Kalmar Global 2/2013

Kalmar

Customer magazine 2/2013

Global www.kalmarglobal.com

Green and lean Kalmar’s new hybrid straddle and shuttle carriers consume up to 40 percent less fuel than existing machinery

Contents

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18 14

18 14

30 10 Sustainability is now fully integrated into most aspects of the port industry, and into all of our planning and engineering work.�

Port 2060

Join the discussion Look for Kalmar Global on Twitter, Facebook and YouTube to stay on top of things and to get our latest updates and videos. For insights on topics like automation, sustainability, technology, safety and lifetime value, visit our Port 2060 blog at kalmarglobal.com/port2060.

kalmarglobal.com/port2060

Keep in touch with us

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Automation engineer Jorja Martin controls 65-tonne machines with pinpoint precision

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Kalmar SmartPort automation solutions help PDNH SRUWV VDIH DQG HIĺFLHQW

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Kalmar’s new straddle and shuttle carriers boost productivity with each move

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Sustainability requirements should be seen as useful planning and design tools

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Kalmar Maghreb serves the whole of French-speaking Africa from Casablanca

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Kalmar terminal tractors are hard at work at the Port of Jersey

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Kalmar Parts & Logistics makes sure your business never stops

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Kalmar’s heaviest terminal tractor Sumo provides proven durability and reliability

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News from around the world

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-RKQ 3HDUFH IURP 3DFLĺF 0DWHULDOV KDQGOLQJ has no plans to retire

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Kalmar’s rough terrain material handlers are making headway on the commercial market

Demand for extending STS cranes is higher than ever

Kalmar Global is Kalmar’s customer magazine with a distribution of approximately 14,000 copies. Publisher: Kalmar, part of Cargotec, Porkkalankatu 5, FI-00180 Helsinki, Finland. Editor-in-chief: Maija Eklöf (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: Laura Vesa Printed by PunaMusta. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Kalmar.

Kalmar offers the widest range of cargo handling solutions and services to ports, terminals, distribution centres and to heavy industry. Kalmar is the industry forerunner in terminal automation and in energy efficient container handling, with one in four container movements around the globe being handled by a Kalmar solution. Through its extensive product portfolio, global service network and ability to enable a seamless integration of different terminal processes, Kalmar improves the efficiency of every move. Kalmar is part of Cargotec.

Editorial

We do it together This autumn Kalmar has introduced to the market the first real hybrid straddle and shuttle carriers.

Earlier in June, we brought Gloria – the new generation reachstacker – onto the market. These new innovations were developed in close cooperation with our customers by collecting input globally, feeding the results into the product roadmaps and responding to customer needs and requirements in the actual product development process.

This is the heart and soul of Kalmar’s offering management process. We believe that the greatest results can be achieved only by being open and working closely together with our customers, partners and colleagues.

Kalmar has recently completed several crane heightening and refurbishment projects globally, which also require close cooperation with the operator and the original crane supplier. Crane heightening is a good solution for customers who are looking for improved crane capacity with higher stacking height and extended reach at minimum cost. With dedicated technology and an experienced team, these projects can be completed in a few weeks with minimum equipment downtime.

Kalmar is offering these services to all equipment brands on the market.

2014 will bring many new projects and innovations to the market that have been designed with a single focus: to help you improve your productivity.

Olli Isotalo President, Kalmar

Expert

Controlling

giants

text GILLIAN HANDLEY photo GAVIN JOWIT T

Jorja Martin directs 65-tonne robots with pinpoint accuracy.

If you think automation engineers are dry, technical types, meet Jorja Martin. This creative, articulate woman with a mischievous sense of humour is passionate about her work in mechatronics and robotics at the cutting edge of automation.

She is part of Kalmar’s team helping Patrick automate the Port Botany terminal in Sydney by mid-2014.

Asciano, Patrick’s parent company and Australia’s largest rail freight and ports operator, is redeveloping the terminal using Kalmar’s unique ability to integrate terminal equipment, processes and operating systems to improve efficiency, safety and operations, and reduce fuel and maintenance costs.

Kalmar is supplying Kalmar AutoStrad™ automated straddle carriers that use radar and laser guidance technology to navigate, and move and place containers within two-centimetre accuracy. A central computer controls these 65-tonne dieselpowered robots, tracking them on a virtual map.

Jorja worked with AutoStrads at Fisherman Islands in Brisbane – the world’s first fully automated terminal with

radar-based navigation technology. Her eyes light up as she describes the giants. “It’s breathtaking to watch them moving around.”

“Australia is a leader in field robotics, where you retrofit an automated solution to an existing environment. For a built environment, this is as big as it gets. It’s fun to program a 65-tonne machine to interact with the real world. During maintenance we use a tele-operation unit to move them around in the workshop, like remote-controlled cars except you show more respect,” she laughs.

Jorja points out that the massive improvement in safety is one of the main reasons port operators choose to automate.

At Fisherman Islands, safety incidents decreased by 75 percent in the first year and 90 percent after that. Kalmar also provides specialist job opportunities in Sydney for electronic engineers, computer scientists, programmers, project managers, software engineers and developers, and maintenance staff.

Automation helps optimise port and terminal operations Chuck Schneider, Vice President, Sales & Marketing, TSNL@SHNM DWOK@HMR GNV *@KL@Q 2L@QS/NQS ADMDjSR ports and terminals large and small.

What is Kalmar SmartPort?

Kalmar SmartPort consists of both process and equipment automation solutions. Although distinctively GLIIHUHQW WKH\ DUH ERWK LQWHQGHG WR RSWLPLVH HIĺFLHQF\ create predictability and maximise safety. We think of them as twins – brother and sister. Process automation LPSURYHV FRQWDLQHU KDQGOLQJ HIĺFLHQF\ E\ DXWRPDWLFDOO\ capturing and processing information. This requires only minimal investment. In essence, we use technology as part of business process re-engineering to allow more containers to be moved with less effort. In the case of equipment automation, processes are changed by introducing automated equipment, both at the stack and for horizontal transportation.

Do process automation and equipment automation compete or complement?

Process automation can help a manual terminal to LPSURYH LWV HIÄşFLHQF\ LQ UHVSRQVH WR DQ DXWRPDWHG terminal opened nearby. However, there are also terminals featuring both, where the systems are used to optimise the terminal overall. This is especially true in semiautomated terminals where automated equipment and manned equipment work together to move containers.

text ROBBERT LOHMANN

When does it become worthwhile to consider process automation?

Process automation solutions can be utilised to increase SURGXFWLYLW\ HIÄşFLHQF\ DQG VDIHW\ ZKLOH DOVR UHGXFLQJ the chances of manual errors occuring at a terminal.

Even small terminals or terminals with low volume should consider process automation. It’s a low capital investment that provides a quick return. By saving mere seconds off each manual handling of a container, the savings per year DUH VLJQLĺFDQW (YHQ LQ HQYLURQPHQWV ZKHUH ODERXU FRVWV DUH ORZHU VDIHW\ DQG VHFXULW\ EHQHĺWV VWLOO PDNH SURFHVV automation worthwhile.

When should you consider automated equipment?

Every terminal should consider automated equipment, although a solid return on investment DQDO\VLV PXVW EH GRQH ÄşUVW WR GHWHUPLQH LWV EHQHÄşWV $XWRPDWHG HTXLSPHQW PDNHV VHQVH IRU JUHHQÄşHOG terminals, terminals operating in countries where labour is expensive and/or skilled labour is not available locally, or terminals where the highest possible stacking density is required.

For existing terminals, the transition to equipment automation without temporary loss of handling capacity is possible when operating below maximum capacity or when featuring unused areas of the terminal.

Kalmar is the only vendor with the ability to provide integrated solutions and supporting services.

What separates Kalmar from other process and equipment automation vendors?

Kalmar is the only vendor with the ability to provide integrated solutions, ranging from terminal operating system (TOS) to equipment and process automation along with the associated supporting services.

