With a clear commitment to boosting productivity, yet reducing operational costs, Kalmar has designed this machine from the ground up, using customer feedback as an integral part of the development process. This machine is designed especially for heavy cargo handling in industrial applications, such as steel and manufacturing industry, as well as ports and terminals.

The Kalmar DCG180-330 now includes features that set new standards of performance and safety. The EGO cabin provides the operator with exceptional visibility, low noise levels and intelligent ergonomics, representing one of the most user-friendly environments available. The operator console is the operator’s extended arm as it is easy to understand, use and adjust. Providing maximum flexibility, the console puts controls, switches and indicators within easy reach, ensuring the most efficient forklift operation possible.

The operator can also select three different drive modes using the control panel. Each optimised to meet operational requirements, the operator simply shifts between modes to adapt the forklift to every type of application. The ‘Power’ setting maximises performance by increasing the number of tonnes moved per hour. ‘Normal’ setting balances power and economy to optimise profitability. If total cost of operations outweighs the need for performance, then the ‘Economy’ mode is preferred.

Compared to the previous model, the new DCG180-330 consumes up to 15% less fuel in standard configuration. By using the ‘Economy’ mode, another 15% of fuel savings can be reached. Add Kalmar’s renowned product quality and reliability, improved efficiency and higher uptime, and you see the true value of Kalmar equipment.

Lift speeds have been boosted thanks to variable hydraulic system that senses the load in every operation and adjusts the oil flow accordingly. Lifting cycles are now up to 40% faster compared to the previous model, preparing the machine faster for the next lift.

The Kalmar DCG180-330 features Cummins and Volvo engines which provide optimum power, yet contribute to a significant overall reduction in fuel consumption whilst ensuring compliance with the latest EPA Stage IV/EU Tier 4 Final emission standards.

Thomas Malmborg, Vice President, Forklift Trucks, said, “Kalmar continues to set the standard for forklift productivity, safety and low ownership costs. Purchase price is only one of many factors affecting total cost of ownership. In fact, price is a minor cost factor over the lifetime of a forklift. What truly matters in the long run is cost control and operational efficiency and they will show clearly on the customer’s bottom line.”

The rise with 50% can be contributed to the new Maasvlakte 2 terminals Rotterdam World Gateway (1,700 reefer plugs) and APM Terminal MV2 (4,500). The total is 2-3 times the capacity of the number two in the Hamburg-Le Havre Range. Also compared to the, in total handling capacity, larger container ports in Asia, Rotterdam takes a top position.

By far the largest number of reefer points, 17,600, can be found at the eight main sea terminals. The other 1,000 are distributed over specialised inland shipping terminals (300) and depots for container storage (800). For all container terminals, capacities and locations click here.

Sea terminals
About 80% of the connections at the sea terminals are concentrated at the five terminals on the Maasvlakte, although the two deep-sea terminals in the Waal/Eemhaven area have relatively many connections. Uniport still ranks two in this respect, after APMT MV2. The total capacity/connections per terminal is:

Most of the services that call in at ECT City and Uniport terminals arrive from Latin-America, South and West Africa, Oceania and Iceland/Norway. These are the source areas for meat, fish and fruit; by far the most important products for reefer containers.

Market
These frozen or refrigerated products are stored temporarily very close (Eemhaven, Maasvlakte) to the terminals in coldstores and/or have a final destination on the continent a relatively short distance from Rotterdam, up to 500 kilometres.

There is a large:
-direct substantial demand from consumers, whether or not via wholesale points such as those from Brussels, Paris/Rungis, Venlo and Barendrecht. Consolidation with Dutch horticultural products takes place at the latter locations.
– indirect demand from the traditionally strong regional/national food processing industry. These also generate re-export in reefer containers and export of Dutch products, especially dairy and potato products. Onions, flower bulbs and seed are important export products too.

In addition there is increased
sea-to-sea transit from the southern hemisphere especially to Russia, and from
Scandinavia to Asia (fish).

The favourable supply and demand situation is reinforced by the fact that many services, of which almost all those from Latin-America, call in at Rotterdam as the first port of unloading.

Handling capacity
Mostly forty-foot containers are connected to the 17,500 connections at sea terminals. With a multiplying factor of 1.8, the static capacity is over 30,000 TEU. With an average connection time of 3 to 4 days, the points’ maximum output could amount to 3 million TEU per year. Of course the actual results are reduced by seasonal influences (harvest and consumption patterns) while being stimulated by the value of the cargo and the higher costs of terminal spaces.

Dynamics
Consumption and production patterns are shifting, shipping lines change system (large Asia-services loading African cargo in Southern Europe) and others shift cargo from Waal/Eemhaven westward. It all means that Maasvlakte is becoming increasingly important for cargo in reefer containers. The increase in shipping between the southern hemisphere and North Western Europe works in the same way.

The dynamics aren’t limited to the sea side. Food has a strong emotional component and its transportation also needs to meet increasingly stricter quality requirements. Sustainability is an element of this and that is why more inland shipping is being used to and from Rotterdam for hinterland transport.

The dynamics for both sea and land mean that on the hubs, the terminals, there is a rising demand for interim storage and reefer points. The hinterland also changes in this respect. Traditionally, the Netherlands have an enormous coldstore capacity in the hinterland. Since a few years, the cool chain is extended up to and including the inland terminals as well. Barge transport of reefers will grow more important for intra-port transport too. Rotterdam Cool Port, which is expected to be kicked off this year, will be supplied from Maasvlakte by barges. In Cool Port (Waal/Eemhaven area) the cargo is reloaded in trucks, trains, barges again and short sea vessels. The latter transport mode also supplies cargo from Iceland, Scandinavia, the Iberian Peninsula and Mediterranean.

Macro
The export of seasonal fruit from South America and South Africa starts in February, which means almost all the fruit, with the exception of bananas which are produced all year. In Rotterdam, the container share in this is now full reefer vessels with pallets in their holds and containers as deck load.

The structural demand for fruit in Western Europe is hardly increasing but it is in Central Europe. The strongest growth, however, is taking place in the Middle East and Asia (taste development plus increased buying power). As a result, and reinforced by the euro/dollar ratio, more fruit flows to Asia. Increasing supply is expected but it takes time before new trees and plants are productive.

(1) The total
handling capacity of ECT City, ECT Delta and Euromax terminals in 2014/2015 is not supplied. The numbers in the table are those of February 2012 as published
in public sources.