kalmarglobal.comGlobalKalmar

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agazine 2/2014

Getting the job done

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

kalmarglobal.comCusto

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agazine 2/2014

Port Otago straddlecarrier driver Gene Cartyis impressed with the newKalmar straddle carrier

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Contents

www.kalmarglobal.com/about-us/people-careers/

Improved operator experience means better visibility and ergonomics, improved safety, more space and comfort, as well as better performance.

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Editorial

Olli IsotaloPresident, Kalmar

Whatever your safety measures and policies are, a

container port can be a dangerous place to work. The more

interaction there is between human beings and machines,

the higher the risks. Most container operators have put

safety at the top of their daily agenda. And so have we.

In this issue of our magazine we are discussing safety from

several viewpoints. As a company, we have set the most

stringent standards to our own operations. We also have

excellent examples of how to improve machine safety by

introducing new innovations, such as the Kalmar Personal

Proximity System that alerts reachstacker operators about

potential obstacles in their operating area, or the new

ergonomic EGO cabin with better visibility and improved

driver experience. We are also consulting and training our

customers to introduce safety management systems, which

will have a positive impact on safety rates.

The most effective impact on a safer working environment

can be achieved through automation. Even partial

automation of certain terminal processes can improve

safety incrementally. We have seen that investments in

automation have resulted

in excellent safety records.

Patrick’s terminal in Brisbane

is a good example of this.

At the same time we have seen

that safety and cost savings

do not conflict with each

other. In fact, they go hand

in hand. Savings are achieved

by reducing lost working hours and days because of fewer

accidents, fewer compensation claims and so on. But what

is even more important, a safe working environment helps

improve productivity indirectly by combining the interests

of all the people working in the terminal.

Ultimately, an investment in safety is always an investment

in the bottom line.

Safety impacts the bottom line

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

Maintenance outsourcing can have a huge impact on the bottom line

End-to-end automation helps streamline container operations

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

Striving for safety

New generation straddle carriers offer safety and comfort

Gloria keeps you out of harm’s way

Heléns Rör moves heavy loads with high precision

The world’s most powerful reachstacker

News from around the world

Relocating a crane is a job for experts

Kalmar Ottawa is committed to innovation

LA Department of Water and Power keeps the region watered with Kalmar lift trucks

Kalmar offers the widest range of cargo

handling solutions and services to ports,

terminals, distribution centres and to

heavy industry. Kalmar is the industry

forerunner in terminal automation and in

energy efficient container handling, with one in four

container movements around the globe being handled

by a Kalmar solution. Through its extensive product

portfolio, global service network and ability to enable

a seamless integration of different terminal processes,

Kalmar improves the efficiency of every move.

www.kalmarglobal.com

Kalmar Global is Kalmar’s customer magazine.

Publisher: Kalmar, part of Cargotec, Porkkalankatu 5,

FI-00180 Helsinki, Finland. Editor-in-chief: Maija Eklöf

(kalmar.communications@kalmarglobal.com) Managing

Editor: Sirpa Marttila Editorial Board: Nicola Anderson,

Karri Keskinen, Robbert Lohmann, David Malmström,

Annelies Nentjes, Cecilia Lo Greco Laustsen, Tiina Tausta,

Shushu Zhang Layout and production: Zeeland Cover:

Kalmar Printed by PunaMusta. The opinions expressed by

the authors or individuals interviewed do not necessarily

represent the views of Kalmar.

text

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Driver

The Port of Otago has two Kalmar diesel-electric straddle

carriers in its 18-strong fleet, which Gene describes as

“innovative” and “doing the job really, really well”.

Loaded with features that make it easier to use, the new

model is kinder to the environment and more cost-effective.

Such benefits as superior visibility, smoother ride and more

comfortable seat are appealing to drivers, Gene says.

The port’s southerly latitude means windows often fog

up in the cold. But not any more. Gene says because the

machine is plugged in overnight the cab is “toasty” warm

in the mornings. “The hush kits make it whisper quiet,

lowering noise levels for nearby residents, especially at

night.”

Safety is a priority at this busy port. Gene says new

sensors mean containers can no longer be dropped onto

trucks, rail wagons or the ground. “It senses how far the box

is off the ground and slows the drop as it gets closer. It also

does the reverse when lifting – moving slowly at first, then

gaining a spurt of speed.”

The Electric Straddle is very efficient. Gene can nip in

under a crane, snatch up a container and start backing out

while the box is still lifting. He also likes the vehicle’s instant

response: gone is the wait for the transmission to engage.

From a training perspective, Gene is impressed that

the transition time required for a driver going from the

existing straddles to the new machines is minimal and very

straightforward. 

The company, too, benefits from the improvements,

as Gene insists the machine is significantly more fuel-

efficient. New on-board technology monitors every aspect

of the vehicle’s movements, alerting Port Otago to driver

behaviour that falls outside accepted norms.

Very clever, next generation and innovative are just some

of Gene’s adjectives for the new Kalmar Electric Straddle.

Job well done

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

Kalmar Care - partnering for outsourcing

Keskinen: Traditionally companies tend to focus on cost savings when considering outsourcing. Lower costs, though, should not be the main driver. Savvy companies think about optimising capacity at the same time because this will have a greater impact on their margins.Hayes: In a recent case, one of our clients calculated that by moving from multisourced maintenance to a Kalmar Care contract, they will save more than 10 percent annually in material costs while at the same time improving equipment uptime. This is because effectively executed maintenance will improve availability, performance and quality.

optimised supply chain. All the indirect expenses for human resources, warehousing and logistics, among other things, become visible. This results

management and allowing more informative decision making.

It is not surprising that today companies are facing increasingly competitive markets and demands for

are looking for ways to sharpen their

However, not everyone realises that maintenance outsourcing can make a

line, say Arto Keskinen, Director, Service Contracts, and Maurice Hayes, Kalmar Service Director in

Keskinen: Changes in the operational environment are typically driving companies to consider maintenance outsourcing as a long-term strategic competitive advantage. Changes can occur, for example, in competitive landscape, technology development and availability of labour.

Keskinen:of all, Kalmar Optimal Care includes guaranteed availability. The second is the cost savings, for example, from capital item management.

Quick access to the latest technology know-how is the third major advantage, especially where technology is rapidly developing. Kalmar offers its partners access to specialist resources for fast-track problem solving, product improvement and life extension. At hand are also resources for development and maintenance,

Keskinen & Hayes: The key is mutual trust and respect, transparency, fairness, and shared management. Kalmar and the customer set up a tiered structure to manage and grow the business partnership based on these values, and to guarantee that the agreement is working as intended.te

xt

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Guaranteed availability

Optimised human capital

Kalmar Care

5KALMAR GLOBAL

to gate From quay

End-to-end automation

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Today’s terminals face an unprecedented

combination of more container traffic, less time

and less space, combined with the need to increase

safety, reduce costs and eliminate mistakes. The

answer to these challenges is end-to-end efficiency. This can

be achieved by Kalmar ASCs which allow for automated

handling both on the waterside and the landside.

Kalmar first introduced the ASC at ECT Delta Terminal

in Rotterdam, The Netherlands, in 1990. Today, end-to-

end efficiency is ensured through automation at numerous

terminals around the world.

“With shipping lines expecting faster and more

predictable turnover times, the demands on terminals are

ever increasing,” says Raimo Ukkonen, Vice President,

ASCs, Kalmar. “As this trend is going to continue, saving

time and resources is extremely valuable. That’s why we are

integrating ever more automation, using our advanced and

proven technology to answer the needs of our terminal

customers. Automation also increases safety and extends

the lifetime of terminal equipment.”

Kalmar provides the industry’s widest range of

equipment and process automation solutions as well

as Navis terminal operating systems (TOS). On the

equipment level, both container yard stacking and

quay-to-yard transportation can already today be fully

automated.

