Kalmar Around the World, issue 3/2004

Working solutions A new lease of life for ECT cranes In need of increased crane capacity to cope with booming container handling demand, ECT signed a contract with Kalmar in June this year for the refurbishment of five Panamax STS cranes. This was soon followed by a contract for another seven STS refurbishments. As a result, in less than two years from now the terminal operator will have 12 super post-Panamax cranes capable of performing an additional 12 million moves combined.

By August 2006, Kalmar in Rotterdam is scheduled to commission the last of 12 refurbished super post-Panamax STS cranes at ECT’s giant Delta peninsular complex at the Rotterdam Maasvlakte.

“Proven delivery speed is what made us favour Kalmar above all other bidders in the tender process,” explains Jan Gelderland, ECT’s Director of

Kalmar in Rotterdam.

Gert Jan Doornewaard, Vice President, Kalmar Solutions in Rotterdam explains: “Upon completion, the five 1985-built STS cranes and the seven built in the early 1990s will all be capable of handling any deepsea vessel plying the seas today. Their booms will be extended to handle 18 container rows wide and their height under

applied to the superstructure.

Mr Doornewaard notes that, along with the steelwork, there is also a significant electronic component to the refurbishment contracts. “The cranes will be given state-of-the-art computerised Siemens systems to be integrated into ECT’s automatic landside operations. Each system includes an electronic anti-sway function to allow automatic positioning of the spreader over the AGV (automated guided vehicle). The AGV is the intermediate between the crane and the stack, handled by automated stacking cranes (ASCs). It allows faster working cycles, more operator comfort, and, therefore, improved production.”

To further optimise production and improve safety, a new twistlock-handling platform is fitted at the cranes’ quayside container transfer area.

On to the next seven

Jan Gelderland, ECT’s Director of Operations and Technical Services.

Operations and Technical Services. Kalmar had already enlarged and refurbished one crane within a given timeframe for us two years ago. And as that first crane has since performed in accordance with our agreed specifications, we knew we could count on them.”

The ambitious five-plusseven crane refurbishing contracts are part of ECT’s colossal 270 million euros investment programme designed to boost container handling and stacking capacity at its Delta complex by mid-2006.

These two ECT contracts most likely constitute the biggest STS crane refurbishing programme ever.

One million extra moves The refurbishment contracts followed preliminary engineering assignments to establish technical and economical feasibility.

These too were granted to

the spreader will increase to 38 and 40 metres respectively. They will also be able to handle at least an additional one million moves in the ten extra years added to their lifespan.“ The nuts and bolts At present, work is focusing on the first five cranes, which have already achieved approximately 1.7 million cycles. Their height is being increased by eight metres to 38 metres under the spreader and their booms from 50 to 56 metres. “The first three must be commissioned by the end of December 2004”, Mr Doornewaard explains Each crane’s additional eight metres is being added beneath the horizontal portal beam, so that the original superstructure remains intact. To cater for the six-metre extension of the boom and to allow the cranes to perform an extra one million moves, some reinforcements are being

After Christmas 2004 the first three revamped STS cranes will be moved to the other side of the peninsula, the Delta Dedicated West (DDW) terminal, by heavylift self-propelled platforms. By New Year’s Day they will have been connected and ready to embark on the rest of their lives.

The final two identical cranes are scheduled to join them in May 2005.

Immediately after that, the focus will shift to the seven 1992built cranes at ECT’s Delta Dedicated North (DDN) terminal.

As they’re fully operational, they will be refurbished one at the time, with an average of one every ten weeks. Their refurbishment will take place in a quiet corner of the terminal so as not to disturb day-to-day operations.

These cranes, which have performed some 1.2 million moves so far, will also be contractually guaranteed to reach the three million mark once refurbished. Because they are younger and bigger, their height will go from 32 to 40 metres under the spreader, whereas the 52 metre booms will only need an additional four metres to handle 18 containers wide. They too will be retrofitted with the fully automated Siemens AGV-lane positioning systems plus the twistlock-handling platform.

Completion of the last crane is scheduled for August 2006.

world Kalmar around the

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. 3 / 2 0 0 4

The use of floating sheerlegs bypasses the need to dismantle the entire boom.

All cranes, all brands Irrespective of a client’s location, crane refurbishing is concentrated at Kalmar Industries in Rotterdam, due to the technological skills involved, according to Gert Jan Doornewaard, Vice President, Kalmar Solutions. “We have extensive knowledge of STS container cranes since they have been built here for about 30 years now. And we don’t focus on Kalmar STS cranes alone: we also have expertise in other types of cranes. As an example, Kalmar is currently refurbishing a number of large ore and coal grab cranes.

“The evolution of ships is overtaking a whole generation of STS cranes,” he explains.

“We consider a ten-year-old crane to be young, but what was the maximum ship’s size forecast at in 1994?”

As well as physical enlargement of cranes, state-ofthe-art electronic systems that enhance productivity can also be retrofitted, even to the benefit of relatively younger cranes. “A ten-year-old crane is at a ripe age for refurbishment. It will still have another ten or more years of its original lifespan and with its book value it is certainly well worth the investment,” Doornewaard concludes.

More information: Gert Jan Doornewaard Tel +31 10 294 6649 Fax +31 10 294 6621 gert.jan.doornewaard@kalmarind.com

35,000 and counting for Ottawa Kalmar terminal tractors Kalmar Industries has celebrated the production of its 35,000th Ottawa Kalmar terminal tractor at its factory in Ottawa, Kansas, USA. The tractor was delivered to major rail yard operator and repeat Kalmar customer, Rail Management Services of Missouri, in September. www.kalmarind.com/ news room

The first automated Kalmar EDRIVE® reaches Brisbane’s shores Unmanned operations at Fisherman’s Island to commence early 2005

“Tom Carignan (left), Director of Maintenance Operations at Rail Management Services in St Louis, Missouri, with Randy Dennis, VP Sales and Customer Support, Kalmar Industries Corp.”

........

Growing demand for STS cranes Kalmar has received an order for two post-Panamax STS container cranes from Port Autonome de la Guadeloupe (PAG) at Pointe-áPitre. Rotterdam Short Sea Terminals has also chosen to stick with Kalmar and placed an order for two widespan ship-to-shore container cranes. www.kalmarind.com/ news room

Kalmar STS at the Interforest terminal in Rotterdam was handed over in September 2004. See page 6-7.

Fisherman’s Island, Brisbane, Australia, is currently under way.

The machines will be delivered to the three new berths – 8, 9 and 10 – currently under construction for fully fledged automated cargo handling.

Commissioning of the 14 automated Kalmar EDRIVE® ESC straddle carriers ordered by Patrick Stevedores last year for deployment in its unmanned straddle carrier terminal on

Based on the excellent results the autostrad operation achieved in terms of safety, cost savings and efficiency, Patrick placed the order for these latest 14 ESC straddle carriers.

Working solutions

See page 24.

RTG heightening project boosts BCT Gdynia’s handling capacity by Kalmar’s RTG heightening project at BCT in Gdynia, Poland is proceeding apace. Out of the total eight cranes to be increased in height from 1 over 3 to 1 over 5 containers, five units have already been taken into operation.

When completed, the modifications will increase BCT’s handling capacity from an annual 400,000TEU to 600,000TEU. As part of its expansion plans, BCT has also taken delivery recently of four new Kalmar 5+1 wide RTGs capable of lifting 1 over 5 containers high.

BCT Gdynia’s Executive Vice President, Jan Mors, comments:

“Crane heightening is a solution that can be considered for many terminals where the physical grounds cannot be extended and the only possible direction for growth is upwards. By extending the container stacking height, capacity can be increased considerably.”

So how are the six-meter extensions installed? Firstly, we dismount all electrical systems and cables. Then we take the trolley away to allow for new ropes to be fitted. The extensions are then mounted, the trolley is repositioned, new software is installed and finally the crane goes for testing.

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Winning customers around the world ...................3

Winning customers around the world

Yusen Terminals goes the LNG route with Kalmar ............................................................4

Marine Terminals Corp goes greener in LA ............4

O Keeping the customer satisfied .............................5

Boxes and bottlenecks

Fuel consumption down by 10%, operating costs reduced by 15%

Degrees of separation ............................................6

Ford demands high standards ...............................8

Quality matters in Pasajes....................................10

Huge challenges

Christer Granskog President and CEO Kalmar Industries

FLTs show their mettle in Bell Bay .......................12

Giving it that little bit Extra ..................................13

Strong in New Zealand ports ..............................14

Thumbs up from South Island ports.....................16

AB Equipment, New Zealand Customer Pan Pac Forest Products, NZ ”These fork lift trucks are reliable” says Pan Pac .........................................................17

N

According to the latest industry figures, the containership order book is approaching 50% of the current fleet size, with most vessels coming on stream in the next two or three years

Introducing KEA (Kalmar Equipment Australia Pty Ltd) ..................12

E

The gap

The challenges ahead are huge. Global container port volumes is expected to increase by approximately 200 million TEU by the year 2009, driven mainly by Chinese foreign trade.

However, obtaining finance for new, well-planned developments should not be a major hurdle in light of the potential returns for lenders and equity partners.

The crux of the matter, however, is the lengthy planning procedures involved in port expansions. This applies particularly to the current pressure points of Northern Europe and the US, where developments are facing ever stricter environmental scrutiny. Lead times of ten years and more are not uncommon for new terminals.

To a certain extent, existing facilities can make up for the shortage by optimising their capacity through deployment of more efficient ship-toshore and stacking cranes, faster straddle carriers and better IT systems. The challenge is to identify the small and medium terminals with that upward potential.

T

With world container trade growing at more than 10% for the third consecutive year port congestion is becoming a pivotal issue for the whole industry. While shipping lines are deploying new and ever bigger vessels by the week, terminals around the world are struggling to cope with rising throughput requirements.

The past few months have seen serious congestion in major ports in both Europe and North America.

Even though there are plenty of expansion projects planned worldwide, there is a growing concern amongst shipping lines and cargo owners that investments are not bearing fruit fast enough.

Governments, port authorities and terminal operators – especially in Europe and North America – need to allow much faster investment and project execution than in the past.

Otherwise the terminals in these regions will become “the bottleneck of the whole container industry”.

Governments world wide do no pay sufficient attention to port infrastructure. As a result, shipping lines have to put up with delays in most ports around the globe even before the arrival of the numerous new buildings that have been ordered to cope with startling trade growth.

– a pace of expansion that the port and terminal industry can in no way match. With the gap between fleet and terminal growth becoming more and more evident there is little hope that all these new builds will be properly utilised. Consequently, productivity along the whole intermodal transport chain will suffer, resulting in cost increases for the customers – namely the manufacturers and retailers who rely on box traffic in their global sourcing and distribution.

N

Investments in new container terminal facilities lag far behind the current traffic growth.

Billions of Euros must be spent on quay expansion and new equipment in the next years to keep cargo flowing.

The art of stuffing a container..............................18

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

Layout: imageneering | worldwide partners, Tampere, Finland

PRINTED BY: Offset Ulonen Oy, Tampere, Finland, 2004

Kalmar reachstackers continue the tradition of “firsts” at Shippers Stevedoring, Port of Houston ....................................................20

Kalmar makes light work of Walkers snacks .......22

2

S

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

The dos and don’ts of container packing.............19

T

world Kalmar around the

The trucks, which weigh between 9 and 18 tonnes, were created for intensive handling in tough environments. Less frequent servicing and unparalleled availability mean good overall economy. Operating costs are 15% lower than in other models while the Optirev system optimises engine revolutions and reduces fuel consumption by 10%.

Since the medium-weight FLTs’ launch in autumn 2002, sales have been far greater than anticipated. Orders in the first six months of 2004 have outstripped the same period last year by some 25% and a significant number of the drivers providing feedback have described the machine as “fantastic”.

In Germany, the mediumweight trucks are responsible for intensive handling at steelworks, sawmills and docks, and in stevedoring operations. The machines’ robust construction is of real benefit in these particular industries. A number of sawmills in the Nordic countries have also discovered the advantages of the medium FLT, including its low centre of gravity, which makes for unparalleled stability.

Lower fuel consumption and quieter lifting with Optirev Machines equipped with Optirev, which allows the engine to work at optimum revolutions, record a 10% reduction in fuel consump- ?

3 tion.

During lifting the machine is also quieter, since the engine works at 1,400 revolutions/min, as oposed to the traditional 2,200. This allows for excellent operating economy, as high revolutions are not required for efficient lifting. The machines also require servicing every 500 hours – half as often as previous models – thus reducing operating costs by as much as 15%.

More efficient lifting with Optispeed Optispeed, which provides electronic optimisation of the machine’s lifting speed, provides more efficient handling. Lifting without a load is now up to 25% faster. With a load, the speed is as high as the engine’s power permits in relation to the weight of the load. This means drivers can drive more smoothly, as they do not need to depress the accelerator pedal to achieve maximum lifting speed.

Drivers’ machines A well-developed driver environment, which is characteristic of Kalmar equipment, and a stable, flexible driving sensation make the medium-weight trucks true drivers’ machines. Because the machines are equipped with Optidrive, they can be driven precisely using controlled skidding, which is reminiscent of hydrostatic operations.

Exactly what the users need Kalmar’s medium-weight trucks are now being appreciated in more and more markets. New customers in countries such as Turkey, South Africa and Australia have discovered their numerous advantages, while in North America the machines have revolutionised materials handling.

More information: Mikael Rietz Tel +46 372 26112 Fax +46 372 26366 mikael.rietz@kalmarind.com

C

Winning customers around the world ...................3

Winning customers around the world

Yusen Terminals goes the LNG route with Kalmar ............................................................4

Marine Terminals Corp goes greener in LA ............4

O Keeping the customer satisfied .............................5

Boxes and bottlenecks

Fuel consumption down by 10%, operating costs reduced by 15%

Degrees of separation ............................................6

Ford demands high standards ...............................8

Quality matters in Pasajes....................................10

Huge challenges

Christer Granskog President and CEO Kalmar Industries

FLTs show their mettle in Bell Bay .......................12

Giving it that little bit Extra ..................................13

Strong in New Zealand ports ..............................14

Thumbs up from South Island ports.....................16

AB Equipment, New Zealand Customer Pan Pac Forest Products, NZ ”These fork lift trucks are reliable” says Pan Pac .........................................................17

N

According to the latest industry figures, the containership order book is approaching 50% of the current fleet size, with most vessels coming on stream in the next two or three years

Introducing KEA (Kalmar Equipment Australia Pty Ltd) ..................12

E

The gap

The challenges ahead are huge. Global container port volumes is expected to increase by approximately 200 million TEU by the year 2009, driven mainly by Chinese foreign trade.

However, obtaining finance for new, well-planned developments should not be a major hurdle in light of the potential returns for lenders and equity partners.

The crux of the matter, however, is the lengthy planning procedures involved in port expansions. This applies particularly to the current pressure points of Northern Europe and the US, where developments are facing ever stricter environmental scrutiny. Lead times of ten years and more are not uncommon for new terminals.

To a certain extent, existing facilities can make up for the shortage by optimising their capacity through deployment of more efficient ship-toshore and stacking cranes, faster straddle carriers and better IT systems. The challenge is to identify the small and medium terminals with that upward potential.

T

With world container trade growing at more than 10% for the third consecutive year port congestion is becoming a pivotal issue for the whole industry. While shipping lines are deploying new and ever bigger vessels by the week, terminals around the world are struggling to cope with rising throughput requirements.

The past few months have seen serious congestion in major ports in both Europe and North America.

Even though there are plenty of expansion projects planned worldwide, there is a growing concern amongst shipping lines and cargo owners that investments are not bearing fruit fast enough.

Governments, port authorities and terminal operators – especially in Europe and North America – need to allow much faster investment and project execution than in the past.

Otherwise the terminals in these regions will become “the bottleneck of the whole container industry”.

Governments world wide do no pay sufficient attention to port infrastructure. As a result, shipping lines have to put up with delays in most ports around the globe even before the arrival of the numerous new buildings that have been ordered to cope with startling trade growth.

– a pace of expansion that the port and terminal industry can in no way match. With the gap between fleet and terminal growth becoming more and more evident there is little hope that all these new builds will be properly utilised. Consequently, productivity along the whole intermodal transport chain will suffer, resulting in cost increases for the customers – namely the manufacturers and retailers who rely on box traffic in their global sourcing and distribution.

N

Investments in new container terminal facilities lag far behind the current traffic growth.

Billions of Euros must be spent on quay expansion and new equipment in the next years to keep cargo flowing.

The art of stuffing a container..............................18

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

Layout: imageneering | worldwide partners, Tampere, Finland

PRINTED BY: Offset Ulonen Oy, Tampere, Finland, 2004

Kalmar reachstackers continue the tradition of “firsts” at Shippers Stevedoring, Port of Houston ....................................................20

Kalmar makes light work of Walkers snacks .......22

2

S

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

The dos and don’ts of container packing.............19

T

world Kalmar around the

The trucks, which weigh between 9 and 18 tonnes, were created for intensive handling in tough environments. Less frequent servicing and unparalleled availability mean good overall economy. Operating costs are 15% lower than in other models while the Optirev system optimises engine revolutions and reduces fuel consumption by 10%.

Since the medium-weight FLTs’ launch in autumn 2002, sales have been far greater than anticipated. Orders in the first six months of 2004 have outstripped the same period last year by some 25% and a significant number of the drivers providing feedback have described the machine as “fantastic”.

In Germany, the mediumweight trucks are responsible for intensive handling at steelworks, sawmills and docks, and in stevedoring operations. The machines’ robust construction is of real benefit in these particular industries. A number of sawmills in the Nordic countries have also discovered the advantages of the medium FLT, including its low centre of gravity, which makes for unparalleled stability.

Lower fuel consumption and quieter lifting with Optirev Machines equipped with Optirev, which allows the engine to work at optimum revolutions, record a 10% reduction in fuel consump- ?

3 tion.

During lifting the machine is also quieter, since the engine works at 1,400 revolutions/min, as oposed to the traditional 2,200. This allows for excellent operating economy, as high revolutions are not required for efficient lifting. The machines also require servicing every 500 hours – half as often as previous models – thus reducing operating costs by as much as 15%.

