1. business and industrial
2. business operations
3. management
4. business process

Navis World
2015
Automation for brownfield terminals
Timo Alho, Director Terminal Automation, Kalmar
Why automation?
Challenges to deploy automation in existing terminals


Ongoing operation
 Container yard is highly occupied with
containers
 Equipment is in production, difficult to
give out equipment for retrofit.
 Changing operational mode is
challenging
 Bigger scale civil works impossible
 Existing layouts

Labour arrangements
 Existing labour contracts
 No right skillset and culture
 Organization structure

Existing IT environment
 TOS upgrade is a risk
 Building new network solutions may be
difficult
Existing equipment
 Equiipment in the beginning or middle of
the lifetime

Terminal layout
 Difficult shape
How to overcome those challenges?

Not immediately to full automation
 Process automation
 Step by step implmentation

Different implementation methods
 Start from terminal expansion
 Retrofitting
 Run automation and manual parallel

Focus on emulation testing
 Shorten the live testing period
 Use also to train people
 System integration
Types of automated terminals
Automated straddle carrier terminal
Benefits

Only one piece of equipment need to
handle the apron and yard

Fits to an existing straddle carrier layout

Low investment in infrastructure

High flexibility

Suitable for non-standard shape of
terminals

Low risk and relatively low capex

Short time frame to implement
Patrick Brisbane
• Open since 2007
• Quay length 930 m
• Capacity 800 000 TEU
• 27 Kalmar AutoStrads™ – 3-high
• Twinlift operation, loading and
discharging
• Decoupled process
• STS productivity 30+ cont/hr
• 2 transfer lanes on backreach
• 3 highways
• 26 truck grids
Patrick Port Botany
• Upgrade from Manual Strad to
AutoStrad operation
• Automation operational 4/2015
• Capacity 1 000 000 TEU
• 44 Kalmar AutoStrads™ – 3-high
• Twinlift operation, loading and
discharging
• Decoupled process
• Upgrade happening in 6 months
program, where the terminal will
be closed only for 4,5 days
Patrick Port Botany to cease operations for four and a half days
Danielle Shaw - Sydney
March 17 2015 - 13:40:04
Patrick’s Port Botany container terminal will be closed from Sunday March 29 to Thursday April 2 for the final stages of the terminal’s
redevelopment and automation.
According to Patrick, terminal operations will be “ramping down” from Thursday March 26 and the new automated terminal will “go live” from
Thursday April 2, followed by a “ramp-up” period.
“In the lead up to the final cut-over for automation, we have restricted capacity as construction work has had to take place in the midst of an
operating terminal.
“We understand this poses challenges to you and this is why we have subcontracted capacity out to the maximum extent to minimise customer
disruption”, Patrick has written to clients.
“We have now started our preparations for the final works required to cut over to automation,” said director-terminals and logistics Alistair Field in
a letter to customers, which was provided to Lloyd’s List Australia.
Mr Field added that final civil and systems works need to be carried out for automation to be completed and that these works cannot be carried out
while the terminal is operating.
But at least one shipping line executive is uneasy about the closure.
“We are very concerned that there seems to be no firm plan by Patrick to manage this closure at the moment.
“There are a lot of nervous industry players as this could easily turn into a choke point for weeks if not managed at this point in time,” he told
Lloyd’s List Australia.
However, Patrick told its customers that staff from the stevedore’s national operations centre will be in contact “from today” to explain the direct
impact of the closure and recovery period.
Lloyd’s List Australia contacted Patrick for further comment but, at the time of publication, had not received a response.
Automated RTG terminal
Benefits
 Reduced costs
» One operator controlling at least 2-3 RTG
cranes depending on the level of
automation and operational structure
» Operators required only for truck handling
and exception handling
 Decreased threshold towards automation
» Low cost alternative to ASCs
» Flexibility
» Better controllability over operation
» Step by step automation deployment
 Same technology as used with automatic
stacking cranes
» Proven in-house developed
software/hardware components
 Operators can be placed in a separate office
building. Safe working environment.
OPA - Port of Oslo
• 8 Kalmar zero emission RTGs
• Automated positioning
functionality realised with
Kalmar TLS
• Kalmar stack profiling system
• Kalmar SmartStack reports
container moves automatically
to TOS
• Complete data transmission
system between the control
room and the cranes
Step by step from conventional RTG to AutoRTG stacks
Automation level increasing
 RTLS implementation – PM and truck tracking
 Job promotion
 Automated handoffs
 Electrification
 Implementation of data communication
 Remote control implementation
 Semi-automation functions
 Automated housekeeping moves
 Truck lane safety solution implementation
 Enables fully automated gantry movement without supervision
AutoRTG with a terminal tractor or AutoShuttle
Terminal tractor
AutoShuttle
Lower labor cost:
 1 remote controller for remote controlled
truck handling
 Higher risk with interface terminal tractor
and external driver: safety and damages

