Kalmar Global 1/2014

Kalmar

Customer magazine 1/2014

Global kalmarglobal.com

Leading the way in automation Improving productivity and performance at today’s container terminals

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Editorial 04

Hans “Hasse” Rundblad drives Gloria with a smile on his face

05

Liquefied natural gas is the fuel of the future

06

New electric forklift sets the standard in energy-efficient material handling

10

Automation helps improve productivity and performance at today’s container terminals

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Process automation improves safety and security

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Automation has improved health and safety at Patrick’s Brisbane terminal

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RTG automation takes efficiency to the next level at the Port of Oslo

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DP World Brisbane runs one of the most highly automated facilities in the world

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TPS opted for crane heightening at the Port of Valparaiso

29

The new Kalmar Ottawa terminal tractor offers superior ergonomics

30

News from around the world

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Kalmar and reachstacker are synonymous in China

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Kalmar keeps the BMW logistics plant running on time in Wackersdorf 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

Optimising your business performance We are seeing a growing trend towards intelligent terminals and the benefits of automation are becoming increasingly accessible for operations of all sizes.

Terminal automation is not just about building a greenfield terminal from scratch. In fact, we have seen rapidly increasing interest from operators to look into automating their existing terminals. The transition to automated operation is done step by step to avoid loss of capacity. Automation can also be implemented by expanding the terminal to a previously unused area.

Kalmar offers various solutions for terminal automation, which help our customers to optimise the performance of their business. Depending on the size, throughput, container handling patterns, geography and existing equipment in the terminal, different combinations can be used for stacking and horizontal transport equipment (pages 12–13). A dedicated Kalmar team will provide the expertise required to deploy and integrate the systems as well as on-going maintenance and system support.

Discussion about port automation aside, we at Kalmar are extremely proud of our roots as a machine builder. Equipment sales is an important part of our business and will continue to be so also in the future. This year, we are introducing new products for our customers in distribution and industrial segments. The Kalmar Ottawa T2 distribution tractor has already proven its success in North America (page 29) and the new electric forklift is set to turn heads at CeMAT (page 6).

At Kalmar, we are committed to making your every move count.

Olli Isotalo President, Kalmar

Driver

Gloria spells joy

text RISTO PAK ARINEN photo JOHANNA HANNO

Gloria has arrived at the Ports of Stockholm, and “Hasse” Rundblad could not be happier.

Gloria, high tech, high performance, high driver satisfaction, has arrived for operations at the Ports of Stockholm, Sweden, and Hans “Hasse” Rundblad is excited. One of nine reachstacker operators at the Container Terminal Frihamnen, Rundblad has driven the Gloria prototype, and he cannot wait to get his hands back on the Gloria joystick.

“The joystick was actually one of the things we opted for after our trials with the prototype as a complement to the steering wheel,” he says.

Back in the 1920s and 1930s, in the area where the container terminal now sits, there was an airplane hangar for hydroplanes that was a base for some of the first overseas flights out of Sweden. The land has since been reclaimed from the Baltic Sea, and as such, the surface is uneven. The rough terrain means challenges for the reachstacker operators.

“The vehicles tilt and bounce because of the unevenness here. With Gloria, we can lock up the containers in place, and driving is a lot more stable than in the past,” Rundblad says.

The constant bouncing is tiring, so for a driver the cabin, the driver’s office, makes a big difference.

Rundblad’s day begins at five in the morning, and when he gets to work, there is already a line of trucks waiting to be loaded with containers. To make sure the average turnaround time stays at the current eight minutes per truck – “and that includes the drivers’ walk from the harbour office back to their trucks” – the driver has to be ready to roll immediately.

“The cabin is like nothing else I’ve seen before. Everything is much more ergonomic, it’s much more comfortable and nicer to sit in. The drivers have better visibility from the cabin, and the blind spots are gone,” he adds.

And with Gloria’s improved steering system, the tyres will last longer because there is less friction between the surface and the reachstacker. That also makes for a better driving experience.

“Maybe we can let up on the gas a little in the future,” says Rundblad.

Fuel of the future In a world starving for alternative energy resources, LNG is a clean, affordable fuel that our ports cannot afford to ignore.

Stefan Johansson, Director of Sales & Marketing, Kalmar Reachstackers & Empty Container Handlers tells more.

What is LNG and how is it produced?

Is the infrastructure already in place?

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Is LNG more expensive than other fuels?

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When LNG is combusted, it generates 29 percent less carbon dioxide per joule than oil, and 44 percent less than coal.

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Electric

evolution Kalmar’s new environmentally friendly electric forklift improves productivity.

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here is ongoing product development that creates new versions of existing products, tweaking and improving them, and addressing customers’ concerns.

Then comes a generational shift, with a rollout of a whole new set of attributes, keeping the best of the previous generation and adding the most innovative designs in response to customer needs.

Like Kalmar’s Gloria, the new G generation of counterbalance equipment, and now the ECG50-90 electric forklift that enters the 5–9 tonne counterbalance market.

“The forklift has new safety features and a new hydraulic system with greater precision. The EGO cabin, standard in our G generation machines, has greater visibility and improved ergonomics,” says Thomas Malmborg, Vice President, Forklift Trucks.

Malmborg calls the new machine a major advance in forklift design that will set the standard in energy-efficient material handling.

the maneuverability, with all the other benefits of the generation G. Also, we’ve made other improvements based on customer feedback,” says Peter Ivarsson, Director, Forklift Trucks.

The most visible change is the EGO cabin with its new ergonomic design, greater visibility and improved safety. The optional rotatable driver environment is especially useful when driving requires a lot of reversing. It only takes the press of a button to rotate the cabin, saving both time and stress on the driver’s neck and shoulders.

The ergonomic steering console helps to keep the driver more alert and relaxed. The well-placed panels and controls for data display and machine control systems make it easy to use and adjust.

“A lot of attention has also been paid to maneuverability so drivers have a good feel for the vehicle and know that they are fully in control of the forklift at all times,” says Ivarsson.

Total overhaul Major advances and standards are not run-of-the-mill.

“It’s a total overhaul of the vehicle, in which the most important features are the cabin, the electrical system, and

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Maximum precision The key is the finely tuned hydraulic system developed for maximum precision.

Drivers will be happy behind the controls and company executives will be happy with the bottom line. “In the marketplace, this is an environmental choice. When you consider the life cycle costs of an electric forklift, as our customers do, you quickly realise what a winning concept it is,�

Ivarsson says.

He adds, “Sure, the initial investment is slightly higher, but the running costs are much lower than with a diesel vehicle. Our customers increasingly consider environmental factors, and with diesel prices rising, an electric forklift is a more attractive alternative.�

The forklift’s electronic system is energy-efficient with different modes: The “power� mode optimises performance while boosting productivity.

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The “normal” mode optimises productivity.

And the “economy” mode optimises cost savings, delivering up to 10 percent in energy savings.

The initial investment is intended to be repaid within two to three years.

“The energy saving mode allows further distances between charging, and delivers lower maintenance costs than in a diesel vehicle,” says Ivarsson.

Longer service intervals Whereas the first service interval used to be 50 hours, the first service is now done after 500 hours. Kalmar’s service personnel will now also be able to finish the job more quickly, thanks to simplified maintenance and a market-leading diagnostic system.

The troubleshooting time has been signifcally reduced.

Ivarsson says that thanks to all these improvements, the initial investment is intended to be paid off within two to three years.

The average life cycle for a vehicle like this is about five years. Some companies have used their vehicles for as long as twenty years, while others opt for new ones every four to six years.

Product development at full speed “The product development time was about a year and a half, including all the crossfunctional work inside the company,” says Niclas Samuelsson, Project Manager, Forklift Trucks.

Some customers have already tested the final version of the new electric forklift – many were involved in the process and have driven prototypes – and interest in the launch is significant, says Ivarsson.

“This is a market driven project.

Customers are asking for a better electric forklift, and we have responded to that demand. The diesel engine market will eventually turn to electricity, so it makes sense to get ready for it,” he says.

