Transportation,
Kalmar.
Experiences from the field are promising. The
electrically rotating seat featuring individually controlled
rotation especially is very much appreciated by the
operators. Management feedback indicates it has had a
positive impact on the operators’ wellbeing.
“Better operator experience is achieved by better
visibility and ergonomics with more space and comfort
for the driver, which improves overall safety and gives
better performance. More boxes are moving,” Kokko
sums up.
Cheers for savings and safety The new generation straddle carriers not only offer remarkable savings in fuel consumption and operational costs, but also improve the safety and ergonomics of the terminal’s working environment.
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The hybrid system can deliver up to a 40 percent decrease in fuel consumption.
19KALMAR GLOBAL
Cutting out costs, emissions and noise The new Kalmar hybrid straddle carrier
is a true leap forward in terminal yard
equipment. Its regenerative energy
system converts electrical braking and
spreader lowering energy into electric
power that is stored by state-of-the-
art battery technology. An automated
start-stop system chooses the optimal
balance between engine and battery
power.
This results in a remarkable 40
percent decrease in fuel consumption
compared to existing machines in the
market. At the same time, the most
stringent engine emission regulations
are met worldwide. The model emits
over 50 tonnes less CO2 per year than
a traditional diesel-electric machine.
And there is no noise pollution – the
Kalmar hybrid is the quietest straddle
carrier ever built.
Moreover, the lifetime of the hybrid
straddle carrier’s engine and
generator can be extended, making
it more economical to maintain
with longer service intervals of up
to 1,000 hours. The new energy
storage is maintenance-free. All
regular maintenance points are easily
accessible from the ground or the
top frame platform. Less frequent
servicing and refuelling increases
machine availability.
Safe and stable drivingOverall machine safety features play an
important role in the new generation
straddle carriers.
The upgraded active stability control
system has been developed by Kalmar
to prevent the chance operators will
experience unstable situations in their
daily operations. The new active stability
control is installed as a standard feature
on Kalmar hybrid and electric straddle
carriers.
To support smooth and safe
operations, several functions have
been automated. The spreader centers
automatically after picking or placing
a container, and also when the speed
exceeds 10km/h. Automation also
prevents the spreader from side-shifting
to the outer side when cornering.
As always, what benefits the customer
comes first.
“Improving stability without
decreasing performance is good value for
our customers. So is improved steering
and performance, especially when
turning. Again, containers can be moved
more efficiently,” Kokko emphasises.
The process of automation is
nowhere near the end of the road. New
innovations are already in the pipeline to
make customer operations even safer.
“The automatic soft landing of the
spreader, the container and automatic
pick and place are just examples of the
features making a manned operation
smoother on our way towards full
automation and unmanned operation.
The maximum safety of straddle carrier
operations will be realised when no
people are involved,” Kokko says.
Built on experienceKalmar is the world leader in straddle
carriers. Drawing on over 70 years of
experience in keeping customers’ cargo
moving, Kalmar straddle carriers are
used worldwide whenever fast ship-to-
shore operations and high selectivity are
essential.
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. Kalmar straddle carriers
can handle loads of up to 60 tonnes and
stack containers up to 4-high.
Kalmar straddle carriers are
built on an unsurpassed heritage.
Kalmar was the first to introduce a
dedicated container straddle carrier for
commercial operations and to date, over
5,000 units have been manufactured.
The first fully automated terminal
using Kalmar AutoStrad™ was opened
in Brisbane, Australia in 2005.
20 KALMAR GLOBAL
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Staying out of harm’s wayThe first notable feature is Kalmar Personal Proximity System,
an optional feature that alerts operators to potential obstacles
in their operating area. When the system detects a tag within
its vicinity, it sends out an audible and visible signal to both the
vehicle operator and the person wearing the tag.
Multiple detection zones ranging from zero to 20 metres
can be set, expanded and reduced depending on the vehicle
speed or type of operation and the system remains unaffected
by environmental conditions of low lighting, rain, dust or fog or
other possible impediments.
An inner risk area (0–15m) and outer warning zone (0–20m)
can be installed on any vehicle.
Stop and vehicle speed reduction with two options can also be
implemented to add another level of safety automation.
Reverse warning system is another optional risk detection
feature. It consists of a reversing camera integrated into the
rear counterweight with an interior cabin display, combined
The never-ending pursuit of better cargo handling safety reaches a new milestone with Kalmar’s G-generation reachstackers.