This makes possible a single point of contact for a complete solution, thus avoiding the need to manage and coordinate between multiple vendors.

KALMAR GLOBAL

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text THOMAS FREUNDLICH photos L AURA VESA

'XAQHC DEkBHDMBX With real hybrid engines and a range of advanced features, the latest generation of Kalmar straddle and shuttle carriers is quieter, safer @MC LNQD DEjBHDMS SG@M DUDQ

Developed in Tampere The new Kalmar straddle and shuttle carriers have been developed at the Kalmar Technology and Competence Centre in Tampere, Finland. The Centre is a unique research facility that simulates port operations and includes an extensive testing area for new equipment and solutions.

T

his October, Kalmar introduced a new generation of hybrid straddle and shuttle carriers, as well as major upgrades to its diesel-electric carrier models. With state-of-the-art drive technology, significantly decreased fuel consumption, advanced safety features and superior operator ergonomics, Kalmar straddle carriers are ready to meet any demand.

Low fuel consumption, higher lifetime value “Straddle carriers help optimise terminal productivity by decoupling waterside and landside operations. The speed, reach and flexibility of straddle carriers allow terminals to use a single type of equipment for all container operations,� says Tero Kokko, Vice President Horizontal Transportation Systems, Kalmar.

The flagship of the Kalmar straddle carrier fleet is the new Kalmar Hybrid straddle. The vehicle is the first real hybrid straddle carrier, equipped with

a regenerative energy system that converts electrical braking and spreader lowering energy into power stored with the newest battery technology.

Consuming up to 40 percent less fuel than existing straddle carriers on the market, Kalmar Hybrid straddle carriers offer lifetime value through savings in operational costs. An automated start-stop system chooses the optimal balance between engine and battery power. This also extends engine and generator lifetimes as well as maintenance intervals. “Less frequent servicing and refuelling increases the overall availability of the machine, which contributes directly to terminal productivity,” notes Kokko.

The Kalmar Hybrid straddle carrier easily meets the most stringent engine emission regulations worldwide, in addition to being the quietest straddle carrier ever built.

Power mover Kalmar’s line of electric straddle carriers has also received a host of significant upgrades. With the exception of a diesel-electric power train, the model range offers exactly the same productivity and safety benefits as the new Kalmar Hybrid.

As with the Kalmar Hybrid straddle carrier, a reliable winch rope hoist system features a loose rope prevention and indicator system. For the ultimate in lifting capacity, Kalmar Hybrid and Electric

straddle carriers are available in 3-high and 4-high configurations with up to 60 tonnes maximum loads.

$JLOH LV HIĺFLHQW Complementing Kalmar’s industry-leading straddle carrier line, the fast and highly manoeuvrable Kalmar shuttle carriers are the perfect choice for terminals designed around automatic stacking cranes or rubbertyred gantry cranes. In smaller terminals, shuttle carriers can serve as 1-over-1 straddle carriers without the need for additional stacking equipment.

The new Kalmar Hybrid and Electric shuttle carriers feature a completely redesigned steering system with individual control of each wheel. The machine can move diagonally in “crab” mode or even pirouette on the spot around its vertical axis.

“In a container terminal, every saved second makes a difference in productivity. The new Kalmar shuttle carriers contribute directly to profitability with their greatly increased manoeuvrability,” says Kokko.

For further operator comfort, at high speeds the shuttle carrier automatically switches to “truck” mode with the front wheels steering.

,QGXVWU\ ZRUNKRUVHV Drawing on over 70 years of experience, Kalmar straddle carriers are used worldwide whenever fast ship-to-shore operations and high selectivity are

KALMAR GLOBAL

7

Kalmar straddle carriers Stacking height

Lift capacity

Drive

Hoist

Hybrid new

3 or 4 high

40/50/60 t

True hybrid

Electric winch hoist

Electric upgraded

3 or 4 high

40/50/60 t

Diesel-electric

Classic

3 or 4 high

40/50 t

Diesel / hydrodynamic

Kalmar shuttle carriers Stacking height

Lift capacity

Drive

Hoist

Hybrid new

2 high

40/50 t

True hybrid

Electric winch hoist

Electric winch hoist

Electric new

2 high

40/50 t

Diesel-electric

Electric winch hoist

Smoothlift

Classic

2 high

40/50 t

Diesel / hydrostatic

Smoothlift

New and improved The latest Kalmar straddle and

window geometry that reduces

shuttle carriers offer a wide range of

UHĻHFWLRQV DQG QRLVH 7KH FDELQ KDV

new features that boost productivity,

a more spacious interior, ergonomic

shorten cycle times, improve safety

seating and dimmable LED lighting,

and provide the best operator

all contributing to ease of operation.

experience in the industry.

The operator seat can be rotated electrically to any position within

Real hybrid drive

180 degrees.

The Kalmar Hybrid models are the ZRUOGpV ĺUVW UHDO K\EULG VWUDGGOH DQG

Active stability control

shuttle carriers. The models feature

Automatic stability control ensures

Ready for automation

a new power unit platform, a small

smooth and safe driving by

diesel engine of approximately 70

continuously monitoring speed, turn

kW power, a permanent magnet

radius and the spreader’s position,

generator and the newest battery

slowing the vehicle automatically

technology. The system can deliver

when needed. The feature is standard

a remarkable 40% decrease in fuel

on all Kalmar Hybrid and Electric

consumption compared to existing

straddle and shuttle carriers.

“Automation is the key to keeping future terminals competitive. All Kalmar straddle carriers are ready to take advantage of the major benefits offered by port and process automation, from supporting the efficiency achieved by manually operated models to the fully automated Kalmar AutoStrad™ and Kalmar AutoShuttle™ carriers,” says Kokko.

Kalmar straddle and shuttle carriers integrate seamlessly with Kalmar SmartPort, the most comprehensive platform for terminal process automation in the marine industry. All models can be automated in a cost-efficient way, and the automation level of new machines can be tailored based on customer needs.

models in the market.

Remote connectivity

8

essential. With its proven design, supreme reliability and easy maintenance, the Kalmar Classic straddle carrier continues to deliver value to terminal operators across the globe.

“Kalmar Classic straddle carriers have handled more containers than any other machine in the world,” notes Kokko. “We will continue to offer this model, as well as the popular classic version of the shuttle carrier, as part of our product line.”

Kalmar Classic straddle and shuttle carriers are easily maintained. Only basic mechanical skills are needed, and all maintenance points are readily accessible. The classic models are designed for extended service intervals of up to 1,000 hours, keeping downtime to a minimum while maximising equipment utilisation.

The Kalmar Classic straddle and shuttle carriers are powered by fuel-efficient, powerful diesel engines and reliable, low-noise hydrodynamic or hydrostatic transmissions.

The Classic models are equipped with Kalmar’s patented Smoothlift hoist system that features a single hoist cylinder requiring no brakes or gears.

Ergonomic cabin

All Kalmar straddle and shuttle

The newly redesigned cabin for

carriers can be equipped for remote

Kalmar Hybrid and Electric straddle

connections and monitoring, allowing

and shuttle carriers features excellent

seamless integration with diagnostic

visibility in all directions and a new

applications.

KALMAR GLOBAL

Features Pages 10–22 Kalmar Maghreb provides round the clock back-up

14 18 Kalmar terminal tractors KDQGOH KLJK YROXPH WUDIĺF at the Port of Jersey

20

Green thinking has become the norm in the port industry

10

Kalmar Parts & Logistics works behind the scenes to minimise equipment downtime

20 20

20

18 20 14 20

KALMAR GLOBAL

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Win-win with text WIF STENGER photo PETER ZUIDERENT

greener ports

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KALMAR GLOBAL

Sustainably organised ports and terminals bring an array of ADMDjSR ENQ NODQ@SNQR BNLLTMHSHDR @MC SGD DMUHQNMLDMS

S

ustainability requirements should not be seen as a limitation, but as a useful planning and design tool,” says Jan van Beemen, Port Consultant and Planner at the engineering and consultancy firm Royal Haskoning DHV (RHDHV). “Sustainability is now fully integrated into most aspects of the port industry, and into all of our planning and engineering work.”

