Kalmar Around the World, issue 2/2005

Kalmar around the

world A G L O B A L B U S I N E S S M A G A Z I N E F R O M K A L M A R I N D U S T R I E S, N O. 2 / 2 0 0 5

Crane modification challenge

Patrick Stevedores confirms a service contract with Kalmar

Edouard Atichian is pleased with the performance of refurbished cranes at GMP Terminal Le Havre.

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Grand ambitions The Port of Antwerp is on a major growth track, with the main terminal operators in the port putting massive investment into ensuring future capacity.

Patrick Stevedores has confirmed a warranty/ service contract with Kalmar for its automated straddle carrier fleet at its Fisherman Islands terminal in Brisbane, Australia.

The contract includes scheduled warranty / preventive maintenance and servicing, service parts, daily and weekly checks, including

regular cleaning and inspection of the optical sensor. The contract covers the 14 automated Kalmar ESC units delivered this year and also the newly ordered four additional automated straddle carriers that will be delivered this year.

In order to boost the efficiency of its automated terminal even further Patrick will install the automated ESC straddle carriers with Kalmar’s Remote Machine Interface (RMI) which has become

an essential part of the service scope offered under all Kalmar rental and contract maintenance services.

Kalmar developed RMI as a tool for remote machine monitoring, maintenance tasking and reporting. Its main advantages are centralised follow-up of the fleet, easy-to-read reports and clear format analyses. It also offers remote support by Kalmar factory experts over the internet.

Marrying green values with handling and fleet management technology

20 Kalmar 7th generation EDRIVE® ESC units at Antwerp Gateway Terminal.

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Anil Singh, General Manager of Thailand’s LCB Container Terminal 1, continues to trust Kalmar equipment.

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Within just six months of its launch, the market’s first all-electric RTG, E-One, has already attracted orders for nearly 50 units from across the globe.

Besides opting for environmental values, customers have also chosen to fit their equipment with Kalmar’s pioneering handling and fleet management technology in order to boost their operations: Smartrail® autosteering and container position verification and Remote Machine Interface (RMI) (See page 3 for more about RMI).

Recent orders for the E-One RTG include Mardas Marmara Deniz Isletmeciligi AS, the container terminal operator in the Mardas Port area of the Ambarli Port Complex in Istanbul, Turkey.

Mardas has ordered six Kalmar E-One all-electric RTGs, each

equipped with Smartrail® and RMI. Gateway Terminals India Pvt Ltd (GTI) Mumbai has signed a contract with Kalmar for the supply of 29 E-One RTGs, intended for operation at a new terminal now under construction at the Port of Nhava Sheva. GTI has specified that all of these new E-One RTGs should be fitted with Smartrail®.

The Port of New York and New Jersey (NY/NJ)’s Global Terminal & Container Services, Inc, an OOIL Group company, is again leading the way in RTG crane technology with an order for two E-One RTGs to strengthen its existing fleet of 10 Kalmar RTGs. This is not the first time Global has assumed a pioneering role.

In 2001 it became the first North American operator to adopt intelligence in container handling equipment with the purchase of RTGs equipped with Kalmar’s Smartrail® and RMI systems. Its

Picture from Global Terminal & Container Services Inc, Port of New York and New Jersey.

new E-One RTGs will also feature both Smartrail® and RMI. E-One features a low-emission diesel engine and is fitted with electric trolley, wheel turning and spreader. It offers reliable operation with competitive maintenance features and fuel savings. www.kalmarind.com/news room

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Fleet management made easy with RMI ............ 3

A new life ............................................................. 4

The E-One wins global orders ............................. 6

Changing customer structure automation but with every new advance in IT hardware and software, our customers’ expectations have become more and more demanding.

Having been a pioneer in automation & intelligence related to container handling applications, Kalmar decided to organise its resources into one business unit, completely focused on this area in order to speed progress.

Our first months have clearly shown the importance of this decision as our customers are actively embracing hi-tech solutions and moving projects forward.

Despite the fact that automation has been controlling stacking cranes for decades, the field of automation & intelligence is still very fragmented. In order to speed up progress, more standardisation is needed. It makes things cheaper and improves quality. It makes things easier.

In critical operations like moving containers in the port, reliability is a must. This applies to any intelligence in the machine or when remotely controlling the movement of machines and containers. We as suppliers of equipment and systems need to take on this challenge. Advanced technology to deliver full automation is there but we have to convince our customers that in terms of productivity and reliability, the new technology will perform.

I am however confident that we will see a lot more automation coming on stream in the next few years.

Antwerp Gateway boosts P&O box volumes ..... 7

Rent a fleet – Stora Enso Timber reaps the benefit of outsourcing ..................... 10

Straddling the capacity gulf ............................. 12

Celebrations at Gioia Tauro .............................. 12

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CMA CGM’s spectacular growth continues ..... 14

Airbus A380 – conceived for cargo, too ........... 15

A Seine way to move freight ............................. 16

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Diesel exhaust gas endangers health .............. 18

Levelling the playing field for European seaports ...................................... 18

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The growth is global but the global growth engine is coming from the east. It will therefore also be interesting to see if in the years to come we will have several Chinese container handling operators in the global top ten.

For a company like Kalmar, being a supplier of equipment and services to the container handling industry is an exciting challenge. We need to review and develop our own mode of operation on a continuous basis so that we can match this ever-evolving scenario. We acknowledge the need to understand our customers’ businesses better. To recognise the industry changes and identify new requirements.

One of these emerging needs centres around automation & intelligence. Of course, container handling equipment has always embodied significant levels of

Antwerp realises its grand ambitions ................ 7

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In 2004, the top 10 port operators were handling more than 50% of all containers in the world’s ports. Is this a high percentage or not? In iron ore mining, the top 10 companies were producing 95% of global output. The same percentage applies in the automotive industry.

In white goods, the figure is 80%. In steel production the figure is 30%. Being a global industry the figure 50% for the container handling industry can be expected to rise further, but by how much? I think there is still a bit to go.

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Rotterdam prepares for a flood of giant container vessels ....................................... 6

Hands-on training for Asia ................................ 20

Christer Granskog President and CEO Kalmar Industries

New RTGs rise above Thailand’s premier port ...................................................... 22

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PTP’s Smartrail® project ends on a high note .. 23

Brazilian breakthrough ...................................... 24 Publisher: Benoît Passard Kalmar Industries PO Box 878, Kungsgatan 70 SE-101 37 Stockholm Tel + 46 8 700 51 40 benoit.passard@kalmarind.com

PRINTED BY: Offset Ulonen Oy, Tampere, Finland, 2005

Layout: Viestintätoimisto Tulus Oy, Tampere, Finland

Demand for double handling ECH rockets ....... 24

Providing extra power ....................................... 24

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Editor: Aija Kalander Kalmar Industries P.O.Box 387 FIN-33101 Tampere Tel +358 3 2658 111 aija.kalander@kalmarind.com

Fleet management made easy with RMI Kalmar’s Remote Machine Interface (RMI) meets the challenge of efficient fleet management, allowing Kalmar customers to optimise the productivity of their handling equipment.

RMI is a tool for remote machine monitoring, maintenance tasking and reporting suitable for use with all Kalmar equipment. The system is designed for easy installation and minimal interruption to terminal operations.

It is a useful tool for terminals trying to cope with an evergrowing fleet of equipment. It is also an essential part of the service scope offered under all Kalmar rental and contract maintenance services.

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Reporting and analysing the data Another benefit for the customer is that RMI produces easyto-read analyses. These can be utilised not only by terminal maintenance staff, but also by operations management, which might find it useful for gauging the number of containers handled or measuring other key performance indicators.

RMI continuously collects vast amount of data, analyses that data and presents it in a clear format with the use of simple graphics where appropriate.

These analyses can be used to minimise the downtime of the equipment by enabling efficient preventive and predictive maintenance. They can also be integrated into the everyday planning of terminal operations in order to extract maximum efficiency from the fleet.

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General Principle for the Remote Maintenance “LIFE CYCLE INTELLIGENCE” Intelligent support

Design for reliability and serviceability

- Machine performance analyses

Monitoring machines

- Predictive maintenance - Remote support etc.

Product redesign

Predictive performance

Monitoring Machines

Centralised follow-up of the fleet One of the main advantages of RMI is that one operator in the terminal control room can, at a glance, view the real-time status of the terminal’s entire fleet.

This not only enables quicker and more accurate information flow, but also enhances safety by minimising the amount of maintenance calls required in the terminal operating area.