More efficient lifting with Optispeed Optispeed, which provides electronic optimisation of the machine’s lifting speed, provides more efficient handling. Lifting without a load is now up to 25% faster. With a load, the speed is as high as the engine’s power permits in relation to the weight of the load. This means drivers can drive more smoothly, as they do not need to depress the accelerator pedal to achieve maximum lifting speed.

Drivers’ machines A well-developed driver environment, which is characteristic of Kalmar equipment, and a stable, flexible driving sensation make the medium-weight trucks true drivers’ machines. Because the machines are equipped with Optidrive, they can be driven precisely using controlled skidding, which is reminiscent of hydrostatic operations.

Exactly what the users need Kalmar’s medium-weight trucks are now being appreciated in more and more markets. New customers in countries such as Turkey, South Africa and Australia have discovered their numerous advantages, while in North America the machines have revolutionised materials handling.

More information: Mikael Rietz Tel +46 372 26112 Fax +46 372 26366 mikael.rietz@kalmarind.com

The US state of California is establishing severe environmental restrictions on air pollution to be found anywhere in the world and local terminal operators are in the firing line. ‘Cold ironing’, a term which is being applied to the practice of ships using shore-based power supplies rather than their own shipboard generators, seems certain to become mandatory in Californian ports if not elsewhere. Conventional diesel engines are fast falling out of favour too and the pressure is very much on terminal operators to find cleaner fuels.

According to Don Lawrence, Western Regional Manager for Kalmar Industries Corp, this is the first time in the world that LNG has been used to power a marine terminal tractor: “Kalmar has supplied LNGpowered machines in the past to non-maritime customers who are also using LNG for other types of vehicle such as delivery trucks operating on the public highway but this is definitely a first for us when it comes to maritime terminals.”

Yusen Terminals Inc (YTI), a wholly-owned subsidiary of the giant Japanese shipping company NYK, has selected liquefied natural gas (LNG) as the way ahead. It has placed an order with Kalmar for two terminal tractors for delivery early in 2005, both to be powered by Cummins engines running on LNG. These will operate at YTI's 245-acre facility located on the northern section of Terminal Island in the Port of Los Angeles.

chase is the result of a twelvemonth effort by Sound Energy Solutions (SES), a wholly owned subsidiary of Mitsubishi Corporation, and Applied LNG Technologies (ALT) to expand the use of clean-burning natural gas in the Ports of Los Angeles and Long Beach. Mr Okutsu continued: “Without the help of SES and ALT, our efforts would not have been possible.”

Funding for YTI’s project has been provided by the South Coast Air Quality Management District (SCAQMD) through its Carl Moyer Air Quality Standards Attainment program.

SES and ALT’s efforts to develop the market for additional clean fuel port equipment are in anticipation of the opening of SES’ Port of Long Beach -based LNG import terminal in 2008.

SES’ project will be the only LNG import terminal in the world that is designed to also provide a vehicle grade LNG fuel to the transportation market.

The other LNG import projects currently proposed in California have no facilities to supply vehicle grade LNG fuel.

Yusen Terminals goes the LNG route with Kalmar

YTI thinking Cleaner alternatives Masayuki Okutsu, Executive Vice President for YTI, explains his company’s thinking: “As part of NYK’s Green Policy, YTI is continually working to find ways to reduce emissions from our waterfront transportation services. Instead of purchasing traditional diesel powered units, YTI’s investment in these clean air LNG tractors will reduce emissions of NOx by 65 percent and particulate matter by over 80 per cent.”

This first-of-its-kind pur-

community partner in the region’s efforts to clean the air by providing a reliable, safe and cost-effective fuel from our LNG terminal to this growing market for low-emission transportation.”

This initiative has also won praise from Los Angeles’ City Mayor James Hahn who stated publicly: “This is another example of how we can continue to increase our city’s cargo handling capacity in the port while meet-

SES’ Chief Operating Officer Thomas Giles states that throughout the last decade, LNG has increasingly become the fuel of choice for heavyduty vehicle operators seeking to use cleaner alternatives to conventional fuels such as diesel and gasoline: “There are thousands of LNG powered trucks, buses and trains now operating in California and throughout the United States. SES is proud to be a

ing our pledge of ‘no net increases’ in emission in the Los Angeles Harbour. Councilwoman Janice Hahn added: “Yusen has always been a leader in environmental solutions and a responsible neighbour to Harbour Area communities. These green tractors will benefit not only the residents of San Pedro and Wilmington, but also the men and women that work on the docks on a daily basis,” said. “I challenge all of our terminal operators to follow

YTI’s example and utilize green technology whenever possible.”

As a third generation ILWU Member and former President of ILWU Local 63 Marine Clerks, current City of Los Angeles Harbour Commission Board Member, and life-long resident of San Pedro, Thomas Warren knows first-hand the importance of reducing emissions within the port: “Using the cleanest equipment available is the only way that we can reduce emissions

within the port, particularly as the need to handle increasing volumes continues to grow.”

Beyond these first two LNG terminal tractors, YTI hopes to continue to replace its diesel fleet with lowemission technologies. YTI has recently submitted an application to the Port of Los Angeles Air Quality Mitigation Fund for the funding of an additional 34 LNG tractors and for an LNG fuel station that will allow the company to continue to replace its fleet of 120 diesel terminal tractors with cleaner LNG units.

When SES’ LNG import terminal opens in 2008, Mr Okutsu noted: “YTI’s fleet of LNG terminal tractors will not only be using the cleanest engines currently available, but the anticipated low-cost of the LNG from SES’ terminal will also be saving our company money. It’s a win-win-win situation.”

The two trucks, which will be built in Ottawa Kalmar factory in Kansas, are each to be powered by a Cummins C Gas Plus 8.3 litre engine developing 250 bhp (186 kW) at 2,400 rpm and 750 lb/ft (1017 Nm) torque at 1,400 rpm.

A 52 gallon (197 litre) tank with a maximum usable volume of 47 gallons (178 litres) will allow about 10 to 12 hours operation between refuelling.

Keeping the customer satisfied In California, the debate is raging.

LPG? LNG? Diesel? Which one is best?

Kalmar believes there are good arguments for and against each fuel and also recognises that different stevedores will have different opinions. Therefore it continues to adopt its longstanding philosophy of giving the customer what he wants.

Kalmar certainly doesn’t believe that diesel is dead or even dying. A great deal of research is taking place aimed at reduced harmful emissions and given the size of the market and the investment in it, it would be naïve to assume that major improvements won’t be made. In its favour, diesel still packs more energy per litre than the ‘greener’ alternatives, and so less diesel needs to be burned to achieve the same amount of work.

LPG is a well-proven and safe fuel source, available worldwide and used to power homes and private cars as well as a wide variety of outdoor cooking and camping appliances. It may well continue as a popular industrial fuel source in California and elsewhere but it should be noted that it is not as clean, emissions wise, as other fuels such as hydrogen or LNG. And in fact if continuing emissions reductions occur with diesel, it may yet at some point be dirtier overall than even diesel. Having said this, its current advantages include:

More information: Don Lawrence Tel +1 801 254 8325 Fax +1 801 254 0528 don.lawrence@kalmarind.com

Marine Terminals Corp goes greener in LA

• • • •

Oakland-headquartered Marine Terminals Corp (MTC) recently took delivery of 53 LPG-powered terminal tractors for its West Basin Container Terminal in the Port of Los Angeles. Here, these Kalmar workhorses are used to transport containers between the ship-to-shore cranes and the trailer park and stacking areas.

MTC began actively working with alternative fuel and clean air strategies more than five years ago, participating in the first Carl Moyer Program in 1998 and purchasing five LPGpowered yard tractors for use at Evergreen America’s Port of Los Angeles container terminal.

Last year, it announced that it was also working to provide cost-effective air quality benefits with its existing dieselpowered equipment using alternative diesel fuels in both

sensitive equipment, Cleaner emissions, lower noise levels and higher levels of safety are at the top of our agenda when developing or refining our product range. Greater use of LPG (liquefied petroleum gas, otherwise known as propane) and LNG (liquefied natural gas) is inevitable and we at Kalmar intend to be ready to meet this demand.”

“So far, we have not seen the same pressure being applied elsewhere in the US and certainly not in ports in Asia or Europe. However, if experience is anything to go by, it will be only a matter of time before other states in the US, and likeminded countries elsewhere, follow California’s lead and actively encourage cleaner fuels for container terminal handling

Los Angeles and Long Beach.

According to Don Lawrence, Kalmar Industries Corp western regional manager, Kalmar’s pioneering role in the provision of greener handling equipment has earned it respect from port and terminal operators, particularly on the US West Coast where environmental issues are very high profile: “In keeping with its ISO 14000 status, Kalmar prides itself on its commitment to developing environmentally-

4

equipment.”

According to Lawrence, the technology associated with the use of LPG is well-proven: “LPG has been used for decades on small lift trucks and port operators are well-used to refuelling procedures. In fact, there can be positive advantages in that the same refuelling facilities can be used for other types of vehicle too.”

Kalmar also supplied LPGpowered trucks in the past to non-marine clients who are already using LPG for their delivery vehicles operating on the public highway.

Built at Ottawa Kalmar’s plant in Kansas, MTC’s LPG tractors are powered by Cummins B LPG 195 engines rated at 195 bhp (145 kW) and 420 lb-ft (569 Nm) torque. MTC has specified

•

that the trucks be outfitted with two 40-gallon propane tanks so the trucks could operate for the same time period as one 42gallon diesel fuel tank before refuelling is necessary.

Cleaner air does not come without the unexpected, as MTC Area Maintenance Manager Ken Pope mentioned.

It is readily available The associated technology is well-proven Fuel station costs are very low Fuelling and storage are perhaps a little less risky when compared to that of LNG LPG fuel is an abundant “fraction” captured in the refinement of crude oil and as such is artificially commercially viable, at this point, due to a slightly lower cost per gallon.

However, these advantages may be dissipating due to infrastructural and technological advances and increasing environmental restrictions. For example, when you factor in the increased consumption of LPG against diesel for the same work output, it is in fact more costly than diesel and this situation may worsen. If, for example, consumption of crude oil decreases in the future, LPG could become much more costly to produce.

“Even the most well thought-out introduction of new technologies cannot predict every scenario in the field.

From my perspective, truly successful programs require effort and the fortitude to press on even when we encounter an operational issue.”

5

The key to the equation is that LPG produces greater CO (carbon monoxide) emissions than a diesel engine gallon for gallon and a diesel engine produces more work for that gallon.

Other emissions are less than diesel but diesel OXY Catalyst Scrubbers could result in the LPG engine being dirtier than diesel all the way round.

LNG has so far only been used widely by major industrial users such as power generators and domestic gas suppliers serving large communities. In California though, there is a concerted effort to make LNG more widely available. LNG fuelling stations have become more plentiful despite their high cost. Compared to LPG, LNG offers lower emissions and greater run times.

However, it is still not nearly as ‘fuel dense’ as diesel and run times and power outputs suffer as a result.

Although Kalmar is proceeding with the development of LNGpowered trucks and tractors, it admits to some caution. LNG is a cryogenic liquefied gas that is maintained at a temperature of minus 162 degrees Celsius (minus 260 degrees Fahrenheit).

The pressure in the vessel that contains this fuel is similar to LPG. The coldness presents certain risks, the fuelling is more difficult, more frequent and requires additional caution and training.

Another concern is that LNG is not odorised and a small leak could go undetected without the use of electronic detection sensors.

LNG technology is also quite expensive and without subsidies, it is unlikely that terminal operators would be considering its use.

In California though, where clean air is a major issue and subsidies and grants are substantial, LNG is viable and is the fuel of choice for rapid transit buses, garbage collection services, etc. There are now thousands of vehicles operating on LNG just in California alone and by the end of this decade probably tens of thousands.

LNG is the cleanest of the fossil fuels and only hydrogen, a nonfossil fuel unless extracted from fossil fuels, is cleaner.

The US state of California is establishing severe environmental restrictions on air pollution to be found anywhere in the world and local terminal operators are in the firing line. ‘Cold ironing’, a term which is being applied to the practice of ships using shore-based power supplies rather than their own shipboard generators, seems certain to become mandatory in Californian ports if not elsewhere. Conventional diesel engines are fast falling out of favour too and the pressure is very much on terminal operators to find cleaner fuels.

According to Don Lawrence, Western Regional Manager for Kalmar Industries Corp, this is the first time in the world that LNG has been used to power a marine terminal tractor: “Kalmar has supplied LNGpowered machines in the past to non-maritime customers who are also using LNG for other types of vehicle such as delivery trucks operating on the public highway but this is definitely a first for us when it comes to maritime terminals.”

Yusen Terminals Inc (YTI), a wholly-owned subsidiary of the giant Japanese shipping company NYK, has selected liquefied natural gas (LNG) as the way ahead. It has placed an order with Kalmar for two terminal tractors for delivery early in 2005, both to be powered by Cummins engines running on LNG. These will operate at YTI's 245-acre facility located on the northern section of Terminal Island in the Port of Los Angeles.

chase is the result of a twelvemonth effort by Sound Energy Solutions (SES), a wholly owned subsidiary of Mitsubishi Corporation, and Applied LNG Technologies (ALT) to expand the use of clean-burning natural gas in the Ports of Los Angeles and Long Beach. Mr Okutsu continued: “Without the help of SES and ALT, our efforts would not have been possible.”

Funding for YTI’s project has been provided by the South Coast Air Quality Management District (SCAQMD) through its Carl Moyer Air Quality Standards Attainment program.

SES and ALT’s efforts to develop the market for additional clean fuel port equipment are in anticipation of the opening of SES’ Port of Long Beach -based LNG import terminal in 2008.

SES’ project will be the only LNG import terminal in the world that is designed to also provide a vehicle grade LNG fuel to the transportation market.

The other LNG import projects currently proposed in California have no facilities to supply vehicle grade LNG fuel.

Yusen Terminals goes the LNG route with Kalmar

YTI thinking Cleaner alternatives Masayuki Okutsu, Executive Vice President for YTI, explains his company’s thinking: “As part of NYK’s Green Policy, YTI is continually working to find ways to reduce emissions from our waterfront transportation services. Instead of purchasing traditional diesel powered units, YTI’s investment in these clean air LNG tractors will reduce emissions of NOx by 65 percent and particulate matter by over 80 per cent.”

This first-of-its-kind pur-

community partner in the region’s efforts to clean the air by providing a reliable, safe and cost-effective fuel from our LNG terminal to this growing market for low-emission transportation.”

This initiative has also won praise from Los Angeles’ City Mayor James Hahn who stated publicly: “This is another example of how we can continue to increase our city’s cargo handling capacity in the port while meet-

SES’ Chief Operating Officer Thomas Giles states that throughout the last decade, LNG has increasingly become the fuel of choice for heavyduty vehicle operators seeking to use cleaner alternatives to conventional fuels such as diesel and gasoline: “There are thousands of LNG powered trucks, buses and trains now operating in California and throughout the United States. SES is proud to be a

ing our pledge of ‘no net increases’ in emission in the Los Angeles Harbour. Councilwoman Janice Hahn added: “Yusen has always been a leader in environmental solutions and a responsible neighbour to Harbour Area communities. These green tractors will benefit not only the residents of San Pedro and Wilmington, but also the men and women that work on the docks on a daily basis,” said. “I challenge all of our terminal operators to follow

YTI’s example and utilize green technology whenever possible.”

As a third generation ILWU Member and former President of ILWU Local 63 Marine Clerks, current City of Los Angeles Harbour Commission Board Member, and life-long resident of San Pedro, Thomas Warren knows first-hand the importance of reducing emissions within the port: “Using the cleanest equipment available is the only way that we can reduce emissions

within the port, particularly as the need to handle increasing volumes continues to grow.”

Beyond these first two LNG terminal tractors, YTI hopes to continue to replace its diesel fleet with lowemission technologies. YTI has recently submitted an application to the Port of Los Angeles Air Quality Mitigation Fund for the funding of an additional 34 LNG tractors and for an LNG fuel station that will allow the company to continue to replace its fleet of 120 diesel terminal tractors with cleaner LNG units.

When SES’ LNG import terminal opens in 2008, Mr Okutsu noted: “YTI’s fleet of LNG terminal tractors will not only be using the cleanest engines currently available, but the anticipated low-cost of the LNG from SES’ terminal will also be saving our company money. It’s a win-win-win situation.”

The two trucks, which will be built in Ottawa Kalmar factory in Kansas, are each to be powered by a Cummins C Gas Plus 8.3 litre engine developing 250 bhp (186 kW) at 2,400 rpm and 750 lb/ft (1017 Nm) torque at 1,400 rpm.

A 52 gallon (197 litre) tank with a maximum usable volume of 47 gallons (178 litres) will allow about 10 to 12 hours operation between refuelling.

Keeping the customer satisfied In California, the debate is raging.

LPG? LNG? Diesel? Which one is best?

Kalmar believes there are good arguments for and against each fuel and also recognises that different stevedores will have different opinions. Therefore it continues to adopt its longstanding philosophy of giving the customer what he wants.

Kalmar certainly doesn’t believe that diesel is dead or even dying. A great deal of research is taking place aimed at reduced harmful emissions and given the size of the market and the investment in it, it would be naïve to assume that major improvements won’t be made. In its favour, diesel still packs more energy per litre than the ‘greener’ alternatives, and so less diesel needs to be burned to achieve the same amount of work.

LPG is a well-proven and safe fuel source, available worldwide and used to power homes and private cars as well as a wide variety of outdoor cooking and camping appliances. It may well continue as a popular industrial fuel source in California and elsewhere but it should be noted that it is not as clean, emissions wise, as other fuels such as hydrogen or LNG. And in fact if continuing emissions reductions occur with diesel, it may yet at some point be dirtier overall than even diesel. Having said this, its current advantages include:

More information: Don Lawrence Tel +1 801 254 8325 Fax +1 801 254 0528 don.lawrence@kalmarind.com

Marine Terminals Corp goes greener in LA

• • • •

Oakland-headquartered Marine Terminals Corp (MTC) recently took delivery of 53 LPG-powered terminal tractors for its West Basin Container Terminal in the Port of Los Angeles. Here, these Kalmar workhorses are used to transport containers between the ship-to-shore cranes and the trailer park and stacking areas.

