ISSUE 1 | 2012
The story 10 of the container
Setting new industry standards in terminal services and solutions
Heightening quay cranes in Malaysia
Advanced automation at the port of Los Angeles
Contents 03 Editorial TH E
04 Cargotec in brief
05 News around the world 08 Frank Kho and his team focus on customer solutions 10 The shipping container that changed the world 16 Increasing the size and lifetime of quay cranes
18 Streamlining the loading and unloading of inland waterway vessels 22 The new Kalmar forklift is tops in comfort and durability 24 TraPac partners with Cargotec to remain at the top in a changing world 26 State-of-the-art solutions for terminal automation 30 Fuel savings convinced the port of Wallhamn to choose the TR 618i 31 The E-One2 RTGs help enhance the sustainability of terminal operations
Bridging the gaps Automation is the way forward for containers terminals.
35 Innovations arise from collaboration with partners
Cover: Cargotec E-one2 RTGs at Saigon Newport in Vietnam
Kalmar around the world is Cargotec’s customer magazine with a distribution of approximately 14,000 copies. Publisher: Cargotec Corporation, Sörnäisten rantatie 23, FI-00501 Helsinki, Finland. Editor: Maija Eklöf (firstname.lastname@example.org) Editorial Board: Kirsten Früchting, Bettina Kuppert, Robbert Lohmann, David Malmström, Sirpa Marttila, Cecilia Lo Greco Laustsen, Shushu Zhang Layout and production: Maggie/Zeeland. Printed by PunaMusta, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec.
Foreword Making your every move count
Efficiency has long been a top priority in the container terminal industry and this trend couldn’t be more valid today. The competitive environment is hard, container volumes are rising and vessels are becoming even larger. Consequently, a large number of container terminals are already running at full capacity. Terminal operators are constantly evaluating whether automation can improve their operations, both through process automation and equipment automation. Software-based automation of terminal processes requires a relatively small initial investment, ensuring pay back in a short period of time by improving efficiency and reducing operating costs. Another key word in today’s terminal business is uptime. Uptime refers to equipment working constantly, without hiccough. Time is literally money and operators need to keep pace with the bigger ships that are coming in. Consequently, crane speeds are accelerating as terminal operators race to achieve more productive moves per hour.
Cargotec shares the same overall business target as our customers: moving containers more effectively and efficiently. We have been systematically building our portfolio in the ﬁeld of automation for several years. Today, with our automatic stacking cranes and automated horizontal transport, combined with process automation capabilities acquired through the Navis acquisition and the latest addition of KALP’s automated lashing platform to our portfolio, we are better equipped than ever before to serve our terminal operator customers in their entire value chain. Understanding and realising customer needs is crucial to developing new, innovative solutions for different industries. This can only be done by listening to our customers everywhere in the world. We at Cargotec ﬁrmly believe in strong partnerships and know that is the only way forward: Our shared experience and deep knowledge of the industry, combined with Cargotec’s extensive portfolio of products, automation solutions and services, allows us to have a partnership that improves the efficiency of your every move.
Olli Isotalo Executive Vice President, Terminals Cargotec’s expertise in container and heavy load handling is represented in the global marketplace by the wide range of Kalmar solutions. This includes quay cranes, yard cranes, shuttle and straddle carriers, reachstackers, empty container handlers, terminal tractors, log stackers, forklifts and automation. One in four container movements around the globe is handled by a Kalmar machine. www.cargotec.com
Cargotec improves the efficiency of cargo ﬂows on land and at sea – wherever cargo is on the move. Cargotec’s daughter brands, Hiab, Kalmar and MacGregor, are recognised leaders in cargo and load-handling solutions around the world.
Cargotec’s global network is positioned close to customers and offers extensive services that ensure the continuous, reliable and sustainable performance of equipment. The company employs approximately 10,500 people.
www.cargotec.com Key ﬁgures
Operating proﬁt, MEUR
Cash ﬂow from operations, MEUR
Interest-bearing net debt, MEUR
Earnings per share, EUR
Orders received, MEUR Order book, MEUR
Operating proﬁt margin, %
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News around the world
London Gateway selects Navis SPARCS N4 Last autumn DP World, the world’s third largest
SPARCS N4 was chosen to ensure high oper-
port operator, chose Cargotec as a partner
ating speeds for the port and logistics park. Just
to supply 28 Kalmar shuttle carriers and 40
25 miles east of central London, the new port will
Kalmar automatic stacking cranes with related
give global shippers unique access to a deep-sea
technology to be used in the UK’s newest deep-
port in the heart of the UK. It is directly connected
sea container port, London
to distribution centers and will
Gateway. This spring London
reduce landside haulage costs in
Gateway chose Navis for its
SPARCS N4 terminal operating system (TOS). Navis is the global
“We will ensure London Gateway sets world class standards
technology standard for managing the movement
of productivity and customer service. Central to
of cargo through terminals.
achieving this goal is the ability to move, track
The UK’s newest deep-sea container port,
and store containers efﬁciently, which our part-
London Gateway, will use SPARCS N4 to run auto-
ners Cargotec and Navis will help us to accom-
mated processes at its gate, container yard and
plish,” said Simon Moore, CEO London Gateway.
rail terminal using automated container handling
SPARCS N4 is Navis’ latest generation TOS,
equipment. SPARCS N4 will also manage the
allowing customers the ﬂexibility and scalability
transfer of containers to and from the adjacent
they need to run their operations at the lowest
possible total cost of ownership.
Ford chooses Kalmar zero-emission forklifts
London Gateway Aerial Photo – March 2012
Cargotec has delivered 17 all-electric forklifts from its Kalmar ECF50-90 - Pro Future™ range to the
Uruguayan debut for Kalmar RTGs
Ford Motor Company. One Kalmar ECF90-6 and two ECF70-6 models have been delivered to Ford’s
Cargotec has secured its ﬁrst Uruguayan
Craiova Assembly plant in Romania and a further 14 forklifts to Ford Germany’s Cologne facility.
order for two Kalmar E-One² rubber-
The Kalmar all-electric forklift series, capable of handling loads from 5 to 9 tonnes, is part of
tyred gantry cranes (RTGs) from cargo
Cargotec’s already long list of Pro Future™ solutions which have passed industry-leading criteria on
handler Montecon SA. The order also
power source, energy efﬁciency, carbon efﬁciency, local emissions and recyclability.
includes 15 Kalmar Ottawa terminal
With the majority of Ford’s applications in Romania and Germany carried out indoors, the company has long recognised the beneﬁts of the zero-emission Kalmar electric forklifts. Manoeuvrability is
tractors. With cargo volumes rising in Uruguay,
also a crucial factor to Ford, so
Montecon decided to invest in port
Cargotec’s ability to provide a
equipment to maximise terminal
compact variant was another
productivity and maintain cost-efﬁciency.
major consideration for working in conﬁned spaces. “Today’s economic climate
The new Kalmar E-One² RTGs are allelectric with no hydraulics, allowing for longer service intervals at lower cost and
increasingly sees a tough
with reduced emissions. They come with
balancing act for companies
variable speed generator (VSG) engines,
striving to meet ever higher
giving fuel savings of up to 30 percent
productivity targets while
compared to conventional diesel-
minimising ecological impact.
With the Kalmar ECF50-90 electric
The 41 T capacity models have a lift
range, it’s easy to meet demands
height of 1 over 5, a span of 6+1 wide
for a better environment as there
and are ﬁtted with Kalmar Smartrail, an
are simply no emissions,” says
autosteering and container position veri-
Cargotec’s Thomas Malmborg,
Vice President, Forklift trucks.