Energy-efficient, environmentally-responsible thinking has become the norm in the port industry – at least in the industrialised world. And it is quickly spreading into developing countries, too.

“Sustainability regulations are furthest advanced in the developed world,” notes van Beemen. “Yet in many cases, sustainability is served by using less material to build a facility and less energy to run it. This generally reduces cost, which is appreciated everywhere in the world.”

For example, van Beemen says that RHDHV sometimes

suggests different energy set-ups that reduce soil, water and air pollution and lower operating cost. Typically, they require a higher initial investment, but payback time for the additional costs may be as short as six months.

Key to staying in business Are sustainability measures usually seen as a nuisance or as ways to lower costs and secure business in the long term?

“Sustainability stands on the shoulders of environmental protection,” declares van Beemen. “It took some 50 years for this awareness to develop and spread widely. Attitudes in society are changing, and port and terminal operators are not immune to this. They are entrepreneurs operating in a competitive environment, and most of them cannot afford much altruism.”

Yet ports and terminals are links in the supply chain.

Particularly in the developed world, consumers are demanding more sustainably-produced goods. In response, manufacturers of consumer goods are increasing the sustainability of their distribution process.

“Port and terminal operators are being pushed by their clients, the shipping lines. There’s also pressure from port authorities and governmental bodies who are implementing environmental policies resulting from the political process,” says van Beemen.

“Our clients generally see taking sustainability measures as a necessity for staying in business in the long term.

They’re aware that, in the long term, operating in this way will be more economical,” he says. “However, some rules and regulations require large expenses and have little sustainability return. Those are regarded as a nuisance – and probably rightly so.”

Shrinking footprint There are two main factors in shrinking a port’s operational environmental footprint: limiting emissions and energy consumption. Both typically have positive side effects.

Focusing on energy efficiency, for instance, brings technological advances and operational benefits.

KALMAR GLOBAL

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Such measures are easiest to implement as part of the initial design or overhaul of an existing facility. Design firms can often suggest ways to operate a facility that can simultaneously lower environmental impact and solve operational problems, at no additional cost.

Cutting fuel consumption is crucial to limit both costs and pollution. In addition to choosing equipment that consumes less fuel, this can be achieved through energy-optimised driving and more economical ways of using terminal equipment.

Efficient operating systems, such as, Navis TOS eliminate the need for unnecessary use of machinery. Monitored and controlled from a single computer screen, the whole port operates as smoothly as a well-oiled machine.

Target: zero emissions Meanwhile, a new generation of fully-electric terminals promises to be virtually emission-free. This is becoming a reality in van Beemen’s home base of Rotterdam. The two new Maasvlakte 2 container terminals, billed as the world’s first container terminals to operate with zero CO2 and NOx emissions, will begin operations in late 2014.

All the equipment will be electrically driven, including horizontal transport. This means there will be no CO2 emissions at the terminals apart from that of vessels, trucks, cars and trains. The Rotterdam port authority already restricts access to

How to achieve a sustainable terminal?

Frank Kho, Vice President, Kalmar Offering Development, says port operators are moving deliberately to improve the sustainability of their terminals – and Kalmar is a key partner in doing it.

“Due to the global interest and emphasis on the environment, there are stricter regulations in ports. Interest among terminal operators, especially in the western world, has surged to meet the requirements of good corporate

12

KALMAR GLOBAL

Maasvlakte 2 for trucks that do not comply with the 2013 Euro VI standard, which limits vehicular nitrogen oxide and particulate emissions.

Also of concern are emissions released into the air and water from visiting ships.

“The pollution caused by cheap high-sulphur fuels is worrisome,” says van Beemen. “In some near-shore areas and inside some ports, the use of more expensive low-sulphur fuels is already mandatory. A worldwide agreement on mandatory use of low-sulphur fuels by vessels around the world would be the great waterside challenge. A large-scale shift to LNG as a fuel for ships may be even better.”

How can harbours obligate their customers to comply with stricter environmental rules without losing them to less-strict rivals?

“They simply can’t,” replies van Beemen. “A level playing field is required when environmental regulations are implemented. They don’t have to be uniform all over the world, because ports that are far apart are not competitors.

Those in the Hamburg/Le Havre range, for example, are.

In these ports, regulations should be the same, in order to create a level playing field. There is a task for the EU here.”

Van Beemen also sees major tasks ahead for ports and their cities, as well as the shipping sector in general.

citizenship, and just as important – lower costs,” says Kho. “Kalmar develops products which help terminal operators to work more HIĺFLHQWO\ E\ DYRLGLQJ XQSURGXFWLYH activities, using less fuel, extending the lifespan of equipment, and converting to electrically-operated machines,” he says. For instance, converting diesel rubber-tyred gantry cranes (RTGs) into electric machines can drop local emissions to nearly nil.

Kalmar, which has been offering straddle carriers for decades, LQWURGXFHG WKH ZRUOGpV ĺUVW UHDO K\EULG straddle and shuttle carriers in October 2013. Read more on pages 6–8.

All the new models are future-proofed for automation and interface seamlessly with Kalmar SmartPort automation solutions.

This automation portfolio includes VROXWLRQV WR RSWLPLVH WKH ĻRZ RI FDUJR at the terminal. Pinpointing the exact location of equipment, for example, means each job can be assigned to the best-positioned unit, cutting driving distances and downtime.

“Automatically registering the exact location of all containers avoids erroneous inventory and lost containers,” says Kho. “This leads to less delay and time wasted by driving around looking for lost containers.”

A level OK@XHMF jDKC HR QDPTHQDC VGDM environmental QDFTK@SHNMR @QD HLOKDLDMSDC t

Bracing for stormy weather ahead Regardless of today’s moves to cut greenhouse gas emissions, higher sea levels and more frequent and damaging storms seem inevitable. Therefore, RHDHV’s port expansion plans always include provisions for coping with sea level rise and more violent weather.

“These require heavier breakwaters and higher reclamation levels,” van Beemen says. “They need more rock and more fill, which means they’re costlier and have a higher environmental impact.”

One option is the new RHDHV polder terminal concept, which includes a quay wall and apron well above any future water level, and a yard on a lower level. This concept is more sustainable and less expensive as it requires less material.

“Preparing existing ports and terminals for higher water levels,” he says, “is generally extremely disruptive and expensive.” In many cases a flood gate at the entrance of the port is the most practical solution.

photo K ALMAR

“One important energy aspect that seems almost totally ignored by the industry is energy consumption by reefer containers,” he specifies. “In many ports, refrigerated container throughput is growing faster than that of regular dry vans. Reefers in the yard account for a very large share of the total terminal electrical consumption. The situation is similar for on board container vessels. For its own benefit, the industry should address this urgently.”

Van Beemen adds that while ports and terminals are becoming more sustainable, much more needs to be done at the waterside and landside. He sees similar landside transport sustainability problems all over the world.

“Typically, the city expands because of the success of the port, which then chokes the landside transport corridors of the port. As a result, large flows of hinterland traffic have to find their way through urban areas, which seriously affects the quality of life in those areas.

The most poignant examples are found in the developing world. So a shift towards more sustainable landside transport with lower impact along the transport corridors is a great challenge.”

Kalmar and Global Service to develop a

diesel-LNG powered reachstacker Kalmar has started a project for the engineering and development of a reachstacker prototype XVLQJ GXDO IXHO WHFKQRORJ\ GLHVHO DQG OLTXHĺHG natural gas, LNG). Kalmar acts as the primary external industrial partner in a pilot that is part of the EU-funded Greencranes project aimed at reducing greenhouse gas emissions at container terminals.

To achieve this ambitious and visionary project, Kalmar has joined forces with Global Service, the leader of the pilot and a loyal Kalmar customer.

