Page 1


Customer magazine 1/2013


Taking a whole new step forward Gloria is Kalmar’s most productive reachstacker to date


Port authorities and terminal operators are considering the infrastructure investment requirements for the New Panamax era.”





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Editorial 04

Test driver Johan Mårtensson is impressed by the new Gloria reachstacker


Kalmar Care makes sure your business never stops


Gloria sets the bar high in ergonomics and driver adaptability


Will the Panama Canal expansion remodel maritime trade routes?


The Port of Tauranga expands with a little help from Kalmar straddle carriers


Transnet Port Terminals opts for a comprehensive service contract


Malta Freeport goes live with Kalmar SmartPath


Kalmar DCG forklifts offer a better working environment


Introducing a new and improved forklift truck

28 30 32 34

News from around the world 57*HOHFWULĺFDWLRQVWHSE\VWHS Unparalleled heritage in straddle carriers Testing a fully automated container handling system Kalmar Global is Kalmar’s customer magazine with a distribution of approximately 14,000 copies. Publisher: Kalmar, part of Cargotec, Porkkalankatu 5, FI-00180 Helsinki, Finland. Editor-in-chief: Maija Eklöf ( Managing Editor: Sirpa Marttila Editorial Board: Nicola Anderson, Karri Keskinen, Minna Kilponen, Robbert Lohmann, David Malmström, Annelies Nentjes, Cecilia Lo Greco Laustsen, Shushu Zhang Layout and production: Zeeland. Cover: Andrew Clelland Photography Printed by PunaMusta. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Kalmar. Kalmar offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy industry. Kalmar is the industry forerunner in terminal automation and in energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move. Kalmar is part of Cargotec.

We are Kalmar We at Kalmar have been on a long and exciting journey to arrive where we are today. Our foundations lie deep in the roots of Finnish and Swedish engineering expertise, yet we are made up of many great businesses that have all contributed to the knowledge and expertise that have got us to this point. Innovation has always been at the heart of our business: we developed the first industrial straddle carrier in the 1940s, and the first RoRo tractor in the 1970s. To meet the need for more efficient container handling, Kalmar commercialised the first generation of reachstackers in the 1980s, and a decade later, introduced the first container handler for rough terrain operations. Our first steps in terminal automation were taken more than 20 years ago. Today, we have a single focus for our customers, and that is to help our customers to improve their productivity. That is the reason we exist and that is what we strive for in everything we do. Our new Gloria reachstacker (pages 6–8) has been designed by taking productivity targets into account in all possible aspects. With Gloria, Kalmar is taking a major step forward in setting new industry standards. Efficient machinery is increasingly supported by enhanced automation and integration solutions to get the productivity improvements needed in today’s container handling business. This is where we can offer the most comprehensive portfolio in the industry. From the beginning of 2013, our entire business is called Kalmar again. We are now starting a new phase in our journey, which will be marked by other great innovations, and even more open and continuous dialogue with our customers, partners and colleagues, using new technologies and channels. We are inviting all of you to enjoy our renewed customer magazine, Kalmar Global, and to join the discussion at our Port 2060 innovation platform, as well as in social media.

Olli Isotalo President, Kalmar


Gloria put to the test


Driving a reachstacker that weighs 80 tonnes and can carry a 45-tonne load might seem a daunting task. But not for a test driver.

“I’ve been doing this for seven years and as with everything, you get used to things. I don’t think it’s that special anymore. Of course, driving around with a 125-tonne load is nothing to play with,” says Johan Mårtensson, a test driving veteran, one of some dozen test drivers who try out new products to see how they perform in real situations. “For me, it’s a fun break from the routine,” says Mårtensson. Mårtensson tested Gloria, the new generation G reachstacker, which features a completely redesigned cabin. He is impressed with the results achieved. “Everything is different. The driver can adjust the steering wheel sideways as well, the steering and the control panels are electrically adjustable, and the new joystick is really good,” says Mårtensson. Kalmar has patented the new steering wheel tilt. Mårtensson also says that the drivers’ arm movements were measured and calculated at the Chalmers University of Technology

in Gothenburg, Sweden, to make sure the joystick was just right. “Compared to cabins in the past, air conditioning is now standard, and there are more glass surfaces so the driver has better visibility,” says Mårtensson. An open mind is a prerequisite for a test driver who, besides testing the prototypes under actual working conditions, runs specified tests on them. Everything is recorded into a protocol, and if Mårtensson or his colleagues find something that needs to be rethought, the vehicle goes back to the building department, which will then decide how to proceed. Even the best products and the biggest market hits can still be made better. There are things that can be done better, new technologies that open new doors and new ways of doing things. The development continues.

Meet Gloria on page 6.

Making sure your business never stops Kimmo Kallioniemi, Vice President of Kalmar Service Operations, explains why your business never stops with Kalmar’s global service care. Why should customers choose an external partner for their maintenance operations? Assigning the job to an external expert is a logical way to optimise your production capacity. This also enables a ĝH[LEOHEXVLQHVVPRGHODQGUHGXFHVWLHGXSFDSLWDO:LWK a new terminal or factory, your commercial operation is up and running fast.

Why choose the Kalmar Care maintenance contract? We have unique expertise, a trusted reputation and a solid spare parts supply chain. Thanks to our global coverage and long experience, we’re in a completely GLIIHUHQWOHDJXHIURPRWKHULQGXVWU\SOD\HUVRULQKRXVH maintenance teams. We are committed to improving your productivity.

What do you mean by “uniqueâ€? expertise? Kalmar has a long heritage in this industry, so no matter what type or brand of equipment you own, we have the best knowledge and experience to optimise the DYDLODELOLW\RI\RXUHQWLUHÄťHHW:HNQRZDQGXQGHUVWDQG your business, and we have a pool of technicians we can bring in if needed. The smooth running of your equipment LVQpWGHSHQGHQWRQRQHRUWZRLQKRXVHPHFKDQLFV

:KDWRWKHUEHQHÄşWVDUHWKHUH" Lower costs, sales growth, competence development, risk management, business sustainability, asset

optimisation – you can focus on the drivers of your FKRLFH$QGE\SD\LQJDĝDWUDWHWKHUHDUHQRFRVW surprises. You get total business predictability.

6RFRQWUDFWVFDQEHWDLORUHGWRĺWWKH customer? Yes, we accommodate individual needs by offering DĝH[LEOHFKRLFHRIFRQWUDFWVUDQJLQJIURPEDVLF maintenance to a completely outsourced solution including managerial services. The key is to understand the customer’s business needs and offer DVROXWLRQEDVHGRQWKHPtRQHVL]HGRHVQRWĺWDOO

How do you ensure consistent performance globally? We adhere to centrally controlled best practices. We EHQHÄşWIURPRXU global knowledge base and deliver uniform quality by educating our staff through Kalmar Training Academy programmes.



Kalmar Care – Maintenance contract types Kalmar Support Care

Kalmar Essential Care

Kalmar Complete Care

Kalmar Optimal Care

We support your maintenance process on demand

We perform your agreed maintenance tasks proactively

We meet your complete maintenance requirements

We optimise your business performance




Photomontage from photos by ANDREW CLELL AND and NICK SOUZA


They call me


Gloria Kalmar’s new reachstacker sets the bar high in ergonomics and driver adaptability.


ith the roll-out of its newest reachstacker called Gloria, Kalmar is taking a whole new step forward and setting a new industry standard in ergonomics and driver usability. In development for a year and a half, this fifth generation model is an important new product in the relaunch of the Kalmar brand. Mikael Persson, Vice President, Reachstackers and Empty Container Handlers at Kalmar, who is responsible for the development of Gloria, says that reachstackers are the hallmark of the Kalmar brand. Persson says, “The reachstacker is probably the most popular product we’ve got, and we are unrivalled in this field. The prior generation was launched in 2002 and has been a very successful product, but the time had come to develop a new one. The cabin for the machine from 2002, Spirit Delta, was a giant step for reachstackers, but with the new one we’ve taken a real leap.” According to Persson, market surveys show that Kalmar’s biggest competitor in cabins is the generation prior to Gloria, which underscores Kalmar’s dominance in this market. “But we can’t look back. The focus is on the future, our goal is always to improve the machines.”