The flexibility of Kalmar
reachstackers and their ability to
stack higher and use storage space
more efficiently than forklifts
has, for 30 years now, made them a familiar
sight at maritime facilities and intermodal
terminals and warehouses across the world.
Thousands of Kalmar machines have been
deployed from the smallest local terminals
to the largest global ports.
The technological sophistication of
Kalmar equipment has continued to
make significant advances since Kalmar
introduced the world’s first commercial
reachstacker in the 1980s. These
achievements are clearly reflected in the
safety features of Kalmar’s G-generation
reachstacker range, Gloria.
Safety stacks up with Gloria
21KALMAR GLOBAL
Watch the video about Kalmar
Gloria reachstakers www.youtube.com/
KalmarGlobal
with four ultrasonic rear sensors and can
be used to set adjustable warning zones
ranging from 0.5m to 9m. The system
sounds a warning via an ultrasound and
an interior display when it detects an
obstruction or person close by.
A question of balanceGloria can also be equipped with fire
extinguishers mounted for easy access
outside the cabin and/or an automatic
fire suppression system. The automated
engine and transmission compartment
system is based on high pressure water mist
that can be recharged. It can be triggered
automatically by multiple sensors inside
the engine compartment, or manually from
inside the cabin and from the unit on the
chassis.
The fire suppression system additionally
provides a fire alarm function, which
activates a
red warning
light inside the
cabin.
Stefan
Johansson,
Director, Sales
and Marketing,
Kalmar
Reachstackers
and Empty
Container
Handlers
explains that operational safety, driver
safety and the safety of those in close
proximity to the machine are key factors
when designing mobile equipment.
Design is a balance between operational
and safety.
Reverse warning system
Ensures that no risks go undetected.
Head up display
Keeps operators safe, integrated inside the cabin.Enhances the monitoring of the twist locks and support jacks status.
Endless visibillity
The EGO cabin with panoramic windscreen ensures nearly uninhibited visibility. All control panels and monitors are thoughtfully placed. Sliding cab function offers a wider, more
vision.
“Design is a balance between
maximising the operational efficiency of
the machine and ensuring that it operates
as safely as possible. This is a challenge,
but we bring 30 years of experience to
developing reachstackers to the process.”
Setting the driving speedGloria’s control system allows users
to customise their safety settings by
defining limits for driving speeds, with
and without a load, as well as setting
lift height restrictions. Combined with
additional information from the tyre
pressure monitoring system, this gives
more precise control of stability and
handling and higher overall operational
safety.
“The focus of the cabin design has been
on ergonomics and productivity, and to make
the controls as intuitive as possible,” says
Johansson. “When the drivers are relaxed,
they are more likely to operate the machine
safely.”
Responding to feedbackSuppliers play a vital role in ensuring the safe
operation of Kalmar reachstackers since they
develop the technology behind these systems.
Kalmar collaborates with key suppliers to
refine and improve safety systems.
Customer feedback also contributes to
safer operation. “To become a preferred
partner you have to work closely with
customers to understand their requirements,”
says Johansson.
Personal Proximity System
An optional feature that alerts operators to potential obstacles
in their operating area.
22 KALMAR GLOBAL
In August, Kalmar launched its range
of G-generation (Gloria) reachstackers
by Gloria’s introduction into the
Americas in October.
Kalmar reachstackers are a familiar
Ken Loh
Dan Pettersson
milestone in reachstacker design
Greg HewittPresident, Kalmar Americas, describes
the introduction of Gloria into the
Americas, one of the largest markets
range has been designed to meet all
and caters for container, intermodal,
barge and industrial handling market
segments.
“The features we have incorporated
into these machines are the features our
users have requested.” One such option
is the alcohol test unit which requires the
operator to take a breath test before starting
the reachstacker.
On-board data makes for better monitoring The remote equipment monitoring and
reporting aspect of Kalmar SmartFleet
process automation further improves safety
levels by enabling customers to assess how
their machines have been operated.
Equipment telemetry data is sent to the
SmartFleet software via Gloria’s on-board
computer. This data enables terminal
operators to generate operational statistics
for planning purposes and – with optional
driver identification – associate the driver
to the equipment.
Standard LED lights
illumination and durability.
Gloria extends its global reach
Tyre pressure monitoring
Continuously monitors the
23KALMAR GLOBAL
text SATU RÄMÖ photos KALMAR
Steel supplier Heléns Rör is thrilled with its new electric forklift truck developed in cooperation with Kalmar.
Lifting 4-tonne pipes is a piece of cake for Kalmar’s new electric forklift.