Kalmar and Global Service have been working closely on the creation of this prototype, which is H[SHFWHG WR GHOLYHU VLJQLĺFDQW UHVXOWV LQ WHUPV RI environmentally-friendly operation.

The pilot and demonstration are based on the adaptation of a Kalmar reachstacker to a motorisation for reducing the environmental impact and the energy consumption.

KALMAR GLOBAL

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Vision

text JUKK A L AURIMO photos SHUT TERSTOCK, K ALMAR

A close service partnership Kalmar Maghreb provides technical services for Morocco, the Maghreb region and the whole of French-speaking Africa from its base in The Port of Casablanca.

A local presence, service capabilities and secure operations are vitally important to clients in Morocco, where ports and other infrastructure are constantly developing.

14

KALMAR GLOBAL

The Port of Casablanca is one of the largest in Africa and among the biggest DUWLĺFLDO SRUWV LQ WKH ZRUOG

K

almar’s Maghreb service is headquartered in the Casablanca seaport terminal in the city that has developed from a small Atlantic coastal town into a modern industrial metropolis.

Perhaps for many people their image of Casablanca stems from the classic film of the same name, but Morocco and its largest city have moved well beyond that impression. Today, the Port of Casablanca and the city itself are vibrant and constantly evolving.

Development of the modern seaport in Casablanca started in 1906 when the first plans for new docks were presented. In 1913, the French company, Compagnie Marocaine, was named to carry out the final construction work. In summer 2013, the centenary of that event was commemorated with various celebrations that included history exhibitions and conferences.

Casablanca, with a population of 4.5 million, is the largest city in Morocco, and one of the most important cities and industrial zones in Africa. The Port of Casablanca is one of the largest on the continent and among the biggest artificial ports in the world.

Kalmar Maghreb service company has been present in Morocco since 2009 when Cargotec bought a local service business. It now employs 74 people, mainly technical staff, and provides technical services to customers in Morocco, Maghreb and beyond.

“Basically our operations cover all of French-speaking Africa,” says Eduardo Prat, Vice President, Kalmar South Europe, Middle East and Africa. This large area encompasses very different countries from Tunisia in the east to the Republic of Congo in the south, where French-speaking technicians are required.

Bidding big on infrastructure Morocco weathered the turmoil of the Arab spring that shook the region in 2011, apart from demonstrations that led to some constitutional changes. This political stability has made Morocco attractive to foreign investors and allowed for development to continue.

Logistics infrastructure changes constantly, and the ports of Casablanca and Tangier are developing fast. The Port of Casablanca has two container terminals with a third under construction. A new terminal to handle and export produce was recently added.

In addition to container traffic, the port also handles bulk cargo. Morocco’s most important resource and bulk product is phosphate, with an annual capacity of 18 million tons. Morocco is estimated to have the world’s largest reserves of phosphate.

“In the North, phase 2 of The Port of Tangier development project is under way, and logistics platforms are being built near KALMAR GLOBAL

15

the main cities,” says technical manager Cédric Demares from Kalmar Maghreb.

The Port of Casablanca concentrates on import and export cargo handling, while Tangier is an important east–west passenger and cargo gateway between Africa and Europe with several regular ferry routes that cross The Strait of Gibraltar.

A high speed train connection is being constructed to link Casablanca and Tangier. When it is completed, scheduled for 2015, it will become the first high speed rail connection in Africa and will cut the travel time between the two cities by half.

We chose Kalmar Care because of their proven reliability and ability to react.”

A close partnership

“In Casablanca we dedicate 100 percent of our time to client service operations, such as, preventive and corrective maintenance from our own workshop,” explains Eduardo Prat.

Kalmar has other workshops located near its clients in other Moroccan port cities, such as, Tangier and Agadir, and Kalmar Mahgreb dispatches highly skilled technicians to other countries like Benin, Ghana and Tunisia.

Céderic Demares has 15 years experience with cargo handling solutions. He worked previously with Cargotec in the Indian Ocean region, in Madagascar and Mauritius planning and installing technologically advanced cargo handling solutions. He has been with Kalmar in Casablanca since 2011.

“We have several maintenance contracts with our main customers which requires a daily presence of our technical people.

In this way, we can best respond to our clients’ needs and requests,” says Demares.

The service contracts cover all basic cargo handling equipment from different manufacturers. “We also have some industrial projects starting up in Morocco, such as, the Renault Dacia factory in Tangier,” says Demares.

A reputation for excellence Kalmar Maghreb provides services in Casablanca for two major port operators, Somaport and Marsa Maroc.

Somaport is part of Terminal Link SA, a subsidiary of the French shipping giant CMA CGM. Somaport operates two terminals, one for containers and one for general and bulk cargo.

16

KALMAR GLOBAL

The container terminal has an annual output of 300,000 TEU and the general cargo terminal handles more than one million service units. Somaport uses ship-to-shore (STS) cranes, rubber-tyred gantry (RTG) cranes and terminal tractors as well as forklift trucks. To keep them running Somaport chose Kalmar as a partner with a full service contract that includes 24/7 technical support.

“We chose Kalmar Care because of Kalmar’s proven reliability and ability to react,” says Somaport General Manager Christophe Cassange.

Somaport works in three shifts. Their container terminal closes only during the night shift on Sundays and on some national holidays. This constant workload means that well-planned and wellexecuted maintenance and minimal machinery downtime are key factors to business success.

“There is a lack of skilled technicians in the Casablanca area, so an important factor for our cooperation with Kalmar is their technical expertise,” explains Cassange.

Another major port operator, Marsa Maroc, also relies on Kalmar with a full service contract. Marsa operates in nine ports in Morocco, and in Casablanca they have terminals for container and RoRo traffic, as well as ore and multipurpose terminals. In Casablanca alone, Marsa handles annual container traffic of over 600,000 TEU. Marsa also won a new contract for the Tanger-Med phase 2 container terminal.

Kalmar provides Marsa with a dedicated technical team that works around the clock to keep their straddle carriers, terminal tractors, forklifts and other machinery in perfect condition.

Gaining ground in Algeria In the Maghreb region, Kalmar was recently awarded an order for 25 reachstackers with the Algerian port procurement company, Groupement D’Interêt Commun Des Entreprises Portuaires (GICEP). These new Kalmar reachstackers will be operating in five major ports in Algeria, from Annaba to Ghazaouet starting from December 2013.

Productivity and high performance equipment were important factors for the Algerian port operator. “But we were particularly impressed with the strength of their locally based service team,” says Saidi Mabrouk, General manager at GICEP. “Our business is expanding and we need to have a partner that can deliver high performance equipment and provide us with round the clock back-up. That’s exactly what we get from Remora. We look forward to receiving the equipment as soon as possible and integrating them into our fleet,” he adds.

Kalmar Care is tailor-made If Kalmar made suits, they would come in all shapes and sizes and all tailor-made. ince Kalmar Care is all about maintaining and perfecting cargo handling equipment and processes for diverse customers, contracts also need to come in different shapes and sizes.

Maintenance services suit best when they are tailored to match each client’s VSHFLÄşF QHHGV QR PDWWHU KRZ GLIÄşFXOW WR ÄşW WKH\ PD\ EH For this reason, Kalmar recently launched Kalmar Care: four different types of contracts that include several service modules. “Kalmar Care is a modularised concept which brings the necessary building blocks that provide customer VSHFLÄşF VROXWLRQV (YHU\WKLQJ VWDUWV with analysing the client’s situation,â€? says Kari Mattila, Director, Service Contracts, Kalmar.

One of the contracts is Support Care, which is aimed at clients who require additional support for their existing maintenance processes. In this contract, skilled labour, spare parts and materials are provided promptly when needed.

With Essential Care, agreed planned maintenance work is done proactively by Kalmar. This continual care and support helps to keep machines in perfect condition and purring along without delays.

Complete Care integrates all maintenance and material management with customers’ own processes. Typically, it covers preventive and corrective maintenance operations agreed upon.