Kalmar’s integrated automation solution consists

of end-feed ASC blocks and AutoShuttles providing

decoupled and flexible waterside operations. The ASCs

and AutoShuttles are controlled by Kalmar TLS software,

enabling integrated operations. Landside road truck

operation is optimised by automated truck handling.

6 KALMAR GLOBAL

Value for all terminals“End-to-end automation is well suited

to existing terminals, though the best

solution will vary case by case,” Ukkonen

notes. “Almost all mega-size greenfield

terminals are now automating their

yard operations, but may still start with

manual horizontal transportation. Existing

brownfield terminals typically select

a step-by-step approach of gradually

converting to automated operation, thus

keeping the terminal fully operational

during the transition.”

Converting to automation is a

significant investment that needs to

be planned carefully. “By selecting an

integrated end-to-end automation

solution, the financial risks of the

conversion can be significantly reduced,”

Ukkonen says. “There is also a need

to change task-minded thinking into

process flow thinking. This means having

the capability to monitor service and

operations.”

Kalmar has several decades of

experience of implementing equipment

automation and applies this knowledge

to help customers find the most suitable

solution for every unique terminal.

For Kalmar, safety is paramount. With

an end-to-end solution from a single

supplier, and Kalmar’s wide scope and

clear differentiation of

responsibilities, there is less

risk of safety issues and items

being overlooked.

End-feed automatic

stacking cranes offer

consistently high throughput

while providing predictable

and reliable performance 24 hours a

day. ASC blocks with clearly segregated

waterside and landside operations

increase the safety of a terminal, since

automated operations and human

interaction can be clearly and safely

isolated. Material damage is minimised

by using intelligent Kalmar TLS software

for routing and other traffic management

functions.

The segregation of operations is

complemented by collision avoidance

functionality on the equipment level.

Kalmar ASC cranes are equipped with

sensorless crane-to-crane collision

avoidance and gap detection functionality

that prevents collisions with containers in

the stack due to wind and other factors.

This is supplemented by obstacle collision

avoidance for reefer racks, light towers and

other structures in the stack area.

Landside automationAutomated truck handling is Kalmar’s

innovative solution for fully automated

road truck handling. External truck

loading uses a truck lane laser

measurement system that pinpoints

the exact locations of the truck trailers’

twistlocks, chassis or container. The

measured target is automatically input to

the crane.

Lifting as well as grounding of the

containers is fully automated. Automated

truck handling works on trailers with

twistlocks, internal chassis and cassettes

up to 4 TEU long.

Consistently high throughput

performance 24 hours a day

7KALMAR GLOBAL

Kalmar’s recent automation projects in Europe, Australia and the US feature end-feed ASC blocks with automated truck handling adapted to local requirements. Horizontal transportation is provided

either by manned shuttle carriers or automated straddle carriers and the systems are integrated with Kalmar TLS software.

At DP World Brisbane, the terminal has been converted from reachstackers to automatic stacking cranes in an integrated solution with Kalmar shuttle carriers and the Navis N4 TOS.

installed. Manned shuttles are used for transport from the ship-to-shore area to the ASCs. On the landside, Kalmar automated truck handling feeds trailer-trains up to 4 TEU.

Automation the world over

During the process, the truck driver

stands at a safe location (the truckers’

booth or kiosk) to monitor the lifting or

grounding of the container. A safety-rated

light gate stops automated operation if

any movement towards the truck lane is

detected, and the kiosk is always equipped

with manual e-stop buttons.

“The main benefit of automated truck

handling is increased operational efficiency,

as manual remote control is needed only

for exception handling. Truck turnaround

times can be shortened as the trailer can be

measured while the ASC is still operating

on the stack,” Ukkonen says.

The future is hereKalmar is unique in offering end-to-end

terminal automation with a seamlessly

integrated solution consisting of the Navis

N4 TOS, Kalmar AutoShuttles, ASC

automatic stacking cranes, automated truck

handling and Kalmar TLS software for

equipment management and control.

“End-to-end automation has already

gained ground and is expected to grow

significantly as more terminal operators

invest in automation,” says Raimo

Ukkonen. “The exact time frame for

automation adoption depends on the

market area, but generally speaking the

benefits of end-to-end automation are

particularly attractive for terminals with

high throughput. Of course, the best

solution depends on many factors, as each

terminal is unique is some way.”

blocks fed by manned shuttles,” says Raimo Ukkonen, Vice President, ACSs, Kalmar. “The project was realised very quickly

terminal continuously operational. New ASC blocks controlled by the scalable TLS software are planned for the future as terminal throughput increases.”

DP World London Gateway is a new deepwater terminal with automated yard operations. Forty automatic stacking cranes

shuttle carriers and the Navis N4 TOS. The performance of the equipment is optimised with Kalmar TLS.

28 manned shuttles are used for the transport from the ship-to-shore area to the ASCs. On the landside, Kalmar automated truck handling feeds containers to road trucks and to cassettes operated by terminal tractors.

with two berths and 20 ASC blocks having two cranes on each. The shuttle carriers are prepared for future automation,” says Ukkonen.

solution combining Kalmar automated straddle carriers and ASC cranes. “This is a genuinely innovative hybrid solution utilising straddle carriers for both yard stacking as well transportation to ASC blocks,” Ukkonen notes. The ASC blocks consist of longer twin-crane blocks as well as single-crane mini-blocks dedicated to external truck handling.

8 KALMAR GLOBAL

Features

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New generation straddle carriers provide improved safety and ergonomics.

Kalmar Gloria reachstacker is now available worldwide.

Pages 10–26Large-scale alliances are

inevitable in today’s container shipping

industry.

High safety standards

have commercial

value

9KALMAR GLOBAL

text THOMAS FREUNDLICH photos SHUTTERSTOCK, KALMAR

As shipping lines deploy larger vessels and need ever larger volumes of cargo to utilise the additional space, we are seeing a realignment of global alliance structures.

Balance of power

10 KALMAR GLOBAL

One of the biggest port industry news items

in the last year was the planned P3 Network

shipping alliance between Maersk Lines, MSC

and CMA CGM that was abandoned after

Chinese regulators failed to approve the arrangement. On

the heels of the failed alliance, Maersk Lines and MSC – two

of the P3 partners – quickly announced the formation of a

10-year vessel-sharing agreement on the major trade routes.

Known as 2M, the agreement will comprise 185 vessels with

a total capacity of 2.1 million TEU. In September, CMA

CGM followed suit with a series of major agreements with

China Shipping Container Lines (CSCL) and United Arab

Shipping Company (UASC) under the name of Ocean

Three. Meanwhile, The US Federal Maritime Commission

announced that it was unlikely to approve the proposed

2M between Maersk Lines and MSC before consulting with

Chinese regulators.

Is bigger better? “Large-scale alliances are inevitable in today’s container

industry,” says international container shipping and terminal

expert Jeff Martin. “You can introduce new, bigger ships but

you need to maintain network coverage – ports – for those

ships. And as shippers also demand frequent services on the

major trade routes the pooling of ships by shipping lines is

inevitable.”

The main drivers behind, for example, Maersk’s

development of its massive EEE-class vessels is simple:

economy of scale. Independent lines that are able to make

quick strategic decisions seek a competitive advantage by

ordering larger container ships. However, capacity comes at

a cost since to obtain this economy of scale, the vessels must

reach a minimum rate of utilisation. In an industry already

struggling with overcapacity, this has proven to be difficult,

and sharing capacity with other lines can provide a solution.

“To provide a weekly call in every port of the major east-

west trades, eight to ten vessels per route are needed,” notes

Frank Kho, Vice President, Offering Development, Kalmar.

“Despite the significant amount of capital required, the cost

benefits of supersized container vessels are significant – so

significant, in fact, that other shipping lines have practically

no choice but to follow the trend.”

The massive price tag of $140M to $190M for each new

ship notwithstanding, around 40 percent of the capacity for

newly commissioned container ships is currently in these

bigger vessels. However, when deploying these ships, lines

find they do not have sufficient volume to fill them. To

understand the consequences of this trend, we can look to

the history of the industry over the last two decades.