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Maintenance Predictive and Preventive

Remote troubleshooting and instant support

- Web-enabled monitoring, and diagnostics - Knowledge management, reports & analyses - Optimizing assets

the container handling industry include: • Development of the world’s first fully automated straddle carrier terminal at Fisher man’s Island, Brisbane, Australia, developed in cooperation with Patrick Technology & Systems Pty; • Smartrail® autosteering and container position verification system for RTGs;

RMI provides customers with the option of instant support from Kalmar experts: selected machines can be accessed over the Internet, analysis of that machine can be performed and the appropriate action can be taken. In effect, RMI gives customers access to Kalmar’s expert knowledge and experience quickly and cost effectively.

The RMI system includes GPS satellite location, which is especially useful in larger terminals as it allows the terminal operator to view the location of each machine and use the information to effect efficient duty allocation.

Kalmar Intelligence & Automation

• Smartpath® container position verification system for straddle carriers and RTGs; and • Automatic stacking cranes (ASC).

More information: Jorma Tirkkonen Tel + 358 3 2658 111 jorma.tirkkonen@kalmarind.com

Key benefits

Kalmar Intelligence & Automation focuses on the marketing and development of on-board smart features for container handling equipment, integrated systems and remote maintenance products in co-operation with customers and partners.

In addition to RMI, Kalmar intelligence and automation products, systems and services for

RMI offers Kalmar customers a range of operational advantages, including: • quick and accurate information flow and enhanced safety; • well-planned maintenance and fueling; • minimised downtime through immediate specialist service support; • real-time machine location for terminal operations; and • simple graphics display to help operators make optimal decisions.

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A new As a result of the extensive work, terminal operator Generale de Manutention Portuaire is expecting an additional ten years of life and one million cycles from these newly modernised giants.

The challenging project involved the replacement of the cranes’ trolleys, which are now 40% lighter than before, and their entire booms and backstays, as well as the upgrading of their electrical control systems to current standards. A third crane currently undergoing the same modernisation procedure is due to be back in operation at the terminal in September 2005.

According to Edouard Atichian, GMP’s head of projects, early experience with the modified cranes has been positive.

“We’re all amazed at how well these old cranes are now performing,” he said. “Due to cracks in the main steel structure of the cranes, the old operating speeds

Crane refurbishment projects usually entail raising crane heights and extending booms.

At Le Havre, however, Kalmar has recently finalized a unique crane modification challenge which has so far seen the complete restoration of two 15-year-old cranes, owned by Europe Atlantique Terminal (EAT) and operated

by Generale de Manutention Portuaire (GMP).

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had to be cut back significantly.

Thanks to the Kalmar refurbishment, these cranes can now finally operate on their original design-speeds!”

Edouard Atichian explains that the decision to opt for refurbishment rather than buying new cranes was based on timing. “It can take up to two years to bring a new crane into operation and with the growing volumes of cargo we’re seeing, we needed a faster solution to provide the performance improvement we require.”

Given such rigorous operating demands, the project, which started in June 2004, was scheduled to cause the least disruption possible to the terminal’s container handling activities. A two-hectare site separated from day-to-day terminal operations was established, along with necessary reinforcements, for the temporary location of the cranes.

life Kalmar’s Casper Langeveld, who managed the project, underlines the amount of engineering skills that were called upon in the course of the refurbishments.

Challenges were formed by the allowable ground pressures that called for special measures during transportation and stocking of the cranes. Not only was a special truck ordered from the Netherlands for a soil investigation, but also a satellite controlled ditch had to be crossed during transportation containing acid lines for seven oil companies.

In winter time, winds up to 12 Beaufort are common in the Normandy area. No imagination needed that when no tie-downs are available on a building site without a quay-rail, this also calls for special measures...

in such a way that the residual design life time would be approximately 500.000 to 1.000.000 crane cycles and electrical installation would be modified in order to reach acceptable maintenance levels. The trolley rails and rail transition points also needed to be repaired to offer acceptable operator comfort.”

Kalmar’s proposal was to reduce forces in the crane in order to increase the calculated residual lifetime by employing a light-weight trolley design.

Says Langeveld: “We proposed a new-design trolley with a weight of approximately 45 tons, more than 40% lighter than the original design, which was around 80 tons excluding the load.

“We also made a design proposal for a new boom, which has about the same weight as the existing boom but is built as a trapezium-shaped box construction, resulting in a more rigid and torsion-stiff construction and thus able to better withstand eccentric loads.”

Electrical installation was also undertaken to meet current

Wear and tear The three cranes (not Kalmar make) under renovation were built around 1990. A few years after the cranes were taken into operation, problems began to occur: severe cracks appeared in the steel structures on various spots such as the boom, forestay, backstays, pylon and pylon head, and portal construction.

Says Edouard Atichian: “Over the years many repair jobs were executed in order to keep the cranes safely in operation. We asked an engineering company to run calculations on the residual life time of the cranes and the conclusion was that several spots had passed the theoretical end of their lifetime based on the crane classification and usage expectations.

“Finally, we asked Kalmar to propose a plan which would allow the cranes to be modified

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standards and to achieve lower maintenance costs.

Teamwork Says Langeveld: “A total of 11 parties spread over 3 countries were involved in this project. The overall-success of this project is thanks to the excellent teamwork and close cooperation. Not to forget the Kalmar crew from Rotterdam that spends a full year in France: they really make things work in France.”

More information: Gert Jan Doornewaard Tel +3110 2946649 gert.jan.doornewaard@kalmarind.com

Rotterdam prepares for a flood of giant container vessels Kalmar has been working on two separate refurbishment contracts in the port of Rotterdam, one concerning the Delta Multi User (DMU) Terminal and the other the Dedicated Delta North (DDN) Terminal. A total of 12 cranes were involved and all have been raised by 8m and had their outreach extended to 56m.

could be spread over an extended lifetime.

There are two separate modernisation contracts, one concerning the Delta Multi User (DMU) Terminal and the other the Dedicated Delta North (DDN) Terminal.

DMU to DDE

Removal of the boom head is achieved by using a floating crane. Once it has been enlarged by 6m, the head of the boom will then be hoisted back into position using the same floating crane.

The DMU Terminal contract, placed in June 2004, involved the modernisation of five cranes, all originally built in the 1980s. The work involved raising the height of each crane by 8m from 30m under the spreader to 38m under the spreader and extending the boom length from 50m to 56m.

To justify the cost, ECT needed to extend the life of these cranes to provide each with another ten years in service.

In order to achieve this, Kalmar inspected each crane, calculated what reinforcement of the structure was required and then carried out the necessary work.

Further work involved installing a stacker platform between the front legs and replacing the old type S5 PLC with the latest type S7-400 PLC control system.

Inevitably, modernising 20year old cranes involved a lot of special maintenance work too, such as a standard overhaul of all electric motors and changing the oil in all of the crane gearboxes. Finally the cranes had to be re-located to the Delta Dedicated East (DDE) Terminal.

In line with the contract, Kalmar delivered three modernised cranes at the end of 2004 while the remaining two were handed over at the end of April.

All of the work had been completed quickly and on time.

Every week seems to see more super post-Panamax vessels of 7000TEU to 8500TEU entering either the Asia – Europe or the Asia – US West Coast trades while 10000TEU ships are in prospect. This is forcing leading ports in both Europe and the West Coast to increase the size of their existing cranes. Yes, they have built new cranes to handle these giant vessels but they are finding that their smaller cranes are becoming obsolete. 4000TEU Panamax vessels that used to be the mainstay of these trades are now being deployed on other trades such as Asia to the US East Coast (via Panama) and the fast growing Asia – South Africa – South America route.

Recognising this trend, Rotterdam’s ECT called in Kalmar to increase the outreach and height of 12 existing cranes, modernise them at the same time so as to ensure that the capital investment involved

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DDN’s seven The seven cranes on the DDN Terminal were slightly larger and built in the early 1990s but the work carried out was quite similar. The cranes were again raised by 8m but this time from 32m under the spreader to 40m under the spreader. The boom length was increased from 52m to 56m, matching the outreach of the DMU cranes. Again, a stacker platform was installed between the front legs of each crane.

ECT required life extension work to be carried out too.

Modernisation is only economically viable if the main steel structure of each crane has an adequate residual life. These cranes have already completed around 1.2 million moves and ECT was looking for a total lifetime of 3 million moves. In order to achieve this, various reinforcement work had to be undertaken.

Although these cranes were intended to stay on the same terminal, each crane had to be transported to a special construction site and back so as to avoid interfering with the dayto-day operation of container vessels.

An ECT crane is transported by self propelled modular trailers (SPMTs) to its new location in the Dedicated Delta North Terminal.

More information: Gert Jan Doornewaard tel +31 10 2946657 gert.jan.doornewaard@kalmarind.com

Antwerp realises its grand ambitions The Port of Antwerp is on a major growth track, with the main terminal operators in the port putting massive investment into ensuring future capacity.

Eric Noterman, explains why: “Antwerp is famous for its productivity and we didn’t want to take any risks with this reputation. If you want

three weeks until mid-2006.