A focus on performance and driver adaptability With the new Gloria reachstacker, Kalmar has paid particular attention to overall performance with improved ergonomics, functionality, and driver adaptability. KALMAR GLOBAL


Responding to customer feedback


KENNETH HELGESSON is a reachstacker veteran who has been with the company since 1964. He developed one of the ÄşUVWUHDFKVWDFNHUVLQWKHV and then became head of development. Now senior advisor at Kalmar, Helgesson is affectionately known as Mr. Reachstacker – and for good reason. Helgesson has never lost his passion for his work nor his desire to continue to improve and develop the machines. “I’ve never been a career driven guy. My instincts have always been to develop the products, UHÄşQHWKH technical details and make the machines easier for the drivers to use. That’s what I focus on.â€?

In some ways, I feel like a father to Kalmar’s reachstackers.�

Persson says that many of the changes came about in response to customer feedback. “The input we get is always helpful in developing a new machine. This time around there were lots of questions about visibility in the cabin, so we improved it.� The first prototype for Gloria was driver tested and the feedback was positive. “Immediately upon sitting down in the cabin, any doubts disappeared. You quickly understood how everything is linked and you got a feel for the machine right away. It’s almost like Gloria doesn’t need an instruction manual,� says Persson. “Most of what we do in our development of the machines is to make them more adaptable to the needs of the drivers,� says Persson. “When operating a reachstacker, it is all about the feeling you get driving it.� Kalmar has patented some of the designs that the company feels are especially excellent, for example, the new steering wheel attachment and the pedals.


Mr. Reachstacker

He says that the process of developing reachstackers has changed a lot in the \HDUVVLQFHWKHÄşUVWRQHLQDQGKLV acquired expertise is very important to the process. “The experience with earlier designs is always valuable to the new machines. You build new reachstackers

Kenneth Helgesson has been developing Kalmar’s reachstackers VLQFHWKHV

to meet the customers’ demands, and you listen to their questions and comments and then use them to make improvements. The market is also a IDFWRULQEXLOGLQJPDFKLQHVWKDWÄşW the current work environment,â€? says Helgesson. Helgesson joined the Gloria project early on and thinks that, without a doubt, Gloria is Kalmar’s best reachstacker yet. “This is a whole new step for reachstackers. It’s just like new car models – a lot of new details are changed or added to the basics, and then it becomes a new product. Gloria is more functional, manoeuvrable, driver-friendly and easy to understand. This machine gets the job done,â€? Helgesson enthuses. Gloria is Helgesson’s last reachstacker project with Kalmar. He is cutting back on his workload and says he will probably retire at the end of the year. “It feels great that I’ve been involved in the development of Gloria. In some ways, I feel like a father to Kalmar’s reachstackers. When we started to develop this kind of machine, we ZHUHWKHÄşUVW,WKDVEHHQDJUHDW journey to make it better and to see its possibilities,â€? he says.


The biggest improvements in Gloria are in the cabin – the new ergonomic solutions and greater driver visibility are key changes. The machine is highly adaptable to the driver, which was a very important factor for the design team. Other upgrades are a more responsive joystick, new steering wheel attachment, and new pedals, improved handling and ease of driving and faster lifting speed. The electric system is new and marks a significant advance in efficient design solutions – it will be installed in all of Kalmar’s future machines, which will make servicing and technical support much more effective. Persson says, “The interface for all of our counterbalance machines will be pretty much the same, which is a big advantage for the customers.�

Features Pages 10–26 Truck driver Michael Dahlberg is happy with his Kalmar DCG forklift.

24 18 Ngqura is setting the benchmark for port productivity in Africa.


Port of Tauranga


prepares for the future.

Kalmar SmartPort boosts HIĺFLHQF\DW0DOWD)UHHSRUW

24 34 22 10





I think the growth in tonnage through the Panama Canal from containers will be way below what was projected.�


Ready for the New Panamax? Next year marks the 100th anniversary of the opening of the Panama Canal. The birthday was to be celebrated with a massive expansion, reshaping world trade routes and shipping. But the Canal’s huge third lane won’t open until 2015 – and may not have such a big impact after all.


or a century, the Panama Canal has spared ships vast amounts of time, fuel and danger by offering a shortcut through the narrowest point of the Americas. In recent years, though, the canal has reached its carrying capacity, and today more and more ships are simply too big to fit through its narrow locks. The new third set of locks, accompanied by deeper waterways, will allow much larger ships to pass. Panama hopes its four billion euro investment will pay off in the future with higher fees and a position as South America’s transport hub. The investment means that maximum cargo capacity of the canal will grow from the current 5,000 TEU to 13,000 TEU, with 19 containers across the deck.

No dramatic changes

The bigger canal will facilitate movement from South America to Asia and from Asia to Africa.

However, two North American experts downplay the impact the enlargement of the Panama Canal will have on maritime trade. They point out there are doubts due to changing drivers behind global trade and Panama’s higher fees, which together are opening opportunities to get containers to their destinations in alternative ways. In short, it remains unclear how the world’s shipping routes will change post2015. “I don’t expect dramatic changes, at least in the short and medium terms,” says Jean-Paul Rodrigue, a Canadian-born Professor of Global Studies and Geography at Hofstra University in New York. “The expansion will bring some capacity and cost changes, but these have to be looked at along with other, more significant trade forces. These include the price of labour and raw materials, global demand, outsourcing, offshoring and free trade agreements. I expect general macroeconomic factors to be more significant than the expansion of the Canal,” he says. “Diversion of shipping due to the expansion is not likely to be as strong as has been discussed,” agrees John C. Martin, President KALMAR GLOBAL


US needs terminal automation “When you’re looking at a 10,000 TEU ship, you’ve got to turn it around quickly – and that means you need a highly automated terminal,” says port consultant John C. Martin. The US, he warns, is far behind any other developed FRXQWU\LQDXWRPDWHGFRQWDLQHUWUDIĺFZLWKqYHU\ poor density utilisation of terminals landside.” Automated terminals are springing up, such as the MOL TraPac terminal in Los Angeles/Long Beach and the Global Terminals in New York and New Jersey, with the APM Terminal in Portsmouth, Virginia “automation-ready.” “This is the wave of the future,” says Martin. “The terminal side is absolutely critical. That means crane capacity, an outreach capacity with a width of 24–26 containers, and an incredibly effective terminal behind that.” Among the best automated terminals, he cites Rotterdam, Antwerp, Singapore, Shanghai and several new terminals being developed in South East Asia. “I don’t know anyone outside the US who would invest in a new terminal that’s not automated now,” adds Martin.

Experts foresee a growth in transhipment activities around Panama and the Caribbean.

of Martin Associates, a Pennsylvania-based maritime and transportation consultancy. “I think the growth in tonnage through the Panama Canal from containers will be way below what was projected, particularly from the US.” By the time the decision was made to enlarge the Canal in 2007, the factors that contributed to the growth in water services were already in place. Martin notes that US railroads and West Coast ports are “not going to sit down and let the Panama Canal take their business.” “The changes in transport costs could enable East Coast ports to gain a market share in the hinterland, though we shouldn’t expect West Coast ports and rail operators to remain idle,” says Rodrigue. Asian cargo is now typically unloaded at US West Coast ports and sent by rail inland and to the East Coast. In future, goods from Asia and the West Coast of Latin America may be shipped to the Panama Canal, stopping at its Pacific end to unload cargo for transshipment up to the US West Coast – and then continuing through the Canal to unload the rest of the cargo at US East Coast ports.

Hub-and-spoke Indeed, both experts foresee a growth in transhipment activities around Panama and the Caribbean, accompanied by huband-spoke feeder services. Rodrigue expects the expansion to encourage circum-equatorial routes using high capacity New Panamax containerships of 8,000–12,000 TEU. “This high-frequency ‘conveyor belt’ could support a significant share of global East-West freight movements in a cost-effective way,” he suggests. “North-South connections, including to the US East Coast, are likely to be serviced through feeder services.” The expansion will also give shipping companies opportunities to establish additional Pacific–Atlantic all water routes as well as the use of transhipment hubs in Panama and the Caribbean. These beefed-up logistics centres on Panama’s Pacific and Atlantic sides could intercept some traffic that might have gone through the canal. As Rodrigue sees it, “Feeder services to and from these Caribbean transhipment hubs are more likely to call at East Coast ports. It’s difficult to see to what extent the expansion will bring additional volumes to East Coast ports. As far as West Coast ports are concerned, I anticipate a minimal impact from the expansion – if any.”