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Optimal Care improves customers’ overall business performance by utilising Kalmar’s maintenance processes and tools. Kalmar guarantees service performance as well as equipment availability within agreed conditions. “All this means that customers will have optimal availability of their ÄťHHW DV ZHOO DV D PRUH VROLG ÄşQDQFLDO base and they can better manage risks, and reduce the amount of capital that is tied up,â€? says Mattila. â€?An important aspect to remember LV WKDW FXVWRPHUVp ÄťHHWV XVXDOO\ have equipment from different manufacturers. We support all cargo handling brands, so the customer only has one contact point for PDLQWHQDQFH ZKLFK VLPSOLÄşHV WKLQJV r he adds.

With a modular approach, each contract is built from different service modules, such as, technical services or spare parts management. The modular approach gives greater depth and scope to cover other business aspects, including training and ÄşQDQFLDO VHUYLFHV The availability management module takes equipment utilisation to a whole new level by adding such services as maintenance planning.

Kalmar can even provide skilled labour for operating machinery. “The increasing automation of equipment requires new technical skills and developing those skills will translate into faster deployment and greater success,� says Mattila.

KALMAR GLOBAL

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text ROGER MOGGS photos CHRISTOPHER BAILEY 18

Kalmar terminal tractors

roll into action

“Our primary objective was to BQD@SD RTEjBHDMS B@O@BHSX SN G@MCKD GHFG UNKTLD SQ@EjB PTHBJKX @MC QDKH@AKX t

at the Port of Jersey

KALMAR GLOBAL

J

ersey, one of the Channel Islands, sits in the Bay of St Malo off the coast of northwest France some 140 kilometres from the south coast of England. It has a population of just under 100,000 which swells to 330,000 with the annual number of holidaymakers. Tourism is an important contributor to Jersey’s economy.

The Port of St Helier is the principle marine hub and plays a vital role in keeping businesses on the island going. A strategy of continuous investment has improved the port’s facilities, equipment and services to meet the long-term needs of its customers.

When Solent Stevedores was granted a nine-year stevedore contract from the Port of Jersey in August 2012, one of the company’s first priorities was to ensure that service levels would be maintained and there would be capacity for growth. Another priority was an ongoing commitment to Condor Ferries and their clients, which represent considerable daily RoRo traffic.

“Acquiring the Port of Jersey contract was a tremendous achievement for us,” says Ian Jacobs, Managing Director of Solent Stevedores. “Our primary objective was to ensure sufficient capacity to handle high volume traffic quickly and reliably for our clients. Kalmar has always had a good, solid and dependable reputation.

We had used their forklift trucks at other locations and found their performance to be very impressive. The decision to turn again to Kalmar for the Jersey tender was clear.”

Jacobs says, “Because the berthing schedules at the port are critical, we had to ensure there would be sufficient capacity to handle the traffic efficiently. We wanted equipment that does the job the first time, every time, and were impressed with the reliability of the 4x4 TR618i. It also features a tight turning circle of 21', which improves manoeuvrability. We had speed controls installed in the vehicles so the movements would be controlled and safe. Our drivers really like them and when you’re making such a significant investment, that’s a very important factor.”

Jacobs believes in building business partnerships, and although they considered other suppliers, Kalmar was the clear winner because of their collaborative approach.

We wanted equipment that does the job SGD jQRS SHLD DUDQX SHLD

Critical berthing schedules Ultimately, the solution to meet these goals was the acquisition of five Kalmar TR618i terminal tractors, which typically work a 6am to 7pm shift, driving trailers on and off daily ferries and freighters. The TR618i is renowned for its reliability, its operational efficiencies, and a reduction in maintenance costs.

Assisting every step of the way “Kalmar assisted us every step of the way. Their consultative style was very helpful and the technical team in Finland worked closely with us to help customise the equipment. It was an excellent experience from start to finish.”

Kalmar terminal tractors can easily be adapted to meet the various needs of cargo handling in ports and terminals. They can handle semi trailers, terminal trailers for containers and roll trailers with goosenecks.

For RoRo handling, the Kalmar 4WD heavy duty tractors have high traction for easily climbing steep ramps and performing tight turns on slippery decks.

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text SILJA KUDEL photos SÉBASTIEN ARTS

More than the sum of our parts Kalmar Parts & Logistics delivers over 100,000 orders for parts annually, taking “stop” out of customers’ vocabularies. arly one morning last April, a major sawmill called up Christoph Greier, Parts Manager at Cargotec Austria GmbH in Klagenfurt, asking for help with the broken special drive shaft in one of their 16-tonne forklifts.

The machine was critical to production, so it was urgent to get it up and running as quickly as possible.

“The next problem was that this particular universal drive shaft was a special model and wasn’t available at the central warehouse, so I called our parts sales contact in Ljungby, Sweden, and asked him to source the part straight from our production lines,” says Greier.

By 2.00 pm, Greier was told that the part was available and would be dispatched the same day. The following morning the customer called to thank him – the forklift was humming along like new again.

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Getting it there faster

Well-greased wheels

As handy as possible

When a customer calls Kalmar frontlines with a problem, big or small, a fine-tuned procedure is instantly set in motion to get the needed parts to the customer ASAP. The customer usually gives the reference number of the part over the telephone, although, parts can also be ordered online.

Kalmar then checks the availability of the part among its stock of hundreds of thousands of available items in its worldwide network of inventories. The order is filled, packed up and dispatched to the customer – day or night, 24/7 – using the route the customer chooses.

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KALMAR GLOBAL

Kalmar’s dispatch system is integrated with leading freight forwarders to ensure maximum speed. Sameday dispatch is standard for most items, and the part is assembled by a Kalmar mechanic, if needed.

In the rare event that a part is out of stock, the team contacts the producer, sales teams or factory, making special arrangements to have it produced and shipped out as quickly as possible. Tracking a part includes checking with other customers to whom the items have been shipped earlier.

“Our core mission is to minimise downtime and ensure that parts are available for any machine anywhere in the world, whether it is 30 years old or one that was delivered yesterday,” says Anders Edén, Manager of Parts & Technical Services, Counterbalanced Equipment.

Our core mission is to minimise downtime and ensure that parts are available for any machine anywhere.

When the part arrives on the customer’s doorstep, it happens with such ease that you would scarcely guess how much behindthe-scenes planning was involved. Kalmar carefully maps out the shipments, bundling each inventory for optimum availability.

The logistics team identifies the best geographical location in which to store inventories using

1

3

2

4

We constantly analyse machine populations and transactions to ensure that the right parts are optimally stocked in the right locations as close as possible to our customers.

1

Large parts are packed in sturdy boxes.

3 Small parts are stored in bins on three levels.

2

Glass parts are stored vertically in racks.

4

Stock locations are based on careful analyses.

KALMAR GLOBAL

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1

2

Kalmar stocks hundreds of thousands of spare parts in its warehouses globally. .DOPDU GHOLYHUV RQO\ SXUSRVH EXLOW SDUWV WKDW IXOĺO WKH VWDQGDUGV DQG VSHFLĺFDWLRQV RI WKH RULJLQDO equipment.

2

1

The Parts team gives feedback to make sure after-sales issues are taken into consideration.

sophisticated simulation tools to classify items based on their criticality and history of transactions.

“We constantly analyse machine populations and transactions to ensure that the right parts are optimally stocked in the right locations as close as possible to our customers. It’s not guesswork. It’s all based on careful analyses,” says Edén.

No customer is too small or too big for Kalmar Parts & Logistics.

Kalmar serves both small shops of a couple of machines and large terminal operators who have hundreds of terminals worldwide.

An ounce of prevention Audited by Lloyd’s Register and certified in compliance with both ISO9001 and ISO14001, Kalmar Parts & Logistics adheres to the strictest standards of quality.

“Kalmar delivers only purpose-built parts that fulfil the standards and specifications of the original equipment. We never take risks with unknown components. We take pride in delivering quality material as well as employing processes of the highest quality,” says Hans Jansson, Vice President, Parts & Logistics.

