Kalmar Global 2/2014

Kalmar

Customer magazine 2/2014

Global kalmarglobal.com

Getting the job done Port Otago straddle carrier driver Gene Carty is impressed with the new Kalmar straddle carrier

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Kalmar People and Careers Check out Kalmar’s new People and Careers site for job openings, online application and information about working at Kalmar. We have interesting opportunities worldwide for passionate individuals with global aspirations.

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.

Keep in touch with us

Editorial

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Gene Carty could not be happier with the new Kalmar straddle carrier

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Maintenance outsourcing can have a huge impact on the bottom line

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End-to-end automation helps streamline container operations

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Large-scale alliances are inevitable in today’s container industry

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Striving for safety

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Gloria keeps you out of harm’s way

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The world’s most powerful reachstacker

New generation straddle carriers offer safety and comfort

Heléns Rör moves heavy loads with high precision

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 Global is Kalmar’s customer magazine.

Publisher: Kalmar, part of Cargotec, Porkkalankatu 5, FI-00180 Helsinki, Finland. Editor-in-chief: Maija Eklöf (kalmar.communications@kalmarglobal.com) Managing Editor: Sirpa Marttila Editorial Board: Nicola Anderson, Karri Keskinen, Robbert Lohmann, David Malmström, Annelies Nentjes, Cecilia Lo Greco Laustsen, Tiina Tausta, Shushu Zhang Layout and production: Zeeland Cover: 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

Safety impacts the bottom line 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.

Olli Isotalo President, Kalmar

Driver

Job well done

text LYNNAIRE JOHNSTON

photo JAMES AITKEN

Port Otago straddle carrier driver Gene Carty could not be happier with Kalmar’s new straddle carrier.

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 fuelefficient. 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.

Kalmar Care - partnering for outsourcing It is not surprising that today companies are facing increasingly competitive markets and demands for FQD@SDQ DEjBHDMBHDR ,@MX BNLO@MHDR are looking for ways to sharpen their ENBTR HM NQCDQ SN QDL@HM GD@KSGX However, not everyone realises that maintenance outsourcing can make a RHFMHjB@MS BNMSQHATSHNM HM SGDHQ ANSSNL line, say Arto Keskinen, Director, Service Contracts, and Maurice Hayes, Kalmar Service Director in 2XCMDX TRSQ@KH@

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+RZ GR EXVLQHVVHV EHQHĂ°W IURP RXWVRXUFLQJ PDLQWHQDQFH" 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. &XVWRPHUV EHQHÄşW IURP HFRQRPLHV RI VFDOH DQG optimised supply chain. All the indirect expenses for human resources, warehousing and logistics, among other things, become visible. This results LQ EHWWHU ÄşQDQFLDO SUHGLFWDELOLW\ HDVLQJ XS EXGJHW management and allowing more informative decision making.

:KHQ LV RXWVRXUFLQJ ZRUWK FRQVLGHULQJ" 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.

:K\ FKRRVH .DOPDU DV RXWVRXUFLQJ SDUWQHU" Keskinen: 7KHUH DUH WKUHH PDMRU EHQHÄşWV )LUVW 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 knowhow 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, WDLORUHG WR VSHFLÄşF QHHGV

:KDW DUH WKH UHTXLUHPHQWV IRU D VXFFHVVIXO RXWVRXUFLQJ SDUWQHUVKLS" 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 Guaranteed availability on these values, and ,QFUHDVHG ÄşQDQFLDO SUHGLFWDELOLW\ to guarantee that Optimised human capital the agreement is working as intended.

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text THOMAS FREUNDLICH photos KALMAR

From quay to gate

End-to-end automation RSQD@LKHMDR BNMS@HMDQ kNV

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oday’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-toend 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

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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.

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.”

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.

6DIHW\ ĺUVW 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

Consistently high throughput VHSG OQDCHBS@AKD @MC QDKH@AKD performance 24 hours a day 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

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 automation Automated 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.

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During the process, the truck driver stands at a safe location (the truckers’ booth or kiosk) to monitor the lifting or

3GD L@HM ADMDjS NE @TSNL@SDC SQTBJ G@MCKHMF HR HMBQD@RDC DEjBHDMBX 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 here Kalmar 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.�

Automation the world over q%ULVEDQH LV DQ H[DPSOH RI D EURZQÄşHOG FRQYHUVLRQ WR $6& blocks fed by manned shuttles,â€? says Raimo Ukkonen, Vice President, ACSs, Kalmar. “The project was realised very quickly DQG RSHUDWLRQ KDV EHHQ UDPSHG XS HIÄşFLHQWO\ ZKLOH NHHSLQJ WKH terminal continuously operational. New ASC blocks controlled by the scalable TLS software are planned for the future as terminal throughput increases.â€?

