Kalmar Around the World 1/2012

8 16 24 Setting new industry standards in terminal services and solutions

Heightening quay cranes in Malaysia

Advanced automation at the port of Los Angeles

CUSTOMER MAGAZINE ISSUE 1 | 2012

10The story of the container

Contents03 Editorial

04 Cargotec in brief

05 News around the world

08 Frank Kho and his team focus on customer solutions

10 The shipping container that changed the world

16 Increasing the size and lifetime of quay cranes

18 Streamlining the loading and unloading of inland waterway vessels

22 The new Kalmar forklift is tops in comfort and durability

24 TraPac partners with Cargotec to remain at the top in a changing world

26 State-of-the-art solutions for terminal automation

30 Fuel savings convinced the port of Wallhamn to choose the TR 618i

31 The E-One2 RTGs help enhance the sustainability of terminal operations

35 Innovations arise from collaboration with partners

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Bridging the gapsAutomation is the way forward for containers terminals.

24Cover: Cargotec E-one2 RTGs at Saigon

Newport in Vietnam

Kalmar around the world is Cargotec’s customer magazine with a distribution of approximately 14,000 copies. Publisher: Cargotec Corporation,

Sörnäisten rantatie 23, FI-00501 Helsinki, Finland. Editor: Maija Eklöf ([email protected]) Editorial Board: Kirsten Früchting, Bettina Kuppert,

Robbert Lohmann, David Malmström, Sirpa Marttila, Cecilia Lo Greco Laustsen, Shushu Zhang Layout and production: Maggie/Zeeland. Printed

by PunaMusta, Finland. The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec.

THE BOX

Cargotec’s expertise in container and heavy load handling is represented in the global marketplace by the wide range of Kalmar solutions. This includes quay cranes, yard cranes, shuttle and straddle carriers, reachstackers, empty container handlers, terminal tractors, log stackers, forklifts and automation. One in four container movements around the globe is handled by a Kalmar machine. www.cargotec.com

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Making your every move count

Efficiency has long been a top priority

in the container terminal industry

and this trend couldn’t be more valid

today. The competitive environment

is hard, container volumes are rising

and vessels are becoming even larger.

Consequently, a large number of

container terminals are already

running at full capacity.

Terminal operators are constantly evaluating whether automation can improve

their operations, both through process automation and equipment automation.

Software-based automation of terminal processes requires a relatively small

initial investment, ensuring pay back in a short period of time by improving

efficiency and reducing operating costs.

Another key word in today’s terminal business is uptime. Uptime refers to

equipment working constantly, without hiccough. Time is literally money

and operators need to keep pace with the bigger ships that are coming in.

Consequently, crane speeds are accelerating as terminal operators race to

achieve more productive moves per hour.

Cargotec shares the same overall business target as our customers: moving

containers more effectively and efficiently. We have been systematically

building our portfolio in the field of automation for several years. Today, with

our automatic stacking cranes and automated horizontal transport, combined

with process automation capabilities acquired through the Navis acquisition

and the latest addition of KALP’s automated lashing platform to our portfolio,

we are better equipped than ever before to serve our terminal operator

customers in their entire value chain.

Understanding and realising customer needs is crucial to developing new,

innovative solutions for different industries. This can only be done by listening

to our customers everywhere in the world. We at Cargotec firmly believe

in strong partnerships and know that is the only way forward: Our shared

experience and deep knowledge of the industry, combined with Cargotec’s

extensive portfolio of products, automation solutions and services, allows us to

have a partnership that improves the efficiency of your every move.

Olli Isotalo

Executive Vice President, Terminals

Foreword

CARGOTEC

Cargotec improves the efficiency of cargo flows on land and

at sea – wherever cargo is on the move.

Cargotec’s daughter brands, Hiab, Kalmar and MacGregor,

are recognised leaders in cargo and load-handling solutions

around the world.

www.cargotec.com

Cargotec’s global network is positioned close to customers

and offers extensive services that ensure the continuous,

reliable and sustainable performance of equipment.

The company employs approximately 10,500 people.

Key figures Q1/2012 Q1/2011 Change 2011

Orders received, MEUR 737 819 -10% 3,233

Order book, MEUR 2,342 2,373 -1% 2,426

Sales, MEUR 793 763 4% 3,139

Operating profit, MEUR 37.6 50.6 -26% 207.0

Operating profit margin, % 4.7 6.6 6.6

Cash flow from operations, MEUR -2.2 36.2 166.3

Interest-bearing net debt, MEUR 389 335 299

Earnings per share, EUR 0.42 0.59 2.42

4 KALMAR AROUND THE WORLD

Last autumn DP World, the world’s third largest

port operator, chose Cargotec as a partner

to supply 28 Kalmar shuttle carriers and 40

Kalmar automatic stacking cranes with related

technology to be used in the UK’s newest deep-

sea container port, London

Gateway. This spring London

Gateway chose Navis for its

SPARCS N4 terminal operating

system (TOS). Navis is the global

technology standard for managing the movement

of cargo through terminals.

The UK’s newest deep-sea container port,

London Gateway, will use SPARCS N4 to run auto-

mated processes at its gate, container yard and

rail terminal using automated container handling

equipment. SPARCS N4 will also manage the

transfer of containers to and from the adjacent

logistics park.

SPARCS N4 was chosen to ensure high oper-

ating speeds for the port and logistics park. Just

25 miles east of central London, the new port will

give global shippers unique access to a deep-sea

port in the heart of the UK. It is directly connected

to distribution centers and will

reduce landside haulage costs in

supply chains.

“We will ensure London Gate-

way sets world class standards

of productivity and customer service. Central to

achieving this goal is the ability to move, track

and store containers efficiently, which our part-

ners Cargotec and Navis will help us to accom-

plish,” said Simon Moore, CEO London Gateway.

SPARCS N4 is Navis’ latest generation TOS,

allowing customers the flexibility and scalability

they need to run their operations at the lowest

possible total cost of ownership.

Ford chooses Kalmar zero-emission forklifts

Cargotec has delivered 17 all-electric forklifts from its Kalmar ECF50-90 - Pro Future™ range to the

Ford Motor Company. One Kalmar ECF90-6 and two ECF70-6 models have been delivered to Ford’s

Craiova Assembly plant in Romania and a further 14 forklifts to Ford Germany’s Cologne facility.

The Kalmar all-electric forklift series, capable of handling loads from 5 to 9 tonnes, is part of

Cargotec’s already long list of Pro Future™ solutions which have passed industry-leading criteria on

power source, energy efficiency, carbon efficiency, local emissions and recyclability.

With the majority of Ford’s applications in Romania and Germany carried out indoors, the company

has long recognised the benefits of the zero-emission Kalmar electric forklifts. Manoeuvrability is

also a crucial factor to Ford, so

Cargotec’s ability to provide a

compact variant was another

major consideration for working

in confined spaces.

“Today’s economic climate

increasingly sees a tough

balancing act for companies

striving to meet ever higher

productivity targets while

minimising ecological impact.

With the Kalmar ECF50-90 electric

range, it’s easy to meet demands

for a better environment as there

are simply no emissions,” says

Cargotec’s Thomas Malmborg,

Vice President, Forklift trucks.

London Gateway selects Navis SPARCS N4

Uruguayan debut for Kalmar RTGsCargotec has secured its first Uruguayan

order for two Kalmar E-One² rubber-

tyred gantry cranes (RTGs) from cargo

handler Montecon SA. The order also

includes 15 Kalmar Ottawa terminal

tractors.

With cargo volumes rising in Uruguay,

Montecon decided to invest in port

equipment to maximise terminal

productivity and maintain cost-efficiency.

The new Kalmar E-One² RTGs are all-

electric with no hydraulics, allowing for

longer service intervals at lower cost and

with reduced emissions. They come with

variable speed generator (VSG) engines,

giving fuel savings of up to 30 percent

compared to conventional diesel-

powered RTGs.

The 41 T capacity models have a lift

height of 1 over 5, a span of 6+1 wide

and are fitted with Kalmar Smartrail, an

autosteering and container position veri-

fication system.

London Gateway Aerial Photo – March 2012

News around the world

5KALMAR AROUND THE WORLD

Thank you for taking our readership survey!We conducted an online readership survey to learn what you think of our customer

magazines. From the responses we received, it was clear that the printed magazine is still

a valued source of information on Cargotec solutions.