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Europe’s leading cargo handler orders 17 Kalmar machines Cargotec will deliver 13 Kalmar reachstackers and 4 Kalmar empty container handlers to Europe Container Terminals (ECT), in a deal that includes a ﬁve-year maintenance agreement. Cargotec sealed the deal because of its longstanding relationship with ECT and its time proven ability to deliver a total solution of high performance, eco-friendly products and excellent service. Cargotec will handle servicing of the Kalmar DRF 450-60S5 reachstackers and the Kalmar DCF 10045E7 and DCF90-45E6 empty container handlers. State-of-the-art facilities and the newest information and communication technologies are vital to ECT for optimum operations. Environmental needs are also an important factor. The Kalmar reachstackers, which will be used at ECT’s inland terminals, comply with current emission legislation without sacriﬁcing performance or fuel efﬁciency. The Kalmar reachstackers are ﬁtted with the latest Volvo diesel engines using Selective Catalytic Reduction (SCR) technology to deliver near-zero NOx
Repeat RTG order builds on success in Vietnam
and harmful particulate emissions. The signiﬁcant reduction in emissions is achieved
Cargotec has received an order for two more
area and nearly 50 percent nationwide.
without affecting capacity, productivity, safety or
Kalmar E-One² rubber-tyred gantry (RTG)
quality. There is no increase in service intervals or
cranes featuring Zero Emission
costly downtime as the system is designed to last
from Tan Cang Technical Services Joint Stoke
from 2 million TEU in 2008 to 2.8 million TEU by
the lifetime of the engine.
Company, a subsidiary of Vietnam’s leading
2010 and continues to increase in the rapidly
terminal operator Saigon Newport (SNP).
expanding Port of Ho Chi Minh City.
The highly ﬂexible and reliable Kalmar reachstackers facilitate efﬁcient container operations for
Six E-One² models are already in service at
SNP will use the two new RTGs to cope with the rise in container trafﬁc, which has gone
Purchased along with an extensive stock
deep-sea, inland and rail terminals. The heavy duty
the Tan Cang Cat Lai Terminal in Ho Chi Minh
of spare parts, the high speciﬁcation 41-tonne
DRF450-60S5 model selected by ECT boasts a capac-
City, which is operated by SNP. Purchased
capacity cranes speciﬁed by SNP have a lift
ity of 45,000kg, smooth automatic gearshift and
in 2011, they were the ﬁrst Zero EmissionTM
height of 1 over 5 and a span of 6 + 1 for
smart operator controls.
RTGs in Asia.
SNP is Vietnam’s largest container terKalmar reachstackers and empty container handlers will be used at inland terminals operated by ECT in Europe.
In addition to the Kalmar RTG models, SNP
minal operator, handling 80 percent of the
also operates ten Kalmar Ottawa terminal
import/export volume in the Ho Chi Minh City
tractors, supplied in 2010.
Thank you for taking our readership survey! We conducted an online readership survey to learn what you think of our customer magazines. From the responses we received, it was clear that the printed magazine is still a valued source of information on Cargotec solutions. The lucky winner of the survey prize was Mie Lund, who won an iPad2.
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News around the world
Success in Australia Australia is an important market for Cargotec. Since undergoing a major restructure and moving to a partial dealer model two years ago, Cargotec’s sales in Australia have increased signiﬁcantly. “Our afﬁliated dealers are trusted partners in the buying process and help our customers achieve value through a consultative sales approach,” says Peter McLean, Vice President, Cargotec Australia. In March, Cargotec received a large order from Australia’s leading container handling operator Patric, a leader in the provision of container services, for 22 Kalmar straddle carriers. Patrick and Cargotec have worked together for 28 years and Cargotec’s team in Australia has delivered over 120 Kalmar straddle carriers to Patrick. Other major deals in the past year include a contract to supply six DRT reachstackers to Offshore Marine Services Australia via Paciﬁc Materials Handling.
The new empty container handlers will help STAM modernise their operations.
Empty container handlers for Tunisia Looking to modernise their operations, the main Tunisian state owned terminal operator STAM ordered six DCF 70-45 E5 empty container handlers from Cargotec in January. STAM handles
Kalmar ECF80-6 forklift helps to build 8,500 IKEA wardrobes in a day
approximately 400,000 TEU per year,
Swedwood, a Swedish subcontractor of IKEA, purchased a tailored Kalmar ECF80-6 electric forklift in
and it already uses other Cargotec
September 2010, and ever since it has contributed to the production of millions of PAX wardrobes.
products, such as reachstackers. ”STAM was already acquainted with the
The Swedwood production line is fully automated. The company chose Kalmar to streamline production and renew their warehouse equipment. The Kalmar ECF80-6 works ﬁve shifts a day
quality of Cargotec products, and this
to feed the production line with stacks of
was deﬁnitely one reason they again
chipboard that will be turned into wardrobes.
chose Cargotec,” says Sales Manager
“Because of the constant workload we need
Eduardo Arus of Cargotec Iberia.
more than one battery for the forklift and Kalmar
The new empty container handlers
was the only company who could offer an easy
will speed up processes and increase
way of replacing the battery,” says warehouse
productivity at the terminal. They will be
manager Stefan Larsson of Swedwood.
delivered in two phases, May through
Swedwood also values Kalmar’s product
June 2012. ”We are looking forward to
safety and ergonomy. “The machine moves
further cooperation with STAM,” Arus
smoothly and feels stable, even when lifting
at high heights. The chair is very comfortable and the view is excellent with no blind spots,” Larsson says.
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The right solution
for each customer TEXT Ramadas Rao PHOTO Chin Yong Sak
Frank Kho and his team are responsible for developing new solutions that help customers in running their business processes. Kho’s brief includes deﬁning and integrating solutions for brownﬁeld and new greenﬁeld container terminal projects. Frank Kho joined Cargotec in early January after having spent more than 20 years in leading positions at ports throughout Europe and Asia, such as the Antwerp terminals of PSA and several terminals of HPH. His focus at Cargotec is on developing terminal services and solutions, aiming to set new industry standards. Kho’s ﬁrst-hand knowledge and experience with terminal processes contributes to identifying trends early and allowing the customisation of offerings before customers actually realise such a need exists. The strategy is already a proven winner with signiﬁcant automation orders from London Gateway and Trapac Inc. in Los Angeles, USA. The reach is global
Kho and his team are tasked with implementing a two-pronged strategy of identifying and monitoring new and changing customer needs and industry trends, and developing products and solutions that best meet the customers’ requirements. “Based on this information we can set out our strategy and build up our products and offerings,” explains Kho. Cargotec is strengthening personnel in key locations to pool and analyse customer feedback from frontline sales staff and make improvements. The ﬁndings are reviewed, looking at product lines,
KALMAR AROUND THE WORLD
research and development, and engineering to make any needed improvements, modiﬁcations or innovations. “Our reach is the global container industry,” Kho says. “Kalmar’s quay and yard cranes, shuttle and straddle carriers, reachstackers and terminal tractors are deployed in terminals around the world, big and small, automated and manual.