DP World London Gateway is a new deepwater terminal with automated yard operations. Forty automatic stacking cranes KDQGOH WKH FRQWDLQHU ÄťRZ LQ DQ LQWHJUDWHG VROXWLRQ ZLWK .DOPDU shuttle carriers and the Navis N4 TOS. The performance of the equipment is optimised with Kalmar TLS.

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almar’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. ,Q WKH ÄşUVW SKDVH RI WKH FRQYHUVLRQ D WRWDO RI $6&V DUH 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.

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28 manned shuttles are used for the transport from the shipto-shore area to the ASCs. On the landside, Kalmar automated truck handling feeds containers to road trucks and to cassettes operated by terminal tractors. q/RQGRQ *DWHZD\ LV D JUHHQÄşHOG PHJD VL]H WHUPLQDO VWDUWLQJ with two berths and 20 ASC blocks having two cranes on each.

The shuttle carriers are prepared for future automation,� says Ukkonen.

7UD3DF LQ /RV $QJHOHV LV WKH ÄşUVW IXOO\ DXWRPDWHG HQG WR HQG 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,â€? Ukkonen notes. The ASC blocks consist of longer twin-crane blocks as well as single-crane mini-blocks dedicated to external truck handling.

Features Pages 10–26

Large-scale alliances are inevitable in today’s container shipping industry.

10 18 New generation straddle carriers provide improved safety and ergonomics.

High safety standards have commercial value

14

21 Kalmar Gloria reachstacker is now available worldwide.

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Balance of power 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. text THOMAS FREUNDLICH photos SHUT TERSTOCK, K ALMAR

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O

ne 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 eastwest 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 transformation Historically, 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

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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

The impactt of the newest est and largest st container ships will be felt throughoutt the ness. entire business.

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Shifting allegiances

Pressures on ports

How, 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.

Ever-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 JEFF MARTIN 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.

The industry is driven by the number of 10,000+ TEU ships each line has.

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text PAUL GOLDEN photos * +, 1 2'43 3$123."*

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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.

!X @CCQDRRHMF safety early in SGD OQNIDBS VD can create an effective safety RBGDLD

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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

or SAFETY with 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 attitudes When 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 KALMAR GLOBAL

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Australia 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 value Fortunately, most operators appreciate the commercial value of high safety standards in terms of lower insurance premiums and fewer regulatory

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.

Guidance on Container Handling SAFE LIFTING EQUIPMENT SHOULD BE: Strong and stable enough for the particular use and marked to indicate safe working loads

Positioned and installed to minimise any risks

Used safely (the work is planned, organised and performed by competent people)

Subject to ongoing thorough examination and, when needed, inspection by trained staff

ITEMS TO CONSIDER WITHIN ANY RISK ASSESSMENT ASSOCIATED WITH THE LIFTING OPERATION: s The safe working load of the equipment being used s Pedestrian walkways over which containers will be lifted s 7UDIÄşF URXWHV WR DQG from the crane and whether there is a WUDIÄşF PDQDJHPHQW process in place

s The possibility of a vessel moving along or away from the quay during cargo operations s The trim and list of the vessel s Weather conditions s Position of stevedores on board ship

s The requirement for the ship’s crew to be present s The centre of gravity RI ORDGV VHFXUHG WR ĝDW racks and the security and suitability of devices ORFNLQJ oEXQGOHVp RI ĝDW racks together s Problems associated with overheight or overwidth cargo

Source: Port Skills and Safety (the UK ports industry’s organisation for health, safety, skills and standards)

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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. “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 FRVWV ÄşQHV DQG WKH QHJDWLYH SXEOLFLW\ 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 KHDY\ ÄşQHV IRU OD[ VDIHW\ Reducing costs from workplace compensation claims or avoiding an injury liability suit are also good incentives to have safety measures in place.