Growth and transformationHistorically, there have been three periods in which larger

ship sizes resulted in extensive market restructuring in the

container shipping industry. In the mid-1990s, Maersk Lines

introduced the K-class and S-class vessels with capacities of

over 6,000 TEU, which coincided with Maersk Line entering

a global ship sharing agreement with Sealand. This quickly

forced other players to form more extensive alliances,

including the Grand Alliance, the Global Alliance and the

United Alliance.

A decade later, in 2006, Maersk Lines launched the

15,500 TEU E-class ships. “This occurred simultaneously to

Maersk Lines acquiring P&O Nedlloyd with the objective

of increasing its market share and the ability to fill these

bigger ships, a move that destabilised the then current

alliance agreements,” Martin says. However, the merger is

widely considered an expensive exercise as many shippers

11KALMAR GLOBAL

The impact of the newest and largest container ships will be felt throughout the entire business.

t est

st ships

t the ness.

moved their cargo to other lines, thus limiting the actual increase in

additional cargo captured by Maersk Lines. “A drastic increase in

market share can backfire because shippers prefer to have a portfolio

of lines to work with,” Martin notes.

Most recently, in 2013, the newest generation of container ships

ordered in 2011 – Maersk Line’s massive 18,270 TEU

M-class – gave rise to the planned P3 alliance, as

well as the latest agreements by Maersk, MSC and

CMA-CGM. Once again, growing ship capacity is

challenging industry players and causing potential

instability in alliances.

“The problem is that shipping lines can easily find

that they have ordered new ships but no one can fill

them,” Martin continues. “So they can either reduce

the frequency of service or their ports of call – neither

of which the shippers will accept – or enter into some

kind of agreement with other players. Acquisitions to

gain market share can also be problematic, as we have

seen from Maersk and P&O Nedlloyd.”FRANK KHO

12 KALMAR GLOBAL

Shifting allegiancesHow, then, can we predict the future? How will the container

shipping business develop in the years to come?

“The direction of the industry is currently being driven by

the number of 10,000+ TEU ships each line has, as well as their

market share,” says Martin. “We will see alliance agreements

based on the number of ships of this size that each alliance

partner controls, plus their joint market share that will allow

them to gain the required utilisation levels. By examining the

number of large ships each alliance controls and comparing

them with those of non-alliance members, we can measure the

stresses and strains that exist in the industry.”

The basic logic of the situation is straightforward. A roundtrip

on the Asia–Northern Europe trade route takes approximately

70 days. Shippers expect a weekly service, so a line will need 10

ships to offer a single service on this route. However, to provide

sufficient port coverage on this trade route it is necessary to

operate 6 or more services requiring 60 or more ships. If you

extend this to the other major trades, you quickly

see the need for shipping lines to have upwards of

100 large ships across their global networks.

With 102 ships of over 10,000 TEU, the newly

allied Maersk and MSC can easily offer eight

different services between Asia and Europe. The G6

alliance of six container shipping lines has 54 ships

in this category, while the CKYH-Evergreen alliance

has 73.

“The major question over the last few

months was how CMA CGM would respond

to the M2 alliance between Maersk Lines and

MSC,” says Martin. “Thanks to their recent

agreements with CSCL and UASC, the end result

is another alliance of approximately 72 vessels,

on a par with the CKYH-Evergreen alliance.

This is good news for the industry, as it bodes

well for the stability of current alliances. Had

CMA CGM drawn a partner from one of the

existing alliances, the result could have been

extremely disrupting for the industry, as such a

move would have had a significant impact on terminal contracts

worldwide. As we have seen in the past, whenever the industry

regroups along new lines we could easily see a year of instability.”

“It’s impossible to say what will happen next. Our world in

this industry could change overnight, as it has done many times

before. But major alliances will continue to be a key feature of

the industry simply because the lines don’t have enough cargo

volume or ships to operate independently,” Martin adds.

The industry is driven by

the number of 10,000+ TEU ships each line has.

Pressures on portsEver-growing container ship sizes lead inevitably to another

important phenomenon known as cascading. This means that

the newest and biggest vessels will replace the current largest

ships on the major loops. These, in turn, will be transferred to

the next-tier loops, where again they will replace the previous

class of vessels. Surplus vessels (those unsuitable due to age

and/or size) are scrapped, while the average vessel size on

almost all trade lanes is growing.

“Due to this cascading effect, the impact of the newest

and largest container ships will be felt throughout the entire

container shipping business,” says Kho. “At terminals, existing

cranes that might be less than 10 years old and are still on the

balance sheet are suddenly not equipped to handle the bigger

vessels transferring from larger loops.”

As a result, there is a rapidly growing global market for

ship-to-shore crane upgrades, including the heightening of

the crane and lengthening the boom outreach. “We are seeing

a lot of demand for upgrades from not only

large terminals but also midsized operators,”

says Kho. “When upgrading a crane, it’s crucial

that the party doing the work has enough

expertise to carry out the work properly. Almost

anyone can weld a crane, but to design, analyse

and refit an STS crane while maintaining or

even extending its lifetime, a different level of

engineering is required.”

Finally, slow steaming of container

vessels impacts port and terminal

operators. New cruising speeds are much

lower, typically below 18 knots instead

of over 20 knots that was typical prior to

the economic downturn. This leads to

massive savings in fuel consumption, but

the sailing schedule remains unchanged.

“As they simultaneously need to cope

with increased vessel sizes, terminals face

tighter turnaround times and a much

higher peak in the number of containers.

The pressure to achieve higher productivity and reliability of

operation is intense,” Kho notes.

Even though the P3 alliance was not to be – at least in its

original form – the challenges facing the industry remain

unchanged. How shipping lines, port operators as well as

technology and service providers tackle and solve these very

specific issues will largely define how the industry develops in

the decade to come – and beyond.

JEFF MARTIN

13KALMAR GLOBAL

Striving foP

ort and terminal safety has

been the subject of increasing

scrutiny since the International

Labour Organisation (ILO)

published its first convention on the safety

and health of dock work in 1929 and its

first code of practice 29 years later. Over

the following decades various conventions,

recommendations, codes of practice and

standards have sought to clarify the best

practice for port and

terminal operations.

There is

considerable evidence

these efforts have

had a positive impact

on safety rates. For

example, a review of

accidents reported

in UK ports between

2008 and 2013

published by the UK

Health and Safety Executive shows that the

number of injuries were halved over that

five year period. However, continual review

is essential since this working environment

presents many safety risks.

text PAUL GOLDEN photos

Tommi Pettersson, Vice President,

Automation at Kalmar, explains that

there are two key aspects of a port and

terminal safety management programme.

“First, the operator must exercise strict

access control to ensure that everyone in

the area is authorised and has received

appropriate training. The second factor

is automation, which has been shown to

reduce accidents.”

Managing site access contributes

to safer operations in other ways. For

example, if the operator knows that a piece

of equipment requires servicing or repair,

non-essential employees can be kept away

while dedicated service team members

carry out the work. The operator can also

drive the machine to a service area by

remote control, reducing the risk to the

service team and to other terminal and

port employees who might be in the area.

Planning for safety“During normal terminal operations

Kalmar is not directly involved in

managing or monitoring customers’ safety

management systems, but we work closely

safety early in

can create an effective safety

14 KALMAR GLOBAL

or SAFETYwith them during the installation phase to

ensure that specific safety procedures are

implemented,” says Pettersson.

“By addressing safety early in the project

we can create an effective safety scheme while

helping the project director deliver on time

and within budget. Having the safety plan

ready and signed off by the customer at

the beginning of the project eliminates

delays.”

The Kalmar Safety Programme

includes a documented

system, regular staff safety

communications, educational

posters and site safety notice

boards to keep staff up to

date on workplace status,

alerts, upcoming briefings

and safety training.

Global operations, local attitudesWhen asked to what extent working

conditions vary from port to port and whether

safety management is applied uniformly

worldwide, Pettersson observes that most

global port and terminal operators have a

single set of safety standards and processes

that are used in all their facilities.