All of these operators have chosen Kalmar as a key partner in securing future growth.

P&O Ports’ Managing Director, Noordzee-terminal

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The newest expansion – Deurganckdock, on the left bank of the River Scheldt – will commence Phase I operations in July when P&O’s Antwerp Gateway opens for business. Meanwhile, across the water, PSA HesseNoord Natie (PSA HNN) is busy preparing its new terminal, scheduled to welcome its first ships in November.

At the Delwaidedock, MSC Home Terminal is occupied with a combined terminal refurbishment that has recently received five Kalmar super post panamax cranes capable of handling increased volumes.

During the last two years, MSC Home Terminal has ordered 15 cranes from Kalmar, five of which are already delivered and in operation. The remaining nine will be delivered every two to

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crane productivity of up to 35 containers per hour, you need reliability. That is why we chose Kalmar cranes and straddle carriers.”

Once completed, the Deurganckdock development will add a minimum of 6 million TEU of new capacity to the Port of Antwerp by the summer of 2007.

The new tidal dock is the most ambitious expansion project in the Port’s history. It will cover an area of 255 ha. With nearly 5.3km of wharf, Duerganckdock will double Antwerp’s existing container capacity.

Deurganckdock’s key competitive advantage is its location. Situated on the left bank of the River Scheldt, outside of the locks, it provides direct access to the river, thereby reducing vessel sailing time.

Antwerp Gateway boosts P&O box volumes P&O Ports first arrived in Antwerp five years ago.

According to Managing Director, Eric Noterman, the company’s strategy is to create a global network of ports: “We now have container ports in 32 different locations. P&O Ports has also traditionally focused on general cargo, which has always been a very important market for Antwerp.

Gateway will be prepared for future tandem lift, the handling of two 40ft containers side by side, with a maximum load of 100 tonnes on the ropes.

“The first phase of the development will comprise 1,650m of quay and a ca-

Twenty Kalmar ESC 7th generation straddle carriers and three Kalmar ship-to-shore cranes are currently being installed in time for the commencement of operations in July.

Three additional ship-to-shore cranes will be delivered end of August.

The Kalmar super postPanamax cranes for Antwerp

“Antwerp Gateway will be the first facility on the east side of the new Deurganckdock container terminal,” explains Mr Noterman.

“Its initial phase will comprise six Kalmar super post-Panamax cranes and a straddle carrier operation.”

pacity of 1.4 million TEU,” Mr Noterman adds. “When completed in about eight years’ time, the terminal will boast a total quay length of 2,500m on which ultimately 20 ship-to-shore cranes and 6 dedicated barge cranes are projected.”

With development costs estimated at €530 million, this facility will add more than 3.5 million TEU to P&O’s existing operations at Antwerp.

Antwerp Gateway is a joint venture between P&O Ports (42.5%), P&O Nedlloyd (25%), Duisport (7.5%) and Cosco Pacific (25%). P&O Ports will manage the Terminal which will be a common user facility.

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Noordzee-terminal

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An artist’s impression of PSA HNN’s operations at Deurganckdock.

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PSA HNN’s west side story PSA HNN also has its eye on the new Deurganckdock and has been granted the container terminal concession on the west side of the Sheldt. Construction is underway and the terminal is scheduled to open in the end of this year.

The facility will open with six Kalmar super post-Panamax cranes and, in common with other PSA HNN terminals in

2,750m and be equipped with more than 100 straddle carriers and 24 quay cranes. It will be capable of handling vessels up to 22 containers wide and will also have the facilities to transfer containers to truck, rail and barge connections.

“Estimated capacity is more than 4 million TEU, which will raise our total container handling capacity in Antwerp to roughly 10 million TEU annually.”

PSA HNN’s total investment in the Deurganckdock container

Antwerp, will rely on a manned straddle carrier operation. PSA HNN has ordered 25 Kalmar CSC straddle carriers, four of which will be equipped with extendable twinlift spreaders. Phase one will provide over one million TEU capacity.

According to Hubert Vanleenhove, Director of Operations for PSA HNN’s Container Division, the terminal’s capacity will increase over time. “When fully operational, the 200 ha terminal will have a total quay length of

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terminal is €500 million.

Already handling over 5 million TEU per year, PSA HNN is one of Europe’s top container terminal operators. Hesse-Noord Natie is PSA’s largest investment outside Singapore, formed through the merger of two established cargo handling companies, Hessenatie and Noord Natie, into a single company. Hesse-Noord Natie operates four container terminals in the Port of Antwerp.

In Antwerp, 80% of the container volume passes through PSA HNN container terminals.

Pictured here is Kalmar’s ESC 350 straddle carrier with extendable twinlift spreader at MSC Home Terminal. A ship-to-shore crane can lower two full 20ft containers 1.5m apart from each other on the quayside with its extendable twinlift spreader. However, conventional straddle carriers could only pick up one of these boxes at a time, which was less than ideal in terms of productivity.

The breakthrough was finally achieved when Kalmar developed an extendable full twinlift spreader, designed especially for straddle carriers and equipped with a 50-ton capacity. Kalmar delivered the world’s first straddle carrier with extendable twinlift to Hesse-Noord Natie at the end of 2002.

Among those container terminals to have invested in Kalmar’s leading straddle carrier technology is Antwerp Gateway, which is currently taking delivery of 20 7th generation EDRIVE® ESC units.

Kalmar Belgium has had a busy year since it began operations in June 2004.

More than 80 straddle carriers will be delivered to customers this year, according to Managing Director Damien Cols. Kalmar Belgium NV is responsible for sales and services of Kalmar RTG cranes and straddle carriers, as well as terminal tractors.

At PSA Hesse-Noord Natie’s Noordzeeterminal at Quay 913, production is boosted by two additional Kalmar super post-Panamax cranes, which recently joined the fleet of Kalmar cranes.

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Kalmar’s super post-Panamax cranes All the Kalmar cranes recently delivered to or currently being installed in the port of Antwerp are super post-Panamax cranes.

They incorporate the latest Kalmar ship-toshore crane technology and design successfully introduced at Uniport Rotterdam and the Port of Rouen.

With an outreach of 55m, these high-speed, heavy-duty cranes are capable of handling ships over 20 containers wide.

The merits of Kalmar’s latest ship-to-shore crane design are, in a nutshell:

Kalmar is currently in the process of delivering twenty units 7th generation ESC straddle carriers to new Antwerp Gateway NV terminal.

Home improvements in the Delwaidedock In the Delwaidedock quays 702/730, MSC Home Terminal is carrying out a major renovation to bring its terminal facilities in line with current productivity needs. MSC Home Terminal is a joint venture between Mediterranean Shipping Company (MSC) and Hesse-Noord Natie NV. Hesse-Noord Natie was acquired

by PSA Corporation Ltd in 2002.

The merger between Hessenatie and Noord Natie gave MSC the opportunity to make integrated use of the extended quays and the greater backquay area.

According to Managing Director, Dirk Oellibrandt, the combined terminal is being refurbished section by section to incorporate bigger cranes and provide greater capacity.

“Our new Kalmar super postPanamax cranes require a 30m rail span, as opposed to the previous cranes’ 15m. Other upgrades include a new pavement and new maintenance building.”

MSC Home Terminal’s combined orders over the past two years total 15 cranes. Five of them are in operation already while the remaining cranes are being delivered at regular inter-

vals until mid-2006.

Yard operations are handled with some 70 straddle carriers.

The newest additions to this fleet are 29 Kalmar ESC straddle carriers, all with a three-high stacking ability. Fifteen of the EDRIVE® units are also equipped with Kalmar’s extendable twinlift spreaders, which have a 50-ton capacity.

“We will handle 1.6 million boxes this year and 2 million next year,” explains Mr Oellibrandt. “Our maximum capacity will be 3.6 million TEU. We have also started discussions with P&O to take over part of their terminal in the northern part of Delwaidedock after they themselves start operations at the new Deurganckdock. This would give us an additional capacity of 300,000 boxes.

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Extremely stiff crane structure by the use of a double box girder and the so-called delta forestay which provides continuous support over the greatest length of the boom.

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Designed for eccentric loads, which applies when handling twin lifts.

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Simplified rope support system, offering a longer rope lifetime and allowing the use of ‘normal ropes’.

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Full rope trolley for maximum speed and acceleration and safe performance during the most harsh weather conditions (no risk of wheels slipping during rain or on ice).

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Minimal maintenance with all components under one roof, allowing inspection and maintenance without interruption of terminal operations.

Steady growth

More info: Straddle carriers Ilkka Annala Tel + 358 3 2658 111 ilkka.annala@kalmarind.com STS cranes Kees Derks Tel +31 10 2946657 kees.derks@kalmarind.com

The location of the Port of Antwerp, serving a European hinterland of more than 300 million consumers, has resulted in an average growth in container handling volumes of over 10% per annum in the last decade.

