By August 2006, Kalmar in Rotter-dam is scheduled to commissionthe last of 12 refurbished superpost-Panamax STS cranes atECT’s giant Delta peninsularcomplex at the RotterdamMaasvlakte.

“Proven delivery speed iswhat made us favour Kalmarabove all other bidders in thetender process,” explains JanGelderland, ECT’s Director of

Operations and TechnicalServices. Kalmar had already en-larged and refurbished one cranewithin a given timeframe for ustwo years ago. And as that firstcrane has since performed in ac-cordance with our agreed speci-fications, we knew we couldcount on them.”

The ambitious five-plus-seven crane refurbishing con-tracts are part of ECT’s colossal270 million euros investmentprogramme designed to boostcontainer handling and stackingcapacity at its Delta complex bymid-2006.

These two ECT contractsmost likely constitute the biggestSTS crane refurbishing pro-gramme ever.

One million extra moves

The refurbishment contracts fol-lowed preliminary engineeringassignments to establish techni-cal and economical feasibility.These too were granted to

Kalmar in Rotterdam.Gert Jan Doornewaard, Vice

President, Kalmar Solutions inRotterdam explains:

“Upon completion, the five1985-built STS cranes and theseven built in the early 1990s willall be capable of handling anydeepsea vessel plying the seastoday. Their booms will be ex-tended to handle 18 containerrows wide and their height under

the spreader will increase to 38and 40 metres respectively. Theywill also be able to handle at leastan additional one million movesin the ten extra years added totheir lifespan.“

The nuts and bolts

At present, work is focusing onthe first five cranes, which havealready achieved approximately1.7 million cycles. Their height isbeing increased by eight metresto 38 metres under the spreaderand their booms from 50 to 56metres. “The first three must becommissioned by the end ofDecember 2004”, MrDoornewaard explains

Each crane’s additional eightmetres is being added beneaththe horizontal portal beam, sothat the original superstructureremains intact. To cater for thesix-metre extension of the boomand to allow the cranes to per-form an extra one million moves,some reinforcements are being

Kalmar has received an order fortwo post-Panamax STS containercranes from Port Autonome de laGuadeloupe (PAG) at Pointe-á-Pitre. Rotterdam Short Sea Termi-nals has also chosen to stick withKalmar and placed an order fortwo widespan ship-to-shorecontainer cranes.

www.kalmarind.com/ news room

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

worldKalmar around the

35,000 andcounting forOttawa Kalmarterminal tractors

Kalmar Industries has celebratedthe production of its 35,000thOttawa Kalmar terminal tractor atits factory in Ottawa, Kansas,USA. The tractor was delivered tomajor rail yard operator andrepeat Kalmar customer,Rail Management Services ofMissouri, in September.

www.kalmarind.com/ news room

Growing demandfor STS cranes

........

More information:Gert Jan DoornewaardTel +31 10 294 6649Fax +31 10 294 6621

gert.jan.doornewaard@kalmarind.com

Kalmar STS at the Interforest terminalin Rotterdam was handed over inSeptember 2004. See page 6-7.

The firstautomatedKalmarEDRIVE®

reachesBrisbane’sshores

Commissioning of the 14 auto-mated Kalmar EDRIVE® ESCstraddle carriers ordered byPatrick Stevedores last year fordeployment in its unmannedstraddle carrier terminal on

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

The machines will be deliveredto the three new berths – 8, 9 and10 – currently under constructionfor fully fledged automated cargohandling.

Based on the excellentresults the autostrad operationachieved in terms of safety, costsavings and efficiency, Patrickplaced the order for these latest14 ESC straddle carriers.

Kalmar’s RTG heightening projectat BCT in Gdynia, Poland is pro-ceeding apace. Out of the totaleight cranes to be increased inheight from 1 over 3 to 1 over 5containers, five units have alreadybeen taken into operation.

When completed, the modifi-cations will increase BCT’s han-dling capacity from an annual400,000TEU to 600,000TEU.

As part of its expansion plans,BCT has also taken delivery recent-ly of four new Kalmar 5+1 wideRTGs capable of lifting 1 over5 containers high.

BCT Gdynia’s Exec-utive Vice President,Jan Mors, comments:

“Crane heightening is a solu-tion that can be considered formany terminals where the physi-cal grounds cannot be extendedand the only possible directionfor growth is upwards. By extend-ing the container stacking height,capacity can be increased con-siderably.”

“Tom Carignan (left), Director of Main-tenance Operations at Rail Manage-ment Services in St Louis, Missouri,with Randy Dennis, VP Sales andCustomer Support, Kalmar IndustriesCorp.”

Unmanned operations at Fisherman’s Island to commence early 2005

So how are the six-meter extensionsinstalled? Firstly, we dismount all elec-trical systems and cables. Then wetake the trolley away to allow for

new ropes to be fitted. The ex-tensions are then mounted,

the trolley is repositioned,new software is installedand finally the cranegoes for testing.

RTG heightening project boostsBCT Gdynia’s handling capacity by

Working solutionsA n e w l e a s e o f l i f e f o r E C T c r a n e s

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 fivePanamax STS cranes. This was soon followed by a contract for another seven STSrefurbishments. As a result, in less than two years from now the terminal operator willhave 12 super post-Panamax cranes capable of performing an additional 12 millionmoves combined.

applied to the superstructure.Mr Doornewaard notes that,

along with the steelwork, there isalso a significant electronic com-ponent to the refurbishment con-tracts. “The cranes will be givenstate-of-the-art computerisedSiemens systems to be integrat-ed into ECT’s automatic landsideoperations. Each system includesan electronic anti-sway functionto allow automatic positioning ofthe spreader over the AGV (auto-mated guided vehicle). The AGVis the intermediate between thecrane and the stack, handled byautomated stacking cranes(ASCs). It allows faster workingcycles, more operator comfort,and, therefore, improved produc-tion.”

To further optimise produc-tion and improve safety, a newtwistlock-handling platform is fit-ted at the cranes’ quayside con-tainer transfer area.

On to the next seven

After Christmas 2004 the firstthree revamped STS cranes willbe moved to the other side of thepeninsula, the Delta DedicatedWest (DDW) terminal, by heavy-lift self-propelled platforms. ByNew Year’s Day they will havebeen connected and ready toembark on the rest of their lives.The final two identical cranes arescheduled to join them in May2005.

Immediately after that, thefocus will shift to the seven 1992-built cranes at ECT’s DeltaDedicated North (DDN) terminal.As they’re fully operational, theywill be refurbished one at thetime, with an average of oneevery ten weeks. Their refurbish-ment will take place in a quietcorner of the terminal so as notto disturb day-to-day operations.

These cranes, which haveperformed some 1.2 millionmoves so far, will also be con-tractually guaranteed to reachthe three million mark oncerefurbished. Because they areyounger and bigger, their heightwill go from 32 to 40 metresunder the spreader, whereas the52 metre booms will only needan additional four metres to han-dle 18 containers wide. They toowill be retrofitted with the fullyautomated Siemens AGV-lanepositioning systems plus thetwistlock-handling platform.

Completion of the last craneis scheduled for August 2006.

Working solutionsSee page 24.

Jan Gelderland, ECT’s Director ofOperations and Technical Services.

All cranes,all brandsIrrespective of a client’s loca-tion, crane refurbishing isconcentrated at Kalmar Indus-tries in Rotterdam, due to thetechnological skills involved,according to Gert JanDoornewaard, Vice President,Kalmar Solutions. “We haveextensive knowledge of STScontainer cranes since theyhave been built here for about30 years now. And we don’tfocus on Kalmar STS cranesalone: we also have expertisein other types of cranes. As anexample, Kalmar is currentlyrefurbishing a number of largeore and coal grab cranes.

“The evolution of ships isovertaking a whole generationof STS cranes,” he explains.“We consider a ten-year-oldcrane to be young, but whatwas the maximum ship’s sizeforecast at in 1994?”

As well as physical en-largement of cranes, state-of-the-art electronic systemsthat enhance productivity canalso be retrofitted, even to thebenefit of relatively youngercranes. “A ten-year-old craneis at a ripe age for refurbish-ment. It will still have anotherten or more years of its origi-nal lifespan and with its bookvalue it is certainly well worththe investment,”Doornewaard concludes.

The use of floating sheerlegsbypasses the need to dismantlethe entire boom.

32

Investments in new containerterminal facilities lag far behindthe current traffic growth.Billions of Euros must be spenton quay expansion and newequipment in the next years tokeep cargo flowing.

With world container trade growingat more than 10% for the third con-secutive year port congestion is be-coming a pivotal issue for the wholeindustry. While shipping lines are de-ploying new and ever bigger vesselsby the week, terminals around theworld are struggling to cope with ris-ing throughput requirements.

The past few months have seenserious congestion in major ports inboth Europe and North America.Even though there are plenty of ex-pansion projects planned worldwide,there is a growing concern amongstshipping lines and cargo owners thatinvestments are not bearing fruit fastenough.

Governments, port authoritiesand terminal operators – especially inEurope and North America – need toallow much faster investment andproject execution than in the past.Otherwise the terminals in these re-gions will become “the bottleneck ofthe whole container industry”.

Governments world wide do nopay sufficient attention to port infra-structure. As a result, shipping lineshave to put up with delays in mostports around the globe even beforethe arrival of the numerous newbuildings that have been ordered tocope with startling trade growth.

The gap

According to the latest industry fig-ures, the containership order book isapproaching 50% of the current fleetsize, with most vessels coming onstream in the next two or three years

– a pace of expansion that the portand terminal industry can in no waymatch. With the gap between fleetand terminal growth becoming moreand more evident there is little hopethat all these new builds will be prop-erly utilised. Consequently, productiv-ity along the whole intermodal trans-port chain will suffer, resulting in costincreases for the customers – namelythe manufacturers and retailers whorely on box traffic in their globalsourcing and distribution.

Huge challenges

The challenges ahead are huge. Glo-bal container port volumes is expect-ed to increase by approximately 200million TEU by the year 2009, drivenmainly by Chinese foreign trade.However, obtaining finance for new,well-planned developments shouldnot be a major hurdle in light of thepotential returns for lenders and eq-uity partners.

The crux of the matter, however,is the lengthy planning procedures in-volved in port expansions. This ap-plies particularly to the current pres-sure points of Northern Europe andthe US, where developments are fac-ing ever stricter environmental scruti-ny. Lead times of ten years and moreare not uncommon for new terminals.

To a certain extent, existing facili-ties can make up for the shortage byoptimising their capacity through de-ployment of more efficient ship-to-shore and stacking cranes, fasterstraddle carriers and better IT sys-tems. The challenge is to identify thesmall and medium terminals withthat upward potential.

Christer GranskogPresident and CEOKalmar Industries

Publisher: Benoît PassardKalmar IndustriesPO Box 878, Kungsgatan 70SE-101 37 StockholmTel + 46 8 700 51 40benoit.passard@kalmarind.com

Layout: imageneering | worldwidepartners, Tampere, Finland

Editor: Aija KalanderKalmar IndustriesP.O.Box 387FIN-33101 TampereTel +358 3 2658 111aija.kalander@kalmarind.com

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

worldworldKalmar around the

CO

NT

EN

TS

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

Yusen Terminals goes the LNG routewith Kalmar ............................................................4

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

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

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

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

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

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

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 ZealandCustomer Pan Pac Forest Products, NZ”These fork lift trucks are reliable”says Pan Pac .........................................................17

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

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

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

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

Boxes and bottlenecks

?

Winningcustomers

aroundthe world

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

The trucks, which weighbetween 9 and 18 tonnes, were created for inten-sive handling in toughenvironments. Less fre-quent servicing and un-paralleled availabilitymean good overall econo-my. Operating costs are15% lower than in othermodels while theOptirev system optimisesengine revolutions andreduces fuel consumptionby 10%.

Since the medium-weight FLTs’launch in autumn 2002, saleshave been far greater than antic-ipated. Orders in the first sixmonths of 2004 have outstrippedthe same period last year bysome 25% and a significant num-ber of the drivers providing feed-back have described themachine as “fantastic”.

In Germany, the medium-weight trucks are responsible forintensive handling at steelworks,sawmills and docks, and in steve-doring operations. The machines’robust construction is of realbenefit in these particular indus-tries. A number of sawmills in theNordic countries have also dis-covered the advantages of themedium FLT, including its lowcentre of gravity, which makes forunparalleled stability.

Lower fuel consumption andquieter lifting with Optirev

Machines equipped with Optirev,which allows the engine to workat optimum revolutions, record a10% reduction in fuel consump-tion.

During lifting the machine isalso quieter, since the engineworks at 1,400 revolutions/min,as oposed to the traditional2,200. This allows for excellentoperating economy, as high revo-lutions are not required for effi-cient lifting. The machines alsorequire servicing every 500 hours– half as often as previous mod-els – thus reducing operatingcosts by as much as 15%.

More efficient lifting withOptispeed

Optispeed, which provides elec-tronic optimisation of the ma-chine’s lifting speed, providesmore efficient handling. Liftingwithout a load is now up to 25%faster. With a load, the speed isas high as the engine’s powerpermits in relation to the weightof the load. This means driverscan drive more smoothly, as theydo not need to depress the accel-erator pedal to achieve maxi-mum lifting speed.

Drivers’ machines

A well-developed driver environ-ment, which is characteristic ofKalmar equipment, and a stable,flexible driving sensation makethe medium-weight trucks truedrivers’ machines. Because themachines are equipped withOptidrive, they can be driven pre-cisely using controlled skidding,which is reminiscent of hydro-static operations.

Exactly what the users needKalmar’s medium-weight trucksare now being appreciated inmore and more markets. Newcustomers in countries such asTurkey, South Africa and Australiahave discovered their numerousadvantages, while in NorthAmerica the machines have rev-olutionised materials handling.

More information:Mikael Rietz

Tel +46 372 26112Fax +46 372 26366

mikael.rietz@kalmarind.com

32

Investments in new containerterminal facilities lag far behindthe current traffic growth.Billions of Euros must be spenton quay expansion and newequipment in the next years tokeep cargo flowing.

With world container trade growingat more than 10% for the third con-secutive year port congestion is be-coming a pivotal issue for the wholeindustry. While shipping lines are de-ploying new and ever bigger vesselsby the week, terminals around theworld are struggling to cope with ris-ing throughput requirements.

The past few months have seenserious congestion in major ports inboth Europe and North America.Even though there are plenty of ex-pansion projects planned worldwide,there is a growing concern amongstshipping lines and cargo owners thatinvestments are not bearing fruit fastenough.

Governments, port authoritiesand terminal operators – especially inEurope and North America – need toallow much faster investment andproject execution than in the past.Otherwise the terminals in these re-gions will become “the bottleneck ofthe whole container industry”.

Governments world wide do nopay sufficient attention to port infra-structure. As a result, shipping lineshave to put up with delays in mostports around the globe even beforethe arrival of the numerous newbuildings that have been ordered tocope with startling trade growth.

The gap

According to the latest industry fig-ures, the containership order book isapproaching 50% of the current fleetsize, with most vessels coming onstream in the next two or three years

– a pace of expansion that the portand terminal industry can in no waymatch. With the gap between fleetand terminal growth becoming moreand more evident there is little hopethat all these new builds will be prop-erly utilised. Consequently, productiv-ity along the whole intermodal trans-port chain will suffer, resulting in costincreases for the customers – namelythe manufacturers and retailers whorely on box traffic in their globalsourcing and distribution.

Huge challenges

The challenges ahead are huge. Glo-bal container port volumes is expect-ed to increase by approximately 200million TEU by the year 2009, drivenmainly by Chinese foreign trade.However, obtaining finance for new,well-planned developments shouldnot be a major hurdle in light of thepotential returns for lenders and eq-uity partners.

The crux of the matter, however,is the lengthy planning procedures in-volved in port expansions. This ap-plies particularly to the current pres-sure points of Northern Europe andthe US, where developments are fac-ing ever stricter environmental scruti-ny. Lead times of ten years and moreare not uncommon for new terminals.

To a certain extent, existing facili-ties can make up for the shortage byoptimising their capacity through de-ployment of more efficient ship-to-shore and stacking cranes, fasterstraddle carriers and better IT sys-tems. The challenge is to identify thesmall and medium terminals withthat upward potential.

Christer GranskogPresident and CEOKalmar Industries

Publisher: Benoît PassardKalmar IndustriesPO Box 878, Kungsgatan 70SE-101 37 StockholmTel + 46 8 700 51 40benoit.passard@kalmarind.com

Layout: imageneering | worldwidepartners, Tampere, Finland

Editor: Aija KalanderKalmar IndustriesP.O.Box 387FIN-33101 TampereTel +358 3 2658 111aija.kalander@kalmarind.com

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

worldworldKalmar around the

CO

NT

EN

TS

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

Yusen Terminals goes the LNG routewith Kalmar ............................................................4

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

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

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

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

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

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

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 ZealandCustomer Pan Pac Forest Products, NZ”These fork lift trucks are reliable”says Pan Pac .........................................................17

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

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

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

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

Boxes and bottlenecks

?

Winningcustomers

aroundthe world

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

The trucks, which weighbetween 9 and 18 tonnes, were created for inten-sive handling in toughenvironments. Less fre-quent servicing and un-paralleled availabilitymean good overall econo-my. Operating costs are15% lower than in othermodels while theOptirev system optimisesengine revolutions andreduces fuel consumptionby 10%.

Since the medium-weight FLTs’launch in autumn 2002, saleshave been far greater than antic-ipated. Orders in the first sixmonths of 2004 have outstrippedthe same period last year bysome 25% and a significant num-ber of the drivers providing feed-back have described themachine as “fantastic”.

In Germany, the medium-weight trucks are responsible forintensive handling at steelworks,sawmills and docks, and in steve-doring operations. The machines’robust construction is of realbenefit in these particular indus-tries. A number of sawmills in theNordic countries have also dis-covered the advantages of themedium FLT, including its lowcentre of gravity, which makes forunparalleled stability.

Lower fuel consumption andquieter lifting with Optirev

Machines equipped with Optirev,which allows the engine to workat optimum revolutions, record a10% reduction in fuel consump-tion.

During lifting the machine isalso quieter, since the engineworks at 1,400 revolutions/min,as oposed to the traditional2,200. This allows for excellentoperating economy, as high revo-lutions are not required for effi-cient lifting. The machines alsorequire servicing every 500 hours– half as often as previous mod-els – thus reducing operatingcosts by as much as 15%.