Lower labor cost:
 1 remote controller only for exceptional
handlings

100% decoupling of container flow will limit the
horizontal transportation fleetsize

Potential congestion

“Zero” accidents

Terminal tractor and external trucks still
mixed

External truck handled via transfer points

On the same foot print same ( same lay out) or
even higher (improved lay out) stack density
possible

AutoRTG with a terminal tractor or an (automated) shuttle
carrier on a same foot print
7+1 TT lane = 8 wide
7+1 SHC lane= 9 wide
Automatic stacking crane terminal
Benefits

Proven solution in operation since early 90’s

Enables the highest possible capacity and stacking
density

Optimises throughput and stack footprint, ensuring
a predictable and sustainable performance
landside, waterside and in the stack itself

When using Kalmar AutoShuttle™ as a feeder,
apron size can be minimised

The combination of ASCs and AutoShuttles is
easily scalable, ensuring the capacity can be
increased in phases

For brownfield terminals, the space freed up could
be used for an expansion of the stacking area that
enables you to increase operational income
CTB, Hamburg
•
3 ASC cranes per block
•
Operational since 2010
•
Combination of automated stack
and manned straddles for horizontal
transport
•
8 “blocks” of each 3 RMG cranes &
automation:
•
Control & automation systems
•
Monitoring systems
•
Remote control systems
•
Navis: Sparcs for Planning,
HPC/ Inform for scheduling
and execution
Hybrid terminal
Trapac, Los Angeles
•
From RTG and terminal tractors 
ASCs and AutoStrads
•
A combination of perpendicular,
parallel and SC-stack
•
Terminal concept: Kalmar ASCs and
AutoStrads™ for horizontal transport
•
Operational: 2014
•
Designed for 30-35 cont/hr/quay crane
•
De-coupled process
•
3 AutoStrads per quay crane
•
Software: In-house TOS and Kalmar
TLS
•
Landside: Kalmar Automated truck
handling
TraPac terminal layout
Apron
SC Grounding area
ASC Stacking area
Rail
Combined terminal lay out: parallel and perpendicular
3 ASC Blocks
 10 Wide ASC
 Double crane per block
 1-0-5
 10 ASC Blocks
 9 Wide ASC
 9 blocks with double cranes
 1 block with single crane
 1-0-5
 Horizontal transport:
shuttle carriers

Combined terminal lay out: ASC and straddle carrier stack




ASC
 4 ASC Blocks
 6 Wide ASC
 Single crane per block
 28 TEU long
 672 GS
 1-0-5 - 3360 TEU
SC Blocks
 Manual SC
 4 SC Blocks
 1158 GS
 1-0-2 – 2316 TEU
Total Capacity
 1830 GS
 5676 TEU
Horizontal transport and
Stacking with Autostrads
Combined terminal lay out : ASC stack and reefer stack

10 ASC blocks,
9 Wide

Min 36 & max 38 TEU
long

Two ASC crane per
block

12 No's Reefer blocks

Total GS – 4,752 GS


Loaded – 3,330 GS

Reefer – 1,422 GS
Horizontal transport:
shuttle carriers
Combined terminal lay out : ASC stack and empty stack




6 ASC Blocks

8 Wide ASC

Double crane per block

1-0-5
12 ASC Blocks

8 Wide ASC

Single crane per block

1 block with single crane

1-0-5
Total 3984 GS

2784 GS for Loaded

56 GS for Reefers

1144 GS for Empties
Horizontal transport: shuttle
carriers
12 May 2015
27
Automation and landside impact

Data Quality

Truck appointment system
 Pre-announcement
 (D)GPS

Dedicated stack for “next” modality

Automated Truck Handling
The most important aspects for choosing the right solution

Required capacity

Available space

CAPEX, OPEX and TCO

Deployment process and possibilities

TOS and IT strategy

Project planning

System integration and testing

Risks control