The volume of shipping cargo handled in the port of Antwerp during the first quarter of 2005 amounted to 39,239,923 tonnes. This represents an increase of 4.8% over the same period in 2004. Imports rose by 7.3%, while exports were up by 1.7%. During the first three months of 2005, 7,646,149 tonnes of containerised freight was handled, an increase of 6.3% on the same period last year.

Container volumes grew by 3.0% to 1,523,957 TEU. The past few years’ growth has been somewhat tempered by the lack of capacity at the container terminals. However, this situation will be eased when the first facilities in the new Deurganckdock come into operation in July 2005.

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Rent a Stora Enso Timber reaps t Together with Stora Enso Timber (SET), Kalmar Industries is pioneering an operational lease scheme, which allows its customers to transfer full responsibility for their mobile cargo handling equipment to the supplier.

In July 2004, Kalmar’s Austrian subsidiary, Kalmar Hebefahrzeuge, assumed ownership of most of the forklift trucks and log handlers deployed at SET’s seven sawmills in Austria, Germany and the Czech Republic. Under the agreement, Kalmar bought back almost 120 units along with the existing spare parts stock. These units are now being leased out to SET with Kalmar responsible for all maintenance work.

“Essentially our customer has been to able to transfer a great deal of risk onto us,” explains Jürger Wurzer, Managing Director of Kalmar Hebefahrzeuge.

“It is now our responsibility to make sure that the machines are in full working order at all times.”

■ Werk Brand

Flexible approach The rental scheme gives SET a high degree of flexibility. It can increase or reduce the number of forklift trucks and log handlers in line with production requirements at relatively short notice, since the machines are hired out individually on a three-month term. Maintenance and repair work is charged per hour.

The new set-up means that employees from both companies are now working alongside each other on-site.

“Kalmar has deployed permanent service mechanics in some of the sawmills where a high level of maintenance work is required,” says Mr Wurzer.

“We are also building up our own consignment stocks on-site, utilising parts of SET’s warehousing capacity.”

The evolution from pure equipment manufacturer to one-stopshop for fleet services has required Kalmar Hebefahrzeuge to bolster

■ Werk Zdirec

■ Werk BSL

10

fleet he benefit of outsourcing its organisation. Besides employing additional service technicians, the company has had to set up a fleet management unit and strengthen its bookkeeping department.

“We are also conducting driver training courses now because we need to make sure that our equipment is being treated with care,” adds Mr Wurzer.

Significant savings Fleet outsourcing offers customers three major benefits, according to Mr Wurzer. Firstly, it allows companies to re-allocate a substantial amount of capital, previously tied to equipment, to other strategic investments. This extra capital can spent on acquisitions, research and development or raw materials.

Secondly, outsourcing allows for a reduction in head-count, which itself can result in substantial cost savings.

Finally, operational risks can be reduced because the supplier is responsible for the proper condition of the machines and has to provide back-up equipment in the case of unforeseen downtime.

■ Werk Pfarrkirchen

Step by step Although the objectives are always the same, not every fleet outsourcing project has to follow the same course. SET, for example, adopted a piecemeal approach: instead of selling off all forklift trucks and log handlers in one go, it only outsourced its Kalmar-manufactured equipment in the first phase of the procedure. All the remaining machines from other suppliers are still maintained by SET’s own personnel.

“However, as the years go by, they will all be replaced by Kalmar units,” explains Mr Wurzer. He estimates that, in five years’ time, the whole fleet will be harmonized and under the full management of Kalmar Hebefahrzeuge.

■ Werk Sollenau

■ Werk Plana

More information: Jürgen Würtzer Tel. +43 4637 1788 jurgen.wurtzer@kalmarind.com

■ Werk Ybbs

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Restructuring of the terminal during operations requires optimal efficiency from the existing straddle carriers.

Straddling the capacity gulf Hamburg’s biggest container terminal operator, HHLA, has set ambitious targets for Burchardkai, its flagship facility on the River Elbe. Plans to automate the stacking area while the terminal remains in full operation will mean that the existing straddle carrier system needs to deliver maximum performance.

Burchardkai Terminal, HHLA’s biggest facility, handled circa 2.6 million TEU last year and ultimately hopes to raise its capacity to 5.2 million by switching to an automated yard handling system. To achieve this, Burchardkai will be relying on a combination of RMGs and straddle carriers working simultaneously in separate parts of the yard’s stacking area for some time to come.

The piecemeal conversion means that the available storage area will, at times, be restricted, thus putting increased pressure on the remaining ground slots to absorb more containers.

“By the end of the year we will move to partial 3-high stacking in the first conventional blocks served by straddle carriers,” says Karl-Heinz Inselmann, head of technical services at HHLA. The new pattern will produce

regular 3-high stacks in the middle of each storage block, thereby raising throughput capacity “by as much as 20%”, he explains.

But today only nine of Burchardkai’s 100 straddle carriers are 4-high models. Their share will have to be increased if 3-high stacking is to be introduced on a wider basis across the terminal.

Aware of the future requirements, HHLA took delivery of 20 Kalmar 3-high CSC models last year, which can be upgraded to 4-high if needed.

Development plans mapped out by HHLA so far suggest that straddle carriers will stand their ground at Burchardkai in the future. They will be needed for the handing over of boxes between container block and quay as well as between block and railway carriages near the gate.

The combination of automatic stacking and conventional trans-

fer is not ideal though, because “automatic processes tend to be slowed down if man interferes with them,” Mr Inselmann points out. The interface between both has yet to be optimized.

HHLA needs a telematics solution that will guide the drivers of the straddle carriers at the right time to the right point of the interface area for picking up and dropping off containers. It will shortly carry out the first tests on a stretch of land, which has recently been cleared as part of the restructuring effort.

More automation?

Looking further ahead, there is also an argument for automating the remaining horizontal movements carried out by straddle carriers. “However, no firm decision has yet been made,” says Mr Inselmann.

Whatever the company does decide, one certainty is that the conventional straddle carrier system will continue operations on berths 8 to 10, which are located outside the dock basin right on the River Elbe and which cannot be served by the automated storage blocks. These docks will continue to rely on Burchardkai’s traditional workhorses.

More information: Ilkka Annala Tel +358 3 2658 111 ilkka.annala@kalmarind.com Straddle carriers feeding automatic stacking cranes.

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The latest batch of 32 straddle carriers delivered to Medcenter Container Terminal (MCT) in Gioia Tauro, southern Italy, has brought the terminal’s total Kalmar straddle carrier fleet to 100.

This March, the terminal held a party to mark the landmark event.

Celebr Celebra MCT is a subsidiary of the Contship Italia Group, which is itself owned

by EUROKAI (66.6%) and EUROGATE (33.4%). Despite having commenced operations just 10 years ago, Medcenter recorded a container throughput of almost 3.2m TEU in 2004 and is looking at a further significant volume increase for 2005.

Flexibility MCT’s entire yard operation is dependent on a fleet of straddle carriers – an interesting phenomenon in a transshipment operation of such scale. Asked why MCT is ‘bucking the trend’ by operating straddle carriers rather than RTGs or RMGs, Tim Halhead, Medcenter’s COO, explains that it is all down to terminal specifics.

“In our terminal, the majority of container throughput is transhipment traffic, particularly for the central Mediterranean area.

In fact, 95% of the volumes we handle are ship-to-ship and in this situation only straddle carriers can give us the flexibility we need.

“We opted for straddle carriers from the very first day and so successful have they been that, even today, we are still investing in these machines with the latest batch of 32 units from Kalmar,” Mr Halhead continues.

“These machines will be part of our continuing fleet upgrade, which will see some of the older machines earmarked for retirement. Our intention is to end up with an operating fleet of around 100 machines – the vast majority of which will be Kalmar.”

As the largest container termi-

ations at Gioia Tauro nal in the Mediterranean, MCT has a long quay – 3,300 metres – and often has to tranship boxes from one end to the other. “Naturally, for these long movements we use trailer trains,” says Mr Halhead. “But for shorter runs of around 500 to 600 metres or two vessel lengths, which form the majority of movements in the terminal, we use straddle carriers – not least because using the same machine for the container’s entire movement reduces the risk of damage.”

Sorting and shuffling In addition to short runs, the operation also requires a lot of sorting and shuffling within the yard. For example, it is highly probable that containers discharged from one vessel will be intended for transshipment onto several other vessels. Inevitably, the containers destined for transshipment on a particular vessel will also be situated at various points along the quay.

Time constraints coupled with

Halhead. “We believe straddle carriers are the key to supplying a dynamic operation because they improve the performance of the ship-to-shore cranes, which are able to discharge and pick up containers directly on to and from the quay. This is much more time effective than placing containers on a chassis.”