Bulking up While the focus has been on containers, Martin believes the biggest impact will be on the liquid and dry bulk trade: grains, coal and ore, as well as chemicals and petrochemicals. “For instance, 12


I don’t know anyone outside the US who would invest in a new terminal that’s not automated now.�

if we can get the drought situation under control in the US, we can ship grain to Asia, and from the Pacific northwest to the Mideast,� he suggests. Rodrigue, too, expects the bigger canal to provide better economies of scale for transporting coal, iron ore, oil and grain. The canal will be useful for movements from South America to Asia, and from Asia to Africa, where the Chinese are investing heavily in minerals and bulk resources. “There may be coal going from Brazil and Colombia to Asia as well,� adds Martin. “These have been ignored commodities, but they’ll have a greater potential growth market to feed the Chinese economy.�

Ports expanding Across the region, port authorities and terminal operators are considering the infrastructure investment requirements for the New Panamax era. This involves equipment, such as, cranes, expanded berths and terminal areas as well as dredging. “For instance, many East Coast ports are embarking on dredging and infrastructure investments. In many cases, this involves high risk as traffic expectations may not materialise,� warns Rodrigue. “Let’s face it, investors are not going to invest in terminals with less than 12 metres of water,� says Martin. “The US Army Corps of Engineers has to decide which channels will be deepened. Unfortunately, it does so through an archaic bureaucratic system that can take up to 18–20 years. And there’s no funding for infrastructure projects in the port sector right now.� At present on the US East Coast, only Baltimore and Norfolk are ready to handle the big New Panamax ships, with Miami soon to follow. New York, meanwhile, must raise part of the Bayonne Bridge 20 metres to accommodate the big ships, a project that could cost one billion dollars. “However, ports in Central America are really gearing up, for instance, the APM terminal in Moin, Costa Rica,� says Martin. “They’re focusing on refrigerated cargo for now, but that may expand.� The investment in the Moin terminal indicates confidence in linking the West Coast of South America to the US East Coast and Europe. Martin sees a few other wild cards in the deck. “On top of all that, there are potentially competing Central American rail developments. And another big factor will be the impact on tolls,� says Martin. “How much will Panama have to raise tolls? That’s a critical issue.� Just as important to all of this is the growth in new supply

sources in South East Asia, he argues. “For major terminal operators and ocean carriers, clearly the Suez is where the action will be for containers because of its proximity to Vietnam, India and Cambodia, which are growing quickly as consumer goods producers.� The new workhorse ships will be 6,500–9,000 TEU and are already being deployed through the Suez. Some 43 percent of all container ships on the order books are over 8,000 TEU. “But let’s be realistic,� adds Martin. “The Panama Canal is not causing shipbuilders to build bigger ships. It’s the economies of scale. It’s all about delivered-logistics prices; that’s where the cargo will go, period. They can reduce their operating costs per tonne significantly by building fewer, bigger ships. The bottom line is, it’s all about costs.�









he Port of Tauranga is situated in the Bay of Plenty on the eastern coast of New Zealand’s North Island and serves as a major gateway to international markets. The Port was joint winner of the 2004 Australasian Port of the Year Award. Being so close to the Waikato region, one the biggest dairy farming regions in the world, dairy products are naturally one the main export products shipped from the port. Other exports include timber products and fresh fruit. The Port also operates a dedicated rail service to Tauranga from markets in Auckland through Metroport Auckland, the country’s first inland port facility.

Kalmar from the outset Sulphur Point, on the western side of the port, was opened in 1992. It is the main commercial terminal and Kalmar has been there from the start. According to Martyn McColgan, Manager Terminal Operations for the Port of Tauranga, Sulphur Point started out with ten straddle carriers. Seven of the original straddles are still running. The original machines were second hand carriers purchased from Hong Kong. Rick Cook, Sales Manager for Kalmar Port Cranes in Australia and New Zealand, says Kalmar delivered the first three new straddles to the Port of Tauranga in 2000. “Our relationship with the Port of Tauranga started even before this with our assistance to the port during the planning stage.” The Port of Tauranga opted for straddle carriers because of their efficiency in handling containers. “The straddle carrier can be used for loading road trucks and rail wagons and for transporting containers to and from the quay cranes. This reduces labour costs,” Cook explains. Being able to handle more containers means less time spent on each shipment, which, in the end, means more shipments can be moved.



0RUHOLIWOHVVPDLQWHQDQFH The Port of Tauranga now uses a total of 26 Kalmar straddles. Although the original straddles were designed for a 40-tonne lifting capacity, they have since been upgraded to a capacity of 50 tonnes. The Port of Tauranga is also gradually switching over to dieselelectric straddles. They started with hydro-dynamic drives – engine and gearbox drives. “Since those early days there has been tremendous improvements in electric drives. That enabled us to build straddles with more efficient drives while being much more environmentally-friendly,� says Cook. McColgan, from the Port, echoes his sentiments. “Diesel-electric carriers provide the efficiency of twin lifting capability. That means each straddle can pick up two containers instead of just one, which obviously leads to much quicker vessel turnaround times.� The benefits of diesel-electric straddles don’t stop there. They require less maintenance, and when they do, there are fewer moving parts, which makes economic sense. The environmental impact of diesel-electric straddles, or the lack of, is ideally suited to New Zealand, a country that prides itself on being environmentally responsible. “No hydraulics results in less pollution in the sea,� says Cook. Diesel-electrics also release less carbon into the atmosphere and produce less noise.


(PEUDFLQJWKHIXWXUH In The Question of Bigger Ships, published in August 2010, The New Zealand Shippers’ Council (NZSC) said, “Whilst New Zealand will continue to receive shipping services, if New Zealand’s ports are




not bigger ships capable within five years, there is a risk services could become ‘boutique’ in nature, where only relatively small and old vessels (by international standards) with a higher operating cost per container can be accommodated by the ports.� The Port of Tauranga took up the challenge. On 5 March 2013 the port received final approval from the Minister of Conservation to widen and deepen shipping channels so the port can accommodate bigger ships. In a statement issued on 5 March, Port of Tauranga Chief Executive Mark Cairns said, “Larger ships, both containerised and bulk, have relatively higher fuel efficiency (and are therefore more carbon efficient) with lower operating costs per unit. This will enhance the competitiveness of New Zealand exporters and provide lower costs for importers.� The port will dredge the shipping channel to widen and deepen it from 12.9 metres to 16.0 metres at low tides. That will allow the harbour to accommodate ships of up to 347 metres long with a draught of 14.5 metres. Currently, the harbour can accommodate ships that carry about 4,500 TEU (twenty foot equivalent containers). The first stage of dredging will give access to ships with a capacity of 5,000 to 6,000 TEU. The second dredging project will increase that to ships with a carrying capacity of 8,200 TEU. It will also allow larger bulk cargo and cruise ships to enter the harbour.

The Kalmar straddles are workhorses. McColgan says, “In 2011 we handled around 360,000 containers, but increased productivity to the point where we will handle more than 600,000 containers by the end of 2013.” According to the NZSC, the real value to New Zealand of bigger ships trading on the South East Asia routes could be up to NZ $338 million per year from 2015–16 and it has the potential to increase to NZ $391 million per year by 2020. The NZSC says, “These estimates are direct benefits only, and exclude the significant flow-on benefits to the rest of the economy due to the economic multiplier effect.” The introduction of bigger ships to New Zealand could also reduce the carbon footprint of shipping exports and imports by approximately 31 percent.