More efficient lifting withOptispeed

Optispeed, which provides elec-tronic optimisation of the ma-chine’s lifting speed, providesmore efficient handling. Liftingwithout a load is now up to 25%faster. With a load, the speed isas high as the engine’s powerpermits in relation to the weightof the load. This means driverscan drive more smoothly, as theydo not need to depress the accel-erator pedal to achieve maxi-mum lifting speed.

Drivers’ machines

A well-developed driver environ-ment, which is characteristic ofKalmar equipment, and a stable,flexible driving sensation makethe medium-weight trucks truedrivers’ machines. Because themachines are equipped withOptidrive, they can be driven pre-cisely using controlled skidding,which is reminiscent of hydro-static operations.

Exactly what the users needKalmar’s medium-weight trucksare now being appreciated inmore and more markets. Newcustomers in countries such asTurkey, South Africa and Australiahave discovered their numerousadvantages, while in NorthAmerica the machines have rev-olutionised materials handling.

More information:Mikael Rietz

Tel +46 372 26112Fax +46 372 26366

mikael.rietz@kalmarind.com

54

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

MTC began actively workingwith alternative fuel and cleanair strategies more than fiveyears ago, participating in thefirst Carl Moyer Program in1998 and purchasing five LPG-powered yard tractors for useat Evergreen America’s Port ofLos Angeles container terminal.Last year, it announced that itwas also working to providecost-effective air quality bene-fits with its existing diesel-powered equipment using al-ternative diesel fuels in both

Los Angeles and Long Beach.According to Don Lawrence,

Kalmar Industries Corp westernregional manager, Kalmar’s pio-neering role in the provision ofgreener handling equipmenthas earned it respect from portand terminal operators, particu-larly on the US West Coastwhere environmental issuesare very high profile:

“In keeping with its ISO14000 status, Kalmar prides it-self on its commitment to de-veloping environmentally-

Yusen Terminals Inc (YTI), a wholly-owned subsidiaryof the giant Japanese shipping company NYK, hasselected liquefied natural gas (LNG) as the wayahead. It has placed an order with Kalmar for twoterminal tractors for delivery early in 2005, both tobe powered by Cummins engines running on LNG.These will operate at YTI's 245-acre facility locatedon the northern section of Terminal Island in the Portof Los Angeles.

The US state of California is es-tablishing severe environmen-tal restrictions on air pollutionto be found anywhere in theworld and local terminal opera-tors are in the firing line. ‘Coldironing’, a term which is beingapplied to the practice of shipsusing shore-based power sup-plies rather than their own ship-board generators, seems cer-tain to become mandatory inCalifornian ports if not else-where. Conventional diesel en-gines are fast falling out offavour too and the pressure isvery much on terminal opera-tors to find cleaner fuels.

According to Don Lawrence,Western Regional Manager forKalmar Industries Corp, this isthe first time in the world thatLNG has been used to power amarine terminal tractor:

“Kalmar has supplied LNG-powered machines in the pastto non-maritime customerswho are also using LNG for oth-er types of vehicle such as de-livery trucks operating on thepublic highway but this is defi-nitely a first for us when itcomes to maritime terminals.”

YTI thinking

Masayuki Okutsu, ExecutiveVice President for YTI, explainshis company’s thinking:

“As part of NYK’s GreenPolicy, YTI is continually workingto find ways to reduce emis-sions from our waterfronttransportation services. Insteadof purchasing traditional dieselpowered units, YTI’s investmentin these clean air LNG tractorswill reduce emissions of NOx by65 percent and particulate mat-ter by over 80 per cent.”

This first-of-its-kind pur-

chase is the result of a twelve-month effort by Sound EnergySolutions (SES), a wholly ownedsubsidiary of Mitsubishi Corpo-ration, and Applied LNG Tech-nologies (ALT) to expand theuse of clean-burning natural gasin the Ports of Los Angeles andLong Beach. Mr Okutsu contin-ued:

“Without the help of SESand ALT, our efforts would nothave been possible.”Funding for YTI’s project hasbeen provided by the SouthCoast Air Quality ManagementDistrict (SCAQMD) through itsCarl Moyer Air Quality Stan-dards Attainment program.

SES and ALT’s efforts to de-velop the market for additionalclean fuel port equipment are inanticipation of the opening ofSES’ Port of Long Beach -basedLNG import terminal in 2008.SES’ project will be the onlyLNG import terminal in theworld that is designed to alsoprovide a vehicle grade LNG fu-el to the transportation market.The other LNG import projectscurrently proposed in Californiahave no facilities to supply vehi-cle grade LNG fuel.

Cleaner alternatives

SES’ Chief Operating OfficerThomas Giles states thatthroughout the last decade,LNG has increasingly becomethe fuel of choice for heavy-duty vehicle operators seekingto use cleaner alternatives toconventional fuels such as die-sel and gasoline:

“There are thousands ofLNG powered trucks, buses andtrains now operating in Califor-nia and throughout the UnitedStates. SES is proud to be a

community partner in the re-gion’s efforts to clean the air byproviding a reliable, safe andcost-effective fuel from our LNGterminal to this growing marketfor low-emission transporta-tion.”

This initiative has also wonpraise from Los Angeles’ CityMayor James Hahn who statedpublicly:

“This is another example ofhow we can continue to in-crease our city’s cargo handlingcapacity in the port while meet-

More information:Don Lawrence

Tel +1 801 254 8325Fax +1 801 254 0528

don.lawrence@kalmarind.com

ing our pledge of ‘no net in-creases’ in emission in the LosAngeles Harbour. Councilwom-an Janice Hahn added:

“Yusen has always been aleader in environmental solu-tions and a responsible neigh-bour to Harbour Area communi-ties. These green tractors willbenefit not only the residents ofSan Pedro and Wilmington, butalso the men and women thatwork on the docks on a dailybasis,” said. “I challenge all ofour terminal operators to follow

YTI’s example and utilize greentechnology whenever possible.”

As a third generation ILWUMember and former Presidentof ILWU Local 63 Marine Clerks,current City of Los Angeles Har-bour Commission Board Mem-ber, and life-long resident ofSan Pedro, Thomas Warrenknows first-hand the impor-tance of reducing emissionswithin the port:

“Using the cleanest equip-ment available is the only waythat we can reduce emissions

sensitive equipment, Cleaneremissions, lower noise levelsand higher levels of safety areat the top of our agenda whendeveloping or refining our prod-uct range. Greater use of LPG(liquefied petroleum gas, other-wise known as propane) andLNG (liquefied natural gas) is in-evitable and we at Kalmarintend to be ready to meet thisdemand.”

“So far, we have not seenthe same pressure being ap-plied elsewhere in the US andcertainly not in ports in Asia orEurope. However, if experienceis anything to go by, it will beonly a matter of time beforeother states in the US, and like-minded countries elsewhere,follow California’s lead and ac-tively encourage cleaner fuelsfor container terminal handling

equipment.”According to Lawrence, the

technology associated with theuse of LPG is well-proven:

“LPG has been used fordecades on small lift trucks andport operators are well-used torefuelling procedures. In fact,there can be positive advantag-es in that the same refuellingfacilities can be used for othertypes of vehicle too.”

Kalmar also supplied LPG-powered trucks in the past tonon-marine clients who arealready using LPG for their de-livery vehicles operating on thepublic highway.

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

within the port, particularly asthe need to handle increasingvolumes continues to grow.”

Beyond these first twoLNG terminal tractors, YTIhopes to continue to replaceits diesel fleet with low-emission technologies. YTIhas recently submitted an ap-plication to the Port of LosAngeles Air Quality MitigationFund for the funding of an ad-ditional 34 LNG tractors andfor an LNG fuel station thatwill allow the company tocontinue to replace its fleet of120 diesel terminal tractorswith cleaner LNG units.

When SES’ LNG importterminal opens in 2008, MrOkutsu noted:

“YTI’s fleet of LNG termi-nal tractors will not only beusing the cleanest enginescurrently available, but theanticipated low-cost of theLNG from SES’ terminal willalso be saving our companymoney. It’s a win-win-win sit-uation.”

The two trucks, which willbe built in Ottawa Kalmar fac-tory in Kansas, are each to bepowered by a Cummins C GasPlus 8.3 litre engine develop-ing 250 bhp (186 kW) at2,400 rpm and 750 lb/ft (1017Nm) torque at 1,400 rpm.A 52 gallon (197 litre) tankwith a maximum usable vol-ume of 47 gallons (178 litres)will allow about 10 to 12hours operation betweenrefuelling.

Yusen Terminalsgoes the LNG routewith Kalmar

Yusen Terminalsgoes the LNG routewith Kalmar

Marine Terminals Corp goesgreener in LAMarine Terminals Corp goesgreener in LA

that the trucks be outfitted withtwo 40-gallon propane tanks sothe trucks could operate for thesame time period as one 42-gallon diesel fuel tank beforerefuelling is necessary. Cleaner air does not comewithout the unexpected, asMTC Area Maintenance Manag-er Ken Pope mentioned.

“Even the most wellthought-out introduction ofnew technologies cannot pre-dict every scenario in the field.From my perspective, trulysuccessful programs requireeffort and the fortitude topress on even when we en-counter an operationalissue.”

In California, the debate is raging.LPG? LNG? Diesel? Which one isbest?

Kalmar believes there aregood arguments for and againsteach fuel and also recognisesthat different stevedores willhave different opinions. There-fore it continues to adopt itslongstanding philosophy of giv-ing the customer what he wants.

Kalmar certainly doesn’t be-lieve that diesel is dead or evendying. A great deal of research istaking place aimed at reducedharmful emissions and given thesize of the market and the invest-ment in it, it would be naïve toassume that major improve-ments won’t be made. In itsfavour, diesel still packs more en-ergy per litre than the ‘greener’alternatives, and so less dieselneeds to be burned to achievethe same amount of work.

LPG is a well-proven and safefuel source, available worldwideand used to power homes andprivate cars as well as a wide va-riety of outdoor cooking andcamping appliances. It may wellcontinue as a popular industrialfuel source in California and else-where but it should be noted thatit is not as clean, emissions wise,as other fuels such as hydrogenor LNG. And in fact if continuingemissions reductions occur withdiesel, it may yet at some pointbe dirtier overall than even die-sel. Having said this, its currentadvantages include:

• It is readily available• The associated technology is

well-proven• Fuel station costs are

very low• Fuelling and storage are per-

haps a little less risky when compared to that of LNG

• LPG fuel is an abundant “fraction” captured in therefinement of crude oil and as such is artificially commer-cially viable, at this point, dueto a slightly lower cost pergallon.

However, these advantages maybe dissipating due to infrastruc-tural and technological advancesand increasing environmental re-strictions. For example, whenyou factor in the increased con-sumption of LPG against dieselfor the same work output, it is infact more costly than diesel andthis situation may worsen. If, forexample, consumption of crudeoil decreases in the future, LPGcould become much more costlyto produce.

The key to the equation isthat LPG produces greater CO(carbon monoxide) emissionsthan a diesel engine gallon forgallon and a diesel engine pro-duces more work for that gallon.Other emissions are less thandiesel but diesel OXY CatalystScrubbers could result in the LPGengine being dirtier than dieselall the way round.

LNG has so far only beenused widely by major industrialusers such as power generatorsand domestic gas suppliers serv-ing large communities. In Califor-nia though, there is a concertedeffort to make LNG more widelyavailable. LNG fuelling stationshave become more plentiful de-spite their high cost. Comparedto LPG, LNG offers lower emis-sions and greater run times.However, it is still not nearly as‘fuel dense’ as diesel and runtimes and power outputs sufferas a result.

Although Kalmar is proceed-ing with the development of LNG-powered trucks and tractors, itadmits to some caution. LNG is acryogenic liquefied gas that ismaintained at a temperature ofminus 162 degrees Celsius(minus 260 degrees Fahrenheit).The pressure in the vessel thatcontains this fuel is similar toLPG. The coldness presents cer-tain risks, the fuelling is more dif-ficult, more frequent and requiresadditional caution and training.

Another concern is that LNGis not odorised and a small leakcould go undetected without theuse of electronic detection sen-sors.

LNG technology is also quiteexpensive and without subsidies,it is unlikely that terminal opera-tors would be considering its use.In California though, where cleanair is a major issue and subsidiesand grants are substantial, LNG isviable and is the fuel of choice forrapid transit buses, garbage col-lection services, etc. There arenow thousands of vehicles oper-ating on LNG just in Californiaalone and by the end of this de-cade probably tens of thousands.LNG is the cleanest of the fossilfuels and only hydrogen, a non-fossil fuel unless extracted fromfossil fuels, is cleaner.

Keepingthe customer

satisfied

54

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

MTC began actively workingwith alternative fuel and cleanair strategies more than fiveyears ago, participating in thefirst Carl Moyer Program in1998 and purchasing five LPG-powered yard tractors for useat Evergreen America’s Port ofLos Angeles container terminal.Last year, it announced that itwas also working to providecost-effective air quality bene-fits with its existing diesel-powered equipment using al-ternative diesel fuels in both

Los Angeles and Long Beach.According to Don Lawrence,

Kalmar Industries Corp westernregional manager, Kalmar’s pio-neering role in the provision ofgreener handling equipmenthas earned it respect from portand terminal operators, particu-larly on the US West Coastwhere environmental issuesare very high profile:

“In keeping with its ISO14000 status, Kalmar prides it-self on its commitment to de-veloping environmentally-

Yusen Terminals Inc (YTI), a wholly-owned subsidiaryof the giant Japanese shipping company NYK, hasselected liquefied natural gas (LNG) as the wayahead. It has placed an order with Kalmar for twoterminal tractors for delivery early in 2005, both tobe powered by Cummins engines running on LNG.These will operate at YTI's 245-acre facility locatedon the northern section of Terminal Island in the Portof Los Angeles.

The US state of California is es-tablishing severe environmen-tal restrictions on air pollutionto be found anywhere in theworld and local terminal opera-tors are in the firing line. ‘Coldironing’, a term which is beingapplied to the practice of shipsusing shore-based power sup-plies rather than their own ship-board generators, seems cer-tain to become mandatory inCalifornian ports if not else-where. Conventional diesel en-gines are fast falling out offavour too and the pressure isvery much on terminal opera-tors to find cleaner fuels.

According to Don Lawrence,Western Regional Manager forKalmar Industries Corp, this isthe first time in the world thatLNG has been used to power amarine terminal tractor:

“Kalmar has supplied LNG-powered machines in the pastto non-maritime customerswho are also using LNG for oth-er types of vehicle such as de-livery trucks operating on thepublic highway but this is defi-nitely a first for us when itcomes to maritime terminals.”

YTI thinking

Masayuki Okutsu, ExecutiveVice President for YTI, explainshis company’s thinking:

“As part of NYK’s GreenPolicy, YTI is continually workingto find ways to reduce emis-sions from our waterfronttransportation services. Insteadof purchasing traditional dieselpowered units, YTI’s investmentin these clean air LNG tractorswill reduce emissions of NOx by65 percent and particulate mat-ter by over 80 per cent.”

This first-of-its-kind pur-

chase is the result of a twelve-month effort by Sound EnergySolutions (SES), a wholly ownedsubsidiary of Mitsubishi Corpo-ration, and Applied LNG Tech-nologies (ALT) to expand theuse of clean-burning natural gasin the Ports of Los Angeles andLong Beach. Mr Okutsu contin-ued:

“Without the help of SESand ALT, our efforts would nothave been possible.”Funding for YTI’s project hasbeen provided by the SouthCoast Air Quality ManagementDistrict (SCAQMD) through itsCarl Moyer Air Quality Stan-dards Attainment program.

SES and ALT’s efforts to de-velop the market for additionalclean fuel port equipment are inanticipation of the opening ofSES’ Port of Long Beach -basedLNG import terminal in 2008.SES’ project will be the onlyLNG import terminal in theworld that is designed to alsoprovide a vehicle grade LNG fu-el to the transportation market.The other LNG import projectscurrently proposed in Californiahave no facilities to supply vehi-cle grade LNG fuel.

Cleaner alternatives

SES’ Chief Operating OfficerThomas Giles states thatthroughout the last decade,LNG has increasingly becomethe fuel of choice for heavy-duty vehicle operators seekingto use cleaner alternatives toconventional fuels such as die-sel and gasoline:

“There are thousands ofLNG powered trucks, buses andtrains now operating in Califor-nia and throughout the UnitedStates. SES is proud to be a

community partner in the re-gion’s efforts to clean the air byproviding a reliable, safe andcost-effective fuel from our LNGterminal to this growing marketfor low-emission transporta-tion.”

This initiative has also wonpraise from Los Angeles’ CityMayor James Hahn who statedpublicly:

“This is another example ofhow we can continue to in-crease our city’s cargo handlingcapacity in the port while meet-

More information:Don Lawrence

Tel +1 801 254 8325Fax +1 801 254 0528

don.lawrence@kalmarind.com

ing our pledge of ‘no net in-creases’ in emission in the LosAngeles Harbour. Councilwom-an Janice Hahn added:

“Yusen has always been aleader in environmental solu-tions and a responsible neigh-bour to Harbour Area communi-ties. These green tractors willbenefit not only the residents ofSan Pedro and Wilmington, butalso the men and women thatwork on the docks on a dailybasis,” said. “I challenge all ofour terminal operators to follow

YTI’s example and utilize greentechnology whenever possible.”

As a third generation ILWUMember and former Presidentof ILWU Local 63 Marine Clerks,current City of Los Angeles Har-bour Commission Board Mem-ber, and life-long resident ofSan Pedro, Thomas Warrenknows first-hand the impor-tance of reducing emissionswithin the port:

“Using the cleanest equip-ment available is the only waythat we can reduce emissions

sensitive equipment, Cleaneremissions, lower noise levelsand higher levels of safety areat the top of our agenda whendeveloping or refining our prod-uct range. Greater use of LPG(liquefied petroleum gas, other-wise known as propane) andLNG (liquefied natural gas) is in-evitable and we at Kalmarintend to be ready to meet thisdemand.”

“So far, we have not seenthe same pressure being ap-plied elsewhere in the US andcertainly not in ports in Asia orEurope. However, if experienceis anything to go by, it will beonly a matter of time beforeother states in the US, and like-minded countries elsewhere,follow California’s lead and ac-tively encourage cleaner fuelsfor container terminal handling

equipment.”According to Lawrence, the

technology associated with theuse of LPG is well-proven:

“LPG has been used fordecades on small lift trucks andport operators are well-used torefuelling procedures. In fact,there can be positive advantag-es in that the same refuellingfacilities can be used for othertypes of vehicle too.”

Kalmar also supplied LPG-powered trucks in the past tonon-marine clients who arealready using LPG for their de-livery vehicles operating on thepublic highway.