Big Wheel keeps on turning Extraordinary times call for extraordinary measures and harsh conditions require innovative solutions. The harsh conditions of Canadian forests pose special problems for the people working in them and the machinery needed for lumber transportation.

“The surface is muddy and uneven.

Traditional forklifts get stuck in the mud, or there is not enough ground clearance, which makes it nearly impossible for timber companies to use traditional forklifts,” says Peter Ivarsson, Director, Forklift Trucks.

The solution – the Big Wheel “As the name says, this version of the DCG90-180 has bigger wheels and higher ground clearance, and it’s been specially developed to handle the conditions forestry companies face in Canada,” says Ivarsson.

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“Many of the world’s big forestry companies are there, and now we can offer them both the regular DCG90-180 and the Big Wheel version,” says Ivarsson.

The Big Wheel, a generation G vehicle, comes with the ergonomic EGO cabin and smart features that give drivers optimal performance, a new electronics system, a new variable hydraulic system, and improved cooling system.

Accessibility solved The Big Wheel has great potential for solving customers’ access problems in many areas of the world – not just the forests of Canada.

“The Big Wheel is going to be a real attention-grabber. There’s never been anything like this,” Ivarsson says.

Features Pages 10–28 Julie Simington, Patrick Production Manager, in the terminal control tower

16 22 DP World Brisbane’s Mark Hulme believes in automation

14

Process automation offers considerable improvements in safety

26 Crane heightening allows TPS to increase the capacity of its container yard at the Port of Valparaiso

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We have come a long way... text THOMAS FREUNDLICH photo SHUT TERSTOCK

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In today’s fast-moving world, the trend is for intelligent container terminals that rely on unmanned operations and automation.

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erminal and process automation are recognised as the next steps to improving productivity and performance at today’s container

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terminals.

On one hand, terminals need to utilise their equipment, resources and space to maximum capacity, and every incremental improvement adds up to massive savings over the course of a fiscal year. On the other hand, qualified labour can be hard to obtain, and safety issues as well as human factors often restrict the performance of terminal equipment from its full capacity. The latest supersized container ships place additional competitive pressure on terminal operators to maximise throughput and minimise turnaround times.

Automating a greenfield (newly built) terminal from scratch is what often comes to mind when discussing automated terminals. However, existing (brownfield) terminals can be automated partially or wholly to achieve the benefits of automation. At brownfield terminals, the transition to automated operation is carried out step by step to avoid loss of capacity. Automation can also be implemented by expanding the terminal to a previously unused area. “No matter what the approach, the project requires thorough planning. Numerous technology and equipment combinations need to be studied to identify the best choice for the operator,� says Elmar Hendriks, Director, Terminal Development, Kalmar.

Terminal automation can be accomplished in many different ways depending on the size, throughput, container handling patterns, geography and existing equipment in the terminal. Solutions include automated stacking cranes (ASCs) with manned or automated shuttle

carriers, ASCs and automated guided vehicles (AGVs), fully automated straddle carriers, automated RTGs with automated shuttles, or various combinations of these options.

Evolution by design The history of container terminal automation extends back some 20 years. The world’s first automated terminal was ECT Delta in The Netherlands, operational since the early 1990s.

The terminal is based on the AGV concept with automated stacking cranes. The container stack is perpendicular to the quayside, which is the typical layout for European container ports.

At ECT Delta, each STS crane is served by four AGVs, and the handover is a coupled process that takes place under the STS crane’s legs. A single ASC serves each block of the 6-wide container stack, which is stacked at heights of 1-over-3 and 1-over-4.

A similar ASC and AGV concept, although with larger stacking capacity and two ASCs per block, is used at the newer ECT Euromax terminal in The Netherlands, in operation since 2008.

+LJK FDSDFLW\ KLJK ÄťH[LELOLW\ The next generation of automated terminals took the concept a major step forward, obtaining higher capacity and more flexibility in container handling. Opened in 2000, the HHLA CTA Terminal in Hamburg introduced a second ASC to the container block, now stacked 1-over-5 with a width of 10 or 12 containers. The ASCs ride on two sets of rails, allowing the smaller crane to pass under the larger one. The AGV-STS handover takes place under the back reach of the STS crane, improving safety by keeping workers out of the handover area.

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Process automation A decade later, the HHLA CTB Terminal, also in Hamburg, developed these ideas even further. The terminal features a novel arrangement of three ASCs per block (two small and one large). The ASCs are coupled with manned shuttles for horizontal transportation.

For an alternative automation solution, one can look to the Patrick Container Terminal in Brisbane. The terminal, operational since 2007, is the world’s first fully automated straddle carrier terminal. A fleet of 27 Kalmar AutoStrads™ handles quay and landside operations. Three AutoStrads serve each STS crane, and the carriers are pooled for maximum efficiency.

“The straddle carrier concept enables a fully decoupled process as the STS cranes and carriers can place containers in the crane back reach without having to wait for each other,” Hendriks notes.

Hybrid automation solutions

s For manual and automated terminals s Captures and optimises LQIRUPDWLRQ ĻRZV s 0D[LPLVHV HTXLSPHQW utilisation s Improves safety and security

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Alternatives for terminal automation Terminal automation can be implemented with various

The latest innovations in terminal design are combinations of stacking and horizontal transport decoupling the container handover and creating equipment. terminal layouts that combine the best of multiple container while reducing congestion and equipment idle time,” says handling technologies.

Hendriks.

As a result, the benefits One of the most interesting new designs is the TraPac of automation are extension to the Port of Los Angeles, scheduled to be increasingly accessible for operational this year. Built around a fully decoupled process, terminals of all sizes. the terminal combines three automation concepts on a single “Automation has site. In addition to perpendicular and parallel container proven itself for ship-tostacks served by ASCs, the terminal includes a third, shore handling rates of diagonally placed AutoStrad stack that allows the terminal 25 to 30 containers per operator to make the most of previously unused land. The hour. For projected future transportation to and from the ASC is also accommodated performance of around by the AutoStrads. As in Hamburg and Brisbane, the change 40 to 45 moves per hour, to automated operation is done step by step to keep the port one of the key concepts is the decoupling of vessel and yard online and avoid loss of capacity. operations. This enables operators to maintain smaller fleets

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Automated RTG terminal

Automated stacking crane terminal

s Various degrees of automation possible s High capacity stack and maneuverability s Works with terminal tractors or automated shuttle carriers s Both for medium-size and large terminals

s Works with automated shuttle carriers to decouple processes and minimise apron size s Alternatively works with automated guided vehicles s Supports high stack volume and density s Optimises throughput

Read more on page 20

Read more on page 22

Hybrid terminal

Several automation concepts can be combined in the same terminal, depending on the unique characteristics and requirements of the site. For example, the new TraPac extension to the Port of Los Angeles features a diagonal AutoStrad stack in a corner of the port that would be impossible to utilise for an ASC stack.

Multiple avenues for growth

Future directions

The selection of a terminal concept (RTG, ASC, straddle carrier, etc.) has massive implications for the future of any terminal. However, it is important to realise that concepts can be combined, thus providing new avenues for future growth.

“A mid-sized container terminal could begin with an AutoStrad stack for a relatively small initial investment.

Later on in the future, a few ASC blocks could be added for a dramatic increase in stack density,” Hendriks points out.

Due to the simple laws of three-dimensional geometry, an 8-wide ASC can stack up to 25 percent more containers than traditional 6- or 7-wide RTGs that need to leave a lane for terminal tractors or shuttle carriers at the side of the stack. The benefits of automation thus include improved terminal capacity in addition to better performance and lower operational costs. For a mid-sized terminal that currently utilises RTGs, an increase in capacity from 250,000 to 1,000,000 TEU per year would be well within reach – all without expanding the land area used.

Hybrid terminal designs also hold great promise for other applications. “For example, ASCs and shuttle carriers could be combined for more efficient handling of reefers or empty containers,” notes Hendriks.

As vessel sizes increase, the demands on crane speeds will grow comparably. Remotely operated STS cranes are likely to see rapid development over the next five to ten years.

In addition to port equipment, process automation allows terminal operators to gain immediate benefits for a very moderate initial investment. The Kalmar SmartPort process automation portfolio includes several modules to gain efficiency and safety benefits.