The best way to minimise downtime is, of course, to prevent breakdowns in the first place with reliable design and efficient preventive maintenance.

“There are countless ways we maximise uptime for our customers. It all begins with research and development. The Parts team gives feedback to make sure that after-sales issues are taken into consideration when components are selected,” says Janne Laine, Manager, Parts & Technical Services, Yard Equipment.

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KALMAR GLOBAL

Only a day away A detailed inventory of parts ensures same-day dispatch of most items. A global distribution centre is located in Metz, France.

1RUWK $PHULFD DQG WKH $VLD 3DFLĺF UHJLRQ have their own central distribution centres.

Europe is served by the major warehouses in Metz, France; Stockholm, Sweden; and Tampere, Finland. Parts are also available through a network of over 40 frontline warehouses and numerous local warehouses.

Print your own spare parts When asked to name the most influential trend in the parts business today, Laine has a quick response – globalisation.

He says that customers are becoming bigger, but the competition is also growing. Information on pricing and availability is up 24/7 via web tools. “Customers have a global view and can compare who is the most competitive,” says Laine.

In response to this shrinking and ever more competitive world, Kalmar Parts & Logistics has recently rolled out a centralised resource management system to enhance its service performance and gain better visibility of its global customer interface and network.

Jansson concludes by sharing an intriguing prediction for the not-too-distant future: “With 3D printing becoming more versatile, the design of components and the logistics of delivery are undergoing major changes.”

This could augur a new trend – localisation. Only time will tell whether we’ll soon be cranking out spare parts from our own 3D printers.

Product

Heavyweight champion

text K ARRI KESKINEN photo K ALMAR

Kalmar’s heaviest terminal tractor range features the highest capacity in the market for heavy industry, RoRo and trailer train operations.

The Kalmar TR626i is made for heavy operations, and the Kalmar TR632i has been designed for extra heavy needs – no other terminal tractor can handle more weight with its up to 50 tonne lift capacity and 320 tonne gross combination weight.

Introduced in late 2012, these new machines, appropriately called Sumo, have been well received in the major markets for heavy industrial terminal tractors.

“We are very pleased to see the level of interest for the new Sumo series. It’s delightful to get confirmation from our customers that we have successfully turned the market requirements into product solutions that are exactly right. So far, customers in Austria, Belgium, Finland, Russia and Sweden have been the most active in placing orders for Sumo models,” says Chris Booth, Vice President, Terminal Tractors.

With handled cargo per movement getting heavier, the demands on engine power have increased. Many customers have indicated that they are especially satisfied with Sumo’s high performance. The powerful, yet highly environmentally-friendly Volvo D13 engine complies with stage IIIB European emission standards for new off-road diesel engines.

The Russian Novorossiysk Commercial Sea Port (NCSP) offers a full range of stevedoring

services and handles a large variety of cargo from oil, bulk and metals to containers. The port expects to be moving heavier loads in the future and this is one of the main reasons why it has ordered new Kalmar TR626i tractors. Igor Pashchenko, Deputy Technical Director at NCSP says, “We aim to be moving more cargo per one transfer and achieve higher productivity. For example, instead of one metal slab of 35 tonnes, we would be loading the trailer with two slabs with a total weight of 70 tonnes. Sumo tractor’s key benefits – durability and reliability – are of utmost importance for us.”

High productivity To optimise uptime in heavy handling, Sumo was developed on the proven heavy terminal tractor series platform. The new heavy-duty frame and chassis were specially designed for the new models to take the most demanding loads.

High quality components also ensure reliable operation.

One of the main targets was to lower the total cost of ownership by optimising the ease of maintenance. Regular maintenance is easy, as there is direct access to many service points at ground level. The sophisticated diagnostic system through the market-leading CAN-Bus vehicle control helps to stay on top of maintenance needs.

Key features + Lifting capacity of up to 50 tonnes and 320 gross combination weight for TR632i + CAN-Bus vehicle control technology for improved diagnostics + New unrivalled strong frame and lift boom design allowing for +/- 10º lateral inclination NE SGD jESG VGDDK @CITRSDC by two double acting lift cylinders and controlled from the cabin + Powerful Volvo D13 engine complying with stage IIIB EU emission standards + Spacious air-suspended cabin with improved comfort and visibility, 180º degree turntable seat + Leaner overall layout and easy ground-level access to regular service points, cabin tilt to 60º

Kalmar news Autumn 2013

Kalmar reachstackers winning in China Shanghai International Port (Group) Co., Ltd. (SIPG), the exclusive operator of all the public terminals in the Port of Shanghai, is a long-time .DOPDU FXVWRPHU },Q $SULO .DOPDU ZRQ DQ RUGHU IRU XQLWV IRU LWV subsidiaries, mainly reachstackers and empty container handlers, and later on, two more units were awarded to Kalmar.

Incorporated in January 2003, SIPG is a large-scale business conglomerate specialised in port operations and related businesses. It operates 125 berths on a total quay length of around 20 kilometres – 82 of these berths can accommodate vessels of 10,000dwt class or above.

In addition to container terminals, SIPG owns public bulk, breakbulk, specialised RoRo and cruise terminals. SIPG operates warehouses with a total area of 293,000m2, storage yards with a total area of 4,721,000m2, and owns 5,143 units of cargo handling equipment. } )XUWKHUPRUH LQ FROODERUDWLRQ ZLWK .DOPDUpV ORQJ WLPH DJHQW +RL 7XQJ +RQJ .RQJ .DOPDU ZRQ DQ RUGHU IRU ÄşYH .DOPDU UHDFKVWDFNHUV IRU 7LDQMLQ 3RUW ,QWHUQDWLRQDO /RJLVWLFV 'HYHORSPHQW &R /WG } 7KH DJUHHPHQW ZDV formally signed in July 2013.

Booms extended in Buenos Aires Kalmar engineered boom extensions on two ship-to-shore (STS) cranes operated by Terminales Rio de la Plata (TRP) at the Port of Buenos Aires, Argentina. The project that took just seven months to complete demonstrates Kalmar’s ability to undertake a highly complex engineering procedure for any brand of STS crane.

TRP, a DP World Container Terminal business, handles 800,000 TEU annually. It is now gearing up for the arrival of substantially larger container vessels, some with capacities of up to 18,000 TEU. This required the STS crane boom geometry to be adapted and extended from 45 metres to 51 metres. “STS boom extensions are complex projects, demanding the highest levels of technical expertise and team work. Increasing operational throughput is critical to us. Raising the capacity of existing cranes, together with safely extending their working life, provides an excellent solution and return on the investment.

Being a manufacturer, Kalmar demonstrates an excellent understanding of the critical technical considerations and can, therefore, deliver a really effective solution in the minimum time IUDPH :H DUH H[WUHPHO\ VDWLVĺHG ZLWK .DOPDUpV service,� says Eugenio Calcabrini, TRP Engineering Manager.

Gloria boosts your productivity Kalmar’s ‘G’ generation of reachstackers was launched in June 2013 at TOC Europe, Rotterdam, with the unveiling of “Gloria�.

The new machines build on the success of WKH SURYHQ}o)p JHQHUDWLRQ ZKLOH DFKLHYLQJ whole new levels of productivity and operator safety.

To learn more, visit kalmarglobal.com/Gloria or contact us at Kalmar@kalmarglobal.com.