HEAVY loads,HIGH precision
24 KALMAR GLOBAL
Electric forklift trucks have been
traditionally used for lightweight
operations. With the new model
brought to the market earlier this
year, Kalmar has remodelled the electric
forklift landscape. The Kalmar ECG50-90
is a truck that offers the best of two worlds.
It combines high performance with zero
emissions, quiet operation and low life cycle
costs.
“The electric forklift is as powerful
as a diesel truck. It can lift loads of up to
nine tonnes. At the same time the forklift
is extremely quiet, stable and clean,” says
Martin Ragnar from Kalmar sales.
Electric forklifts do not generate any
harmful emissions that would contaminate
sensitive goods like food, paper, beverages
or pharmaceutical products. The truck
is very stable and extremely comfortable
for the driver and it works equally well
in outdoor and indoor operations in all
climates.
Big and heavy loads Kalmar’s long time client, Swedish steel
supplier Heléns Rör, has been using
Kalmar’s electric trucks since 1985. They
handle over 100,000 tonnes of tubing per
When transporting large products it is vital to have good
visibility in all directions.
Heléns RörEurope’s leading wholesale steal tube supplier
Established in 1927
Serves major companies in the automotive industry, engineering, construction and product design
Headquarters in Halmstad,
throughout Scandinavia and the Baltics.
year and load and unload over 8,600 trucks
per year.
The company needs powerful trucks in
warehousing and manufacturing but wants to
avoid using diesel trucks to protect the staff ’s
work environment. After testing the new
forklift for a few months it became clear that
the environmentally friendly Kalmar ECG50-
90 was the precise answer to their needs.
Heléns Rör manufactures all types of steel
pipes ranging from one to twelve metres in
length. The pipes are transported from the
manufacturing site to the warehouse and
then loaded onto trucks for distribution all
over the world. One bundle of pipes can
weigh up to six tonnes.
Exact precision“When transporting large products you have to be able see everything and in all directions and the driver has to be able to navigate with high precision. This is very important for Heléns Rör since they handle big and heavy
loads,” says Ragnar.Heléns Rör’s forklift driver Ola Lowe
responsive hydraulic system that improves both precision and the overall driving experience.
“If I want to move the forks one
A sensitive hydraulic system also contributes to safety. Drivers have a good feel of the truck and they know they are in control of the forklift at all times. Great effort has been put into creating an ergonomic workstation.
the excellent visibility and the spacious
important to have good visibility in all
“I’m very pleased with the new machine. There has really been a big improvement in terms of visibility and manoeuvring precision compared to the previous models.”
Different driving modes Kalmar put in all of its decades-long
experience as a heavy-duty trucks provider
when designing this electric machine.
The product development was carried out in close collaboration with customers.
says Johan Hellström, who works as a Product Manager at Kalmar.
25KALMAR GLOBAL
”Companies using forklift trucks
want to adapt the machine for different
types of operations and situations.
Therefore, the new electric forklift truck
has different kinds of driving modes for
different situations,” he explains.
At one moment a customer might
need a long operating time, and at the
next moment high performance may be
the most important factor.
”For customers operating in a limited
space a shorter wheelbase is important.
We also took those opinions into account
when developing new options for the
new forklift,” Hellström says.
Up to 75 percent energy savings With diesel prices on the rise, the electric
forklift has become an increasingly more
attractive alternative. The new electric
forklift enables
energy savings up to
75 percent compared
to an equivalent
diesel truck.
”New and tougher
emission standards
for diesel engines
are constantly
implemented which
makes industrial craft
machines even more
expensive because of
their technical sophistication,” Hellström
points out.
The operating costs for the new
electric forklift are low for many reasons.
”The new truck has fewer moving
parts that would need maintenance and
replacement after a while,” he says.
The service life is long; the first service
comes after 500 hours of drive time. The
latest diagnostic system detects faults and
automatically displays an error code on
the operator’s display, enabling operators
to take action immediately rather than
spending time troubleshooting. The
new generation electric forklift has a
permanent battery cover which protects
the battery from water and dust. It can be
easily opened and closed by one person.
Thanks to the several energy-saving
driving modes, energy consumption can
be reduced by 15 percent compared to
Kalmar’s previous electric forklift model.
”The new electric forklift is also an
investment for the operator. Driving a
Kalmar electric forklift is a very smooth
and quiet experience with no vibrations
from the engine. There are no harmful
emissions that could harm the health of
the drivers or their co-workers during
continuous exposure,” Hellström adds.