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

within the port, particularly asthe need to handle increasingvolumes continues to grow.”

Beyond these first twoLNG terminal tractors, YTIhopes to continue to replaceits diesel fleet with low-emission technologies. YTIhas recently submitted an ap-plication to the Port of LosAngeles Air Quality MitigationFund for the funding of an ad-ditional 34 LNG tractors andfor an LNG fuel station thatwill allow the company tocontinue to replace its fleet of120 diesel terminal tractorswith cleaner LNG units.

When SES’ LNG importterminal opens in 2008, MrOkutsu noted:

“YTI’s fleet of LNG termi-nal tractors will not only beusing the cleanest enginescurrently available, but theanticipated low-cost of theLNG from SES’ terminal willalso be saving our companymoney. It’s a win-win-win sit-uation.”

The two trucks, which willbe built in Ottawa Kalmar fac-tory in Kansas, are each to bepowered by a Cummins C GasPlus 8.3 litre engine develop-ing 250 bhp (186 kW) at2,400 rpm and 750 lb/ft (1017Nm) torque at 1,400 rpm.A 52 gallon (197 litre) tankwith a maximum usable vol-ume of 47 gallons (178 litres)will allow about 10 to 12hours operation betweenrefuelling.

Yusen Terminalsgoes the LNG routewith Kalmar

Yusen Terminalsgoes the LNG routewith Kalmar

Marine Terminals Corp goesgreener in LAMarine Terminals Corp goesgreener in LA

that the trucks be outfitted withtwo 40-gallon propane tanks sothe trucks could operate for thesame time period as one 42-gallon diesel fuel tank beforerefuelling is necessary. Cleaner air does not comewithout the unexpected, asMTC Area Maintenance Manag-er Ken Pope mentioned.

“Even the most wellthought-out introduction ofnew technologies cannot pre-dict every scenario in the field.From my perspective, trulysuccessful programs requireeffort and the fortitude topress on even when we en-counter an operationalissue.”

In California, the debate is raging.LPG? LNG? Diesel? Which one isbest?

Kalmar believes there aregood arguments for and againsteach fuel and also recognisesthat different stevedores willhave different opinions. There-fore it continues to adopt itslongstanding philosophy of giv-ing the customer what he wants.

Kalmar certainly doesn’t be-lieve that diesel is dead or evendying. A great deal of research istaking place aimed at reducedharmful emissions and given thesize of the market and the invest-ment in it, it would be naïve toassume that major improve-ments won’t be made. In itsfavour, diesel still packs more en-ergy per litre than the ‘greener’alternatives, and so less dieselneeds to be burned to achievethe same amount of work.

LPG is a well-proven and safefuel source, available worldwideand used to power homes andprivate cars as well as a wide va-riety of outdoor cooking andcamping appliances. It may wellcontinue as a popular industrialfuel source in California and else-where but it should be noted thatit is not as clean, emissions wise,as other fuels such as hydrogenor LNG. And in fact if continuingemissions reductions occur withdiesel, it may yet at some pointbe dirtier overall than even die-sel. Having said this, its currentadvantages include:

• It is readily available• The associated technology is

well-proven• Fuel station costs are

very low• Fuelling and storage are per-

haps a little less risky when compared to that of LNG

• LPG fuel is an abundant “fraction” captured in therefinement of crude oil and as such is artificially commer-cially viable, at this point, dueto a slightly lower cost pergallon.

However, these advantages maybe dissipating due to infrastruc-tural and technological advancesand increasing environmental re-strictions. For example, whenyou factor in the increased con-sumption of LPG against dieselfor the same work output, it is infact more costly than diesel andthis situation may worsen. If, forexample, consumption of crudeoil decreases in the future, LPGcould become much more costlyto produce.

The key to the equation isthat LPG produces greater CO(carbon monoxide) emissionsthan a diesel engine gallon forgallon and a diesel engine pro-duces more work for that gallon.Other emissions are less thandiesel but diesel OXY CatalystScrubbers could result in the LPGengine being dirtier than dieselall the way round.

LNG has so far only beenused widely by major industrialusers such as power generatorsand domestic gas suppliers serv-ing large communities. In Califor-nia though, there is a concertedeffort to make LNG more widelyavailable. LNG fuelling stationshave become more plentiful de-spite their high cost. Comparedto LPG, LNG offers lower emis-sions and greater run times.However, it is still not nearly as‘fuel dense’ as diesel and runtimes and power outputs sufferas a result.

Although Kalmar is proceed-ing with the development of LNG-powered trucks and tractors, itadmits to some caution. LNG is acryogenic liquefied gas that ismaintained at a temperature ofminus 162 degrees Celsius(minus 260 degrees Fahrenheit).The pressure in the vessel thatcontains this fuel is similar toLPG. The coldness presents cer-tain risks, the fuelling is more dif-ficult, more frequent and requiresadditional caution and training.

Another concern is that LNGis not odorised and a small leakcould go undetected without theuse of electronic detection sen-sors.

LNG technology is also quiteexpensive and without subsidies,it is unlikely that terminal opera-tors would be considering its use.In California though, where cleanair is a major issue and subsidiesand grants are substantial, LNG isviable and is the fuel of choice forrapid transit buses, garbage col-lection services, etc. There arenow thousands of vehicles oper-ating on LNG just in Californiaalone and by the end of this de-cade probably tens of thousands.LNG is the cleanest of the fossilfuels and only hydrogen, a non-fossil fuel unless extracted fromfossil fuels, is cleaner.

Keepingthe customer

satisfied

76

Continued from page 1

Degrees ofseparation

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.

“Of all the approximately 80Kalmar machines that we havesold in Holland this year, somesixty were on a lease-basis”, saysAd Kornet, Director, PeinemannKalmar.

Moving empties

This figure includes the sevenDCE 100-45E empty containerhandling trucks that PCS deploysat its new depot. Notably, thecontainer depot group andPeinemann Kalmar celebrate 25years of doing business togetherthis year. “From day one thisbusiness has been rental”,Kornet adds.

The seven trucks bring thenumber of machines delivered toPCS from the new DCE 80-100ECH series to 12, all of which arein Rotterdam. The other five arewith the Van Doorn Depot.

Thanks to its 10-tonne liftingcapacity, the machine is de-signed to handle two 40 foot con-tainers up to nine-high. “So when

handling two 4,100 kilogramreefers, we stillhave sufficientmargin left,”PCS Direc-tor, Rob vanNikkelenKuijper,explains.

“The newtruck waslaunched in March 2004 and the20 units already sold by Octoberexceed expectations,” DanPetterson, Kalmar’s Lidhult-based Heavy Lift Trucks ProductManager adds.

As well as being the drivingforce behind the Interforest con-tainer terminal, Star Shipping wasalso the first shipping line to usethe PCS depot.

“All our other customers areleasing companies who on aver-age don’t exceed one-and-a-halfturnaround per container peryear, compared to a minimumeight turnarounds for carrier-owned containers”, Van NikkelenKuiper added. “So with our newdepot so near the Eemhaven/Waalhaven basin, we hope to at-tract more carrier business.” Measuring 75,000 squaremetres the new PCS depot willhave a 22,000 TEU capacity whenstacked eight-high. It is due forcompletion in early 2005. Thenew 160 m long quayside with aminimum of 7.5 m of water depthwill enable the company to han-dle feeder ships and inland barg-es from March 2005.

Deep blue workhorse

From Rotterdam’s port artery –the A15 motorway – the deepblue STS at Interforest is an im-pressive sight. “It is something ofa speed monster, consider-ing it was handedover in Septem-ber, just eightmonths after weordered it inJanuary 2004,”Bob de Lange,managing directorof Terminal Rotterdam,says.

The 90,000 TEU+ for Star Ship-ping and SCA already constitutes

quite a payload for the single STSand the 6.5 hectare containerterminal with 200 metres ofquay wall. “We will definitelyuse our option for another 100metres of former ECT quay

wall plus three hectares of landin 2007,” Mr De Lange adds. “As

we are depending on just one STS,we were keen to restrict our vul-nerability by having its mainte-nance and repairs ‘around the cor-ner’. This was one reason why wechose Kalmar Industries in Rotter-dam.”

The financial lease and the out-sourced full-service maintenanceoptions were among the other de-cisive factors, as was the possibili-ty of tailored design.

One potential sticking pointwas the limited strength of thequay wall. “We’ve solved this byputting the crane’s bogies widerapart and thus reducing thewheelload (to LS 157 kN/m) perrunning metre,” Kalmar’s Mr Derksexplains.

Key features of the Panamaxcrane are a 38 m outreach, 20 mbackreach, 30 m hoisting height,15 m hoisting depth, a hoistingspeed of 45/90 m/min and a trolleyspeed of 140 m/min. The lift capac-ity under the hook is 60 tonnes, sothe crane can handle forest prod-ucts bundles and project cargo al-so. For this purpose a rotator canbe attached.

As of November 2004, thereare more than 30 STS cranes onKalmar’s orderbook. Meantime, itsmarket share of container han-dling equipment in the world’s ma-jor ports stands at more than 80%.

PCS, a leading container depot,and Interforest, a forest productsstevedore and fledgling contain-er terminal operator, are bothlocated in the Eemhaven/Alexanderhaven basin.

Being neighbours, they quick-ly identified opportunities forsynergy. PCS’ seven empty con-tainer handling trucks (ECH) andInterforest’s seven reachstackersand eight terminal tractors will allbe serviced at the PCS terminal,where Peinemann-Kalmar, theDutch distributor of Kalmar coun-terweight machines, has openedup shop. Situated no more than astone’s throw away, ECT HomeTerminal’s machines can now beserviced at this facility too.

Shared interests

This isn’t all that they share. Inter-forest – a subsidiary of Swedishforest products giant SCA – usesits ship-to-shore container crane(STS) to service feeder vesselsand inland barges carrying emp-ties for PCS. Delivered in Septem-ber 2004, the crane is one ofmore than 100 Kalmar Rotter-dam-built STS cranes in opera-tion worldwide today.

“But significantly, it is the firstever Kalmar STS to be deliveredunder a full financial lease agree-ment,” explains Kees Derks, STSSales Manager at Kalmar Indus-tries, Rotterdam. “Interforest isalso the first ever customer tofully outsource all STS mainte-nance to us.”

The 14-wide Panamax cranewas not ordered for lifting emp-ties though. Its key job is to tran-ship containers from the transat-lantic, multi-purpose, neo-bulkservice operated by Star Shippingof Bergen. In fact, the decision byInterforest Terminals Rotterdamto build the container terminal inthe first place was fuelled by theNorwegian carrier’s desire totranship containers at the sameberth as that which handles itsforest products.

As well as the annual60,000 TEU for Star Shipping,Interforest handles another30,000 TEU of SCA paper and cel-lulose at its 6.5 hectare facility.Seven Kalmar DRF450-60S5 re-achstackers undertake stackingduties, while eight PT-122 termi-nal tractors supported by a num-ber of terminal chassis cover thequay-stack traffic. The reach-stackers and terminal tractorswere delivered on a five-year fulloperational lease contract, tyresincluded.

At the unveiling of a painting depictingInterforest's new Kalmar STS crane areJan Jochman (left), Operations Manager forInterforest Terminal, and Cock Angevaren,Project Manager, Kalmar Industries B.V.

More information:Dan Pettersson

Tel +46 372 26062Fax +46 372 26390

dan.pettersson@kalmarind.com

More information:René Kleiss

Tel +31 102946702Fax +31 102946778

rene.kleiss@kalmarind.com

76

Continued from page 1

Degrees ofseparation

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.

“Of all the approximately 80Kalmar machines that we havesold in Holland this year, somesixty were on a lease-basis”, saysAd Kornet, Director, PeinemannKalmar.

Moving empties

This figure includes the sevenDCE 100-45E empty containerhandling trucks that PCS deploysat its new depot. Notably, thecontainer depot group andPeinemann Kalmar celebrate 25years of doing business togetherthis year. “From day one thisbusiness has been rental”,Kornet adds.

The seven trucks bring thenumber of machines delivered toPCS from the new DCE 80-100ECH series to 12, all of which arein Rotterdam. The other five arewith the Van Doorn Depot.

Thanks to its 10-tonne liftingcapacity, the machine is de-signed to handle two 40 foot con-tainers up to nine-high. “So when

handling two 4,100 kilogramreefers, we stillhave sufficientmargin left,”PCS Direc-tor, Rob vanNikkelenKuijper,explains.

“The newtruck waslaunched in March 2004 and the20 units already sold by Octoberexceed expectations,” DanPetterson, Kalmar’s Lidhult-based Heavy Lift Trucks ProductManager adds.

As well as being the drivingforce behind the Interforest con-tainer terminal, Star Shipping wasalso the first shipping line to usethe PCS depot.

“All our other customers areleasing companies who on aver-age don’t exceed one-and-a-halfturnaround per container peryear, compared to a minimumeight turnarounds for carrier-owned containers”, Van NikkelenKuiper added. “So with our newdepot so near the Eemhaven/Waalhaven basin, we hope to at-tract more carrier business.” Measuring 75,000 squaremetres the new PCS depot willhave a 22,000 TEU capacity whenstacked eight-high. It is due forcompletion in early 2005. Thenew 160 m long quayside with aminimum of 7.5 m of water depthwill enable the company to han-dle feeder ships and inland barg-es from March 2005.

Deep blue workhorse

From Rotterdam’s port artery –the A15 motorway – the deepblue STS at Interforest is an im-pressive sight. “It is something ofa speed monster, consider-ing it was handedover in Septem-ber, just eightmonths after weordered it inJanuary 2004,”Bob de Lange,managing directorof Terminal Rotterdam,says.

The 90,000 TEU+ for Star Ship-ping and SCA already constitutes

quite a payload for the single STSand the 6.5 hectare containerterminal with 200 metres ofquay wall. “We will definitelyuse our option for another 100metres of former ECT quay

wall plus three hectares of landin 2007,” Mr De Lange adds. “As

we are depending on just one STS,we were keen to restrict our vul-nerability by having its mainte-nance and repairs ‘around the cor-ner’. This was one reason why wechose Kalmar Industries in Rotter-dam.”

The financial lease and the out-sourced full-service maintenanceoptions were among the other de-cisive factors, as was the possibili-ty of tailored design.

One potential sticking pointwas the limited strength of thequay wall. “We’ve solved this byputting the crane’s bogies widerapart and thus reducing thewheelload (to LS 157 kN/m) perrunning metre,” Kalmar’s Mr Derksexplains.

Key features of the Panamaxcrane are a 38 m outreach, 20 mbackreach, 30 m hoisting height,15 m hoisting depth, a hoistingspeed of 45/90 m/min and a trolleyspeed of 140 m/min. The lift capac-ity under the hook is 60 tonnes, sothe crane can handle forest prod-ucts bundles and project cargo al-so. For this purpose a rotator canbe attached.

As of November 2004, thereare more than 30 STS cranes onKalmar’s orderbook. Meantime, itsmarket share of container han-dling equipment in the world’s ma-jor ports stands at more than 80%.

PCS, a leading container depot,and Interforest, a forest productsstevedore and fledgling contain-er terminal operator, are bothlocated in the Eemhaven/Alexanderhaven basin.

Being neighbours, they quick-ly identified opportunities forsynergy. PCS’ seven empty con-tainer handling trucks (ECH) andInterforest’s seven reachstackersand eight terminal tractors will allbe serviced at the PCS terminal,where Peinemann-Kalmar, theDutch distributor of Kalmar coun-terweight machines, has openedup shop. Situated no more than astone’s throw away, ECT HomeTerminal’s machines can now beserviced at this facility too.

Shared interests

This isn’t all that they share. Inter-forest – a subsidiary of Swedishforest products giant SCA – usesits ship-to-shore container crane(STS) to service feeder vesselsand inland barges carrying emp-ties for PCS. Delivered in Septem-ber 2004, the crane is one ofmore than 100 Kalmar Rotter-dam-built STS cranes in opera-tion worldwide today.

“But significantly, it is the firstever Kalmar STS to be deliveredunder a full financial lease agree-ment,” explains Kees Derks, STSSales Manager at Kalmar Indus-tries, Rotterdam. “Interforest isalso the first ever customer tofully outsource all STS mainte-nance to us.”

The 14-wide Panamax cranewas not ordered for lifting emp-ties though. Its key job is to tran-ship containers from the transat-lantic, multi-purpose, neo-bulkservice operated by Star Shippingof Bergen. In fact, the decision byInterforest Terminals Rotterdamto build the container terminal inthe first place was fuelled by theNorwegian carrier’s desire totranship containers at the sameberth as that which handles itsforest products.

As well as the annual60,000 TEU for Star Shipping,Interforest handles another30,000 TEU of SCA paper and cel-lulose at its 6.5 hectare facility.Seven Kalmar DRF450-60S5 re-achstackers undertake stackingduties, while eight PT-122 termi-nal tractors supported by a num-ber of terminal chassis cover thequay-stack traffic. The reach-stackers and terminal tractorswere delivered on a five-year fulloperational lease contract, tyresincluded.

At the unveiling of a painting depictingInterforest's new Kalmar STS crane areJan Jochman (left), Operations Manager forInterforest Terminal, and Cock Angevaren,Project Manager, Kalmar Industries B.V.

More information:Dan Pettersson

Tel +46 372 26062Fax +46 372 26390

dan.pettersson@kalmarind.com

More information:René Kleiss

Tel +31 102946702Fax +31 102946778

rene.kleiss@kalmarind.com

More information:Andreas SchumacherTel +49 40 547 30 537Fax +49 40 547 30 539

andreas.schumacher@kalmarind.com

Ford demands high standardsKalmar 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.

Several modifications have beenmade to the forklifts to meetFord’s requirements. For exam-ple, the company needed a com-pact machine since it employs afactory layout with relatively nar-row aisles, thus maximising theamount of space available for itsassembly lines. Kalmar has suc-ceeded in reducing the overalllength of its standard truck by45 cm by using special tyres anda lead-filled counterweight.

Ford also has high expecta-tions when it comes to opera-tional safety, which is anotherreason why it chose Kalmar tosupply its FLTs. Kalmar hasinstalled flashing reverse lights,reverse cameras and ultrasoundsensors into the FLT rangeordered by Ford.

Driver visibility has been im-proved too. The seat in the cabcan be swivelled 10 degrees tothe left and 30 degrees to theright, making reversing a mucheasier operation while duplex lift-ing frames without free lift fur-ther enhance visibility.

Ease of operation has alsobeen improved, a single joystickcontrolling the operation of thelifting mast, fork positioner andside shift.