“In many cases we have worked with the

customers to develop or refine their safety

management systems. It is important that

the processes and tools used are consistent

because even in multinational operations with

standardised procedures, there will be local

cultural and behavioural differences and

differing attitudes to safety.”

Different attitudes to safety can make it

more challenging to create a safe working

environment for the employees and

external contractors of port and terminal

operators with operations in just one

country or jurisdiction.

“In this case it might be necessary to

develop a dedicated safety management

programme for each country or even each

15KALMAR GLOBAL

individual operator. This plan will also

have to cover local regulations and even

trade union agreements, which illustrates

why a ‘one size fits all’ approach to

terminal and port safety is unworkable,”

Pettersson says.

Safety has commercial valueFortunately, most operators appreciate

the commercial value of high safety

standards in terms of lower insurance

premiums and fewer regulatory

Australia

Guidance on Container Handling

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

Australia is widely recognised as having a robust port and terminal safety regime. A key element is the proactivity of the regulatory authorities, explains Peter Spencer, National HSE Manager, Kalmar Australia.

sanctions. The right safety management

system will also result in maximum

productivity by reducing delays caused

by accidents. Kalmar can also give

customers an estimate of how long it will

take to recoup their investment based on

higher performance.

“A number of our customers can

calculate in concrete terms the benefits

garnered from implementing strict safety

policies and practices or new solutions,”

Pettersson concludes.

The safe working load of the equipment being used

Pedestrian walkways over which containers will be lifted

from the crane and whether there is a

process in place

ITEMS TO CONSIDER WITHIN ANY RISK ASSESSMENT ASSOCIATED WITH THE LIFTING OPERATION:

The possibility of a vessel moving along or away from the quay during cargo operations

The trim and list of the vessel

Weather conditions

Position of stevedores on board ship

SAFE LIFTING EQUIPMENT SHOULD BE:

The requirement for the ship’s crew to be present

The centre of gravity

racks and the security and suitability of devices

racks together

Problems associated with overheight or overwidth cargo

Strong and stable enough for

the particular use and marked to indicate

safe working loads

Positioned and installed to minimise

any risks

Subject to ongoing thorough examination and,

when needed, inspection by trained staff

Used safely (the work is

planned, organised and performed by

competent people)

“It is not so much that Australian safety

laws differ greatly from other countries,

but more that the sanctions imposed for

noncompliance are more stringent than

anywhere else in the world and also that

they are enforced more aggressively

by the state safety regulators,” Peter

Spencer says.

Companies increasingly strive to minimise

health and safety risks, and ensuring a

safe workplace is high on their agenda.

In addition, avoiding a lawsuit, court

that follows in the case of serious injury

or a fatality is a good motivator for

companies to implement effective and

proactive safety systems with rigorous

safety procedures, standards and safe

work practices. Companies like Kalmar

Australia, with highly effective safety

management systems, run less risk of

suffering adverse publicity or paying

Reducing costs from workplace

compensation claims or avoiding an

injury liability suit are also good incentives

to have safety measures in place.

16 KALMAR GLOBAL

highlights safetyPREPARATION, PLANNING AND CONSULTATION ARE KEYEach terminal in Australia has internal

compliance requirements as well as

AUTOMATION PLAYS A BIG ROLE

dramatically reduced accidents to its

Kalmar’s core safety beliefs

in importance to and must precede

most important resource and each

It is important that we work with

customers to raise and maintain safety standards on their site because they have the primary

responsibility.KK ll ’’KK

17

European hub

18

Its maiden year with new Kalmar straddle carriers

makes for pleasant reporting for the MSC PSA

European Terminal (MPET), a joint venture between

PSA and Terminal Investment Limited (TIL). MPET

is the most important European hub for MSC, the world’s

second largest shipping company.

MPET decided to test the new Kalmar hybrid straddle

carrier in 2014 to gain savings in fuel consumption,

decrease CO2 emissions and upgrade usability and driver

experience.

The demands were high, but not too high for the new

generation Kalmar straddle carriers, the first in their class

worldwide. Their advanced features have proven their

added value manyfold.

In just one month of operating the new Kalmar hybrid

straddle, MPET achieved a 37 percent decrease in fuel

consumption, compared to a conventional diesel-electric

machine.

Moreover, the new straddle carrier has proven to have

a more ergonomic work environment for drivers.

Safety matters inside the cabin Kalmar delivered six new straddle carriers for MPET in

early 2014, including the new hybrid machine. Kalmar

has also received an additional order for six electric

straddle carriers to be delivered in 2014.

The hybrid straddle carrier represents Kalmar’s new

generation technology introduced to the global market

on 9 October 2013. The hybrid system can deliver up to

an impressive 40 percent decrease in fuel consumption

compared to any existing machines on the market.

This not only adds up to significant cost savings for

the terminal, but also improves the sustainability of

operations.

Additionally, there is a strong focus on the safety and

ergonomic features in the new straddle carriers because

the cabin is, after all, the driver´s office.

New features include an electrically rotating seat,

hand panels with LED and adjustable LED roof lighting.

Safety requirements by the customer have also been met

by installing cameras on the

cabin to give visibility for

any blind spots.

“The next generation

driver’s cabin has been

developed by Kalmar in

close cooperation with the

MPET operators and based

on their feedback,” says

Tero Kokko, Vice President,

Horizontal Transportation,

Kalmar.

Experiences from the field are promising. The

electrically rotating seat featuring individually controlled

rotation especially is very much appreciated by the

operators. Management feedback indicates it has had a

positive impact on the operators’ wellbeing.

“Better operator experience is achieved by better

visibility and ergonomics with more space and comfort

for the driver, which improves overall safety and gives

better performance. More boxes are moving,” Kokko

sums up.

Cheers for savings and safety The new generation straddle carriers not only offer remarkable savings in fuel consumption and operational costs, but also improve the safety and ergonomics of the terminal’s working environment.

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

19KALMAR GLOBAL

Cutting out costs, emissions and noise The new Kalmar hybrid straddle carrier

is a true leap forward in terminal yard

equipment. Its regenerative energy

system converts electrical braking and

spreader lowering energy into electric

power that is stored by state-of-the-

art battery technology. An automated

start-stop system chooses the optimal

balance between engine and battery

power.

This results in a remarkable 40

percent decrease in fuel consumption

compared to existing machines in the

market. At the same time, the most

stringent engine emission regulations

are met worldwide. The model emits

over 50 tonnes less CO2 per year than

a traditional diesel-electric machine.

And there is no noise pollution – the

Kalmar hybrid is the quietest straddle

carrier ever built.

Moreover, the lifetime of the hybrid

straddle carrier’s engine and

generator can be extended, making

it more economical to maintain

with longer service intervals of up

to 1,000 hours. The new energy

storage is maintenance-free. All

regular maintenance points are easily

accessible from the ground or the

top frame platform. Less frequent

servicing and refuelling increases

machine availability.

Safe and stable drivingOverall machine safety features play an

important role in the new generation

straddle carriers.

The upgraded active stability control

system has been developed by Kalmar

to prevent the chance operators will

experience unstable situations in their

daily operations. The new active stability

control is installed as a standard feature

on Kalmar hybrid and electric straddle

carriers.

To support smooth and safe

operations, several functions have

been automated. The spreader centers

automatically after picking or placing

a container, and also when the speed

exceeds 10km/h. Automation also

prevents the spreader from side-shifting

to the outer side when cornering.

As always, what benefits the customer

comes first.

“Improving stability without

decreasing performance is good value for

our customers. So is improved steering

and performance, especially when

turning. Again, containers can be moved

more efficiently,” Kokko emphasises.

The process of automation is

nowhere near the end of the road. New

innovations are already in the pipeline to

make customer operations even safer.

“The automatic soft landing of the

spreader, the container and automatic

pick and place are just examples of the

features making a manned operation

smoother on our way towards full

automation and unmanned operation.