Kalmar straddles ease in seamlessly The Port of Tauranga officially opened a major expansion of its container terminals on 4 April 2013. The port now has over 1,600 reefer points and a 770-metre berth. The port also added a second rail apron. “The additional rail apron allows us to load two freight trains at the same time, improving our efficiency, train turn time and train schedule integrity,” says McColgan. The additional Kalmar straddles commissioned this year increased the existing Kalmar pool to 26. “A benefit of using Kalmar straddles is the ease of integration into our existing equipment pool,” McColgan says.

In November 2011 the Port of Tauranga had a sudden and significant increase in container volume due to industrial action at the Ports of Auckland. “The existing Kalmar fleet were required to step up accordingly with regard to workload and responded extremely well to the increased work demand,” he says. The Port of Tauranga also switched over to N4, the new generation terminal operating system from Navis, a Cargotec company. “We did this, as with the expansions, to future proof ourselves,” says McColgan. He says that currently the Port of Tauranga only uses about 20–25 percent of the N4 capabilities and about 15–20 percent of the process is automated. “We set ourselves up for automation and electronic information management in the future, so the process will be automated from receipt of the container to invoicing at the end. That will require a collaborative approach from everybody in the industry, including exporters, importers, shipping companies and border security.” Kalmar Vice President, Horizontal Transportation, Tero Kokko, says Kalmar is in a unique position to help the Port of Tauranga achieve its goals. “We are the only supplier who offers a complete solution when it comes to terminal automation and handling containers.”






hen Ngqura, Africa’s newest and most modern deepwater port, opened for commercial operations on 13 October 2009, Kalmar was there. Not only was Kalmar equipment used to handle the containers for the MSC Catania, but Kalmar technicians were on hand to ensure that the equipment was properly prepared and maintained. A Kalmar team has been on site ever since as part of a full labour supply maintenance contract which covers both Kalmar equipment and equipment from other suppliers, says Anton Burchell, Managing Director South Africa, Kalmar. “With Kalmar providing the professional service, skills and people, Transnet Port Terminals was able to focus on its core customer business. We believe that this has contributed to the success of Ngqura,” he says. The maintenance contract covers RTGs, reachstackers, empty container handlers, haulers and trailers. The port – currently Africa’s deepest container terminal – serves as a Southern African hub for cargo bound for South Africa, the rest of the



African continent, and south-south traffic. It is setting the benchmark for productivity on the continent, says Siya Mhlaluka, General Manager of the Transnet Port Terminals’ Eastern Cape Region. Volumes continue to grow, doubling over the past year. “Ngqura has consistently been the number one port in sub-Saharan Africa virtually since it started commercial operations. Our team is the first on the continent to reach 32 moves per gross crane hour (GCH),” he says. So successful is the port that two new container berths were opened less than four years after Ngqura commenced operations and capacity has risen from 800,000 to two million TEU (twenty-foot equivalent units) a year. The 16m deep berths each have a 300m long quayside, which enables the terminal to handle four container ships of up to 11,000 TEU at any one time. Ngqura has ISO14001 and OSHAS 18001 accreditation.






We can plan ahead to ensure that the necessary equipment, spares, supplies and people are available when needed to minimise downtime during maintenance.�


Supervisor Russell Williams (left) and Chris Bezuidenhout greasing the ropes.

3 Kalmar equipment in the Port of Ngqura.


Davlan Statoe (left) and Conrad Marais in the workshop.


All 22 of the Kalmar Ngqura straddle carriers are linked to TPT’s SAP Plant Maintenance programme. KALMAR GLOBAL


Mhlaluka says that Kalmar has been part of the family since the start and has contributed to the success of the port. “It is very exciting to see this growth in Ngqura volumes, and Kalmar has proved to be a good business partner.” TPT decided to outsource the labour for maintenance at the opening of Ngqura in line with its maintenance strategy.

It is very exciting to see this growth in Ngqura volumes, and Kalmar has proved to be a good partner. “When opening the new port Transnet weighed up factors such as readiness, skills, warranty management, time to set up and cost. It was decided that it was important to partner with the OEM (original equipment manufacturer) to support our asset management strategy. Maintenance is one of the pillars supporting operations, and having skills supplied by a third party on a contract basis ensured consistency. As the contractor is responsible for first line people management, TPT was given more time to execute the operations plan and set the strategic direction,” he says. The Kalmar team has ensured that it consistently exceeds the target of 98.6 percent availability of the fleet that it maintains. “This is measured scientifically. Both the client and Kalmar monitor the availability of every single piece of equipment on a daily basis. The monitoring system is integrated into TPT’s SAP Business Management system. We also have regular meetings with the client to identify and solve any problems that arise. This way we have allowed TPT to 20


focus on moving containers and to provide a professional and efficient service to their customers,” says Burchell.

Harsh conditions Ngqura’s systems were put to the test on 8 July 2012 with the arrival of the largest vessel to call at a South African port, the 364-metre long MSC Sola. A record 1,872 containers was offloaded and 3,536 loaded, making a total shipment of 5,408 units. Kalmar’s 34-strong team of technicians and maintenance specialists ensured that the ground support was in place. The team works two shifts a day, seven days a week. Maintenance of the straddle carriers and other large equipment is carried out from a workshop on the deck in the container terminal itself. Operations are not interrupted while the equipment is in maintenance. Other equipment which can be driven off site is serviced in workshops that overlook the container terminal. One of the challenges facing the Eastern Cape team – and which demands constant innovation and flexibility – is the often harsh weather conditions in the port of Ngqura. As with most seaports it is subject to extremes, with maintenance having to be carried out in wind, rain and harsh sunlight when the ground temperature in the container terminal can reach 40 degrees Celsius. All 22 of the Kalmar Ngqura straddle carriers are linked to TPT’s SAP Plant Maintenance (SAP PM) Programme. The system allows the Kalmar maintenance team to predict the pending maintenance and service requirements of each machine. “This means we can plan ahead to ensure that the necessary equipment, spares, supplies and people are available when needed in order to minimise down time during maintenance,” says Burchell. So successful is the maintenance contract that Burchell believes the model can be applied elsewhere, and not just in

the seaports. “There are a growing number of inland ports in Africa. Kalmar supplies handling equipment to many of them, and we believe that our proven maintenance services will add value and enable the operators to focus on their core business,” he says. Another positive outcome for Kalmar of the TPT maintenance contract has been the repositioning of the perception of the company. “Before this project the Kalmar brand was mainly recognised by the product we provide. Now we also have a reputation for our service and automation,” says Burchell. One of the services for which there is growing demand is refurbishment. “Kalmar teams are responsible for refurbishing container handling equipment all over the world. We work on both our own equipment and that supplied by other companies,” says Burchell. Included in many of the refurbishment projects is the automation and upgrading of the electronics of the equipment in order to link into management systems, such as, Kalmar’s EMS and Navis systems. All of the TPT container terminals utilise Navis terminal operating systems. In addition to Ngqura, TPT operates terminals in all seven of South Africa’s maritime logistics gateways – Richards Bay, Durban, which is Africa’s busiest port, East London, Port Elizabeth, Cape Town and Saldanha Bay.

Skills transfer Kalmar’s responsibilities in Ngqura include the transfer of skills. Both Burchell and Mhlaluka list this as one of the highlights of the project. “We placed apprentices working under the direct supervision of the Kalmar technicians. No one knows the equipment better than the OEM,” says Mhlaluka. TPT staff have been trained as auto electricians, electronics technicians, diesel mechanics and hydraulics technicians.


Transnet Port Terminals and Ngqura 2 3

1 Joseph Daniels FKDQJLQJWKHÄşOWHURQD straddle carrier in the port of Ngqura. 2 The Kalmar team is responsible for maintaining these rail gantries in the port of Ngqura. 3 Bernar van Niekerk securing bolts on a straddle carrier engine.

Mhlaluka is particularly pleased with the fact that staff were recruited from the local Nelson Mandela Bay metropolitan area, which incorporates Port Elizabeth, Uitenhage, Despatch and the Coega Industrial Development Zone. “In addition, we ensure that most of the materials used in the maintenance of the equipment is sourced from local suppliers in order to fulfil our mandate to promote economic development and job creation in the region,� he says.