highlights safety PREPARATION, PLANNING AND CONSULTATION ARE KEY Each terminal in Australia has internal compliance requirements as well as LQGXVWU\ VSHFLĺF VDIHW\ OHJLVODWLRQ ZLWK FRGHV RI SUDFWLFH DQG FRPSOLDQFH DQG RWKHU UHJXODWRU\ GRFXPHQWV 7KHVH LQFOXGH HOHFWULFDO VDIHW\ ODZV KHDOWK DQG VDIHW\ DQG PLQLQJ VDIHW\ ODZV (IĺFLHQW SUHSDUDWLRQ DQG SODQQLQJ DV ZHOO DV HIIHFWLYH FRQVXOWDWLRQ EHWZHHQ DOO SDUWLHV LV YLWDO WR DFKLHYLQJ FRPSOLDQFH DQG D VDIHU PRUH SURGXFWLYH ZRUNSODFH q 3HWHU 6SHQFHU VD\V q2QH RI WKH PHVVDJHV ZH FRQYH\ WR FOLHQWV LV WKDW WKH\ FDQ VDYH PRQH\ DQG WLPH E\ FUHDWLQJ D VDIHU ZRUNSODFH 7HUPLQDO PDQDJHPHQW LQ $XVWUDOLD VXSSRUW WKLV FRQVXOWDWLYH SURFHVV ZKLFK FDQ KHOS VLPSOLI\ WKH SURFHVV RI FRPSOLDQFH r $Q H[DPSOH RI WKLV DSSURDFK FDQ EH VHHQ DW '3 :RUOG ZLWK ZKLFK .DOPDU KDV EHHQ GLVFXVVLQJ D MRLQW SURMHFW WR LGHQWLI\ KLJK ULVN DFWLYLWLHV RQ WKH DXWRPDWHG VWDFNLQJ FUDQHV LQVWDOOHG ODVW \HDU 6LQFH HPSOR\HHV RI ERWK WKH FOLHQW DQG .DOPDU ZRUN RQ WKH PDFKLQHV LW PDGH VHQVH WR DVN WKH VDIHW\ DQG ZRUNVKRS WHDPV WR FRPH XS ZLWK D VLQJOH VHW RI UXOHV WKDW FRXOG EH IROORZHG E\ ERWK FRPSDQLHV q,W LV LPSRUWDQW WKDW ZH ZRUN ZLWK FXVWRPHUV WR UDLVH DQG PDLQWDLQ VDIHW\ VWDQGDUGV RQ WKHLU VLWH EHFDXVH WKH\ KDYH WKH SULPDU\ UHVSRQVLELOLW\ r 3HWHU 6SHQFHU DGGV q$V D FRQWUDFWRU ZH KDYH REOLJDWLRQV WR FRPSO\ ZLWK WKH VDIHW\ ODZV RI WKH UHJLRQ ZHpUH ZRUNLQJ LQ WKH FXVWRPHUVp UHTXLUHPHQWV DQG .DOPDU $XVWUDOLDpV UHTXLUHPHQWV r .DOPDU $XVWUDOLDpV 6DIHW\ 0DQDJHPHQW 6\VWHP ZDV GHYHORSHG E\ 3HWHU 6SHQFHU ZKHQ KH MRLQHG .DOPDU MXVW RYHU WZR \HDUV DJR DQG VDZ WKH

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It is important that we work with customers to raise and maintain safety standards on their site because they have the primary responsibility. :KHQ DXWRPDWLRQ ZDV LQWURGXFHG LQ WKH WHUPLQDO DFKLHYHG D SHUFHQW UHGXFWLRQ LQ VDIHW\ LQFLGHQWV LQ WKH ĺUVW \HDU DQG XS WR SHUFHQW LQ VXEVHTXHQW \HDUV 7KH %ULVEDQH WHUPLQDO KDV EHFRPH RQH RI WKH VDIHVW QRW MXVW LQ $XVWUDOLD EXW DQ\ZKHUH LQ WKH ZRUOG 7KH FRVW VDYLQJV DFFUXHG DUH FRQVLGHUDEOH ZLWK 3DWULFNpV ELOO IRU ZRUNHU FRPSHQVDWLRQ IDOOLQJ E\ PRUH WKDQ WZR WKLUGV RYHU WKH ODVW GHFDGH ,Q DGGLWLRQ WR KHOSLQJ FXVWRPHUV LPSURYH VDIHW\ LQ WKHLU WHUPLQDOV .DOPDU KDV dramatically reduced accidents to its RZQ ZRUNIRUFH q$W .DOPDU $XVWUDOLD WKHUH ZHUH ĺYH RSHQ FODLPV IRU ZRUNHUV FRPSHQVDWLRQ PRQWKV DJR 7RGD\ WKHUH DUH QR RXWVWDQGLQJ FODLPV DQG WKHUH KDYH EHHQ RQO\ WZR PLQRU LQMXULHV LQ WKH ODVW PRQWKV r 3HWHU 6SHQFHU VD\V .$/0$5 */2%$/

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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.

text JOHANNA L ASSY-MÄNT Y VA ARA photos K ALMAR

I

ts 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.