The maximum safety of straddle carrier

operations will be realised when no

people are involved,” Kokko says.

Built on experienceKalmar is the world leader in straddle

carriers. Drawing on over 70 years of

experience in keeping customers’ cargo

moving, Kalmar straddle carriers are

used worldwide whenever fast ship-to-

shore operations and high selectivity are

essential.

Straddle carriers help optimise

terminal productivity by decoupling

waterside and landside operations. The

speed, reach and flexibility of straddle

carriers allow terminals to use a single

type of equipment for all container

operations. Kalmar straddle carriers

can handle loads of up to 60 tonnes and

stack containers up to 4-high.

Kalmar straddle carriers are

built on an unsurpassed heritage.

Kalmar was the first to introduce a

dedicated container straddle carrier for

commercial operations and to date, over

5,000 units have been manufactured.

The first fully automated terminal

using Kalmar AutoStrad™ was opened

in Brisbane, Australia in 2005.

20 KALMAR GLOBAL

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Staying out of harm’s wayThe first notable feature is Kalmar Personal Proximity System,

an optional feature that alerts operators to potential obstacles

in their operating area. When the system detects a tag within

its vicinity, it sends out an audible and visible signal to both the

vehicle operator and the person wearing the tag.

Multiple detection zones ranging from zero to 20 metres

can be set, expanded and reduced depending on the vehicle

speed or type of operation and the system remains unaffected

by environmental conditions of low lighting, rain, dust or fog or

other possible impediments.

An inner risk area (0–15m) and outer warning zone (0–20m)

can be installed on any vehicle.

Stop and vehicle speed reduction with two options can also be

implemented to add another level of safety automation.

Reverse warning system is another optional risk detection

feature. It consists of a reversing camera integrated into the

rear counterweight with an interior cabin display, combined

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

The flexibility of Kalmar

reachstackers and their ability to

stack higher and use storage space

more efficiently than forklifts

has, for 30 years now, made them a familiar

sight at maritime facilities and intermodal

terminals and warehouses across the world.

Thousands of Kalmar machines have been

deployed from the smallest local terminals

to the largest global ports.

The technological sophistication of

Kalmar equipment has continued to

make significant advances since Kalmar

introduced the world’s first commercial

reachstacker in the 1980s. These

achievements are clearly reflected in the

safety features of Kalmar’s G-generation

reachstacker range, Gloria.

Safety stacks up with Gloria

21KALMAR GLOBAL

Watch the video about Kalmar

Gloria reachstakers www.youtube.com/

KalmarGlobal

with four ultrasonic rear sensors and can

be used to set adjustable warning zones

ranging from 0.5m to 9m. The system

sounds a warning via an ultrasound and

an interior display when it detects an

obstruction or person close by.

A question of balanceGloria can also be equipped with fire

extinguishers mounted for easy access

outside the cabin and/or an automatic

fire suppression system. The automated

engine and transmission compartment

system is based on high pressure water mist

that can be recharged. It can be triggered

automatically by multiple sensors inside

the engine compartment, or manually from

inside the cabin and from the unit on the

chassis.

The fire suppression system additionally

provides a fire alarm function, which

activates a

red warning

light inside the

cabin.

Stefan

Johansson,

Director, Sales

and Marketing,

Kalmar

Reachstackers

and Empty

Container

Handlers

explains that operational safety, driver

safety and the safety of those in close

proximity to the machine are key factors

when designing mobile equipment.

Design is a balance between operational

and safety.

Reverse warning system

Ensures that no risks go undetected.

Head up display

Keeps operators safe, integrated inside the cabin.Enhances the monitoring of the twist locks and support jacks status.

Endless visibillity

The EGO cabin with panoramic windscreen ensures nearly uninhibited visibility. All control panels and monitors are thoughtfully placed. Sliding cab function offers a wider, more

vision.

“Design is a balance between

maximising the operational efficiency of

the machine and ensuring that it operates

as safely as possible. This is a challenge,

but we bring 30 years of experience to

developing reachstackers to the process.”

Setting the driving speedGloria’s control system allows users

to customise their safety settings by

defining limits for driving speeds, with

and without a load, as well as setting

lift height restrictions. Combined with

additional information from the tyre

pressure monitoring system, this gives

more precise control of stability and

handling and higher overall operational

safety.

“The focus of the cabin design has been

on ergonomics and productivity, and to make

the controls as intuitive as possible,” says

Johansson. “When the drivers are relaxed,

they are more likely to operate the machine

safely.”

Responding to feedbackSuppliers play a vital role in ensuring the safe

operation of Kalmar reachstackers since they

develop the technology behind these systems.

Kalmar collaborates with key suppliers to

refine and improve safety systems.

Customer feedback also contributes to

safer operation. “To become a preferred

partner you have to work closely with

customers to understand their requirements,”

says Johansson.

Personal Proximity System

An optional feature that alerts operators to potential obstacles

in their operating area.

22 KALMAR GLOBAL

In August, Kalmar launched its range

of G-generation (Gloria) reachstackers

by Gloria’s introduction into the

Americas in October.

Kalmar reachstackers are a familiar

Ken Loh

Dan Pettersson

milestone in reachstacker design

Greg HewittPresident, Kalmar Americas, describes

the introduction of Gloria into the

Americas, one of the largest markets

range has been designed to meet all

and caters for container, intermodal,

barge and industrial handling market

segments.

“The features we have incorporated

into these machines are the features our

users have requested.” One such option

is the alcohol test unit which requires the

operator to take a breath test before starting

the reachstacker.

On-board data makes for better monitoring The remote equipment monitoring and

reporting aspect of Kalmar SmartFleet

process automation further improves safety

levels by enabling customers to assess how

their machines have been operated.

Equipment telemetry data is sent to the

SmartFleet software via Gloria’s on-board

computer. This data enables terminal

operators to generate operational statistics

for planning purposes and – with optional

driver identification – associate the driver

to the equipment.

Standard LED lights

illumination and durability.

Gloria extends its global reach

Tyre pressure monitoring

Continuously monitors the

23KALMAR GLOBAL

text SATU RÄMÖ photos KALMAR

Steel supplier Heléns Rör is thrilled with its new electric forklift truck developed in cooperation with Kalmar.

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

HEAVY loads,HIGH precision

24 KALMAR GLOBAL

Electric forklift trucks have been

traditionally used for lightweight

operations. With the new model

brought to the market earlier this

year, Kalmar has remodelled the electric

forklift landscape. The Kalmar ECG50-90

is a truck that offers the best of two worlds.

It combines high performance with zero

emissions, quiet operation and low life cycle

costs.

“The electric forklift is as powerful

as a diesel truck. It can lift loads of up to

nine tonnes. At the same time the forklift

is extremely quiet, stable and clean,” says

Martin Ragnar from Kalmar sales.

Electric forklifts do not generate any

harmful emissions that would contaminate

sensitive goods like food, paper, beverages

or pharmaceutical products. The truck

is very stable and extremely comfortable

for the driver and it works equally well

in outdoor and indoor operations in all

climates.

Big and heavy loads Kalmar’s long time client, Swedish steel

supplier Heléns Rör, has been using

Kalmar’s electric trucks since 1985. They

handle over 100,000 tonnes of tubing per

When transporting large products it is vital to have good

visibility in all directions.

Heléns RörEurope’s leading wholesale steal tube supplier

Established in 1927

Serves major companies in the automotive industry, engineering, construction and product design

Headquarters in Halmstad,

throughout Scandinavia and the Baltics.

year and load and unload over 8,600 trucks

per year.

The company needs powerful trucks in

warehousing and manufacturing but wants to

avoid using diesel trucks to protect the staff ’s

work environment. After testing the new

forklift for a few months it became clear that

the environmentally friendly Kalmar ECG50-

90 was the precise answer to their needs.

Heléns Rör manufactures all types of steel

pipes ranging from one to twelve metres in

length. The pipes are transported from the

manufacturing site to the warehouse and

then loaded onto trucks for distribution all

over the world. One bundle of pipes can

weigh up to six tonnes.