Kalmar has the unique capability to provide integrated solutions from terminal operating systems (TOS) to equipment and process automation along with supporting services.

Another area of great interest is automated lashing and twistlock handling. “Again, the issue is decoupling – eliminating the need for one piece of port equipment to wait for another,” says Hendriks.

The Automated Lashing Platform is a solution designed to address this need. The system currently supports 95 per cent of all twistlocks and is expected to gain ground rapidly as the technology matures.

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Process automation:

Improving terminal safety Process and equipment automation is the key to increased competitiveness in today’s container terminals. For operators, process automation can be an accessible and fast way to achieve immediate productivity improvements.

a collision avoidance system to minimize RTGs knocking over containers 40T Laser scanners

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Even partial adoption of process automation increases productivity and equipment utilisation rates while reducing the potential for manual errors.

Out of harm’s way In addition to immediate gains in performance, process automation offers considerable improvements in safety over traditional manual operations. “At the most essential level, terminal automation helps keep people out of the way of heavy machinery,” says Heather Branstetter, Director of Operations, Automation, Kalmar.

“Thanks to process automation and remote monitoring, we can move many of the tasks that require operator input from the container yard to the comfort of an office.”

Continuous position tracking Often, the safety benefits of process automation are as simple as knowing where every container and piece of container

handling equipment is. The Kalmar SmartStack solution provides a realtime, accurate inventory of the terminal’s containers.

“A tremendous amount of time can be spent looking for a couple of lost containers,” Branstetter notes. “If the location of every container is known, there is no need to manually search for them in a possibly hazardous area with moving heavy machinery.”

For trucks and straddle carriers, continuous position tracking helps identify bottlenecks and areas with a greater risk of accidents.

RFID tracking can be used on both terminal equipment and road trucks authorised to operate in the terminal.

“Knowing a specific truck has entered the terminal, its location and status, improves security,” Branstetter says.

Job list optimisation and automated job selection included in Kalmar SmartLift

further improve safety in the container yard by allowing RTG operators to concentrate on driving instead of scrolling through job lists on mobile computers.

Security equals safety By definition, terminal automation improves security by keeping people out of the container yard. This can also mean greater safety for employees.

“In some areas of the world, crane operators are occasionally pressured to land a container outside the terminal perimeter for illicit purposes. Use of process automation ensures that the spreader twistlocks can only unlock in designated areas and increases cargo security,” Branstetter says.

“Safety is a key consideration for our terminal customers around the world. This has already been demonstrated by our recent deals involving several SmartPort solutions,” Branstetter concludes.

Anti truck lifting Prevents hoist movement when it detects the wheels of the trailer or truck rise from the ground.

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The ease of automation Almost two decades after Patrick embraced it, automation remains a key competitive advantage in the challenging Australian stevedoring business.

text PAUL GOLDEN photos K ALMAR

P

atrick is Australia’s largest national operator of shipping container terminals and the only Australian owned stevedore.

It is responsible for moving more than half of the country’s containerised freight through four major centres with long term concessions for terminal operations in Brisbane, Sydney, Melbourne and Fremantle.

Patrick is owned by Asciano, Australia’s largest national rail freight and cargo port operator. Since 2005, it has invested more than A$300m (€196m) in its terminal at the Port of Brisbane, which has a 900metre quay line.

The journey to automation began in the mid-1990s, when the management team needed to improve the safety and efficiency of the operation while at the same time keeping the costs under control.

“Every cost we face as a stevedore has been rising exponentially over the last 20 years,” explains Matt Hollamby, Brisbane Manager, Terminals Division, Patrick Corporation. “We saw automation as an opportunity to streamline our operations

and introduce process-line concepts into terminal stevedoring to make us more competitive.”

Success through leading The emergence of Hutchinson Port Holdings to challenge the effective duopoly of Patrick and DP World is the clearest sign of how the stevedoring market in Australia has become more challenging.

That Australia previously had a patchy reputation for stevedoring and full automation was unheard of outside Europe, made the decision to automate even more impressive. “When we decided to fully automate there were only two other ports in the world that had done so – the ECT Delta terminal in Rotterdam and HHLA Container Terminal Altenwerder in Hamburg – so it was a groundbreaking project for a terminal on the other side of the world.”

The project commenced in 1996 and a trial site was acquired in 2000. The first ship was worked under trial in 2002 and the first stage of the automated terminal went live in 2005, with stage two opening four years later.

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Patrick believes the AutoStrad will eventually dominate the market for stevedoring technology.

“The focus of the project was to improve stevedoring in anticipation of increased competition and tougher operating conditions, with the solution we were proposing – automated straddle carriers – different to anything available at the time,” recalls Hollamby.

Phased transition Patrick initiated the project in cooperation with the Australian Centre for Field Robotics at the University of Sydney, one of the largest robotics research institutes in the world.

Patrick was not looking to develop a custom built machine, but rather to automate an existing Kalmar straddle carrier. This choice made possible a phased transition from manual to automated processes.

“We had developed the automation technology and were already using Kalmar straddle carriers. Our senior management decided to establish a separate entity to develop the technology further and approached Kalmar, with whom we already had an established relationship,” says Hollamby. Patrick also developed a 18

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proprietary terminal operating system for use at the Port of Brisbane.

Turn off the lights Stevedores in Australia are not owned by shipping lines, which means that winning business comes down to the safety, efficiency and cost-effectiveness of moving containers. With labour representing a significant proportion of overall costs, automation makes sense.

“Our work team sizes are now smaller than our competitors – just four people are required to operate the ship-to-shore crane and the associated shoreside machinery in Brisbane. But automation is not about cutting labour costs. Every other aspect of the terminal operation is positively affected by automation and some of these benefits were not obvious to us when we started the project,” says Hollamby.

Robots do not need to see, so at night in certain operational circumstances the lighting in the terminal can be turned off.

The potential energy savings in a 40-hectare terminal add up to approximately A$100,000 (€65,000) per year.

There has also been a positive impact

on the company’s maintenance regime. “In a manned operation, if the machine is idle for any length of time between jobs the driver will typically sit in the cabin with the engine running. In our system, the machine will turn itself off between jobs. Because

Automation is not about cutting labour costs. maintenance contracts are structured on the basis of engine hours, we have been able to lengthen the period between servicing.”

Similarly, the terminal no longer needs to be line marked since the robots do not need to see where to put the containers. The overall infrastructure demands, whether in painting or in lighting, can be reduced for a Kalmar AutoStradTM terminal.

World class safety Hollamby says that first and foremost automation is safer. Prior to automation, there were around 40 lost time injuries

a year in the terminal. Since automation was introduced, the terminal has become one of the safest not just in Australia but worldwide. “We went 12 months without a single lost time injury among our 160 employees. This is incredibly important to me as the Terminal Manager and to Patrick as a company.”

The cost savings accrued are considerable. Ten years ago Patrick’s bill for workers compensation (the system that compensates employees who suffer work-related injuries) was in excess of A$1m (€653,000) – that figure has fallen by more than two-thirds over the last decade. The importance placed on health and safety is reflected in the company’s motto, ‘Home Safe Every Day’.

Patrick’s Brisbane terminal operates 27 Kalmar AutoStrads and there are plans to implement 44 AutoStrads and real time control systems (RTCS) automation at the company’s Port Botany redevelopment project by early 2015.

Flexible solution When asked why Patrick decided against using the automated guided vehicles (AVGs) that are a familiar sight in many of Europe’s largest terminals, Hollamby points out that while both systems have been refined over the years, there are several reasons why Patrick believes the AutoStrad is a superior solution and will eventually dominate the market for stevedoring technology.

“An AGV operation is less flexible. Our system straddles the box, whereas the AGV carries the box, which means it has to be placed onto the unit. Using a straddle carrier also facilitates the building of buffer stacks behind the crane, whereas with an AGV the vehicle has to be in position behind the crane for the driver to discharge the container.”

“In this scenario, the horizontal transport is coupled to the ship-to-shore crane and if they are not completely synchronised the operation will suffer. With our system the crane driver simply deposits the box onto the pavement.” Thus, the AutoStrad makes processes easier by decoupling the duty cycles.