MTC began actively working with alternative fuel and clean air strategies more than five years ago, participating in the first Carl Moyer Program in 1998 and purchasing five LPGpowered yard tractors for use at Evergreen America’s Port of Los Angeles container terminal.

Last year, it announced that it was also working to provide cost-effective air quality benefits with its existing dieselpowered equipment using alternative diesel fuels in both

sensitive equipment, Cleaner emissions, lower noise levels and higher levels of safety are at the top of our agenda when developing or refining our product range. Greater use of LPG (liquefied petroleum gas, otherwise known as propane) and LNG (liquefied natural gas) is inevitable and we at Kalmar intend to be ready to meet this demand.”

“So far, we have not seen the same pressure being applied elsewhere in the US and certainly not in ports in Asia or Europe. However, if experience is anything to go by, it will be only a matter of time before other states in the US, and likeminded countries elsewhere, follow California’s lead and actively encourage cleaner fuels for container terminal handling

Los Angeles and Long Beach.

According to Don Lawrence, Kalmar Industries Corp western regional manager, Kalmar’s pioneering role in the provision of greener handling equipment has earned it respect from port and terminal operators, particularly on the US West Coast where environmental issues are very high profile: “In keeping with its ISO 14000 status, Kalmar prides itself on its commitment to developing environmentally-

4

equipment.”

According to Lawrence, the technology associated with the use of LPG is well-proven: “LPG has been used for decades on small lift trucks and port operators are well-used to refuelling procedures. In fact, there can be positive advantages in that the same refuelling facilities can be used for other types of vehicle too.”

Kalmar also supplied LPGpowered trucks in the past to non-marine clients who are already using LPG for their delivery vehicles operating on the public highway.

Built at Ottawa Kalmar’s plant in Kansas, MTC’s LPG tractors are powered by Cummins B LPG 195 engines rated at 195 bhp (145 kW) and 420 lb-ft (569 Nm) torque. MTC has specified

•

that the trucks be outfitted with two 40-gallon propane tanks so the trucks could operate for the same time period as one 42gallon diesel fuel tank before refuelling is necessary.

Cleaner air does not come without the unexpected, as MTC Area Maintenance Manager Ken Pope mentioned.

It is readily available The associated technology is well-proven Fuel station costs are very low Fuelling and storage are perhaps a little less risky when compared to that of LNG LPG fuel is an abundant “fraction” captured in the refinement of crude oil and as such is artificially commercially viable, at this point, due to a slightly lower cost per gallon.

However, these advantages may be dissipating due to infrastructural and technological advances and increasing environmental restrictions. For example, when you factor in the increased consumption of LPG against diesel for the same work output, it is in fact more costly than diesel and this situation may worsen. If, for example, consumption of crude oil decreases in the future, LPG could become much more costly to produce.

“Even the most well thought-out introduction of new technologies cannot predict every scenario in the field.

From my perspective, truly successful programs require effort and the fortitude to press on even when we encounter an operational issue.”

5

The key to the equation is that LPG produces greater CO (carbon monoxide) emissions than a diesel engine gallon for gallon and a diesel engine produces more work for that gallon.

Other emissions are less than diesel but diesel OXY Catalyst Scrubbers could result in the LPG engine being dirtier than diesel all the way round.

LNG has so far only been used widely by major industrial users such as power generators and domestic gas suppliers serving large communities. In California though, there is a concerted effort to make LNG more widely available. LNG fuelling stations have become more plentiful despite their high cost. Compared to LPG, LNG offers lower emissions and greater run times.

However, it is still not nearly as ‘fuel dense’ as diesel and run times and power outputs suffer as a result.

Although Kalmar is proceeding with the development of LNGpowered trucks and tractors, it admits to some caution. LNG is a cryogenic liquefied gas that is maintained at a temperature of minus 162 degrees Celsius (minus 260 degrees Fahrenheit).

The pressure in the vessel that contains this fuel is similar to LPG. The coldness presents certain risks, the fuelling is more difficult, more frequent and requires additional caution and training.

Another concern is that LNG is not odorised and a small leak could go undetected without the use of electronic detection sensors.

LNG technology is also quite expensive and without subsidies, it is unlikely that terminal operators would be considering its use.

In California though, where clean air is a major issue and subsidies and grants are substantial, LNG is viable and is the fuel of choice for rapid transit buses, garbage collection services, etc. There are now thousands of vehicles operating on LNG just in California alone and by the end of this decade probably tens of thousands.

LNG is the cleanest of the fossil fuels and only hydrogen, a nonfossil fuel unless extracted from fossil fuels, is cleaner.

Degrees of separation

At the unveiling of a painting depicting Interforest's new Kalmar STS crane are Jan Jochman (left), Operations Manager for Interforest Terminal, and Cock Angevaren, Project Manager, Kalmar Industries B.V.

Interforest Terminal Rotterdam and its neighbour Port Container Services (PCS) have taken delivery of one ship-to-shore crane, 14 reachstackers and eight terminal tractors between them this year and, in doing so, turned their corner of the Port of Rotterdam into something of a Kalmar showroom.

Continued from page 1

PCS, a leading container depot, and Interforest, a forest products stevedore and fledgling container terminal operator, are both located in the Eemhaven/ Alexanderhaven basin.

Being neighbours, they quickly identified opportunities for synergy. PCS’ seven empty container handling trucks (ECH) and Interforest’s seven reachstackers and eight terminal tractors will all be serviced at the PCS terminal, where Peinemann-Kalmar, the Dutch distributor of Kalmar counterweight machines, has opened up shop. Situated no more than a stone’s throw away, ECT Home Terminal’s machines can now be serviced at this facility too.

Shared interests This isn’t all that they share. Interforest – a subsidiary of Swedish forest products giant SCA – uses its ship-to-shore container crane (STS) to service feeder vessels and inland barges carrying empties for PCS. Delivered in September 2004, the crane is one of more than 100 Kalmar Rotterdam-built STS cranes in operation worldwide today.

“But significantly, it is the first ever Kalmar STS to be delivered under a full financial lease agreement,” explains Kees Derks, STS Sales Manager at Kalmar Industries, Rotterdam. “Interforest is also the first ever customer to fully outsource all STS maintenance to us.”

The 14-wide Panamax crane was not ordered for lifting empties though. Its key job is to tranship containers from the transatlantic, multi-purpose, neo-bulk service operated by Star Shipping of Bergen. In fact, the decision by Interforest Terminals Rotterdam to build the container terminal in the first place was fuelled by the Norwegian carrier’s desire to tranship containers at the same berth as that which handles its forest products.

As well as the annual 60,000 TEU for Star Shipping, Interforest handles another 30,000 TEU of SCA paper and cellulose at its 6.5 hectare facility.

Seven Kalmar DRF450-60S5 reachstackers undertake stacking duties, while eight PT-122 terminal tractors supported by a number of terminal chassis cover the quay-stack traffic. The reachstackers and terminal tractors were delivered on a five-year full operational lease contract, tyres included.

handling two 4,100 kilogram reefers, we still have sufficient margin left,” PCS Director, Rob van Nikkelen Kuijper, explains.

“The new truck was launched in March 2004 and the 20 units already sold by October exceed expectations,” Dan Petterson, Kalmar’s Lidhultbased Heavy Lift Trucks Product Manager adds.

As well as being the driving force behind the Interforest container terminal, Star Shipping was also the first shipping line to use the PCS depot.

“All our other customers are leasing companies who on average don’t exceed one-and-a-half turnaround per container per year, compared to a minimum eight turnarounds for carrierowned containers”, Van Nikkelen Kuiper added. “So with our new depot so near the Eemhaven/ Waalhaven basin, we hope to attract more carrier business.”

Measuring 75,000 square metres the new PCS depot will have a 22,000 TEU capacity when stacked eight-high. It is due for completion in early 2005. The new 160 m long quayside with a minimum of 7.5 m of water depth will enable the company to handle feeder ships and inland barges from March 2005.

“Of all the approximately 80 Kalmar machines that we have sold in Holland this year, some sixty were on a lease-basis”, says Ad Kornet, Director, Peinemann Kalmar.

Moving empties This figure includes the seven DCE 100-45E empty container handling trucks that PCS deploys at its new depot. Notably, the container depot group and Peinemann Kalmar celebrate 25 years of doing business together this year. “From day one this business has been rental”, Kornet adds.

The seven trucks bring the number of machines delivered to PCS from the new DCE 80-100 ECH series to 12, all of which are in Rotterdam. The other five are with the Van Doorn Depot.

Thanks to its 10-tonne lifting capacity, the machine is designed to handle two 40 foot containers up to nine-high. “So when

Deep blue workhorse From Rotterdam’s port artery – the A15 motorway – the deep blue STS at Interforest is an impressive sight. “It is something of a speed monster, considering it was handed over in September, just eight months after we ordered it in January 2004,” Bob de Lange, managing director of Terminal Rotterdam, says.

More information: Dan Pettersson Tel +46 372 26062 Fax +46 372 26390 dan.pettersson@kalmarind.com

6

7

The 90,000 TEU+ for Star Shipping and SCA already constitutes quite a payload for the single STS and the 6.5 hectare container terminal with 200 metres of quay wall. “We will definitely use our option for another 100 metres of former ECT quay wall plus three hectares of land in 2007,” Mr De Lange adds. “As we are depending on just one STS, we were keen to restrict our vulnerability by having its maintenance and repairs ‘around the corner’. This was one reason why we chose Kalmar Industries in Rotterdam.”

The financial lease and the outsourced full-service maintenance options were among the other decisive factors, as was the possibility of tailored design.

One potential sticking point was the limited strength of the quay wall. “We’ve solved this by putting the crane’s bogies wider apart and thus reducing the wheelload (to LS 157 kN/m) per running metre,” Kalmar’s Mr Derks explains.

Key features of the Panamax crane are a 38 m outreach, 20 m backreach, 30 m hoisting height, 15 m hoisting depth, a hoisting speed of 45/90 m/min and a trolley speed of 140 m/min. The lift capacity under the hook is 60 tonnes, so the crane can handle forest products bundles and project cargo also. For this purpose a rotator can be attached.

As of November 2004, there are more than 30 STS cranes on Kalmar’s orderbook. Meantime, its market share of container handling equipment in the world’s major ports stands at more than 80%.

More information: René Kleiss Tel +31 102946702 Fax +31 102946778 rene.kleiss@kalmarind.com

Degrees of separation

At the unveiling of a painting depicting Interforest's new Kalmar STS crane are Jan Jochman (left), Operations Manager for Interforest Terminal, and Cock Angevaren, Project Manager, Kalmar Industries B.V.

Interforest Terminal Rotterdam and its neighbour Port Container Services (PCS) have taken delivery of one ship-to-shore crane, 14 reachstackers and eight terminal tractors between them this year and, in doing so, turned their corner of the Port of Rotterdam into something of a Kalmar showroom.

Continued from page 1

PCS, a leading container depot, and Interforest, a forest products stevedore and fledgling container terminal operator, are both located in the Eemhaven/ Alexanderhaven basin.

Being neighbours, they quickly identified opportunities for synergy. PCS’ seven empty container handling trucks (ECH) and Interforest’s seven reachstackers and eight terminal tractors will all be serviced at the PCS terminal, where Peinemann-Kalmar, the Dutch distributor of Kalmar counterweight machines, has opened up shop. Situated no more than a stone’s throw away, ECT Home Terminal’s machines can now be serviced at this facility too.

Shared interests This isn’t all that they share. Interforest – a subsidiary of Swedish forest products giant SCA – uses its ship-to-shore container crane (STS) to service feeder vessels and inland barges carrying empties for PCS. Delivered in September 2004, the crane is one of more than 100 Kalmar Rotterdam-built STS cranes in operation worldwide today.

“But significantly, it is the first ever Kalmar STS to be delivered under a full financial lease agreement,” explains Kees Derks, STS Sales Manager at Kalmar Industries, Rotterdam. “Interforest is also the first ever customer to fully outsource all STS maintenance to us.”

The 14-wide Panamax crane was not ordered for lifting empties though. Its key job is to tranship containers from the transatlantic, multi-purpose, neo-bulk service operated by Star Shipping of Bergen. In fact, the decision by Interforest Terminals Rotterdam to build the container terminal in the first place was fuelled by the Norwegian carrier’s desire to tranship containers at the same berth as that which handles its forest products.

As well as the annual 60,000 TEU for Star Shipping, Interforest handles another 30,000 TEU of SCA paper and cellulose at its 6.5 hectare facility.

Seven Kalmar DRF450-60S5 reachstackers undertake stacking duties, while eight PT-122 terminal tractors supported by a number of terminal chassis cover the quay-stack traffic. The reachstackers and terminal tractors were delivered on a five-year full operational lease contract, tyres included.

handling two 4,100 kilogram reefers, we still have sufficient margin left,” PCS Director, Rob van Nikkelen Kuijper, explains.

“The new truck was launched in March 2004 and the 20 units already sold by October exceed expectations,” Dan Petterson, Kalmar’s Lidhultbased Heavy Lift Trucks Product Manager adds.

As well as being the driving force behind the Interforest container terminal, Star Shipping was also the first shipping line to use the PCS depot.

“All our other customers are leasing companies who on average don’t exceed one-and-a-half turnaround per container per year, compared to a minimum eight turnarounds for carrierowned containers”, Van Nikkelen Kuiper added. “So with our new depot so near the Eemhaven/ Waalhaven basin, we hope to attract more carrier business.”

Measuring 75,000 square metres the new PCS depot will have a 22,000 TEU capacity when stacked eight-high. It is due for completion in early 2005. The new 160 m long quayside with a minimum of 7.5 m of water depth will enable the company to handle feeder ships and inland barges from March 2005.

“Of all the approximately 80 Kalmar machines that we have sold in Holland this year, some sixty were on a lease-basis”, says Ad Kornet, Director, Peinemann Kalmar.

Moving empties This figure includes the seven DCE 100-45E empty container handling trucks that PCS deploys at its new depot. Notably, the container depot group and Peinemann Kalmar celebrate 25 years of doing business together this year. “From day one this business has been rental”, Kornet adds.

The seven trucks bring the number of machines delivered to PCS from the new DCE 80-100 ECH series to 12, all of which are in Rotterdam. The other five are with the Van Doorn Depot.

Thanks to its 10-tonne lifting capacity, the machine is designed to handle two 40 foot containers up to nine-high. “So when

Deep blue workhorse From Rotterdam’s port artery – the A15 motorway – the deep blue STS at Interforest is an impressive sight. “It is something of a speed monster, considering it was handed over in September, just eight months after we ordered it in January 2004,” Bob de Lange, managing director of Terminal Rotterdam, says.

More information: Dan Pettersson Tel +46 372 26062 Fax +46 372 26390 dan.pettersson@kalmarind.com

6

7

The 90,000 TEU+ for Star Shipping and SCA already constitutes quite a payload for the single STS and the 6.5 hectare container terminal with 200 metres of quay wall. “We will definitely use our option for another 100 metres of former ECT quay wall plus three hectares of land in 2007,” Mr De Lange adds. “As we are depending on just one STS, we were keen to restrict our vulnerability by having its maintenance and repairs ‘around the corner’. This was one reason why we chose Kalmar Industries in Rotterdam.”

The financial lease and the outsourced full-service maintenance options were among the other decisive factors, as was the possibility of tailored design.

One potential sticking point was the limited strength of the quay wall. “We’ve solved this by putting the crane’s bogies wider apart and thus reducing the wheelload (to LS 157 kN/m) per running metre,” Kalmar’s Mr Derks explains.

Key features of the Panamax crane are a 38 m outreach, 20 m backreach, 30 m hoisting height, 15 m hoisting depth, a hoisting speed of 45/90 m/min and a trolley speed of 140 m/min. The lift capacity under the hook is 60 tonnes, so the crane can handle forest products bundles and project cargo also. For this purpose a rotator can be attached.

As of November 2004, there are more than 30 STS cranes on Kalmar’s orderbook. Meantime, its market share of container handling equipment in the world’s major ports stands at more than 80%.

More information: René Kleiss Tel +31 102946702 Fax +31 102946778 rene.kleiss@kalmarind.com

Ford demands high standards Kalmar has received an order from Ford for 14 new compact ECD70 – 6C forklift trucks (FLTs).

These new electric forklifts will begin operation in January/ February 2005 at the Ford sites in Valencia and Cologne.

sion requirements are particularly stringent, such as for indoor operations. According to Mikael Rietz, VP Sales&Marketing, Industrial Systems Kalmar Industries, Kalmar is one of the few manufacturers that can offer electric trucks with a capacity of up to 9 tonnes: “We see clear growth potential for electric trucks, growth that will undoubtedly be spurred on by the launch of these new, improved models.”

“Kalmar is particularly strong with larger trucks and we believe many users will find they can make significant man-hour productivity gains by handling heavier loads, especially where the trucks are also being used for horizontal transportation as well as lifting.”

“Demand is coming primarily from the warehouse handling sector where electric trucks are an excellent solution for the local environment due to their elimination of exhaust emissions and noise disturbance.”

Several modifications have been made to the forklifts to meet Ford’s requirements. For example, the company needed a compact machine since it employs a factory layout with relatively narrow aisles, thus maximising the amount of space available for its assembly lines. Kalmar has succeeded in reducing the overall length of its standard truck by 45 cm by using special tyres and a lead-filled counterweight.

Ford also has high expectations when it comes to operational safety, which is another reason why it chose Kalmar to supply its FLTs. Kalmar has installed flashing reverse lights, reverse cameras and ultrasound sensors into the FLT range ordered by Ford.

Driver visibility has been improved too. The seat in the cab can be swivelled 10 degrees to the left and 30 degrees to the right, making reversing a much easier operation while duplex lifting frames without free lift further enhance visibility.