Two years to break evenThe forklift truck can be used for heavy
industrial tasks without compromising
productivity, the environment or the
pleasure of driving.
It has a slightly
higher purchase
price, but the
operating costs are
much lower than
average. Figures
prove that the
investment will
also please the
person controlling
the purse strings.
“According to
our calculations,
the new electric forklift pays itself back
in two to three years. All in all, I would
say this is a very attractive innovation,”
Ragnar sums up.
Going electric is increasingly also
a good environmental choice. Electric
trucks are a perfect way to cut CO2
emissions and help to reach climate
goals.
“Electric forklifts don’t generate
any harmful emissions, so you will
be guaranteed to meet all standards
and emission regulations even in the
future. Investing in an electrical truck is
investing in the future,” says Hellström.
Safety is Kalmar’s trademark. The new electric forklift truck meets and exceeds all safety regulations in the market.
A high-intensive blue light is projected
that the machine is approaching. This reduces the risk of accidents.
The truck has an EGO cabin which has major ergonomic upgrades. The cabin offers excellent visibility in all directions. There are no thick corner posts blocking the view. The curved windows at the front and rear allow the driver to see the machine’s immediate surroundings in a completely new way.
The position of the steering wheel has been proven to prevent accidents and reduce tyre wear. The optional rotatable driver’s seat is perfect for increased visibility when handling bulky goods, and it also protects the driver’s neck and shoulders.
Scania opts for electricScania, one of the world’s largest truck manufacturers, has ordered four new Kalmar ECG80-6 electric forklifts for their factory in Oskarshamn, Sweden. All machines will be equipped with a turnable driver seat for excellent visibility and ergonomics.
Safety
A high-intensive blue light is
people that the machine is approaching, reducing the
risk of accidents.
For customers operating in a limited space a shorter wheelbase is important.
26 KALMAR GLOBAL
Egon Evertz KG specialises in serving steel
mills throughout Germany, and has been
doing it for over 50 years. In the autumn of
2013, the company approached Kalmar about a
reachstacker that could handle extremely heavy
hot and cold steel slabs.
Thirteen months later, the DRG650-92A5XS
reachstacker was delivered to the client, and
its nickname Super Gloria well exemplifies the
project.
“We had the Gloria platform, but the
customer’s need to handle such heavy loads
forced us to apply it in a new way. They’ll have
to be able to handle 50-tonne slabs – 2.7 metres
wide, 12 metres long and 35 centimetres thick
– which meant that we had to build a bigger
reachstacker with a low load centre,” says Stefan
Johansson, Director of Sales and Marketing at
Kalmar Reachstackers and Empty Container
Handlers.
As a result, Super Gloria got an impressive
lift capacity of 65 tonnes. “The wheelbase was
9.25 metres. Super Gloria is much bigger than
anything else we’ve built before,” Johansson says.
The Super Gloria shares many of the
characteristics of the Gloria platform, such as
Breaking records
Productte
xt R
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at 4-metre load center in dynamic mode (drive).
+ 65-tonne safe working load at 5-metre load center in static mode (non-driving).
+ Will handle 50-tonne mega steel slabs that measure 2.7 metres (width) by 12 metres (length) and 35 centimetres (thickness).
+ Both an electric lift magnet for handling slabs in cold conditions and a hydraulic slab grab for hot conditions (up to 800°C).
+ Lift capacities up to 120 tonnes depending on application.
Kalmar’s new Gloria model, Super Gloria, is the most powerful reachstacker in the world.
Watch Super Gloria’s world record lift in Sweden
com.kalmarglobal
the cabin and the electrical system, but with
everything being bigger, it turned into a platform
of its own, says Johansson.
Egon Evertz inspected and tested the
reachstacker in September, and it was delivered
in parts to the customer in October, without
major tweaks or adjustments.
While Johansson makes the project sound
like business as usual, he is also proud of the fact
that Kalmar managed to deliver Super Gloria – a
reachstacker with the highest capacity – in just 13
months.
“We have excellent people here, and while it
naturally took a lot of resources, it wasn’t that
difficult for us. This is what we do,” he says.
“Twenty years ago, we built the world’s
biggest forklift truck, and nobody has yet to
build a bigger one. Super Gloria is another great
milestone for us,” he adds.
The customer was pleased. “We’re impressed
with how they responded to our brief. Kalmar
was the only company that could design and
build to our specification and meet the time
frame required. We’re also proud to have the
world’s biggest reachstacker as part of our fleet,”
says Karl Mössner, representative of Egon Evertz.