The lucky winner of the survey prize was Mie Lund, who won an iPad2.

Europe’s leading cargo handler orders 17 Kalmar machinesCargotec will deliver 13 Kalmar reachstackers

and 4 Kalmar empty container handlers to Europe

Container Terminals (ECT), in a deal that includes a

five-year maintenance agreement.

Cargotec sealed the deal because of its long-

standing relationship with ECT and its time proven

ability to deliver a total solution of high perfor-

mance, eco-friendly products and excellent service.

Cargotec will handle servicing of the Kalmar DRF

450-60S5 reachstackers and the Kalmar DCF 100-

45E7 and DCF90-45E6 empty container handlers.

State-of-the-art facilities and the newest infor-

mation and communication technologies are vital to

ECT for optimum operations. Environmental needs

are also an important factor. The Kalmar reachstack-

ers, which will be used at ECT’s inland terminals,

comply with current emission legislation without

sacrificing performance or fuel efficiency.

The Kalmar reachstackers are fitted with the lat-

est Volvo diesel engines using Selective Catalytic

Reduction (SCR) technology to deliver near-zero NOx

and harmful particulate emissions.

The significant reduction in emissions is achieved

without affecting capacity, productivity, safety or

quality. There is no increase in service intervals or

costly downtime as the system is designed to last

the lifetime of the engine.

The highly flexible and reliable Kalmar reach-

stackers facilitate efficient container operations for

deep-sea, inland and rail terminals. The heavy duty

DRF450-60S5 model selected by ECT boasts a capac-

ity of 45,000kg, smooth automatic gearshift and

smart operator controls.

Kalmar reachstackers and empty container handlers will be used at inland terminals operated by ECT in Europe.

Cargotec has received an order for two more

Kalmar E-One² rubber-tyred gantry (RTG)

cranes featuring Zero EmissionTM technology

from Tan Cang Technical Services Joint Stoke

Company, a subsidiary of Vietnam’s leading

terminal operator Saigon Newport (SNP).

Six E-One² models are already in service at

the Tan Cang Cat Lai Terminal in Ho Chi Minh

City, which is operated by SNP. Purchased

in 2011, they were the first Zero EmissionTM

RTGs in Asia.

SNP is Vietnam’s largest container ter-

minal operator, handling 80 percent of the

import/export volume in the Ho Chi Minh City

area and nearly 50 percent nationwide.

SNP will use the two new RTGs to cope with

the rise in container traffic, which has gone

from 2 million TEU in 2008 to 2.8 million TEU by

2010 and continues to increase in the rapidly

expanding Port of Ho Chi Minh City.

Purchased along with an extensive stock

of spare parts, the high specification 41-tonne

capacity cranes specified by SNP have a lift

height of 1 over 5 and a span of 6 + 1 for

excellent productivity.

In addition to the Kalmar RTG models, SNP

also operates ten Kalmar Ottawa terminal

tractors, supplied in 2010.

Repeat RTG order builds on success in Vietnam


Swedwood, a Swedish subcontractor of IKEA, purchased a tailored Kalmar ECF80-6 electric forklift in

September 2010, and ever since it has contributed to the production of millions of PAX wardrobes.

The Swedwood production line is fully automated. The company chose Kalmar to streamline

production and renew their warehouse equipment. The Kalmar ECF80-6 works five shifts a day

to feed the production line with stacks of

chipboard that will be turned into wardrobes.

“Because of the constant workload we need

more than one battery for the forklift and Kalmar

was the only company who could offer an easy

way of replacing the battery,” says warehouse

manager Stefan Larsson of Swedwood.

Swedwood also values Kalmar’s product

safety and ergonomy. “The machine moves

smoothly and feels stable, even when lifting

at high heights. The chair is very comfortable

and the view is excellent with no blind spots,”

Larsson says.

Kalmar ECF80-6 forklift helps to build 8,500 IKEA wardrobes in a day

News around the world

Empty container handlers for Tunisia

Looking to modernise their operations,

the main Tunisian state owned terminal

operator STAM ordered six DCF 70-45

E5 empty container handlers from

Cargotec in January. STAM handles

approximately 400,000 TEU per year,

and it already uses other Cargotec

products, such as reachstackers.

”STAM was already acquainted with the

quality of Cargotec products, and this

was definitely one reason they again

chose Cargotec,” says Sales Manager

Eduardo Arus of Cargotec Iberia.

The new empty container handlers

will speed up processes and increase

productivity at the terminal. They will be

delivered in two phases, May through

June 2012. ”We are looking forward to

further cooperation with STAM,” Arus

concludes.

Success in AustraliaAustralia is an important market for Cargotec. Since undergoing a major restructure and moving to a

partial dealer model two years ago, Cargotec’s sales in Australia have increased significantly.

“Our affiliated dealers are trusted partners in the buying process and help our customers achieve

value through a consultative sales approach,” says Peter McLean, Vice President, Cargotec Australia.

In March, Cargotec received a large order from Australia’s leading container handling operator Pat-

ric, a leader in the provision of container services, for 22 Kalmar straddle carriers. Patrick and Cargotec

have worked together for 28 years and Cargotec’s team in Australia has delivered over 120 Kalmar strad-

dle carriers to Patrick.

Other major deals in the past year include a contract to supply six DRT reachstackers to Offshore

Marine Services Australia via Pacific Materials Handling.

The new empty container handlers will help STAM modernise their operations.


Frank Kho joined Cargotec in early

January after having spent more than

20 years in leading positions at ports

throughout Europe and Asia, such as the

Antwerp terminals of PSA and several

terminals of HPH. His focus at Cargotec

is on developing terminal services and

solutions, aiming to set new industry

standards. Kho’s first-hand knowledge

and experience with terminal processes

contributes to identifying trends early

and allowing the customisation of offer-

ings before customers actually realise

such a need exists.

The strategy is already a proven winner

with significant automation orders from

London Gateway and Trapac Inc. in Los

Angeles, USA.

The reach is global

Kho and his team are tasked with imple-

menting a two-pronged strategy of iden-

tifying and monitoring new and changing

customer needs and industry trends, and

developing products and solutions that

best meet the customers’ requirements.

“Based on this information we can set

out our strategy and build up our products

and offerings,” explains Kho.

Cargotec is strengthening personnel in

key locations to pool and analyse cus-

tomer feedback from frontline sales staff

and make improvements. The findings

are reviewed, looking at product lines,

research and development, and engineering

to make any needed improvements, modifi-

cations or innovations.

“Our reach is the global container indus-

try,” Kho says. “Kalmar’s quay and yard

cranes, shuttle and straddle carriers, reach-

stackers and terminal tractors are deployed

in terminals around the world, big and small,

automated and manual.

Kho is quick to point out that Cargotec is

able to serve everyone: “Whether a large ter-

minal operator active worldwide or a small

operator in an emerging market, we con-

centrate on providing appropriate solutions

based on the requirements and characteris-

tics of the application.”

Demand for automation grows

Automation in terminals can be introduced

on a step-by-step basis. Cargotec’s focus

is on products that help to increase speed,

efficiency and safety, such as the new, auto-

mated lashing platform that Cargotec show-

cased in March in Hong Kong.

Bigger operators who handle close to

30M TEU annually in one terminal alone are

constantly looking to automation to improve

their operations. Automated solutions

include the Kalmar automatic stacking crane

system that reduces overall operating costs

and increases the utilisation rate of equip-

ment.

The bigger terminals are currently han-

dling ships transporting more than 13,000

TEU in the long-haul Asia-Europe trades

and are bracing for even larger vessels. The

growth of ever-larger ships has spawned the

need for software systems for integrating the

various stages of container moves within the

terminal.

Solutions to business problems

Some terminals have developed their own

operating systems, but a large number of

terminal operators look to specialists in the

field, such as Navis. Cargotec forged ahead

of the competition with the acquisition of

Navis in March last year.

Navis’ terminal operating system is used

at a great number of container facilities. It

now spans 250 sites worldwide, including

PTP in Malaysia, DP World in Jebel Ali and

ports in China, Australia and New Zealand.