Like all types of handling equipment, straddle carriers do have operational disadvantages, although according to Mr Halhead, these tend to be far outweighed by flexibility and other advantages.

MCT has consistently ordered machines that lift one over two containers high and incorporate single lift spreaders. “So it could be argued that the stacking density in the yard is not very high,” admits Mr Halhead. “But then you have to remember that we do not have a traditional import/export terminal in which the import boxes stay in the yard for eventual delivery inland. The boxes at MCT are moved from one ship to another,” he explains.

high berth occupation means that absolute precision in container ‘housekeeping’ is not always possible – particularly when the working area is almost always restricted. Therefore, the flexibility of a straddle carrier to operate within a randomly distributed box environment is ideal.

Efficiency under the crane “Our clients continually demand ‘economies of scale’ and high levels of operational velocity and productivity,” explains Mr

“We believe that a highly intensive sophisticated transhipment operation can be sustained with straddle carriers from the point of view of density, given the operational flexibility of the machines.”

The future “To say that we will always operate a straddle carrier system at MTC would be wrong,” says Mr Halhead of the terminal’s future handling strategy. “There will come a time, as in any terminal operation, when the demand for volume over the quay becomes so high that the yard area starts to be a constraint “Although this is probably a long time ahead of us yet, we are already giving some thought to the future. One option, for example, might be to go for the 1 over 3 straddle carriers, but we would need to be sure that this would be the right step to take.”

In the meantime, however, Mr Halhead says that MCT is very satisfied with Kalmar’s straddle carriers and the refinements made to them over the years. “If I had to select an area for future improvement, it would be reliability,” he says. “Straddle carriers are hellishly complicated but they are a vast improvement on what they used to be just a few years ago and it is not often nowadays that we have many reliability problems,” he concludes.

More information: Ilkka Annala Tel +358 3 2658 111 ilkka.annala@kalmarind.com

Tim Halhead, Medcenter’s COO and Ilkka Annala, VP Kalmar straddle carriers.

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CMA CGM’s

spectacular growth In the 26 years since it was founded, Marseilles-based Compagnie Maritime d'Affrètement has grown from a modestly sized company that chartered in all its vessels to become CMA CGM, France’s biggest and the world’s fifth-ranking containership operator. It is also expanding its business to become a port terminal operator and in March secured a 15-year co-operation agreement with China for container terminal facilities at the Chinese port of Chiwan.

CMA CGM currently operates 182 vessels of an average nine years old, 43 of them owned, with a total capacity of 409,358TEU. This fleet calls at 212 ports in 126 countries worldwide.

Between this year and 2008 it expects to take delivery of 55 more vessels, 29 of which will be fully owned. The new ships include an order made last year for 21 vessels with a combined capacity of 130,000TEU for delivery by 2007. This order, valued at 1.5 billion euros, is the largest

single investment ever made by a French shipowner.

The new vessels will be primarily deployed on Asia routes, most of them flying France’s Kerguelen reserve flag. They are all being built in South Korea either by Samsung or Hyundai, although the group is contemplating building in China in the future.

After 10 years in the group,

Rodolphe Saadé, 34, was last year named CMA CGM’s Chief Executive Vice-President of the North/South lines – the unofficial No 2 to his father, Jacques Saadé, the operator’s founder and its present chairman and CEO. In an exclusive interview with our KAW correspondent, he described 2004 as a “very good year”.

The group’s year-on-year consolidated net income shot up by a spectacular 400% to

Kalmar is involved in CMA CGM investments in the ports of Le Havre (straddle carriers and crane refurbishments), Fos (straddle carriers with full maintenance contract, reachstackers, fork lifts), Marseille (straddle carriers) and Martinique (straddle carriers).

Two of the 12 Kalmar straddle carriers delivered to the Pointe des Grives container terminal can be seen in the background of this photo, taken during a CMA CGM container vessel christening ceremony in Martinique at the beginning of 2004.

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202 million euros. Turnover increased by 20% to 3.02 billion euros and the number of containers transported rose by 13% to 2.86m million TEU. Mr Saadé expects these figures to rise further to more than 4 billion euros and 3.9 million TEU respectively in 2005.

Broadening business horizons Mr Saadé explains that CMA CGM has evolved from being just a ship owner and operator to an organisation with broad interests in other sectors of the maritime industry, including terminal management. He insists this is not a departure from the company’s core activity: “Compared to 1978 when CMA CGM was founded, we now have money to invest. We have

a modern fleet with extensive container capacity and we do not want to have our vessels at anchor waiting to get into ports at the mercy of terminal operators.

So it is important to secure our own terminals.

“Presently we have seven including Marseilles, a 30-year port granting at Malta Freeport, Damietta and Egypt. We now have facilities at Chiwan in China and from 2006, we will also have 25 to 36-year agreements at three terminals in Le Havre.

“But I hope we will obtain more, for example in China, Brazil and northern Europe, despite strong opposition from terminal operators such as Hutchinson.”

Mr Saadé confirms that the Group will continue to operate barges, rail services and lorry

of the new French International Register (RIF) that is due to become operative this summer. At the moment, we have so many ships on order that it is a question of where we are going to flag them.” Last year, CMA CGM flagged seven vessels in the UK. The latest spate of orders is not an end to CMA CGM’s growth, according to Mr Saadé.

“We have not reached a level when we want to stop. We firmly believe in grasping opportunities and always have plans to expand.

“Our aim is not to be the world’s ‘number one’ but to have ideas, carry them out and keep growing. We have developed strongly in Asia, Europe and on the Asia-US routes and we believe the market

Airbus A380

– conceived for cargo, too

continues fleets which “in time, could develop because they are part of the logistics of our core business”.

Strengthening links with Asia CMA CGM’s trade with China represents almost one-third of its transported volumes while Asia as a whole accounts for 52%. Seven services were opened from Asia in 2003 and two more last year to serve South America and to strengthen links with the western United States.

In China, where the group has been established since 1994, CMA CGM now has 54 agencies, employs 725 people and boasts 24 weekly services from China to Europe, America and West Africa. The Group, Mr Saadé says, “also firmly believes in Vietnam where there is a lot to be done, and India, which will be second to China”. Indeed, prospects in Asia in general and China in particular continue to look promising.

The group last year took delivery of the 8,200 TEU transpacific “Hugo” and “Vivaldi”, which rank among the world’s largest container carriers. Four of the 8,200 TEU vessels on order are to be increased in size to attain a capacity of 9,163 TEU. Without taking into account any further chartering arrangements, box capacity is expected to increase from to 537,000 TEU in 2007 when CMA CGM will own 46 ships, 21 of them flying the French flag.

Of its 8,000-strong workforce world-wide, 2,900 CMA CGM employees are based in France.

This includes 470 French seafarers. Says Mr Saadé: “The aim is to have as many vessels as we can under the French flag, but this depends on the final conditions

will grow even more than capacity, especially on the AsiaEurope trades. Cabotage is not allowed on China routes but we are developing routes from China to South East Asia and in November we inaugurated a China-Indonesia link in partnership with other carriers.

“In August 2004 we received the “CMA CGM Hugo”, our first 8,200 TEU container carrier and now our trans-Pacific fleet is almost complete. For the time being we need to absorb the tonnage we have ordered but this does not mean that we will simply sit back and relax. The race is on today for bigger and bigger ships.”

The spectacular 3 hour 54 minute maiden flight of the Airbus A380 from Toulouse Blagnac airport on 27th April dominated the world’s television screens and newspaper headlines at the end of April, then again on its second trip at the beginning of May. It is also expected to give a demonstration flight at the Paris Air Show at Le Bourget starting on 13th June.

Interesting times For Rodolphe Saadé, 2004 was “extremely good for all shipping lines”.

“With China still booming it will continue to be good this year. By the end of 2005 we believe there will be more newbuildings on stream. Freight rates will be affected but I do not think there will be a major decrease. 2006 could be somewhat different, but I do not have a crystal ball. We are living in very interesting times in the shipping business. Many new markets are emerging and CMA CGM is now a global operator with other strings to our bow in addition to our core business, enabling us to provide new services to our customers”.

Jeff Apter

15

Powered by four Rolls-Royce Trent 900 engines, the aircraft took off at a weight of 421 tonnes, the highest ever of any civil airliner at take-off to date. The A380 is not in fact the largest aircraft of all time, that honour going to the Antonov 225 Mriya 84.4m long, compared to 72.7m for the Airbus with a wing span of 88.4m (79.6m) but somewhat lower in height 18.1m (24.1m). Antonov Airlines operate the one Antonov 225 Mriya aircraft completed as a civil freighter. But there will be many, many more A380s than 225s.