Dynamic planning The AutoStrads can also work in conjunction with automated stacking cranes (ASCs), which make them suitable for use in the larger European facilities where ASCs are deployed.

Hollamby says that while it is relatively easy to get a machine to move a box from one point

to another, the real intelligence lies in the traffic management system. While the AutoStrad is programmed with the initial steps it must take to collect a container, it is able to re-plan its path in real time to take account of factors such as the proximity of other machines.

“This dynamic planning is as close as you can get to having a human being driving the machine and is one of the most compelling aspects of this technology,” he enthuses. “It enables 27 machines to work in concert and around other machines in the vicinity.” The intelligence of the technology easily makes the system the most flexible solution to realise an automated terminal.

Another notable aspect of the Patrick’s AutoStrad is that it uses a millimetre wave radar system rather than GPS, which makes it self-contained and autonomous in terms of navigational integrity and accurate to within 2cm. Kalmar can also supply an AutoStrad solution using an alternative method of calibration: markers embedded in the road surface. This technology is used for the AutoStrad at TraPac in Los Angeles.

Wave of change

Hollamby describes automation as the next great wave of change that will sweep across the stevedoring industry. “Within the next 10–15 years many of the major stevedores will automate and the AutoStrad will be an attractive proposition for many of these operators.”

Patrick has won several coveted architectural, safety and engineering awards for this technology, including Australian Terminal of the Year 2010 for Brisbane.

In June 2012, Kalmar acquired the rights to the AutoStrad, including 23 Asciano staff who had been working on the project.

John Nash, Business Development Manager, Kalmar Australia describes the relationship with Patrick as being more of a collaborative partnership than a conventional client/supplier relationship, with each party looking for a solution and using the unique skill sets and experience within each organisation to achieve its objectives.

“The competitive nature of terminal Watch the video operations and the cost of doing business in about Patrick’s Brisbane Australia mean other ports will be closely AutoStrad™ terminal scrutinising the effect of the automation project, at www.youtube.com/ KalmarGlobal and we are already seeing a spike in interest for automation, both locally and overseas,” Hollamby concludes.

Key AutoStradTM development dates

1996 Patrick commences automation project

2000 Trial site acquired

2002 First ship worked under automated process

2005

2012

Automated terminal goes live

Kalmar acquires all rights to AutoStrad

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The Port of Oslo makes RTG The world’s most advanced RTG crane automation takes DEjBHDMBX SN @ MDV KDUDK @S -NQV@X R largest freight port.

O

ver 125,000 containers are unloaded each year at the Port of Oslo in the South Harbour of the Norwegian capital. Add a yearly throughput of one million tonnes of dry cargo including grain, sand, cement and salt, and we are talking huge volumes – soon to grow even bigger, with Sjursøya Container Terminal planning to increase its container throughput from 210,000 to 450,000 TEU annually.

Expanding in a densely populated urban area posed a seemingly insurmountable challenge: how could the port double its capacity by 2030 without increasing traffic noise, pollution and energy consumption?

Enter Kalmar, a trusted long-term partner of the Port of Oslo. A low noise, zero emission solution featuring Kalmar SmartPort automation will significantly increase efficiency without placing a burden on the local community and sensitive fjord environment.

In a turnkey project, Kalmar will deliver eight revolutionary all-electric, 50-tonne rubber-tyred gantry (RTG) cranes, making the Port of Oslo the world’s first terminal to deploy the sophisticated combination of automated positioning technology and process automation available to date.

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KALMAR GLOBAL

history text SILJA KUDEL photo K ALMAR

Tomorrow’s technology today “We ordered our first RTGs from Kalmar in 2001 and were the first to adopt cable-fed RTGs in 2002, so this is basically a re-order. It shows that we trust these cranes and Kalmar’s wideranging in-house expertise,” says Svein Olav Lunde, Director of the Technical Department at the Port of Oslo.

Lunde describes the new semi-automated solution as a major step forward in digital control. “It offers us greater flexibility for the future, allowing us to take automation to the next level.

Efficiency is everything in a country like Norway, where labour costs are high.”

Space optimisation was another decisive factor. “We pride ourselves on being the world’s most space-efficient terminal.

We’ll have the world’s biggest RTG cranes doing high-precision work with Kalmar’s improved positioning system.”

Flawless moves

2@EDSX HR one of the greatest assets NEEDQDC AX enhanced automation.

The automated positioning solution is based on Kalmar’s terminal logistic system (TLS) software, which interfaces to the TOS, provides a pre-arranged job list to the RTG drivers and then drives the crane gantry and trolley automatically to the end destination.

This is enhanced with a range of Kalmar SmartPort solutions, including a stack profiling system that eliminates the risk of containers being knocked down. An automatic inventory of all container moves is stored by SmartStack software, and online equipment monitoring enables service personnel to check crane performance in real time. “They can even log on from their home laptops,” notes Lunde.

The Sjursøya Container Terminal is designed to operate around RTG, straddle and shuttle carrier systems.

The new IQ of RTGs All-electric Kalmar RTGs are global technological forerunners. They can be integrated with a range of Kalmar SmartPort process automation solutions to enhance productivity. These include:

“The ultimate target is to boost productivity, but safety is one of the greatest assets offered by Kalmar’s enhanced automation,” affirms Mika Virtanen, Kalmar Vice President for RTGs and STS Cranes.

“With regard to the automation of RTGs, Kalmar has taken a very deliberate approach. We have learned there is a large variance in the desired degree of RTG automation and decided to make it possible for our customers to find the mix that is just right for them – whether it is fully manual or fully automated,” Virtanen says. “Process automation solutions can be a first step, minimising the risk of stack collisions and other accidents by eliminating human error. The next step would be automated positioning, which is much more secure as the crane always picks up the right containers. And when the driver doesn’t need to keep his eyes on the controls, he can pay more attention to what’s going on around him. The final step is the fully automated RTG.”

Operation overview Virtanen sees great potential for TLS software because it can be combined with any crane type, diesel or electric, and integrated with any equipment running in the yard, even conventional machinery.

r r r r

SmartStack for real-time inventory of containers SmartRail for automated gantry steering SmartLift for automated job selection Terminal logistic system (TLS) software linked with the terminal operating system (TOS) to FRQWURO LQGLYLGXDO PDFKLQHV DQG RSWLPLVH HIĺFLHQF\

Automation can be added gradually, starting with VSHFLĺF VROXWLRQV DQG PLJUDWLQJ LQWR D IXOOHU DXWRPDWLRQ package over time.

“Globally, there’s much discussion about terminal automation.

You always have to look at the whole port operation – everything from internal and external trucks to human resources. You then design a modular solution that fits the specific needs of the specific port,” says Virtanen.

A step by step approach offers customers the freedom to choose a tailored package to meet their particular needs. And, safety must never be compromised.

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DP World Brisbane’s Mark Hulme believes in automation.

Fundamental DP World and Kalmar are at the forefront of developments making the Port of Brisbane one of the most highly automated facilities in the world.

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KALMAR GLOBAL

shift text PAUL GOLDEN photos K ALMAR

T

he skyscape of the Port of Brisbane on Australia’s east coast is constantly evolving. The city’s airport is a hub for planes flying across this vast country and around the world and ornithological visitors from the nearby Moreton Bay Marine Park sweep across the reclaimed land once known as Fisherman Islands.

Some of the most significant changes have resulted from a €166m investment

by DP World to introduce automated technology to its waterside operations.

Investing in future growth DP World operates more than 65 marine terminals across six continents, including four container terminals in Australia.

DP World Brisbane is a modern terminal offering a full range of electronic business support services that include electronic customs import release of cargo, electronic data interchange reporting and web-based information services.

When DP World signed a new 40-year lease at the Port of Brisbane in 2008, the company realised it needed to make more

efficient use of the terminal space while also maintaining the highest standards of safety, comply with maritime transport security regulations and provide high quality customer service.

“The initial business case was based on manned straddle carriers, although the company also considered the merits of automated guided vehicles,” explains Mark Hulme, Chief Operating Officer of DP World Australia and former Director & General Manager, DP World Brisbane.