Exact precision“When transporting large products you have to be able see everything and in all directions and the driver has to be able to navigate with high precision. This is very important for Heléns Rör since they handle big and heavy

loads,” says Ragnar.Heléns Rör’s forklift driver Ola Lowe

responsive hydraulic system that improves both precision and the overall driving experience.

“If I want to move the forks one

A sensitive hydraulic system also contributes to safety. Drivers have a good feel of the truck and they know they are in control of the forklift at all times. Great effort has been put into creating an ergonomic workstation.

the excellent visibility and the spacious

important to have good visibility in all

“I’m very pleased with the new machine. There has really been a big improvement in terms of visibility and manoeuvring precision compared to the previous models.”

Different driving modes Kalmar put in all of its decades-long

experience as a heavy-duty trucks provider

when designing this electric machine.

The product development was carried out in close collaboration with customers.

says Johan Hellström, who works as a Product Manager at Kalmar.

25KALMAR GLOBAL

”Companies using forklift trucks

want to adapt the machine for different

types of operations and situations.

Therefore, the new electric forklift truck

has different kinds of driving modes for

different situations,” he explains.

At one moment a customer might

need a long operating time, and at the

next moment high performance may be

the most important factor.

”For customers operating in a limited

space a shorter wheelbase is important.

We also took those opinions into account

when developing new options for the

new forklift,” Hellström says.

Up to 75 percent energy savings With diesel prices on the rise, the electric

forklift has become an increasingly more

attractive alternative. The new electric

forklift enables

energy savings up to

75 percent compared

to an equivalent

diesel truck.

”New and tougher

emission standards

for diesel engines

are constantly

implemented which

makes industrial craft

machines even more

expensive because of

their technical sophistication,” Hellström

points out.

The operating costs for the new

electric forklift are low for many reasons.

”The new truck has fewer moving

parts that would need maintenance and

replacement after a while,” he says.

The service life is long; the first service

comes after 500 hours of drive time. The

latest diagnostic system detects faults and

automatically displays an error code on

the operator’s display, enabling operators

to take action immediately rather than

spending time troubleshooting. The

new generation electric forklift has a

permanent battery cover which protects

the battery from water and dust. It can be

easily opened and closed by one person.

Thanks to the several energy-saving

driving modes, energy consumption can

be reduced by 15 percent compared to

Kalmar’s previous electric forklift model.

”The new electric forklift is also an

investment for the operator. Driving a

Kalmar electric forklift is a very smooth

and quiet experience with no vibrations

from the engine. There are no harmful

emissions that could harm the health of

the drivers or their co-workers during

continuous exposure,” Hellström adds.

Two years to break evenThe forklift truck can be used for heavy

industrial tasks without compromising

productivity, the environment or the

pleasure of driving.

It has a slightly

higher purchase

price, but the

operating costs are

much lower than

average. Figures

prove that the

investment will

also please the

person controlling

the purse strings.

“According to

our calculations,

the new electric forklift pays itself back

in two to three years. All in all, I would

say this is a very attractive innovation,”

Ragnar sums up.

Going electric is increasingly also

a good environmental choice. Electric

trucks are a perfect way to cut CO2

emissions and help to reach climate

goals.

“Electric forklifts don’t generate

any harmful emissions, so you will

be guaranteed to meet all standards

and emission regulations even in the

future. Investing in an electrical truck is

investing in the future,” says Hellström.

Safety is Kalmar’s trademark. The new electric forklift truck meets and exceeds all safety regulations in the market.

A high-intensive blue light is projected

that the machine is approaching. This reduces the risk of accidents.

The truck has an EGO cabin which has major ergonomic upgrades. The cabin offers excellent visibility in all directions. There are no thick corner posts blocking the view. The curved windows at the front and rear allow the driver to see the machine’s immediate surroundings in a completely new way.

The position of the steering wheel has been proven to prevent accidents and reduce tyre wear. The optional rotatable driver’s seat is perfect for increased visibility when handling bulky goods, and it also protects the driver’s neck and shoulders.

Scania opts for electricScania, one of the world’s largest truck manufacturers, has ordered four new Kalmar ECG80-6 electric forklifts for their factory in Oskarshamn, Sweden. All machines will be equipped with a turnable driver seat for excellent visibility and ergonomics.

Safety

A high-intensive blue light is

people that the machine is approaching, reducing the

risk of accidents.

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

26 KALMAR GLOBAL

Egon Evertz KG specialises in serving steel

mills throughout Germany, and has been

doing it for over 50 years. In the autumn of

2013, the company approached Kalmar about a

reachstacker that could handle extremely heavy

hot and cold steel slabs.

Thirteen months later, the DRG650-92A5XS

reachstacker was delivered to the client, and

its nickname Super Gloria well exemplifies the

project.

“We had the Gloria platform, but the

customer’s need to handle such heavy loads

forced us to apply it in a new way. They’ll have

to be able to handle 50-tonne slabs – 2.7 metres

wide, 12 metres long and 35 centimetres thick

– which meant that we had to build a bigger

reachstacker with a low load centre,” says Stefan

Johansson, Director of Sales and Marketing at

Kalmar Reachstackers and Empty Container

Handlers.

As a result, Super Gloria got an impressive

lift capacity of 65 tonnes. “The wheelbase was

9.25 metres. Super Gloria is much bigger than

anything else we’ve built before,” Johansson says.

The Super Gloria shares many of the

characteristics of the Gloria platform, such as

Breaking records

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at 4-metre load center in dynamic mode (drive).

+ 65-tonne safe working load at 5-metre load center in static mode (non-driving).

+ Will handle 50-tonne mega steel slabs that measure 2.7 metres (width) by 12 metres (length) and 35 centimetres (thickness).

+ Both an electric lift magnet for handling slabs in cold conditions and a hydraulic slab grab for hot conditions (up to 800°C).

+ Lift capacities up to 120 tonnes depending on application.

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

Watch Super Gloria’s world record lift in Sweden

com.kalmarglobal

the cabin and the electrical system, but with

everything being bigger, it turned into a platform

of its own, says Johansson.

Egon Evertz inspected and tested the

reachstacker in September, and it was delivered

in parts to the customer in October, without

major tweaks or adjustments.

While Johansson makes the project sound

like business as usual, he is also proud of the fact

that Kalmar managed to deliver Super Gloria – a

reachstacker with the highest capacity – in just 13

months.

“We have excellent people here, and while it

naturally took a lot of resources, it wasn’t that

difficult for us. This is what we do,” he says.

“Twenty years ago, we built the world’s

biggest forklift truck, and nobody has yet to

build a bigger one. Super Gloria is another great

milestone for us,” he adds.

The customer was pleased. “We’re impressed

with how they responded to our brief. Kalmar

was the only company that could design and

build to our specification and meet the time

frame required. We’re also proud to have the

world’s biggest reachstacker as part of our fleet,”

says Karl Mössner, representative of Egon Evertz.

27KALMAR GLOBAL

Kalmar news

Greg Hewitt takes up the reins at Kalmar AmericasGreg Hewitt has been appointed Executive Vice President for the Americas region in Kalmar. He has over 25 years of versatile experience from industrial equipment, transportation, major appliances and retail.

“Greg Hewitt will focus on developing our sales and service and customer interfaces in the Americas, with the target to increase Kalmar’s market share in the region. We are delighted to welcome him to the team,” says Olli Isotalo, President of Kalmar.

“Kalmar has great potential to continue growing in North but especially in South America. I’m very excited to leverage my experience and join a team of great professionals to serve our customers and provide them the best value and loyalty,” says Hewitt.

Greg Hewitt succeeds Lennart Brelin who is leaving Kalmar at the end of 2014 to pursue other interests. Brelin has successfully developed Cargotec’s operations in the Americas region during the past 26 years.