The electric option

There remains a strong marketfor electric trucks where emis-

sion requirements are particular-ly stringent, such as for indooroperations. According to MikaelRietz, VP Sales&Marketing, Indus-trial Systems Kalmar Industries,Kalmar is one of the few manu-facturers that can offer electrictrucks with a capacity of up to9 tonnes:

“We see clear growth poten-tial for electric trucks, growththat will undoubtedly be spurredon by the launch of these new,improved models.”

“Kalmar is particularly strongwith larger trucks and we believemany users will find they canmake significant man-hour pro-ductivity gains by handling heavi-er loads, especially where thetrucks are also being used forhorizontal transportation as wellas lifting.”

“Demand is coming primarilyfrom the warehouse handlingsector where electric trucks arean excellent solution for the localenvironment due to their elimina-tion of exhaust emissions andnoise disturbance.”

The Ford and Kalmarrelationship

Ford has been a client of Kalmarsince 1989. It operates Kalmarforklifts in five European factorieswhere they are used for internaltransportation. It currently has 40Kalmar electric forklifts in opera-1.

2. 3.

tion. Stefan Katgely, manager ofpress maintenance in the Fordfactory in Saarlouis stated:

“The Kalmar product hasproved to be extremely reliable.The company has really met ourneeds with the production of thecompact machines we currentlyoperate. They are also very pop-ular amongst the drivers, whichis of high importance in keepingour staff happy.”

Ford uses 40 Kalmar electric forklifts in five European

factories. The compact machineshave maximum loads of 7 t to 16 t.Fourteen further forklifts are to bedelivered before the end of 2004.

The drivers much appreciate the ergonomic workplace:

camera, warning lights andultrasound sensors form part of thesafety package.

So maximum loads of 7 t and9 t at 600 mm LSP can be

attained, the counterweights areleaded. Special tyres create furthervaluable centimetres of overalllength.

1.

2.

3.

8 9

More information:Andreas SchumacherTel +49 40 547 30 537Fax +49 40 547 30 539

andreas.schumacher@kalmarind.com

Ford demands high standardsKalmar 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.

Several modifications have beenmade to the forklifts to meetFord’s requirements. For exam-ple, the company needed a com-pact machine since it employs afactory layout with relatively nar-row aisles, thus maximising theamount of space available for itsassembly lines. Kalmar has suc-ceeded in reducing the overalllength of its standard truck by45 cm by using special tyres anda lead-filled counterweight.

Ford also has high expecta-tions when it comes to opera-tional safety, which is anotherreason why it chose Kalmar tosupply its FLTs. Kalmar hasinstalled flashing reverse lights,reverse cameras and ultrasoundsensors into the FLT rangeordered by Ford.

Driver visibility has been im-proved too. The seat in the cabcan be swivelled 10 degrees tothe left and 30 degrees to theright, making reversing a mucheasier operation while duplex lift-ing frames without free lift fur-ther enhance visibility.

Ease of operation has alsobeen improved, a single joystickcontrolling the operation of thelifting mast, fork positioner andside shift.

The electric option

There remains a strong marketfor electric trucks where emis-

sion requirements are particular-ly stringent, such as for indooroperations. According to MikaelRietz, VP Sales&Marketing, Indus-trial Systems Kalmar Industries,Kalmar is one of the few manu-facturers that can offer electrictrucks with a capacity of up to9 tonnes:

“We see clear growth poten-tial for electric trucks, growththat will undoubtedly be spurredon by the launch of these new,improved models.”

“Kalmar is particularly strongwith larger trucks and we believemany users will find they canmake significant man-hour pro-ductivity gains by handling heavi-er loads, especially where thetrucks are also being used forhorizontal transportation as wellas lifting.”

“Demand is coming primarilyfrom the warehouse handlingsector where electric trucks arean excellent solution for the localenvironment due to their elimina-tion of exhaust emissions andnoise disturbance.”

The Ford and Kalmarrelationship

Ford has been a client of Kalmarsince 1989. It operates Kalmarforklifts in five European factorieswhere they are used for internaltransportation. It currently has 40Kalmar electric forklifts in opera-1.

2. 3.

tion. Stefan Katgely, manager ofpress maintenance in the Fordfactory in Saarlouis stated:

“The Kalmar product hasproved to be extremely reliable.The company has really met ourneeds with the production of thecompact machines we currentlyoperate. They are also very pop-ular amongst the drivers, whichis of high importance in keepingour staff happy.”

Ford uses 40 Kalmar electric forklifts in five European

factories. The compact machineshave maximum loads of 7 t to 16 t.Fourteen further forklifts are to bedelivered before the end of 2004.

The drivers much appreciate the ergonomic workplace:

camera, warning lights andultrasound sensors form part of thesafety package.

So maximum loads of 7 t and9 t at 600 mm LSP can be

attained, the counterweights areleaded. Special tyres create furthervaluable centimetres of overalllength.

1.

2.

3.

8 9

Quality matters in Pasajes

Pasajes harbour is wedged into asmall bay in San Sebastian, anidyllic little town in Spain’sBasque Country. The lovely ave-nues and elegant houses in theold town are visible from the har-bour. The calm of the town con-trasts sharply with the busy activ-ity down at the port whereKalmar trucks are working hard,loading and unloading varioustypes of cargo.

Everything from giganticblocks of stone weighing up to 25tonnes to long steel girders mustbe handled, cumbersome freightin the cramped harbour, whereworkers must take great care toensure the cargo is not damaged.

“It’s so cramped that the longsteel girders have to be lifted uphigh to pass by other cargo. Thisis where Kalmar’s forklift trucks

are the best. They have the stabil-ity required for high lifting,” saysJavier Etxezarreta, machinesmanager for the companySociedad Auxiliar del Puerto dePasajes.

Having tried out otherbrands, the first Kalmar forkliftswere acquired for the companyin 1993 and after eleven years,Sociedad Auxiliar has been con-verted to a customer that nowonly uses Kalmar Industries’ fork-lifts. The first machines were fourDC16-900s and two DC6-600s.These were exchanged in 1998for four DCD160-9s plus oneDCD180-12 and one DCD120-6.At same time the company ac-quired its first DCD250-12 andone DCD420-12, replacing theoldest Hyster and Caterpillarmachines that they had.

Subsequently, the companyhas replaced all of its old fleet forKalmar units to complete its cur-rent fleet of 14 Kalmar forklifttrucks.

“The company has 13machines working in Pasajes. Thebiggest is a DCD320-12 that isused for the handling of both bigblocks of marble, using forks, andfor the handling of steel coils withthe appropriate ram, which iseasily mounted thanks to the forkshaft“ says Mariano Peréz, SalesManager for Kalmar Espana SA.”

“The smallest are twoDCD90-6HLB hydrostaticmachines used for working onboard vessels bringing timberfrom Scandinavia but his fleetalso includes 4xDCD250-12 of 25tons capacity, 1xDCD180-12, oneDCD120-6, 1xDCD160-12 and

stone blocks also constitute asignificant traffic. Bobbins (rolls ofsteel) come from Germany foronward transportation to car fac-tories inland. Aluminium andwood also form part of the cargomix passing through the port.

The port’s activities have de-veloped in pace with the increas-ing demand, and the companyhas gradually expanded its oper-ations. Over the past five years, ithas doubled its handlingthroughput and over 2.5 milliontonnes of goods are now handledby the fork-lift trucks – a volumewhich demands a lot of the ma-chines.

“The cabin’s ergonomicallythought-out construction and theexcellent vision gives drivers ahigh level of comfort. The trucksare also easy to manoeuvre,”says Javier Etxezarreta, who isvery satisfied with the machines’safety record.

The fast tempo and the heavyloads mean that the trucks’ forksare subjected to heavy wear.

Consequently special repairs aresometimes needed and servicingand delivery of spare parts mustthen be efficient.

“We’re aware that our opera-tional climate is tough. In a lesshectic working environment,such problems would neverarise,” he says.

Most of the spare parts aredelivered from Kalmar’s ware-house in Madrid, but some haveto be imported, though deliveryis usually fast. The managing di-rector of Sociedad Auxiliar, JoséRamón Saldana, has nothing butpraise for Kalmar’s machines andservice:

“They have the best equip-ment on the market for the typeof job we do. And quality mattersto us,” he says, raising a finger tounderline the magical word. “Themachines are reliable and well-priced. The service in this area isalso excellent, and we appreciatethat,” says José Ramón Saldana.

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

ask for more, they’d never getbetter machines. I don’t knowwhat it’s like in your country, butin mine the drivers are alwayscomplaining about the machines.You may have bought the verylatest and most modern truck onthe market with the latest tech-nology, but they still always saythe previous one was better. Af-ter four to five days, though,when they’ve acquainted them-selves with the machines, theyadjust and become more andmore satisfied.”

And even more of them willbe satisfied over the comingyears, as the company has agreat desire to expand. As thingsstand, the harbour is used to themaximum. Pasajes is the onlyharbour in Spain working doubleshifts. Cargo handling starts atseven in the morning, and notuntil nine in the evening are themachines silent. But since theamount of goods is constantlygrowing, there are now plans tomove the harbour to outsidetown.

The plans have been ap-proved by the regional politiciansand there has even been supportfrom the national parliament.But there is at present insuffi-cient money for the giganticproject, though it is hoped thatthe financial side will be resolved.If the plans become reality, theold harbour will be replaced bynew buildings in a sought-afterarea, and tourism will be able toexpand in the little idyll.

José Ramón Saldana is veryenthusiastic about the project,spreading out a map and pointingto all the planned changes.“The harbour will then be able totriple its capacity. And we cancontinue to grow as a company.”

3xDCE160-12, the new medium-sized machines. The 14th ma-chine is a DCD420-12 that thecompany currently employs inthe harbour of Gijon (Asturias),another steel port in Spain wherehis sister company Consigna-ciones Asturianas operates an-other four Kalmar machines inaddition to this one “ continuesMariano.

Sociedad Auxiliar is the big-gest company in the port,employing nearly a hundred peo-ple. The harbour receives thou-sands of tons of scrap destinedfor steel manufacturing plants inthe Basque area. This scrap istransformed into steel profilesthat are exported to many othercountries.

These profiles are the princi-pal export of this harbour, though

More information:Mariano Pérez

Tel +34 91 671 2950Fax +34 91 671 5697

mperez@kalmarind.com

“The harbour will then be able to tripleits capacity. And we can continue

to grow as a company.”

10 11

Quality matters in Pasajes

Pasajes harbour is wedged into asmall bay in San Sebastian, anidyllic little town in Spain’sBasque Country. The lovely ave-nues and elegant houses in theold town are visible from the har-bour. The calm of the town con-trasts sharply with the busy activ-ity down at the port whereKalmar trucks are working hard,loading and unloading varioustypes of cargo.

Everything from giganticblocks of stone weighing up to 25tonnes to long steel girders mustbe handled, cumbersome freightin the cramped harbour, whereworkers must take great care toensure the cargo is not damaged.

“It’s so cramped that the longsteel girders have to be lifted uphigh to pass by other cargo. Thisis where Kalmar’s forklift trucks

are the best. They have the stabil-ity required for high lifting,” saysJavier Etxezarreta, machinesmanager for the companySociedad Auxiliar del Puerto dePasajes.

Having tried out otherbrands, the first Kalmar forkliftswere acquired for the companyin 1993 and after eleven years,Sociedad Auxiliar has been con-verted to a customer that nowonly uses Kalmar Industries’ fork-lifts. The first machines were fourDC16-900s and two DC6-600s.These were exchanged in 1998for four DCD160-9s plus oneDCD180-12 and one DCD120-6.At same time the company ac-quired its first DCD250-12 andone DCD420-12, replacing theoldest Hyster and Caterpillarmachines that they had.

Subsequently, the companyhas replaced all of its old fleet forKalmar units to complete its cur-rent fleet of 14 Kalmar forklifttrucks.

“The company has 13machines working in Pasajes. Thebiggest is a DCD320-12 that isused for the handling of both bigblocks of marble, using forks, andfor the handling of steel coils withthe appropriate ram, which iseasily mounted thanks to the forkshaft“ says Mariano Peréz, SalesManager for Kalmar Espana SA.”

“The smallest are twoDCD90-6HLB hydrostaticmachines used for working onboard vessels bringing timberfrom Scandinavia but his fleetalso includes 4xDCD250-12 of 25tons capacity, 1xDCD180-12, oneDCD120-6, 1xDCD160-12 and

stone blocks also constitute asignificant traffic. Bobbins (rolls ofsteel) come from Germany foronward transportation to car fac-tories inland. Aluminium andwood also form part of the cargomix passing through the port.

The port’s activities have de-veloped in pace with the increas-ing demand, and the companyhas gradually expanded its oper-ations. Over the past five years, ithas doubled its handlingthroughput and over 2.5 milliontonnes of goods are now handledby the fork-lift trucks – a volumewhich demands a lot of the ma-chines.

“The cabin’s ergonomicallythought-out construction and theexcellent vision gives drivers ahigh level of comfort. The trucksare also easy to manoeuvre,”says Javier Etxezarreta, who isvery satisfied with the machines’safety record.

The fast tempo and the heavyloads mean that the trucks’ forksare subjected to heavy wear.

Consequently special repairs aresometimes needed and servicingand delivery of spare parts mustthen be efficient.

“We’re aware that our opera-tional climate is tough. In a lesshectic working environment,such problems would neverarise,” he says.

Most of the spare parts aredelivered from Kalmar’s ware-house in Madrid, but some haveto be imported, though deliveryis usually fast. The managing di-rector of Sociedad Auxiliar, JoséRamón Saldana, has nothing butpraise for Kalmar’s machines andservice:

“They have the best equip-ment on the market for the typeof job we do. And quality mattersto us,” he says, raising a finger tounderline the magical word. “Themachines are reliable and well-priced. The service in this area isalso excellent, and we appreciatethat,” says José Ramón Saldana.

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

ask for more, they’d never getbetter machines. I don’t knowwhat it’s like in your country, butin mine the drivers are alwayscomplaining about the machines.You may have bought the verylatest and most modern truck onthe market with the latest tech-nology, but they still always saythe previous one was better. Af-ter four to five days, though,when they’ve acquainted them-selves with the machines, theyadjust and become more andmore satisfied.”

And even more of them willbe satisfied over the comingyears, as the company has agreat desire to expand. As thingsstand, the harbour is used to themaximum. Pasajes is the onlyharbour in Spain working doubleshifts. Cargo handling starts atseven in the morning, and notuntil nine in the evening are themachines silent. But since theamount of goods is constantlygrowing, there are now plans tomove the harbour to outsidetown.

The plans have been ap-proved by the regional politiciansand there has even been supportfrom the national parliament.But there is at present insuffi-cient money for the giganticproject, though it is hoped thatthe financial side will be resolved.If the plans become reality, theold harbour will be replaced bynew buildings in a sought-afterarea, and tourism will be able toexpand in the little idyll.

José Ramón Saldana is veryenthusiastic about the project,spreading out a map and pointingto all the planned changes.“The harbour will then be able totriple its capacity. And we cancontinue to grow as a company.”

3xDCE160-12, the new medium-sized machines. The 14th ma-chine is a DCD420-12 that thecompany currently employs inthe harbour of Gijon (Asturias),another steel port in Spain wherehis sister company Consigna-ciones Asturianas operates an-other four Kalmar machines inaddition to this one “ continuesMariano.

Sociedad Auxiliar is the big-gest company in the port,employing nearly a hundred peo-ple. The harbour receives thou-sands of tons of scrap destinedfor steel manufacturing plants inthe Basque area. This scrap istransformed into steel profilesthat are exported to many othercountries.

These profiles are the princi-pal export of this harbour, though

More information:Mariano Pérez

Tel +34 91 671 2950Fax +34 91 671 5697

mperez@kalmarind.com

“The harbour will then be able to tripleits capacity. And we can continue

to grow as a company.”

10 11

1312

More information:Bengt Larsson

Tel +61 3 9701 0311Fax: +61 3 9701 0399

bengt.larsson@kalmar.com.au

Introducing KEA(Kalmar EquipmentAustralia Pty Ltd)

Kalmar Equipment Australia (KEA) provides Kalmar equipment sales and

services, including spare parts and technical services, to customers in

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.

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

good business.

Giving it thatlittle bit Extra

Established in 1991, Extra Transport has always placedgreat store by in the philosophy that in order to succeedin the transport and logistics marketplace, it is vital toprovide levels of service that exceed both the generalstandard and client expectations. For the past 13 yearsthat principle has remained the cornerstone of thebusiness and has proved a great recipe for success.

Extra Transport Group Pty Ltd ofMelbourne can provide shipperswith total transportation servicesacross Australia. Whether a cus-tomer wants to transport 10,000tonnes of steel across the coun-try or two cartons of goodsacross the street – Extra pridesitself on being able to provide theideal solution. The company’smajor focus however is containercartage to and from the port ofMelbourne to destinations withinVictoria.

Early in 2000, fuelled by thecompany’s early success and bya belief that the industry waspoised for some dramatic chang-es, Mr. Ferrari initiated a courseof action designed to put ExtraTransport into a period of con-trolled, dramatic growth. As aresult of his vision, the companytoday operates a state-of-the-art28-acre container depot adjacentto Melbourne’s Swanson con-tainer terminals.

For many years Mr. Ferrarisearched for an IT package thatwould compliment his vision forthe business and, unable to find

anything that came close, em-barked on a program of IT devel-opment that has culminated inthe release of EXTRANS, anin-house system that allows cli-ents to book, alter and slot jobs,live, using an internet or terminalservices connection. Operationscan track via GPS and communi-cate with the entire fleet via radioand/or data interface using thelatest GPRS technology.

Mr. Ferrari has developedtrue synergistic advantages“When you combine the rightpeople with the right equipment,the correct hardware with thebest software and then add thedesire to overachieve you cantruly provide a service that isvalue added.”

On time delivery and fast,accurate billing are paramount tobusiness success according toMr. Ferrari, “With all these factorsworking together we can provideon time delivery, plus or minus 30minutes, on 97% of occasions,and final billing within 2 hours ofjob completion. These servicelevels far outstrip anything cur-

rently on offer from our competi-tors.”

To maintain the highest pos-sible customer service levels,Extra employs only the most suit-able and efficient machines forthe job at its container depotand, as such, took deliveryrecently of a Kalmar DRS 4527ContMaster reachstacker to jointhe two Sisu reachstackersalready in operation. The decisionto employ a reachstacker systemwas prompted by the need tomake more efficient use ofground space, according to MrFerrari.

“Our aim is to put more con-tainers on the space available tous and to be able to load, unloadand move containers with theminimum amount of fuss anddouble handling.”