27KALMAR GLOBAL
Kalmar news
Greg Hewitt takes up the reins at Kalmar AmericasGreg Hewitt has been appointed Executive Vice President for the Americas region in Kalmar. He has over 25 years of versatile experience from industrial equipment, transportation, major appliances and retail.
“Greg Hewitt will focus on developing our sales and service and customer interfaces in the Americas, with the target to increase Kalmar’s market share in the region. We are delighted to welcome him to the team,” says Olli Isotalo, President of Kalmar.
“Kalmar has great potential to continue growing in North but especially in South America. I’m very excited to leverage my experience and join a team of great professionals to serve our customers and provide them the best value and loyalty,” says Hewitt.
Greg Hewitt succeeds Lennart Brelin who is leaving Kalmar at the end of 2014 to pursue other interests. Brelin has successfully developed Cargotec’s operations in the Americas region during the past 26 years.
Autumn 2014
Forklifts rising in the USCustomers in the US demand powerful and proven machines, and Kalmar forklift trucks more than meet this need. Kalmar forklift sales in the US have exceeded expectations this year thanks to strong market activity, sales and dealerships like Adobe Equipment, one of the eight recipients of the Premier Partner 2014 award for their excellence and commitment to the Kalmar brand.
Adobe, based in Houston, Texas, has eight locations with 260 employees
a really motivated sales force with a loyal customer base. It also helps to represent quality brands like Kalmar that stand behind the product. We hope to continue to build on our success in 2015. The port business will continue
next year, and construction in warehouse and distribution is a sign that the economy here remains strong for the near term,” says Jeff Donaldson, CEO, Adobe Equipment.
“Having Kalmar forklift production in Cibolo, Texas is a huge step for Kalmar and for Adobe. Not only do we have production closer to the customers, but they can go see it and touch it and it gives them reassurance that if they have any problems with the product, there is someone nearby who can help resolve it.”
Darr Equipment Co. acquired Adobe in April 2014, making the company one of the largest material handling equipment dealers in the United States. The synergy is evident as both have surpassed 2013 orders for Kalmar and both look to be on track for another record year under General Sales Manager, Gordon Brown.
“At Kalmar, we value the close relationship we have built with our hardworking dealers. An important part of this is the Kalmar North American
Dealer Advisory Board where we have a great forum for understanding the US market’s needs better,” says Thomas Malmborg, VP, Kalmar Forklift trucks.
Other recipients of the Premier Partner award were Calumet Lift Truck, FMH, Gregory Poole Equipment Company, MasonLift, SCMH, Towlift and Wiese USA.
Kalmar DCG160-12 in the colours of the Texas
in Houston, TX.
Starting from the left: Jeff Donaldson – Adobe Equipment, Peter Olsson – Kalmar, Greg Hewitt – Kalmar, Robert Engstrom – Darr Equipment, Gordon Brown – Adobe Equipment
28 KALMAR GLOBAL
Eurofos gears up for growthKalmar will deliver twelve new diesel-electric straddle carriers to Eurofos, France’s largest terminal. Situated in the Port of Fos, close to Marseille, Eurofos is investing heavily in future growth. It opted for the new Kalmar straddles for their high reliability and quality and low environmental impact. They
Kalmar and Sisu equipment. The order also includes Kalmar’s SmartFleet process automation solution.
Increasing capacity and cutting costs in PiraeusPiraeus Container Terminal (PCT) S.A. in Greece has placed a repeat order for nine Kalmar all-electric rubber-tyred gantry cranes (RTGs). The cranes, four of which are the world’s widest, will help the port increase capacity, reduce carbon emissions and lower the cost of ownership.
Melbourne’s Webb Dock goes all automatic
Kalmar SmartStack goes live at Transnet Port Terminals’ Durban Container TerminalKalmar has implemented the Kalmar SmartStack solution at Durban Container Terminal (DCT) in South Africa for real-time
to implement Kalmar SmartStack using the narrowband communication network involving re-engineering from the standard WiFi deployment. After all the phases of this project have been completed, DCT will be running 19 Kalmar straddle carriers with SmartStack, 11 Terex straddle carriers and two Kalmar empty container handlers.
Kalmar SmartStack is a process automation solution that provides automated inventory position updates to the terminal
inventory in the terminal yard, fewer ‘lost’ containers in the yard and real-time container positioning.
