INTERMODAL | MARKET REPORT
initial equipment sale,” says Thompson. Kalmar provides life cycle services including maintenance, spare parts and remote monitoring, which it says are important for promoting operational consistency and managing the total cost of ownership (TCO). In addition, its digital platform, MyKalmar Insight, provides customers with operational data to help them optimise fleet performance. Underpinning this is what it describes as deep domain expertise. “With decades of experience in the industry, Kalmar has developed a deep understanding of the operational intricacies of intermodal terminals,” adds Thompson, who explains that Kalmar’s approach focuses on partnering with customers to develop solutions tailored to their specific productivity, safety and efficiency goals. “This experience helps us provide reliable and forward-looking solutions that are highly valued as terminals navigate supply chain volatility and plan for future growth.” Kalmar’s intermodal offering includes
counterbalanced container handlers – an integral part of many intermodal operations, Kalmar reachstackers are used for handling loaded and empty containers across multiple rail tracks. In addition, it offers a range of empty container handlers and toploaders. All are available as electric versions if required. The same is true of its straddle carriers and even terminal tractors, which are designed for shuttling containers on trailers or chassis between different operational areas, such as rail and road sides. When it comes to strategies to increase sales, it is all about deepening these customer partnerships. “This involves a consultative approach to understand their operational pain points and develop integrated solutions – encompassing equipment, software and services – that deliver tangible improvements in productivity and safety,” says Murnane. It also involves supporting decarbonisation
Union Pacific recently
unveiled its Kansas City Intermodal Terminal.
while still ensuring efficiency. “Our strategy is to continue developing these solutions to help terminals meet regulatory requirements and pursue operational cost savings,” he adds. The third leg of the strategy stool is expanding digital offerings and life cycle services. Meijer cites Huisman’s balanced design, which incorporates the latest innovations in RMGs while maintaining excellent access for inspection and maintenance. Global service provision and European manufactured cranes are also key selling points. Its strategy is simple: to offer a high spec crane at a competitive price. Its RMG features full VFD control, stiff reeving and can be easily adapted to customer specific span, outreach, and rail interface requirements. It has a rotating trolley and a wide span, with extended outreach and gantry travel to cover a large areas. This makes it suitable for all intermodal operations such as rail, road, barge and stacking. Huisman RMGs are manually operated – either on the crane or remotely – and it is developing a fully automated product. Konecranes Lift Trucks offers a wide range of specialised reachstackers for intermodal and barge container handling. They can handle containers up to the third row across rail tracks, road lanes or the hull of a barge. Heavy duty machines, they have a long wheelbase, large lifting capacities and good manoeuvrability. The secret to success for Konecranes
Union Pacific now have a partnership with Norfolk Southern, creating a new domestic intermodal service.
is flexibility. “Konecranes intermodal reachstackers are highly flexible lifting tools,” says Nilsson. Its extensive list of features includes an eco-efficient engine, specialised spreaders and an adjustable cabin. It also offers remote control to enable operation outside of the cabin and the ability to increase capacity when managing container stacks in the storage yard. Electronic weight scales help to prevent overload.
This versatility is also reflected in drive train options. Its reach stackers can be equipped with Konecranes Flow Drive – a driveline that can cut fuel consumption between 25% to 30% in normal handling operations, and up to 40% according to ISO 23308, as tested by DNV. If combined with HVO100 biofuel, in addition to the fuel saved, it can reduce CO2
emissions by
up to 90%. The same HVO compatibility is available on its C-series forklift trucks. In addition, Konecranes offers laden container handlers and top loaders specifically designed for rail operations. “Top loaders can offer a shorter wheelbase than reach stackers and, therefore, suit terminals that have limited space,” says Nilsson. It also offers empty container handlers for railroad operation, with capability to reach eight containers high. Liebherr says its product offering in this segment is distinguished by its engineering independence and vertical integration. “Unlike many competitors who rely on third- party components, Liebherr designs and manufactures its own drive systems, control software and structural elements,” it says. “This results in machines that are finely tuned to the demands of intermodal operations and supported by a single-source service network.” Its portfolio includes the LHM series of harbour cranes, plus RMGs and RTGs. The RMGs are engineered for high stacking and wide spans. These cranes feature Liebherr’s eight-rope reeving anti-sway system and simultaneous drive motion, which together deliver exceptional spreader accuracy and productivity. They are designed for manual, semi-automatic or fully automated operation. Complementing these are the company’s STS container cranes, often the backbone of high-volume port operations. They are known for industry-leading availability rates of up
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