Health and safety Ngqura has achieved more than three million work hours without a lost time injury – and the Kalmar team is part of that success. “Our achievement as the holder of the Transnet safety record is a testimony to the commitment of suppliers, such as, Kalmar to health and safety,� says Mhlaluka. “Health and safety are a key priority and nonnegotiable for the whole Cargotec group,� says Burchell. Cargotec’s Code of Conduct provides the framework for enhancing social wellbeing and workplace safety.

Transnet Port Terminals (TPT) was established in 2000 when port operations were separated from the landlord functions, which now fall under the National Port Authority (TNPA). TPT remains part of the stateowned Transnet group, which includes Transnet Freight Rail (TFR), TPT, TNPA, Transnet Pipe Lines (TPL), Transnet Engineering (TE) and Transnet Capital Projects (TCP). TPT is entrusted with the responsibility of handling cargo HIĺFLHQWO\VDIHO\DQGFRVW effectively in 16 commercial terminals across seven South African ports. The newest is the Ngqura Container Terminal (NCT) which opened on 4 October 2009. Ngqura is part of the South African Government’s massive infrastructure drive to boost the economy and alleviate poverty. The ports are seen as key engines for economic growth and as part of the Transnet Market Demand Strategy. Over the next seven years TPT will receive R33 billion of the total Transnet budget of R300 billion infrastructure upgrade aimed at securing and modernising South Africa’s logistics internal and external logistics links.



Kalmar SmartPort

boosts DEkBHDMBX

at Malta Freeport

,@INQBNMS@HMDQSDQLHM@KFNDRKHUDVHSGSGDjQRS deployment of the Kalmar SmartPath solution.



alta Freeport Terminals is one of the key maritime transhipment logistics centres in the Mediterranean, handling 2.54 million TEU (twenty-foot equivalent units) in 2012. Various leading shipping lines have chosen Malta Freeport as their transhipment hub, including CMA CGM Group, Maersk Line, Seago Line, Hapag-Lloyd and UASC. Over 96 percent of Malta Freeport’s container traffic is transhipment business, with clients reaching 117 ports worldwide through regular service. Malta Freeport Terminals is currently in a period of strong expansion. “We have a capacity of 3.2 million TEU, growing to 3.5 million by the end of this year,” says Jesmond Baldacchino, ICT Manager, Malta Freeport. “We are further upgrading our facilities to operate vessels with a carrying capacity of 18,000 TEU, eventually reaching a total capacity of 4.2 million TEU.” To strengthen its competitive position, Malta Freeport has undertaken a heavy investment programme totalling 22


nearly 189 million euros since being privatised in 2004. The company has purchased nine super post-Panamax quayside cranes and has replaced all its rubber-tyred gantry cranes with 50 new RTGs.

Real-time information Continuous investment in state-of-the-art technology is a key part in this ongoing development. As the latest step in improving efficiency, Malta Freeport Terminals has deployed the first full-scale implementation of Kalmar SmartPath in its container terminals. SmartPath is part of the Kalmar SmartPort process automation solutions, based on the seamless integration of automation products, existing terminal processes and terminal operating systems. Kalmar SmartPath allows Malta Freeport Terminals to gain consistent, valid and correct updates of terminal tractor positions to optimise the dispatch process for vessel load and discharge by providing timely automatic job status updates. It avoids manual job step information being

entered too early or too late, making the dispatch more efficient. In concert with Navis PrimeRoute, SmartPath reduces truck idle time and driving distance, resulting in lower operational costs through increased fleet utilisation, reduced fuel consumption and maintenance costs. “For a container terminal seeking aggressive growth, land area is almost always a constraining factor, so the only option is to increase throughput by becoming as efficient as possible,” notes Chuck Schneider, Vice President Operations, Automation, Kalmar. “For this, Watch the video terminal automation about SmartPath is the natural choice.” at Malta Freeport Malta Freeport Terminals at Terminals already uses the Navis KalmarGlobal SPARCS Terminal Operating System as well as the Navis PrimeRoute solution that enables optimal, real-time routing, dispatching and monitoring of terminal tractors. Previously, the system still required manual input from tractor operators when moving from one job step to the next. “If the driver happened to hit the button too late or too early, the lifting equipment would either be in the wrong place or would have to wait. By automating this process, SmartPath allows PrimeRoute to fully optimise job dispatching,” says Schneider. Malta Freeport’s SmartPath implementation is based on GPS tracking of all 133 of its terminal tractors. The system provides a

bird’s eye view of the entire yard, making it easy to spot problems, such as, queues and congestion as soon as they develop. The solution was deployed on Malta Freeport’s existing fleet of tractors. “Our engineering team did a great job of retrofitting the solution to different types of non-Kalmar equipment,” notes Baldacchino.

Only the beginning With container volumes growing and a new generation of super sized container ships soon at the quayside, Malta Freeport is already looking to the future. “We will be sustaining our investment in similar technology to ensure that we stay ahead of our competitors in the region,” says Stephen Calleja, Operations Manager, Malta Freeport. “This is Malta Freeport’s first experience with terminal automation, but hopefully not the last,” adds Baldacchino. “We aim to continue on this path by implementing more options from the SmartPort suite.” Kalmar SmartPort process automation solutions increase productivity and equipment utilisation rate, improve safety and reduce the potential for manual errors. With Kalmar’s solutions, it is possible to get immediate productivity improvements for a relatively small initial investment. “Kalmar’s mission is to help our customers improve their productivity, and all of our SmartPort applications are created with this purpose in mind. It is all about adding advanced technology on top of existing systems to make them more efficient. If we can’t show this to a customer, we don’t expect them to buy it,” concludes Schneider.

Kalmar SmartPath s GPS-based solution that optimises the travel of terminal tractors and straddle carriers. s Provides job status updates and monitoring to allow terminal operators to better utilise these assets. s Improves performance through real-time location information. Maersk Line is one of the shipping lines using Malta Freeport as its transhipment hub.

s Provides accurate, detailed long-term data on the position of all prime movers.




Swedish sawmill keeps on running I

Kalmar DCG forklifts offer the driver a better working environment while increased productivity and lower fuel consumption can cut costs quite RHFMHjB@MSKX 3GD2VDCHRGE@LHKX NVMDC sawmill, AB Hilmer Andersson, made a clear decision when it comes to their BGNHBDNEENQJKHESSQTBJR 24


n the increasingly competitive forest industry, many businesses see their margins shrinking year by year. Analysing costs while optimising efficiency and productivity are crucial elements of tomorrow’s success stories. Sawmill AB Hilmer Andersson is located deep in the forests of Värmland, the westernmost part of Sweden close to the Norwegian border. The family-owned company is now led by third generation CEO Per Andersson and his son Nils Andersson and daughter Kari Andersson. Nils’ great grandfather, Hilmer Andersson, founded the sawmill in the 1920s and the forest has been the family’s source of livelihood ever

The EGO cabin includes r Curved front and rear window – excellent side-to-side and overhead visibility. r Ergonomic steering wheel – can be tilted to the side. r Comfort pedals – adjustable pedal angle. r High capacity wipers – over 90 percent surface coverage of the curved front window. r Ergonomic multiseat – rotatable, developed for maximum sitting posture for long shifts and demanding operations. r Climate package tĻH[LEOHFOLPDWHFRQWUROV\VWHPZLWKODUJHDLU LQWDNHDQGHDV\ĺOWHUUHSODFHPHQWLQWKHIURQW r Operating console – fully adjustable and individually tested for optimal ergonomics. The steering wheel can be folded forward without limiting visibility. r Optimised visibility – open design with a strong outdoors feel, optimised views at all angles. r Improved lifting performance – electric and hydraulic systems help optimise OLIWLQJHIĺFLHQF\ZKLOHUHGXFLQJIXHOFRQVXPSWLRQ

since. The land is also used for recreation, such as, elk and deer hunting. Nils Andersson sits in his pine-scented office while the machines roar around us. The sawmill is busy and often runs 24/7. Today, AB Hilmer Andersson produces 140,000m3 of sawn wood and 90,000m3 of planed wood annually – 70 percent of which is fir and 30 percent pine, amounting to approximately 100,000 stacks of wood, all of which is gathered from the immediate surroundings. “Our customers are predominantly Scandinavian house builders and hardware stores,” says Nils Andersson. “However, quite a lot of pinewood has lately been exported to northern Africa, where it is seen as a high fashion building material.”