The commentators understandably put the accent on the giant Airbus A3801’s 555 to 800-passenger capacity and certification is expected in 2006 for entry into airline service with Singapore Airlines. At the beginning of May 15 customers had announced firm orders and commitments for a total of 154 A380 Family aircraft, comprising 127 passenger aircraft from 13 customers.

For the first time ever, production go-ahead was given simultaneously for both the passenger and freighter versions of the giant jetliner. Emirates, FedEx and IFLC are the launch customers for the all-cargo version. And the success of the A380 is also a major step forward for cargo specialists with, to date, firm orders for 27 A380-800F freighters from four customers: FedEx and UPS, 10 each; ILFC five A380s and Emirates, two. The freighter version has also attracted a number of options. Airbus is presently working to define alternative configurations of the aircraft including a revised version for UPS which has asked for a different internal arrangement, especially for the fast-growing China market.

When the first deliveries begin in 2008, the A380-800F will be able to carry a 150 tonne payload accommodating 71 large cargo pallets or containers on its three decks – which Airbus says is 30% more than its nearest competitor. The A380-800F with a full cargo load enables it to fly non-stop distances of 5,620km. In other words, from Europe to Asia or the US West Coast.

A toSein move Smart shippers are choosing barge operator Logiseine for on-transport of their cargo from the Port of Le Havre to Paris, thus avoiding adding congestion on France’s major highways while at the same time doing their bit for the environment.

The boom nose elongation for negative handling is achieved by placing an extra beam between the spreader and the boom, effectively lowering the spreader so it can pick up containers from the barge’s third row.

Logiseine moved 48,000TEU between Paris and Le Havre in 2004, making it the largest inland shipping operator on the River Seine. Every week the company dispatches 4x 176TEU barges with the objective of providing its customers with just-in-time port-to-door services that avoid the heavily congested highway from Le Havre to Paris and respect the environment.

Among those companies reaping the benefits of working in partnership with the barge operator are major distributors such as Carrefour, explains Logiseine’s Director, Michel David: “Large companies are certified for their environmental policies.

16

Also using barge transportation is an image issue for many.

“Some 50% of the containers arriving in Le Havre are destined for the Paris area, which translates to about 700,000TEU. Road haulage is still the primary transportation mode for the majority of these cargoes, resulting in hundreds and hundreds of trucks and constant queues on the highway, not to mention high levels of pollution.”

The statistics aren’t surprising. It is 200km by road from Le Havre to Paris while along the River Seine the distance increases to 300km because of the river’s winding course. This distance combined with the slower travelling speed of a

eway freight Kalmar’s reachstacker is ideal for Logi Seine’s barge handling operations.

barge means that the journey takes 30 hours, while by truck it takes just six.

“But for our clients, just-in-time service to their door is more important than speed,” counters Mr David.

“That is where we have found the competitive edge for barge transportation, even though road haulage is quicker and cheaper.

“What’s more, as a cost benefit for our clients we do offer container storage and it is far cheaper for them

to let their cargo sit idle with Logiseine than in Le Havre.”

Mr David also points out that some of the time lost through barge transportation is offset by the fact that all customs clearance can be done onboard the barge during transport.

Room to grow Today, the Seine is utilised to around just 25% of its capacity. Containers

account for about 10% of this while other commodities such as coal account for the major share.

“So there is still space to increase distribution operations on the waterways,” says Mr David, “whereas congestion on the roads is getting to be a serious problem – in social, operational and environmental terms.

Trucking costs are getting higher and the road infrastructure is not capable of accommodating all the increased traffic.”

Reachstacker versatility

Tailor-made for barge handling Kalmar delivered a DRF 45075S5XS ContChamp reachstacker to Logiseine in August 2003 for barge handling operations. The 91tonne, 12.7m long machine features a 7.5m wheelbase, a turning radius of 9.4m, boom nose elongation for negative handling and hydraulic jacks to the front for an outreach of 8m when lifting 28 tonne containers from the barge’s third row. Ease of use and, more importantly, safety are greatly improved by the installation of cameras on the twistlocks, which allow an uninterrupted view of the spreader, even when it moves out of the direct line of sight during negative operations.

17

While some barge operators use cranes for loading and unloading cargo, Logiseine has opted for Kalmar’s ContChamp.

“We came to the conclusion that our volumes were perfect for reachstacker operations,” says Mr David.

“We also realised that the terminal would benefit from a more versatile machine with the ability to load barges as well as perform other container handling tasks such as stacking, sorting and loading in the storage area, as well as other duties in the terminal.”

More information: Michel Geernaert Tel +33 2 352466300 michel.geernaert@kalmarind.com

Diesel exhaust gas endangers health Exhaust from diesel engines is considered a problem and its injurious effects on human health have been well documented. Research professor Juha Pekkanen, who works for the Department of Environmental Health of the Finnish National Public Health Institute says that the carcinogenic effects of exhaust gas are no longer a matter of dispute.

Diesel oil burns incompletely in the engine and generates plenty of carbon particles. These bind a large amount of various carcinogenic substances, which people are inhaling. A key disease resulting from exposure to these substances is lung cancer. Diesel exhaust gas also causes problems to the heart and blood circulation system, and there is evidence to suggest that it could play a role in the development of allergies.

Exposure to diesel oil emissions is always risky, according to Mr Pekkanen, but studies into the subject have yet to determine a safety limit. The higher the amount of inhaled hazardous carbon particles, the greater, of course, is the risk of disease. The rate of exposure depends on where an individual lives and works. Urban air alone has been shown to increase the risk of cancer. Exposure to emissions at work increases health risks.

However, much can be done and has been done to stave off the risk of disease through diesel particle emissions. For example, in an effort to reduce exposure to diesel emissions in Europe, new cars will soon have to be equipped with particle traps, which catch hazardous particles from the exhaust. The traps are already obligatory in Germany, and the standards are soon to be adopted throughout Europe.

Tighter limit values for emissions The huge growth of traffic, notably road truck transport, is a problem in Europe. An attractive alternative to road trucks could be river boats, although the polluting effects of these two means of transport have yet to be compared. The emission load of river boat transportation depends on how much reloading and how many transfers are needed and, of course, on the emissions generated by the boats.

European and US emission reduction programmes have been designed to limit the discharge of nitrogen dioxide, hydrocarbons and particles from moving work machines. In the EU, type approval of 19 to 560 kW ignition-by-compression engines will require increasingly strict emission limit values in three stages from 2005 to 2013. The directive has been prepared with the aim of compatibility with US regulations to enable engine manufacturers to operate in as extensive market area as possible.

According to the proposition, the initial focus at stage III A would be on nitrogen oxides. The proposed limit values for 2005–2007 are: Work machines with net power of 19 to 37 kW: hydrocarbons and nitrogen oxides total: 7.5 g/kWh Work machines with net power of 37 to 75 kW: hydrocarbons and nitrogen oxides total: 4.7 g/kWh Work machines with net power of 75 to 130 kW: hydrocarbons and nitrogen oxides total: 4.0 g/kWh Work machines with net power of 130 to 560 kW: hydrocarbons and nitrogen oxides total: 4.0 g/kWh Maximum carbon monoxide values would be 5.5 g/kWh in the smallest engine group, in the next two groups 5.0 g/kW and in the biggest 3.5 g/kWh. Limit values for particles would be 0.6, 0.4, 0.3, and 0.2 g/kWh, correspondingly.

18

Levellin

Euro Europ Concern over unfair competition brought about by European ports’ inconsistent implementation of environmental rules was a major factor behind the creation of the Ecoports Foundation. Since then, support for the organisation has steadily increased, not just out of competition anxieties but out of a very real desire to implement and encourage greener port operations. As a result, Ecoports is about to take its first steps towards becoming a bona fide European institute.

Ecoports was set up to develop and implement environmental management tools and to stimulate self-regulation and an improved environmental performance in the maritime ports sector. Its mission statement is “to create awareness, develop knowledge and exchange best practices”. While these are all commendable causes, Ecoport’s existence was also born out of the need to combat the lack of a level playing field in Europe in terms of portrelated environmental issues. Explains the organisation’s Chairman, Herman Journée: “In 1993, nine ports felt that the environment was turning into a competitive tool of some significance. These were ports that, owing to their regional or national status, were obliged to go by the book, stick to the rules and set an example. However, in doing so they feared that their cost price might be negatively affected if other ports were to adopt a more ‘flexible’ interpretation of EU environmental directives.

“Aiming to be more competitive doesn’t necessarily mean that these other ports were bending the law in any

ng the playing field for

pean seaports way,” Mr Journée continues from Ecoport’s headquarters at the Amsterdam Port Authority.

“Because the rules are so bureaucratic, they may be strictly neutral and uniform at the EU directive level but, once they have undergone national and then local interpretation, by the time the port’s environmental manager gets to apply them, the differences from the original letter and spirit of the EU directive are colossal.”