“Cargotec’s focus is on products that help to increase speed, efﬁciency and safety.” Kho is quick to point out that Cargotec is able to serve everyone: “Whether a large terminal operator active worldwide or a small operator in an emerging market, we concentrate on providing appropriate solutions based on the requirements and characteristics of the application.” Demand for automation grows
Automation in terminals can be introduced on a step-by-step basis. Cargotec’s focus is on products that help to increase speed, efficiency and safety, such as the new, automated lashing platform that Cargotec showcased in March in Hong Kong. Bigger operators who handle close to 30M TEU annually in one terminal alone are constantly looking to automation to improve their operations. Automated solutions
include the Kalmar automatic stacking crane system that reduces overall operating costs and increases the utilisation rate of equipment. The bigger terminals are currently handling ships transporting more than 13,000 TEU in the long-haul Asia-Europe trades and are bracing for even larger vessels. The growth of ever-larger ships has spawned the need for software systems for integrating the various stages of container moves within the terminal. Solutions to business problems
Some terminals have developed their own operating systems, but a large number of terminal operators look to specialists in the ﬁeld, such as Navis. Cargotec forged ahead of the competition with the acquisition of Navis in March last year. Navis’ terminal operating system is used at a great number of container facilities. It now spans 250 sites worldwide, including PTP in Malaysia, DP World in Jebel Ali and ports in China, Australia and New Zealand. “The Navis acquisition is one of the steps on Cargotec’s road to becoming more solution-based,” says Richard Harrison, Vice President, Global Head, Offering Strategy and Development. Harrison has been with Navis for nearly ten years and is now part of Frank Kho’s team at Cargotec. ‘Solution’ has become such an overused word in business that many tend to dismiss
it as a cliché. Harrison demurs, and prefers to deﬁne solution as simply “an answer to a customer’s basic business need.” Needs can stem from the rising cost of operations or the need for more efficiency, but essentially it is all about looking at the whole business, from end to end, explains Harrison. “What we are really trying to do is offer the customer a complete package, rather than an individual RTG, spreader or terminal chassis.” Sustainability drives innovation
Environmental consideration is a crucial driver for innovation, with R&D personnel looking for sustainable solutions targeting zero emissions. These solutions are folded into other aspects, including fuel economy, overall efficiency and safety. In the end, it will be the quality and expertise of its personnel and innovative products, now and in the future, that will put Cargotec in a special category. “It is relatively simple for competitors to replicate products or service offerings,” says Harrison, “but making it work correctly and efficiently requires knowledge and experience.” This knowledge and experience is found in Cargotec in its people, processes and products.
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the box TEXT Satu RĂ¤mĂś PHOTOS Cargotec
The shipping container is a crucial component of globalisation. The sharp drop in freight costs has played a major role in increasing international trade.
Great transformations are often sparked by a simple idea. Who would have guessed that the mid-20th century invention of an intermodal container, made of steel or aluminium with two big doors at one end, would change global trade and, eventually, the world? The creation of the shipping container, a standardised reusable steel box, brought about the boom in global trade, claims economist, journalist and historian Marc Levinson in his book The Box: How the Shipping Container Made the World Smaller and the World Economy Bigger.
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This mobile gantry crane, an early ancestor of the modern RTG, was manufactured by Finnish Valmet in the 1980s.
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capacity and, therefore, productivity. In 1955 Malcom P. “I found the common explanations for the very rapid growth in international trade in the late 20th century to be McLean, a trucking entrepreneur from North Carolina, incomplete or misleading, or simply wrong,” says Levinson, USA, bought a steamship company with the idea of transporting entire truck trailers with their cargo still inside. giving the reasons behind his interest The ﬁrst international use of containers came in 1966 in shipping containers. between the USA and Europe and extended in the early Economists explaining the factors 1970s across the Paciﬁc. The rest is history. behind the development of internaTransporting items became faster, cheaper and safer. tional commerce focused on the role The containers can be moved seamlessly between ships, played by governments in reducing trucks and trains. The container is also trade barriers and tariff There were a mobile warehouse as the products stay rates. The general public 6 million inside the container instead of a tranon the other hand associcontainers in sit warehouse. Containers also protect ated accelerated trade Marc Levinson, the products: instances of cargo theft with lower labour costs in the world in the author of The Box emerging economies. 1990s. Now, the dropped sharply and claims of damage to goods in transit fell by 95 percent. “Lower labour costs could not possibly be number is 28 “The ability to design a prodthe whole story because such wage differmillion. uct in one place, transmit the design ences had been around for a long time. I found instantly to a factory in another, and it useful to point out that there were other have the goods produced and shipped out within days factors behind the trade boom, such as containerisation,” has greatly expanded the scope of international trade. Levinson says. Telecommunications and the internet have made it possiThe sharp drop in freight costs played a major role in ble to use the container to its full potential,” Levinson says. increasing international trade. In the 1960s, a decade after The numbers support this. the container ﬁrst came into commercial use, the volume of international trade in manufactured goods grew twice as According to Containerisation fast as the volume of global manufacturing production, and International, there were approximately 6 million containers in the two and a half times as fast as global economic output. world in the 1990s. Twenty years later, the number was 28 million. From Phoenicians to globalisation
Let us take a quick look at the history of trading. People have shipped goods across the oceans for thousands of years. The Phoenicians, Egyptians, Greeks, Romans, as well as the Portuguese, Spanish, British and Dutch have all been sailing the world along with other nations to trade in food, jewels and materials. The process of transporting materials was by no means easy. The loading and unloading of goods in barrels, sacks and wooden boxes from land to ship and back again was slow and labour-intensive. Moreover, the risk of accidents, loss and theft was high. This was the case until the second half of the 20th century. During the Second World War, the US government used containers which enabled supplies to be unloaded and delivered quickly and efficiently. However, it was the standard 40-foot container that meant a large increase in
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The container is here to stay
Sophisticated information systems have enabled quick and costHeinrich Goller, efficient cargo transport across Managing Director oceans. Ports often come under a at HHLA Container Terminals GmbH lot of pressure, a fact well known by Heinrich Goller, Managing Director at HHLA Container Terminals GmbH. At a container port everything is aimed at ensuring the most efficient container mobility. “There are of course numerous factors behind efficient logistics,” Goller says. First of all, equipment is needed to enlarge the terminal capacity. Besides hardware, IT plays a very important role. To make the terminal more efficient, an operating system is needed to operate the terminal. Goller also points out the
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From the sea to the coffee shop Currently, over 28 million containers are transporting commodities and raw materials around the world. Some of them will have another life. Old containers are being re-used in innovative ways by artists and architects. Containers are used in building houses, ofﬁce spaces and playgrounds. One could say that containers have become fashionable. The multinational coffee chain Starbucks recently opened a new outlet in Seattle, Washington. The store is constructed from four modiﬁed shipping containers, including one 20-foot container and three 40-foot containers. Marc Levinson says he is fascinated by the peculiar ethic surrounding the re-use of containers. Buyers of used containers know well what they want. An art gallery or a house built from a new container would seem frivolous. A much-travelled container has dents and it would leak and not look very nice. “I have noticed that people who ﬁnd new purposes for containers favour containers that are lightly used, having made perhaps a single voyage from Asia to North America or Europe.”
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importance of information and a well trained staff. “We want to know more about the box, its route, where it has been and when, and where it is going before the ﬁnal destination. The more we know about the box, the better we can use our capacity in the terminal.” Hamburger Hafen und Logistik operates three terminals in Germany’s busiest and Europe’s second busiest container port. Capacity enlargement is currently underway at Container Terminal Burchardkai (CTB). The terminal’s container storage area will be automated while its annual container handling capacity will be doubled. Cargotec’s
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“It is not enough just to set up the equipment initially; ongoing commitment is crucial.”
Kalmar automatic stacking cranes play a central role in the project. “Partners are very important to us. Automating our processes is more than just delivering and receiving equipment. It is a partnership with suppliers. It is not enough just to set up the equipment initially; ongoing commitment is crucial.” Goller holds a prime spot at the centre of
the cargo business and knows the industry inside out. He lists a few macro trends likely to affect the industry in the near future. One such trend is the change occurring in periods of slow and fast growth, which directly affects the cargo business. Due to strict cost management, companies are constantly looking for new opportunities in cost advantages that inﬂuence how the cargo moves. For instance, component manufacturing and ﬁnishing the end product occur in different places. “Geographically speaking Asia, and not only China, will play a major role in the world economy.” Last year HHLA experienced aboveaverage growth in its core markets: container terminals handled 7.1 million standard containers. Hamburg is an attractive port for cargo and the cost management is
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strict, but there are other factors behind the success. “We deliver good service to our customers and we have a great team from personnel to management. It is important that we put a great deal of effort into development.” Development is, indeed, key. The creation of the container kick-started the boom in international trade. Ensuring the most efficient delivery of containers to their destination is the most important issue.