Lifting for productivity Logistics is a crucial aspect of any modern sawmill. At AB Hilmer Andersson, one stack of wood is moved at least seven times before it can be stowed for transport by rail, road or sea. Forklifts are crucial to these operations. The company recently invested in three Kalmar DCG140-6 forklifts. “For us high efficiency and reliability is extremely important,” says Nils Andersson. “We can’t afford any

breakdowns. The machines must be up and running at all times.” The process requires moving 100,000 stacks of wood seven times per year for a total of 700,000 lifts, which puts a heavy demand of 233,000 lifts on each of the three Kalmar forklifts. Small adjustments can produce big longterm benefits in terms of increased work productivity, reduced fuel consumption and lower maintenance costs. Nils continues, “The first things I noticed with the new forklifts were the great visibility and all the adjustments that can be made to the driver’s environment. Also, the fuel consumption is considerably lower compared to our previous forklift trucks, which, of course, means a lot of savings during one year’s time.”

Strength without fuel The secret behind the low fuel consumption is the latest generation of Stage III B engines and the fact that the hydraulic system uses variable pumps that are only used when the machine performs heavy lifting. This means that energy, and thus fuel consumption, is restricted to actual performance. As an optional feature, the Kalmar forklift even has a sleep mode that kicks in after five minutes of idling. With an annual activity of 3,500 heavy hours per forklift unit, seemingly small energy savings become large in the long-term perspective. This is a fact that Nils Andersson and his fellow investors have realised while reviewing the market. To add to their initial investment of three Kalmar forklifts, they have just recently ordered another two for delivery later in 2013. For a relatively small company, this is a large order and it further confirms Kalmar’s leading position in forklifts when it comes to reliability and return on investment. The working environment is another crucial aspect, and the innovative cabin design has been noted by many industry professionals. In another area of the premises, truck driver Michael Dahlberg is stacking pinewood into symmetrical piles ready for transport. After twenty years working at the sawmill, he has now been driving the new Kalmar forklift for nine months. What does he think are the main differences from the previous model? “The first thing that struck me was how quiet it is in operation – our working environment has become much more comfortable. This is also thanks to the light and easy servo steering that makes the forklift incredibly smooth to handle. I can easily adjust the whole driver environment by just pushing a button, and the hydraulic functions are quick and respond immediately as soon as I touch the lever.”

We see Kalmar as the forerunner in product development among forklift trucks.”



In our line of business the total cost of ownership for a machine is really important, and VD@QDBNMjCDMS that Kalmar can deliver the lowest cost for our operations.” 26


Ergonomic features Perhaps the most significant – and visibly most engaging – innovation in the new Kalmar forklift is the EGO cabin, with its many ergonomic improvements for increased driver comfort and productivity. The curved front and rear windows offer an easy side-to-side view, the ergonomic steering wheel can be tilted to the side to decrease physical stress when backing up, and the lifting is faster, with quicker response and increased control. An optional reverse cooling fan gives the engine a longer and healthier life by allowing it to blow out harmful dust particles that otherwise easily clog up the filters. “The fan works perfectly,” says Dahlberg. “It runs automatically and you can really see a big cloud of dust beside the machine when the reversible fan is in action. The sawmill environment is always filled with sawdust and

it is very common that the engine cooler gets clogged. This way, with reduced engine stress, we will save a lot of down time and maintenance costs.“ Dahlberg has personally noticed the significantly lower fuel consumption. “This machine consumes less than all our previous forklifts,” he says. “I would estimate that the difference is around 2–3 litres per hour, which is quite a lot of cost savings.” Nils Andersson nicely sums it all up when asked why his company chose Kalmar DCG forklifts for their operations. “In our line of business the total cost of ownership for a machine is really important, and we are confident that Kalmar can deliver the lowest cost for our operations. We also see Kalmar as the forerunner in product development among forklift trucks.”

New product

New forklift provides quiet comfort

Kalmar continuously strives to develop, refine and improve its machines in order to put the most reliable machine on the market. The new Kalmar DCF50-90 forklift, launched this June, is the latest model in the light range of forklift trucks (5–9 tonne capacity) and designed for even greater reliability. The forklift has several new features for greater customer experience and improved benefits for drivers. It is designed for customers who need industrial handling capabilities in demanding applications, such as, wood, pulp, paper and steel. The machine operates in temperatures ranging from -20 degrees to +45 degrees Celsius. “The machine is designed for reliable, nonstop 24/7 operations in all conditions,� says Thomas Malmborg, Head of Kalmar Forklift Business.

Designed for comfort Drivers who work long shifts will find several benefits that will make their work more comfortable. “You can get a tailored machine with different chairs. In addition to the standard steering wheel, there are two ergonomic steering systems available. One comes with a mini-wheel on the left armrest and the other lets you control the machine with levers. Both are easy on the shoulders and neck,� says Malmborg.

A new, hydraulically driven fan keeps the engine room cooler. The engine is mounted under the cabin, keeping the driver cooler. The temperature controlled fan saves fuel by running only when it is needed. “The new DCF55 runs more quietly and is less vibrant. After a hard day’s work you can feel that the cabin is cooler compared to its predecessor the DCE50-90L,� says Henrik Andersson, forklift truck driver for Volvo Group Trucks Operations, who has been operating one of the first DCF50-90 units.

Fewer vibrations

Henrik Andersson


3GDMDV*@KL@Q#"%  forklift is designed for reliable, 24/7 operations and gives drivers better handling control and superior comfort.

The forklift is also more fuel efficient with a new ACGO engine that meets the latest EU emission requirements. It not only saves fuel but, equally important, it also produces fewer vibrations. Cast engine mounts with isolators have been introduced in this model and an engine balance axle is standard. Another new feature is the reverse airflow option which makes it possible to clean the filters and engine room even in dusty environments, such as, sawmills. The new design allows dust to be flushed out of the cooler.

Forklift improvements + New AGCO (former Sisu diesel) engines produce fewer vibrations and consume less fuel. Both the 77kW and 85kW versions meet the latest EU emission requirements (Stage IIIB, Tier 4i). 3GDNOSHNM@KO@QSHBTK@SDjKSDQ makes indoor operations even cleaner. + New hydraulically driven fan keeps engine and cabin cooler. + New hydraulic pump system for heavy-duty handling. Service interval for hydraulic breathing jKSDQCNTAKDCSN running hours. + Environmentally-friendly machine for the driver and people in the vicinity due to reduced noise levels and fewer vibrations. + An optional reversible cooling fan keeps the radiator clean from potentially harmful dirt, dust or particles. + 3GDjQRSRDQUHBDMNVBNLDR@ESDQ CQHUHMFGNTQR

Kalmar news Spring 2013

Kalmar expands crane services Kalmar has acquired total ownership of the Spanish crane refurbishment and maintenance service company Mareiport, S.A. The acquisition is a strategic step for Kalmar in becoming a major global crane refurbishment and services provider. Kalmar has been a minority shareholder with 30 percent ownership in the company since 2007.

crane design. Crane heightening and refurbishment is a good solution for customers who are looking for improved crane capacity with higher stacking height and extended reach at minimum cost. With dedicated technology and an

experienced team, crane heightening projects can be completed in a few weeks, ensuring minimum equipment down time. Kalmar’s crane refurbishment DQGKHLJKWHQLQJVHUYLFHVĺWDOOHTXLSPHQW brands on the market.