“The Navis acquisition is one of the steps

on Cargotec’s road to becoming more solu-

tion-based,” says Richard Harrison, Vice

President, Global Head, Offering Strategy

and Development. Harrison has been with

Navis for nearly ten years and is now part of

Frank Kho’s team at Cargotec.

‘Solution’ has become such an overused

word in business that many tend to dismiss

The right solution for each customer

Frank Kho and his team are responsible for developing new solutions that help customers in running their business processes.

Kho’s brief includes defining and integrating solutions for brownfield and new greenfield container terminal projects.

“Cargotec’s focus is on products that help to

increase speed, efficiency and safety.”

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it as a cliché. Harrison demurs, and prefers to define solution

as simply “an answer to a customer’s basic business need.”

Needs can stem from the rising cost of operations or the need

for more efficiency, but essentially it is all about looking at the

whole business, from end to end, explains Harrison.

“What we are really trying to do is offer the customer a

complete package, rather than an individual RTG, spreader or

terminal chassis.”

Sustainability drives innovation

Environmental consideration is a crucial driver for innova-

tion, with R&D personnel looking for sustainable solutions

targeting zero emissions. These solutions are folded into

other aspects, including fuel economy, overall efficiency and

safety.

In the end, it will be the quality and expertise of its

personnel and innovative products, now and in the future,

that will put Cargotec in a special category. “It is relatively

simple for competitors to replicate products or service

offerings,” says Harrison, “but making it work correctly

and efficiently requires knowledge and experience.” This

knowledge and experience is found in Cargotec in its people,

processes and products.



Out of the boxThe shipping container is a crucial component of globalisation. The sharp drop in freight costs has played a major role in increasing international trade.

Great transformations are often sparked by a simple

idea. Who would have guessed that the mid-20th

century invention of an intermodal container, made

of steel or aluminium with two big doors at one end,

would change global trade and, eventually, the world?

The creation of the shipping container, a stand-

ardised reusable steel box, brought about the boom in

global trade, claims economist, journalist and historian

Marc Levinson in his book The Box: How the Shipping

Container Made the World Smaller and the World

Economy Bigger.

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THE BOX

This mobile gantry crane, an early ancestor of the modern RTG, was manufactured by Finnish Valmet in the 1980s.


“I found the common explanations for the very rapid

growth in international trade in the late 20th century to be

incomplete or misleading, or simply wrong,” says Levinson,

giving the reasons behind his interest

in shipping containers.

Economists explaining the factors

behind the development of interna-

tional commerce focused on the role

played by governments in reducing

trade barriers and tariff

rates. The general public

on the other hand associ-

ated accelerated trade

with lower labour costs in

emerging economies.

“Lower labour costs could not possibly be

the whole story because such wage differ-

ences had been around for a long time. I found

it useful to point out that there were other

factors behind the trade boom, such as containerisation,”

Levinson says.

The sharp drop in freight costs played a major role in

increasing international trade. In the 1960s, a decade after

the container first came into commercial use, the volume

of international trade in manufactured goods grew twice as

fast as the volume of global manufacturing production, and

two and a half times as fast as global economic output.

From Phoenicians to globalisation

Let us take a quick look at the history of trading. People

have shipped goods across the oceans for thousands of

years. The Phoenicians, Egyptians, Greeks, Romans, as well

as the Portuguese, Spanish, British and Dutch have all been

sailing the world along with other nations to trade in food,

jewels and materials.

The process of transporting materials was by no means

easy. The loading and unloading of goods in barrels, sacks

and wooden boxes from land to ship and back again was

slow and labour-intensive. Moreover, the risk of accidents,

loss and theft was high. This was the case until the second

half of the 20th century.

During the Second World War, the US government

used containers which enabled supplies to be unloaded

and delivered quickly and efficiently. However, it was the

standard 40-foot container that meant a large increase in

capacity and, therefore, productivity. In 1955 Malcom P.

McLean, a trucking entrepreneur from North Carolina,

USA, bought a steamship company with the idea of trans-

porting entire truck trailers with their cargo still inside.

The first international use of containers came in 1966

between the USA and Europe and extended in the early

1970s across the Pacific. The rest is history.

Transporting items became faster, cheaper and safer.

The containers can be moved seamlessly between ships,

trucks and trains. The container is also

a mobile warehouse as the products stay

inside the container instead of a tran-

sit warehouse. Containers also protect

the products: instances of cargo theft

dropped sharply and claims of damage to

goods in transit fell by 95 percent.

“The ability to design a prod-

uct in one place, transmit the design

instantly to a factory in another, and

have the goods produced and shipped out within days

has greatly expanded the scope of international trade.

Telecommunications and the internet have made it possi-

ble to use the container to its full potential,” Levinson says.

The numbers support this.

According to Containerisation

International, there were approxi-

mately 6 million containers in the

world in the 1990s. Twenty years

later, the number was 28 million.

The container is here to stay

Sophisticated information systems

have enabled quick and cost-

efficient cargo transport across

oceans. Ports often come under a

lot of pressure, a fact well known

by Heinrich Goller, Managing

Director at HHLA Container Terminals GmbH. At a con-

tainer port everything is aimed at ensuring the most effi-

cient container mobility.

“There are of course numerous factors behind efficient

logistics,” Goller says.

First of all, equipment is needed to enlarge the terminal

capacity. Besides hardware, IT plays a very important role.

To make the terminal more efficient, an operating system is

needed to operate the terminal. Goller also points out the

There were 6 million containers in the world in the 1990s. Now, the number is 28 million.

Marc Levinson,author of The Box

Heinrich Goller, Managing Director at HHLA ContainerTerminals GmbH


From the sea to the coffee shop

Currently, over 28 million containers are transporting commodities and raw materials around the world. Some of them will have another life.

Old containers are being re-used in innovative ways by artists and architects. Containers are used in building houses, office spaces and playgrounds. One could say that containers have become fashionable. The multinational coffee chain Starbucks recently opened a new outlet in Seattle, Washington. The store is constructed from four modified shipping containers, including one 20-foot container and three 40-foot containers. Marc Levinson says he is fascinated by the peculiar ethic surrounding the re-use of containers. Buyers of used containers know well what they want. An art gallery or a house built from a new container would seem frivolous. A much-travelled container has dents and it would leak and not look very nice.

“I have noticed that people who find new purposes for containers favour containers that are lightly used, having made perhaps a single voyage from Asia to North America or Europe.”

THE BOX


importance of informa-

tion and a well trained

staff.

“We want to know

more about the box, its

route, where it has been

and when, and where it

is going before the final

destination. The more

we know about the

box, the better we can

use our capacity in the

terminal.”

Hamburger Hafen und Logistik oper-

ates three terminals in Germany’s busiest

and Europe’s second busiest container port.

Capacity enlargement is currently underway

at Container Terminal Burchardkai (CTB).

The terminal’s container storage area will be

automated while its annual container han-

dling capacity will be doubled. Cargotec’s

Kalmar automatic stacking cranes play a

central role in the project.

“Partners are very important to us.

Automating our processes is more than just

delivering and receiving equipment. It is a

partnership with suppliers. It is not enough

just to set up the equipment initially; ongo-

ing commitment is crucial.”

Goller holds a prime spot at the centre of

the cargo business and knows the indus-

try inside out. He lists a few macro trends

likely to affect the industry in the near

future.

One such trend is the change occurring

in periods of slow and fast growth, which

directly affects the cargo business.

Due to strict cost management, compa-

nies are constantly looking for new oppor-

tunities in cost advantages that influence

how the cargo moves. For instance, compo-

nent manufacturing and finishing the end

product occur in different places.

“Geographically speaking Asia, and not

only China, will play a major role in the

world economy.”

Last year HHLA experienced above-

average growth in its core markets: con-

tainer terminals handled 7.1 million stand-

ard containers. Hamburg is an attractive

port for cargo and the cost management is

“It is not enough just to set up the equipment initially; ongoing commitment is crucial.”


Port security gets smarterBack in the 1960s, IT, information technology, was still ADP, automatic data processing. Then, the prevalent initialism in the security business was ABC, for Atomic, Biological, and Chemical threats. Atomic became Nuclear in the 1960s and 1970s, and at the beginning of the new millennium, radioactive was added to the mix, creating CBRN, which then, with explosives, became CBRNE.

Those are the areas that port security work is focused on, says Peter Cederholm, Director, Product Business Management, Mobile Equipment.