Kalmar will deliver container handling equipment and related automation technology worth more than EUR 40 million to Port of Melbourne’s new container terminal, operated by Victoria International Container Terminal Ltd (VICTL). The 12 automated stacking cranes and 11 automated shuttle carriers, to be delivered in 2016, will make the new terminal at Melbourne’s Webb Dock fully automated. When fully developed, the 35.4 hectare terminal will be able to handle up to 1.4 million TEU annually.
VICTL is a consortium comprised of Philippines-based International Container Terminal Services Incorporated (ICTSI) and Australia’s Anglo Ports.
“This is a premier project for ICTSI in Australia and the partnership with Kalmar allows us to introduce cutting edge, best-proven automated container handling equipment and technologies to Webb Dock. Kalmar’s strong track record in delivering automated terminal solutions in Australia as well as in other parts of the world will help us to put Melbourne amongst the leading ports of the world,” says Christian R. Gonzalez,
29KALMAR GLOBAL
Crane relocation A job best left to the experts
text SILJA KUDEL
1
2
PLANNING
A Kick-offThe project manager and team are selected. A kick-off meeting is held to analyse the customer’s challenge and how to tackle it
B Technical feasibility survey Questions addressed include: 1. What technical challenges are
involved? 2. What is the design type and
condition of the crane? 3. Where is its current location and
C Financial feasibility surveyThe customer must be made aware of the costs. Relocating a crane can be very costly if it requires extreme reinforcement or special equipment, such as a heavy-duty ballast system to handle tides.
D Calculations No detail is overlooked: strength and stability, crane dimensions, weight, wheel and corner pressures, maximum allowed ground pressure of the yard or quay, terminal layout and potential obstacles.
E Project planningThis critical step involves detailed engineering of the transport method, crane reinforcements, sea fastening and barge deck loads based on swell, wind and barge characteristics.
F Equipment procurement
the correct heavy lifting equipment, reinforcements, transport beams, hydraulic rollers, barges and tugboats. The interface with the crane must also be handled correctly.
A Preparations at home portInternal sea fastening is installed. The crane is prepared for the self-propelled modular transporter (SPMT) or skidding transport. After load-out, the SPMT or skidding arrangement is disassembled, followed by port clean-up.
30 KALMAR GLOBAL
Shipping a crane is not the same as landing a man on the moon, but there is a science behind handling the process smoothly and safely. Applying in-depth knowledge of crane geometrics, Kalmar’s expert teams have successfully relocated roughly 250 cranes across oceans and continents.
The vision of a colossal ship-to-shore (STS) crane bravely
riding the waves is an incredible sight to behold. Cranes
are not, after all, designed to travel the high seas. Complex
strength and stability calculations are required to lift the
mammoth device safely.
For port operators, moving heavy-duty cranes across land and
water is far from business as usual. This complex, risky process
can easily result in economic loss or human injury if undertaken
without expert project
engineering. With their
advanced knowledge of
crane stability and the
abnormal stresses that
transportation places on
crane structures, Kalmar
Crane Upgrades support
customers in choosing
the best method and
equipment to ensure safe,
surprise-free transport.
Thanks to its global
network of heavy lifting
partners, Kalmar’s flexible transport solution is never limited
by the equipment available in the yard. A relocation project
typically involves a number of stakeholders, such as crane and
marine engineering experts, lashing company, barge operator,
insurance company, lifting company and mechanical
contractor, to mention a few.
With thorough planning and dedicated project
management, virtually nothing is beyond the achievable for
Kalmar’s engineering teams. When a European customer last
year purchased two second-hand STS cranes, Kalmar was
enlisted to coordinate the complicated task of relocating the
twins from one country to another. Finding a suitable barge
was difficult due to the cranes’ extreme width, spanning
80 metres. The task was further complicated by the heavily
trafficked location on a narrow, extremely shallow river.
Kalmar’s teams spent weeks performing detailed strength
and stability calculations and simulating the expected
behaviour of the cranes during transport. With nothing left
to chance in the design of the sea fastenings, the twins arrived
safely and were secured on their rails at their destination
despite heavy storms that hit the seashore prior to transport,
and to the full satisfaction of the customer.
3
HANDOVER
B TransportAfter external sea fastening is installed on the barge, the crane is ready for its voyage. The process can take months if it’s an ocean crossing.
C Arrival After preparation of the worksite and assembly of the SPMT at the destination port, load-in takes place. Sea fastenings are removed and the crane is positioned and tested.
Scenarios vary according to customer needs. For a plug-and-play full turnkey project, the crane is picked up at site A and restored to full operation at site B, including commissioning.