When a review of capacity versus costs showed that for about the same investment it could introduce automation and stay ahead of forecasted increases in customer demand, the company chose the path of automation.

“We spent a lot of time looking at how facilities in the USA and Europe operated,” recalls Hulme. “Ultimately, we felt that a combination of automated stacking cranes and manned shuttle carriers would provide the best financial return on investment and the highest level of waterside productivity.

Operating costs in Australia are higher than in other areas of Asia Pacific and we

felt that the new technology would enable us to accommodate future growth costeffectively.”

0XOWLSOH EHQHĺWV DP World has developed a terminal comprising seven modules, each serviced by two Kalmar automated stacking cranes.

Containers are transferred by manned Kalmar shuttle carriers from the quay crane to a waterside exchange area at the front of a module serviced by the automated stacking cranes.

The return on investment in automation was a major factor in DP World’s decision to upgrade its facilities, although it was also determined to further improve operational safety and lower the environmental impact on the Brisbane River and Moreton Bay Marine Park, ecologically sensitive and valuable conservation areas. The natural beauty of the area makes it easy to see why the company was keen to protect the surroundings.

“We were looking for an operating mode that delivered significant improvements in efficiency,” says Hulme. “The replacement

DP World Brisbane has invested 166 million euros to automate its landside operations and introduce semi-automated technology to its waterside operations.

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of the one-way driveway system enables trucks to run two ways between modules, while the upgraded IT systems will allow transport companies to locate the position of containers online, improving servicing and turnaround of trucks once inside the terminal and making it easier to access vehicle booking systems.”

Competition on the increase

There has been a fundamental shift in how our facility operates.

The project will increase DP World’s terminal capacity from 600,000 TEU to 900,000 TEU. Hulme notes that this was vital to stay alive in this highly price-sensitive and competitive industry.

“When we got our new lease in 2008 there were only two stevedores operating in the port. In 2012, a third operator started up, so staying competitive by being a world leader in productivity, consistant landside performance, maintaining the 24

KALMAR GLOBAL

highest standards of safety and minimising operating costs are all more important than ever.”

In early February 2014, the Kota Lestari became the first vessel to be stevedored using the new container handling operation. Hulme says time will tell what impact the new cranes will have, particularly since when we spoke the company was still operating a split terminal with the old terminal serviced by forklifts, reachstackers and tractor trailers.

Ready for it all Hulme is clearly looking forward to having a fully automated terminal. “There will be challenges at the start of any new automated facility, but we have seen constant improvement with the first ships we have handled so far.”

One does not have to be an expert in stevedoring to appreciate the challenge of

managing the transition from forklift based to semi-automated terminal operations.

“Someone told me once that we were the largest forklift container terminal in the world,” says Hulme, “but there is a reason why no other terminal uses forklifts to such an extent – it is probably the most labour intensive mode of operation.”

Over the two years of construction work, DP World temporarily lost 30 percent of its terminal stacking area, while also challenged with maintaining ageing equipment.

Another challenge was preparing its employees for the transition to automation.

“We engaged with employees and unions from the outset and consulted extensively on the new working arrangements, which would obviously lead to staff lay-offs. Over the following 18 months we explained the rationale for our decision to go with the automated stacking cranes and how the changes would affect our employees.”

“It was vital that our employees embrace the project because while we were announcing that some would lose their

jobs, we also had record volumes passing through the facility,� says Hulme.

Customised training One of the unique aspects of DP World’s approach to preparing its personnel for the operational changes was a $1m (₏667,000) investment in a state-of-the-art simulator – the first of its kind in Australia – to train employees to use the new equipment. The simulator works in a virtual space which replicates the full range of weather and operating conditions on the quayside, reducing the chance of injury or damage to equipment.

This is a benchmark in operator performance and makes it possible to create individual bespoke training packages, which reduces the time required to train the operators to use the container handling equipment at the port.

Engagement with customers and keeping them current with the project was also important. Visitors came regularly to the site during the civil construction work and crane assembly phases. Hulme says customers have been very impressed at the extent of development, the new machinery and the benefits they will see after it becomes operational.

As part of its transition to automation, DP World implemented Navis’s latest terminal operating system (TOS) technology, N4. “That was just about the easiest decision we had to make,� explains Hulme. “We had used previous versions of the Navis system and our Australian business had already decided to move to N4. Our operation has benefitted from the synergies of effectively having a single supplier provide the automated stacking cranes, the manned shuttle carriers and the terminal operating system.� Kalmar essentially integrated systems, equipment, services and support for the completion of the revised terminal.

Setting up London Gateway Kalmar is also supplying products and technology to the DP World London Gateway, ZKLFK ZHOFRPHG LWV ĺUVW YHVVHO LQ 1RYHPEHU 2013. /RQGRQ *DWHZD\ LV VHW WR EHFRPH WKH premier logistics centre in the UK with an initial capacity of 1.6m TEU. It is also the UK’s PRVW HQYLURQPHQWDOO\ IULHQGO\ PDMRU SRUW t DQ HVWLPDWHG PLOOLRQ URDG IUHLJKW PLOHV ZLOO EH VDYHG DQQXDOO\ DV PDQ\ JRRGV ZLOO QR ORQJHU QHHG WR EH WUDQVSRUWHG IURP GHHS VHD SRUWV WR LQODQG GLVWULEXWLRQ FHQWUHV .DOPDU KDV SURYLGHG .DOPDU PDQQHG shuttle carriers and 40 Kalmar automated stacking cranes with related technology. /RQGRQ *DWHZD\ LV DOVR XVLQJ WKH 1DYLV WHUPLQDO RSHUDWLQJ V\VWHP 1

6XQVHW YLHZ RI /RQGRQ *DWHZD\

Quite a feat This is the first time that DP World has worked with Kalmar in Australia on a project of this size and complexity, although the companies have worked closely together at facilities in other parts of the world, including the London Gateway project (see infobox).

Hulme says Kalmar’s willingness to approach DP World’s selection process with an open mind was notable. “The local team were prepared to propose alternative solutions and did not commit to unrealistic targets or time frames. The fact that we purchased the same equipment that we are using at London Gateway means each facility can learn from the other’s experiences.�

The investment made by DP World means the Port of Brisbane is now one of the most automated facilities in the world and the importance of the steps taken to ease the transition to automation should not be underestimated, Hulme concludes. “There has been a fundamental shift in how our facility operates and a reduction of some 50 percent in operational employees. To achieve this in an operating terminal with the support of the work force is a considerable achievement.�

KALMAR GLOBAL

25

Reaching

text TOM A ZZOPARDI photos TERMINAL PACIFICO SUR VALPARAÍSO S.A.

high

26

A project to increase the height of twelve Kalmar RTG cranes ENQ 3DQLHM@K /@BHjBN Sur Valparaíso S.A. (TPS) at the Port of Valparaíso will allow one of Chile’s largest ports to increase the capacity of its container yard and Q@HRD DEjBHDMBX

KALMAR GLOBAL

V

alparaíso, Chile’s main port, sits in a spectacular setting, reaching across several steep hills sweeping down to a wide bay on the Pacific Ocean. In its nineteenth century heyday and prior to the opening of the Panama Canal in 1907, the port was a necessary stopping point for travellers rounding Cape Horn between the Pacific and Atlantic Oceans, making it one of the region’s major trading hubs. Ten years ago the city’s historic heart was named a World Heritage Site for its wealth of Victorian architecture.

The Port of Valparaíso remains one of the busiest in Chile – last year it handled 911,000 TEU. Located halfway up the long Chilean coast, it is well-positioned to serve the capital Santiago and clients throughout the country, as well as Argentina.

Economies of scale Since 2000, the bulk of cargo moving through Valparaíso has been handled by the private operator Terminal Pacifico Sur Valparaíso in Terminal 1, which has invested heavily over the last decade to boost capacity and efficiency.

The investment was needed to handle rising exports of wine, fresh fruit and other products and growing domestic demand for imported consumer goods. Over the last decade, the number of containers moving through Chilean ports has tripled.