The hybrid system can deliver up to a 40 percent decrease in fuel consumption.

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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-theart 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.

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KALMAR GLOBAL

Safe and stable driving Overall 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 experience Kalmar 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-toshore 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.

up

text PAUL GOLDEN photo K ALMAR

Safety stacks with Gloria

The never-ending pursuit of better cargo handling safety reaches a new milestone with Kalmar’s G-generation reachstackers.

T

he 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.

Staying out of harm’s way The 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 KALMAR GLOBAL

21

Head up display

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 balance Gloria 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 DEjBHDMBX and safety.

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KALMAR GLOBAL

Keeps operators safe, integrated inside the cabin.

Enhances the monitoring of the twist locks and support jacks status.

Personal Proximity System An optional feature that alerts operators to potential obstacles in their operating area.

Reverse warning system

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 DGDSWDEOH ĺHOG RI vision.

Ensures that no risks go undetected.

“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.”

“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.”

Setting the driving speed

Responding to feedback

Gloria’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.

Suppliers 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.

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Standard LED lights 3URYLGH H[FHOOHQW illumination and durability.

Tyre pressure monitoring Continuously monitors the SUHVVXUH RI HDFK LQGLYLGXDO W\UH WR DYRLG GDQJHURXV W\UH EORZRXWV

“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.

Gloria extends its global reach In August, Kalmar launched its range of G-generation (Gloria) reachstackers LQWR WKH $VLD 3DFLÄşF UHJLRQ IROORZHG

by Gloria’s introduction into the Americas in October.

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KALMAR GLOBAL

23

Lifting 4-tonne pipes is a piece of cake for Kalmar’s new electric forklift.

HEAVY loads, HIGH precision Steel supplier Heléns Rör is thrilled with its new electric forklift truck developed in cooperation with Kalmar. text SATU RÄMÖ photos K ALMAR

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KALMAR GLOBAL

E

lectric 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 HelÊns RÜr, has been using Kalmar’s electric trucks since 1985. They handle over 100,000 tonnes of tubing per

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 ECG5090 was the precise answer to their needs.

HelĂŠns RĂśr 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 HelĂŠns RĂśr since they handle big and heavy loads,â€? says Ragnar.

HelÊns RÜr’s forklift driver Ola Lowe LV YHU\ VDWLV¿HG ZLWK WKH QHZ KLJKO\ responsive hydraulic system that improves both precision and the overall driving experience.

“If I want to move the forks one PLOOLPHWUH WKH\ ZLOO PRYH RQH PLOOLPHWUH Âą H[DFW SUHFLVLRQ ´ VD\V /RZH 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. Âł0\ ÂżUVW LPSUHVVLRQ RI WKH IRUNOLIW ZDV the excellent visibility and the spacious FDELQ :KHQ KDQGOLQJ ORQJ SLSHV LWÂśV important to have good visibility in all GLUHFWLRQV ´ /RZH VD\V “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. .DOPDU WRRN VSHFLÂżF QHHGV LQWR DFFRXQW says Johan HellstrĂśm, who works as a Product Manager at Kalmar.

When transporting large products it is vital to have good visibility in all directions.

HelÊns RÜr s Europe’s leading wholesale steal tube supplier s Established in 1927 s Serves major companies in the automotive industry, engineering, construction and product design s Headquarters in Halmstad, 6ZHGHQ EUDQFK RIĺFHV throughout Scandinavia and the Baltics.

KALMAR GLOBAL

25

A high-intensive blue light is SURMHFWHG RQ WKH ĻRRU WR DOHUW people that the machine is approaching, reducing the risk of accidents.

Safety kQRS 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 RQWR WKH ĻRRU WR DOHUW QHDU E\ VWDII 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 electric Scania, 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.

26

KALMAR 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.

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.

Up to 75 percent energy savings

Two years to break even

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

The 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.

For customers operating in a limited space a shorter wheelbase is important.

Product

Breaking records text RISTO PAK ARINEN photo K ALMAR

Kalmar’s new Gloria model, Super Gloria, is the most powerful reachstacker in the world.

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

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.

Super Gloria + 65-tonne safe working load 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.