24

KALMAR GLOBAL

TraPac orders more automated Kalmar equipment The leading terminal services provider, TraPac, Inc., has ordered 17 more automated stacking cranes and 11 automated straddle carriers for its Los Angeles, USA operations. Kalmar has earlier supplied TraPac with ten automated stacking cranes and 17 automated straddle FDUULHUV 7KLV ZDV LWV ÄşUVW ODUJH DXWRPDWLRQ RUGHU LQ WKH Americas region and demonstrates Kalmar’s ability to deliver a total solution including both hardware and software. “The integration of the terminal systems is vital to us and working with a single integrator, such as, Kalmar is critical to ensuring accurate, reliable and timely project realisation and RSHUDWLRQV :H DUH FRQÄşGHQW ZLWK .DOPDUpV H[SHULHQFH LQ both automated stacking cranes and automated horizontal transport,â€? says Scott Axelson, Vice President, Planning & Development at TraPac. The terminal is expected to be partially opened for commercial operations in spring 2014. TraPac is a subsidiary of the Tokyo based company Mitsui OSK Lines.

Kalmar’s new forklift goes to North America Kalmar has proudly launched its latest range of forklift WUXFNV LQ 1RUWK $PHULFD 7KH '&* UDQJH LV SDUW RI Kalmar’s new ‘G’ generation of counterbalanced equipment with capacities ranging from 20,000 to 40,000 pounds WR NLORV ,W GHOLYHUV LPSURYHPHQWV LQ IXHO HIÄşFLHQF\ VHUYLFHDELOLW\ DQG HUJRQRPLFV ZKLOH DOVR UHGXFLQJ the environmental impact.

The Canadian company Canfor, one of the world’s largest producers of sustainable wood building solutions, has played a crucial role in developing the new forklift. q,Q D SURGXFWLRQ RULHQWHG HQYLURQPHQW OLNH RXUV WKHVH WKLQJV are moving all the time and equipment downtime is a killer,� says Bruce Wendt, Canfor’s mobile shop supervisor. “If you put the right piece of equipment into the job, downtime VKRXOG EH QRQ H[LVWHQW r

Making a move in South Africa .DOPDU UHORFDWHG ĺYH VKLS WR VKRUH 676 FUDQHV IRU 7UDQVQHW 3RUW 7HUPLQDOV 737 LQ 'XUEDQ 6RXWK $IULFD 7KH FUDQHV ZHUH moved to help streamline operations at the port and to facilitate WKH UHIXUELVKPHQW RI WKH HTXLSPHQW WR LQFUHDVH HIĺFLHQF\ Durban is one of Africa’s largest container terminals with 59 effective berths and one of the busiest terminals in the southern hemisphere with container throughput continually increasing.

The project required the movement of Noell and Liebherr STS FUDQHV EHWZHHQ WKH (DVW DQG 1RUWK 4XD\V XVLQJ VHOI SURSHOOHG hydraulic platforms and transport beams. The project was the ÄşUVW RI LWV NLQG LQ 6RXWK $IULFD “Our Crane Services team located in Algeciras, Spain, has developed highly specialist solutions for STS crane WUDQVSRUWDWLRQ GHVLJQ UHODWHG PRGLÄşFDWLRQV DQG PDMRU VWUXFWXUDO refurbishment work. Kalmar’s expertise is now regularly called upon for all types and brands of cranes,â€? says Eduardo Prat, Vice President Kalmar South EMEA.

Exhibition calendar 2014 25–27 Feb. 27–28 March 1–3 April 22–25 April 19–23 May 24–26 June 2–5 Sep. 5–8 Oct. 14–16 Oct. 23–24 Oct.

/RJLPDW á Stuttgart, Germany 12th ,QWHUPRGDO $IULFD 1RUWK á Lagos, Nigeria ,QWHUPRGDO 6RXWK $PHULFD á Sao Paulo, Brazil 7UDQV5XVVLD á Moscow, Russia &H0DW á Hannover, Germany 72& (XURSH á London, UK 75g 7(.1,. á Gothenburg, Sweden 1DYLV :RUOG á San Francisco, USA 72& $PHULFDV á Cartagena, Columbia 12th ,QWHUPRGDO $IULFD 6RXWK á Durban, South Africa

Subject to changes. For all local and global events where you can meet us, please visit kalmarglobal.com.

KALMAR GLOBAL

25

text JUKK A VISK ARI Based on interview of EELCO DE L ANGE, K ALMAR CRANE SERVICES, DIRECTOR, STRATEGY AND OFFERING

step by step

Extending STS cranes

Demand for heightening ship-to-shore (STS) cranes is higher than ever. The prevailing trend to reduce transport costs with new higher and wider container ships is further boosted by the enlargement of the Panama Canal, set for completion in 2015. almar has the know-how and global capability to heighten any brand of STS crane. Typically, the lifting height is increased up to four container heights. When required, the crane’s reach can be extended simultaneously. Total cost and delivery time is a fraction of that of a new STS. .DOPDU DFTXLUHG D VLJQLÀFDQW 6SDQLVK FUDQH refurbishment and maintenance company, Mareiport, with a 25-year-history in May, 2013. The resulting new competence centre for southern Europe, the Middle East and Africa makes Kalmar a truly global player in STS heightening, along with its competence centres in Asia, Northern Europe and North and South America. In 2013, Kalmar has performed STS heightenings or boom extensions for customers in Argentina, Belgium and Spain among others. All in all, Kalmar has heightened or extended nearly 100 STS cranes globally.

Detailed engineering

K

Kalmar makes detailed design and engineering calculations of the crane structure. The heavy OLIWLQJ VROXWLRQV DUH GHÄşQHG DQG fabrication drawings produced.

Everything takes place in-house at Kalmar or in close cooperation with its crane engineering partners. %DVHG RQ WKH ÄşQDO IDEULFDWLRQ drawings and solution to jack-up and relocate the crane, local subcontractors are chosen.

STS relocated ,Q PRVW FDVHV WKH UHÄşWWLQJ RI WKH 676 ZRXOG block daily container terminal operations. Its transfer to a separate work site, normally within a one kilometre radius, is a delicate process. .DOPDU PDNHV WKH UHTXLUHG FUDQH PRGLÄşFDWLRQV DQG WUDQVSRUWV LW XVLQJ KHDY\ OLIWLQJ HTXLSPHQW

1

PLANNING Feasibility study

Budget proposal

Kalmar analyses the existing 676 FUDQH DQG FKHFNV various key issues, such as, stiffness, strength, stability and wheel loads based on the customer’s upgrade UHTXLUHPHQWV DQG RQVLWH inspections.

A broad outline of the SURMHFW LV GHÄşQHG DQG the customer receives a budget proposal. If the customer decides to proceed, the budget is allocated.

Detailed engineering Kalmar, or the FXVWRPHU GHÄşQHV WKH WHFKQLFDO VSHFLÄşFDWLRQ and detailed scope of work for tender documents.

Final proposal and order Based on the detailed scope and VSHFLÄşFDWLRQV .DOPDU PDNHV D ÄşQDO TXRWDWLRQ ,Q PRVW FDVHV it includes options, such as, modernisation of the electrical system, extension of the boom length and crane lifetime extension (see Crane lifetime extension.)

1RUPDOO\ LW WDNHV RYHU D \HDU IURP WKH IHDVLELOLW\ VWXG\ WR WKH ÄşQDO SURSRVDO GHSHQGLQJ RQ WKH FXVWRPHUpV LQWHUQDO SURFHVVHV 26

KALMAR GLOBAL

Crane lifetime extension Heightened cranes are normally between 5 to 15 years old. The average STS lifetime is around 25 years, depending on the number of annual lifting moves.

Choosing to extend the lifetime of a crane while heightening it means the customer can ride the investment over a longer time.

Analysing crane loadings determines the weak points where cracks are likely to form, or small cracks may have emerged. Reinforcing these locations can increase STS lifetime by around one to two million moves. A normal STS crane is designed to withstand 1 to 4 million moves.

,@HM GNHRS LNCHjDC

Portal structure reinforced

The hoisting ropes in the main hoist that run in the cable drums atop the crane are replaced to suit the new hoisting height.

Sometimes the drums need replacing to allow for an extra length of cable.