An added complication is the current move to ever-larger vessels that offer shipping lines huge savings through economies of scale. This trend is set to accelerate along South America’s Pacific Coast with the enlargement of the Panama Canal. As well as competition from newer ports further along the coast, TPS is under pressure to meet clients’ need to handle more and more cargo on larger ships.

Valparaíso, however, has little room for the port to expand. Built on land claimed from the sea and limited by geography, TPS is also hemmed in by roads and buildings.

Demand for more capacity

able to stack a maximum of six containers – up from the current five – and expand storage capacity in 60.000 TEU annually,” says Jaramillo.

The contract to heighten the cranes was awarded to Kalmar with whom TPS has a long and successful relationship. Along with the 12 RTG cranes, the terminal operates three Kalmar reachstackers, five Kalmar top lifters and 21 Kalmar terminal tractors.

Jaramillo says TPS’s decision to go with Kalmar reflected both economic factors and its faith in the Kalmar brand and excellent working relations with the company and its local representatives.

The operators are very happy with the new machines.

“To handle the increase in trade and the larger ship sizes, TPS is working on a number of parallel projects,” says Nicole Jaramillo, TPS Reliability Engineer.

One project will extend the length of the docking area by 120 metres to 740 metres so it can handle up to two Post-Panamax vessels simultaneously. The work is expected to be finished in 2015.

“In addition, the company is heightening its twelve Kalmar RTG cranes to optimise use of the container yard. By increasing the height of the cranes by approximately 2.9 metres, TPS will be

Pioneering crane upgrades

“Work on the first two cranes began in November 2013. An additional steel structure was inserted into the cranes’ four columns. Kalmar engineers modified the electrical cabling used to control the cranes, extended the staircase to the operator’s cabin and lengthened the exhaust pipe for the cranes’ diesel motors,” explains Juan C. Roca, Regional Projects Manager at Kalmar Argentina.

As the first crane heightening in Chile and one of the first in South America, TPS had some concerns about the impact the KALMAR GLOBAL

27

However, with more than 150 STS and RTG crane heightenings around the world under its belt, Kalmar’s proven experience won the day. “To handle the increased weight of the enlarged structure, Kalmar’s engineers advised using larger tyres, which also gave the cranes more stability,� says Jaramillo.

LED lights were installed to ensure the operator’s visibility was not impaired by the increased height of the cabin. Cameras were installed on the corners of the cranes at ground level to improve the field of view and eliminate a number of blind spots. upgrade could have on the stability and productivity of the cranes.

Smooth transition This attention to detail, which comes from

Kalmar’s extensive experience with crane upgrading, made the transition to the modified cranes remarkably smooth. “The operators are very happy with the new machines – the larger tyres make the cranes more stable while the greater height has not affected productivity. In fact, by some measurements, they are operating faster,� says Jaramillo.

After a brief trial period, TPS has now authorised Kalmar to proceed with the heightening of the remaining ten cranes.

Work is due to begin later this year with work on the final crane due for completion in early 2015. “Altogether, this has been a super successful experience,� says Jaramillo.

Kalmar consultancy services – decades of engineering experience Kalmar does not just build cranes. With its crane upgrade consultancy service, it offers container terminals specialist engineering that comes from GHFDGHV RI FUDQH PRGLĺFDWLRQV UHIXUELVKPHQW relocations and performance upgrades of any brand of existing crane.

and its customers can then monitor, replace or reinforce vulnerable parts to keep the crane operating in optimal condition and reliably.

Going one step further, Kalmar extends the lifetime of cranes with an additional one to two million moves by GHÄşQLQJ VWUXFWXUDO LPSURYHPHQWV EDVHG RQ QHZ VWUHQJWK DQG fatigue calculations and a detailed inspection of the cranes.

Emergency repair This experience is crucial in an emergency. If a crane is hit by a cargo ship, for example, it can destabilise and put workers and equipment at risk. “This could obstruct port operations and cause a major problem for terminal operators,� explains Eelco de Lange, Director, Kalmar Crane Upgrades.

Kalmar’s experts can quickly analyse the situation and devise an emergency plan to stabilise the structure so operations can resume quickly. A full damage survey follows to see how to repair the crane.

Fortunately, such accidents are rare. The bigger problem is gradual wear and tear over years of intensive use.

Extending crane lifetime By upgrading cranes, Kalmar can help terminal operators extend WKH OLIHWLPH WR JHW PD[LPXP EHQHÄşW IURP WKH LQLWLDO LQYHVWPHQW Kalmar engineers locate key hotspots on any brand of existing crane where fatigue and wear is expected to occur. Kalmar

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KALMAR GLOBAL

Crane upgrades Kalmar provides the expertise to help terminal operators make the right decisions to improve their existing port installations, such as upgrading an existing crane to handle ODUJHU YHVVHOV DQG PRUH WUDIÄşF Crane upgrades have become popular as ports seek more FDSDFLW\ DQG ZD\V WR KDQGOH ODUJHU YHVVHOV 0RGLÄşFDWLRQ LV PRUH FRVW HIÄşFLHQW DQG IDVWHU WKDQ EX\LQJ D QHZ FUDQH EXW upgrades require specialist knowledge of how the crane can be changed, given its limitation and history. q7KDWpV ZKHUH RXU DGGHG YDOXH LV VLJQLÄşFDQW r VD\V GH Lange. “Kalmar service engineers are experienced in modifying existing cranes – a very different business to building a new crane and requiring special expertise.â€?

More and more, terminal operators want not only more lift capacity of the cranes but also increased safety, lower costs and reduced environmental impact through introducing fuel saving solutions.

Product

Radical redesign

text JOHN SCHOFIELD photo K ALMAR

The new Kalmar Ottawa T2 is built on the advice of the real experts: Kalmar’s terminal tractor customers and dealers.

It is the challenge that every Kalmar Ottawa customer faces: relentless pressure for improved productivity. In February, Kalmar introduced its most advanced terminal tractor to the North American distributor market – a machine that will help operators get the job done more efficiently, reliably and safely than ever.

“This is a true milestone in our nearly 60-year history of making terminal tractors,” says David Wood, Vice President, Sales and Marketing, Kalmar Ottawa Terminal Tractors Americas Region. “Nearly two years ago, we began designing the T2 by consulting with the best terminal tractor experts – our dealers and their customers. We took their advice and our engineers built a truck that offers superior ergonomics in the cab for improved driver productivity, easier serviceability, and overall better performance.”

Re-imagined from the ground up, the engineering masterpiece promises to revolutionise the demanding task of spotting trailers with a range of industry-leading features, including an even stronger chassis, faster fifth-wheel lifting, and safety enhancements. Sporting a new look, it is manufactured with a larger complement of advanced composite materials to reduce weight, prevent corrosion, and speed repair time – without compromising safety and durability.

The cab’s high-quality, welded steel frame is backed by an ROPS (roll-over protection system) certification – a standard cab feature on all models.

The redesigned cab opens the door to greater productivity with more interior room and better visibility. Drivers will appreciate new interior features to enhance control and convenience: a cup holder, rocker switches, improved steering wheel belly clearance, suspended brake and throttle pedals, more room behind the seat and space on the dash for yard management devices.

Chris Booth, Kalmar Vice President, Terminal Tractors adds, “To further boost productivity, the T2’s ground-breaking design also translates into easier maintenance and serviceability. Opening the front cab access panel is as easy as removing a few bolts. And many routine service procedures, such as oil and transmission fluid checks, can be done more quickly and safely from ground level.”

The new T2 Kalmar Ottawa for off-road applications is powered by the Cummins QSB6.7 Tier 4i engine that meets new U.S. Environmental Protection Agency (EPA) emissions standards.

It uses cooled exhaust gas recirculation, a common rail fuel system, and a variable geometry turbocharger. On-road models feature the Cummins ISB6.7 EPA2013 engine as the standard power.