While traditionalists might ar-gue that mast trucks are cheaperto run and maintain than reach-stackers, Mr Ferrari explains thatthey just do not make maximumuse of space:

“We could not run our busi-ness with mast trucks withoutthe need to expand the area inwhich we work. Moreover, themarginal increase in costs in-curred by using reachstackers isfar outweighed by the efficiencygains.”

“Reachstackers offer numer-ous advantages thanks to theirgreater selectivity, rotating capa-bilities and general flexibility.”

Extra’s ContMaster comesequipped with ergonomic SpiritDelta cab, an electronic overloadcontrol system, five-high stackingcapabilities for 9’6” containers,control systems providingsmooth and fast hydraulic opera-tions, two hoist speed modesthrough the control system forsafety and performance bothwith and without the load and aforward and backward spreadertilt with locking feature.

All these features combinedwith robust construction, whichprovides outstanding reliability,and access to speedy local sup-port makes the ContMaster anextremely effective handlingsolution for Extra’s fast expand-ing operation.

In total, Extra has around 80vehicles operating at its Swansonfacility in West Melbourne,including utes, tray trucks, taut-liners, flat top and skeletal semitrailers, drop decks and extend-ables, B-doubles, Australia’s larg-est fleet of sidelifters, tilt trays,forklift trucks, mobile cranes and,of course, its three reachstack-ers.

The original aluminium smelter,built in Bell Bay, Tasmania, wasthe first aluminium smelter in theSouthern Hemisphere, estab-lished 1955.

Comalco purchased thesmelter in 1960 and since then,have increased the production ofaluminium from 12,000 tonnesper year to more than 160,000tonnes per year. Comalco haveconsistently invested in newtechnology and have built areputation for operational excel-lence.

Comalco, Bell Bay and KalmarEquipment (Australia) haveworked together for some time in

FLTs showtheir mettlein Bell Bay

From left to right: Glenn Duncan, Comalco, Phil Whitney, Comalco, Mr PeterHarley, Comalco, Bengt Larsson, KEA and Prem Nath, KEA, at the delivery of the8 tonners.

order to find optimal solutionsand specifications for forklifttrucks, to work in the RoddingRoom and in the Metal Productsarea of the smelter.

This cooperation has resultedin Comalco having ordered andtaken recent delivery of twoKalmar DCD80-6HE, light forkliftswith hydrostatic drives, one forthe Rodding Room and the otherfor Metal Products department.The 3rd Kalmar forklift,DCE160-12 has also beendelivered to the Metal Productsdepartment for transporting the14T blocks.

1312

More information:Bengt Larsson

Tel +61 3 9701 0311Fax: +61 3 9701 0399

bengt.larsson@kalmar.com.au

Introducing KEA(Kalmar EquipmentAustralia Pty Ltd)

Kalmar Equipment Australia (KEA) provides Kalmar equipment sales and

services, including spare parts and technical services, to customers in

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.

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

good business.

Giving it thatlittle bit Extra

Established in 1991, Extra Transport has always placedgreat store by in the philosophy that in order to succeedin the transport and logistics marketplace, it is vital toprovide levels of service that exceed both the generalstandard and client expectations. For the past 13 yearsthat principle has remained the cornerstone of thebusiness and has proved a great recipe for success.

Extra Transport Group Pty Ltd ofMelbourne can provide shipperswith total transportation servicesacross Australia. Whether a cus-tomer wants to transport 10,000tonnes of steel across the coun-try or two cartons of goodsacross the street – Extra pridesitself on being able to provide theideal solution. The company’smajor focus however is containercartage to and from the port ofMelbourne to destinations withinVictoria.

Early in 2000, fuelled by thecompany’s early success and bya belief that the industry waspoised for some dramatic chang-es, Mr. Ferrari initiated a courseof action designed to put ExtraTransport into a period of con-trolled, dramatic growth. As aresult of his vision, the companytoday operates a state-of-the-art28-acre container depot adjacentto Melbourne’s Swanson con-tainer terminals.

For many years Mr. Ferrarisearched for an IT package thatwould compliment his vision forthe business and, unable to find

anything that came close, em-barked on a program of IT devel-opment that has culminated inthe release of EXTRANS, anin-house system that allows cli-ents to book, alter and slot jobs,live, using an internet or terminalservices connection. Operationscan track via GPS and communi-cate with the entire fleet via radioand/or data interface using thelatest GPRS technology.

Mr. Ferrari has developedtrue synergistic advantages“When you combine the rightpeople with the right equipment,the correct hardware with thebest software and then add thedesire to overachieve you cantruly provide a service that isvalue added.”

On time delivery and fast,accurate billing are paramount tobusiness success according toMr. Ferrari, “With all these factorsworking together we can provideon time delivery, plus or minus 30minutes, on 97% of occasions,and final billing within 2 hours ofjob completion. These servicelevels far outstrip anything cur-

rently on offer from our competi-tors.”

To maintain the highest pos-sible customer service levels,Extra employs only the most suit-able and efficient machines forthe job at its container depotand, as such, took deliveryrecently of a Kalmar DRS 4527ContMaster reachstacker to jointhe two Sisu reachstackersalready in operation. The decisionto employ a reachstacker systemwas prompted by the need tomake more efficient use ofground space, according to MrFerrari.

“Our aim is to put more con-tainers on the space available tous and to be able to load, unloadand move containers with theminimum amount of fuss anddouble handling.”

While traditionalists might ar-gue that mast trucks are cheaperto run and maintain than reach-stackers, Mr Ferrari explains thatthey just do not make maximumuse of space:

“We could not run our busi-ness with mast trucks withoutthe need to expand the area inwhich we work. Moreover, themarginal increase in costs in-curred by using reachstackers isfar outweighed by the efficiencygains.”

“Reachstackers offer numer-ous advantages thanks to theirgreater selectivity, rotating capa-bilities and general flexibility.”

Extra’s ContMaster comesequipped with ergonomic SpiritDelta cab, an electronic overloadcontrol system, five-high stackingcapabilities for 9’6” containers,control systems providingsmooth and fast hydraulic opera-tions, two hoist speed modesthrough the control system forsafety and performance bothwith and without the load and aforward and backward spreadertilt with locking feature.

All these features combinedwith robust construction, whichprovides outstanding reliability,and access to speedy local sup-port makes the ContMaster anextremely effective handlingsolution for Extra’s fast expand-ing operation.

In total, Extra has around 80vehicles operating at its Swansonfacility in West Melbourne,including utes, tray trucks, taut-liners, flat top and skeletal semitrailers, drop decks and extend-ables, B-doubles, Australia’s larg-est fleet of sidelifters, tilt trays,forklift trucks, mobile cranes and,of course, its three reachstack-ers.

The original aluminium smelter,built in Bell Bay, Tasmania, wasthe first aluminium smelter in theSouthern Hemisphere, estab-lished 1955.

Comalco purchased thesmelter in 1960 and since then,have increased the production ofaluminium from 12,000 tonnesper year to more than 160,000tonnes per year. Comalco haveconsistently invested in newtechnology and have built areputation for operational excel-lence.

Comalco, Bell Bay and KalmarEquipment (Australia) haveworked together for some time in

FLTs showtheir mettlein Bell Bay

From left to right: Glenn Duncan, Comalco, Phil Whitney, Comalco, Mr PeterHarley, Comalco, Bengt Larsson, KEA and Prem Nath, KEA, at the delivery of the8 tonners.

order to find optimal solutionsand specifications for forklifttrucks, to work in the RoddingRoom and in the Metal Productsarea of the smelter.

This cooperation has resultedin Comalco having ordered andtaken recent delivery of twoKalmar DCD80-6HE, light forkliftswith hydrostatic drives, one forthe Rodding Room and the otherfor Metal Products department.The 3rd Kalmar forklift,DCE160-12 has also beendelivered to the Metal Productsdepartment for transporting the14T blocks.

1514

More information:Bengt Larsson

Tel +61 3 9701 0311Fax: +61 3 9701 0399

bengt.larsson@kalmar.com.au

Strong in New Zealand ports

Kalmar FLT at the Port of Napier.

The relationship formed bet-ween Kalmar and the top portsin New Zealand’s both islands isproving to be a major successfor our Australasian operation.

Kalmar’s coverage of theNew Zealand market is splitbetween direct representationfor straddle carrier and terminaltractor customers from KalmarEquipment (Australia) Pty Ltd inMelbourne, Australia, and rep-

resentation for counter-balancing equipment such asreachstackers and forklifts fromAB Equipment Ltd, based inAuckland, New Zealand’s lar-gest city.

Managing Director BengtLarsson and Sales Manager RickCook provide the main interfa-ce with straddle customers, andhave continued to grow theirrelationship with the

you can get, but enjoy excellentrelationships, technical supportand service from Finland andtheir Australasian team ofBengt Larsson and Rick Cook.”

Key Role at Auckland

Heavy machinery solutions pro-vided by Kalmar are handling alarge proportion of the 650,000TEUs moving through the Portsof Auckland’s network of seaand inland ports each year.

The port company’s con-tainer terminal operator, AxisIntermodal, is currently utilising33 high-performance Valmetand Sisu straddle carriers supp-lied by Kalmar.

“These are used for movingimport and export containers inour Axis Fergusson and AxisBledisloe container terminalyards and road and rail grids,”explains Axis Intermodal gene-ral manager Sandy Gibson.

“At the terminals, the strad-dles move containers from cra-ne to yard to truck and vice ver-sa. At Axis Rail, the straddlesmove containers onto and offtrains at the rail grid.”

A fleet of 14 Kalmar contai-ner forklifts (for laden contai-ners), empty lift trucks and

reachstackers are also beingdeployed by the port company.

“These are used for thequick and efficient handling ofcontainers in the Axis containerterminals’ empty yards(stacked up to seven-high), inthe conventional wharves (ol-der wharves that cannot runheavier straddle carriers) and atthe East Tamaki inland port.”

Sandy says the Ports ofAuckland calls upon an “army”of high-tech heavy machineryto maintain its position as “NewZealand’s largest maritime ga-teway for trade”.

“Kalmar is a substantialsupplier of container-handlingequipment and we value our re-lationship with them.”

Wellington Wharfies “Love”New Kalmar Equipment

CentrePort Wellington opera-tions manager Ray Kearns sayshis port company is rapt withthe performance of its new 16-tonne-capacity multi-purposeKalmar forklifts.

Having received “good cost-per-hour service” from one13-tonne and two 15-tonneKalmar forklifts over severalyears, CentrePort recently deci-ded it needed increased liftingpower for such cargoes assteel, timber, pallets, veneerand pulp.

“They further enhance thereliability of marshalling servi-ces at the port and extend ourability to handle a wide-varietyof breakbulk cargo,” he says.

“The Kalmar forklifts alsoenhance our levels of cargo ca-re and terminal safety. They fea-ture high-visibility cabins andsloping rear bonnets, whichenable operators to see moreload and surroundings from thecabin.”

“The guys just love these16-tonners. They are comfor-table and with the upgrade, alot of the vibration has gone outof the operation.”

Ray says a solid businessrelationship has developedbetween CentrePort and Kal-mar.

major ports in New Zealand’sNorth Island – where the majo-rity of the country’s populationis based.

A snapshot of the Kalmarconnection with the ports ofTauranga, Auckland, CentrePortWellington and Napier is a goodreflection of how we are gro-wing in the “Kiwi market”.

Tauranga Partnership

Kalmar has been a presenceright through the Port ofTauranga’s strong growth to be-come not just a major bulk portbut a powerful presence in thecontainer market.

Property Manager TonyReynish says the partnershipwith Kalmar began in 1999when growth in the port's ter-minal operation required addi-tional equipment to supple-ment the fleet of ten second-hand straddles purchased in1997from Modern Terminals,Hong Kong.

Three Kalmars were pur-chased in 1999 and, since then,an additional four have beenbought, with a further threecurrently on order. This willbring the total number of Kal-mar straddle carriers to ten, thelast five of which have been theESC340 diesel electric models.

“Initially, we were lookingfor a ‘no frills’ reliable straddleand we got that but, in addition,we value the commitment toongoing improvement from Kal-mar,” says Tony.

“Maximum hoist speeds ha-ve increased since the initial or-der, and environmental perfor-mance has been enhanced withnoise reduction options and theintroduction of the dieselelectrics.”

Tony adds a pat on the backfor the Kalmar team.

“We are as far away fromKalmar's factory in Finland as

“Kalmar came out and loo-ked at our operation and it wastheir engineer who said ourforklifts were actually a bit lightfor the work we were doing andthat down the track we shouldlook at these heavier ones.”

“In conjunction with ABEquipment, the local Kalmaragent, we developed a lubrica-ting device on the older models,to lubricate the main mast pivotpoints which we were burningout.”

“We also developed a pulpclamping system and softwareto automatically level theforklift masts. Kalmar came outhere to look at that too.”

Napier StrengthensKalmar Links

Port of Napier Ltd has recentlygone the Kalmar way in upgra-ding its container terminalplant.

Napier commissioned itsfirst DCD450-CSG Full ContainerHandler at the beginning of2004, and that proved a suc-cess when working through thepeak time of year.

Subsequently a decisionwas taken to replace two exis-ting machines with Kalmar pro-ducts.

Cargo Services ManagerGrant Whitfield said that follo-wing a tender process, ordershave been placed for one

DCD450-CSG Full ContainerHandler and one DCE90-6EEmpty Container Handler, thatare both due for delivery earlyin 2005.

“The key factor in makingthe decision to purchase Kal-mar plant, is the ability for theirheavy machines to achieve thehighest payload in our contai-ner terminal,” said Grant.

“While existing machineryhas provided good service overmany years, the purchase of thenew Kalmar equipment will pro-vide us with a good benchmar-king opportunity in terms ofmachine quality and reliability.”

Grant added that followingpositive organisational changeswithin AB Equipment, “we be-lieve that they are now in a po-sition to offer strong local sup-port and be able to follow up onany future requirements.”

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.

1514

More information:Bengt Larsson

Tel +61 3 9701 0311Fax: +61 3 9701 0399

bengt.larsson@kalmar.com.au

Strong in New Zealand ports

Kalmar FLT at the Port of Napier.

The relationship formed bet-ween Kalmar and the top portsin New Zealand’s both islands isproving to be a major successfor our Australasian operation.

Kalmar’s coverage of theNew Zealand market is splitbetween direct representationfor straddle carrier and terminaltractor customers from KalmarEquipment (Australia) Pty Ltd inMelbourne, Australia, and rep-

resentation for counter-balancing equipment such asreachstackers and forklifts fromAB Equipment Ltd, based inAuckland, New Zealand’s lar-gest city.

Managing Director BengtLarsson and Sales Manager RickCook provide the main interfa-ce with straddle customers, andhave continued to grow theirrelationship with the

you can get, but enjoy excellentrelationships, technical supportand service from Finland andtheir Australasian team ofBengt Larsson and Rick Cook.”

Key Role at Auckland

Heavy machinery solutions pro-vided by Kalmar are handling alarge proportion of the 650,000TEUs moving through the Portsof Auckland’s network of seaand inland ports each year.

The port company’s con-tainer terminal operator, AxisIntermodal, is currently utilising33 high-performance Valmetand Sisu straddle carriers supp-lied by Kalmar.

“These are used for movingimport and export containers inour Axis Fergusson and AxisBledisloe container terminalyards and road and rail grids,”explains Axis Intermodal gene-ral manager Sandy Gibson.

“At the terminals, the strad-dles move containers from cra-ne to yard to truck and vice ver-sa. At Axis Rail, the straddlesmove containers onto and offtrains at the rail grid.”

A fleet of 14 Kalmar contai-ner forklifts (for laden contai-ners), empty lift trucks and

reachstackers are also beingdeployed by the port company.

“These are used for thequick and efficient handling ofcontainers in the Axis containerterminals’ empty yards(stacked up to seven-high), inthe conventional wharves (ol-der wharves that cannot runheavier straddle carriers) and atthe East Tamaki inland port.”

Sandy says the Ports ofAuckland calls upon an “army”of high-tech heavy machineryto maintain its position as “NewZealand’s largest maritime ga-teway for trade”.

“Kalmar is a substantialsupplier of container-handlingequipment and we value our re-lationship with them.”

Wellington Wharfies “Love”New Kalmar Equipment

CentrePort Wellington opera-tions manager Ray Kearns sayshis port company is rapt withthe performance of its new 16-tonne-capacity multi-purposeKalmar forklifts.

Having received “good cost-per-hour service” from one13-tonne and two 15-tonneKalmar forklifts over severalyears, CentrePort recently deci-ded it needed increased liftingpower for such cargoes assteel, timber, pallets, veneerand pulp.

“They further enhance thereliability of marshalling servi-ces at the port and extend ourability to handle a wide-varietyof breakbulk cargo,” he says.

“The Kalmar forklifts alsoenhance our levels of cargo ca-re and terminal safety. They fea-ture high-visibility cabins andsloping rear bonnets, whichenable operators to see moreload and surroundings from thecabin.”

“The guys just love these16-tonners. They are comfor-table and with the upgrade, alot of the vibration has gone outof the operation.”

Ray says a solid businessrelationship has developedbetween CentrePort and Kal-mar.

major ports in New Zealand’sNorth Island – where the majo-rity of the country’s populationis based.

A snapshot of the Kalmarconnection with the ports ofTauranga, Auckland, CentrePortWellington and Napier is a goodreflection of how we are gro-wing in the “Kiwi market”.

Tauranga Partnership

Kalmar has been a presenceright through the Port ofTauranga’s strong growth to be-come not just a major bulk portbut a powerful presence in thecontainer market.

Property Manager TonyReynish says the partnershipwith Kalmar began in 1999when growth in the port's ter-minal operation required addi-tional equipment to supple-ment the fleet of ten second-hand straddles purchased in1997from Modern Terminals,Hong Kong.

Three Kalmars were pur-chased in 1999 and, since then,an additional four have beenbought, with a further threecurrently on order. This willbring the total number of Kal-mar straddle carriers to ten, thelast five of which have been theESC340 diesel electric models.

“Initially, we were lookingfor a ‘no frills’ reliable straddleand we got that but, in addition,we value the commitment toongoing improvement from Kal-mar,” says Tony.

“Maximum hoist speeds ha-ve increased since the initial or-der, and environmental perfor-mance has been enhanced withnoise reduction options and theintroduction of the dieselelectrics.”

Tony adds a pat on the backfor the Kalmar team.

“We are as far away fromKalmar's factory in Finland as

“Kalmar came out and loo-ked at our operation and it wastheir engineer who said ourforklifts were actually a bit lightfor the work we were doing andthat down the track we shouldlook at these heavier ones.”