The response to Ecoport’s establishment, however, has been strong – and not just from those ports concerned about competitive issues.

“Smaller ports are genuinely eager to adopt best practices.

More of them are waking up to the appeal of being able to adhere to the growing flow of European environmental laws without having to re-invent the wheel.”

pean public/private initiative that it is now into a fully-fledged professional European institute.

“With 800 ports in Europe there is enormous potential,” Journée says. “We guess that at this moment no more than 200 port authorities will have their own environmental manager apart from the harbourmaster, and probably only 50 will have a separate environmental department. All others will hire in consultants to help them implement EU rules.

“Ecoports could offer such support by supplying specialists as sort of an employment agency, instead. In effect, a port will hire environmental specialists from another port.”

Explains Journée: “We’re drawing-up a business plan, we’ll seek EU funding and we’re preparing for a genuine membership structure as of 2006.

We believe there to be a gap in the market and, according to researchers at the five universities involved, there is nothing like Ecoports anywhere else in the world. Significantly, some African and Asian organisations have also mentioned that they prefer European standards to American ones.”

if there are, the port authority will be aware of those gaps and be equipped with the necessary information to close them.

The latest Ecoport project will cover the ten most common environmental issues in a port, explains Mr Journée. “The issues are waste, dredging, dredged material disposal, dust, port development and interaction with protected habitats, air quality, noise, hazardous cargo, water quality and soil contamination, as well as further sustainability in the logistic chain.”

Ecoports currently supplies seven work packages that are sub-divided into 30 separate tasks. Everything is about to be transferred from the 26 partners to the Ecoports foundation as the organisation aims to centralise the management, marketing and proliferation of its projects and tools.

Growth potential

Supplying the tools Ecoports is able to provide port authorities with a complete set of tools to help them manage their environmental responsibilities. A package of practical and workable instruments supports port authorities in controlling and tackling environmental issues on a port-wide basis. If correctly implemented, there will be no ‘white spots’ left in the port’s environmental control and even

There are already 15 European seaports using the toolkit that have acquired the Ecoports PERS certificate. Issued under the auspices of Lloyd’s Register, certification confirms that the requirements for the environmental organization have been evaluated and met. However, with about 800 seaports in Europe, there is still a long way to go, which is why Ecoports wants to transform itself from the pan-Euro-

A small price to pay At the moment, some 350 European seaports are linked to Ecoports in one way or another.

Europe-wide support for Ecoports The Ecoports Foundation was established in 1999 by nine European seaports in order to create a level playing field in Europe for port-related environmental issues. The founding fathers were the ports of Amsterdam, Antwerp, Barcelona, Gdansk, Genoa, Gothenburg, Hamburg and Rotterdam and the British Ports Association (BPA).

Ecoports’ work to date has been made possible through co-operation with the universities of Amsterdam, Barcelona, Cardiff, Gdansk, and Malmö, which continue to form the organisation’s backbone.

In March 2005 the Port of Marseilles decided to join Ecoports and its board as the tenth major port. This event was marked by a presentation ceremony during the 2nd Ecoports Conference at which Marseilles was awarded the Ecoports PERS certificate. The port also hosted this conference with the sponsorship of Kalmar Industries, which wholeheartedly embraces Ecoports’ environmental initiatives.

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But apart from the ten ports that make up the foundation’s board, the organisation had, until recently, no members – in part due to the lack of a fee system. Now that the blueprint is there, Journée does no think the fee will be an obstacle.

“It is cargo-tonnage related and ranges from 500 euros annually for the smallest ports to 2,000 euroes for the largest. The certificate will cost just 800 euros.”

Joining Ecoports and implementing its environmental management packages is a simple process. Any port authority aspiring to membership would be given the same set series of steps to follow as the 15 ports that have been certified so far. It all begins with the selfdiagnosis method of fillingin an extensive questionnaire, the results of which are treated confidentially. Subsequently, two successful environmental solution cases need to be described in detail. The self-diagnosis data will provide Ecoports with a tool to gauge the specific port’s level upon entering. On-site inspection will verify that the data provided is correct.

Model organisation “The European Commission in its presentations has referred to us as being the ideal example of how Brussels thinks that European projects should be organised,” Mr Journée proudly notes. “We believe that this is because we have developed tools within a European cooperation project that have already been implemented in practice during the project period and have already been adopted into day-today operations. This is rare.

“We truly are an EU multinational club which has united North and South in a constructive and friendly cooperation, despite significant cultural differences,” Mr Journée concludes. www.ecoports.com

Hands-on training for Kalmar has opened a training centre in Shekou, China to provide its customers in Asia with professional support to operate its range of port equipment.The purpose built facility enables operational staff from ports and terminals in the region to have access to hands-on training from Kalmar’s international engineers and training staff.

RTGs go East Kalmar is further strengthening its position in Asia, and in particular, China, with rubber-tyred gantry crane (RTG) orders from China National Technical Import & Export Corp and Yangzhou Yuanyang International Ports Co. China National Technical Import & Export Corp has ordered three units for delivery in August 2005. The machines, which will be 1 over 5 high and 6 + 1 wide, will be delivered to Shanghai Yangshan Deepwater Port project.

Yangshan Deepwater Port is the most ambitious port development project in China and involves the construction of a hub terminal on two islands located 30km from Shanghai.

Yangzhou Yuanyang International Ports Co Ltd – a COSCO terminal located in Yangzhou, a major port along China’s Yangtze River – has ordered two RTGs for delivery in September this year. The units will also be 1 over 5 high and 6 + 1 wide.

Ken Loh, President Kalmar Asia: “We have seen a global trend from our customers who have had a positive experience using Kalmar’s smaller container handling equipment in terms of reliability and efficiency and then move up to using larger equipment, knowing they can expect the

same operational excellence,” explains Mr Loh. Investing in Asia Kalmar has been particularly aggressive with regards to increasing its share of the Asian container handling equipment market recently, most notably with the establishment last year of a new USD10 million assembly plant in Shanghai’s Lingang Industrial Park.

Kalmar has had a strong presence in China since 1989 and is currently the number one supplier of reachstackers, terminal tractors and heavy container stackers to the country’s ports and terminals. Its significant market share in these sectors puts the company in an ideal position to penetrate the market further with other handling solutions, including RTGs.

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“The Kalmar Training Centre is part of our strategy of providing continuous learning which we would like to extend to our customers. With the advances in technology there is a need for frontline terminal staff to continue to learn about the best way to operate the equipment,” said Ken Loh, President, Kalmar Asian Operations.

The centre which is a one hour journey from Hong Kong will provide both academic and practical training. During the Centre’s phase one development, two replicas models of the market leading DRD and DRF reach stackers have been installed, providing trainees with the opportunity to operate the equipment and understand more about how the functions of the electronics, electrical and hydraulic systems work on a real machine. A simulator is also to be installed.

40 trainees can attend training sessions at any one time and facilities include three class rooms and a workshop. The modular con-

Serving South China As well as being home to the new Shekou Training Centre, Kalmar Port Machinery (Shenzhen) Co Ltd (KPMSZ) provides machine and spare parts sales, servicing and storage specifically for the important South China market.

Established on 10 October 2004, KPMSZ began commercial operations in Shekou, just an hour from Hong Kong, on 25 January 2005 with 38 employees.

Today, the facility holds some RMB 4 million worth of stock and expects that figure to reach RMB 5.5 million by July this year.

Key customers include Yantian International Container Terminal, Shekou Container Terminal, Chiwan Container Terminal, China Merchant Shekou Port and Shenzhen Southern CIMC Container Co Ltd.

Asia Kalmar CEO Christer Granskog congratulated the company’s Asian operations division on the opening of the new training centre.

The ceremony was held in March 2005 at Kalmar Port Machinery(Shenzhen)Co Ltd’s premises, where the training center is also situated.

struction of the Centre provides for facilities to be expanded to six classrooms and two workshops.

The training centre is about 2,000 sqm including an office for Kalmar’s South China management.

In the driving seat The training centre incorporates a simulator to provide enhanced training for RTG and reach stacker operators.

The smart device allows drivers to refine their performance in five handling scenarios, which they can select from the main menu.

Each of the five options presents the trainee with a different container handling task, for example, loading/unloading a container onto a trailer, stacking up to five containers high or picking up a container in a confined space.

Trainees can track their performance by means of an on-screen timer, which records how long it takes for each task to be completed and an accident rating function, which calculates the level of damage sustained by the container during each procedure.

The simulator allows operators to perfect the execution of both regular and problematic container handling processes with new equipment while in a secure virtual environment. And by taking advantage of the simulator, terminal operators can ensure that their own equipment spends less time tied up in training sessions and more time performing commercial operating tasks.