“We at Cargotec began our work focusing on the R and the N, the radioactive materials, but have also taken a look at chemical and biological materials. Each area has its own challenges,” he says.

Cargotec’s preferred solution is one where the scanners are integrated with a Cargotec product, such as a crane or a spreader. Their SafePort technology is mounted on standard container handling equipment to scan containers for radiological materials during normal port operations. They can also be mounted on mobile vessels to scan

small ships, and on trucks to evaluate containers as they approach the terminal.

“The challenge is often that to be able to scan a container, you have to get close, although that is less of a problem with radioactive material because you can at least get the samples from the outside of the container,” says Cederholm.

“Many of the challenges with CBRNE is to gain access to the container. While radiation detection still requires you to be as close as possible, you do not need to open the container in any way,” he adds.

The solution, for now, has been portal monitors which the container trucks must pass through on their way in or out of the port. With biological and chemical materials it gets tricky because the container is closed.

“It’s not easy to get air out of the container and be certain that it represents the contents of the entire container and is not just from a clean, sealed off part of it,” Cederholm says.

Even with radioactivity, there are challenges, such as natural ambient radiation. Or, how should a train that has some cars that could contain radioactive material be handled? What about a terminal with trans-shipments where the

containers stay in the terminal for a while before being picked up and leaving on another ship, unscanned because they never passed through the portal monitors.

The solution to all of the above is developing more automated and more intelligent systems. For the trans-shipment challenge, crane-mounted radiation detection equipment will help.

“This is a fast-changing area. In 2060, we will probably have smaller scanners with batteries. They may be integrated into the containers or they will be so sensitive and accurate that they could be located in light poles around the port,” says Cederholm.

“Radiation detection, along with volume and content identification equipment, need to be fully automated and fully integrated into the existing machinery in operation at ports,” he adds.

One thing is certain. There will be more intelligence in the containers.

“We can prevent tampering by making containers that can tell us whether somebody has been inside. That will help to prevent theft and smuggling. Who knows, maybe we will have one sensor that can cover all areas of CBRNE,” Cederholm says.

strict, but there are other factors behind the

success.

“We deliver good service to our custom-

ers and we have a great team from personnel

to management. It is important that we put a

great deal of effort into development.”

Development is, indeed, key. The creation

of the container kick-started the boom in

international trade. Ensuring the most effi-

cient delivery of containers to their destina-

tion is the most important issue.

i th h t i t i th t i l f

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The puzzle is challenging, but

the main pieces remain the same.

The container

is here to stay.

“The

container

itself will not

be replaced.

It is a

success,”Goller

sums up.

THE BOX

At your service, Malaysian styleThrough hard work and excellent know-how, Cargotec’s Services unit in Malaysia helps its customers succeed in an ever-changing world.

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c Cargo ships just keep getting bigger. Each new

generation of container vessels means higher

stacks of containers in ever wider arrangements.

Many of the existing quay cranes just cannot

handle these larger ships. They are too short, and

often their booms are not long enough to reach

across the ship.

The world’s main transport routes are also

changing. One of the biggest reasons for this

is the Panama Canal expansion. The old canal

could only handle ships that hold up to 5,000

containers. The new expansion will push that

limit up to 12,000.



changes are made at the same time. “Customers are really

interested in extending the lifetime of their cranes,” notes

Eelco de Lange, Director Services Projects, Central Services.

“Adding another 10 years of container moves is a big bonus

compared to having to invest in a completely new crane.”

The Northport project included a full refurbishment of

eight quay cranes, all of which are over a decade old. The

whole DC electrical system was ripped out and replaced by

an advanced AC system that will lower

maintenance costs. A total of eight

cranes are being refurbished, two of

which were also heightened. The whole

project will be completed by the end of

the year.

Continued success with Northport

Fast on the heels of the Northport quay crane project,

Cargotec has secured a deal to supply four of its Kalmar

ESC340W straddle carriers with a five-year service agree-

ment for Northport. The equipment will be delivered to

Northport’s Port Klang site in the fall of 2012.

The company selected these latest Kalmar straddle carrier

models based on Cargotec’s track record of delivering quality

equipment and excellent service. This close co-operation is

reinforced by a five-year service agreement in which Cargotec

will provide maintenance support on the new straddle carri-

ers.

Kalmar’s new 7+ generation range of straddle carriers

offers lower operating costs as well as lower total cost of own-

ership. The equipment includes modern low emission engine

technology and the possibility of using hybrid models on a

serial production basis.

The third largest organisation of its kind in Malaysia,

Northport handled approximately 3.6 million TEUs in 2011

alone. The latest equipment additions form part of a strategy

to adjust to the ongoing growth of intra-Asia container traf-

fic and demands for increased efficiency at terminals in the

region.

When the new Panama Canal opens, the large cargo ships

from Asia can take containers straight to their final destina-

tion on the Atlantic sea board of North and South America,

posing new challenges for many terminals along the Atlantic.

Customer-driven innovation

With bigger ships and changing routes, all Cargotec custom-

ers are looking to increase the size and lifetime of their quay

cranes.

Although Cargotec has been heightening cranes for some

years now, none of the existing jacking equipment was really

designed for quay crane heightening. This made each new

project difficult and costly.

With the projected demand for taller cranes around the

world, a better solution was needed. A completely new jack-

ing system was developed by Cargotec in a joint effort of

teams in Rotterdam and Kuala Lumpur.

The jacking system works with any brand of crane. It can

lift up to 2,400 metric tonnes, strong

enough to handle even the big-

gest quay cranes on the

market. The system is

also fully container-

ised, so it can be

deconstructed

and put into

containers

for easy and

inexpensive

moving.

From

innovation

to customer

value

The new jacking sys-

tem was first put to use

last December for lead-

ing Malaysian port operator

Northport (Malaysia) Bhd. Northport

has a longstanding working partnership with Cargotec and

boasts an extensive fleet, including 24 straddle carriers, 3

empty container stackers and 61 terminal tractors.

It used to take four to six weeks to heighten a crane, but

the new jacking solution cuts that time in half. “This is one of

the real highlights of the whole project,” adds Collin Swee,

Managing Director, Cargotec Terminal Solutions (Malaysia)

Sdn Bhd. “With our jacking system, we did all the ground

preparation and heightening in just two weeks.”

Usually when a quay crane is heightened, many other

The jacking system works

with any brand of crane.

eded b

syywiitt

Malaysia

Northport Kuala Lumpur


Kalmar’s state-of-the-art reachstacker

streamlines operations at Addicks & Kreye

TEXT Bettina Kuppert PHOTOS Cargotec

Addicks & Kreye required a high-performance barge handler to quickly load and unload inland waterway vessels. Cargotec’s Kalmar DRF450-75S5XS reachstacker fulfilled that need.


There are companies who are to the docks born. Addicks &

Kreye, founded in 1908 in Bremen, Germany, is definitely one

of them.

Currently employing 300 people, the former tally service

expanded in the 1960s to become an all-round provider of con-

tainer services. The latest addition to A&K’s 100,000-square

metre container depot in Bremen is a high-capacity Kalmar

reachstacker: a barge handler capable of unload-

ing inland waterway vessels over the quay wall.

The DRF 450-75S5XS (net weight in oper-

ation: 82 tonnes) is equipped with hydraulic

spreader extension arms that allow the

The Kalmar barge handler operated by Addicks & Kreye can lift containers weighing up to 45 tonnes from inland

waterway vessels in the first row.


lifting of containers weighing up to 45

tonnes from vessels in the first row.

Manager Rüdiger Rempe, who has

been leading A&K-Holding since 1998,

explains: “We not only store our custom-

ers’ empty containers – which include

major shipping companies such as

NYK, APL, Maersk, China Shipping and

Hanjin – we also repair and load them

as required. This demands high-perfor-

mance equipment capable of quickly

loading and unloading the inland water-

way vessels travelling between Bremen

and Bremerhaven, irrespective of the

tides.”

A flexible giant

Addicks & Kreye operates in Bremen

and Bremerhaven, two German cities

on the Weser River, situated some 60

kilometres from each other. The group

comprises six companies, all involved in

the transport, loading, storage and ship-

ping of containers.