Watch Super Gloria’s world record lift in Sweden com.kalmarglobal

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Kalmar news Autumn 2014

Forklifts rising in the US Customers 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 DQG FDWHUV HVSHFLDOO\ WR RLO ÄşHOG VHUYLFHV SLSH \DUGV DQG SRUWV q:H KDYH 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 WR JURZ LQ RXU PDUNHW :H GRQpW VHH RLO ÄşHOG VHUYLFHV VORZLQJ WRR PXFK next year, and construction in warehouse and distribution is a sign that the economy here remains strong for the near term,â€? 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.â€?

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.

Kalmar DCG160-12 in the colours of the Texas ÄťDJ DW %UHDNEXON $PHULFDV in Houston, TX.

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Other recipients of the Premier Partner award were Calumet Lift Truck, FMH, Gregory Poole Equipment Company, MasonLift, SCMH, Towlift and Wiese USA.

Starting from the left: Jeff Donaldson – Adobe Equipment, Peter Olsson – Kalmar, Greg Hewitt – Kalmar, Robert Engstrom – Darr Equipment, Gordon Brown – Adobe Equipment

Greg Hewitt takes up the reins at Kalmar Americas Greg 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.

Kalmar SmartStack goes live at Transnet Port Terminals’ Durban Container Terminal Kalmar has implemented the Kalmar SmartStack solution at Durban Container Terminal (DCT) in South Africa for real-time LQYHQWRU\ UHSRUWLQJ DQG PDQDJHPHQW 7KLV LV WKH ĺUVW WHUPLQDO 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 RSHUDWLQJ V\VWHP 7KH EHQHĺWV DUH UHGXFHG PDQXDO VWDFN inventory in the terminal yard, fewer ‘lost’ containers in the yard and real-time container positioning.

Melbourne’s Webb Dock goes all automatic 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, ,&76, KHDG RI WKH $VLD 3DFLĺF UHJLRQ

Increasing capacity and cutting costs in Piraeus Piraeus 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.

Eurofos gears up for growth Kalmar 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 ZLOO H[SDQG DQG SDUWO\ UHSODFH WKH WHUPLQDOpV H[LVWLQJ ĻHHW RI Kalmar and Sisu equipment. The order also includes Kalmar’s SmartFleet process automation solution.

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Crane relocation

text SILJA KUDEL

A job best left to the experts 1

A Kick-off The project manager and team are selected. A kick-off meeting is held to analyse the customer’s challenge and how to tackle it VDIHO\ DQG HIĺFLHQWO\

B Technical feasibility survey

C Financial feasibility survey

D Calculations

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 ZKDW LV WKH ĺQDO GHVWLQDWLRQ"

The 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.

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 planning

F Equipment procurement

This critical step involves detailed engineering of the transport method, crane reinforcements, sea fastening and barge deck loads based on swell, wind and barge characteristics.

$QRWKHU NH\ VWDJH LV VSHFLĺFDWLRQ RI the correct heavy lifting equipment, reinforcements, transport beams, hydraulic rollers, barges and tugboats. The interface with the crane must also be handled correctly.

2 PLANNING 30

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A Preparations at home port Internal 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.

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.

T

he 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 Reasons advanced knowledge of to relocate? crane stability and the abnormal stresses that There are three typical reasons transportation places on a port operator might relocate crane structures, Kalmar a crane: damage control, Crane Upgrades support disuse or transferral of port customers in choosing operations. Skilled project the best method and leadership is extremely important, particularly when a equipment to ensure safe, damaged crane must be moved surprise-free transport. quickly to ensure port safety.

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.

B Transport After 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.

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

3

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.

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.

RELOCATION

HANDOVER KALMAR GLOBAL

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text JOHN SCHOFIELD photos K ALMAR

Heritage of innovation Industry breakthroughs are embedded in Kalmar Ottawa’s culture.

1

L

ocated 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

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3

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 features One 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.

Emphasis on quality

We came as close as possible to building a perfect truck.

“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.

1 Ottawa One Step-30 from the late 1960s 2 7KH ĺUVW 86 WHUPLQDO WUDFWRU in 1958 in Ottawa, Kansas 3 Major Ottawa redesign, called Commando, from 1993 4 The Kalmar Ottawa T2 is the next-generation machine from the inventor of the terminal tractor.

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.

4

Communicating with customers In 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.”

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Site text JOSHUA HASTERT photo MAGNUS SUNDHOLM

Performance and perseverance 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).

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T

he 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

The Los Angeles Department of Water and Power supplies clean drinking water to over 3.8 million people in the metropolitan area.

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.

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