TEXT Risto Pakarinen
Port security gets smarter Back in the 1960s, IT, information technology, was still ADP, automatic data processing. Then, the prevalent initialism in the security business was ABC, for Atomic, Biological, and Chemical threats. Atomic became Nuclear in the 1960s and 1970s, and at the beginning of the new millennium, radioactive was added to the mix, creating CBRN, which then, with explosives, became CBRNE. Those are the areas that port security work is focused on, says Peter Cederholm, Director, Product Business Management, Mobile Equipment. “We at Cargotec began our work focusing on the R and the N, the radioactive materials, but have also taken a look at chemical and biological materials. Each area has its own challenges,” he says. Cargotec’s preferred solution is one where the scanners are integrated with a Cargotec product, such as a crane or a spreader. Their SafePort technology is mounted on standard container handling equipment to scan containers for radiological materials during normal port operations. They can also be mounted on mobile vessels to scan
The puzzle is challenging, but the main pieces remain the same. The container is here to stay. “The container itself will not be replaced. It is a success,”Goller sums up.
small ships, and on trucks i h to evaluate containers as th they approach the terminal. “The challenge is often that to be able to scan a container, you have to get close, although that is less of a problem with radioactive material because you can at least get the samples from the outside of the container,” says Cederholm. “Many of the challenges with CBRNE is to gain access to the container. While radiation detection still requires you to be as close as possible, you do not need to open the container in any way,” he adds. The solution, for now, has been portal monitors which the container trucks must pass through on their way in or out of the port. With biological and chemical materials it gets tricky because the container is closed. “It’s not easy to get air out of the container and be certain that it represents the contents of the entire container and is not just from a clean, sealed off part of it,” Cederholm says. Even with radioactivity, there are challenges, such as natural ambient radiation. Or, how should a train that has some cars that could contain radioactive material be handled? What about a terminal with trans-shipments where the
t i t in i the th terminal t i l for f a containers stay while before being picked up and leaving on another ship, unscanned because they never passed through the portal monitors. The solution to all of the above is developing more automated and more intelligent systems. For the transshipment challenge, crane-mounted radiation detection equipment will help. “This is a fast-changing area. In 2060, we will probably have smaller scanners with batteries. They may be integrated into the containers or they will be so sensitive and accurate that they could be located in light poles around the port,” says Cederholm. “Radiation detection, along with volume and content identiﬁcation equipment, need to be fully automated and fully integrated into the existing machinery in operation at ports,” he adds. One thing is certain. There will be more intelligence in the containers. “We can prevent tampering by making containers that can tell us whether somebody has been inside. That will help to prevent theft and smuggling. Who knows, maybe we will have one sensor that can cover all areas of CBRNE,” Cederholm says.
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At your service,
TEXT Randel Wells PHOTOS Cargotec
Through hard work and excellent know-how, Cargotecâ€™s Services unit in Malaysia helps its customers succeed in an ever-changing world.
Cargo ships just keep getting bigger. Each new generation of container vessels means higher stacks of containers in ever wider arrangements. Many of the existing quay cranes just cannot handle these larger ships. They are too short, and often their booms are not long enough to reach across the ship. The worldâ€™s main transport routes are also changing. One of the biggest reasons for this is the Panama Canal expansion. The old canal could only handle ships that hold up to 5,000 containers. The new expansion will push that limit up to 12,000.
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When the new Panama Canal opens, the large cargo ships from Asia can take containers straight to their ﬁnal destination on the Atlantic sea board of North and South America, posing new challenges for many terminals along the Atlantic.
With bigger ships and changing routes, all Cargotec customers are looking to increase the size and lifetime of their quay cranes. Although Cargotec has been heightening cranes for some years now, none of the existing jacking equipment was really designed for quay crane heightening. This made each new project difficult and costly. With the projected demand for taller cranes around the world, a better solution was needed. A completely new jacking system was developed by Cargotec in a joint effort of teams in Rotterdam and Kuala Lumpur. The jacking system works with any brand of crane. It can lift up to 2,400 metric tonnes, strong enough to handle even the biggest quay cranes on the market. The system is also fully containerised, so it can be deconstructed and put into containers for easy and inexpensive moving. From innovation to customer value
The new jacking system was ﬁrst put to use last December for leading Malaysian port operator Northport (Malaysia) Bhd. Northport has a longstanding working partnership with Cargotec and boasts an extensive ﬂeet, including 24 straddle carriers, 3 empty container stackers and 61 terminal tractors. It used to take four to six weeks to heighten a crane, but the new jacking solution cuts that time in half. “This is one of the real highlights of the whole project,” adds Collin Swee, Managing Director, Cargotec Terminal Solutions (Malaysia) Sdn Bhd. “With our jacking system, we did all the ground preparation and heightening in just two weeks.” Usually when a quay crane is heightened, many other
changes are made at the same time. “Customers are really interested in extending the lifetime of their cranes,” notes Eelco de Lange, Director Services Projects, Central Services. “Adding another 10 years of container moves is a big bonus compared to having to invest in a completely new crane.” The Northport project included a full refurbishment of eight quay cranes, all of which are over a decade old. The ed b whole DC electrical system was ripped out and replaced by an advanced AC system that will lower maintenance costs. A total of eight The jacking cranes are being refurbished, two of system works sy y which were also heightened. The whole with wi it any brand project will be completed by the end of of crane. the year. Continued success with Northport
Fast on the heels of the Northport quay crane project, Cargotec has secured a deal to supply four of its Kalmar ESC340W straddle carriers with a ﬁve-year service agreement for Northport. The equipment will be delivered to Northport’s Port Klang site in the fall of 2012. The company selected these latest Kalmar straddle carrier models based on Cargotec’s track record of delivering quality equipment and excellent service. This close co-operation is reinforced by a ﬁve-year service agreement in which Cargotec will provide maintenance support on the new straddle carriers. Kalmar’s new 7+ generation range of straddle carriers offers lower operating costs as well as lower total cost of ownership. The equipment includes modern low emission engine technology and the possibility of using hybrid models on a serial production basis. The third largest organisation of its kind in Malaysia, Northport handled approximately 3.6 million TEUs in 2011 alone. The latest equipment additions form part of a strategy to adjust to the ongoing growth of intra-Asia container trafﬁc and demands for increased efficiency at terminals in the region.
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Kalmarâ€™s state-of-the-art reachstacker
streamlines operations at Addicks & Kreye TEXT Bettina Kuppert PHOTOS Cargotec
KALMAR AROUND THE WORLD
Addicks & Kreye required a highperformance barge handler to quickly load and unload inland waterway vessels. Cargotec’s Kalmar DRF450-75S5XS reachstacker fulﬁlled that need. There are companies who are to the docks born. Addicks & Kreye, founded in 1908 in Bremen, Germany, is deﬁnitely one of them. Currently employing 300 people, the former tally service expanded in the 1960s to become an all-round provider of container services. The latest addition to A&K’s 100,000-square metre container depot in Bremen is a high-capacity Kalmar reachstacker: a barge handler capable of unloading inland waterway vessels over the quay wall. The DRF 450-75S5XS (net weight in operation: 82 tonnes) is equipped with hydraulic spreader extension arms that allow the
The Kalmar barge handler operated by Addicks & Kreye can lift containers weighing up to 45 tonnes from inland waterway vessels in the ﬁrst row.
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lifting of containers weighing up to 45 tonnes from vessels in the ﬁrst row. Manager Rüdiger Rempe, who has been leading A&K-Holding since 1998, explains: “We not only store our customers’ empty containers – which include major shipping companies such as NYK, APL, Maersk, China Shipping and Hanjin – we also repair and load them as required. This demands high-performance equipment capable of quickly loading and unloading the inland waterway vessels travelling between Bremen and Bremerhaven, irrespective of the tides.” A ﬂexible giant
Rüdiger Rempe (left), manager of Addicks & Kreye Holding, and Björn Steffen of Cargotec developed one of the world’s biggest container stackers – a custom Kalmar DRF 450-75S5XS barge handler.