The long-standing company, whose

orange and white logo is well known

in the trade, currently owns four large

Kalmar vehicles: a barge handler, a

regular reachstacker and two empty-

container handlers.

Björn Steffen, Service Manager,

Terminal Equipment at Cargotec

Germany, specified the new machine

to meet the customer’s requirements.

“Despite its size and weight, the barge

handler is a very flexible and efficient

truck. Its 7,500-millimetre wheelbase

ensures excellent stability, and the Volvo

Euro III motor is in line with the opera-

tor’s Green Policy,” Steffen says.

Port schedules require reliability

At an annual rate of 1,200 hours, the

DRF 450 loads and unloads ships,

trucks and trains at the trimodal

Rüdiger Rempe (left), manager of Addicks & Kreye Holding, and Björn

Steffen of Cargotec developed one of the world’s biggest container stackers

– a custom Kalmar DRF 450-75S5XS barge handler.


Windhukstrasse terminal in Bremen. The

inland waterway vessels that ply between

Bremen and Bremerhaven operate three

times a week.

“The ship connection between our termi-

nals in Bremen and Bremerhaven may not

be as fast as road transport,” Rempe points

out, “but, it is much friendlier to the envi-

ronment, and with well-planned logistics,

the six hours’ travel time is not a problem.”

Tight

port sched-

ules do

not allow

room for

equipment

defects.

Kalmar was

an obvious choice since the company offers

modern and reliable machines as well as a

tight-knit network of skilled and specialised

service technicians.

Best-in-class service

Without a doubt, the new reachstacker is

a state-of-the-art machine: the combina-

tion of a Volvo motor, a Dana power shift

bblem

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Our customers are integrated

in our global service network

around the clock.

transmission with torque converter, Kessler

axles, and the decentralised CAN bus-based

control system designed by Kalmar ensures

a high degree of utilisation and low life cycle

costs, all the more so since the service inter-

val has been extended to 500 hours.

The biggest advantages of the CAN bus

are the radical reduction of cables and higher

utilisation as well as easier maintenance; the

state of the main assemblies and individual

components is reported to the operator via

plain text notifications on the cabin display

(400 error codes, 140 diagnostic menus); the

menu helps to locate problems quickly and

the remote diagnostic functions facilitate

easy troubleshooting in most cases.

“We also offer a remote maintenance

service that allows the operator to send the

vehicle data via mobile phone or internet to

our specialists in Germany and Sweden. In

other words, our customers are integrated in

our global service network around the clock,

in real time,” Björn Steffen adds.

The king of reachstackers

Working under the quay wall with containers weighing 45 tonnes in the first row and 36 tonnes in the second row requires a sturdy steel construction and sensitive components, as well as a precise load torque-limiting system with optical and acoustic signals that continuously inform the operator of the reachstacker’s capacity utilisation.

Two additional support legs between the front wheels can be lowered for extra stability and capacity if required. This is particularly useful when working with fully loaded containers.

The spreader of the barge handler is equipped with four foldable 1,600-millimetre hydraulic extensions, with a twistlock for container loading mounted at the end of each one. Together with the 1,000-millimetre arm extension, the DRF 450 barge handler can lift containers from up to 1,300 millimetres below the quay wall. Apart from a few hydraulic valves, additional safety features and more weight on the steering axle, it is identical to other reachstackers in the same series, which makes maintenance easy and allows for stripping the vehicle down to its standard version.

The latter may be important when reselling the machine since the product’s “after life” in the second-hand market is an important element in Cargotec’s integrated life-cycle concept.In Bremen, the barge handler will serve for at least five years.At the 100,000 m² trimodal terminal in

Bremen, the Kalmar reachstacker performs its heavy-duty tasks all year round.


For over two decades, TraPac, a wholly

owned subsidiary of Mitsui O.S.K. Lines

Ltd., has been operating the busy port of

Los Angeles (LA) in southern California.

TraPac also operates terminals in Oakland,

California and Jacksonville, Florida.

Now in a major undertaking together

with Cargotec, TraPac is rolling out an

advanced automation program for their LA

operations. The push towards automation

is being driven by opportunity as well as

necessity.

“In 2008 TraPac renegotiated a long-

term lease with the Port of Los Angeles,”

Taking innovation to the next level

TEX

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TOS

Car

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c explains Scott Axelson, VP, Planning &

Development at TraPac. “This amounts

to a multi-year endeavour given the

strict regulations on, for instance, the

environment that we must follow. But

it also meant we would have funds to

develop and modernise the terminal.”

This opportunity is rather like starting

with a clean slate. When they first started

in LA, TraPac operated on 72 acres. The

new lease expands that to 225 acres.

With this opportunity, TraPac aims to

stay competitive in an increasingly chal-

lenging business environment. They are

facing rapidly rising costs for labour and

regulatory compliance, as well as facing a

major shift in the shipping industry.

“The business context for us is the

Panama Canal expansion which will allow

shipping companies to by-pass the west

coast with their largest cargo ships heading

to the Atlantic and beyond,” says Axelson.

“All terminals on the west coast are strug-

gling to remain relevant.”

The main objective of the automation

project is quite simply to do more for less.

“The goal is always to be better than manual

operations,” says Jarkko Mäkiranta,

Project Director, Trapac Project, at

Cargotec. “That is the minimum for auto-

mation. We are aiming much higher.”

TraPac’s ultimate goal is to surpass the

highest performance of manual opera-

tions in the US, which today stands at 40

container moves per hour under typical

circumstances.

TraPac aims to remain competitive in a changing world and Cargotec is helping them achieve that goal.


California

United StatesLos Angeles

Panama Canal

One partner

That Cargotec could offer the total solution

was a significant factor in TraPac’s decision

to go with Cargotec. “Cargotec’s experience

with both automatic stacking cranes (ASCs)

and automated horizontal transport was

also quite compelling. And quite frankly,

they plain worked harder than anyone else.”

“This was very important for us,”

emphasizes John Alvarez, Director,

Information Systems and Technology at

TraPac. “There are not many companies

who can offer both the hardware and

the software for the entire automation.

Without Cargotec, we would have needed

at least four different companies to get our

solution implemented.”

Cargotec will deliver a turnkey solution

for TraPac encompassing both software and

hardware. The equipment delivery includes

27 ASCs and a horizontal transport system

with adequate equipment along with

Cargotec’s Terminal Logistic System (TLS)

software integrated to TraPac’s Terminal

Operating System (TOS).

Breaking new ground

Automated stacking crane (ASC) technol-

ogy has been around for a couple of decades.

Horizontal transport technology in the

form of automated guided vehicles (AVGs)

has been in use almost as long.

However, TraPac was uncomfortable

with the productivity limitations of AGVs,

so they began to look around at other termi-

nal operations to see what they were doing.

“We looked far and wide observing working

terminal automation before arriving at our

own conclusions,” says Axelson.

They wanted to see automation in

actual use. “Simulation is only as good as

the model it is based on,” says Alvarez. “No

simulation really covered all the parame-

ters that we were looking at. We did not feel

sure of our direction until we saw automa-

tion functioning in practice in the Port of

Brisbane and got some hard numbers to

work with ourselves.”

“And this is why we knew we needed a

special partner,” adds Axelson. “The degree

of automation we are aiming for is breaking

new ground for TraPac, so a partnership

with a company that could learn and

develop along with us was crucial.”

Elements of success

The project will be carried out in phases

covering different areas of the port. This

gives the teams time to test early on to verify

each step of development along the way, and

it also allows TraPac to keep as much of the

port online as possible.

Site activities are just now ramping

up and the first equipment and system

deliveries will start in September this year.

Commercial testing for the first automated

block is slated for 2013, to be followed by the

commercial opening in the first quarter of

2014.

Integration between TraPac’s TOS and

Cargotec’s TLS will be done fairly simply to

start out to ensure that the two systems can

communicate. The integration will deepen

as the automation implementation matures.

“The ongoing cooperation between

ourselves, Cargotec, and the Port of Los

Angeles has supported our belief and

confidence that we are doing the right

thing,” says Axelson.

Weekly meetings are held to assess the

situation. “Our discussions are always very

open and we take a practical approach

to solving any challenges we may face,”

notes Mäkiranta. “It has been a refreshing

experience to build a partnership with such

an open customer.”