Ease of operation has also been improved, a single joystick controlling the operation of the lifting mast, fork positioner and side shift.

The Ford and Kalmar relationship Ford has been a client of Kalmar since 1989. It operates Kalmar forklifts in five European factories where they are used for internal transportation. It currently has 40 Kalmar electric forklifts in opera-

The electric option There remains a strong market for electric trucks where emis-

1.

2.

8

3.

9

tion. Stefan Katgely, manager of press maintenance in the Ford factory in Saarlouis stated: “The Kalmar product has proved to be extremely reliable.

The company has really met our needs with the production of the compact machines we currently operate. They are also very popular amongst the drivers, which is of high importance in keeping our staff happy.”

Ford uses 40 Kalmar electric forklifts in five European factories. The compact machines have maximum loads of 7 t to 16 t.

Fourteen further forklifts are to be delivered before the end of 2004.

1.

The drivers much appreciate the ergonomic workplace: camera, warning lights and ultrasound sensors form part of the safety package.

2.

So maximum loads of 7 t and 9 t at 600 mm LSP can be attained, the counterweights are leaded. Special tyres create further valuable centimetres of overall length.

3.

More information: Andreas Schumacher Tel +49 40 547 30 537 Fax +49 40 547 30 539 andreas.schumacher@kalmarind.com

Ford demands high standards Kalmar has received an order from Ford for 14 new compact ECD70 – 6C forklift trucks (FLTs).

These new electric forklifts will begin operation in January/ February 2005 at the Ford sites in Valencia and Cologne.

sion requirements are particularly stringent, such as for indoor operations. According to Mikael Rietz, VP Sales&Marketing, Industrial Systems Kalmar Industries, Kalmar is one of the few manufacturers that can offer electric trucks with a capacity of up to 9 tonnes: “We see clear growth potential for electric trucks, growth that will undoubtedly be spurred on by the launch of these new, improved models.”

“Kalmar is particularly strong with larger trucks and we believe many users will find they can make significant man-hour productivity gains by handling heavier loads, especially where the trucks are also being used for horizontal transportation as well as lifting.”

“Demand is coming primarily from the warehouse handling sector where electric trucks are an excellent solution for the local environment due to their elimination of exhaust emissions and noise disturbance.”

Several modifications have been made to the forklifts to meet Ford’s requirements. For example, the company needed a compact machine since it employs a factory layout with relatively narrow aisles, thus maximising the amount of space available for its assembly lines. Kalmar has succeeded in reducing the overall length of its standard truck by 45 cm by using special tyres and a lead-filled counterweight.

Ford also has high expectations when it comes to operational safety, which is another reason why it chose Kalmar to supply its FLTs. Kalmar has installed flashing reverse lights, reverse cameras and ultrasound sensors into the FLT range ordered by Ford.

Driver visibility has been improved too. The seat in the cab can be swivelled 10 degrees to the left and 30 degrees to the right, making reversing a much easier operation while duplex lifting frames without free lift further enhance visibility.

Ease of operation has also been improved, a single joystick controlling the operation of the lifting mast, fork positioner and side shift.

The Ford and Kalmar relationship Ford has been a client of Kalmar since 1989. It operates Kalmar forklifts in five European factories where they are used for internal transportation. It currently has 40 Kalmar electric forklifts in opera-

The electric option There remains a strong market for electric trucks where emis-

1.

2.

8

3.

9

tion. Stefan Katgely, manager of press maintenance in the Ford factory in Saarlouis stated: “The Kalmar product has proved to be extremely reliable.

The company has really met our needs with the production of the compact machines we currently operate. They are also very popular amongst the drivers, which is of high importance in keeping our staff happy.”

Ford uses 40 Kalmar electric forklifts in five European factories. The compact machines have maximum loads of 7 t to 16 t.

Fourteen further forklifts are to be delivered before the end of 2004.

1.

The drivers much appreciate the ergonomic workplace: camera, warning lights and ultrasound sensors form part of the safety package.

2.

So maximum loads of 7 t and 9 t at 600 mm LSP can be attained, the counterweights are leaded. Special tyres create further valuable centimetres of overall length.

3.

More information: Andreas Schumacher Tel +49 40 547 30 537 Fax +49 40 547 30 539 andreas.schumacher@kalmarind.com

Pasajes harbour is wedged into a small bay in San Sebastian, an idyllic little town in Spain’s Basque Country. The lovely avenues and elegant houses in the old town are visible from the harbour. The calm of the town contrasts sharply with the busy activity down at the port where Kalmar trucks are working hard, loading and unloading various types of cargo.

Everything from gigantic blocks of stone weighing up to 25 tonnes to long steel girders must be handled, cumbersome freight in the cramped harbour, where workers must take great care to ensure the cargo is not damaged.

“It’s so cramped that the long steel girders have to be lifted up high to pass by other cargo. This is where Kalmar’s forklift trucks

Subsequently, the company has replaced all of its old fleet for Kalmar units to complete its current fleet of 14 Kalmar forklift trucks.

“The company has 13 machines working in Pasajes. The biggest is a DCD320-12 that is used for the handling of both big blocks of marble, using forks, and for the handling of steel coils with the appropriate ram, which is easily mounted thanks to the fork shaft“ says Mariano Peréz, Sales Manager for Kalmar Espana SA.” “The smallest are two DCD90-6HLB hydrostatic machines used for working on board vessels bringing timber from Scandinavia but his fleet also includes 4xDCD250-12 of 25 tons capacity, 1xDCD180-12, one DCD120-6, 1xDCD160-12 and

are the best. They have the stability required for high lifting,” says Javier Etxezarreta, machines manager for the company Sociedad Auxiliar del Puerto de Pasajes.

Having tried out other brands, the first Kalmar forklifts were acquired for the company in 1993 and after eleven years, Sociedad Auxiliar has been converted to a customer that now only uses Kalmar Industries’ forklifts. The first machines were four DC16-900s and two DC6-600s.

These were exchanged in 1998 for four DCD160-9s plus one DCD180-12 and one DCD120-6.

At same time the company acquired its first DCD250-12 and one DCD420-12, replacing the oldest Hyster and Caterpillar machines that they had.

3xDCE160-12, the new mediumsized machines. The 14th machine is a DCD420-12 that the company currently employs in the harbour of Gijon (Asturias), another steel port in Spain where his sister company Consignaciones Asturianas operates another four Kalmar machines in addition to this one “ continues Mariano.

Sociedad Auxiliar is the biggest company in the port, employing nearly a hundred people. The harbour receives thousands of tons of scrap destined for steel manufacturing plants in the Basque area. This scrap is transformed into steel profiles that are exported to many other countries.

These profiles are the principal export of this harbour, though

stone blocks also constitute a significant traffic. Bobbins (rolls of steel) come from Germany for onward transportation to car factories inland. Aluminium and wood also form part of the cargo mix passing through the port.

The port’s activities have developed in pace with the increasing demand, and the company has gradually expanded its operations. Over the past five years, it has doubled its handling throughput and over 2.5 million tonnes of goods are now handled by the fork-lift trucks – a volume which demands a lot of the machines.

“The cabin’s ergonomically thought-out construction and the excellent vision gives drivers a high level of comfort. The trucks are also easy to manoeuvre,” says Javier Etxezarreta, who is very satisfied with the machines’ safety record.

The fast tempo and the heavy loads mean that the trucks’ forks are subjected to heavy wear.

ask for more, they’d never get better machines. I don’t know what it’s like in your country, but in mine the drivers are always complaining about the machines.

You may have bought the very latest and most modern truck on the market with the latest technology, but they still always say the previous one was better. After four to five days, though, when they’ve acquainted themselves with the machines, they adjust and become more and more satisfied.”

And even more of them will be satisfied over the coming years, as the company has a great desire to expand. As things stand, the harbour is used to the maximum. Pasajes is the only harbour in Spain working double shifts. Cargo handling starts at seven in the morning, and not until nine in the evening are the machines silent. But since the amount of goods is constantly growing, there are now plans to move the harbour to outside town.

Consequently special repairs are sometimes needed and servicing and delivery of spare parts must then be efficient.

“We’re aware that our operational climate is tough. In a less hectic working environment, such problems would never arise,” he says.

Most of the spare parts are delivered from Kalmar’s warehouse in Madrid, but some have to be imported, though delivery is usually fast. The managing director of Sociedad Auxiliar, José Ramón Saldana, has nothing but praise for Kalmar’s machines and service: “They have the best equipment on the market for the type of job we do. And quality matters to us,” he says, raising a finger to underline the magical word. “The machines are reliable and wellpriced. The service in this area is also excellent, and we appreciate that,” says José Ramón Saldana.

“But it’s hard to satisfy the drivers. They’re never satisfied,” he laughs. “Though if they didn’t

The plans have been approved by the regional politicians and there has even been support from the national parliament.

But there is at present insufficient money for the gigantic project, though it is hoped that the financial side will be resolved.

If the plans become reality, the old harbour will be replaced by new buildings in a sought-after area, and tourism will be able to expand in the little idyll.

José Ramón Saldana is very enthusiastic about the project, spreading out a map and pointing to all the planned changes.

“The harbour will then be able to triple its capacity. And we can continue to grow as a company.”

More information: Mariano Pérez Tel +34 91 671 2950 Fax +34 91 671 5697 mperez@kalmarind.com

“The harbour will then be able to triple its capacity. And we can continue to grow as a company.”

Quality matters in Pasajes

10

11

Pasajes harbour is wedged into a small bay in San Sebastian, an idyllic little town in Spain’s Basque Country. The lovely avenues and elegant houses in the old town are visible from the harbour. The calm of the town contrasts sharply with the busy activity down at the port where Kalmar trucks are working hard, loading and unloading various types of cargo.

Everything from gigantic blocks of stone weighing up to 25 tonnes to long steel girders must be handled, cumbersome freight in the cramped harbour, where workers must take great care to ensure the cargo is not damaged.

“It’s so cramped that the long steel girders have to be lifted up high to pass by other cargo. This is where Kalmar’s forklift trucks

Subsequently, the company has replaced all of its old fleet for Kalmar units to complete its current fleet of 14 Kalmar forklift trucks.

“The company has 13 machines working in Pasajes. The biggest is a DCD320-12 that is used for the handling of both big blocks of marble, using forks, and for the handling of steel coils with the appropriate ram, which is easily mounted thanks to the fork shaft“ says Mariano Peréz, Sales Manager for Kalmar Espana SA.” “The smallest are two DCD90-6HLB hydrostatic machines used for working on board vessels bringing timber from Scandinavia but his fleet also includes 4xDCD250-12 of 25 tons capacity, 1xDCD180-12, one DCD120-6, 1xDCD160-12 and

are the best. They have the stability required for high lifting,” says Javier Etxezarreta, machines manager for the company Sociedad Auxiliar del Puerto de Pasajes.

Having tried out other brands, the first Kalmar forklifts were acquired for the company in 1993 and after eleven years, Sociedad Auxiliar has been converted to a customer that now only uses Kalmar Industries’ forklifts. The first machines were four DC16-900s and two DC6-600s.

These were exchanged in 1998 for four DCD160-9s plus one DCD180-12 and one DCD120-6.

At same time the company acquired its first DCD250-12 and one DCD420-12, replacing the oldest Hyster and Caterpillar machines that they had.

3xDCE160-12, the new mediumsized machines. The 14th machine is a DCD420-12 that the company currently employs in the harbour of Gijon (Asturias), another steel port in Spain where his sister company Consignaciones Asturianas operates another four Kalmar machines in addition to this one “ continues Mariano.

Sociedad Auxiliar is the biggest company in the port, employing nearly a hundred people. The harbour receives thousands of tons of scrap destined for steel manufacturing plants in the Basque area. This scrap is transformed into steel profiles that are exported to many other countries.

These profiles are the principal export of this harbour, though

stone blocks also constitute a significant traffic. Bobbins (rolls of steel) come from Germany for onward transportation to car factories inland. Aluminium and wood also form part of the cargo mix passing through the port.

The port’s activities have developed in pace with the increasing demand, and the company has gradually expanded its operations. Over the past five years, it has doubled its handling throughput and over 2.5 million tonnes of goods are now handled by the fork-lift trucks – a volume which demands a lot of the machines.

“The cabin’s ergonomically thought-out construction and the excellent vision gives drivers a high level of comfort. The trucks are also easy to manoeuvre,” says Javier Etxezarreta, who is very satisfied with the machines’ safety record.

The fast tempo and the heavy loads mean that the trucks’ forks are subjected to heavy wear.

ask for more, they’d never get better machines. I don’t know what it’s like in your country, but in mine the drivers are always complaining about the machines.

You may have bought the very latest and most modern truck on the market with the latest technology, but they still always say the previous one was better. After four to five days, though, when they’ve acquainted themselves with the machines, they adjust and become more and more satisfied.”

And even more of them will be satisfied over the coming years, as the company has a great desire to expand. As things stand, the harbour is used to the maximum. Pasajes is the only harbour in Spain working double shifts. Cargo handling starts at seven in the morning, and not until nine in the evening are the machines silent. But since the amount of goods is constantly growing, there are now plans to move the harbour to outside town.

Consequently special repairs are sometimes needed and servicing and delivery of spare parts must then be efficient.

“We’re aware that our operational climate is tough. In a less hectic working environment, such problems would never arise,” he says.

Most of the spare parts are delivered from Kalmar’s warehouse in Madrid, but some have to be imported, though delivery is usually fast. The managing director of Sociedad Auxiliar, José Ramón Saldana, has nothing but praise for Kalmar’s machines and service: “They have the best equipment on the market for the type of job we do. And quality matters to us,” he says, raising a finger to underline the magical word. “The machines are reliable and wellpriced. The service in this area is also excellent, and we appreciate that,” says José Ramón Saldana.

“But it’s hard to satisfy the drivers. They’re never satisfied,” he laughs. “Though if they didn’t

The plans have been approved by the regional politicians and there has even been support from the national parliament.

But there is at present insufficient money for the gigantic project, though it is hoped that the financial side will be resolved.

If the plans become reality, the old harbour will be replaced by new buildings in a sought-after area, and tourism will be able to expand in the little idyll.

José Ramón Saldana is very enthusiastic about the project, spreading out a map and pointing to all the planned changes.

“The harbour will then be able to triple its capacity. And we can continue to grow as a company.”

More information: Mariano Pérez Tel +34 91 671 2950 Fax +34 91 671 5697 mperez@kalmarind.com

“The harbour will then be able to triple its capacity. And we can continue to grow as a company.”

Quality matters in Pasajes

10

11

Established in 1991, Extra Transport has always placed great store by in the philosophy that in order to succeed in the transport and logistics marketplace, it is vital to provide levels of service that exceed both the general standard and client expectations. For the past 13 years that principle has remained the cornerstone of the business and has proved a great recipe for success.

Introducing KEA (Kalmar Equipment Australia Pty Ltd)

rently on offer from our competitors.”

To maintain the highest possible customer service levels, Extra employs only the most suitable and efficient machines for the job at its container depot and, as such, took delivery recently of a Kalmar DRS 4527 ContMaster reachstacker to join the two Sisu reachstackers already in operation. The decision to employ a reachstacker system was prompted by the need to make more efficient use of ground space, according to Mr Ferrari.

“Our aim is to put more containers on the space available to us and to be able to load, unload and move containers with the minimum amount of fuss and double handling.”

While traditionalists might argue that mast trucks are cheaper to run and maintain than reachstackers, Mr Ferrari explains that they just do not make maximum use of space: “We could not run our business with mast trucks without the need to expand the area in which we work. Moreover, the marginal increase in costs incurred by using reachstackers is far outweighed by the efficiency gains.”

“Reachstackers offer numerous advantages thanks to their greater selectivity, rotating capabilities and general flexibility.”

Kalmar Equipment Australia (KEA) provides Kalmar equipment sales and services, including spare parts and technical services, to customers in

Extra Transport Group Pty Ltd of Melbourne can provide shippers with total transportation services across Australia. Whether a customer wants to transport 10,000 tonnes of steel across the country or two cartons of goods across the street – Extra prides itself on being able to provide the ideal solution. The company’s major focus however is container cartage to and from the port of Melbourne to destinations within Victoria.

Early in 2000, fuelled by the company’s early success and by a belief that the industry was poised for some dramatic changes, Mr. Ferrari initiated a course of action designed to put Extra Transport into a period of controlled, dramatic growth. As a result of his vision, the company today operates a state-of-the-art 28-acre container depot adjacent to Melbourne’s Swanson container terminals.

For many years Mr. Ferrari searched for an IT package that would compliment his vision for the business and, unable to find

Australia, New Zealand and the South Pacific islands. KEA has been wholly owned by Kalmar Industries since January 2003.

Traditionally, KEA’s main activities have centred around the sale and delivery of Kalmar straddle carriers, delivered to Australia’s Patrick Terminals and to most of the ports in New Zealand.

For the past two years KEA has also been increasing its sales of reachstackers and forklift trucks to both industrial customers and the container handling market.

Equipment cannot be sold unless there is an acceptable after-sales organisation in place. As such, KEA has straddle workshops in Patrick’s terminals at Brisbane, Sydney and Melbourne, where reachstackers and other equipment can also be serviced and maintained.

For industrial customers, KEA has its own mobile service units in the same three locations, together with a network of sub-contracted truck service companies that work with KEA when necessary. Western Forklift Services, situated in the western part of Melbourne, is one of Kalmar’s excellent service partners.

Today, KEA consists of more than 20 employees, who undertake a broad range of activities. Included in this number are two sales managers – one specialising in container handling equipment and the other in the industrial forklift business, both of whom are supported by a sales assistant. KEA also employs two technical support and training officers, who cover all products; two staff responsible for sales and inventory control of spare parts; and two technical service administrators. Ten technicians, located in workshops at the Patrick terminal facilities, and three field service technicians complete the staff complement.

anything that came close, embarked on a program of IT development that has culminated in the release of EXTRANS, an in-house system that allows clients to book, alter and slot jobs, live, using an internet or terminal services connection. Operations can track via GPS and communicate with the entire fleet via radio and/or data interface using the latest GPRS technology.