Mareiport is a privately owned company established in 1985 in Algeciras, Spain. The company has been providing maintenance services for ports and terminals and refurbishment and heightening services for a variety of cranes, including quay cranes, rubbertyred gantry cranes, bulk cranes and large shipyard cranes, especially in the Mediterranean area. In 2012, Mareiport’s sales totalled approximately EUR 20 million and it employs 250 people. “There are about 5,000 units of quay cranes in operation globally. A majority have been in operation over ten years and are in need of refurbishments and upgrades. At the same time, customers DUHORRNLQJIRUPRGLÄşFDWLRQVDQG upgrades to their existing quay cranes to handle ever larger vessels. By acquiring full ownership in Mareiport, Kalmar will expand its crane services and refurbishment capabilities, especially in Southern Europe, the Middle East and Africa. Together with our existing competences in Central Europe, South East Asia and the east coast of the USA we will be able to respond to the growing customer needs globally,â€? says Olli Isotalo, President of Kalmar. Kalmar has successfully delivered crane heightening projects globally utilising its advanced crane jacking system and modern technology adaptable to old 28


TRP Buenos Aires reaches out Kalmar has won an order from Terminales Rio de la Plata (TRP) in Buenos Aires, Argentina, for the extension of booms on two quay cranes. TRP, majority owned and managed by DP World, is one of the most important container terminals in the port and heads the rankings of TEU moved during the last 15 years. It is now planning to receive larger container vessels to RSWLPLVHLWVDQQXDOFDSDFLW\RI7(87KHVLJQLĺFDQWLQFUHDVHLQYHVVHO width requires the quay crane geometry to be adapted to extend the reach capacity from 45 metres to 51 metres. TRP Engineering Manage Eugenio Calcabrini says, �Maintaining optimum container throughput when larger vessels arrive is of critical importance to us and the concept of increasing the capacity of our existing quay cranes was very appealing. Kalmar has an impressive track record in this specialised area. The Kalmar team produced a very competitive offer and with continuous support, convinced us that their proposal made sound commercial sense.�

Le Havre terminal chooses Kalmar preowned

Next Generation Container Port Challenge

SociĂŠtĂŠ d’Exploitation du Terminal de L’OcĂŠan (SETO) recently purchased a preowned Kalmar DRF450-60S5 reachstacker for its container terminal in Le Havre, France. “Our choice was based on the fact that the Kalmar stacker is a reliable machine, it was in a very good shape, available, and with a service agency nearby. Versatility of the stacker is needed for very big, heavy and voluminous goods,â€? says Philippe Le Quiniat RI6(72ZKRLVYHU\VDWLVÄşHG with the 45-tonne machine after six months of use. SETO is also using Kalmar empty container handlers and straddle carriers.

Kalmar, as a member of a consortium, received a commendation award in the Next Generation Container Port Challenge, which sought to identify innovative ideas on how to plan, design and operate the next generation of container ports that exemplify performance, productivity and sustainability. The proposal was prepared together with Singapore Nanyang Technological University, APL Co Ltd, Fraunhofer IDM@NTU and VTT Technical Research Centre of Finland.

ELJJHVWPRVWHIĺFLHQWDQGPRVW sustainable terminal in the world that can be built in the next ten years. Our design featured an underground transportation system to separate the transshipment container movement from the vessel operation. All equipment is electrical, so there are no CO2 emissions. Our aim also was to DFKLHYHDĺQDQFLDOO\VWURQJRSHUDWLRQ with no extreme constructions,� says Frank Kho, Vice President, Offering Development, Kalmar.

“This was an exciting challenge and a real business case: to design the

Learn more about Kalmar’s proposal at

Kalmar hands RYHUWKHÄşUVW hybrid quay crane

it is insensitive to grid blackouts and voltage swings, assuring continuous operation when the power grid fails.

the crane operation. The crane can operate autonomously even without any power supply.

The crane is equipped with a powerful battery package and a small diesel generator. The onboard power management system keeps the batteries in prime condition, optimising power consumption, and automatically switches over from the power grid to a diesel generator without interrupting

“For a typical quay crane application, a 1500 kVA or bigger diesel generator is required. The hybrid model only requires a 380 kVA generator to secure 24/7 operations and reduces fuel consumption by more than 30 percent,� comments Rene Kleiss, Vice President, Kalmar Quay Cranes.

.DOPDUKDVKDQGHGRYHULWVÄşUVWK\EULG quay crane to Neva Metal, St Petersburg, a subsidiary of the Russian Severstal Group. The design enables the hybrid crane to operate on low voltage grids (400V A/C) and

Webinars for smarter operations :LWKWKHLQFUHDVHGLQWHUHVWIURPWHUPLQDORSHUDWRUVWRJDLQKLJKHUHIÄşFLHQF\ using process automation technologies, Kalmar embarked on a series of webinars to increase the awareness of process automation and its added value for ports and terminals both large and small. 7KHÄşUVWURXQGRI.DOPDU6PDUW3RUWZHELQDUVKDVQRZEHHQFRPSOHWHG The recorded webinars are available at The webinars are about 40 minutes each, including questions and answers. We will be organising webinars on equipment automation (AutoStradTM, AutoShuttle and ASC) in the second half of this year. Follow us for further announcements or send an e-mail to if you are interested.




step by step text)4** 5(2* 1(

Kalmar serves as designer, supplier and expert for DKDBSQHjB@SHNMNE@MXAQ@MCNE13& (M3TQJDX*@KL@Q G@RADDMNUDQRDDHMFSGDDKDBSQHjB@SHNMNECHDRDK ONVDQDC13&RRHMBDLHC  3@JD@KNNJ@S VGXSGDRDOQNIDBSRL@JDRDMRDSNBTRSNLDQRENQ DBNMNLHB DMUHQNMLDMS@K@MCDEjBHDMBXQD@RNMR "@SBGHMFSGDATRHMDRR Customer approaches Kalmar or the other way round. Kalmar acts as consultant, gathering relevant information from the customer. When the customer shows RIÄşFLDOLQWHUHVWE\RIIHULQJD tender, a preliminary project plan FDQEHGHVLJQHG7KLVLQFOXGHV SLFNLQJWKHEHVWSRVVLEOH technical solution out of several options (see Tech know-how). Preliminary cost calculations are IROORZHGE\DTXRWDWLRQ


2S@QSNMRHSD 7KHJRRGVUHTXLUHG IRUHOHFWULÄşFDWLRQDUH received and inspected. 7KHFXVWRPHUKDV prearranged cranes in place for the work WREHJLQLPPHGLDWHO\ 7HUPLQDORSHUDWLRQV continue normally throughout the work.



In negotiations with the customer, FRVWFDOFXODWLRQVDUHUHÄşQHG 7KHFRQWHQWVRIWKHRUGHUDUH FOHDUO\GHWDLOHGEHIRUHWKH contract is signed. Customer UHTXLUHPHQWVGHÄşQHDSRVVLEOH test phase. Sometimes successful HOHFWULÄşFDWLRQRIDFRXSOHRI57*V has preceded the overall project.



Purchasing and assigning a team 7KHUHTXLUHGWHFKQLFDO components are chosen and ordered. A site manager, SURYLGHGE\.DOPDUZRUNV on the project from day one through to the end, overseeing the organisation and work of the project team.

ubber-tyred gantry (RTG) cranes are the main solution for moving and stacking containers in container terminal yards worldwide. Many of them still run on diesel fuel, which is constantly rising in price, not to mention its impact on the environment. Therefore, the RTG HOHFWULÀFDWLRQLVEHFRPLQJDPRUHDQG more attractive solution to terminal operators. (OHFWULÀHG57*VH[SHULHQFHOHVV down time, there is no need for refuelling and the diesel generator needs less maintenance. In short, e-RTGs are more HIÀFLHQW E-RTGs run on diesel only around 10 percent of the time – required mainly for block changes or maintenance. This reduces CO2 emissions by around a half,


Based on interview of Ernesto Boado, working at customer-facing frontline as Project Manager, Kalmar Crane Services, Cargotec Iberia S.A.

Complete installation After all the electrical and mechanical work RQFUDQHVKDVÄşQLVKHG including installation of any extra components necessary for HOHFWULÄşFDWLRQWKHFUDQH can be commissioned.

while noise levels go down and air quality improves. There are two main types of e-RTG solutions: bus bar and cable reel. Terminal layout, operational type and number of cranes all determine the best choice for the customer. A preliminary site inspection is WKHEHVWZD\WRĂ€QGUHTXLUHGSURMHFW information, even in cases where the port has a preferred solution for RTG HOHFWULĂ€FDWLRQ With good planning, terminal operations can continue as normal WKURXJKRXWWKHHOHFWULĂ€FDWLRQSURFHVV

Container terminals such as Evyapport, Yilport and Marport, with an average of 2,000 lineal metres of bus bar conductor rails and 15 HOHFWULĺHG57*VDUHHVWLPDWHG to repay the customer’s investment in just two years.