The partnership between TraPac

and Cargotec is and will continue to be a

cornerstone for success. “The flexibility

and openness of this partnership are a

real benefit to both companies,” continues

Mäkiranta. “Greater value is generated

through greater trust.”

Everyone in the industry will be

monitoring the success of this project. The

potential is there for this to become the

future platform of port operations in the US

and elsewhere.

From left: John Alvarez, Jarkko Mäkiranta and Scott Axelson.


The new Kalmar forklift is

top of the lineCargotec delivers the goods to Kronprinz in Germany with

the most modern forklift truck on the market.

TEXT Bettina Kuppert PHOTOS Cargotec


Kalmar DCG90-180 range of forklifts: New and improved ergonomics, comfort and driver visibility

The 21.6-ton truck measures 5,065 mm with a brand new EGO cabin offering several exclusive benefits:

Large panorama windscreen with a wider visual field than any other cabin window in trucks of this class. The side pillars are placed as far back as possible to ensure an unobstructed view. The cabin meets all ROPS/FOPS regulations. A horizontal windshield wiper with covered guides above the window keeps over 90% of the visual field clear, significantly reducing fatigue and accidents. The quiet motors and variable pumps keep noise down. The LWA value is 107 dB(A) at full load and can be further reduced by mounting the optional soundproofing kit.

A fully secured pedal system with an adjustable pedal angle ensures maximum ergonomics and minimum stress on the driver’s foot. The small EGO steering wheel is adjustable and can be tilted sideways. The operator panel functions as an extension of the driver’s hand – easy to adjust, use and read. All vehicle controls are intuitively grouped by function in a clearly structured layout. The panel contains a 3.5” board computer display with a radio button showing status and service information for all components of the machine.

This cabin is optionally available with a “mini wheel” or steering lever in place of the default steering wheel. The compact dashboard is mounted low to optimise the view of forks and load. A perfect example of user-friendly design is the innovative LCD tachometer. Mounted on a swivel arm, it shows driving and motor speed, tank filling, service parameters and adjustable settings. CAN bus and electronics have been further improved.

The air conditioning has been optimised to meet the strict requirements of the climate-certified EGO cabin. A large air intake, easy filter exchange from the front and a smart, well-dimensioned component design ensure the utmost comfort.

Kronprinz, founded in 1897 in Solingen, Germany and a mem-

ber of the Mefro wheels group since 2005, has taken possession

of an 18-ton Kalmar DCG180-6 equipped with a coil ram for car-

rying steel coils to production lines.

The Solingen factory produces a formidable range of steel

wheels for cars and trucks and the company has now turned to

the Kalmar forklift truck, the most modern on the market today,

as just the ticket for its needs.

High performance, low emissions

The first of Cargotec’s new mid-range Kalmar forklift series

were delivered to customers in early 2012. Powered by a Stage

IIIb motor, this high-performance truck is available in 15 sizes

ranging in capacity from 9,000 to 18,000 kg (LSP 600/900/1200

mm).

The model chosen by Kronprinz is equipped with a low-

emission Cummins motor with an integrated EGR filter system

that needs no after-work cleaning. The coils, each weighing up

to 16,300 kg, are picked up at the central warehouse and carried

over a distance of up to 500 metres to the processing lines in a

two-shift operation.

The duplex free lift mast has a lifting height of 4,000 mm and

the fork carriage comes with integrated lateral thrust. If needed

the coil mandrel can be swapped for a 2,400 mm fork.

Efficient design, long life

Oliver Kah, Senior Sales Manager for industrial machinery

at Cargotec Germany, offered the 600 mm LSP model because

of its shorter wheel base, which provides easier manoeuvring

at the transfer station. The machine’s outstanding technical

solutions include load-sensing axial piston hydraulic pumps

that adjust the oil supply according to need. It is also quieter

than conventional pumps and requires very little space. This

truck comes with Stage IIIB motors made by either Volvo or

Cummins, both of which offer significantly reduced emissions

(90% of particles and 50% of nitrogen oxides).

The speed curve of the motors is markedly convex allowing

for a high torque even at low rpm values. Maintenance-free wet

multi-disk brakes and a disk brake used as a parking brake are

prime examples of Kalmar’s safety concept. The service inter-

val is 500 hours for all functions. All service and maintenance

points, including tank inlets, are grouped on one side of the

vehicle, in places easily accessible from the ground. The Kalmar

truck will serve for approximately 2,500 operating hours per

year. Maintenance is provided by the Cargotec’s fully equipped

local customer service.


The last years have seen dramatic growth in

container throughput across the globe, with

container vessels continuously increasing

in size. In today’s highly competitive, pres-

sured business environment, automation is

increasingly becoming the way forward for

container terminals to compete.

A typical container terminal can move

over 10,000 containers in a day. Each unique

container move must fit in seamlessly with

all of the terminal’s ongoing processes as

well as a wide range of equipment. In most

ports, operations are still carried out with

manually operated machinery, but many

have already adopted automated systems

alongside their manual operations. Some

AUTOMATION

Bridging the gapsFor container terminals, automation is the future.

have even transformed their port terminal

operations completely into a fully auto-

mated landscape.

CASE: Seamless integration

Cargotec offers an unparalleled range of

solutions for end-to-end terminal automa-

tion, ranging from processes and ground

mover fleet management to fully automated

equipment and terminals. One of the best

ways for terminals to increase their effi-

ciency is through well-integrated processes

and automated management for their con-

tainer moving equipment. Cargotec’s recent

acquisition of leading terminal operating

TEXT Thomas Freundlich

ILLUSTRATION Osmo Päivinen



equipment,” adds Nuutinen. Such integra-

tion, however, is not a requirement being

imposed on customers. “Of course we would

prefer Kalmar equipment to be selected

and the complete responsibility being with

Cargotec, but we are able to integrate with

equipment supplied by third parties as

well,” Nuutinen emphasises.

“The integration carries over to our sup-

port services. We can now offer our custom-

ers a true ‘follow the sun’ support model

with Cargotec’s service personnel and Navis’

support organisation available around the

clock and around the world.”

By the very nature of their business, con-

tainer terminals already operate extremely

efficiently. Most of the processes that Navis

solutions automate take only minutes or

even seconds – but those seconds are the

key to increasing productivity and profit-

ability while getting the most benefit out

of existing resources. A manual system

might be a mere three seconds slower than

an automated solution when dispatching a

truck for a load or discharge move. Across

500,000 vessel moves per year, this

equates to 1,500,000 seconds – seventeen

days – of delay.

And this is only the beginning. “You

cannot just focus on the container going

on and coming off the ship. The terminal

operator also has to know where it goes,

and must interface seamlessly with the

vessel operator’s processes. That’s when

you really start to get the benefit,” Rosen

says.

We can now offer our customers a true ‘follow the sun’ support model with Cargotec’s service

personnel and Navis’ support organisation

available around the clock and around the world.

system (TOS) provider Navis opens up new

possibilities for seamless integration on

every level of terminal operations.

“Process automation often does not

get as much attention as the fully auto-

mated container terminals that have

been going live in the last few years,” says

Elisa Nuutinen, Sales Director, Semi-

Automation Products. “However, starting

with software-based automation of your

processes is a very accessible and fast way to

get immediate productivity improvements

for a relatively small initial investment.”

“Our customers often ask what is the best

way to get started with automating their

terminals,” adds John Rosen, Director

Product Marketing, Navis. “It is essential

to identify and first focus on the bottle-

necks of your current setup – whether it is

the gate, the quay or any other area. With

process automation, you can start small and

increase the scope of your automation as

you go along.”

“The strategic co-operation of Navis

and Cargotec is very exciting because it

allows for tight integration, all the way

from the TOS at one end to the actual port



CASE: Tomorrow’s technology today

Cargotec is building a completely new terminal concept that is based

on Kalmar AutoShuttles as the automatic horizontal transportation

system alongside Automatic Stacking Cranes (ASC). The state-of-the-

art system will be tested at Cargotec’s Technology and Competence

Centre in Tampere, Finland, the world’s largest test site for port tech-

nology.

Kalmar Automatic Stacking Cranes are rail-mounted cranes used

for yard stacking and in-stack transportation of containers. ASCs

deposit and pick up containers from dedicated interchange areas at

both ends of the stack. Cargotec now introduces the new Kalmar ASC+

system featuring modularity in every aspect of the design ensuring

a fit with any terminal and allowing for customisation to application

requirements and challenges.