Customer ADMDkSR + Redesigned cab with more interior room and better visibility + Long list of interior features for improved comfort, convenience and productivity + %@RSDQ jESG VGDDK KHESHMF + Stronger chassis + Reduced weight + Enhanced safety, including RS@MC@QC B@A QNKK NUDQ protection system BDQSHjB@SHNM + Greater corrosion resistance + Easier maintenance + Improved serviceability and repair time + Cummins ISB6.7 EPA2013 DMFHMD RS@MC@QC ENQ NM QN@C models + Cummins QSB6.7 Tier 4i DMFHMD ENQ NEE QN@C LNCDKR meets new U.S. EPA emissions standard KALMAR GLOBAL

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Kalmar news Spring 2014

Productivity gets a lift Italian logistics company La Cisa Trasporti Industriali has ordered six state-of-the-art Kalmar G generation lift trucks to DGG WR WKHLU H[LVWLQJ UHQWDO ĻHHW /D &LVD LV EDVHG LQ %HUJDPR LQ ,WDO\pV LQGXVWULDO KHDUWODQG 7KH WUXFNV ZLOO SULPDULO\ VHUYH LWV VWHHO SURGXFWLRQ FXVWRPHUV La Cisa spokesperson Roberto Provenzi expresses the FRPSDQ\pV JUDWLWXGH WR .DOPDU IRU ĺQGLQJ WKH RSWLPXP VROXWLRQ WR KHOS LWV FXVWRPHUV LPSURYH WKHLU SURGXFWLYLW\ 3URYHQ]L VD\V WKH .DOPDU '&* OLIW WUXFN SURYLGHV RXWVWDQGLQJ SHUIRUPDQFH DQG GXUDELOLW\ q7KH PDMRULW\ RI WKH XQLWV ZLOO EH XVHG WR KDQGOH VWHHO SLSH DQG , DP FRQĺGHQW WKH\pOO EH PRUH WKDQ XS WR WKH MRE $QG ZKHQ LW FRPHV WR VHUYLFH EDFN XS .DOPDU ,WDOLD UHDOO\ XQGHUVWDQGV RXU EXVLQHVV DQG SURYLGHV H[FHOOHQW OHYHOV RI VXSSRUW r

Gloria goes Dubai '3 :RUOGpV QHZ FRQWDLQHU WHUPLQDO 7 LQ -HEHO $OL 3RUW 'XEDL KDV SXUFKDVHG WZR .DOPDU QHZ JHQHUDWLRQ *ORULD UHDFKVWDFNHUV WR KDQGOH ORDGHG FRQWDLQHUV DW WKH WHUPLQDO 7KH SRUW LV VHW WR EHFRPH WKH ZRUOGpV ODUJHVW VHPL DXWRPDWHG IDFLOLW\ ZKHQ LW RSHQV ODWHU WKLV \HDU ,W IHDWXUHV PHWUHV RI TXD\VLGH DQG D KHFWDUH \DUG &RQWLQXHG H[SDQVLRQ RI WKH SRUW ZLOO WDNH LWV WRWDO FDSDFLW\ WR PLOOLRQ 7(8 LQ 7KH QHZ WHUPLQDO LV SDUW RI -HEHO $OLpV LQWHJUDWHG PXOWL PRGDO KXE RIIHULQJ VHD DLU DQG ODQG FRQQHFWLYLW\ :LWK D IRFXV RQ ORZHU IXHO FRVWV safety and increased operational HIĺFLHQF\ WKURXJK DXWRPDWLRQ *ORULDpV &$1 EXV WHFKQRORJ\ LV IRU WKH ĺUVW WLPH EHLQJ LQWHUIDFHG ZLWK '3 :RUOGpV local port automation V\VWHP 7KLV SURYLGHV constant data transfer of WKH NH\ RSHUDWLQJ SDUDPHWHUV IURP WKH PDFKLQH LQFOXGLQJ IXHO FRQVXPSWLRQ RLO DQG ZDWHU WHPSHUDWXUH VSHHG OHYHO DQG RSHUDWLQJ DQG LGOLQJ KRXUV Kalmar has also recently announced WKDW LW ZLOO VXSSO\ -HEHO $OL ZLWK D WRWDO RI .DOPDU 2WWDZD WHUPLQDO WUDFWRUV HPSW\ FRQWDLQHU KDQGOHUV DQG HLJKW IRUNOLIW WUXFNV

13&R DKDBSQHjDC HM SGD 4* .DOPDU ZLOO IXOO\ HOHFWULI\ IRXU UXEEHU W\UHG JDQWU\ FUDQHV (RTGs) for Hutchison Ports UK (HPUK) at the Port of )HOL[VWRZH 8. ,W LV D SDWKEUHDNLQJ SURMHFW LQ :HVWHUQ (XURSH WKDW ZLOO UHGXFH IXHO FRVWV DQG ORZHU HPLVVLRQV RI +XWFKLVRQpV 57* ĻHHW 7KH FRPSOH[ HQJLQHHULQJ WDVN ZLOO EH FDUULHG RXW E\ .DOPDUpV VSHFLDOLVW &UDQH 8SJUDGHV WHDP WR LQFOXGH HOHFWULFDO VHUYLFHV LQIUDVWUXFWXUH IRU WZR PHWUH ORQJ 57* FRQWDLQHU EORFNV $ WXUQNH\ SURMHFW .DOPDU ZLOO KDQGOH WKH 57* PRGLĺFDWLRQV LQWHJUDWLRQ RI DQ DXWRPDWLF GULYH LQ FROOHFWRU XQLW RSHUDWRU FRQWUROV FRQGXFWRU EDUV DQG WKH VWHHO VWUXFWXUH LQVWDOODWLRQ 7ZR DGGLWLRQDO PHWUH FRQWDLQHU EORFNV ZLOO EH FRQYHUWHG WR KRXVH WKH HOHFWULFDO LQIUDVWUXFWXUH DQG VXEVWDWLRQV UHTXLUHG WR FRQQHFW WKH FUDQHV WR WKH PDLQ SRZHU JULG 30

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Hybrid RTGs for East Africa’s busiest port Twelve Kalmar E-One2 hybrid rubber-tyred gantry cranes (RTGs) are to be delivered to Kenya Ports Authority (KPA) in Mombasa, Kenya. The hybrid RTGs will boost container handling capacity at KPA’s recently commissioned new container handling berth 19. $ PDUNHG ULVH LQ FRQWDLQHU WUDIÄşF KDV SURSHOOHG WKH 3RUW of Mombasa into the ranks of the world’s top container ports. It is East Africa’s busiest port with a volume of over 1 million TEU in 2013. “Greater productivity and lower fuel costs were critical factors in the selection process. We welcome the new FUDQHV WR DGG WR D ZHOO HVWDEOLVKHG ÄťHHW RI .DOPDU equipment that include RTGs, reachstackers and terminal tractors,â€? says KPA Managing Director Gichiri Ndua.

At the heart of the RTGs is the Kalmar hybrid package with an optimally sized diesel engine and energy VWRUDJH ,W FRQWULEXWHV VLJQLÄşFDQWO\ WR PHHWLQJ WKH ODWHVW HQYLURQPHQWDO UHJXODWLRQV ZLWKRXW VDFULÄşFLQJ RSHUDWLQJ SURGXFWLYLW\ DQG OLIHWLPH FRVW HIÄşFLHQF\

STS gets a new lease on life The Belawan International Container Terminal (BICT) in Medan, Indonesia, has commissioned Kalmar to refurbish one of its ship-toshore (STS) cranes. BICT is managed by Pelindo I, one of four state owned Indonesian terminal operators. Located on Java, the terminal serves the Straits of Malacca, the world’s busiest shipping lane. The electrical control system (PLC and DC drives), main dynamic brakes, wire ropes, spreader pulley sheaves and headblock of a Nelcon STS crane will all be replaced and its DC motors and festoon system will be repaired. “Being one of the busiest container terminals in the region, we need to make sure that our performance remains high in all situations. The refurbishment will improve the overall reliability and performance of the crane for the foreseeable future,� says Akhmad Hidayah Alcaff, General Manager, BICT.

3GD NEkBH@K NODMHMF NE *@KL@Q /@M@L@ was celebrated at the end of April 2014 in connection to Kalmar Distributor Meeting. Kalmar Panama, located in WKH 3DQDPD 3DFLÄşFR )UHH =RQH LV GHGLFDWHG WR VXSSRUW customers in the region and provides spare parts support 24/7.