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Addicks & Kreye operates in Bremen and Bremerhaven, two German cities on the Weser River, situated some 60 kilometres from each other. The group comprises six companies, all involved in the transport, loading, storage and shipping of containers. The long-standing company, whose orange and white logo is well known in the trade, currently owns four large Kalmar vehicles: a barge handler, a regular reachstacker and two emptycontainer handlers. Björn Steffen, Service Manager, Terminal Equipment at Cargotec Germany, speciﬁed the new machine to meet the customer’s requirements. “Despite its size and weight, the barge handler is a very ﬂexible and efficient truck. Its 7,500-millimetre wheelbase ensures excellent stability, and the Volvo Euro III motor is in line with the operator’s Green Policy,” Steffen says. Port schedules require reliability
At an annual rate of 1,200 hours, the DRF 450 loads and unloads ships, trucks and trains at the trimodal
Windhukstrasse terminal na in Bre Bremen. r men Th The h inland waterway vessels ell that ply between etw et w Bremen and Bremerhaven veen op operate per three times a week. wee our termi“The ship connection between en may not nals in Bremen and Bremerhaven m points be as fast as road transport,” Rempe riend dlliier tto the enviout, “but, it iss much fr friendlier ronment, and w with well-planned logistics, t blem the six hours’ travel time is not a problem.” Tight port schedOur customers ules do are integrated not allow in our global room for service network equipment around the defects. clock. Kalmar was an obvious choice since the company offers modern and reliable machines as well as a tight-knit network of skilled and specialised service technicians. Best-in-class service
Without a doubt, the new reachstacker is a state-of-the-art machine: the combination of a Volvo motor, a Dana power shift
The king of reachstackers transmission with torque converter, Kessler axles, and the decentralised CAN bus-based control system designed by Kalmar ensures a high degree of utilisation and low life cycle costs, all the more so since the service interval has been extended to 500 hours. The biggest advantages of the CAN bus are the radical reduction of cables and higher utilisation as well as easier maintenance; the state of the main assemblies and individual components is reported to the operator via plain text notiﬁcations on the cabin display (400 error codes, 140 diagnostic menus); the menu helps to locate problems quickly and the remote diagnostic functions facilitate easy troubleshooting in most cases. “We also offer a remote maintenance service that allows the operator to send the vehicle data via mobile phone or internet to our specialists in Germany and Sweden. In other words, our customers are integrated in our global service network around the clock, in real time,” Björn Steffen adds.
At the 100,000 m² trimodal terminal in Bremen, the Kalmar reachstacker performs its heavy-duty tasks all year round.
Working under the quay wall with containers weighing 45 tonnes in the ﬁrst row and 36 tonnes in the second row requires a sturdy steel construction and sensitive components, as well as a precise load torque-limiting system with optical and acoustic signals that continuously inform the operator of the reachstacker’s capacity utilisation. Two additional support legs between the front wheels can be lowered for extra stability and capacity if required. This is particularly useful when working with fully loaded containers. The spreader of the barge handler is equipped with four foldable 1,600-millimetre hydraulic extensions, with a twistlock for container loading mounted at the end of each one. Together with the 1,000-millimetre arm extension, the DRF 450 barge handler can lift containers from up to 1,300 millimetres below the quay wall. Apart from a few hydraulic valves, additional safety features and more weight on the steering axle, it is identical to other reachstackers in the same series, which makes maintenance easy and allows for stripping the vehicle down to its standard version. The latter may be important when reselling the machine since the product’s “after life” in the second-hand market is an important element in Cargotec’s integrated life-cycle concept. In Bremen, the barge handler will serve for at least ﬁve years.
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to the next level TEXT Randel Wells PHOTOS Cargotec
TraPac aims to remain competitive in a changing world and Cargotec is helping them achieve that goal. For over two decades, TraPac, a wholly owned subsidiary of Mitsui O.S.K. Lines Ltd., has been operating the busy port of Los Angeles (LA) in southern California. TraPac also operates terminals in Oakland, California and Jacksonville, Florida. Now in a major undertaking together with Cargotec, TraPac is rolling out an advanced automation program for their LA operations. The push towards automation is being driven by opportunity as well as necessity. “In 2008 TraPac renegotiated a longterm lease with the Port of Los Angeles,”
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explains Scott Axelson, VP, Planning & Development at TraPac. “This amounts to a multi-year endeavour given the strict regulations on, for instance, the environment that we must follow. But it also meant we would have funds to develop and modernise the terminal.” This opportunity is rather like starting with a clean slate. When they ﬁrst started in LA, TraPac operated on 72 acres. The new lease expands that to 225 acres. With this opportunity, TraPac aims to stay competitive in an increasingly challenging business environment. They are
facing rapidly rising costs for labour and regulatory compliance, as well as facing a major shift in the shipping industry. “The business context for us is the Panama Canal expansion which will allow shipping companies to by-pass the west coast with their largest cargo ships heading to the Atlantic and beyond,” says Axelson. “All terminals on the west coast are struggling to remain relevant.” The main objective of the automation project is quite simply to do more for less. “The goal is always to be better than manual operations,” says Jarkko Mäkiranta, Project Director, Trapac Project, at Cargotec. “That is the minimum for automation. We are aiming much higher.” TraPac’s ultimate goal is to surpass the highest performance of manual operations in the US, which today stands at 40 container moves per hour under typical circumstances.
That Cargotec could offer the total solution was a signiﬁcant factor in TraPac’s decision to go with Cargotec. “Cargotec’s experience with both automatic stacking cranes (ASCs) and automated horizontal transport was also quite compelling. And quite frankly, they plain worked harder than anyone else.” “This was very important for us,” emphasizes John Alvarez, Director, Information Systems and Technology at TraPac. “There are not many companies who can offer both the hardware and the software for the entire automation. Without Cargotec, we would have needed at least four different companies to get our solution implemented.” Cargotec will deliver a turnkey solution for TraPac encompassing both software and hardware. The equipment delivery includes 27 ASCs and a horizontal transport system with adequate equipment along with Cargotec’s Terminal Logistic System (TLS) software integrated to TraPac’s Terminal Operating System (TOS).
Breaking new ground
Automated stacking crane (ASC) technology has been around for a couple of decades. Horizontal transport technology in the form of automated guided vehicles (AVGs) has been in use almost as long. However, TraPac was uncomfortable with the productivity limitations of AGVs, so they began to look around at other terminal operations to see what they were doing. “We looked far and wide observing working terminal automation before arriving at our own conclusions,” says Axelson. They wanted to see automation in actual use. “Simulation is only as good as the model it is based on,” says Alvarez. “No simulation really covered all the parameters that we were looking at. We did not feel sure of our direction until we saw automation functioning in practice in the Port of
From left: John Alvarez, Jarkko Mäkiranta and Scott Axelson.
California Los Angeles
Brisbane and got some hard numbers to work with ourselves.” “And this is why we knew we needed a special partner,” adds Axelson. “The degree of automation we are aiming for is breaking new ground for TraPac, so a partnership with a company that could learn and develop along with us was crucial.” Elements of success
The project will be carried out in phases covering different areas of the port. This gives the teams time to test early on to verify each step of development along the way, and it also allows TraPac to keep as much of the port online as possible. Site activities are just now ramping up and the ﬁrst equipment and system deliveries will start in September this year. Commercial testing for the ﬁrst automated block is slated for 2013, to be followed by the commercial opening in the ﬁrst quarter of 2014. Integration between TraPac’s TOS and Cargotec’s TLS will be done fairly simply to start out to ensure that the two systems can communicate. The integration will deepen as the automation implementation matures. “The ongoing cooperation between ourselves, Cargotec, and the Port of Los Angeles has supported our belief and conﬁdence that we are doing the right
thing,” says Axelson. Weekly meetings are held to assess the situation. “Our discussions are always very open and we take a practical approach to solving any challenges we may face,” notes Mäkiranta. “It has been a refreshing experience to build a partnership with such an open customer.” The partnership between TraPac and Cargotec is and will continue to be a cornerstone for success. “The ﬂexibility and openness of this partnership are a real beneﬁt to both companies,” continues Mäkiranta. “Greater value is generated through greater trust.” Everyone in the industry will be monitoring the success of this project. The potential is there for this to become the future platform of port operations in the US and elsewhere.