Mr. Ferrari has developed true synergistic advantages “When you combine the right people with the right equipment, the correct hardware with the best software and then add the desire to overachieve you can truly provide a service that is value added.”

On time delivery and fast, accurate billing are paramount to business success according to Mr. Ferrari, “With all these factors working together we can provide on time delivery, plus or minus 30 minutes, on 97% of occasions, and final billing within 2 hours of job completion. These service levels far outstrip anything cur-

Extra’s ContMaster comes equipped with ergonomic Spirit Delta cab, an electronic overload control system, five-high stacking capabilities for 9’6” containers, control systems providing smooth and fast hydraulic operations, two hoist speed modes through the control system for safety and performance both with and without the load and a forward and backward spreader tilt with locking feature.

All these features combined with robust construction, which provides outstanding reliability, and access to speedy local support makes the ContMaster an extremely effective handling solution for Extra’s fast expanding operation.

In total, Extra has around 80 vehicles operating at its Swanson facility in West Melbourne, including utes, tray trucks, tautliners, flat top and skeletal semi trailers, drop decks and extendables, B-doubles, Australia’s largest fleet of sidelifters, tilt trays, forklift trucks, mobile cranes and, of course, its three reachstackers.

More information: Bengt Larsson Tel +61 3 9701 0311 Fax: +61 3 9701 0399 bengt.larsson@kalmar.com.au

The Kalmar Australia – New Zealand (ANZ) family also consists of two independent dealers: AB Equipment in Auckland, which represents Kalmar’s counterbalanced products in New Zealand; and Daysworth International in Melbourne, which takes care of the Ottawa and Kalmar terminal tractor business in Australia.

The success of Kalmar in the ANZ region goes to reaffirm the company’s belief that good teamwork results in From left to right: Glenn Duncan, Comalco, Phil Whitney, Comalco, Mr Peter Harley, Comalco, Bengt Larsson, KEA and Prem Nath, KEA, at the delivery of the 8 tonners.

good business.

FLTs show their mettle in Bell Bay The original aluminium smelter, built in Bell Bay, Tasmania, was the first aluminium smelter in the Southern Hemisphere, established 1955.

Comalco purchased the smelter in 1960 and since then, have increased the production of aluminium from 12,000 tonnes per year to more than 160,000 tonnes per year. Comalco have consistently invested in new technology and have built a reputation for operational excellence.

Comalco, Bell Bay and Kalmar Equipment (Australia) have worked together for some time in

12

Giving it that little bit Extra

order to find optimal solutions and specifications for forklift trucks, to work in the Rodding Room and in the Metal Products area of the smelter.

This cooperation has resulted in Comalco having ordered and taken recent delivery of two Kalmar DCD80-6HE, light forklifts with hydrostatic drives, one for the Rodding Room and the other for Metal Products department.

The 3rd Kalmar forklift, DCE160-12 has also been delivered to the Metal Products department for transporting the 14T blocks.

13

Established in 1991, Extra Transport has always placed great store by in the philosophy that in order to succeed in the transport and logistics marketplace, it is vital to provide levels of service that exceed both the general standard and client expectations. For the past 13 years that principle has remained the cornerstone of the business and has proved a great recipe for success.

Introducing KEA (Kalmar Equipment Australia Pty Ltd)

rently on offer from our competitors.”

To maintain the highest possible customer service levels, Extra employs only the most suitable and efficient machines for the job at its container depot and, as such, took delivery recently of a Kalmar DRS 4527 ContMaster reachstacker to join the two Sisu reachstackers already in operation. The decision to employ a reachstacker system was prompted by the need to make more efficient use of ground space, according to Mr Ferrari.

“Our aim is to put more containers on the space available to us and to be able to load, unload and move containers with the minimum amount of fuss and double handling.”

While traditionalists might argue that mast trucks are cheaper to run and maintain than reachstackers, Mr Ferrari explains that they just do not make maximum use of space: “We could not run our business with mast trucks without the need to expand the area in which we work. Moreover, the marginal increase in costs incurred by using reachstackers is far outweighed by the efficiency gains.”

“Reachstackers offer numerous advantages thanks to their greater selectivity, rotating capabilities and general flexibility.”

Kalmar Equipment Australia (KEA) provides Kalmar equipment sales and services, including spare parts and technical services, to customers in

Extra Transport Group Pty Ltd of Melbourne can provide shippers with total transportation services across Australia. Whether a customer wants to transport 10,000 tonnes of steel across the country or two cartons of goods across the street – Extra prides itself on being able to provide the ideal solution. The company’s major focus however is container cartage to and from the port of Melbourne to destinations within Victoria.

Early in 2000, fuelled by the company’s early success and by a belief that the industry was poised for some dramatic changes, Mr. Ferrari initiated a course of action designed to put Extra Transport into a period of controlled, dramatic growth. As a result of his vision, the company today operates a state-of-the-art 28-acre container depot adjacent to Melbourne’s Swanson container terminals.

For many years Mr. Ferrari searched for an IT package that would compliment his vision for the business and, unable to find

Australia, New Zealand and the South Pacific islands. KEA has been wholly owned by Kalmar Industries since January 2003.

Traditionally, KEA’s main activities have centred around the sale and delivery of Kalmar straddle carriers, delivered to Australia’s Patrick Terminals and to most of the ports in New Zealand.

For the past two years KEA has also been increasing its sales of reachstackers and forklift trucks to both industrial customers and the container handling market.

Equipment cannot be sold unless there is an acceptable after-sales organisation in place. As such, KEA has straddle workshops in Patrick’s terminals at Brisbane, Sydney and Melbourne, where reachstackers and other equipment can also be serviced and maintained.

For industrial customers, KEA has its own mobile service units in the same three locations, together with a network of sub-contracted truck service companies that work with KEA when necessary. Western Forklift Services, situated in the western part of Melbourne, is one of Kalmar’s excellent service partners.

Today, KEA consists of more than 20 employees, who undertake a broad range of activities. Included in this number are two sales managers – one specialising in container handling equipment and the other in the industrial forklift business, both of whom are supported by a sales assistant. KEA also employs two technical support and training officers, who cover all products; two staff responsible for sales and inventory control of spare parts; and two technical service administrators. Ten technicians, located in workshops at the Patrick terminal facilities, and three field service technicians complete the staff complement.

anything that came close, embarked on a program of IT development that has culminated in the release of EXTRANS, an in-house system that allows clients to book, alter and slot jobs, live, using an internet or terminal services connection. Operations can track via GPS and communicate with the entire fleet via radio and/or data interface using the latest GPRS technology.

Mr. Ferrari has developed true synergistic advantages “When you combine the right people with the right equipment, the correct hardware with the best software and then add the desire to overachieve you can truly provide a service that is value added.”

On time delivery and fast, accurate billing are paramount to business success according to Mr. Ferrari, “With all these factors working together we can provide on time delivery, plus or minus 30 minutes, on 97% of occasions, and final billing within 2 hours of job completion. These service levels far outstrip anything cur-

Extra’s ContMaster comes equipped with ergonomic Spirit Delta cab, an electronic overload control system, five-high stacking capabilities for 9’6” containers, control systems providing smooth and fast hydraulic operations, two hoist speed modes through the control system for safety and performance both with and without the load and a forward and backward spreader tilt with locking feature.

All these features combined with robust construction, which provides outstanding reliability, and access to speedy local support makes the ContMaster an extremely effective handling solution for Extra’s fast expanding operation.

In total, Extra has around 80 vehicles operating at its Swanson facility in West Melbourne, including utes, tray trucks, tautliners, flat top and skeletal semi trailers, drop decks and extendables, B-doubles, Australia’s largest fleet of sidelifters, tilt trays, forklift trucks, mobile cranes and, of course, its three reachstackers.

More information: Bengt Larsson Tel +61 3 9701 0311 Fax: +61 3 9701 0399 bengt.larsson@kalmar.com.au

The Kalmar Australia – New Zealand (ANZ) family also consists of two independent dealers: AB Equipment in Auckland, which represents Kalmar’s counterbalanced products in New Zealand; and Daysworth International in Melbourne, which takes care of the Ottawa and Kalmar terminal tractor business in Australia.

The success of Kalmar in the ANZ region goes to reaffirm the company’s belief that good teamwork results in From left to right: Glenn Duncan, Comalco, Phil Whitney, Comalco, Mr Peter Harley, Comalco, Bengt Larsson, KEA and Prem Nath, KEA, at the delivery of the 8 tonners.

good business.

FLTs show their mettle in Bell Bay The original aluminium smelter, built in Bell Bay, Tasmania, was the first aluminium smelter in the Southern Hemisphere, established 1955.

Comalco purchased the smelter in 1960 and since then, have increased the production of aluminium from 12,000 tonnes per year to more than 160,000 tonnes per year. Comalco have consistently invested in new technology and have built a reputation for operational excellence.

Comalco, Bell Bay and Kalmar Equipment (Australia) have worked together for some time in

12

Giving it that little bit Extra

order to find optimal solutions and specifications for forklift trucks, to work in the Rodding Room and in the Metal Products area of the smelter.

This cooperation has resulted in Comalco having ordered and taken recent delivery of two Kalmar DCD80-6HE, light forklifts with hydrostatic drives, one for the Rodding Room and the other for Metal Products department.

The 3rd Kalmar forklift, DCE160-12 has also been delivered to the Metal Products department for transporting the 14T blocks.

13

The relationship formed between Kalmar and the top ports in New Zealand’s both islands is proving to be a major success for our Australasian operation.

Kalmar’s coverage of the New Zealand market is split between direct representation for straddle carrier and terminal tractor customers from Kalmar Equipment (Australia) Pty Ltd in Melbourne, Australia, and rep-

major ports in New Zealand’s North Island – where the majority of the country’s population is based.

A snapshot of the Kalmar connection with the ports of Tauranga, Auckland, CentrePort Wellington and Napier is a good reflection of how we are growing in the “Kiwi market”.

resentation for counterbalancing equipment such as reachstackers and forklifts from AB Equipment Ltd, based in Auckland, New Zealand’s largest city.

Managing Director Bengt Larsson and Sales Manager Rick Cook provide the main interface with straddle customers, and have continued to grow their relationship with the

reachstackers are also being deployed by the port company.

“These are used for the quick and efficient handling of containers in the Axis container terminals’ empty yards (stacked up to seven-high), in the conventional wharves (older wharves that cannot run heavier straddle carriers) and at the East Tamaki inland port.”

Sandy says the Ports of Auckland calls upon an “army” of high-tech heavy machinery to maintain its position as “New Zealand’s largest maritime gateway for trade”.

“Kalmar is a substantial supplier of container-handling equipment and we value our relationship with them.”

Tauranga Partnership Kalmar has been a presence right through the Port of Tauranga’s strong growth to become not just a major bulk port but a powerful presence in the container market.

Property Manager for the Port of Tauranga Ltd, Tony Reynish, is pictured third from the left, along with (from left) Tommi Haapsaari, Tommi Rautio and Seppo Katajamäki of Kalmar.

Property Manager Tony Reynish says the partnership with Kalmar began in 1999 when growth in the port's terminal operation required additional equipment to supplement the fleet of ten secondhand straddles purchased in 1997from Modern Terminals, Hong Kong.

Three Kalmars were purchased in 1999 and, since then, an additional four have been bought, with a further three currently on order. This will bring the total number of Kalmar straddle carriers to ten, the last five of which have been the ESC340 diesel electric models.

“Initially, we were looking for a ‘no frills’ reliable straddle and we got that but, in addition, we value the commitment to ongoing improvement from Kalmar,” says Tony.

“Maximum hoist speeds have increased since the initial order, and environmental performance has been enhanced with noise reduction options and the introduction of the diesel electrics.”

Tony adds a pat on the back for the Kalmar team.

“We are as far away from Kalmar's factory in Finland as

you can get, but enjoy excellent relationships, technical support and service from Finland and their Australasian team of Bengt Larsson and Rick Cook.”

Key Role at Auckland Heavy machinery solutions provided by Kalmar are handling a large proportion of the 650,000 TEUs moving through the Ports of Auckland’s network of sea and inland ports each year.

The port company’s container terminal operator, Axis Intermodal, is currently utilising 33 high-performance Valmet and Sisu straddle carriers supplied by Kalmar.

“These are used for moving import and export containers in our Axis Fergusson and Axis Bledisloe container terminal yards and road and rail grids,” explains Axis Intermodal general manager Sandy Gibson.

“At the terminals, the straddles move containers from crane to yard to truck and vice versa. At Axis Rail, the straddles move containers onto and off trains at the rail grid.”

A fleet of 14 Kalmar container forklifts (for laden containers), empty lift trucks and

“Kalmar came out and looked at our operation and it was their engineer who said our forklifts were actually a bit light for the work we were doing and that down the track we should look at these heavier ones.”

“In conjunction with AB Equipment, the local Kalmar agent, we developed a lubricating device on the older models, to lubricate the main mast pivot points which we were burning out.”

“We also developed a pulp clamping system and software to automatically level the forklift masts. Kalmar came out here to look at that too.”

Wellington Wharfies “Love” New Kalmar Equipment CentrePort Wellington operations manager Ray Kearns says his port company is rapt with the performance of its new 16tonne-capacity multi-purpose Kalmar forklifts.

Having received “good costper-hour service” from one 13-tonne and two 15-tonne Kalmar forklifts over several years, CentrePort recently decided it needed increased lifting power for such cargoes as steel, timber, pallets, veneer and pulp.

“They further enhance the reliability of marshalling services at the port and extend our ability to handle a wide-variety of breakbulk cargo,” he says.

“The Kalmar forklifts also enhance our levels of cargo care and terminal safety. They feature high-visibility cabins and sloping rear bonnets, which enable operators to see more load and surroundings from the cabin.”

“The guys just love these 16-tonners. They are comfortable and with the upgrade, a lot of the vibration has gone out of the operation.”

Ray says a solid business relationship has developed between CentrePort and Kalmar.

Napier Strengthens Kalmar Links Port of Napier Ltd has recently gone the Kalmar way in upgrading its container terminal plant.

Napier commissioned its first DCD450-CSG Full Container Handler at the beginning of 2004, and that proved a success when working through the peak time of year.

Subsequently a decision was taken to replace two existing machines with Kalmar products.

Cargo Services Manager Grant Whitfield said that following a tender process, orders have been placed for one

DCD450-CSG Full Container Handler and one DCE90-6E Empty Container Handler, that are both due for delivery early in 2005.

“The key factor in making the decision to purchase Kalmar plant, is the ability for their heavy machines to achieve the highest payload in our container terminal,” said Grant.

“While existing machinery has provided good service over many years, the purchase of the new Kalmar equipment will provide us with a good benchmarking opportunity in terms of machine quality and reliability.”

Grant added that following positive organisational changes within AB Equipment, “we believe that they are now in a position to offer strong local support and be able to follow up on any future requirements.”

More information: Bengt Larsson Tel +61 3 9701 0311 Fax: +61 3 9701 0399 bengt.larsson@kalmar.com.au

Kalmar FLT at the Port of Napier.

Strong in New Zealand ports 14

15

The relationship formed between Kalmar and the top ports in New Zealand’s both islands is proving to be a major success for our Australasian operation.

Kalmar’s coverage of the New Zealand market is split between direct representation for straddle carrier and terminal tractor customers from Kalmar Equipment (Australia) Pty Ltd in Melbourne, Australia, and rep-

major ports in New Zealand’s North Island – where the majority of the country’s population is based.

A snapshot of the Kalmar connection with the ports of Tauranga, Auckland, CentrePort Wellington and Napier is a good reflection of how we are growing in the “Kiwi market”.

resentation for counterbalancing equipment such as reachstackers and forklifts from AB Equipment Ltd, based in Auckland, New Zealand’s largest city.

Managing Director Bengt Larsson and Sales Manager Rick Cook provide the main interface with straddle customers, and have continued to grow their relationship with the

reachstackers are also being deployed by the port company.

“These are used for the quick and efficient handling of containers in the Axis container terminals’ empty yards (stacked up to seven-high), in the conventional wharves (older wharves that cannot run heavier straddle carriers) and at the East Tamaki inland port.”

Sandy says the Ports of Auckland calls upon an “army” of high-tech heavy machinery to maintain its position as “New Zealand’s largest maritime gateway for trade”.

“Kalmar is a substantial supplier of container-handling equipment and we value our relationship with them.”

Tauranga Partnership Kalmar has been a presence right through the Port of Tauranga’s strong growth to become not just a major bulk port but a powerful presence in the container market.

Property Manager for the Port of Tauranga Ltd, Tony Reynish, is pictured third from the left, along with (from left) Tommi Haapsaari, Tommi Rautio and Seppo Katajamäki of Kalmar.

Property Manager Tony Reynish says the partnership with Kalmar began in 1999 when growth in the port's terminal operation required additional equipment to supplement the fleet of ten secondhand straddles purchased in 1997from Modern Terminals, Hong Kong.

Three Kalmars were purchased in 1999 and, since then, an additional four have been bought, with a further three currently on order. This will bring the total number of Kalmar straddle carriers to ten, the last five of which have been the ESC340 diesel electric models.

“Initially, we were looking for a ‘no frills’ reliable straddle and we got that but, in addition, we value the commitment to ongoing improvement from Kalmar,” says Tony.

“Maximum hoist speeds have increased since the initial order, and environmental performance has been enhanced with noise reduction options and the introduction of the diesel electrics.”

Tony adds a pat on the back for the Kalmar team.

“We are as far away from Kalmar's factory in Finland as

you can get, but enjoy excellent relationships, technical support and service from Finland and their Australasian team of Bengt Larsson and Rick Cook.”

Key Role at Auckland Heavy machinery solutions provided by Kalmar are handling a large proportion of the 650,000 TEUs moving through the Ports of Auckland’s network of sea and inland ports each year.

The port company’s container terminal operator, Axis Intermodal, is currently utilising 33 high-performance Valmet and Sisu straddle carriers supplied by Kalmar.

“These are used for moving import and export containers in our Axis Fergusson and Axis Bledisloe container terminal yards and road and rail grids,” explains Axis Intermodal general manager Sandy Gibson.