Panama is the Latin-American country with the highest container throughput registered in 2013 and the gateway to Latin America and beyond. The expansion of the canal is expected to have an impact on trade patterns, shipping lines, ports and hub locations in the region. Existing locks can take at maximum 5,100 TEU vessels, while the new locks will accommodate 13,000– 14,000 TEU vessels.

An enthusiastic team from the Ports of Stockholm gathered at the end of March 2014 to receive four of Kalmar’s new generation reachstackers called Gloria.

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text MICHAEL STANDAERT photos K ALMAR

Going strong in China Product quality has been the main driver behind *@KL@Q R RTBBDRR HM SGD RH@ /@BHjB QDFHNM @MC @BQNRR SGD FKNAD ENQ SGD O@RS XD@QR

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ince Kalmar entered the China market in the mid-1980s, its reachstacker has become the workhorse across the country at port terminals once dominated by forklifts.

Chen Zhibin, who has been with Kalmar Greater China for over 10 years and is now the General Manager of the South and Southeast China team, has witnessed these changes firsthand. “When customers in China want to buy our equipment, they always ask for a ‘Kalmar’ instead of simply saying they want a reachstacker,� Chen says. “For them, Kalmar is reachstacker. Our Chinese customers have always regarded our equipment as of the highest quality.�

That credibility has come from a great deal of hard work and dedication in the early days.

When Chen transferred to Shenzhen in 2000, it was only a representative office. Soon after, the office won a full service maintenance contract for repairing and maintaining four Kalmar forklifts at Yantian Port, a challenge and opportunity for his team to set up the systems needed to serve its customers in the region. “At that time we had a small staff and could only do on-site repair. To maintain equipment you need to establish a basic supply chain, from setting up a warehouse with a parts inventory 32

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to establishing a parts supply and distribution system, and adding a few outsourcing contracts.�

During the early period there was basically no downtime for the Shenzhen team. “It was pretty tough, but from this we were able to lay a solid foundation and accumulate valuable experience for future maintenance contracts,� Chen recalls. “The four forklifts are still in operation and the company has since purchased six other pieces of equipment.�

Innovation and a winning business model Kalmar’s innovations in the China market have seen the introduction of the DRT series in 2010, locally assembled at the company’s Shanghai manufacturing facility. One of the newest of the reachstacker series, the DRT offers safe container handling with high cost efficiency, increasingly important factors as Chinese ports upgrade and automate.

Today, around 25 percent of Kalmar’s sales are generated in the Asia-Pacific region, a success that Chen attributes to its model to address its clients’ needs based on what he calls the ‘4S’ pillars – speed, spare parts, service and support.

A key component of the 4S principle is Kalmar’s “Swift Service� – a regionally operating courier system the company set

Learn, unlearn and relearn – this HR SGD SQ@HMHMF centre’s OGHKNRNOGX

up in 1998 to ensure that orders for parts weighing under 25 kilos are filled within 20 hours of submission. For any orders that exceed that, Kalmar waives the parts and shipping costs.

“The Swift Service is a code of conduct for our supply chain,” Chen says. “We want same-day orders to be processed that day and despatched within 16 hours.”

Kalmar is working to further develop these advantages to be implemented in the near future.

Another innovation milestone is the Kalmar Asia Training Centre, established in 2005, with a team of four senior trainers, each with over 20 years of experience. The Centre can accommodate up to 40 trainees and the trainers have the latest teaching technology at their disposal for dynamic presentations.

“I believe we are the only similar equipment manufacturer in Asia to put such a big emphasis on training and skills sharing, providing continuing education and skills updating. Learn, unlearn and relearn – this is the training centre’s philosophy.”

The training centre offers seminars

by Kalmar employees who share and pass on their invaluable technical and management experience.

Kalmar is also innovating by expanding cooperation with distributors, with teams at Tianjin, Shanghai, Xiamen, Hong Kong and Shenzhen driving the push.

“Developing our sales, service teams and supply chain, working with our distributors and reaching our customers faster are all critical,” Chen says.

This dovetails well with two trends emerging in China – consolidation and enlargement of coastal ports and terminals and the expansion of the logistics business into second and third

tier cities where the customer base is smaller and more diversified.

Consolidation among major shipping companies and the move to larger and larger ships will continue in the future.

Bigger ships means larger terminals at the major ports and less activity at some of the secondary ports.

“If, for example, these larger ships come to Shenzhen they will not go

2

1 3

to [nearby] Guangzhou, and if they berth at Xiamen, they will no longer go to [nearby] Fuzhou. Larger shipping companies will increasingly work together to cut costs and share shipping space.”

1 The services team hard at work in China.

Greener ports

“The larger ports at the major cities in China’s coastal areas are implementing stricter environmental standards, so more efficient, environmentally friendly products as ‘green port’ policies are implemented are the way of the future,” Chen says.

Two concepts – greener terminals and automation – are now key at Chinese ports.

“Some of our reachstackers are already powered by electricity instead of diesel, and we are continuing to research new technology that will help us address these trends in the future,” says Chen.

Terminals are phasing out older equipment in favour of new, more energy efficient and environmentally friendly upgrades. China will also increasingly push ‘Green Port’ policies in the future that will mean Chinese ports will have to rely on higher-quality machinery, according to Chen.

Kalmar’s innovations make it a leader in energy-efficient container handling equipment, which is the path to the future.

2 Kalmar machine test at MAU Shanghai.

3 Chen Zhibin with a group of customers.

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Site

Keeping BMW on the road text PAUL WHEATLEY photo JOHANN HINRICHS

“Without the logistics centre at Wackersdorf, the world wouldn’t have new BMWs,” says Josef Huf, BMW operations manager.

A

s dramatic as this sounds, if work is interrupted at this site outside a small town in Bavaria, southern Germany, BMW worldwide immediately has a critical supply problem. In Kalmar, BMW has chosen the perfect partner to ensure that delivery of auto parts from Wackersdorf runs like clockwork.

The bottom line is the entire process here must operate flawlessly without breakdowns, with BMW plants from the US to Brazil, from Russia to Indonesia waiting for their orders. The logistics centre’s role is to receive components from suppliers, put them into special containers and load them onto trains headed for Hamburg in northern Germany for export to foreign markets.

Soaring numbers Central to the chain is a series of Kalmar machines – three reachstackers and a terminal tractor with a container mover that moves containers between warehouses. The two larger reachstackers, in particular, have changed the dynamics of how the work is done here, owing to their capacity to accommodate the increasing number of auto components making their way through the Wackersdorf site every year. In 2011–2012, 4,796 containers were shipped to the US. By early 2014, that number had already risen to 5,798 containers and it is expected to soar even higher in the coming years.

The world of BMW relies on Wackersdorf, and our success is underpinned by Kalmar.

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“The two large reachstackers are perfect for the work here because they can reach up to three container levels in height, pick up a full container, take it to the nearby railway depot, and extend its reach across to load onto the second railway line, if necessary,�

Huf says.

Outstanding service support While the performance of the machines itself was impressive enough for Huf, it was performance plus the outstanding service support that convinced BMW that Kalmar was the best and only partner for BMW at Wackersdorf. “The service is the best available,� he says. “We have service technicians just a phone call away for immediate support. Also, we have service technicians just a few kilometres away who are on call 24/7, and Kalmar gets replacement parts to us very quickly.�

Such has been the success of the cooperation between BMW and Kalmar that there have been no disruptions to the vital worldwide delivery of auto parts because of a breakdown at Wackersdorf. “Kalmar have provided us with fantastic reliability and performance,� says Huf, “The world of BMW relies on Wackersdorf, and our success is underpinned by Kalmar.�

BMW in Wackersdorf s

BMW’s central logistics point shipping 2.5 million parts and components annually

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Experienced.

We are committed to your business in everything we do. Kalmar Care offers maintenance contracts that can be tailored to meet your needs, no matter how big or small your business or what type of equipment you operate. You choose from four different contract types, all backed by the experience and knowledge of our dedicated staff. Kalmar Care makes sure that your business never stops.

Learn more at kalmarglobal.com