“In conjunction with ABEquipment, the local Kalmaragent, we developed a lubrica-ting device on the older models,to lubricate the main mast pivotpoints which we were burningout.”

“We also developed a pulpclamping system and softwareto automatically level theforklift masts. Kalmar came outhere to look at that too.”

Napier StrengthensKalmar Links

Port of Napier Ltd has recentlygone the Kalmar way in upgra-ding its container terminalplant.

Napier commissioned itsfirst DCD450-CSG Full ContainerHandler at the beginning of2004, and that proved a suc-cess when working through thepeak time of year.

Subsequently a decisionwas taken to replace two exis-ting machines with Kalmar pro-ducts.

Cargo Services ManagerGrant Whitfield said that follo-wing a tender process, ordershave been placed for one

DCD450-CSG Full ContainerHandler and one DCE90-6EEmpty Container Handler, thatare both due for delivery earlyin 2005.

“The key factor in makingthe decision to purchase Kal-mar plant, is the ability for theirheavy machines to achieve thehighest payload in our contai-ner terminal,” said Grant.

“While existing machineryhas provided good service overmany years, the purchase of thenew Kalmar equipment will pro-vide us with a good benchmar-king opportunity in terms ofmachine quality and reliability.”

Grant added that followingpositive organisational changeswithin AB Equipment, “we be-lieve that they are now in a po-sition to offer strong local sup-port and be able to follow up onany future requirements.”

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.

1716

More information:Bengt Larsson

Tel +61 3 9701 0311Fax: +61 3 9701 0399

bengt.larsson@kalmar.com.au

”These fork lifttrucks are reliable”says Pan Pac

Pan Pac Forest Products now ha-ve nine Kalmars, with the latestacquired just a couple of monthsago. The newest machine, like its

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

AB Equipment, New ZealandCustomer Pan Pac Forest Products, NZ

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

Thumbs up fromSouth Island portsThe major New Zealand South Island container portsof Otago and Lyttelton are both long-standingcustomers of Kalmar.

Port Otago has purchased Kal-mar exclusively since 1992 with anumber of new purchases on aregular basis to lower the ageprofile of its fleet. In 2002 two ofthe latest generation straddlesarrived and in 2003 a further twoempty container handlers werebought into service.

Port Otago is expecting a furt-her three Kalmar twinlift CSC 350straddles to arrive in December2004.

John Murray, the port’s long-serving Plant Superintendent, ra-tes Kalmar equipment for theirversatility, reliability and theconstantly-improving handling ti-me with new generation plant.

“The feature I particularly likeon the later machines is the abili-ty to capture data such as thenumber of lifts, running timesand other information to improvethe overall utilisation of this vitalplant in a container terminal ope-ration,” says John.

Port Otago operates a contai-ner terminal and multipurposeoperation at Port Chalmers andowns and operates wharves inthe city of Dunedin, 11 kilometresfurther up the harbour.

The port offers a comprehen-sive range of services for bothshipping lines and cargo ownersincluding export warehousingand container packing at quaysi-de.

A high proportion of contai-nerised exports are reefers, withPort Otago being New Zealand’slargest meat export port.

Beginning with the purchaseof the first two straddle carriersand an empty container handlerin 1992, the relationship has flou-rished with Kalmar since then.

Lyttelton is exclusively utili-sing Kalmar straddle carriers

Further up the east coast ofthe South Island is the port ofLyttelton, which is exclusively uti-lising Kalmar straddle carriers inits container terminal.

The port company’s annualcontainer throughput has grownfrom an initial 16,953 TEU to a re-cord 161,200 TEU in the 2002-

2003 financial year.Lyttelton Port Company con-

tainer terminal manager PeterMcDonald says 11 straddle car-riers are being used to receiveand deliver containers to bothroad and rail transport.

“In addition, the straddles areused to move containers aroundour yard and to and from shipsi-de for loading and unloading,” hesays.

“We have been very satisfiedwith Kalmar’s professionalism insupplying and erecting themachines. The follow-up servicein terms of responses to queriesand questions is also good.”

“The supply and delivery ofparts for the machines has alsoprogressively been improvingover the recent period.”

Peter believes the Kalmarstraddle carriers are well-suitedto his port’s operations.

“A pure straddle carrier ope-ration enables maximum flexibili-ty. This is especially importantwith the unpredictable nature ofcargo arrival and pick-up.”

“A straddle operation allows

for consolidation of cargo by ves-sel and port, and at the same timeminimises storage area require-ments. They also allow for reducedhandling when locating containersrequired to be delivered.”

“Recently, with the aid of termi-nal operating software, we havebeen able to increase straddle car-rier productivity by moving strad-dles between various operationsand thereby minimising the timespent moving without a container.

“Improvements in the Kalmarstraddles – especially rope hoistsand improved speeds – have as-sisted in driver comfort and impro-ved handling rates.”

Peter says Lyttelton hasrecently placed an order for afurther four Kalmar straddle car-riers, expected to be delivered thisDecember.

Peter McDonald at Lyttelton Port.

predecessors, started its workinglife at Hawke’s Bay shifting pulpin the warehouse and loadingtrucks. ”The pulp mill works on a24 hour, seven day system andfor increased reliability, that’swhere we put our newest machi-ne, says Mike Flynn, who headsvehicle maintenance at Pan PacForest Products. ”We move thepulp on six tonne pallets, so weneed a very stable machine forthe job.”

Mr Flynn says the companycontinues to be happy with Kal-mar. ”From a mechanic’s point of

Over the years Pan Pachas conducted surveys ofother forklift equipment,but Kalmar kept comingup trumps. Pan Pac ForestProducts Limited acquiredits first 12 tonne Kalmar in1989. That same machineis still going strong...40,000 hours later!

view a real plus is the ease ofworking on them. They have a tiltcab for easy access and are veryreliable. Since we got the newmachine, two or three drivershave come to us and said thereis nothing we could do to themachine to make it more com-fortable to operate and the elec-tronic inching is a real bonus forour operation. We don’t have alot go wrong with the machines,but if we ever do, AB Equipmentis there to support us,” saysMr. Flynn.

Pictured Kalmar straddle carrier at Otago Port.

1716

More information:Bengt Larsson

Tel +61 3 9701 0311Fax: +61 3 9701 0399

bengt.larsson@kalmar.com.au

”These fork lifttrucks are reliable”says Pan Pac

Pan Pac Forest Products now ha-ve nine Kalmars, with the latestacquired just a couple of monthsago. The newest machine, like its

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

AB Equipment, New ZealandCustomer Pan Pac Forest Products, NZ

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

Thumbs up fromSouth Island portsThe major New Zealand South Island container portsof Otago and Lyttelton are both long-standingcustomers of Kalmar.

Port Otago has purchased Kal-mar exclusively since 1992 with anumber of new purchases on aregular basis to lower the ageprofile of its fleet. In 2002 two ofthe latest generation straddlesarrived and in 2003 a further twoempty container handlers werebought into service.

Port Otago is expecting a furt-her three Kalmar twinlift CSC 350straddles to arrive in December2004.

John Murray, the port’s long-serving Plant Superintendent, ra-tes Kalmar equipment for theirversatility, reliability and theconstantly-improving handling ti-me with new generation plant.

“The feature I particularly likeon the later machines is the abili-ty to capture data such as thenumber of lifts, running timesand other information to improvethe overall utilisation of this vitalplant in a container terminal ope-ration,” says John.

Port Otago operates a contai-ner terminal and multipurposeoperation at Port Chalmers andowns and operates wharves inthe city of Dunedin, 11 kilometresfurther up the harbour.

The port offers a comprehen-sive range of services for bothshipping lines and cargo ownersincluding export warehousingand container packing at quaysi-de.

A high proportion of contai-nerised exports are reefers, withPort Otago being New Zealand’slargest meat export port.

Beginning with the purchaseof the first two straddle carriersand an empty container handlerin 1992, the relationship has flou-rished with Kalmar since then.

Lyttelton is exclusively utili-sing Kalmar straddle carriers

Further up the east coast ofthe South Island is the port ofLyttelton, which is exclusively uti-lising Kalmar straddle carriers inits container terminal.

The port company’s annualcontainer throughput has grownfrom an initial 16,953 TEU to a re-cord 161,200 TEU in the 2002-

2003 financial year.Lyttelton Port Company con-

tainer terminal manager PeterMcDonald says 11 straddle car-riers are being used to receiveand deliver containers to bothroad and rail transport.

“In addition, the straddles areused to move containers aroundour yard and to and from shipsi-de for loading and unloading,” hesays.

“We have been very satisfiedwith Kalmar’s professionalism insupplying and erecting themachines. The follow-up servicein terms of responses to queriesand questions is also good.”

“The supply and delivery ofparts for the machines has alsoprogressively been improvingover the recent period.”

Peter believes the Kalmarstraddle carriers are well-suitedto his port’s operations.

“A pure straddle carrier ope-ration enables maximum flexibili-ty. This is especially importantwith the unpredictable nature ofcargo arrival and pick-up.”

“A straddle operation allows

for consolidation of cargo by ves-sel and port, and at the same timeminimises storage area require-ments. They also allow for reducedhandling when locating containersrequired to be delivered.”

“Recently, with the aid of termi-nal operating software, we havebeen able to increase straddle car-rier productivity by moving strad-dles between various operationsand thereby minimising the timespent moving without a container.

“Improvements in the Kalmarstraddles – especially rope hoistsand improved speeds – have as-sisted in driver comfort and impro-ved handling rates.”

Peter says Lyttelton hasrecently placed an order for afurther four Kalmar straddle car-riers, expected to be delivered thisDecember.

Peter McDonald at Lyttelton Port.

predecessors, started its workinglife at Hawke’s Bay shifting pulpin the warehouse and loadingtrucks. ”The pulp mill works on a24 hour, seven day system andfor increased reliability, that’swhere we put our newest machi-ne, says Mike Flynn, who headsvehicle maintenance at Pan PacForest Products. ”We move thepulp on six tonne pallets, so weneed a very stable machine forthe job.”

Mr Flynn says the companycontinues to be happy with Kal-mar. ”From a mechanic’s point of

Over the years Pan Pachas conducted surveys ofother forklift equipment,but Kalmar kept comingup trumps. Pan Pac ForestProducts Limited acquiredits first 12 tonne Kalmar in1989. That same machineis still going strong...40,000 hours later!

view a real plus is the ease ofworking on them. They have a tiltcab for easy access and are veryreliable. Since we got the newmachine, two or three drivershave come to us and said thereis nothing we could do to themachine to make it more com-fortable to operate and the elec-tronic inching is a real bonus forour operation. We don’t have alot go wrong with the machines,but if we ever do, AB Equipmentis there to support us,” saysMr. Flynn.

Pictured Kalmar straddle carrier at Otago Port.

1918

The cargo surveying and insur-ance businesses are well-versedin the damaging results of poorlypacked containers. The UK P&IClub, the world’s largest marinemutual insurer, estimated recent-ly that one in every three contain-ers is inadequately stuffed. In avideo entitled “If you think anyfool can stuff a container, thinkagain”, the Club assembled vari-ous examples of badly stuffedand lashed boxes – and demon-strated the resulting damage tocargo. Pallets, drums, bags orcartons all received their share ofairtime. Even handling equipmentsuch as forklift trucks could beseen toppled, defeated by thechallenges posed by poor con-tainer stowage. In fact, the evi-dence gathered in the UK Clubvideo showed that, as a result ofbad stuffing practices, travellingin a container is often no plea-sure cruise for a substantialamount of cargo moving aroundthe world.

Although the video wasreleased a few years ago, toomany of the poor packing prac-tices depicted are still happeningwith alarming regularity today.

Widespread problem

The UK Club claims that one ofthe main reasons so many exam-ples of poor stuffing turn up on adaily basis is because there is norequirement for the individualspacking containers to be quali-fied. “So nobody bothers to trainthem,” the video explains. “Butpartly it’s also because contain-ers look so reassuring.” After all,what can possibly go wrong insuch a sturdy steel box?

Rotterdam-based cargo sur-veying firm, Transrisk BV, has arich photograph collection thatconfirms a central observation inthe UK Club’s video: not enoughshippers are aware of the signifi-cant forces containers and theircontents undergo while at sea.The photos form a sometimesamusing and often bewilderinganthology of the woes of poorly

packed containers. Luckily, someof the containers photographedwere intercepted before ship-ment – for example, the contain-er carrying three pallets of liveammunition, unsecured andplaced in the middle of an other-wise empty box. The cargo andcontainer might have survivedthe 60,000 or so rolls, pitches andsways on its transatlantic voyage– but the odds were stackedagainst it.

“There was no malice intended,just a respectable armsmanufacturer whooverlooked a fewthings,” explainsRob Smits, thefounder and direc-tor of Transrisk.Many photos inTransrisk’s collectionelicit the response “whaton earth were they thinking of?”How can a loose drum not se-cured to its pallet possibly be ex-pected to cross the ocean safelyin a half-empty container for in-stance? Another photo depicts asingle drum which, due to verti-cal space restrictions, has beenplaced on its side with no secur-ing whatsoever. “Apart from thefact that it’s a sin to lay down adrum or a bin in that position inthe first place, there is no way itwould have stayed stationary ona sea journey,” Smits notes.

Yet another photo shows aone-ton automobile sitting on topof drums without even any ply-wood to protect the cargo be-neath it.

Transrisk inspects some10,000 boxes annually, most ofthem pre-shipment and on be-

The art ofstuffing acontainerYou would think that stuffing a container would be a straightforward matter – a simplecase 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 theinexperienced, the unwary and the just plain careless.

half of shipping lines. It regularlyrefers to its vast database of pho-tos in the many presentations itgives to shippers and forwardersabout the rights and wrongs ofpacking containers and, in partic-ular, hazardous cargoes – thecompany’s specialist area.

Cultivating the rightcorporate culture

According to Smits, the blame forpoorly packed containers isshared equally by original ship-pers and their forwarders. In linewith the UK P&I Club estimate, hereckons that up to 35 per cent ofall containers are poorly stuffed.“It shouldn’t be a cost issue,” heargues. “Professional lashingcosts no more than about 100euros or US$ 120 for an averagecontainer-load.”

“We think organisational defi-ciencies are the biggest malefac-

tor. The team leader mayknow his business and

he may once have in-structed the packers,but if he fails to makefinal checks, anynumber of problems

can go overlooked.People may stow and

lash with the best of inten-tions, without being aware ofsome built-in imperfection. Un-fortunately, if the consignee failsto give feedback because at theend of the day the damage isn’tthat serious, the original packerswill never learn the error of theirways,” Smits explains.

“We’ve seen loose pieces ofwood nailed together to form abar or a separation, but lackingany strength and, therefore, pur-pose whatsoever. We also seeabundant use of proper lashingmaterial, such as strong woodand airbags, applied with the pur-est of intentions but alas wronglyand thus ineffectively.”

Smits believes that consign-ee-to-shipper feedback on poorstowage would bring about tre-mendous improvements. “Digitalcameras and e-mail make this

such an easy thing to do.”Company culture is another

major contributor to bad packing,says Smits. “All too often peoplekeep their mouths shut becauseof the fear of repercussions. Theymay be afraid to take the blameor worry that their observationmight result in unwelcomedelays in the shipping process.Because of this, we see manyexamples of containers beingclosed and shipped, despite thefact that, for example, a leakingdrum must have been detectedduring the stuffing process. Andall because nobody wants totake responsibility for fear itmight put their job in jeopardy.In an ideal corporate culture,supervisors should praise the‘messenger’. This attitude wouldencourage the development of anoperation where stowage mis-haps don’t become accidents orcalamities further on in the logis-tics chain, as well as ensuring thatshippers fulfil their duty of care.”

A helping hand

The Rotterdam-based surveyoracknowledges that informationand education – or “the dos anddon’ts of packing and stowage” –are hard to come by. “The UN’sInternational Maritime DangerousGoods Code (IMDG) manual pro-vides sufficient visual guidanceabout all types of packing. Addi-tionally, the packing industryhouses a lot of useful tips, butthese will inevitably focus on thetype of hoop, strap, airbag or tapeetc that a specific supplier is sell-ing. “I don’t know of any handy‘how to’ internet sites,” he says.

Smits would welcome a Euro-pean guideline enforcing the in-spection of all hazardous cargocontainers prior to shipping. How-ever, at present there exist nolaws or technical guidelines dedi-cated at preventing damage andaccidents caused by poor pack-ing. Until there is, the industry willcontinue to see cargo damageand claims as a result of poorpacking practices.

The dosand don’tsof containerpackingThe UK P&I Club aims to educate both shippersand consignees about best practice when itcomes to packing containers with theproduction of its video “If you think any fool canstuff a container, think again”. The short filmprovides a step-by-step guide through thecrucial stages of a container shipment.

• Getting the right container for the job isvital, says the UK Club. It may be 37 degreesoutside, but the temperature inside the boxcould exceed 50 degrees, making it akin to afloating sauna. Choosing a general-purpose drybox merely to avoid the extra costs of atemperature-controlled container or one withextra ventilation could well turn out to be falseeconomy.

• Check a container thoroughly beforeaccepting it. Containers with residues orstructural damage, or those that cannot besecurely locked and sealed should be rejected.It is also essential that boxes are watertight. If ashipper overlooks container deficiencies that acourt decides due diligence would haverevealed, he could find his cargo claim reducedor even rejected.

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

• Secure cargo safely, especially those goodssituated immediately adjacent to the containerdoors. Damage and injury are often caused bycargo falling out when the doors are opened.Large, heavy items should be placed centrallyand the safe loading limits of the lashing pointsmust not be exceeded. Plywood dunnageshould be employed between tiers of weakpacking to spread the load and used verticallyto protect cargo against corners and sharpedges.

• Minimise the risk of wet damage. Stretchand shrink-wrapping can provide excellentprotection against wet damage. Variousmoisture absorbent materials are also available.They aren’t cheap, but with the entire cargo atstake, the UK Club points out that penny-wisecan be pound-foolish.

• Always consider the needs of theconsignee. Include with the shipment allnecessary paperwork. This may include apacking list and a wood treatment certificate,depending on the country of destination.

• Unpack safely. The consignee should alwaysinspect the external conditions of the containerupon arrival. If it is hot, the fire brigade shouldbe contacted; if it is leaking, the surroundingarea should be evacuated and the hazardpotential assessed. Any damage on thecontainer’s exterior should be documented. It iswise to secure a strong strap around the twistbars on the container doors before the seal iscut to prevent cargo falling out.