“Based on our experiences, we set out to integrate modularity into

the design. Pre-made cabling and factory tested subsystems allow for

factory acceptance of the full crane to be conducted on-site, easing

the shipping in the process and reducing costs and lead time. The

design also focuses on efficient erection on site, allowing most erection

work to be done on ground level,” says ASC Product Manager Marko

Hopeaharju.

The crane design is optimised to reach a higher performance with

reduced weight (of the crane and the spreader) thereby reducing

energy consumption. The Kalmar ASC+ also features intelligent idle

time management and regeneration of energy during lowering and

braking. The performance leads the market accommodating high oper-

ation speeds for gantry (up to 300m/min), trolley (up to 90m/min) and

hoist (up to120m/min).

The Kalmar AutoShuttle is equipped with onboard automation

and navigation systems as well as sensors for automated picking and

placing of containers. The AutoShuttle can transport one-over-one

All this comes with a single technical support channel to contact afterwards.

The system will be a lot more flexible in different exception

scenarios due to the ability to buffer containers on the

ground in the transfer areas.


and stack two containers. Compared with other solutions, this

provides a significant increase of buffering capacity for the con-

tainer stack, as the ASC can prepare for future volume peaks by

transporting more containers to the transfer area.

“Our Kalmar AutoShuttle-based system is unique in that

it is the only available fully automated horizontal transpor-

tation concept in which crane and transporter operations

are fully decoupled,” explains Timo Alho, Director Product

Management, Cargotec. “Since the shuttle can pick and place

containers on the ground, it does not need to sit and wait for the

crane. Instead, the crane can land the box and it will be waiting

there for the transporter. By eliminating the need to have the

two pieces of equipment in the same place at the same time, the

transporter fleet can be halved.”

A further benefit of the concept is that no specific waiting

area is required behind the quay crane for the ground mover

equipment, allowing for better space utilization.

“We believe that only by disconnecting the crane and trans-

porter operations it is possible to reach the ultimate in high

productivity figures. To reach and exceed 40 quay crane moves

per hour, this is the way to go. The system will also be a lot more

flexible in different exception scenarios due to the ability to

buffer containers on the ground in the transfer areas,” says Alho.

The automated equipment is controlled and monitored from

the Terminal Logistic System (TLS), serving as an intermediate

layer between the TOS and the equipment. TLS is the backbone

of Cargotec’s terminal automation allowing for optimisation of

the integrated equipment efficiency.

In the tough competitive landscape for terminal operators,

Cargotec stands out as the only end-to-end solution provider.

“We can provide a complete turnkey solution for terminals,

all the way from the

TOS, TLS automation

software, equipment,

services and consult-

ing to the integration

services that bring a

complete automated

terminal together. And

all this comes with a

single technical sup-

port channel to contact

afterwards. This, and

nothing less, is what we

pledge to our custom-

ers,” Alho says.

In February, Cargotec expanded its portfolio with an automated lashing platform for fully automated quayside twistlock handling.

Today, stevedores manually remove twistlocks during discharge and fix them during the loading process. Cargotec can now bridge the automation gap between quay cranes and horizontal transportation. The innovative automated lashing platform is the only fully automated coning and de-coning device on the market for use in ports.

“Optimising the flow of containers in a terminal requires improved efficiency in all phases, from ship to truck. The system is designed for all marine container terminals seeking reduced costs, higher productivity and worker safety. By using automation to insert and remove twistlocks and stackers on the quayside, the time for coning and de-coning is reduced from more than 20 to less than one second. This is an obvious boost to productivity, especially when unloading ships with thousands of containers,” said Frank Kho, Senior Vice President of Terminal Projects and Offerings, Cargotec.

A quay crane places the container directly on the platform, which de-cones the twistlocks. Unlike other solutions on the market, this system needs no external power and produces zero emissions. It can handle most twistlock types in everyday use. Other features include high capacity, with the capability to discharge and load all containers from any sized vessel, as well as remote control and optional communications integration with a terminal operating system (TOS).

Automatic twistlock handling


Wallhamn AB has operated at the harbour since

1962, when it was opened by brothers Lars and

Vilgot Johansson. Located on the western coast

of Sweden, Wallhamn is an important gateway for

the Swedish export industry, where export cars and

Ro-Ro cargo are the bulk of the harbour activity.

With a worldwide network, Wallhamn is a

successful global competitor, and maintaining

that status requires investment in first-class cargo

handling technology. “New machinery secures

safe and quick handling when the ships are in

harbour. It is very important that we can rely on the

machinery whenever it is needed,” says Torbjörn

Wedebrand, Managing Director, Wallhamn AB.

Wedebrand pays particular attention to the

environmental impact of the machinery. That was

also one of the key factors in Wallhamn’s choice of

Cargotec’s new TR618i tractor.

10 percent less fuel

The engines of the new TR618i tractors are based

on the same technology used by the heavy duty

motor manufacturer, Agco Sisu Power. The new

IIIB engine consumes 10 percent less fuel than the

earlier IIIA engine. The earlier Cargotec tractor

TEXT Vesa Tompuri

Wallhamn chooses Cargotec Cargotec has delivered four TR618i terminal tractors to the port of Wallhamn, Sweden’s largest privately owned harbour. Utilising the global network of the owner, Grimaldi of Italy, the recently designed tractors will have a global reach.

with the IIIA engine was a worldwide success, and now Car-

gotec can look forward to even more success with the new

design.

Wedebrand thinks it is imperative for Wallhamn to renew

its cargo handling machinery regularly. Sustainability, safety

and dimensional stability are all important factors when

purchasing new machinery. “Cargotec has a proven track

record in meeting these requirements. The

company is doing a very good job,” he asserts.

Cargotec also offers customers financing

options, which Wallhamn appreciated when it

signed the agreement in 2008.

Cargotec has its own workshop in the

Wallhamn harbour to help to maintain

and service the machinery and allow the

customer the room to concentrate on its core business.

It is also intrinsic to Cargotec’s business policy to learn

the customer’s business, placing the company in a strong

position to offer the best tailor-made solutions to meet each

customer’s special needs. Wallhamn, for example, required

tailor-made dimensions. “At the company’s request, we

reduced the total height of the tractor to under three meters,

necessitated by their need to operate carrier ships, which

have low deck heights,” says Håkan Loren, Sales Manager,

Terminals, Cargotec Sweden AB.

“It is very important that we can rely on the machinery whenever it is

needed,”

TEXT Vesa Tompuri


Putting sustainability to workWith high fuel efficiency and low maintenance, Cargotec’s E-One2 RTGs help customers enhance the sustainability of terminal operations. Recently, the product portfolio has been expanded with the Kalmar E-One2 SmartPower RTG.

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Cargotec’s development of sustainable rubber-tyred gantry cranes

(RTGs) started over a decade ago with a project in Oslo, Norway. “We were

essentially the inventors of RTG electrification with the Oslo Port Authority

project,” says Marko Rasinen, RTG Product Manager at Cargotec.

The electrically supplied RTGs in Oslo were a new, unique concept for

the market and represented a tremendous opportunity. “Fuel economy was

not a major issue at that time,” explains Rasinen. “But we realised it would

become a key trend in the future, so we established a product development

programme focusing on sustainability.”



Cost efficiency is key

There is no place for fuel prices to go but

up. Terminals all over the world are fac-

ing this problem, along with the growing

concern and stricter regulations for pro-

tecting the environment.

Energy savings and lower emissions

are at the core of the Kalmar E-One2

RTG product development. “Energy is a

big issue for all our customers, whether

we are talking about electric solutions

or simply more efficient conventional

solutions,” states Rasinen. “Whatever the

technology, customers today need energy

consumption to go down.”

The standard E-One2 RTG has the

lowest fuel consumption of conventional

diesel-electric RTGs on the market.

The Variable Speed Generator (VSG)

alternative reduces fuel consumption

even further. This is achieved by

managing power output according to real

needs, such as reducing the diesel engine

RPMs when less power is needed.

Enter the SmartPower

The latest addition to the portfolio, the

Kalmar E-One2 SmartPower RTG, is

smart in not being a one-size-fits-all RTG.