“At the terminals, the straddles move containers from crane to yard to truck and vice versa. At Axis Rail, the straddles move containers onto and off trains at the rail grid.”

A fleet of 14 Kalmar container forklifts (for laden containers), empty lift trucks and

“Kalmar came out and looked at our operation and it was their engineer who said our forklifts were actually a bit light for the work we were doing and that down the track we should look at these heavier ones.”

“In conjunction with AB Equipment, the local Kalmar agent, we developed a lubricating device on the older models, to lubricate the main mast pivot points which we were burning out.”

“We also developed a pulp clamping system and software to automatically level the forklift masts. Kalmar came out here to look at that too.”

Wellington Wharfies “Love” New Kalmar Equipment CentrePort Wellington operations manager Ray Kearns says his port company is rapt with the performance of its new 16tonne-capacity multi-purpose Kalmar forklifts.

Having received “good costper-hour service” from one 13-tonne and two 15-tonne Kalmar forklifts over several years, CentrePort recently decided it needed increased lifting power for such cargoes as steel, timber, pallets, veneer and pulp.

“They further enhance the reliability of marshalling services at the port and extend our ability to handle a wide-variety of breakbulk cargo,” he says.

“The Kalmar forklifts also enhance our levels of cargo care and terminal safety. They feature high-visibility cabins and sloping rear bonnets, which enable operators to see more load and surroundings from the cabin.”

“The guys just love these 16-tonners. They are comfortable and with the upgrade, a lot of the vibration has gone out of the operation.”

Ray says a solid business relationship has developed between CentrePort and Kalmar.

Napier Strengthens Kalmar Links Port of Napier Ltd has recently gone the Kalmar way in upgrading its container terminal plant.

Napier commissioned its first DCD450-CSG Full Container Handler at the beginning of 2004, and that proved a success when working through the peak time of year.

Subsequently a decision was taken to replace two existing machines with Kalmar products.

Cargo Services Manager Grant Whitfield said that following a tender process, orders have been placed for one

DCD450-CSG Full Container Handler and one DCE90-6E Empty Container Handler, that are both due for delivery early in 2005.

“The key factor in making the decision to purchase Kalmar plant, is the ability for their heavy machines to achieve the highest payload in our container terminal,” said Grant.

“While existing machinery has provided good service over many years, the purchase of the new Kalmar equipment will provide us with a good benchmarking opportunity in terms of machine quality and reliability.”

Grant added that following positive organisational changes within AB Equipment, “we believe that they are now in a position to offer strong local support and be able to follow up on any future requirements.”

More information: Bengt Larsson Tel +61 3 9701 0311 Fax: +61 3 9701 0399 bengt.larsson@kalmar.com.au

Kalmar FLT at the Port of Napier.

Strong in New Zealand ports 14

15

Thumbs up from South Island ports The major New Zealand South Island container ports of Otago and Lyttelton are both long-standing customers of Kalmar.

Port Otago has purchased Kalmar exclusively since 1992 with a number of new purchases on a regular basis to lower the age profile of its fleet. In 2002 two of the latest generation straddles arrived and in 2003 a further two empty container handlers were bought into service.

Port Otago is expecting a further three Kalmar twinlift CSC 350 straddles to arrive in December 2004.

John Murray, the port’s longserving Plant Superintendent, rates Kalmar equipment for their versatility, reliability and the constantly-improving handling time with new generation plant.

“The feature I particularly like on the later machines is the ability to capture data such as the number of lifts, running times and other information to improve the overall utilisation of this vital plant in a container terminal operation,” says John.

Port Otago operates a container terminal and multipurpose operation at Port Chalmers and owns and operates wharves in the city of Dunedin, 11 kilometres further up the harbour.

2003 financial year.

Lyttelton Port Company container terminal manager Peter McDonald says 11 straddle carriers are being used to receive and deliver containers to both road and rail transport.

“In addition, the straddles are used to move containers around our yard and to and from shipside for loading and unloading,” he says.

“We have been very satisfied with Kalmar’s professionalism in supplying and erecting the machines. The follow-up service in terms of responses to queries and questions is also good.”

“The supply and delivery of parts for the machines has also progressively been improving over the recent period.”

Peter believes the Kalmar straddle carriers are well-suited to his port’s operations.

“A pure straddle carrier operation enables maximum flexibility. This is especially important with the unpredictable nature of cargo arrival and pick-up.”

“A straddle operation allows

The port offers a comprehensive range of services for both shipping lines and cargo owners including export warehousing and container packing at quayside.

A high proportion of containerised exports are reefers, with Port Otago being New Zealand’s largest meat export port.

Beginning with the purchase of the first two straddle carriers and an empty container handler in 1992, the relationship has flourished with Kalmar since then.

Lyttelton is exclusively utilising Kalmar straddle carriers Further up the east coast of the South Island is the port of Lyttelton, which is exclusively utilising Kalmar straddle carriers in its container terminal.

The port company’s annual container throughput has grown from an initial 16,953 TEU to a record 161,200 TEU in the 2002-

Peter McDonald at Lyttelton Port.

for consolidation of cargo by vessel and port, and at the same time minimises storage area requirements. They also allow for reduced handling when locating containers required to be delivered.”

“Recently, with the aid of terminal operating software, we have been able to increase straddle carrier productivity by moving straddles between various operations and thereby minimising the time spent moving without a container.

“Improvements in the Kalmar straddles – especially rope hoists and improved speeds – have assisted in driver comfort and improved handling rates.”

Peter says Lyttelton has recently placed an order for a further four Kalmar straddle carriers, expected to be delivered this December.

From left: Kalmar sales mgr Bob Baker, CEO Steven Antunovich and Marketing mgr Scott Carrick.

AB Equipment, New Zealand Customer Pan Pac Forest Products, NZ

”These fork lift trucks are reliable” says Pan Pac Pictured Kalmar straddle carrier at Otago Port.

More information: Bengt Larsson Tel +61 3 9701 0311 Fax: +61 3 9701 0399 bengt.larsson@kalmar.com.au

Over the years Pan Pac has conducted surveys of other forklift equipment, but Kalmar kept coming up trumps. Pan Pac Forest Products Limited acquired its first 12 tonne Kalmar in 1989. That same machine is still going strong...

40,000 hours later!

predecessors, started its working life at Hawke’s Bay shifting pulp in the warehouse and loading trucks. ”The pulp mill works on a 24 hour, seven day system and for increased reliability, that’s where we put our newest machine, says Mike Flynn, who heads vehicle maintenance at Pan Pac Forest Products. ”We move the pulp on six tonne pallets, so we need a very stable machine for the job.”

Mr Flynn says the company continues to be happy with Kalmar. ”From a mechanic’s point of

Pan Pac Forest Products now have nine Kalmars, with the latest acquired just a couple of months ago. The newest machine, like its

view a real plus is the ease of working on them. They have a tilt cab for easy access and are very reliable. Since we got the new machine, two or three drivers have come to us and said there is nothing we could do to the machine to make it more comfortable to operate and the electronic inching is a real bonus for our operation. We don’t have a lot go wrong with the machines, but if we ever do, AB Equipment is there to support us,” says Mr. Flynn.

From left: AB Equipment Branch Manager, Phil Brenchley, Pan Pac Operator, Graeme Pyne and Mike Flynn.

16

17

Thumbs up from South Island ports The major New Zealand South Island container ports of Otago and Lyttelton are both long-standing customers of Kalmar.

Port Otago has purchased Kalmar exclusively since 1992 with a number of new purchases on a regular basis to lower the age profile of its fleet. In 2002 two of the latest generation straddles arrived and in 2003 a further two empty container handlers were bought into service.

Port Otago is expecting a further three Kalmar twinlift CSC 350 straddles to arrive in December 2004.

John Murray, the port’s longserving Plant Superintendent, rates Kalmar equipment for their versatility, reliability and the constantly-improving handling time with new generation plant.

“The feature I particularly like on the later machines is the ability to capture data such as the number of lifts, running times and other information to improve the overall utilisation of this vital plant in a container terminal operation,” says John.

Port Otago operates a container terminal and multipurpose operation at Port Chalmers and owns and operates wharves in the city of Dunedin, 11 kilometres further up the harbour.

2003 financial year.

Lyttelton Port Company container terminal manager Peter McDonald says 11 straddle carriers are being used to receive and deliver containers to both road and rail transport.

“In addition, the straddles are used to move containers around our yard and to and from shipside for loading and unloading,” he says.

“We have been very satisfied with Kalmar’s professionalism in supplying and erecting the machines. The follow-up service in terms of responses to queries and questions is also good.”

“The supply and delivery of parts for the machines has also progressively been improving over the recent period.”

Peter believes the Kalmar straddle carriers are well-suited to his port’s operations.

“A pure straddle carrier operation enables maximum flexibility. This is especially important with the unpredictable nature of cargo arrival and pick-up.”

“A straddle operation allows

The port offers a comprehensive range of services for both shipping lines and cargo owners including export warehousing and container packing at quayside.

A high proportion of containerised exports are reefers, with Port Otago being New Zealand’s largest meat export port.

Beginning with the purchase of the first two straddle carriers and an empty container handler in 1992, the relationship has flourished with Kalmar since then.

Lyttelton is exclusively utilising Kalmar straddle carriers Further up the east coast of the South Island is the port of Lyttelton, which is exclusively utilising Kalmar straddle carriers in its container terminal.

The port company’s annual container throughput has grown from an initial 16,953 TEU to a record 161,200 TEU in the 2002-

Peter McDonald at Lyttelton Port.

for consolidation of cargo by vessel and port, and at the same time minimises storage area requirements. They also allow for reduced handling when locating containers required to be delivered.”

“Recently, with the aid of terminal operating software, we have been able to increase straddle carrier productivity by moving straddles between various operations and thereby minimising the time spent moving without a container.

“Improvements in the Kalmar straddles – especially rope hoists and improved speeds – have assisted in driver comfort and improved handling rates.”

Peter says Lyttelton has recently placed an order for a further four Kalmar straddle carriers, expected to be delivered this December.

From left: Kalmar sales mgr Bob Baker, CEO Steven Antunovich and Marketing mgr Scott Carrick.

AB Equipment, New Zealand Customer Pan Pac Forest Products, NZ

”These fork lift trucks are reliable” says Pan Pac Pictured Kalmar straddle carrier at Otago Port.

More information: Bengt Larsson Tel +61 3 9701 0311 Fax: +61 3 9701 0399 bengt.larsson@kalmar.com.au

Over the years Pan Pac has conducted surveys of other forklift equipment, but Kalmar kept coming up trumps. Pan Pac Forest Products Limited acquired its first 12 tonne Kalmar in 1989. That same machine is still going strong...

40,000 hours later!

predecessors, started its working life at Hawke’s Bay shifting pulp in the warehouse and loading trucks. ”The pulp mill works on a 24 hour, seven day system and for increased reliability, that’s where we put our newest machine, says Mike Flynn, who heads vehicle maintenance at Pan Pac Forest Products. ”We move the pulp on six tonne pallets, so we need a very stable machine for the job.”

Mr Flynn says the company continues to be happy with Kalmar. ”From a mechanic’s point of

Pan Pac Forest Products now have nine Kalmars, with the latest acquired just a couple of months ago. The newest machine, like its

view a real plus is the ease of working on them. They have a tilt cab for easy access and are very reliable. Since we got the new machine, two or three drivers have come to us and said there is nothing we could do to the machine to make it more comfortable to operate and the electronic inching is a real bonus for our operation. We don’t have a lot go wrong with the machines, but if we ever do, AB Equipment is there to support us,” says Mr. Flynn.

From left: AB Equipment Branch Manager, Phil Brenchley, Pan Pac Operator, Graeme Pyne and Mike Flynn.

16

17

The dos and don’ts of container packing

The art of stuffing a container You would think that stuffing a container would be a straightforward matter – a simple case of loading the cargo, sealing the doors and sending it on its merry way. However, as the experts will tell you, there’s a myriad of problems just waiting to happen to the inexperienced, the unwary and the just plain careless.

The cargo surveying and insurance businesses are well-versed in the damaging results of poorly packed containers. The UK P&I Club, the world’s largest marine mutual insurer, estimated recently that one in every three containers is inadequately stuffed. In a video entitled “If you think any fool can stuff a container, think again”, the Club assembled various examples of badly stuffed and lashed boxes – and demonstrated the resulting damage to cargo. Pallets, drums, bags or cartons all received their share of airtime. Even handling equipment such as forklift trucks could be seen toppled, defeated by the challenges posed by poor container stowage. In fact, the evidence gathered in the UK Club video showed that, as a result of bad stuffing practices, travelling in a container is often no pleasure cruise for a substantial amount of cargo moving around the world.

Although the video was released a few years ago, too many of the poor packing practices depicted are still happening with alarming regularity today.

Widespread problem The UK Club claims that one of the main reasons so many examples of poor stuffing turn up on a daily basis is because there is no requirement for the individuals packing containers to be qualified. “So nobody bothers to train them,” the video explains. “But partly it’s also because containers look so reassuring.” After all, what can possibly go wrong in such a sturdy steel box?

Rotterdam-based cargo surveying firm, Transrisk BV, has a rich photograph collection that confirms a central observation in the UK Club’s video: not enough shippers are aware of the significant forces containers and their contents undergo while at sea.

The photos form a sometimes amusing and often bewildering anthology of the woes of poorly

packed containers. Luckily, some of the containers photographed were intercepted before shipment – for example, the container carrying three pallets of live ammunition, unsecured and placed in the middle of an otherwise empty box. The cargo and container might have survived the 60,000 or so rolls, pitches and sways on its transatlantic voyage – but the odds were stacked against it.

half of shipping lines. It regularly refers to its vast database of photos in the many presentations it gives to shippers and forwarders about the rights and wrongs of packing containers and, in particular, hazardous cargoes – the company’s specialist area.

Cultivating the right corporate culture According to Smits, the blame for poorly packed containers is shared equally by original shippers and their forwarders. In line with the UK P&I Club estimate, he reckons that up to 35 per cent of all containers are poorly stuffed.

“It shouldn’t be a cost issue,” he argues. “Professional lashing costs no more than about 100 euros or US$ 120 for an average container-load.”

“We think organisational deficiencies are the biggest malefactor. The team leader may know his business and he may once have instructed the packers, but if he fails to make final checks, any number of problems can go overlooked.

People may stow and lash with the best of intentions, without being aware of some built-in imperfection. Unfortunately, if the consignee fails to give feedback because at the end of the day the damage isn’t that serious, the original packers will never learn the error of their ways,” Smits explains.

“We’ve seen loose pieces of wood nailed together to form a bar or a separation, but lacking any strength and, therefore, purpose whatsoever. We also see abundant use of proper lashing material, such as strong wood and airbags, applied with the purest of intentions but alas wrongly and thus ineffectively.”

Smits believes that consignee-to-shipper feedback on poor stowage would bring about tremendous improvements. “Digital cameras and e-mail make this

“There was no malice intended, just a respectable arms manufacturer who overlooked a few things,” explains Rob Smits, the founder and director of Transrisk.

Many photos in Transrisk’s collection elicit the response “what on earth were they thinking of?”

How can a loose drum not secured to its pallet possibly be expected to cross the ocean safely in a half-empty container for instance? Another photo depicts a single drum which, due to vertical space restrictions, has been placed on its side with no securing whatsoever. “Apart from the fact that it’s a sin to lay down a drum or a bin in that position in the first place, there is no way it would have stayed stationary on a sea journey,” Smits notes.

Yet another photo shows a one-ton automobile sitting on top of drums without even any plywood to protect the cargo beneath it.

Transrisk inspects some 10,000 boxes annually, most of them pre-shipment and on be-

The UK P&I Club aims to educate both shippers and consignees about best practice when it comes to packing containers with the production of its video “If you think any fool can stuff a container, think again”. The short film provides a step-by-step guide through the crucial stages of a container shipment.

• Getting the right container for the job is vital, says the UK Club. It may be 37 degrees outside, but the temperature inside the box could exceed 50 degrees, making it akin to a floating sauna. Choosing a general-purpose dry box merely to avoid the extra costs of a temperature-controlled container or one with extra ventilation could well turn out to be false economy.

such an easy thing to do.”

Company culture is another major contributor to bad packing, says Smits. “All too often people keep their mouths shut because of the fear of repercussions. They may be afraid to take the blame or worry that their observation might result in unwelcome delays in the shipping process.

Because of this, we see many examples of containers being closed and shipped, despite the fact that, for example, a leaking drum must have been detected during the stuffing process. And all because nobody wants to take responsibility for fear it might put their job in jeopardy.

In an ideal corporate culture, supervisors should praise the ‘messenger’. This attitude would encourage the development of an operation where stowage mishaps don’t become accidents or calamities further on in the logistics chain, as well as ensuring that shippers fulfil their duty of care.”

• Check a container thoroughly before accepting it. Containers with residues or structural damage, or those that cannot be securely locked and sealed should be rejected.

It is also essential that boxes are watertight. If a shipper overlooks container deficiencies that a court decides due diligence would have revealed, he could find his cargo claim reduced or even rejected.

• Draw up a packing plan before stuffing a container. Try to eliminate any free space, spread the weight evenly and keep the centre of gravity as low as possible. Remember: the less free space, the less risk of cargo shifting.

• Secure cargo safely, especially those goods situated immediately adjacent to the container doors. Damage and injury are often caused by cargo falling out when the doors are opened.

Large, heavy items should be placed centrally and the safe loading limits of the lashing points must not be exceeded. Plywood dunnage should be employed between tiers of weak packing to spread the load and used vertically to protect cargo against corners and sharp edges.

A helping hand The Rotterdam-based surveyor acknowledges that information and education – or “the dos and don’ts of packing and stowage” – are hard to come by. “The UN’s International Maritime Dangerous Goods Code (IMDG) manual provides sufficient visual guidance about all types of packing. Additionally, the packing industry houses a lot of useful tips, but these will inevitably focus on the type of hoop, strap, airbag or tape etc that a specific supplier is selling. “I don’t know of any handy ‘how to’ internet sites,” he says.