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The new Kalmar forklift is
top of the line Cargotec delivers the goods to Kronprinz in Germany with the most modern forklift truck on the market. TEXT Bettina Kuppert PHOTOS Cargotec
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Kronprinz, founded in 1897 in Solingen, Germany and a member of the Mefro wheels group since 2005, has taken possession of an 18-ton Kalmar DCG180-6 equipped with a coil ram for carrying steel coils to production lines. The Solingen factory produces a formidable range of steel wheels for cars and trucks and the company has now turned to the Kalmar forklift truck, the most modern on the market today, as just the ticket for its needs.
High performance, low emissions
The ﬁrst of Cargotec’s new mid-range Kalmar forklift series were delivered to customers in early 2012. Powered by a Stage IIIb motor, this high-performance truck is available in 15 sizes ranging in capacity from 9,000 to 18,000 kg (LSP 600/900/1200 mm). The model chosen by Kronprinz is equipped with a lowemission Cummins motor with an integrated EGR ﬁlter system that needs no after-work cleaning. The coils, each weighing up to 16,300 kg, are picked up at the central warehouse and carried over a distance of up to 500 metres to the processing lines in a two-shift operation. The duplex free lift mast has a lifting height of 4,000 mm and the fork carriage comes with integrated lateral thrust. If needed the coil mandrel can be swapped for a 2,400 mm fork.
Efﬁcient design, long life
Oliver Kah, Senior Sales Manager for industrial machinery at Cargotec Germany, offered the 600 mm LSP model because of its shorter wheel base, which provides easier manoeuvring at the transfer station. The machine’s outstanding technical solutions include load-sensing axial piston hydraulic pumps that adjust the oil supply according to need. It is also quieter than conventional pumps and requires very little space. This truck comes with Stage IIIB motors made by either Volvo or Cummins, both of which offer signiﬁcantly reduced emissions (90% of particles and 50% of nitrogen oxides). The speed curve of the motors is markedly convex allowing for a high torque even at low rpm values. Maintenance-free wet multi-disk brakes and a disk brake used as a parking brake are prime examples of Kalmar’s safety concept. The service interval is 500 hours for all functions. All service and maintenance points, including tank inlets, are grouped on one side of the vehicle, in places easily accessible from the ground. The Kalmar truck will serve for approximately 2,500 operating hours per year. Maintenance is provided by the Cargotec’s fully equipped local customer service.
Kalmar DCG90-180 range of forklifts:
New and improved ergonomics, comfort and driver visibility
The 21.6-ton truck measures 5,065 mm with a brand new EGO cabin offering several exclusive beneﬁts: t Large panorama windscreen with a wider visual ﬁeld than any other cabin window in trucks of this class. The side pillars are placed as far back as possible to ensure an unobstructed view. The cabin meets all ROPS/FOPS regulations. A horizontal windshield wiper with covered guides above the window keeps over 90% of the visual ﬁeld clear, signiﬁcantly reducing fatigue and accidents. The quiet motors and variable pumps keep noise down. The LWA value is 107 dB(A) at full load and can be further reduced by mounting the optional soundprooﬁng kit. t A fully secured pedal system with an adjustable pedal angle ensures maximum ergonomics and minimum stress on the driver’s foot. The small EGO steering wheel is adjustable and can be tilted sideways. The operator panel functions as an extension of the driver’s hand – easy to adjust, use and read. All vehicle controls are intuitively grouped by function in a clearly structured layout. The panel contains a 3.5” board computer display with a radio button showing status and service information for all components of the machine. t This cabin is optionally available with a “mini wheel” or steering lever in place of the default steering wheel. The compact dashboard is mounted low to optimise the view of forks and load. A perfect example of user-friendly design is the innovative LCD tachometer. Mounted on a swivel arm, it shows driving and motor speed, tank ﬁlling, service parameters and adjustable settings. CAN bus and electronics have been further improved. t The air conditioning has been optimised to meet the strict requirements of the climate-certiﬁed EGO cabin. A large air intake, easy ﬁlter exchange from the front and a smart, well-dimensioned component design ensure the utmost comfort.
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Bridging the gaps For container terminals, automation is the future. TEXT Thomas Freundlich ILLUSTRATION Osmo Päivinen
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The last years have seen dramatic growth in container throughput across the globe, with container vessels continuously increasing in size. In today’s highly competitive, pressured business environment, automation is increasingly becoming the way forward for container terminals to compete. A typical container terminal can move over 10,000 containers in a day. Each unique container move must ﬁt in seamlessly with all of the terminal’s ongoing processes as well as a wide range of equipment. In most ports, operations are still carried out with manually operated machinery, but many have already adopted automated systems alongside their manual operations. Some
have even transformed their port terminal operations completely into a fully automated landscape.
CASE: Seamless integration
Cargotec offers an unparalleled range of solutions for end-to-end terminal automation, ranging from processes and ground mover ﬂeet management to fully automated equipment and terminals. One of the best ways for terminals to increase their efficiency is through well-integrated processes and automated management for their container moving equipment. Cargotec’s recent acquisition of leading terminal operating
system (TOS) provider Navis opens up new possibilities for seamless integration on every level of terminal operations. “Process automation often does not get as much attention as the fully automated container terminals that have been going live in the last few years,” says Elisa Nuutinen, Sales Director, SemiAutomation Products. “However, starting with software-based automation of your processes is a very accessible and fast way to get immediate productivity improvements for a relatively small initial investment.” “Our customers often ask what is the best way to get started with automating their terminals,” adds John Rosen, Director Product Marketing, Navis. “It is essential to identify and ﬁrst focus on the bottlenecks of your current setup – whether it is the gate, the quay or any other area. With process automation, you can start small and increase the scope of your automation as you go along.” “The strategic co-operation of Navis and Cargotec is very exciting because it allows for tight integration, all the way from the TOS at one end to the actual port
equipment,” adds Nuutinen. Such integration, however, is not a requirement being imposed on customers. “Of course we would prefer Kalmar equipment to be selected and the complete responsibility being with Cargotec, but we are able to integrate with equipment supplied by third parties as well,” Nuutinen emphasises. “The integration carries over to our support services. We can now offer our customers a true ‘follow the sun’ support model with Cargotec’s service personnel and Navis’ support organisation available around the clock and around the world.” By the very nature of their business, container terminals already operate extremely efficiently. Most of the processes that Navis solutions automate take only minutes or even seconds – but those seconds are the key to increasing productivity and proﬁtability while getting the most beneﬁt out of existing resources. A manual system might be a mere three seconds slower than an automated solution when dispatching a
We can now offer our customers a true ‘follow the sun’ support model with Cargotec’s service personnel and Navis’ support organisation available around the clock and around the world.
truck for a load or discharge move. Across 500,000 vessel moves per year, this equates to 1,500,000 seconds – seventeen days – of delay. And this is only the beginning. “You cannot just focus on the container going on and coming off the ship. The terminal operator also has to know where it goes, and must interface seamlessly with the vessel operator’s processes. That’s when you really start to get the beneﬁt,” Rosen says.
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The system will be a lot more ﬂexible in different exception scenarios due to the ability to buffer containers on the ground in the transfer areas.
CASE: Tomorrow’s technology today
All this comes with a single technical support channel to contact afterwards.