Reasons to relocate?There are three typical reasons a port operator might relocate a crane: damage control, disuse or transferral of port operations. Skilled project leadership is extremely important, particularly when a damaged crane must be moved quickly to ensure port safety.
Land or water?Water transport
is generally more complicated than land relocation due to the
numerous environmental parameters, such as, seawater level,
tides, swell and wind. Engineering a water
transport can easily take 6-8 weeks
31KALMAR GLOBAL
RELOCATION
Located in America’s heartland on the edge of the
Great Plains, the city of Ottawa, Kansas, seems like
an improbable birthplace for the world’s leading
manufacturer of terminal tractors. But that’s where
Kalmar Ottawa opened its doors in 1943, and where it still
remains today.
Over these past 71 years, one thing has stayed constant:
a commitment to innovation, which includes the original
terminal tractor in 1958. Kalmar Ottawa’s history of continuous
improvement, along with its extensive dealer network, has also
contributed to an enviable sales record.
“We passed the 50,000 truck mark a few years ago, and
we’re rapidly approaching 60,000,” says Greg Lehman, Chief
Engineer, Medium Terminal Tractors. “No one else in our
industry comes close to those numbers.”
The company began by catering to the region’s large farming
industry, manufacturing agricultural implements and front-end
loaders for tractors. In the late 1940s and early 1950s, Ottawa won
over customers again with its Hydra-Hammer, a tractor-mounted
hydraulic hammer that could drive fence posts, break pavement or
tamp down soil.
With the construction of the U.S. Interstate highway system
in the 1950s, the company hitched a ride on the rapid growth of
the trucking industry by inventing North America’s first terminal
tractor, known more commonly in the US and Canada as “yard
truck,” “yard goat,” or “shunt truck.”
Pioneering featuresOne of the keys to the new technology was a hydraulic, elevating
“fifth wheel” that could grab semi-trailers and move them while
the legs were in the down position. By eliminating cranking of
the landing gear, the new vehicle reduced fatigue for the terminal
truck operator and improved productivity and safety. Its very
short wheelbase also allowed for excellent manoeuvrability.
1 2 3
text JOHN SCHOFIELDphotos KALMAR
Heritage of innovationIndustry breakthroughs are embedded in Kalmar Ottawa’s culture.
32 KALMAR GLOBAL
“The original idea,” says Dave Wood,
VP, Sales & Marketing, Terminal Tractors
Americas Region, “was to make it easier,
faster and safer to shuttle trailers around.”
Even today, estimates Lehman,
warehouse and distribution centres
account for about 80 percent of Kalmar
Ottawa’s customer base, with ports,
rail terminals and heavy industrial
applications making up the remainder.
Roughly 80 percent of its clients are in
North America.
Terminal tractors have remained
Kalmar Ottawa’s focus since 1958, and
continual improvements have helped
cement its place as the market leader. To
boost performance and meet all emission
standards, the Kalmar Ottawa terminal
tractors for the past decade have featured
the latest Cummins engines. Pioneering
features also include the tilt cab, the
first raised roof cab, cab suspension,
and a door at the back for greater
convenience and productivity.
Emphasis on quality In the 1990s, Kalmar Ottawa took
significant strides to increase reliability
and durability with a renewed emphasis
on quality control, says Merlin Halverson,
a 23-year veteran with the company.
Halverson helped introduce a system
whereby, once a week, an inspector would
randomly take a terminal tractor fresh off
the assembly line and go through it from
top to bottom. Vehicles with even the
tiniest flaws were sent back for reworking.
“We were pretty nit-picky,” he
remembers. “But by this programme,
we came as close as possible to building
a perfect truck, while at the same time
controlling manufacturing costs and
increasing assembly speed.”
That high level of quality was reflected
in the Commando model, first introduced
in late 1992. With the Commando, he
notes, Kalmar Ottawa increased its North
American market share from about 60
percent to 75 percent in just three years.
In early 2014, Kalmar Ottawa
introduced even more advancements
with its entirely redesigned T2 model.
Re-imagined from the ground up, the
engineering masterpiece offers an even
stronger chassis, faster fifth-wheel lifting,
and a redesigned cab with more interior
room and better visibility.
Communicating with customersIn the spring and summer of 2012, Wood
says, Kalmar Ottawa brought in 60 people
from 25 client companies to advise its
engineers on the design of the T2. The
contingent included drivers, mechanics
and purchasers.
“We had a full cab mock-up with
a viewing room, and they could share
ideas with us as they came in,” he recalls.
“Bringing customers in was worth its
weight in gold in terms of the information
we got,” Wood says.