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

Harry De Wilt

1918

The cargo surveying and insur-ance businesses are well-versedin the damaging results of poorlypacked containers. The UK P&IClub, the world’s largest marinemutual insurer, estimated recent-ly that one in every three contain-ers is inadequately stuffed. In avideo entitled “If you think anyfool can stuff a container, thinkagain”, the Club assembled vari-ous examples of badly stuffedand lashed boxes – and demon-strated the resulting damage tocargo. Pallets, drums, bags orcartons all received their share ofairtime. Even handling equipmentsuch as forklift trucks could beseen toppled, defeated by thechallenges posed by poor con-tainer stowage. In fact, the evi-dence gathered in the UK Clubvideo showed that, as a result ofbad stuffing practices, travellingin a container is often no plea-sure cruise for a substantialamount of cargo moving aroundthe world.

Although the video wasreleased a few years ago, toomany of the poor packing prac-tices depicted are still happeningwith alarming regularity today.

Widespread problem

The UK Club claims that one ofthe main reasons so many exam-ples of poor stuffing turn up on adaily basis is because there is norequirement for the individualspacking containers to be quali-fied. “So nobody bothers to trainthem,” the video explains. “Butpartly it’s also because contain-ers look so reassuring.” After all,what can possibly go wrong insuch a sturdy steel box?

Rotterdam-based cargo sur-veying firm, Transrisk BV, has arich photograph collection thatconfirms a central observation inthe UK Club’s video: not enoughshippers are aware of the signifi-cant forces containers and theircontents undergo while at sea.The photos form a sometimesamusing and often bewilderinganthology of the woes of poorly

packed containers. Luckily, someof the containers photographedwere intercepted before ship-ment – for example, the contain-er carrying three pallets of liveammunition, unsecured andplaced in the middle of an other-wise empty box. The cargo andcontainer might have survivedthe 60,000 or so rolls, pitches andsways on its transatlantic voyage– but the odds were stackedagainst it.

“There was no malice intended,just a respectable armsmanufacturer whooverlooked a fewthings,” explainsRob Smits, thefounder and direc-tor of Transrisk.Many photos inTransrisk’s collectionelicit the response “whaton earth were they thinking of?”How can a loose drum not se-cured to its pallet possibly be ex-pected to cross the ocean safelyin a half-empty container for in-stance? Another photo depicts asingle drum which, due to verti-cal space restrictions, has beenplaced on its side with no secur-ing whatsoever. “Apart from thefact that it’s a sin to lay down adrum or a bin in that position inthe first place, there is no way itwould have stayed stationary ona sea journey,” Smits notes.

Yet another photo shows aone-ton automobile sitting on topof drums without even any ply-wood to protect the cargo be-neath it.

Transrisk inspects some10,000 boxes annually, most ofthem pre-shipment and on be-

The art ofstuffing acontainerYou would think that stuffing a container would be a straightforward matter – a simplecase 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 theinexperienced, the unwary and the just plain careless.

half of shipping lines. It regularlyrefers to its vast database of pho-tos in the many presentations itgives to shippers and forwardersabout the rights and wrongs ofpacking containers and, in partic-ular, hazardous cargoes – thecompany’s specialist area.

Cultivating the rightcorporate culture

According to Smits, the blame forpoorly packed containers isshared equally by original ship-pers and their forwarders. In linewith the UK P&I Club estimate, hereckons that up to 35 per cent ofall containers are poorly stuffed.“It shouldn’t be a cost issue,” heargues. “Professional lashingcosts no more than about 100euros or US$ 120 for an averagecontainer-load.”

“We think organisational defi-ciencies are the biggest malefac-

tor. The team leader mayknow his business and

he may once have in-structed the packers,but if he fails to makefinal checks, anynumber of problems

can go overlooked.People may stow and

lash with the best of inten-tions, without being aware ofsome built-in imperfection. Un-fortunately, if the consignee failsto give feedback because at theend of the day the damage isn’tthat serious, the original packerswill never learn the error of theirways,” Smits explains.

“We’ve seen loose pieces ofwood nailed together to form abar or a separation, but lackingany strength and, therefore, pur-pose whatsoever. We also seeabundant use of proper lashingmaterial, such as strong woodand airbags, applied with the pur-est of intentions but alas wronglyand thus ineffectively.”

Smits believes that consign-ee-to-shipper feedback on poorstowage would bring about tre-mendous improvements. “Digitalcameras and e-mail make this

such an easy thing to do.”Company culture is another

major contributor to bad packing,says Smits. “All too often peoplekeep their mouths shut becauseof the fear of repercussions. Theymay be afraid to take the blameor worry that their observationmight result in unwelcomedelays in the shipping process.Because of this, we see manyexamples of containers beingclosed and shipped, despite thefact that, for example, a leakingdrum must have been detectedduring the stuffing process. Andall because nobody wants totake responsibility for fear itmight put their job in jeopardy.In an ideal corporate culture,supervisors should praise the‘messenger’. This attitude wouldencourage the development of anoperation where stowage mis-haps don’t become accidents orcalamities further on in the logis-tics chain, as well as ensuring thatshippers fulfil their duty of care.”

A helping hand

The Rotterdam-based surveyoracknowledges that informationand education – or “the dos anddon’ts of packing and stowage” –are hard to come by. “The UN’sInternational Maritime DangerousGoods Code (IMDG) manual pro-vides sufficient visual guidanceabout all types of packing. Addi-tionally, the packing industryhouses a lot of useful tips, butthese will inevitably focus on thetype of hoop, strap, airbag or tapeetc that a specific supplier is sell-ing. “I don’t know of any handy‘how to’ internet sites,” he says.

Smits would welcome a Euro-pean guideline enforcing the in-spection of all hazardous cargocontainers prior to shipping. How-ever, at present there exist nolaws or technical guidelines dedi-cated at preventing damage andaccidents caused by poor pack-ing. Until there is, the industry willcontinue to see cargo damageand claims as a result of poorpacking practices.

The dosand don’tsof containerpackingThe UK P&I Club aims to educate both shippersand consignees about best practice when itcomes to packing containers with theproduction of its video “If you think any fool canstuff a container, think again”. The short filmprovides a step-by-step guide through thecrucial stages of a container shipment.

• Getting the right container for the job isvital, says the UK Club. It may be 37 degreesoutside, but the temperature inside the boxcould exceed 50 degrees, making it akin to afloating sauna. Choosing a general-purpose drybox merely to avoid the extra costs of atemperature-controlled container or one withextra ventilation could well turn out to be falseeconomy.

• Check a container thoroughly beforeaccepting it. Containers with residues orstructural damage, or those that cannot besecurely locked and sealed should be rejected.It is also essential that boxes are watertight. If ashipper overlooks container deficiencies that acourt decides due diligence would haverevealed, he could find his cargo claim reducedor even rejected.

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

• Secure cargo safely, especially those goodssituated immediately adjacent to the containerdoors. Damage and injury are often caused bycargo falling out when the doors are opened.Large, heavy items should be placed centrallyand the safe loading limits of the lashing pointsmust not be exceeded. Plywood dunnageshould be employed between tiers of weakpacking to spread the load and used verticallyto protect cargo against corners and sharpedges.

• Minimise the risk of wet damage. Stretchand shrink-wrapping can provide excellentprotection against wet damage. Variousmoisture absorbent materials are also available.They aren’t cheap, but with the entire cargo atstake, the UK Club points out that penny-wisecan be pound-foolish.

• Always consider the needs of theconsignee. Include with the shipment allnecessary paperwork. This may include apacking list and a wood treatment certificate,depending on the country of destination.

• Unpack safely. The consignee should alwaysinspect the external conditions of the containerupon arrival. If it is hot, the fire brigade shouldbe contacted; if it is leaking, the surroundingarea should be evacuated and the hazardpotential assessed. Any damage on thecontainer’s exterior should be documented. It iswise to secure a strong strap around the twistbars on the container doors before the seal iscut to prevent cargo falling out.

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

Harry De Wilt

Shippers Stevedoring isbetter positioned to handlegrowth now, Mr. Stratigakis says,in part due to the higher speed ofoperations that the Kalmar reachstacker makes possible. “Speedis a big advantage with a Kalmarreachstacker because you havemore flexibility,” Mr. Stratigakisnotes. “You can come in from theside, or from the back. You needless time to set up for the move.You can stack containers in tworows, instead of splitting therows, and you don’t have tomake as many unnecessarymoves.”

Indeed at other high-volumeterminals around the world,some customers have able toreplace older topmast machineswith fewer Kalmar reachstackers,due to a documented efficiencyboost of 50% or more fromreachstackers (1.5 boxes movedby Kalmar reachstackers forevery 1.0 boxes moved bytopmasts.) This advantage inspeed is due in part to the fewerunproductive moves performedby the reachstacker – boxes thedriver has to move in order toreach the “hard to reach” box.The Kalmar Cont-Master reach-stacker purchased by ShippersStevedoring has a greater liftcapacity than a topmast machine– a 45-tonne lift capacity in thefirst row, with second row capac-ities up to 31 metric tons.Stacking height is 5 x 9’6”containers in the first row and5 x 8’6” containers in the secondrow.

2120

Kalmar reachstackers continue the tradition of “firsts” at

Shippers Stevedoring,Port of Houston

On the south Texas gulf, ShippersStevedoring Company and thePort of Houston have been part-ners in innovation for more than30 years. Shippes Stevedoringdeveloped the first roll on/roll offterminal on the U.S. Gulf Coast;the Port of Houston pioneeredthe use of double-stack trainsand was the first U.S. port to con-duct air emissions testing on off-road equipment, and the first tomeet ISO 14001 standards forenvironmental excellence.

Today the Port of Houstonhas grown into the United State’ssecond largest port in total ton-nage (and first port in foreignwaterborne commerce), and withthree terminals at the Port ofHouston (at Barbours Cut; North-side City Docks, and WoodhouseTerminal), Shippers Stevedoringhas been an important part ofthat success.

In May 2004 ShippersStevedoring at the Port ofHouston added yet another“first”, one designed to acceler-ate future growth, when the firstKalmar reachstacker arrived inHouston for service.

Reaching for growth

For Shippers Stevedoring, thedecision to purchase Kalmarreachstackers was a decisiondriven by a desire to grow.“We will do twice the gate movesin 2004 that we did just 5 yearsago”, says Nick Stratigakis,President and COO of ShippersStevedoring. “In the past, wecouldn’t go after new business.Now we can.”

More information:Al McDougall

Tel +1 609 409 2819al.mcdougall@kalmarind.com

Shippers Stevedoring isbetter positioned to handlegrowth now, Mr. Stratigakis says,in part due to the higher speed ofoperations that the Kalmar reachstacker makes possible. “Speedis a big advantage with a Kalmarreachstacker because you havemore flexibility,” Mr. Stratigakisnotes. “You can come in from theside, or from the back. You needless time to set up for the move.You can stack containers in tworows, instead of splitting therows, and you don’t have tomake as many unnecessarymoves.”

Indeed at other high-volumeterminals around the world,some customers have able toreplace older topmast machineswith fewer Kalmar reachstackers,due to a documented efficiencyboost of 50% or more fromreachstackers (1.5 boxes movedby Kalmar reachstackers forevery 1.0 boxes moved bytopmasts.) This advantage inspeed is due in part to the fewerunproductive moves performedby the reachstacker – boxes thedriver has to move in order toreach the “hard to reach” box.The Kalmar Cont-Master reach-stacker purchased by ShippersStevedoring has a greater liftcapacity than a topmast machine– a 45-tonne lift capacity in thefirst row, with second row capac-ities up to 31 metric tons.Stacking height is 5 x 9’6”containers in the first row and5 x 8’6” containers in the secondrow.

2120

Kalmar reachstackers continue the tradition of “firsts” at

Shippers Stevedoring,Port of Houston

On the south Texas gulf, ShippersStevedoring Company and thePort of Houston have been part-ners in innovation for more than30 years. Shippes Stevedoringdeveloped the first roll on/roll offterminal on the U.S. Gulf Coast;the Port of Houston pioneeredthe use of double-stack trainsand was the first U.S. port to con-duct air emissions testing on off-road equipment, and the first tomeet ISO 14001 standards forenvironmental excellence.

Today the Port of Houstonhas grown into the United State’ssecond largest port in total ton-nage (and first port in foreignwaterborne commerce), and withthree terminals at the Port ofHouston (at Barbours Cut; North-side City Docks, and WoodhouseTerminal), Shippers Stevedoringhas been an important part ofthat success.

In May 2004 ShippersStevedoring at the Port ofHouston added yet another“first”, one designed to acceler-ate future growth, when the firstKalmar reachstacker arrived inHouston for service.

Reaching for growth

For Shippers Stevedoring, thedecision to purchase Kalmarreachstackers was a decisiondriven by a desire to grow.“We will do twice the gate movesin 2004 that we did just 5 yearsago”, says Nick Stratigakis,President and COO of ShippersStevedoring. “In the past, wecouldn’t go after new business.Now we can.”

More information:Al McDougall

Tel +1 609 409 2819al.mcdougall@kalmarind.com

More information:David FaitweatherTel +44 247683500

Fax +44 2476834523david.faitweather@kalmarind.com

Kalmar’s new ST122 terminal tractor is proving an

instant hit in the UK with Walkers Snack Foods, the UK’s

leading manufacturer of snacks. In October, Walkers took

delivery of its tenth Kalmar tractor and just two days

later, placed an order for an eleventh.

Kalmar ST122 is one of the latestexamples of Kalmar’s applica-tion-based models for efficientdistribution operations. An idealpractical example is the smooth,even rear-deck on the ST122which features wide and safestairways on both sides. This fea-ture is extremely useful for distri-bution operations, as driversneed to make air and electricalconnections for every trailer.However, in terms of yard opera-tions, this feature is less impor-tant as the tractor is usually cou-pled to the same trailer.

Kalmar Sales Manager,Richard ap Simon, confirms thatthe Kalmar design has arousedthe interest of not only largemanufacturers like Walkers butalso of the major retailers:

“The UK stands out in Europein that retailing is concentrated inthe hands of just a few largegroups. These companies havedeveloped networks of largeregional distribution centresthroughout the country and theiroperations are ideally suited toterminal tractor applications. Thisis particularly true given that theUK is also heavily committed tothe use of semi-trailers whereasin mainland Europe, there are farmore companies using drawbarsand demountable systems.”

“Unlike the US where Kalmarsells hundreds of trucks underthe Ottawa Kalmar brand as yardshunters, in the UK, we have adeveloping and potentially large

market. Travelling around thecountry, it is surprising to seesome companies still using old‘road-going’ tractors for shuntingor, even worse, leave tractorsconnected to the trailers whilethey are loaded or unloaded. Inthe larger, more sophisticatedoperations like Walkers, wherecosts are analysed very carefully,this is simply not acceptable.”

Dave Parkes is Fleet Engineerfor PepsiCo UK & Ireland rein-forces this point:

“Only in smaller depotswhere you would not have a suf-ficiently high utilisation factor tojustify a terminal tractor, can youseriously consider staying withthe old ways. As Walkers hasgrown, so have its factories. Weappreciate the way in which our

Kalmars have contributed to ourhigher levels of productivity andefficiency.”

500 trailer movements daily

Five Kalmar tractors, includingthe new ST122 are now operatingat the company’s flagship site inLeicester while two more operatein Peterlee, two in Warringtonand one in Coventry. The elev-enth machine has been orderedfor a new depot in Lincoln.

The factory at Leicester pro-cesses over 200 tonnes of pota-toes daily and some 500 trailermovements a day are required totransport the various snack prod-ucts to a large customer baseincluding supermarket regionaldistribution centres(RDCs). Emp-ty trailers returning to the factoryare dropped in designated bays,releasing the road-going tractorand driver to hitch up to a pre-loaded trailer and be on the roadagain in a matter of minutes. Thefive Kalmar tractors are usedwithin the factory to move thetrailers to and from the loadingbays.

As a brand, Walkers domi-nates its market sector in the UKwhere some eleven millionWalkers snacks are eaten everyday. Internationally, Walkers ispart of the Frito-Lay InternationalGroup, itself a member of theglobal PepsiCo empire.

Delivering to the customer

Dave Parkes is Fleet Engineer forPepsiCo UK & Ireland and over-sees a transport fleet comprising220 road-going tractors, 50 rigidsand drawbars, and 580 trailers.This fleet is growing steadily asPepsiCo integrates the fleet op-erations of its recently acquiredbusinesses such as Quaker Oatsand Tropicana. “Some transportoperations currently contractedout to third parties may well bebrought back in-house”, explainsDave.

Dave bought his first Kalmarterminal tractor, an ET120, in1999 and it is still in daily opera-tion, despite the fact thatWalkers’ tractors tend to averagearound 400 hours per month.

Dave is a great Kalmar fan,appreciating both the reliability ofthe machines and the supportoffered by Kalmar in the UK:

“In five years, we have nothad any major problems with thetractors. All are still running withtheir original Cummins enginesand we have had to replace justone gearbox. Given the fact thatwe have a 24/7 operation andthat our drivers work the Kalmarshard, that is not a bad record.”

Walkers maintains its Leices-ter based Kalmar tractors in itsown workshop. It’s not a problemsays Dave:

“We tend to keep our road-going trucks for around sevenyears and therefore we are usedto servicing a wide variety of ve-hicles. We are currently buyingMercedes, Scania and Daf tractorunits but there are other manu-facturers such as Iveco still to befound in our fleet. If we do haveany queries, we have foundKalmar’s support to be veryresponsive.”

Prior to 1999, Walkers usedretired road-going tractors forshunting but they were much

slower and more prone tomechanical failure, explainsDave:

“With a purpose-designedterminal tractor, the operation ismuch faster. The driver just walksout of the rear door to connect ordisconnect the lines and hedoesn’t have to wind the trailerslegs up or down. The Kalmarunits offer greater accelerationtoo as they have automatic gear-boxes; the gearboxes and clutch-es of road-going tractor units aresimply not designed for constantstop-start forward and reversingoperations.”

Stepping out

Asked about improvements tothe design, Dave noted that eachmodel saw gradual improve-ments but felt that the biggestchange was to the steps:

“Although in theory, it shouldnot be necessary for the driver tocome down from the tractorcab/rear platform, in our opera-tion, it is. To comply with UKHealth and Safety Executive (HSE)recommendations, we use man-

ual parking brakes on our trailers,both when they are parked out inthe yard and when at the loadingbays. Therefore, the ease withwhich a driver can mount anddismount is important to us. Thenew tractor designs are muchimproved in this respect.”