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Cargotec is building a completely new terminal concept that is based on Kalmar AutoShuttles as the automatic horizontal transportation system alongside Automatic Stacking Cranes (ASC). The state-of-theart system will be tested at Cargotec’s Technology and Competence Centre in Tampere, Finland, the world’s largest test site for port technology. Kalmar Automatic Stacking Cranes are rail-mounted cranes used for yard stacking and in-stack transportation of containers. ASCs deposit and pick up containers from dedicated interchange areas at both ends of the stack. Cargotec now introduces the new Kalmar ASC+ system featuring modularity in every aspect of the design ensuring a ﬁt with any terminal and allowing for customisation to application requirements and challenges. “Based on our experiences, we set out to integrate modularity into the design. Pre-made cabling and factory tested subsystems allow for factory acceptance of the full crane to be conducted on-site, easing the shipping in the process and reducing costs and lead time. The design also focuses on efficient erection on site, allowing most erection work to be done on ground level,” says ASC Product Manager Marko Hopeaharju. The crane design is optimised to reach a higher performance with reduced weight (of the crane and the spreader) thereby reducing energy consumption. The Kalmar ASC+ also features intelligent idle time management and regeneration of energy during lowering and braking. The performance leads the market accommodating high operation speeds for gantry (up to 300m/min), trolley (up to 90m/min) and hoist (up to120m/min). The Kalmar AutoShuttle is equipped with onboard automation and navigation systems as well as sensors for automated picking and placing of containers. The AutoShuttle can transport one-over-one
and stack two containers. Compared with other solutions, this provides a signiﬁcant increase of buffering capacity for the container stack, as the ASC can prepare for future volume peaks by transporting more containers to the transfer area. “Our Kalmar AutoShuttle-based system is unique in that it is the only available fully automated horizontal transportation concept in which crane and transporter operations are fully decoupled,” explains Timo Alho, Director Product Management, Cargotec. “Since the shuttle can pick and place containers on the ground, it does not need to sit and wait for the crane. Instead, the crane can land the box and it will be waiting there for the transporter. By eliminating the need to have the two pieces of equipment in the same place at the same time, the transporter ﬂeet can be halved.” A further beneﬁt of the concept is that no speciﬁc waiting area is required behind the quay crane for the ground mover equipment, allowing for better space utilization. “We believe that only by disconnecting the crane and transporter operations it is possible to reach the ultimate in high productivity ﬁgures. To reach and exceed 40 quay crane moves per hour, this is the way to go. The system will also be a lot more ﬂexible in different exception scenarios due to the ability to buffer containers on the ground in the transfer areas,” says Alho. The automated equipment is controlled and monitored from the Terminal Logistic System (TLS), serving as an intermediate layer between the TOS and the equipment. TLS is the backbone of Cargotec’s terminal automation allowing for optimisation of the integrated equipment efficiency. In the tough competitive landscape for terminal operators, Cargotec stands out as the only end-to-end solution provider. “We can provide a complete turnkey solution for terminals, all the way from the TOS, TLS automation software, equipment, services and consulting to the integration services that bring a complete automated terminal together. And all this comes with a single technical support channel to contact afterwards. This, and nothing less, is what we pledge to our customers,” Alho says.
Automatic twistlock handling In February, Cargotec expanded its portfolio with an automated lashing platform for fully automated quayside twistlock handling. Today, stevedores manually remove twistlocks during discharge and ﬁx them during the loading process. Cargotec can now bridge the automation gap between quay cranes and horizontal transportation. The innovative automated lashing platform is the only fully automated coning and de-coning device on the market for use in ports. “Optimising the ﬂow of containers in a terminal requires improved efﬁciency in all phases, from ship to truck. The system is designed for all marine container terminals seeking reduced costs, higher productivity and worker safety. By using automation to insert and remove twistlocks and stackers on the quayside, the time for coning and de-coning is reduced from more than 20 to less than one second. This is an obvious boost to productivity, especially when unloading ships with thousands of containers,” said Frank Kho, Senior Vice President of Terminal Projects and Offerings, Cargotec. A quay crane places the container directly on the platform, which de-cones the twistlocks. Unlike other solutions on the market, this system needs no external power and produces zero emissions. It can handle most twistlock types in everyday use. Other features include high capacity, with the capability to discharge and load all containers from any sized vessel, as well as remote control and optional communications integration with a terminal operating system (TOS).
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Wallhamn chooses Cargotec Cargotec has delivered four TR618i terminal tractors to the port of Wallhamn, Sweden’s largest privately owned harbour. Utilising the global network of the owner, Grimaldi of Italy, the recently designed tractors will have a global reach. TEXT Vesa Tompuri
Wallhamn AB has operated at the harbour since 1962, when it was opened by brothers Lars and Vilgot Johansson. Located on the western coast of Sweden, Wallhamn is an important gateway for the Swedish export industry, where export cars and Ro-Ro cargo are the bulk of the harbour activity. With a worldwide network, Wallhamn is a successful global competitor, and maintaining that status requires investment in ﬁrst-class cargo handling technology. “New machinery secures safe and quick handling when the ships are in harbour. It is very important that we can rely on the machinery whenever it is needed,” says Torbjörn Wedebrand, Managing Director, Wallhamn AB. Wedebrand pays particular attention to the environmental impact of the machinery. That was also one of the key factors in Wallhamn’s choice of Cargotec’s new TR618i tractor. 10 percent less fuel
The engines of the new TR618i tractors are based on the same technology used by the heavy duty motor manufacturer, Agco Sisu Power. The new IIIB engine consumes 10 percent less fuel than the earlier IIIA engine. The earlier Cargotec tractor
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TEXT Vesa Tompuri
with the IIIA engine was a worldwide success, and now Cargotec can look forward to even more success with the new design. Wedebrand thinks it is imperative for Wallhamn to renew its cargo handling machinery regularly. Sustainability, safety and dimensional stability are all important factors when purchasing new machinery. “Cargotec has a proven track record in meeting these requirements. The company is doing a very good job,” he asserts. “It is very Cargotec also offers customers ﬁnancing important that options, which Wallhamn appreciated when it we can rely on signed the agreement in 2008. the machinery Cargotec has its own workshop in the whenever it is Wallhamn harbour to help to maintain needed,” and service the machinery and allow the customer the room to concentrate on its core business. It is also intrinsic to Cargotec’s business policy to learn the customer’s business, placing the company in a strong position to offer the best tailor-made solutions to meet each customer’s special needs. Wallhamn, for example, required tailor-made dimensions. “At the company’s request, we reduced the total height of the tractor to under three meters, necessitated by their need to operate carrier ships, which have low deck heights,” says Håkan Loren, Sales Manager, Terminals, Cargotec Sweden AB.
TEXT Randel Wells PHOTOS Per Trané
With high fuel efficiency and low maintenance, Cargotec’s E-One2 RTGs help customers enhance the sustainability of terminal operations. Recently, the product portfolio has been expanded with the Kalmar E-One2 SmartPower RTG. Cargotec’s development of sustainable rubber-tyred gantry cranes (RTGs) started over a decade ago with a project in Oslo, Norway. “We were essentially the inventors of RTG electriﬁcation with the Oslo Port Authority project,” says Marko Rasinen, RTG Product Manager at Cargotec. The electrically supplied RTGs in Oslo were a new, unique concept for the market and represented a tremendous opportunity. “Fuel economy was not a major issue at that time,” explains Rasinen. “But we realised it would become a key trend in the future, so we established a product development programme focusing on sustainability.”
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Cost efﬁciency is key
There is no place for fuel prices to go but up. Terminals all over the world are facing this problem, along with the growing concern and stricter regulations for protecting the environment. Energy savings and lower emissions are at the core of the Kalmar E-One2 RTG product development. “Energy is a big issue for all our customers, whether we are talking about electric solutions or simply more efficient conventional solutions,” states Rasinen. “Whatever the technology, customers today need energy consumption to go down.” The standard E-One2 RTG has the lowest fuel consumption of conventional diesel-electric RTGs on the market. The Variable Speed Generator (VSG) alternative reduces fuel consumption even further. This is achieved by managing power output according to real needs, such as reducing the diesel engine RPMs when less power is needed. Enter the SmartPower
The latest addition to the portfolio, the Kalmar E-One2 SmartPower RTG, is smart in not being a one-size-ﬁts-all RTG.