More information: Ken Loh Tel + 852 29429100 ken.loh@kalmarind.com

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New RTGs rise above Thailand’s premier port Thailand is not only a home to Southeast Asia’s largest origin destination port, but the country’s economic growth levels are second only to China’s when compared with the rest of Asia. In a country attracting significant levels of foreign investment, Thailand’s port terminal operators are also ready to invest in the best equipment to support the Kingdom’s rapid development.

Anil Singh is General Manager of LCB Container Terminal 1 Ltd (LCB1), operator of terminal B1 at Thailand’s premier Laem Chabang Port some 120 kilometres east of the country’s capital city Bangkok. “Thailand is experiencing rapid growth in its container business. LCB1 handled 604,000 containers in 2004 and this year we plan to expand our throughput to 680,000 TEU. To achieve this increase we through a commitment to advanced technology, are adding faster and more efficient machines, and Kalmar offers the features

and reliability we need to meet our goals.”

Indeed, LBC1 recently took delivery of three new Kalmar rubber-tyred gantry cranes, each capable of a 1+6 stacking height.

First in Thailand “Our Kalmar RTGs are the “First” in Thailand capable of stacking containers this high, further helping to support the productivity improvement. Most of the equipment at LCB1 is designed to offer twin-lift capabilities as part of our initiative to maximise The three new RTGs were handed over to the customer during a ceremony held at the end of March. Pictured (from left) are Anil Singh, General Manager, LCB1 and Kalmar’s sales manager, Henry Tan.

our capacity. To achieve this capability, Kalmar RTGs offer excellent features including GPS based Smartrail for container positioning, auto steering and remote maintenance (where technology based innovations are essential.” Anil observes.

To understand why a leading terminal operator chooses Kalmar above the competition, Anil explains “We have a strong partnership link with Kalmar, having purchased two RTGs in

LCB1 recently took delivery of three new Kalmar rubber-tyred gantry cranes,each capable of a 1+6 stacking height. The terminal now operates five Kalmar RTGs.

2001. It is a brand which is wellsupported with a global reputation and outstanding after-sales service.”

One of seven private-sector container terminal operators at Laem Chabang Port, LCB1 places great emphasis on meeting the stringent requirements of vessel operators looking for a fast turnaround time, particularly at a time when Thailand is experiencing a boom in container trade. LCB1 serves both Maersk Sealand and MSC, the world’s top two ocean carriers.

“Being the giants of container services, our customers place quality, safety and reliability above all else and so they certainly keep us on our toes” Anil notes. “As their reliable service supplier we must meet their standards and Kalmar equipment supports this objective. LCB1 has just been simultaneously awarded ISO 9000:2000, ISO 14000 and OHSAS 18000 indicating our corporate responsibility to global standards of quality, environment and operational safety.”

More information: Rene Kleiss Tel + 31 10 2946702 rene.kleiss@kalmarind.com

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The Port of Tanjung Pelepas (PTP) and Kalmar celebrated the completion of the innovative Smartrail® system at the port’s container terminals in Malaysia with a party in April 2005.

Guest of honour at the event was Malaysian Minister of Transport, Dat’ Sri Chan Kong Choy, who was greeted by the event’s host and Chief Executive Officer of PTP, Datuk Mohd Sidik Osman.

®

PTP’s Smartrail

project ends on a high note All 67 rubber-tyred gantry (RTG) cranes in operation at the leading Malaysian hub port have been retrofitted with Smartrail® during the last 15 months and have played a major role in improving the container terminal’s efficiency and productivity.

Because Smartrail® does not require civil works, buried wires or transponders, Kalmar was able to retrofit PTP’s cranes with the new system without interference to day-to-day terminal operations.

PTP spokesperson commented: “Although PTP presently handles the world’s largest container vessels, current shipyard orders by the major carriers are increasing today’s vessel sizes even more, which subsequently intensifies the pressure on terminals. With this system, PTP is able to ensure that the highest productivity standards will be met, thus enhancing the status of the port.

and on lifting and setting down containers.

An integrated Position Detection System (PDS) automatically logs the position of each container and is connected to the container yard management system. This provides yard operators with the real-time location of each box, including when it is placed in a stack or moved from one location to another.

This is complemented by the Smartrail® container position verification system, which is

Ken Loh, President of Kalmar Asia Pacific, said of the successful work carried out at PTP: “We are pleased that the installation has been completed on time and without any impact on terminal operations. We understand the competitive pressures of container terminal operators and have designed a system that enables our customers to improve their operational efficiency.”

PTP now has an annual capacity of 6 million TEUs following the completion of Phase Two of its container terminal development.

Pictured from left : Mr Syed Sadiq bin Syed Hamid Albar (Chairman of Kalmar (Malaysia) Sdn Bhd, Mr Ken Loh (President of Kalmar Industries’ Asian Operation), Dato’ Sri Chan Kong Choy (Minister of Transport, Malaysia), Ms Angeline Loh (Secretary, Kalmar South East Asia) and Datuk Mohd,Chief Executive Officer of PTP.

Smartrail® Kalmar-developed Smartrail® uses a Global Positioning System (GPS) technology that enables the RTG to autosteer along an invisible rail. This frees up the driver to focus on travelling as quickly as possible between lifts

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activated each time the spreader twistlocks open or close. The yard management system is automatically updated and the new position of the handled container is recorded. Smartrail® reduces the down-time spent looking for misplaced or lost containers and improves efficiency and productivity.

While this particular retrofit project involves RTGs originally built by other manufacturers, the majority of Kalmar RTGs ordered over the past two years have also been fitted or retrofitted with the Smartrail® system. These include cranes delivered to terminals in New Jersey, Oslo, Dublin, La Spezia, Dunkirk, Livorno, Kumport and St Petersburg.

More information: Keijo Parviainen Tel +358 3 2658111 keijo.parviainen@kalmarind.com

Brazilian breakthrough Kalmar has won a tough competition to land an order from Libra Terminais S/A of Brazil for 13 ContChamp DRF reachstackers to be delivered to its container terminal facilities in the Brazilian ports of Santos and Rio de Janeiro. The machines will have a lifting capacity of 45 tons and can stack containers 6 high.

Delivery of the first batch of five ContChamps will arrive at Libra’s Terminal 37 and Terminal 35 at the Port of Santos this August. The remaining eight units will be delivered in two batches of four, in October and November, to replace other brand rented reachstackers at both Santos and Libra’s Terminal 1-RIO in Rio de Janeiro.

The Generation F ContChamp is the market leader in reachstacker technology and, along with Kalmar’s reliable workhorse, the ContMaster, has become increasingly popular in Latin America.

Kalmar has completed recent deliveries of the hi-spec ContChamp DRF to Mexico and Venezuela.

Libra Terminais is a wellrespected and rapidly growing terminal operator in the Brazilian market and, as such, its decision to invest in the ContChamp DRF serves as an excellent reference to the machine’s performance and quality, explains Per Rosengren, Product Manager of Kalmar reachstackers. www.kalmarind.com/news room

Demand for double handling ECH rockets Kalmar has delivered the first of three DCE 100-45 E6 empty container handlers (ECH) – specifically designed for lifting two containers at once – to intermodal specialist BTS Kombiwaggon Service GmbH in Kornwestheim, near Stuttgart in Southern Germany.

The sales of Kalmar DCE 100, empty container handler, has surpassed all expectations by exceeding 50 units. Launched one year ago, the machine was created to satisfy growing demand at ports, terminals and inland depots around the world for the cost efficient handling of empty containers. Its double-handling

Providing extra power

technology has proved so successful that the machine has already penetrated a substantial number of markets around the globe, from South America and Europe to Asia and Australia. The BTS Kombiwaggon order gives the product a foothold in the important market of Germany.

According to Dan Pettersson, the attraction of the new machine is due to its dedicated application design.

“The DCE100 is persuading more and more customers that a machine purpose-built for the double handling of empty containers is ideal for their logistical needs and can help them increase overall port equipment productivity and lower lifetime costs”, Pettersson says. www.kalmarind.com/news room

Kalmar has received an order from Steveco Oy in Kotka, Finland for nine TRX-252 tractors to be used to move 95-tonne Stora Enso cargo units (SECU) in the port.

Handling of the SECUs is due to begin in July at Steveco’s Hietanen terminal in the Port of Kotka. The SECU container concept has been developed to improve efficiency in transporting paper via Gothenburg to Zeebrugge, Tilbury and Immingham. The empty SECUs arrive back in Kotka from Gothenburg and are re-loaded with cargo in the terminal and then shipped back.

Kalmar has already delivered 11 TRX-252 tractors to Göteborgs Hamn AB in the Port of Gothenburg and to the Sea-Ro Terminal in Zeebrugge. These terminal tractors are already employed in the movement of SECUs. When loaded, SECUs weigh around 95 tonnes and feature a heavy casing to protect goods from weather and wind. These containers are the heart of Stora Enso’s North European logistics system.

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