Asked specifically about im-proved fuel consumption, Davepretended not to have noticed:

“We spend over £7 millionper annum on diesel and wemonitor the performance of ourScanias, Mercs and Dafs veryclosely, even noticing how differ-ent drivers compare when usingthe same model of truck. Giventhat the Kalmars run on red(untaxed) diesel, fuel consump-tion is not so much of an issue.”

Interestingly, the Kalmars playa part in helping Walkers’ em-ployees develop their personalcareers. Dave explains:

“We recruit our drivers for theterminal tractors from our ware-house staff. Some of them thenuse this driving experience as abasis for getting their Class ILarge Goods Vehicle (LGV) drivinglicences and go on to drive Walk-ers trucks delivering to the su-permarkets. As there is a criticalshortage of Class I LGV drivers inthe UK, this is a definite benefit tothe company.”

Walkers and PepsiCo

PepsiCo is a world leader in con-venient foods and beverages,with revenues of about $27 bil-lion and over 143,000 employees.The company consists of thesnack business of Frito-Lay NorthAmerica and the beverage andfood businesses of PepsiCoBeverages and Foods, whichincludes PepsiCo BeveragesNorth America (Pepsi-Cola NorthAmerica and Gatorade/TropicanaNorth America) and QuakerFoods North America. PepsiCo

International includes the snackbusinesses of Frito-Lay Interna-tional and beverage businessesof PepsiCo Beverages Interna-tional. PepsiCo brands areavailable in nearly 200 countriesand territories.

Many of PepsiCo’s brandnames are over 100-years-old,but the corporation is relativelyyoung. PepsiCo was founded in1965 through the merger ofPepsi-Cola and Frito-Lay.Tropicana was acquired in 1998and PepsiCo merged with TheQuaker Oats Company, includingGatorade, in 2001.

PepsiCo’s World Headquar-ters is located in Purchase, NewYork.

PepsiCo began its interna-tional snack food operations in1966. Today, with operations inmore than 40 countries, it is theleading multinational snack chipcompany, accounting for morethan one quarter of internationalretail snack chip sales. Productsare available in some 120 coun-tries. Frito-Lay North Americaincludes Canada and the UnitedStates. Major Frito-Lay Interna-tional markets include Australia,Brazil, Mexico, the Netherlands,South Africa, the United Kingdomand Spain.

Often Frito-Lay products areknown by local names. Thesenames include Matutano inSpain, Sabritas and Gamesa inMexico, Elma Chips in Brazil and,of course, Walkers in the UK.

22 23

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

Making light work of Walkers snacks

More information:David FaitweatherTel +44 247683500

Fax +44 2476834523david.faitweather@kalmarind.com

Kalmar’s new ST122 terminal tractor is proving an

instant hit in the UK with Walkers Snack Foods, the UK’s

leading manufacturer of snacks. In October, Walkers took

delivery of its tenth Kalmar tractor and just two days

later, placed an order for an eleventh.

Kalmar ST122 is one of the latestexamples of Kalmar’s applica-tion-based models for efficientdistribution operations. An idealpractical example is the smooth,even rear-deck on the ST122which features wide and safestairways on both sides. This fea-ture is extremely useful for distri-bution operations, as driversneed to make air and electricalconnections for every trailer.However, in terms of yard opera-tions, this feature is less impor-tant as the tractor is usually cou-pled to the same trailer.

Kalmar Sales Manager,Richard ap Simon, confirms thatthe Kalmar design has arousedthe interest of not only largemanufacturers like Walkers butalso of the major retailers:

“The UK stands out in Europein that retailing is concentrated inthe hands of just a few largegroups. These companies havedeveloped networks of largeregional distribution centresthroughout the country and theiroperations are ideally suited toterminal tractor applications. Thisis particularly true given that theUK is also heavily committed tothe use of semi-trailers whereasin mainland Europe, there are farmore companies using drawbarsand demountable systems.”

“Unlike the US where Kalmarsells hundreds of trucks underthe Ottawa Kalmar brand as yardshunters, in the UK, we have adeveloping and potentially large

market. Travelling around thecountry, it is surprising to seesome companies still using old‘road-going’ tractors for shuntingor, even worse, leave tractorsconnected to the trailers whilethey are loaded or unloaded. Inthe larger, more sophisticatedoperations like Walkers, wherecosts are analysed very carefully,this is simply not acceptable.”

Dave Parkes is Fleet Engineerfor PepsiCo UK & Ireland rein-forces this point:

“Only in smaller depotswhere you would not have a suf-ficiently high utilisation factor tojustify a terminal tractor, can youseriously consider staying withthe old ways. As Walkers hasgrown, so have its factories. Weappreciate the way in which our

Kalmars have contributed to ourhigher levels of productivity andefficiency.”

500 trailer movements daily

Five Kalmar tractors, includingthe new ST122 are now operatingat the company’s flagship site inLeicester while two more operatein Peterlee, two in Warringtonand one in Coventry. The elev-enth machine has been orderedfor a new depot in Lincoln.

The factory at Leicester pro-cesses over 200 tonnes of pota-toes daily and some 500 trailermovements a day are required totransport the various snack prod-ucts to a large customer baseincluding supermarket regionaldistribution centres(RDCs). Emp-ty trailers returning to the factoryare dropped in designated bays,releasing the road-going tractorand driver to hitch up to a pre-loaded trailer and be on the roadagain in a matter of minutes. Thefive Kalmar tractors are usedwithin the factory to move thetrailers to and from the loadingbays.

As a brand, Walkers domi-nates its market sector in the UKwhere some eleven millionWalkers snacks are eaten everyday. Internationally, Walkers ispart of the Frito-Lay InternationalGroup, itself a member of theglobal PepsiCo empire.

Delivering to the customer

Dave Parkes is Fleet Engineer forPepsiCo UK & Ireland and over-sees a transport fleet comprising220 road-going tractors, 50 rigidsand drawbars, and 580 trailers.This fleet is growing steadily asPepsiCo integrates the fleet op-erations of its recently acquiredbusinesses such as Quaker Oatsand Tropicana. “Some transportoperations currently contractedout to third parties may well bebrought back in-house”, explainsDave.

Dave bought his first Kalmarterminal tractor, an ET120, in1999 and it is still in daily opera-tion, despite the fact thatWalkers’ tractors tend to averagearound 400 hours per month.

Dave is a great Kalmar fan,appreciating both the reliability ofthe machines and the supportoffered by Kalmar in the UK:

“In five years, we have nothad any major problems with thetractors. All are still running withtheir original Cummins enginesand we have had to replace justone gearbox. Given the fact thatwe have a 24/7 operation andthat our drivers work the Kalmarshard, that is not a bad record.”

Walkers maintains its Leices-ter based Kalmar tractors in itsown workshop. It’s not a problemsays Dave:

“We tend to keep our road-going trucks for around sevenyears and therefore we are usedto servicing a wide variety of ve-hicles. We are currently buyingMercedes, Scania and Daf tractorunits but there are other manu-facturers such as Iveco still to befound in our fleet. If we do haveany queries, we have foundKalmar’s support to be veryresponsive.”

Prior to 1999, Walkers usedretired road-going tractors forshunting but they were much

slower and more prone tomechanical failure, explainsDave:

“With a purpose-designedterminal tractor, the operation ismuch faster. The driver just walksout of the rear door to connect ordisconnect the lines and hedoesn’t have to wind the trailerslegs up or down. The Kalmarunits offer greater accelerationtoo as they have automatic gear-boxes; the gearboxes and clutch-es of road-going tractor units aresimply not designed for constantstop-start forward and reversingoperations.”

Stepping out

Asked about improvements tothe design, Dave noted that eachmodel saw gradual improve-ments but felt that the biggestchange was to the steps:

“Although in theory, it shouldnot be necessary for the driver tocome down from the tractorcab/rear platform, in our opera-tion, it is. To comply with UKHealth and Safety Executive (HSE)recommendations, we use man-

ual parking brakes on our trailers,both when they are parked out inthe yard and when at the loadingbays. Therefore, the ease withwhich a driver can mount anddismount is important to us. Thenew tractor designs are muchimproved in this respect.”

Asked specifically about im-proved fuel consumption, Davepretended not to have noticed:

“We spend over £7 millionper annum on diesel and wemonitor the performance of ourScanias, Mercs and Dafs veryclosely, even noticing how differ-ent drivers compare when usingthe same model of truck. Giventhat the Kalmars run on red(untaxed) diesel, fuel consump-tion is not so much of an issue.”

Interestingly, the Kalmars playa part in helping Walkers’ em-ployees develop their personalcareers. Dave explains:

“We recruit our drivers for theterminal tractors from our ware-house staff. Some of them thenuse this driving experience as abasis for getting their Class ILarge Goods Vehicle (LGV) drivinglicences and go on to drive Walk-ers trucks delivering to the su-permarkets. As there is a criticalshortage of Class I LGV drivers inthe UK, this is a definite benefit tothe company.”

Walkers and PepsiCo

PepsiCo is a world leader in con-venient foods and beverages,with revenues of about $27 bil-lion and over 143,000 employees.The company consists of thesnack business of Frito-Lay NorthAmerica and the beverage andfood businesses of PepsiCoBeverages and Foods, whichincludes PepsiCo BeveragesNorth America (Pepsi-Cola NorthAmerica and Gatorade/TropicanaNorth America) and QuakerFoods North America. PepsiCo

International includes the snackbusinesses of Frito-Lay Interna-tional and beverage businessesof PepsiCo Beverages Interna-tional. PepsiCo brands areavailable in nearly 200 countriesand territories.

Many of PepsiCo’s brandnames are over 100-years-old,but the corporation is relativelyyoung. PepsiCo was founded in1965 through the merger ofPepsi-Cola and Frito-Lay.Tropicana was acquired in 1998and PepsiCo merged with TheQuaker Oats Company, includingGatorade, in 2001.

PepsiCo’s World Headquar-ters is located in Purchase, NewYork.

PepsiCo began its interna-tional snack food operations in1966. Today, with operations inmore than 40 countries, it is theleading multinational snack chipcompany, accounting for morethan one quarter of internationalretail snack chip sales. Productsare available in some 120 coun-tries. Frito-Lay North Americaincludes Canada and the UnitedStates. Major Frito-Lay Interna-tional markets include Australia,Brazil, Mexico, the Netherlands,South Africa, the United Kingdomand Spain.

Often Frito-Lay products areknown by local names. Thesenames include Matutano inSpain, Sabritas and Gamesa inMexico, Elma Chips in Brazil and,of course, Walkers in the UK.

22 23

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

Making light work of Walkers snacks

By August 2006, Kalmar in Rotter-dam is scheduled to commissionthe last of 12 refurbished superpost-Panamax STS cranes atECT’s giant Delta peninsularcomplex at the RotterdamMaasvlakte.

“Proven delivery speed iswhat made us favour Kalmarabove all other bidders in thetender process,” explains JanGelderland, ECT’s Director of

Operations and TechnicalServices. Kalmar had already en-larged and refurbished one cranewithin a given timeframe for ustwo years ago. And as that firstcrane has since performed in ac-cordance with our agreed speci-fications, we knew we couldcount on them.”

The ambitious five-plus-seven crane refurbishing con-tracts are part of ECT’s colossal270 million euros investmentprogramme designed to boostcontainer handling and stackingcapacity at its Delta complex bymid-2006.

These two ECT contractsmost likely constitute the biggestSTS crane refurbishing pro-gramme ever.

One million extra moves

The refurbishment contracts fol-lowed preliminary engineeringassignments to establish techni-cal and economical feasibility.These too were granted to

Kalmar in Rotterdam.Gert Jan Doornewaard, Vice

President, Kalmar Solutions inRotterdam explains:

“Upon completion, the five1985-built STS cranes and theseven built in the early 1990s willall be capable of handling anydeepsea vessel plying the seastoday. Their booms will be ex-tended to handle 18 containerrows wide and their height under

the spreader will increase to 38and 40 metres respectively. Theywill also be able to handle at leastan additional one million movesin the ten extra years added totheir lifespan.“

The nuts and bolts

At present, work is focusing onthe first five cranes, which havealready achieved approximately1.7 million cycles. Their height isbeing increased by eight metresto 38 metres under the spreaderand their booms from 50 to 56metres. “The first three must becommissioned by the end ofDecember 2004”, MrDoornewaard explains

Each crane’s additional eightmetres is being added beneaththe horizontal portal beam, sothat the original superstructureremains intact. To cater for thesix-metre extension of the boomand to allow the cranes to per-form an extra one million moves,some reinforcements are being

Kalmar has received an order fortwo post-Panamax STS containercranes from Port Autonome de laGuadeloupe (PAG) at Pointe-á-Pitre. Rotterdam Short Sea Termi-nals has also chosen to stick withKalmar and placed an order fortwo widespan ship-to-shorecontainer cranes.

www.kalmarind.com/ news room

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

worldKalmar around the

35,000 andcounting forOttawa Kalmarterminal tractors

Kalmar Industries has celebratedthe production of its 35,000thOttawa Kalmar terminal tractor atits factory in Ottawa, Kansas,USA. The tractor was delivered tomajor rail yard operator andrepeat Kalmar customer,Rail Management Services ofMissouri, in September.

www.kalmarind.com/ news room

Growing demandfor STS cranes

........

More information:Gert Jan DoornewaardTel +31 10 294 6649Fax +31 10 294 6621

gert.jan.doornewaard@kalmarind.com

Kalmar STS at the Interforest terminalin Rotterdam was handed over inSeptember 2004. See page 6-7.

The firstautomatedKalmarEDRIVE®

reachesBrisbane’sshores

Commissioning of the 14 auto-mated Kalmar EDRIVE® ESCstraddle carriers ordered byPatrick Stevedores last year fordeployment in its unmannedstraddle carrier terminal on

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

The machines will be deliveredto the three new berths – 8, 9 and10 – currently under constructionfor fully fledged automated cargohandling.

Based on the excellentresults the autostrad operationachieved in terms of safety, costsavings and efficiency, Patrickplaced the order for these latest14 ESC straddle carriers.

Kalmar’s RTG heightening projectat BCT in Gdynia, Poland is pro-ceeding apace. Out of the totaleight cranes to be increased inheight from 1 over 3 to 1 over 5containers, five units have alreadybeen taken into operation.

When completed, the modifi-cations will increase BCT’s han-dling capacity from an annual400,000TEU to 600,000TEU.

As part of its expansion plans,BCT has also taken delivery recent-ly of four new Kalmar 5+1 wideRTGs capable of lifting 1 over5 containers high.

BCT Gdynia’s Exec-utive Vice President,Jan Mors, comments:

“Crane heightening is a solu-tion that can be considered formany terminals where the physi-cal grounds cannot be extendedand the only possible directionfor growth is upwards. By extend-ing the container stacking height,capacity can be increased con-siderably.”

“Tom Carignan (left), Director of Main-tenance Operations at Rail Manage-ment Services in St Louis, Missouri,with Randy Dennis, VP Sales andCustomer Support, Kalmar IndustriesCorp.”

Unmanned operations at Fisherman’s Island to commence early 2005

So how are the six-meter extensionsinstalled? Firstly, we dismount all elec-trical systems and cables. Then wetake the trolley away to allow for

new ropes to be fitted. The ex-tensions are then mounted,

the trolley is repositioned,new software is installedand finally the cranegoes for testing.

RTG heightening project boostsBCT Gdynia’s handling capacity by

Working solutionsA n e w l e a s e o f l i f e f o r E C T c r a n e s

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 fivePanamax STS cranes. This was soon followed by a contract for another seven STSrefurbishments. As a result, in less than two years from now the terminal operator willhave 12 super post-Panamax cranes capable of performing an additional 12 millionmoves combined.

applied to the superstructure.Mr Doornewaard notes that,

along with the steelwork, there isalso a significant electronic com-ponent to the refurbishment con-tracts. “The cranes will be givenstate-of-the-art computerisedSiemens systems to be integrat-ed into ECT’s automatic landsideoperations. Each system includesan electronic anti-sway functionto allow automatic positioning ofthe spreader over the AGV (auto-mated guided vehicle). The AGVis the intermediate between thecrane and the stack, handled byautomated stacking cranes(ASCs). It allows faster workingcycles, more operator comfort,and, therefore, improved produc-tion.”

To further optimise produc-tion and improve safety, a newtwistlock-handling platform is fit-ted at the cranes’ quayside con-tainer transfer area.

On to the next seven

After Christmas 2004 the firstthree revamped STS cranes willbe moved to the other side of thepeninsula, the Delta DedicatedWest (DDW) terminal, by heavy-lift self-propelled platforms. ByNew Year’s Day they will havebeen connected and ready toembark on the rest of their lives.The final two identical cranes arescheduled to join them in May2005.

Immediately after that, thefocus will shift to the seven 1992-built cranes at ECT’s DeltaDedicated North (DDN) terminal.As they’re fully operational, theywill be refurbished one at thetime, with an average of oneevery ten weeks. Their refurbish-ment will take place in a quietcorner of the terminal so as notto disturb day-to-day operations.

These cranes, which haveperformed some 1.2 millionmoves so far, will also be con-tractually guaranteed to reachthe three million mark oncerefurbished. Because they areyounger and bigger, their heightwill go from 32 to 40 metresunder the spreader, whereas the52 metre booms will only needan additional four metres to han-dle 18 containers wide. They toowill be retrofitted with the fullyautomated Siemens AGV-lanepositioning systems plus thetwistlock-handling platform.

Completion of the last craneis scheduled for August 2006.

Working solutionsSee page 24.

Jan Gelderland, ECT’s Director ofOperations and Technical Services.

All cranes,all brandsIrrespective of a client’s loca-tion, crane refurbishing isconcentrated at Kalmar Indus-tries in Rotterdam, due to thetechnological skills involved,according to Gert JanDoornewaard, Vice President,Kalmar Solutions. “We haveextensive knowledge of STScontainer cranes since theyhave been built here for about30 years now. And we don’tfocus on Kalmar STS cranesalone: we also have expertisein other types of cranes. As anexample, Kalmar is currentlyrefurbishing a number of largeore and coal grab cranes.

“The evolution of ships isovertaking a whole generationof STS cranes,” he explains.“We consider a ten-year-oldcrane to be young, but whatwas the maximum ship’s sizeforecast at in 1994?”

As well as physical en-largement of cranes, state-of-the-art electronic systemsthat enhance productivity canalso be retrofitted, even to thebenefit of relatively youngercranes. “A ten-year-old craneis at a ripe age for refurbish-ment. It will still have anotherten or more years of its origi-nal lifespan and with its bookvalue it is certainly well worththe investment,”Doornewaard concludes.

The use of floating sheerlegsbypasses the need to dismantlethe entire boom.