It’s an example of how Kalmar Ottawa
has been able to maintain its market
dominance by constantly communicating
with customers and understanding their
individual needs. “For our clients, the
Ottawa tractor is like a tool, and it’s got to
perform,” Wood notes.
“It isn’t about bells and whistles. It’s
about the core product being reliable,”
adds Lehman.
Kalmar Ottawa’s dealers have also
played a huge role in our success, says
Wood. The company’s network of 120
dealers is by far the largest in the industry,
and most offer 24/7 mobile service.
“They’re partners, not just dealers,” he says.
“You share the good and the bad times.”
However, Kalmar Ottawa’s growth has
ultimately relied on its employees, their
strong Midwestern work ethic, and their
dedication to innovation. The company
employs some 300 people at the Ottawa
facility. Many have worked there for
decades, and, in several cases, family
members have followed in their footsteps.
Their productivity is truly impressive,
says Lehman. “Our ability,” he notes, “to
produce 15 trucks a day is a rate nobody
has been able to touch.”
Ottawa One Step-30 from the late 1960s
in 1958 in Ottawa, Kansas
Major Ottawa redesign, called Commando, from 1993
The Kalmar Ottawa T2 is the next-generation machine from the inventor of the terminal tractor.
1
4
2
3
4
We came as close as possible to building a
perfect truck.
33KALMAR GLOBAL
text JOSHUA HASTERT photo MAGNUS SUNDHOLM
Performance and perseverance
Site
What is the secret to landing a multi-million-dollar equipment contract with the largest municipal water and power utility in one of the world’s largest nations? A combination of superior product and perseverance, say Dave Plothow, Kalmar West Coast regional sales manager and Dan Lundy, salesman for Southern California Material Handling (SCMH).
34 KALMAR GLOBAL
The Los Angeles Department of Water and
Power in the US state of California is over
100 years old and today supplies clean
drinking water to over 3.8 million people
in the metropolitan area. Water supply presents a host
of logistical challenges, and in LA today, that means
delivering over 179 billion gallons of water annually
through more than 7,000 miles (11,000 kms) of pipe.
With many facilities predating WWII and reaching the
end of their life cycles, updating and maintaining the
infrastructure became imperative.
Dan Lundy, together with LA city engineers, set out
the parameters and requirements in putting together the
bid. LA had used Kalmar equipment earlier for similar
projects, but this would be their first acquisition of heavy
lift equipment. A top priority was equipment mobility
over a huge 465 square mile (1,200 km2) area.
Lundy and Dave Plothow configured a truck that
would meet all of the specific requirements. This became
the perfect
opportunity to
show the Kalmar
lift truck’s
versatility, detail
and customer
focus. For easy
transportability,
the Kalmar lift
trucks were
equipped with
triplex masts with low height, which expanded possible
transportation routes while maintaining adequate lift
height to perform all the necessary tasks. Kalmar also
employed its innovative patented fork-shaft system for
attaching the forks to the carriage using a hook and
pins at the heel of the fork. This system allows great
versatility by allowing an operator to remove the forks
safely without maintenance department assistance. The
truck becomes compact and more mobile.
Transportability was just one requirement. LA Water
and Power also needed a machine that could navigate
the tight confines of city streets while maintaining full
functionality and capacity. Kalmar’s solution was a
DCE140-6 (31,000 lbs. @ 24” load center), reconfigured
from the regular 128” wheelbase to a base of 118”, giving
it a tighter turning radius.
To achieve full operating capacity, stacked
counterweights were added to this unique Kalmar
design, which incorporates a single-piece sloped engine
hood and sloping rear counterweight, all the while
maintaining full cab visibility.
Los Angeles chose the ecological Volvo Tier 4i engine,
which offers impressive fuel efficiency and minimal
emissions for its remarkable 214 horsepower engine
and 780 foot pounds of torque. Water for LA is piped in
from many areas, some of them mountainous. To handle
this, several units were also equipped with engine block
heaters to preserve operational functionality in harsh
conditions.
Kalmar partnered with SCMH in configuring just the
right solution to meet the strict bid criteria, and SCMH
was vital to preparing the units for delivery by adding
special signage and foam filling the tires that reduce the
risk of punctures. SCMH also provided the mandatory
operator and service training to city employees and
worked closely with minority-owned subcontractors –
important benchmarks in securing the winning bid.
35KALMAR GLOBAL
The Los Angeles Department of Water and Power supplies clean drinking water to over 3.8 million people in the metropolitan area.