The entire E-One2 product family aims to help customers meet the latest environmental demands without sacriﬁcing productivity or cost efﬁciency.
“With the E-One2 SmartPower RTG we took a different approach,” adds Rasinen. “We designed a set up with an engine with less power that is suitable for the vast majority of normal RTG operations.” This contrasts with the typical approach where rubber-tyred gantry cranes (RTGs) are designed to handle also the rare situation of a full load needing to be hoisted with full acceleration and speed. “In a typical RTG operation, between 9 and 18 containers are handled per hour. This is a very good ﬁt for the SmartPower RTG, which provides the perfect balance between productivity and cost efficiency’’. Equipped with a signiﬁcantly smaller diesel engine and an intelligent power management system, the SmartPower RTG consumes only 9 litres of fuel per hour in a typical operation, the lowest of any diesel-electric RTG. The new power management system ensures the most economical engine RPM is used at all times during operation and controls speeds and accelerations to reduce the peak power requirement. In addition to energy the exhaust emissions are also greatly reduced.
The E-One2 family produces real savings
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Kalmar E-One2 regulating noise
Where the Kalmar E-One2 SmartPower and Hybrid RTG alternatives already achieve great fuel savings, customers can go all the way to no fuel with the electrically supplied Kalmar E-One2 Zero Emission RTG. Electriﬁcation is being driven by both high fuel costs and stricter environmental regulations. But these vary signiﬁcantly from region to region and country to country. For some Each engine countries, like Turkey, dieneeds to be sel fuel is so expensive that certiﬁed that it electriﬁcation is an absomeets a certain lute necessity. For others, emissions like the USA, it is expenlevel. sive, but not yet restrictive. However, terminals in the USA are facing ever-tighter regulations regarding emissions. “These regulations are going to come everywhere,” notes Rasinen. “The regulations are quite speciﬁc, setting limits on the emissions of each individual engine used at the terminal. Each engine needs to be certiﬁed that it meets a certain emissions level.” For the Oslo project, the main requirement was actually not reducing fuel consumption. Rather, it was reducing noise levels due to the close proximity of residential housing. Particularly where greenﬁeld operations are concerned, limiting noise is a major concern. Even when there are no regulations on noise, local authorities may put clear demands on the maximum decibels allowed within a certain radius of the terminal. In RTGs, the main source of noise is the diesel engine. Lacking a diesel engine, the Zero Emission RTG is the quietest solution available. In the case of the SmartPower RTG, sound is minimised by reducing the size of the diesel motor and putting it in a specially designed compartment to dampen noise. The entire Kalmar E-One2 product family aims to help customers meet the latest environmental demands without sacriﬁcing productivity or cost efficiency. Motoring forward
Cargotec will continue with the development and integration of the engine to ensure that its RTG engines meet and exceed both today’s and
KALMAR AROUND THE WORLD
Kalmar RTG fuel savings 10 l/h Operating time 4,000 h/year CO2 reduction = 10 x 4,000 x 2,66 kg = 106,000 kg/year
Using one Kalmar RTG cuts carbon emissions by the amount produced by 49 cars per year
tomorrow’s requirements. “We started an extensive research and development project within Cargotec to develop and integrate the new Tier IVi and Tier IIIB engines properly into our RTGs. This was a parallel project with the engines for the straddle carriers. Once we complete this process, the next step will be the develWe can give opment of the next generation engines, Tier IV Final / Stage 4, customers needed by 2014,” says Rasinen. RTGs that Rasinen notes that it is not only the diesel engines that are under continuous development. “The Zero-Emission solution are basically was tested extensively as well – both with the cable reel and available the Busbar option. This is done in-house, in our own backyard, around the to ensure that as Cargotec we continue to build on the core clock. expertise of our products.” The Busbar option has been developed with automatic connection/ disconnection to the conductor bar including automatic steering and data transfer. Maintaining performance
Along with fuel, the biggest contributor to the operational cost of an RTG is maintenance. The Kalmar E-One2 RTGs feature a 1,000-hour maintenance interval, considerably longer than conventional solutions. Longer maintenance intervals are not just a cost-reduction factor. They also translate into better reliability and longer uptimes, which in turn translates into more proﬁtable operation time. “It has been our overall design goal to create energy efficient RTGs that are both simple and reliable,” says Rasinen. “Productivity is usually expressed in the number of containers an RTG can handle per hour. With our solutions, we can give customers RTGs that are basically available around the clock.” With equipment services and support services being offered 24/7, Cargotec’s focus remains making your every move count.
KALMAR AROUND THE WORLD
Open to innovation In a world of widely distributed knowledge, companies can no longer rely entirely on their own research. Instead, innovations arise from collaboration with partners, research institutes and other companies. We are in the midst of a huge transformation in how knowledge and innovation ﬂow worldwide. In this ‘ﬂat’ world, even individual professionals can compete globally via the internet. Do we choose to ignore the trend, or do something about it? In recent years, many successful companies have embraced the concept of Open Innovation, coined by Dr. Henry Chesbrough of UC Berkeley. Open Innovation is the use of purposive inﬂows and outﬂows of knowledge to accelerate innovation. With knowledge now widely distributed, companies must be open to pre-competitive collaboration, as well as acquiring external inventions when it advances their business. Simply put, it means accepting that no single company has all the expertise in its ﬁeld. One of the best ways for companies to embrace the potential of Open Innovation is to align with other players with similar interests. But just investing in an R&D park next to a university won’t lead to innovation. You have to ﬁnd ways for the participants to truly share their ideas. On a small scale, this could be as simple as enabling the interaction of two creative people on the opposite sides of a cubicle wall. Finding the best balance between innovation and product development is another challenge for any company. Established players are incredibly good at developing products and bringing them to market. However, at the earlier stages of research they are generally less likely to come up with something totally new. Sometimes companies can be too good at endlessly reﬁning a winning product. We can all think of well-known examples of industry leaders being overtaken without warning.
Customer relationships are also evolving rapidly as the businesses and interests of sellers and customers become increasingly intertwined and interdependent. The traditional buyer-seller equation is virtually a thing of the past, with the relationship rising to a new level of engagement and partnership. Companies need to be as close to the customer as possible, both in terms of physical distance and being in sync with the businesses and clients of the customer. Innovation must be ﬁne-tuned to the customer’s needs, and Cargotec is already devising products and integrated solutions based on this new, valued relationship. A forward-looking project that incorporated elements of Open Innovation was Cargotec’s Port 2060, a collaborative project to anticipate the future of containerisation as it approaches its centenary. For Port 2060, Cargotec employees contributed ideas that included mega ports on offshore artiﬁcial islands; ﬂoating feeder terminals; foldable smart containers; automatic lashing systems that would form packages with up to 64 containers in a single moveable unit; and underground solar-power silos for large-scale container storage. Whether this radical vision eventually becomes reality remains to be seen. But Open Innovation does not always have to mean something on a grand scale. Equally important are innovations that have to do with one’s own work. Even in the course of a single day at the office, the philosophy of Open Innovation can inspire us, reminding us to look further and stay open to the best ideas, wherever they are found. Perhaps it means establishing a research partnership with a few equally motivated companies – or maybe just taking down a cubicle wall or two.
Matti Sommarberg Chief Technology Officer, Cargotec
KALMAR AROUND THE WORLD
PE TI TI O N
Picture your favourite port at its best Want to share your port pictures from around the world? Kalmar around the world invites you to submit your port pictures, whether the subject is ships, containers, equipment, people or processes, to www.cargotec.com/portpictures.
The competition is open to everyone. A Cargotec jury with years of experience in the container industry will determine the winner. The winner will receive an iPad and the winning image will be featured in the next issue of Kalmar around the world.
The Cargotec Port Pictures Photography Competition is open to all photographers at least 18 years of age. The deadline for submissions is 30 September 2012. The contest is open to all participants regardless of residence or citizenship, providing the laws of their jurisdiction allow participation. For more information go to www.cargotec.com/portpictures. www.cargotec.com