Commissioning A Kalmar commissioning engineer checks that all the installations follow the agreed GHVLJQV1HZPRGLÄşHG software is uploaded and operation of the QRZUHWURÄşWWHGH57* crane checked.

Client approval BDQSHjB@SDR The customer tests the functionality of the e-RTGs and signs off on the project after successful tests.

Tech know-how Bus bar (400-440 Volts) requires installation of a steel supportconductor bar assembly all along the stacking area of the terminal. Low voltage cables feed power to bus bars from port substations. A power cable can be manually plugged into a collector trolley that is pulled along the bus bar when an RTG operates. Or an automatic arm-collector assembly is implemented on the existing equipment. Here the collector trolley is automatically connected to the bus bar, enabling fast stack changes. In cable reel (400–440V up to 13kV) designs a power transformer is installed on the crane to reduce the power grid voltage to the e-RTG motor supply voltage. The power feeding point is either at the end or centre of the blocks. For crane QDSQNkSSHMF the diesel generator can stay or it can be removed. If removed, block changes and driving to maintenance areas require an auxiliary genset.

Project closed Overall, the project takes around six to eight months, depending on the number of RTGs, the layout of the port and agreed schedule, among other things.

Guarantee period Normally one year. It covers the scope of Kalmar’s PRGLĺFDWLRQZRUN done during the HOHFWULĺFDWLRQRI RTGs.




Straddling the world Kalmar draws on nearly 70 years of expertise in straddle carriers.


he history of Kalmar straddle carriers goes back to Finland’s State Metal Works (Valmet) and the late 1940s. Finnish industry was kept busy with war reparations exports to the Soviet Union, and many factories were required to produce items that had never before been manufactured in Finland. One item was an odd-looking machine that Finnish engineers dubbed the “spider.” Designed for carrying boards at sawmills, the machine was recreated from a small, grainy photograph. In the years that followed, this vehicle was to become the blueprint for the modern straddle carrier. The first 1,500 straddle carriers were used for transporting boards and other heavy cargo. As the modern shipping container became a worldwide standard, the straddle carrier evolved to meet this new need. The first prototypes for container straddle carriers were built in 1975–76, and they have since become an essential tool at ports and terminals of all sizes.

Global success story “It has been great to follow the success of this product all over the world,” says Kari Ronkainen, General Manager, Product Support, Kalmar. He has worked on straddle carriers since 1974 and has seen the full evolution from the earliest container carriers to today’s state-of-the art Kalmar models. The first container straddle carriers were delivered to Germany and Belgium with worldwide customers following soon after. “I recall that one of the first outside Europe was the port of Aqaba in Jordan,” Ronkainen notes. “Though superficially a modern straddle carrier looks similar to a model from past decades, much 32


has changed under the hood. Advanced technology and automation are now ubiquitous,” notes Ari Hirvonen, Product Manager, Kalmar. The first generations of machines were twin-engine mechanically operated designs, while currently most run on diesel-electric power. Today, the control systems for straddle carriers are almost exclusively electric and electronic. Advanced onboard diagnostics alert operators and staff when maintenance is required. Originally, the driver handled jobs fairly independently with only general instructions on what to do next. Today, straddle carriers are closely integrated into Terminal Operating Systems (TOS) that give the operators direct instructions and job steps. As a step is being completed, the next step is already queued up, maximising efficiency and keeping idle time to a minimum. 1

Advanced technology and automation are now ubiquitous.” From the lumber yard to the container yard In the late 1970s, three-high stacking straddle carriers gained popularity at ports and terminals around the world, and this basic configuration remains hugely successful to this day. For a few years in the 1990s, straddle carriers were produced under the brand name Sisu. In 1997, the company merged with Kalmar Industries, and became part of Cargotec in 2005. Today, Kalmar is the world leader in straddle carriers. Current models feature modular designs that give the possibility to tailor machines based on customer preferences. The workhorse of ports and terminals around the globe, the Kalmar Classic Straddle Carrier is the most common straddle carrier in the world. For even higher performance and speed, many customers opt for the Electric Straddle Carrier model which features AC power in drive and hoist movement with regenerative energy transfer. “Kalmar equipment is continuously being upgraded with incremental improvements for each individual project,” says Tero Kokko, Vice President, Horizontal Transportation, Kalmar. “The most notable improvement over the past year is our new engine portfolio – a requirement for meeting increasingly more stringent exhaust emission regulations.” In addition, safety and ergonomics are key concerns in the development of the next generations of Kalmar straddle carriers. Focus areas include prevention of machines tipping, anti-collision and shock monitoring systems, integrated monitoring and remote connections capabilities and

2 A predecessor of the modern straddle carrier developed in Tampere, Finland.


AutoStradTM at Asciano’s Patrick Fisherman Islands in Australia.


further improvements in ergonomics and usability.

Fast, safe and automatic Kalmar also provides fully automated straddle carrier terminals for containerhandling customers. “While our products include a whole range of features to ensure the safe operation of manually driven straddle carriers, the safest mode of operation is, in fact, automation. Kalmar is leading the industry in automation of straddle carriers, having several active projects where this technology has been or will be integrated,” adds Tero Kokko. As automation is also the key element in keeping today’s terminals competitive, it

is not surprising that the Kalmar straddle carrier (serial number 5000) is an Electric AutoStradTM model. Rolling off the production line at Stargard Szczecinski, Poland in May 2013, the vehicle will be delivered to global customer Asciano. “We will be hosting a small celebratory ceremony with them,” smiles Kari Ronkainen, looking back at the decades of history that have led to this machine. Indeed, it is a long way from the sawmills of 1940s Finland to today’s major container ports around the world, but Kalmar straddle carriers continue to draw upon an unparalleled technical heritage and experience in fulfilling their purpose – making your every move count. KALMAR GLOBAL


Test site

Straddle carriers work

on their moves



t the Rusko industrial park in Tampere, Finland, an unmanned straddle carrier rolls back and forth on a test field the size of two regular football fields. Kalmar has been working on a fully automated container handling system for the last eighteen months, and now the time has come to put it to the test. The straddle carrier is given repeated commands to pick up a container, transport it to a designated slot, and identify and stack it – exactly what is required of the carrier at a port. It is amazing to see this in action with not a single person in sight. The straddle carrier in test runs is identical to the 16 carriers working at the TraPac Container Terminal in Los Angeles, California. Although still in Tampere, this particular TraPac straddle carrier provides an important link to a location ten thousand miles away. Once the tests in Tampere have been completed, the results will be sent immediately to California, where a new day is just dawning. This allows for nearly 24/7 testing of the system. The system, developed by Kalmar, is scheduled for live operation early next year. The dozens of automation systems embedded in one straddle carrier provide all the necessary instructions for routes, locations



and assignments. This means that information delivered over a wireless network must be in the correct order, and that is precisely what Juha Jokela, Integration Manager at Kalmar’s Technology and Competence Centre in Tampere, who is responsible for field testing, intends to ensure. The machines use magnetic navigation to move across the field, guided by six thousand magnets in a honeycomb arrangement and placed half a centimetre underground. This configuration allows the straddle carriers operating in the container handling area to move along a virtual map that can be dynamically altered. Kalmar’s product development and testing operations are located in Tampere, Finland. Cooperation with the Tampere University of Technology guarantees a fresh perspective on the newest technological developments. Tampere has long expertise in automation and hydraulic engineering. These combined strengths all in one location save precious time and money. Once delivered to the customer, the systems are in use for 20 to 30 years, and Kalmar offers them a home base for testing and further development. Tampere’s inland location offers a surprising benefit for this sort of testing: the weather conditions in the test field can range from a freezing -30 degrees Celcius in winter to a hot +30 degrees in summer.




Kalmar Global 1/2013  

Welcome to Kalmar Global,Kalmar's new customer magazine. In this first issue: launching the Gloria reachstacker and Kalmar Care service cont...