Autumn 2014

Forklifts rising in the USCustomers in the US demand powerful and proven machines, and Kalmar forklift trucks more than meet this need. Kalmar forklift sales in the US have exceeded expectations this year thanks to strong market activity, sales and dealerships like Adobe Equipment, one of the eight recipients of the Premier Partner 2014 award for their excellence and commitment to the Kalmar brand.

Adobe, based in Houston, Texas, has eight locations with 260 employees

a really motivated sales force with a loyal customer base. It also helps to represent quality brands like Kalmar that stand behind the product. We hope to continue to build on our success in 2015. The port business will continue

next year, and construction in warehouse and distribution is a sign that the economy here remains strong for the near term,” says Jeff Donaldson, CEO, Adobe Equipment.

“Having Kalmar forklift production in Cibolo, Texas is a huge step for Kalmar and for Adobe. Not only do we have production closer to the customers, but they can go see it and touch it and it gives them reassurance that if they have any problems with the product, there is someone nearby who can help resolve it.”

Darr Equipment Co. acquired Adobe in April 2014, making the company one of the largest material handling equipment dealers in the United States. The synergy is evident as both have surpassed 2013 orders for Kalmar and both look to be on track for another record year under General Sales Manager, Gordon Brown.

“At Kalmar, we value the close relationship we have built with our hardworking dealers. An important part of this is the Kalmar North American

Dealer Advisory Board where we have a great forum for understanding the US market’s needs better,” says Thomas Malmborg, VP, Kalmar Forklift trucks.

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

Kalmar DCG160-12 in the colours of the Texas

in Houston, TX.

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

28 KALMAR GLOBAL

Eurofos gears up for growthKalmar will deliver twelve new diesel-electric straddle carriers to Eurofos, France’s largest terminal. Situated in the Port of Fos, close to Marseille, Eurofos is investing heavily in future growth. It opted for the new Kalmar straddles for their high reliability and quality and low environmental impact. They

Kalmar and Sisu equipment. The order also includes Kalmar’s SmartFleet process automation solution.

Increasing capacity and cutting costs in PiraeusPiraeus Container Terminal (PCT) S.A. in Greece has placed a repeat order for nine Kalmar all-electric rubber-tyred gantry cranes (RTGs). The cranes, four of which are the world’s widest, will help the port increase capacity, reduce carbon emissions and lower the cost of ownership.

Melbourne’s Webb Dock goes all automatic

Kalmar SmartStack goes live at Transnet Port Terminals’ Durban Container TerminalKalmar has implemented the Kalmar SmartStack solution at Durban Container Terminal (DCT) in South Africa for real-time

to implement Kalmar SmartStack using the narrowband communication network involving re-engineering from the standard WiFi deployment. After all the phases of this project have been completed, DCT will be running 19 Kalmar straddle carriers with SmartStack, 11 Terex straddle carriers and two Kalmar empty container handlers.

Kalmar SmartStack is a process automation solution that provides automated inventory position updates to the terminal

inventory in the terminal yard, fewer ‘lost’ containers in the yard and real-time container positioning.

Kalmar will deliver container handling equipment and related automation technology worth more than EUR 40 million to Port of Melbourne’s new container terminal, operated by Victoria International Container Terminal Ltd (VICTL). The 12 automated stacking cranes and 11 automated shuttle carriers, to be delivered in 2016, will make the new terminal at Melbourne’s Webb Dock fully automated. When fully developed, the 35.4 hectare terminal will be able to handle up to 1.4 million TEU annually.

VICTL is a consortium comprised of Philippines-based International Container Terminal Services Incorporated (ICTSI) and Australia’s Anglo Ports.

“This is a premier project for ICTSI in Australia and the partnership with Kalmar allows us to introduce cutting edge, best-proven automated container handling equipment and technologies to Webb Dock. Kalmar’s strong track record in delivering automated terminal solutions in Australia as well as in other parts of the world will help us to put Melbourne amongst the leading ports of the world,” says Christian R. Gonzalez,

29KALMAR GLOBAL

Crane relocation A job best left to the experts

text SILJA KUDEL

1

2

PLANNING

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

B Technical feasibility survey Questions addressed include: 1. What technical challenges are

involved? 2. What is the design type and

condition of the crane? 3. Where is its current location and

C Financial feasibility surveyThe customer must be made aware of the costs. Relocating a crane can be very costly if it requires extreme reinforcement or special equipment, such as a heavy-duty ballast system to handle tides.

D Calculations No detail is overlooked: strength and stability, crane dimensions, weight, wheel and corner pressures, maximum allowed ground pressure of the yard or quay, terminal layout and potential obstacles.

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

F Equipment procurement

the correct heavy lifting equipment, reinforcements, transport beams, hydraulic rollers, barges and tugboats. The interface with the crane must also be handled correctly.

A Preparations at home portInternal sea fastening is installed. The crane is prepared for the self-propelled modular transporter (SPMT) or skidding transport. After load-out, the SPMT or skidding arrangement is disassembled, followed by port clean-up.

30 KALMAR GLOBAL

Shipping a crane is not the same as landing a man on the moon, but there is a science behind handling the process smoothly and safely. Applying in-depth knowledge of crane geometrics, Kalmar’s expert teams have successfully relocated roughly 250 cranes across oceans and continents.

The vision of a colossal ship-to-shore (STS) crane bravely

riding the waves is an incredible sight to behold. Cranes

are not, after all, designed to travel the high seas. Complex

strength and stability calculations are required to lift the

mammoth device safely.

For port operators, moving heavy-duty cranes across land and

water is far from business as usual. This complex, risky process

can easily result in economic loss or human injury if undertaken

without expert project

engineering. With their

advanced knowledge of

crane stability and the

abnormal stresses that

transportation places on

crane structures, Kalmar

Crane Upgrades support

customers in choosing

the best method and

equipment to ensure safe,

surprise-free transport.

Thanks to its global

network of heavy lifting

partners, Kalmar’s flexible transport solution is never limited

by the equipment available in the yard. A relocation project

typically involves a number of stakeholders, such as crane and

marine engineering experts, lashing company, barge operator,

insurance company, lifting company and mechanical

contractor, to mention a few.

With thorough planning and dedicated project

management, virtually nothing is beyond the achievable for

Kalmar’s engineering teams. When a European customer last

year purchased two second-hand STS cranes, Kalmar was

enlisted to coordinate the complicated task of relocating the

twins from one country to another. Finding a suitable barge

was difficult due to the cranes’ extreme width, spanning

80 metres. The task was further complicated by the heavily

trafficked location on a narrow, extremely shallow river.

Kalmar’s teams spent weeks performing detailed strength

and stability calculations and simulating the expected

behaviour of the cranes during transport. With nothing left

to chance in the design of the sea fastenings, the twins arrived

safely and were secured on their rails at their destination

despite heavy storms that hit the seashore prior to transport,

and to the full satisfaction of the customer.

3

HANDOVER

B TransportAfter external sea fastening is installed on the barge, the crane is ready for its voyage. The process can take months if it’s an ocean crossing.

C Arrival After preparation of the worksite and assembly of the SPMT at the destination port, load-in takes place. Sea fastenings are removed and the crane is positioned and tested.

Scenarios vary according to customer needs. For a plug-and-play full turnkey project, the crane is picked up at site A and restored to full operation at site B, including commissioning.

Reasons to relocate?There are three typical reasons a port operator might relocate a crane: damage control, disuse or transferral of port operations. Skilled project leadership is extremely important, particularly when a damaged crane must be moved quickly to ensure port safety.

Land or water?Water transport

is generally more complicated than land relocation due to the

numerous environmental parameters, such as, seawater level,

tides, swell and wind. Engineering a water

transport can easily take 6-8 weeks

31KALMAR GLOBAL

RELOCATION

Located in America’s heartland on the edge of the

Great Plains, the city of Ottawa, Kansas, seems like

an improbable birthplace for the world’s leading

manufacturer of terminal tractors. But that’s where

Kalmar Ottawa opened its doors in 1943, and where it still

remains today.