New portal beams, diagonal beams or local strengthening material in the portal structure are added to maintain the right stiffness for comfortable operations and reinforce the structure to withstand increased loads. Elevators and stairs are heightened by as much as the crane, and the cables for the power connection DUH PRGLĺHG DV QHHGHG

Boom lengthening Where vessels loaded and unloaded get wider, the boom length can be increased. Around a quarter of customers require this. Boom hoisting, trolley travelling and forestays may also QHHG PRGLĺFDWLRQ

Crane jacked up The crane structure is reinforced to withstand the forces exerted during jacking up, and additional supporting material is welded to the jacking points. The jacking tool is shipped to the port and assembled. The crane is jacked up safely and quickly by a specialist crew of up to six engineers in only one day, a couple of metres above the gantry, and four new columns for the extension are installed.

Crane relocated back into operations

2 Adding ballast weight Depending on the crane’s stability after the increase of height and boom length, a ballast weight may have to be added to the structure.

The crane is relocated back into operations and the cable reel is reconnected.

PERFORMANCE UPGRADE Final commissioning and handover Adding gantry wheels Depending on the wheel loads after the upgrade and allowable quay loads, the number of wheels is sometimes increased to reduce wheel loads.

3

The crane is given extensive testing and commissioning protocol reviews.

The fully functional and safe STS is delivered to the customer.

The entire project including options is normally completed within 6 to 10 weeks.

KALMAR GLOBAL

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text LEENA L AVONIUS photos JOHN PEARCE’S HOME ALBUM

Still going strong After helping lift Australian businesses ENQ LNQD SG@M jUD CDB@CDR )NGM /D@QBD RSHKK KNNJR ENQV@QC SN FNHMF SN VNQJ DUDQX C@X

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ohn Pearce is a forklift sales specialist with Pacific Materials Handling, one of Kalmar’s primary dealers in the AsiaPacific region.

“I have been in this business a long time but it is just as rewarding today as it was when I first started,” John says. “What really keeps me going are the relationships with our customers, helping them find products that are so good they come back to us.”

John started working as an apprentice auto electrician in 1955. His older brother was a sales manager with a forklift company and that sparked his interest in the machines. When his brother needed a new salesman for the forklifts, he turned to his sibling.

“I had never had anything to do with sales, but my brother knew how to talk me into it – the job came with a car. That was the big attraction, but soon I realised how much I enjoyed the work in sales,” he says.

Containers changed everything The year was 1961 and the position involved a move from his native Adelaide to Melbourne, temporarily – or so he thought.

He has lived in Melbourne ever since. His long career has seen huge changes in the forklift industry, especially in the area of cargo handling that has been his main focus.

“In the early 1960s when I started out in sales, most of the 28

KALMAR GLOBAL

1

forklifts were used in the timber industry.

Loading and unloading ships was still done using manual labour. It required large crews daily and each ship obviously took a long time on the wharf.”

All that changed quickly when shipping companies started to use containers for moving the cargo, which speeded up the process and dramatically reduced costs.

“Modern waterfront operations are extremely efficient. Cranes lift the containers in and out of the ships and they are moved and stacked using forklifts. Big ships are ready to leave the wharf in just a matter of days,” John describes.

Heavy lifting is smart business The move to container cargo has meant the sheer number of forklifts in ports and terminals has grown rapidly, and forklift manufacturers have also adapted to the changes. While forestry companies in the 1960s needed machines with a capacity of 7–8 tonnes, nowadays a forklift on the waterfront can lift 32 tonnes, the maximum load allowed on Australia’s roads.

“The machines have obviously got much bigger and much more powerful, and they are also much more sophisticated.

The technology is very advanced,” John says.

“Heavy lifting is a smart business. A modern forklift is designed to be comfortable for the operator because they are required to put in long hours.”

2

More machines SN RH@ /@BHkB Earlier this year Kalmar was awarded D PDMRU RUGHU IURP 3DFLĺF 0DWHULDOV Handling. The Australian Kalmar dealer bought 20 reachstackers and 20 forklift trucks. The equipment is destined for ports and terminals in the whole Asia 3DFLĺF DUHD The Kalmar DRT 450 reachstackers have been designed for customers in the region. They provide a new level of stability and manoeuvrability and can VWDFN p r FRQWDLQHUV XS WR ĺYH GHHS The Kalmar DCG160-6 forklift trucks are suited for industrial uses and stevedoring with a capacity of 16 tonnes.

The new Kalmar EGO cabin was a major factor as it is designed for higher productivity and offers the latest safety features. New electric and hydraulic systems also aim to deliver a better environment for the driver as well as lower lifetime operation costs.

1

John and his wife Diane at the Mooney Valley races in 1965 where Diane won the Fashions on the Field.

While the products John sells have evolved over the decades, the fundamentals of the sales process remain the same.

“My job is to make sure the customer is satisfied so the next time they need another forklift, they come back to me.

Building relationships is the basis of the business. Repeat customers are vital to us, and that means our products must be spot on.”

Making the most of every day For many years, one of John’s regular clients was David Hetherington, Managing Director of Pacific Materials Handling. Hetherington bought his first forklift from John in 1989. When offered a chance to work for the company, John didn’t hesitate.

“Kalmar is the world leader in forklifts and it has been expanding rapidly in

2

John Pearce, 76, has no plans to retire.

Australia. We are selling a great product, so it is a very exciting environment to work in,” John says.

One of the strengths of the Kalmar brand in Australia is the back-up and servicing provided to customers. “Our relationships with the customers go well beyond sealing the deal. We are there to make sure they are satisfied with their machine for the long term.”

Going strong at 76, John has no plans to retire. “I don’t see the point of it while I am healthy and fit and I am excited by what I am doing. I’m a keen gardener, but there’s a limit to how much you can improve your garden, and I’ll have plenty of time to do it later,” he says.

“Being able to do something I have enjoyed so much for so many years is absolutely great, and I am making the most of every day.”

KALMAR GLOBAL

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Site

Rough and tough, Texas style Kalmar ramps up commercialisation of its rough terrain material handlers.

K

almar has something special brewing down in Texas. At the Kalmar Rough Terrain Center in Cibolo, the exceptionally robust and durable material handlers, the Kalmar RT240 reachstacker and RT022 telehandler, are rolling off the production line.

These giants were once exclusive to the US Defence Department, but now commercialised versions are being manufactured for the civilian market. The equipment is ideal for oil and gas, remote logistics, mining and other industries.

text RANDEL WELLS photo K ALMAR

One of a kind “The RT240 is truly unique,” says Robert Schafer, Director of Global Accounts for Kalmar RT Center. “It can operate in nearly any terrain.”

A standard reachstacker requires a smooth, relatively level surface to operate. The RT240 can safely operate on grades up to 27 percent with a full load of 26 tonnes.

“The RT240 is built from the ground up according to defence specifications,” Schafer emphasises. “Sturdy and strong, it has many promising civilian applications that include relief work, such as we saw in Haiti after the earthquake.”

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KALMAR GLOBAL

Anyone who can operate a standard reachstacker can work with the RT240. Schafer adds, “With our next upgrade, we will further improve the RT240 controls, making them even easier to use.”

Texas-sized manufacturing The Cibolo site has been operating since 2001, and next year it is taking on Kalmar forklift truck production in North America, with Kalmar’s Ottawa facility in Kansas focusing on terminal tractors from now on.

“Cibolo is a great location for high quality production at reasonable costs,” explains Schafer. “If Texas were a country, it would be one of the world’s largest and most stable economies.”

The Kalmar RT Center has 160 employees and includes five buildings on 5.5.hectares. Rough terrain vehicles, such as the RT240, are not built anywhere else. There is no comparable vehicle even on the civilian market.

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31

You can always reach higher when you stand on a few decades of experience.

Meet Gloria.

Our new reachstacker is the result of all the years of experience we’ve gathered ever since we pioneered the world’s first commercial reachstacker.

Now we’ve taken it a step further, increasing efficiency and reducing downtime.

Because the most important thing we’ve learned through all these years is that it all comes down to one thing: keeping your business on the move, no matter what. To learn more visit www.kalmarglobal.com