Smits would welcome a European guideline enforcing the inspection of all hazardous cargo containers prior to shipping. However, at present there exist no laws or technical guidelines dedicated at preventing damage and accidents caused by poor packing. Until there is, the industry will continue to see cargo damage and claims as a result of poor packing practices.

• Minimise the risk of wet damage. Stretch and shrink-wrapping can provide excellent protection against wet damage. Various moisture absorbent materials are also available.

They aren’t cheap, but with the entire cargo at stake, the UK Club points out that penny-wise can be pound-foolish.

• Always consider the needs of the consignee. Include with the shipment all necessary paperwork. This may include a packing list and a wood treatment certificate, depending on the country of destination.

• Unpack safely. The consignee should always inspect the external conditions of the container upon arrival. If it is hot, the fire brigade should be contacted; if it is leaking, the surrounding area should be evacuated and the hazard potential assessed. Any damage on the container’s exterior should be documented. It is wise to secure a strong strap around the twist bars on the container doors before the seal is cut to prevent cargo falling out.

• And finally…The story isn’t over when the goods are unpacked. Only when the container is clean and ready to go again can the consignee be sure his work is done.

Harry De Wilt

18

19

The dos and don’ts of container packing

The art of stuffing a container You would think that stuffing a container would be a straightforward matter – a simple case of loading the cargo, sealing the doors and sending it on its merry way. However, as the experts will tell you, there’s a myriad of problems just waiting to happen to the inexperienced, the unwary and the just plain careless.

The cargo surveying and insurance businesses are well-versed in the damaging results of poorly packed containers. The UK P&I Club, the world’s largest marine mutual insurer, estimated recently that one in every three containers is inadequately stuffed. In a video entitled “If you think any fool can stuff a container, think again”, the Club assembled various examples of badly stuffed and lashed boxes – and demonstrated the resulting damage to cargo. Pallets, drums, bags or cartons all received their share of airtime. Even handling equipment such as forklift trucks could be seen toppled, defeated by the challenges posed by poor container stowage. In fact, the evidence gathered in the UK Club video showed that, as a result of bad stuffing practices, travelling in a container is often no pleasure cruise for a substantial amount of cargo moving around the world.

Although the video was released a few years ago, too many of the poor packing practices depicted are still happening with alarming regularity today.

Widespread problem The UK Club claims that one of the main reasons so many examples of poor stuffing turn up on a daily basis is because there is no requirement for the individuals packing containers to be qualified. “So nobody bothers to train them,” the video explains. “But partly it’s also because containers look so reassuring.” After all, what can possibly go wrong in such a sturdy steel box?

Rotterdam-based cargo surveying firm, Transrisk BV, has a rich photograph collection that confirms a central observation in the UK Club’s video: not enough shippers are aware of the significant forces containers and their contents undergo while at sea.

The photos form a sometimes amusing and often bewildering anthology of the woes of poorly

packed containers. Luckily, some of the containers photographed were intercepted before shipment – for example, the container carrying three pallets of live ammunition, unsecured and placed in the middle of an otherwise empty box. The cargo and container might have survived the 60,000 or so rolls, pitches and sways on its transatlantic voyage – but the odds were stacked against it.

half of shipping lines. It regularly refers to its vast database of photos in the many presentations it gives to shippers and forwarders about the rights and wrongs of packing containers and, in particular, hazardous cargoes – the company’s specialist area.

Cultivating the right corporate culture According to Smits, the blame for poorly packed containers is shared equally by original shippers and their forwarders. In line with the UK P&I Club estimate, he reckons that up to 35 per cent of all containers are poorly stuffed.

“It shouldn’t be a cost issue,” he argues. “Professional lashing costs no more than about 100 euros or US$ 120 for an average container-load.”

“We think organisational deficiencies are the biggest malefactor. The team leader may know his business and he may once have instructed the packers, but if he fails to make final checks, any number of problems can go overlooked.

People may stow and lash with the best of intentions, without being aware of some built-in imperfection. Unfortunately, if the consignee fails to give feedback because at the end of the day the damage isn’t that serious, the original packers will never learn the error of their ways,” Smits explains.

“We’ve seen loose pieces of wood nailed together to form a bar or a separation, but lacking any strength and, therefore, purpose whatsoever. We also see abundant use of proper lashing material, such as strong wood and airbags, applied with the purest of intentions but alas wrongly and thus ineffectively.”

Smits believes that consignee-to-shipper feedback on poor stowage would bring about tremendous improvements. “Digital cameras and e-mail make this

“There was no malice intended, just a respectable arms manufacturer who overlooked a few things,” explains Rob Smits, the founder and director of Transrisk.

Many photos in Transrisk’s collection elicit the response “what on earth were they thinking of?”

How can a loose drum not secured to its pallet possibly be expected to cross the ocean safely in a half-empty container for instance? Another photo depicts a single drum which, due to vertical space restrictions, has been placed on its side with no securing whatsoever. “Apart from the fact that it’s a sin to lay down a drum or a bin in that position in the first place, there is no way it would have stayed stationary on a sea journey,” Smits notes.

Yet another photo shows a one-ton automobile sitting on top of drums without even any plywood to protect the cargo beneath it.

Transrisk inspects some 10,000 boxes annually, most of them pre-shipment and on be-

The UK P&I Club aims to educate both shippers and consignees about best practice when it comes to packing containers with the production of its video “If you think any fool can stuff a container, think again”. The short film provides a step-by-step guide through the crucial stages of a container shipment.

• Getting the right container for the job is vital, says the UK Club. It may be 37 degrees outside, but the temperature inside the box could exceed 50 degrees, making it akin to a floating sauna. Choosing a general-purpose dry box merely to avoid the extra costs of a temperature-controlled container or one with extra ventilation could well turn out to be false economy.

such an easy thing to do.”

Company culture is another major contributor to bad packing, says Smits. “All too often people keep their mouths shut because of the fear of repercussions. They may be afraid to take the blame or worry that their observation might result in unwelcome delays in the shipping process.

Because of this, we see many examples of containers being closed and shipped, despite the fact that, for example, a leaking drum must have been detected during the stuffing process. And all because nobody wants to take responsibility for fear it might put their job in jeopardy.

In an ideal corporate culture, supervisors should praise the ‘messenger’. This attitude would encourage the development of an operation where stowage mishaps don’t become accidents or calamities further on in the logistics chain, as well as ensuring that shippers fulfil their duty of care.”

• Check a container thoroughly before accepting it. Containers with residues or structural damage, or those that cannot be securely locked and sealed should be rejected.

It is also essential that boxes are watertight. If a shipper overlooks container deficiencies that a court decides due diligence would have revealed, he could find his cargo claim reduced or even rejected.

• Draw up a packing plan before stuffing a container. Try to eliminate any free space, spread the weight evenly and keep the centre of gravity as low as possible. Remember: the less free space, the less risk of cargo shifting.

• Secure cargo safely, especially those goods situated immediately adjacent to the container doors. Damage and injury are often caused by cargo falling out when the doors are opened.

Large, heavy items should be placed centrally and the safe loading limits of the lashing points must not be exceeded. Plywood dunnage should be employed between tiers of weak packing to spread the load and used vertically to protect cargo against corners and sharp edges.

A helping hand The Rotterdam-based surveyor acknowledges that information and education – or “the dos and don’ts of packing and stowage” – are hard to come by. “The UN’s International Maritime Dangerous Goods Code (IMDG) manual provides sufficient visual guidance about all types of packing. Additionally, the packing industry houses a lot of useful tips, but these will inevitably focus on the type of hoop, strap, airbag or tape etc that a specific supplier is selling. “I don’t know of any handy ‘how to’ internet sites,” he says.

Smits would welcome a European guideline enforcing the inspection of all hazardous cargo containers prior to shipping. However, at present there exist no laws or technical guidelines dedicated at preventing damage and accidents caused by poor packing. Until there is, the industry will continue to see cargo damage and claims as a result of poor packing practices.

• Minimise the risk of wet damage. Stretch and shrink-wrapping can provide excellent protection against wet damage. Various moisture absorbent materials are also available.

They aren’t cheap, but with the entire cargo at stake, the UK Club points out that penny-wise can be pound-foolish.

• Always consider the needs of the consignee. Include with the shipment all necessary paperwork. This may include a packing list and a wood treatment certificate, depending on the country of destination.

• Unpack safely. The consignee should always inspect the external conditions of the container upon arrival. If it is hot, the fire brigade should be contacted; if it is leaking, the surrounding area should be evacuated and the hazard potential assessed. Any damage on the container’s exterior should be documented. It is wise to secure a strong strap around the twist bars on the container doors before the seal is cut to prevent cargo falling out.

• And finally…The story isn’t over when the goods are unpacked. Only when the container is clean and ready to go again can the consignee be sure his work is done.

Harry De Wilt

18

19

Kalmar reachstackers continue the tradition of “firsts” at

Shippers Stevedoring, Port of Houston

On the south Texas gulf, Shippers Stevedoring Company and the Port of Houston have been partners in innovation for more than 30 years. Shippes Stevedoring developed the first roll on/roll off terminal on the U.S. Gulf Coast; the Port of Houston pioneered the use of double-stack trains and was the first U.S. port to conduct air emissions testing on offroad equipment, and the first to meet ISO 14001 standards for environmental excellence.

Today the Port of Houston has grown into the United State’s second largest port in total tonnage (and first port in foreign waterborne commerce), and with three terminals at the Port of Houston (at Barbours Cut; Northside City Docks, and Woodhouse Terminal), Shippers Stevedoring has been an important part of that success.

In May 2004 Shippers Stevedoring at the Port of Houston added yet another “first”, one designed to accelerate future growth, when the first Kalmar reachstacker arrived in Houston for service.

Reaching for growth For Shippers Stevedoring, the decision to purchase Kalmar reachstackers was a decision driven by a desire to grow.

“We will do twice the gate moves in 2004 that we did just 5 years ago”, says Nick Stratigakis, President and COO of Shippers Stevedoring. “In the past, we couldn’t go after new business.

Now we can.”

More information: Al McDougall Tel +1 609 409 2819 al.mcdougall@kalmarind.com

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Shippers Stevedoring is better positioned to handle growth now, Mr. Stratigakis says, in part due to the higher speed of operations that the Kalmar reach stacker makes possible. “Speed is a big advantage with a Kalmar reachstacker because you have more flexibility,” Mr. Stratigakis notes. “You can come in from the side, or from the back. You need less time to set up for the move.

You can stack containers in two rows, instead of splitting the rows, and you don’t have to make as many unnecessary moves.”

Indeed at other high-volume terminals around the world, some customers have able to replace older topmast machines with fewer Kalmar reachstackers, due to a documented efficiency boost of 50% or more from reachstackers (1.5 boxes moved

by Kalmar reachstackers for every 1.0 boxes moved by topmasts.) This advantage in speed is due in part to the fewer unproductive moves performed by the reachstacker – boxes the driver has to move in order to reach the “hard to reach” box.

The Kalmar Cont-Master reachstacker purchased by Shippers Stevedoring has a greater lift capacity than a topmast machine – a 45-tonne lift capacity in the first row, with second row capacities up to 31 metric tons.

Stacking height is 5 x 9’6” containers in the first row and 5 x 8’6” containers in the second row.

Kalmar reachstackers continue the tradition of “firsts” at

Shippers Stevedoring, Port of Houston

On the south Texas gulf, Shippers Stevedoring Company and the Port of Houston have been partners in innovation for more than 30 years. Shippes Stevedoring developed the first roll on/roll off terminal on the U.S. Gulf Coast; the Port of Houston pioneered the use of double-stack trains and was the first U.S. port to conduct air emissions testing on offroad equipment, and the first to meet ISO 14001 standards for environmental excellence.

Today the Port of Houston has grown into the United State’s second largest port in total tonnage (and first port in foreign waterborne commerce), and with three terminals at the Port of Houston (at Barbours Cut; Northside City Docks, and Woodhouse Terminal), Shippers Stevedoring has been an important part of that success.

In May 2004 Shippers Stevedoring at the Port of Houston added yet another “first”, one designed to accelerate future growth, when the first Kalmar reachstacker arrived in Houston for service.

Reaching for growth For Shippers Stevedoring, the decision to purchase Kalmar reachstackers was a decision driven by a desire to grow.

“We will do twice the gate moves in 2004 that we did just 5 years ago”, says Nick Stratigakis, President and COO of Shippers Stevedoring. “In the past, we couldn’t go after new business.

Now we can.”

More information: Al McDougall Tel +1 609 409 2819 al.mcdougall@kalmarind.com

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Shippers Stevedoring is better positioned to handle growth now, Mr. Stratigakis says, in part due to the higher speed of operations that the Kalmar reach stacker makes possible. “Speed is a big advantage with a Kalmar reachstacker because you have more flexibility,” Mr. Stratigakis notes. “You can come in from the side, or from the back. You need less time to set up for the move.

You can stack containers in two rows, instead of splitting the rows, and you don’t have to make as many unnecessary moves.”

Indeed at other high-volume terminals around the world, some customers have able to replace older topmast machines with fewer Kalmar reachstackers, due to a documented efficiency boost of 50% or more from reachstackers (1.5 boxes moved

by Kalmar reachstackers for every 1.0 boxes moved by topmasts.) This advantage in speed is due in part to the fewer unproductive moves performed by the reachstacker – boxes the driver has to move in order to reach the “hard to reach” box.

The Kalmar Cont-Master reachstacker purchased by Shippers Stevedoring has a greater lift capacity than a topmast machine – a 45-tonne lift capacity in the first row, with second row capacities up to 31 metric tons.

Stacking height is 5 x 9’6” containers in the first row and 5 x 8’6” containers in the second row.

Kalmar’s new ST122 terminal tractor is proving an

Kalmars have contributed to our higher levels of productivity and efficiency.”

instant hit in the UK with Walkers Snack Foods, the UK’s leading manufacturer of snacks. In October, Walkers took

500 trailer movements daily

delivery of its tenth Kalmar tractor and just two days Five Kalmar tractors, including the new ST122 are now operating at the company’s flagship site in Leicester while two more operate in Peterlee, two in Warrington and one in Coventry. The eleventh machine has been ordered for a new depot in Lincoln.

The factory at Leicester processes over 200 tonnes of potatoes daily and some 500 trailer movements a day are required to transport the various snack products to a large customer base including supermarket regional distribution centres(RDCs). Empty trailers returning to the factory are dropped in designated bays, releasing the road-going tractor and driver to hitch up to a preloaded trailer and be on the road again in a matter of minutes. The five Kalmar tractors are used within the factory to move the trailers to and from the loading bays.

later, placed an order for an eleventh.

Kalmar ST122 is one of the latest examples of Kalmar’s application-based models for efficient distribution operations. An ideal practical example is the smooth, even rear-deck on the ST122 which features wide and safe stairways on both sides. This feature is extremely useful for distribution operations, as drivers need to make air and electrical connections for every trailer.

However, in terms of yard operations, this feature is less important as the tractor is usually coupled to the same trailer.

Kalmar Sales Manager, Richard ap Simon, confirms that the Kalmar design has aroused the interest of not only large manufacturers like Walkers but also of the major retailers: “The UK stands out in Europe in that retailing is concentrated in the hands of just a few large groups. These companies have developed networks of large regional distribution centres throughout the country and their operations are ideally suited to terminal tractor applications. This is particularly true given that the UK is also heavily committed to the use of semi-trailers whereas in mainland Europe, there are far more companies using drawbars and demountable systems.”

“Unlike the US where Kalmar sells hundreds of trucks under the Ottawa Kalmar brand as yard shunters, in the UK, we have a developing and potentially large

market. Travelling around the country, it is surprising to see some companies still using old ‘road-going’ tractors for shunting or, even worse, leave tractors connected to the trailers while they are loaded or unloaded. In the larger, more sophisticated operations like Walkers, where costs are analysed very carefully, this is simply not acceptable.”

Dave Parkes is Fleet Engineer for PepsiCo UK & Ireland reinforces this point: “Only in smaller depots where you would not have a sufficiently high utilisation factor to justify a terminal tractor, can you seriously consider staying with the old ways. As Walkers has grown, so have its factories. We appreciate the way in which our

As a brand, Walkers dominates its market sector in the UK where some eleven million Walkers snacks are eaten every day. Internationally, Walkers is part of the Frito-Lay International Group, itself a member of the global PepsiCo empire.

Delivering to the customer Dave Parkes is Fleet Engineer for PepsiCo UK & Ireland and oversees a transport fleet comprising 220 road-going tractors, 50 rigids and drawbars, and 580 trailers.

This fleet is growing steadily as PepsiCo integrates the fleet operations of its recently acquired businesses such as Quaker Oats and Tropicana. “Some transport operations currently contracted out to third parties may well be brought back in-house”, explains Dave.

Dave bought his first Kalmar terminal tractor, an ET120, in 1999 and it is still in daily operation, despite the fact that Walkers’ tractors tend to average around 400 hours per month.

Dave is a great Kalmar fan, appreciating both the reliability of the machines and the support offered by Kalmar in the UK: “In five years, we have not had any major problems with the tractors. All are still running with their original Cummins engines and we have had to replace just one gearbox. Given the fact that we have a 24/7 operation and that our drivers work the Kalmars hard, that is not a bad record.”

Walkers maintains its Leicester based Kalmar tractors in its own workshop. It’s not a problem says Dave: “We tend to keep our roadgoing trucks for around seven years and therefore we are used to servicing a wide variety of vehicles. We are currently buying Mercedes, Scania and Daf tractor units but there are other manufacturers such as Iveco still to be found in our fleet. If we do have any queries, we have found Kalmar’s support to be very responsive.”

Prior to 1999, Walkers used retired road-going tractors for shunting but they were much

ual parking brakes on our trailers, both when they are parked out in the yard and when at the loading bays. Therefore, the ease with which a driver can mount and dismount is important to us. The new tractor designs are much improved in this respect.”

Asked specifically about improved fuel consumption, Dave pretended not to have noticed: “We spend over £7 million per annum on diesel and we monitor the performance of our Scanias, Mercs and Dafs very closely, even noticing how different drivers compare when using the same model of truck. Given that the Kalmars run on red (untaxed) diesel, fuel consumption is not so much of an issue.”