Over these past 71 years, one thing has stayed constant:

a commitment to innovation, which includes the original

terminal tractor in 1958. Kalmar Ottawa’s history of continuous

improvement, along with its extensive dealer network, has also

contributed to an enviable sales record.

“We passed the 50,000 truck mark a few years ago, and

we’re rapidly approaching 60,000,” says Greg Lehman, Chief

Engineer, Medium Terminal Tractors. “No one else in our

industry comes close to those numbers.”

The company began by catering to the region’s large farming

industry, manufacturing agricultural implements and front-end

loaders for tractors. In the late 1940s and early 1950s, Ottawa won

over customers again with its Hydra-Hammer, a tractor-mounted

hydraulic hammer that could drive fence posts, break pavement or

tamp down soil.

With the construction of the U.S. Interstate highway system

in the 1950s, the company hitched a ride on the rapid growth of

the trucking industry by inventing North America’s first terminal

tractor, known more commonly in the US and Canada as “yard

truck,” “yard goat,” or “shunt truck.”

Pioneering featuresOne of the keys to the new technology was a hydraulic, elevating

“fifth wheel” that could grab semi-trailers and move them while

the legs were in the down position. By eliminating cranking of

the landing gear, the new vehicle reduced fatigue for the terminal

truck operator and improved productivity and safety. Its very

short wheelbase also allowed for excellent manoeuvrability.

1 2 3

text JOHN SCHOFIELDphotos KALMAR

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

32 KALMAR GLOBAL

“The original idea,” says Dave Wood,

VP, Sales & Marketing, Terminal Tractors

Americas Region, “was to make it easier,

faster and safer to shuttle trailers around.”

Even today, estimates Lehman,

warehouse and distribution centres

account for about 80 percent of Kalmar

Ottawa’s customer base, with ports,

rail terminals and heavy industrial

applications making up the remainder.

Roughly 80 percent of its clients are in

North America.

Terminal tractors have remained

Kalmar Ottawa’s focus since 1958, and

continual improvements have helped

cement its place as the market leader. To

boost performance and meet all emission

standards, the Kalmar Ottawa terminal

tractors for the past decade have featured

the latest Cummins engines. Pioneering

features also include the tilt cab, the

first raised roof cab, cab suspension,

and a door at the back for greater

convenience and productivity.

Emphasis on quality In the 1990s, Kalmar Ottawa took

significant strides to increase reliability

and durability with a renewed emphasis

on quality control, says Merlin Halverson,

a 23-year veteran with the company.

Halverson helped introduce a system

whereby, once a week, an inspector would

randomly take a terminal tractor fresh off

the assembly line and go through it from

top to bottom. Vehicles with even the

tiniest flaws were sent back for reworking.

“We were pretty nit-picky,” he

remembers. “But by this programme,

we came as close as possible to building

a perfect truck, while at the same time

controlling manufacturing costs and

increasing assembly speed.”

That high level of quality was reflected

in the Commando model, first introduced

in late 1992. With the Commando, he

notes, Kalmar Ottawa increased its North

American market share from about 60

percent to 75 percent in just three years.

In early 2014, Kalmar Ottawa

introduced even more advancements

with its entirely redesigned T2 model.

Re-imagined from the ground up, the

engineering masterpiece offers an even

stronger chassis, faster fifth-wheel lifting,

and a redesigned cab with more interior

room and better visibility.

Communicating with customersIn the spring and summer of 2012, Wood

says, Kalmar Ottawa brought in 60 people

from 25 client companies to advise its

engineers on the design of the T2. The

contingent included drivers, mechanics

and purchasers.

“We had a full cab mock-up with

a viewing room, and they could share

ideas with us as they came in,” he recalls.

“Bringing customers in was worth its

weight in gold in terms of the information

we got,” Wood says.

It’s an example of how Kalmar Ottawa

has been able to maintain its market

dominance by constantly communicating

with customers and understanding their

individual needs. “For our clients, the

Ottawa tractor is like a tool, and it’s got to

perform,” Wood notes.

“It isn’t about bells and whistles. It’s

about the core product being reliable,”

adds Lehman.

Kalmar Ottawa’s dealers have also

played a huge role in our success, says

Wood. The company’s network of 120

dealers is by far the largest in the industry,

and most offer 24/7 mobile service.

“They’re partners, not just dealers,” he says.

“You share the good and the bad times.”

However, Kalmar Ottawa’s growth has

ultimately relied on its employees, their

strong Midwestern work ethic, and their

dedication to innovation. The company

employs some 300 people at the Ottawa

facility. Many have worked there for

decades, and, in several cases, family

members have followed in their footsteps.

Their productivity is truly impressive,

says Lehman. “Our ability,” he notes, “to

produce 15 trucks a day is a rate nobody

has been able to touch.”

Ottawa One Step-30 from the late 1960s

in 1958 in Ottawa, Kansas

Major Ottawa redesign, called Commando, from 1993

The Kalmar Ottawa T2 is the next-generation machine from the inventor of the terminal tractor.

1

4

2

3

4

We came as close as possible to building a

perfect truck.

33KALMAR GLOBAL

text JOSHUA HASTERT photo MAGNUS SUNDHOLM

Performance and perseverance

Site

What is the secret to landing a multi-million-dollar equipment contract with the largest municipal water and power utility in one of the world’s largest nations? A combination of superior product and perseverance, say Dave Plothow, Kalmar West Coast regional sales manager and Dan Lundy, salesman for Southern California Material Handling (SCMH).

34 KALMAR GLOBAL

The Los Angeles Department of Water and

Power in the US state of California is over

100 years old and today supplies clean

drinking water to over 3.8 million people

in the metropolitan area. Water supply presents a host

of logistical challenges, and in LA today, that means

delivering over 179 billion gallons of water annually

through more than 7,000 miles (11,000 kms) of pipe.

With many facilities predating WWII and reaching the

end of their life cycles, updating and maintaining the

infrastructure became imperative.

Dan Lundy, together with LA city engineers, set out

the parameters and requirements in putting together the

bid. LA had used Kalmar equipment earlier for similar

projects, but this would be their first acquisition of heavy

lift equipment. A top priority was equipment mobility

over a huge 465 square mile (1,200 km2) area.

Lundy and Dave Plothow configured a truck that

would meet all of the specific requirements. This became

the perfect

opportunity to

show the Kalmar

lift truck’s

versatility, detail

and customer

focus. For easy

transportability,

the Kalmar lift

trucks were

equipped with

triplex masts with low height, which expanded possible

transportation routes while maintaining adequate lift

height to perform all the necessary tasks. Kalmar also

employed its innovative patented fork-shaft system for

attaching the forks to the carriage using a hook and

pins at the heel of the fork. This system allows great

versatility by allowing an operator to remove the forks

safely without maintenance department assistance. The

truck becomes compact and more mobile.

Transportability was just one requirement. LA Water

and Power also needed a machine that could navigate

the tight confines of city streets while maintaining full

functionality and capacity. Kalmar’s solution was a

DCE140-6 (31,000 lbs. @ 24” load center), reconfigured

from the regular 128” wheelbase to a base of 118”, giving

it a tighter turning radius.

To achieve full operating capacity, stacked

counterweights were added to this unique Kalmar

design, which incorporates a single-piece sloped engine

hood and sloping rear counterweight, all the while

maintaining full cab visibility.

Los Angeles chose the ecological Volvo Tier 4i engine,

which offers impressive fuel efficiency and minimal

emissions for its remarkable 214 horsepower engine

and 780 foot pounds of torque. Water for LA is piped in

from many areas, some of them mountainous. To handle

this, several units were also equipped with engine block

heaters to preserve operational functionality in harsh

conditions.

Kalmar partnered with SCMH in configuring just the

right solution to meet the strict bid criteria, and SCMH

was vital to preparing the units for delivery by adding

special signage and foam filling the tires that reduce the

risk of punctures. SCMH also provided the mandatory

operator and service training to city employees and

worked closely with minority-owned subcontractors –

important benchmarks in securing the winning bid.

35KALMAR GLOBAL

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