“With the E-One2 SmartPower RTG we

took a different approach,” adds Rasinen.

“We designed a set up with an engine with

less power that is suitable for the vast

majority of normal RTG operations.”

This contrasts with the typical

approach where rubber-tyred gantry

cranes (RTGs) are designed to handle also

the rare situation of a full load needing

to be hoisted with full acceleration and

speed.

“In a typical RTG operation, between

9 and 18 containers are handled per hour.

This is a very good fit for the SmartPower

RTG, which provides the perfect

balance between productivity and cost

efficiency’’. Equipped with a significantly

smaller diesel engine and an intelligent

power management system, the

SmartPower RTG consumes only 9 litres

of fuel per hour in a typical operation, the

lowest of any diesel-electric RTG.

The new power management system

ensures the most economical engine

RPM is used at all times during operation

and controls speeds and accelerations to

reduce the peak power requirement. In

addition to energy the exhaust emissions

are also greatly reduced.

The entire E-One2

product family aims to help customers meet the latest environmental demands without sacrificing productivity or cost efficiency.

The E-One2 family produces real savings13-16l/h

11-13l/h

9l/h

8-10l/h

18-21l/h


Kalmar E-One2 regulating noise

Where the Kalmar E-One2 SmartPower and

Hybrid RTG alternatives already achieve great

fuel savings, customers can go all the way to no

fuel with the electrically supplied Kalmar E-One2

Zero Emission RTG. Electrification is being driven

by both high fuel costs and stricter environmen-

tal regulations. But these vary significantly from

region to region and coun-

try to country. For some

countries, like Turkey, die-

sel fuel is so expensive that

electrification is an abso-

lute necessity. For others,

like the USA, it is expen-

sive, but not yet restrictive.

However, terminals

in the USA are facing ever-tighter regulations

regarding emissions. “These regulations are

going to come everywhere,” notes Rasinen. “The

regulations are quite specific, setting limits on the

emissions of each individual engine used at the

terminal. Each engine needs to be certified that it

meets a certain emissions level.”

For the Oslo project, the main requirement

was actually not reducing fuel consumption.

Rather, it was reducing noise levels due to the

close proximity of residential housing. Particularly

where greenfield operations are concerned,

limiting noise is a major concern. Even when

there are no regulations on noise, local authorities

may put clear demands on the maximum decibels

allowed within a certain radius of the terminal.

In RTGs, the main source of noise is the diesel

engine. Lacking a diesel engine, the Zero Emission

RTG is the quietest solution available. In the case

of the SmartPower RTG, sound is minimised by

reducing the size of the diesel motor and putting

it in a specially designed compartment to dampen

noise.

The entire Kalmar E-One2 product family aims

to help customers meet the latest environmental

demands without sacrificing productivity or cost

efficiency.

Motoring forward

Cargotec will continue with the development

and integration of the engine to ensure that its

RTG engines meet and exceed both today’s and

Each engine needs to be

certified that it meets a certain

emissions level.


tomorrow’s requirements. “We started an extensive

research and development project within Cargotec

to develop and integrate the new Tier IVi and Tier IIIB

engines properly into our RTGs. This was a parallel pro-

ject with the engines for the straddle carriers.

Once we complete this process, the next step will be the devel-

opment of the next generation engines, Tier IV Final / Stage 4,

needed by 2014,” says Rasinen.

Rasinen notes that it is not only the diesel engines that are

under continuous development. “The Zero-Emission solution

was tested extensively as well – both with the cable reel and

the Busbar option. This is done in-house, in our own backyard,

to ensure that as Cargotec we continue to build on the core

expertise of our products.”

The Busbar option has been developed with automatic connection/

disconnection to the conductor bar including automatic steering and data

transfer.

Maintaining performance

Along with fuel, the biggest contributor to the operational cost of an RTG is main-

tenance. The Kalmar E-One2 RTGs feature a 1,000-hour maintenance interval,

considerably longer than conventional solutions. Longer maintenance intervals

are not just a cost-reduction factor. They also translate into better reliability and

longer uptimes, which in turn translates into more profitable operation time.

“It has been our overall design goal to create energy efficient RTGs that are

both simple and reliable,” says Rasinen. “Productivity is usually expressed in the

number of containers an RTG can handle per hour. With our solutions, we can

give customers RTGs that are basically available around the clock.”

With equipment services and support services being offered 24/7, Cargotec’s

focus remains making your every move count.

We can give customers RTGs that

are basically available

around the clock.

Using one Kalmar RTG cuts carbon emissions by the amount produced by 49 cars per year

Kalmar RTG fuel savings 10 l/h Operating time 4,000 h/year

CO2 reduction = 10 x 4,000 x 2,66 kg = 106,000 kg/year


Open to innovationIn a world of widely distributed knowledge, companies can no

longer rely entirely on their own research. Instead, innovations

arise from collaboration with partners, research institutes and

other companies. We are in the midst of a huge transformation

in how knowledge and innovation flow worldwide. In this

‘flat’ world, even individual professionals can

compete globally via the internet. Do we choose

to ignore the trend, or do something about it?

In recent years, many successful companies

have embraced the concept of Open Innovation,

coined by Dr. Henry Chesbrough of UC

Berkeley. Open Innovation is the use of

purposive inflows and outflows of knowledge

to accelerate innovation. With knowledge now

widely distributed, companies must be open

to pre-competitive collaboration, as well as

acquiring external inventions when it advances

their business. Simply put, it means accepting

that no single company has all the expertise in its field.

One of the best ways for companies to embrace the

potential of Open Innovation is to align with other players with

similar interests. But just investing in an R&D park next to a

university won’t lead to innovation. You have to find ways for

the participants to truly share their ideas. On a small scale, this

could be as simple as enabling the interaction of two creative

people on the opposite sides of a cubicle wall.

Finding the best balance between innovation and product

development is another challenge for any company. Established

players are incredibly good at developing products and bringing

them to market. However, at the earlier stages of research they

are generally less likely to come up with something totally new.

Sometimes companies can be too good at endlessly refining a

winning product. We can all think of well-known examples of

industry leaders being overtaken without warning.

Customer relationships are also evolving rapidly as the

businesses and interests of sellers and customers become

increasingly intertwined and interdependent. The traditional

buyer-seller equation is virtually a thing of the past, with

the relationship rising to a new level of engagement and

partnership. Companies need to be as close

to the customer as possible, both in terms

of physical distance and being in sync with

the businesses and clients of the customer.

Innovation must be fine-tuned to the customer’s

needs, and Cargotec is already devising products

and integrated solutions based on this new,

valued relationship.

A forward-looking project that incorporated

elements of Open Innovation was Cargotec’s

Port 2060, a collaborative project to anticipate

the future of containerisation as it approaches

its centenary. For Port 2060, Cargotec

employees contributed ideas that included mega ports on

offshore artificial islands; floating feeder terminals; foldable

smart containers; automatic lashing systems that would form

packages with up to 64 containers in a single moveable unit;

and underground solar-power silos for large-scale container

storage.

Whether this radical vision eventually becomes reality

remains to be seen. But Open Innovation does not always

have to mean something on a grand scale. Equally important

are innovations that have to do with one’s own work. Even in

the course of a single day at the office, the philosophy of Open

Innovation can inspire us, reminding us to look further and

stay open to the best ideas, wherever they are found. Perhaps it

means establishing a research partnership with a few equally

motivated companies – or maybe just taking down a cubicle wall

or two.

Matti Sommarberg

Chief Technology Officer, Cargotec

EXPERT COLUMN

Hi Annamari

www.cargotec.com

Want to share your port pictures from around the world?

Kalmar around the world invites you to submit your

port pictures, whether the subject is ships, containers,

equipment, people or processes, to

www.cargotec.com/portpictures.

The competition is open to everyone. A Cargotec

jury with years of experience in the container industry

will determine the winner. The winner will receive an

iPad and the winning image will be featured in the next

issue of Kalmar around the world.

Picture your favourite port at its best

The Cargotec Port Pictures Photography Competition is open to all photographers at least 18 years of age. The

deadline for submissions is 30 September 2012. The contest is open to all participants regardless of residence

or citizenship, providing the laws of their jurisdiction allow participation. For more information go to

www.cargotec.com/portpictures.

COMPETI

TION

Documents

Kalmar Around the World 1/2012