Interestingly, the Kalmars play a part in helping Walkers’ employees develop their personal careers. Dave explains: “We recruit our drivers for the terminal tractors from our warehouse staff. Some of them then use this driving experience as a basis for getting their Class I Large Goods Vehicle (LGV) driving licences and go on to drive Walkers trucks delivering to the supermarkets. As there is a critical shortage of Class I LGV drivers in the UK, this is a definite benefit to the company.”

slower and more prone to mechanical failure, explains Dave: “With a purpose-designed terminal tractor, the operation is much faster. The driver just walks out of the rear door to connect or disconnect the lines and he doesn’t have to wind the trailers legs up or down. The Kalmar units offer greater acceleration too as they have automatic gearboxes; the gearboxes and clutches of road-going tractor units are simply not designed for constant stop-start forward and reversing operations.”

Stepping out Asked about improvements to the design, Dave noted that each model saw gradual improvements but felt that the biggest change was to the steps: “Although in theory, it should not be necessary for the driver to come down from the tractor cab/rear platform, in our operation, it is. To comply with UK Health and Safety Executive (HSE) recommendations, we use man-

Walkers and PepsiCo PepsiCo is a world leader in convenient foods and beverages, with revenues of about $27 billion and over 143,000 employees.

The company consists of the snack business of Frito-Lay North America and the beverage and food businesses of PepsiCo Beverages and Foods, which includes PepsiCo Beverages North America (Pepsi-Cola North America and Gatorade/Tropicana North America) and Quaker Foods North America. PepsiCo

International includes the snack businesses of Frito-Lay International and beverage businesses of PepsiCo Beverages International. PepsiCo brands are available in nearly 200 countries and territories.

Many of PepsiCo’s brand names are over 100-years-old, but the corporation is relatively young. PepsiCo was founded in 1965 through the merger of Pepsi-Cola and Frito-Lay. Tropicana was acquired in 1998 and PepsiCo merged with The Quaker Oats Company, including Gatorade, in 2001.

PepsiCo’s World Headquarters is located in Purchase, New York.

PepsiCo began its international snack food operations in 1966. Today, with operations in more than 40 countries, it is the leading multinational snack chip company, accounting for more than one quarter of international retail snack chip sales. Products are available in some 120 countries. Frito-Lay North America includes Canada and the United States. Major Frito-Lay International markets include Australia, Brazil, Mexico, the Netherlands, South Africa, the United Kingdom and Spain.

Often Frito-Lay products are known by local names. These names include Matutano in Spain, Sabritas and Gamesa in Mexico, Elma Chips in Brazil and, of course, Walkers in the UK.

More information: David Faitweather Tel +44 247683500 Fax +44 2476834523 david.faitweather@kalmarind.com

Pictured Dave Parkes, Fleet Engineer for PepsiCo UK & Ireland (right), and Richard ap Simon, Kalmar Sales Manager.

Making light work of Walkers snacks 22

23

Kalmar’s new ST122 terminal tractor is proving an

Kalmars have contributed to our higher levels of productivity and efficiency.”

instant hit in the UK with Walkers Snack Foods, the UK’s leading manufacturer of snacks. In October, Walkers took

500 trailer movements daily

delivery of its tenth Kalmar tractor and just two days Five Kalmar tractors, including the new ST122 are now operating at the company’s flagship site in Leicester while two more operate in Peterlee, two in Warrington and one in Coventry. The eleventh machine has been ordered for a new depot in Lincoln.

The factory at Leicester processes over 200 tonnes of potatoes daily and some 500 trailer movements a day are required to transport the various snack products to a large customer base including supermarket regional distribution centres(RDCs). Empty trailers returning to the factory are dropped in designated bays, releasing the road-going tractor and driver to hitch up to a preloaded trailer and be on the road again in a matter of minutes. The five Kalmar tractors are used within the factory to move the trailers to and from the loading bays.

later, placed an order for an eleventh.

Kalmar ST122 is one of the latest examples of Kalmar’s application-based models for efficient distribution operations. An ideal practical example is the smooth, even rear-deck on the ST122 which features wide and safe stairways on both sides. This feature is extremely useful for distribution operations, as drivers need to make air and electrical connections for every trailer.

However, in terms of yard operations, this feature is less important as the tractor is usually coupled to the same trailer.

Kalmar Sales Manager, Richard ap Simon, confirms that the Kalmar design has aroused the interest of not only large manufacturers like Walkers but also of the major retailers: “The UK stands out in Europe in that retailing is concentrated in the hands of just a few large groups. These companies have developed networks of large regional distribution centres throughout the country and their operations are ideally suited to terminal tractor applications. This is particularly true given that the UK is also heavily committed to the use of semi-trailers whereas in mainland Europe, there are far more companies using drawbars and demountable systems.”

“Unlike the US where Kalmar sells hundreds of trucks under the Ottawa Kalmar brand as yard shunters, in the UK, we have a developing and potentially large

market. Travelling around the country, it is surprising to see some companies still using old ‘road-going’ tractors for shunting or, even worse, leave tractors connected to the trailers while they are loaded or unloaded. In the larger, more sophisticated operations like Walkers, where costs are analysed very carefully, this is simply not acceptable.”

Dave Parkes is Fleet Engineer for PepsiCo UK & Ireland reinforces this point: “Only in smaller depots where you would not have a sufficiently high utilisation factor to justify a terminal tractor, can you seriously consider staying with the old ways. As Walkers has grown, so have its factories. We appreciate the way in which our

As a brand, Walkers dominates its market sector in the UK where some eleven million Walkers snacks are eaten every day. Internationally, Walkers is part of the Frito-Lay International Group, itself a member of the global PepsiCo empire.

Delivering to the customer Dave Parkes is Fleet Engineer for PepsiCo UK & Ireland and oversees a transport fleet comprising 220 road-going tractors, 50 rigids and drawbars, and 580 trailers.

This fleet is growing steadily as PepsiCo integrates the fleet operations of its recently acquired businesses such as Quaker Oats and Tropicana. “Some transport operations currently contracted out to third parties may well be brought back in-house”, explains Dave.

Dave bought his first Kalmar terminal tractor, an ET120, in 1999 and it is still in daily operation, despite the fact that Walkers’ tractors tend to average around 400 hours per month.

Dave is a great Kalmar fan, appreciating both the reliability of the machines and the support offered by Kalmar in the UK: “In five years, we have not had any major problems with the tractors. All are still running with their original Cummins engines and we have had to replace just one gearbox. Given the fact that we have a 24/7 operation and that our drivers work the Kalmars hard, that is not a bad record.”

Walkers maintains its Leicester based Kalmar tractors in its own workshop. It’s not a problem says Dave: “We tend to keep our roadgoing trucks for around seven years and therefore we are used to servicing a wide variety of vehicles. We are currently buying Mercedes, Scania and Daf tractor units but there are other manufacturers such as Iveco still to be found in our fleet. If we do have any queries, we have found Kalmar’s support to be very responsive.”

Prior to 1999, Walkers used retired road-going tractors for shunting but they were much

ual parking brakes on our trailers, both when they are parked out in the yard and when at the loading bays. Therefore, the ease with which a driver can mount and dismount is important to us. The new tractor designs are much improved in this respect.”

Asked specifically about improved fuel consumption, Dave pretended not to have noticed: “We spend over £7 million per annum on diesel and we monitor the performance of our Scanias, Mercs and Dafs very closely, even noticing how different drivers compare when using the same model of truck. Given that the Kalmars run on red (untaxed) diesel, fuel consumption is not so much of an issue.”

Interestingly, the Kalmars play a part in helping Walkers’ employees develop their personal careers. Dave explains: “We recruit our drivers for the terminal tractors from our warehouse staff. Some of them then use this driving experience as a basis for getting their Class I Large Goods Vehicle (LGV) driving licences and go on to drive Walkers trucks delivering to the supermarkets. As there is a critical shortage of Class I LGV drivers in the UK, this is a definite benefit to the company.”

slower and more prone to mechanical failure, explains Dave: “With a purpose-designed terminal tractor, the operation is much faster. The driver just walks out of the rear door to connect or disconnect the lines and he doesn’t have to wind the trailers legs up or down. The Kalmar units offer greater acceleration too as they have automatic gearboxes; the gearboxes and clutches of road-going tractor units are simply not designed for constant stop-start forward and reversing operations.”

Stepping out Asked about improvements to the design, Dave noted that each model saw gradual improvements but felt that the biggest change was to the steps: “Although in theory, it should not be necessary for the driver to come down from the tractor cab/rear platform, in our operation, it is. To comply with UK Health and Safety Executive (HSE) recommendations, we use man-

Walkers and PepsiCo PepsiCo is a world leader in convenient foods and beverages, with revenues of about $27 billion and over 143,000 employees.

The company consists of the snack business of Frito-Lay North America and the beverage and food businesses of PepsiCo Beverages and Foods, which includes PepsiCo Beverages North America (Pepsi-Cola North America and Gatorade/Tropicana North America) and Quaker Foods North America. PepsiCo

International includes the snack businesses of Frito-Lay International and beverage businesses of PepsiCo Beverages International. PepsiCo brands are available in nearly 200 countries and territories.

Many of PepsiCo’s brand names are over 100-years-old, but the corporation is relatively young. PepsiCo was founded in 1965 through the merger of Pepsi-Cola and Frito-Lay. Tropicana was acquired in 1998 and PepsiCo merged with The Quaker Oats Company, including Gatorade, in 2001.

PepsiCo’s World Headquarters is located in Purchase, New York.

PepsiCo began its international snack food operations in 1966. Today, with operations in more than 40 countries, it is the leading multinational snack chip company, accounting for more than one quarter of international retail snack chip sales. Products are available in some 120 countries. Frito-Lay North America includes Canada and the United States. Major Frito-Lay International markets include Australia, Brazil, Mexico, the Netherlands, South Africa, the United Kingdom and Spain.

Often Frito-Lay products are known by local names. These names include Matutano in Spain, Sabritas and Gamesa in Mexico, Elma Chips in Brazil and, of course, Walkers in the UK.

More information: David Faitweather Tel +44 247683500 Fax +44 2476834523 david.faitweather@kalmarind.com

Pictured Dave Parkes, Fleet Engineer for PepsiCo UK & Ireland (right), and Richard ap Simon, Kalmar Sales Manager.

Making light work of Walkers snacks 22

23

Working solutions A new lease of life for ECT cranes In need of increased crane capacity to cope with booming container handling demand, ECT signed a contract with Kalmar in June this year for the refurbishment of five Panamax STS cranes. This was soon followed by a contract for another seven STS refurbishments. As a result, in less than two years from now the terminal operator will have 12 super post-Panamax cranes capable of performing an additional 12 million moves combined.

By August 2006, Kalmar in Rotterdam is scheduled to commission the last of 12 refurbished super post-Panamax STS cranes at ECT’s giant Delta peninsular complex at the Rotterdam Maasvlakte.

“Proven delivery speed is what made us favour Kalmar above all other bidders in the tender process,” explains Jan Gelderland, ECT’s Director of

Kalmar in Rotterdam.

Gert Jan Doornewaard, Vice President, Kalmar Solutions in Rotterdam explains: “Upon completion, the five 1985-built STS cranes and the seven built in the early 1990s will all be capable of handling any deepsea vessel plying the seas today. Their booms will be extended to handle 18 container rows wide and their height under

applied to the superstructure.

Mr Doornewaard notes that, along with the steelwork, there is also a significant electronic component to the refurbishment contracts. “The cranes will be given state-of-the-art computerised Siemens systems to be integrated into ECT’s automatic landside operations. Each system includes an electronic anti-sway function to allow automatic positioning of the spreader over the AGV (automated guided vehicle). The AGV is the intermediate between the crane and the stack, handled by automated stacking cranes (ASCs). It allows faster working cycles, more operator comfort, and, therefore, improved production.”

To further optimise production and improve safety, a new twistlock-handling platform is fitted at the cranes’ quayside container transfer area.

On to the next seven

Jan Gelderland, ECT’s Director of Operations and Technical Services.

Operations and Technical Services. Kalmar had already enlarged and refurbished one crane within a given timeframe for us two years ago. And as that first crane has since performed in accordance with our agreed specifications, we knew we could count on them.”

The ambitious five-plusseven crane refurbishing contracts are part of ECT’s colossal 270 million euros investment programme designed to boost container handling and stacking capacity at its Delta complex by mid-2006.

These two ECT contracts most likely constitute the biggest STS crane refurbishing programme ever.

One million extra moves The refurbishment contracts followed preliminary engineering assignments to establish technical and economical feasibility.

These too were granted to

the spreader will increase to 38 and 40 metres respectively. They will also be able to handle at least an additional one million moves in the ten extra years added to their lifespan.“ The nuts and bolts At present, work is focusing on the first five cranes, which have already achieved approximately 1.7 million cycles. Their height is being increased by eight metres to 38 metres under the spreader and their booms from 50 to 56 metres. “The first three must be commissioned by the end of December 2004”, Mr Doornewaard explains Each crane’s additional eight metres is being added beneath the horizontal portal beam, so that the original superstructure remains intact. To cater for the six-metre extension of the boom and to allow the cranes to perform an extra one million moves, some reinforcements are being

After Christmas 2004 the first three revamped STS cranes will be moved to the other side of the peninsula, the Delta Dedicated West (DDW) terminal, by heavylift self-propelled platforms. By New Year’s Day they will have been connected and ready to embark on the rest of their lives.

The final two identical cranes are scheduled to join them in May 2005.

Immediately after that, the focus will shift to the seven 1992built cranes at ECT’s Delta Dedicated North (DDN) terminal.

As they’re fully operational, they will be refurbished one at the time, with an average of one every ten weeks. Their refurbishment will take place in a quiet corner of the terminal so as not to disturb day-to-day operations.

These cranes, which have performed some 1.2 million moves so far, will also be contractually guaranteed to reach the three million mark once refurbished. Because they are younger and bigger, their height will go from 32 to 40 metres under the spreader, whereas the 52 metre booms will only need an additional four metres to handle 18 containers wide. They too will be retrofitted with the fully automated Siemens AGV-lane positioning systems plus the twistlock-handling platform.

Completion of the last crane is scheduled for August 2006.

world Kalmar around the

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. 3 / 2 0 0 4

The use of floating sheerlegs bypasses the need to dismantle the entire boom.

All cranes, all brands Irrespective of a client’s location, crane refurbishing is concentrated at Kalmar Industries in Rotterdam, due to the technological skills involved, according to Gert Jan Doornewaard, Vice President, Kalmar Solutions. “We have extensive knowledge of STS container cranes since they have been built here for about 30 years now. And we don’t focus on Kalmar STS cranes alone: we also have expertise in other types of cranes. As an example, Kalmar is currently refurbishing a number of large ore and coal grab cranes.

“The evolution of ships is overtaking a whole generation of STS cranes,” he explains.

“We consider a ten-year-old crane to be young, but what was the maximum ship’s size forecast at in 1994?”

As well as physical enlargement of cranes, state-ofthe-art electronic systems that enhance productivity can also be retrofitted, even to the benefit of relatively younger cranes. “A ten-year-old crane is at a ripe age for refurbishment. It will still have another ten or more years of its original lifespan and with its book value it is certainly well worth the investment,” Doornewaard concludes.

More information: Gert Jan Doornewaard Tel +31 10 294 6649 Fax +31 10 294 6621 gert.jan.doornewaard@kalmarind.com

35,000 and counting for Ottawa Kalmar terminal tractors Kalmar Industries has celebrated the production of its 35,000th Ottawa Kalmar terminal tractor at its factory in Ottawa, Kansas, USA. The tractor was delivered to major rail yard operator and repeat Kalmar customer, Rail Management Services of Missouri, in September. www.kalmarind.com/ news room

The first automated Kalmar EDRIVE® reaches Brisbane’s shores Unmanned operations at Fisherman’s Island to commence early 2005

“Tom Carignan (left), Director of Maintenance Operations at Rail Management Services in St Louis, Missouri, with Randy Dennis, VP Sales and Customer Support, Kalmar Industries Corp.”

........

Growing demand for STS cranes Kalmar has received an order for two post-Panamax STS container cranes from Port Autonome de la Guadeloupe (PAG) at Pointe-áPitre. Rotterdam Short Sea Terminals has also chosen to stick with Kalmar and placed an order for two widespan ship-to-shore container cranes. www.kalmarind.com/ news room

Kalmar STS at the Interforest terminal in Rotterdam was handed over in September 2004. See page 6-7.

Fisherman’s Island, Brisbane, Australia, is currently under way.

The machines will be delivered to the three new berths – 8, 9 and 10 – currently under construction for fully fledged automated cargo handling.

Commissioning of the 14 automated Kalmar EDRIVE® ESC straddle carriers ordered by Patrick Stevedores last year for deployment in its unmanned straddle carrier terminal on

Based on the excellent results the autostrad operation achieved in terms of safety, cost savings and efficiency, Patrick placed the order for these latest 14 ESC straddle carriers.

Working solutions

See page 24.

RTG heightening project boosts BCT Gdynia’s handling capacity by Kalmar’s RTG heightening project at BCT in Gdynia, Poland is proceeding apace. Out of the total eight cranes to be increased in height from 1 over 3 to 1 over 5 containers, five units have already been taken into operation.

When completed, the modifications will increase BCT’s handling capacity from an annual 400,000TEU to 600,000TEU. As part of its expansion plans, BCT has also taken delivery recently of four new Kalmar 5+1 wide RTGs capable of lifting 1 over 5 containers high.

BCT Gdynia’s Executive Vice President, Jan Mors, comments:

“Crane heightening is a solution that can be considered for many terminals where the physical grounds cannot be extended and the only possible direction for growth is upwards. By extending the container stacking height, capacity can be increased considerably.”

So how are the six-meter extensions installed? Firstly, we dismount all electrical systems and cables. Then we take the trolley away to allow for new ropes to be fitted. The extensions are then mounted, the trolley is repositioned, new software is installed and finally the crane goes for testing.