Making the switch

Reachstackers are being deployed in an ever expanding range of port terminal applications over and above their traditional role as the workhorse in container stacking yards.

And this greater spread of reachstacker operations means that quick release systems have become more important than ever, allowing units to switch from one operation to another with ease.

Even in a container handling environment, units capable of lifting trailers or incorporating 'piggy-back' attachments are viewed as more valuable assets than machines simply deployed on routine box stacking duties.

Paolo Tavola, export area manager at CVS Ferrari, agrees.

“A quick release system can be useful for those terminal operators who handle different types of cargo, but only want to keep a single machine. The DSR system we supply enables the operator to use the same machine with a spreader, magnets, piggy back spreader, and hooks for general cargo operations. Crucially, it is very fast and easy to turn a standard telescopic spreader-equipped reachstacker into a machine fitted with an hook for use with general cargo shipments.”

He notes that there is also a developing role for reachstackers in river ports, where they can be used to handle containers directly from barges, as long as stowed containers are stacked no more than three across. As a result, he remains upbeat about the future of this type of machine now that they are being deployed beyond their core container handling function.

Indeed, as the global container business has grown in importance, the traditional front line role of the reachstacker has diminished somewhat in the larger terminals. This is confirmed by ICTSI vice president Brian Oakley, who says that each of the group's global network of terminals makes use of reachstackers in different ways, adapting them to local requirements.

And while some terminals do use them as the sole means of container storage stacking, this is only considered as a short term solution until more economical facilities can be established.

“Most of our terminals do still maintain a few reachstackers to provide flexibility in what are nowadays predominantly RTG operations,” he confirms.

Significantly, ICTSI only purchases reachstackers to handle fully loaded containers, deploying side lifters on empty container movements. Lifting capacity is therefore based on reach, usually 45 tons at the first row and 31 tons at the second row. Asked whether ICTSI therefore takes ground pressure into consideration when buying reachstackers, Mr Oakley says it absolutely does.

“Reachstacker pavements are the most expensive to build in any port, so we try to minimise the areas in which they are permitted to operate,” he says.

Mr Tavola also stresses that the weight of individual reachstackers is important because this implies reduced fuel consumption, faster handling operations and little or no damage to the area where the reachstacker has to work.

“Not only do we claim to have the lightest ground pressure, but we also say our reachstackers have the shortest turning radius, which is another crucial asset,” he says.

In contrast, Mr Timothy notes that, in general, modern ports will cater for the all-up weight of all operational equipment on their site, therefore the structure of the ground and its ability to absorb the load through points of contact should not be a problem.

“Having said that, as the uses for reachstackers become more diversified, the question does become more important. In medium/smaller ports and in operations where the varied utilisation of units is capitalised upon – such as in the handling of wind turbines, steel slab, pipes an so on - the general area of operation may have been initially prepared for static/rail mounted cranes or slower track/multi-wheeled cranes. And their points of contact are more widely dispersed.”

Fuel consumption, he maintains, is perhaps even more of an issue.

For this reason, Linde reachstacker control systems have been developed to automatically balance the power requirements against the selected operation. At all times, the operational status of the units is analysed and fuel burn regulated to adequately meet individual operational requirements.

“In particular, when machines are static with the handbrake applied, the control of engine output is regulated by the signals from joystick movements and button operated functions. The accelerator pedal is automatically isolated. So, for example, if the machine is empty, then the energy required to elevate or extend the boom is lower than when laden. Furthermore, if sideshift, slew or twistlock operation is activated, then virtually no additional engine power above normal tick-over is required. This takes the 'heavy right foot variation' out of the equation,” says Mr Timothy.

ICTSI says it is definitely becoming more conscious about fuel consumption too now that fuel costs have increased so much.

“This is one of the parameters which are compared for all new purchases as a means of estimating lifetime costs. Our terminals monitor fuel consumption for all types of equipment as a key performance indicator. Some reachstacker manufacturers are more active than others in finding solutions to reduce fuel consumption. Load sensing hydraulic systems, for instance, help to minimise power demand when it’s not required and divert energy where it’s needed to increase operation speeds and decrease cycle times,” says Mr Oakley, who adds that fuel economy will become more important as fuel and labour costs increase.

CVS Ferrari claims its machines have to be highly fuel efficient, which it achieves thanks to the design of its hydraulic system. This incorporates variable displacement pumps with a load sensing distributor and flow sharing system.

“Our system, overall, helps boost machine performance, as well as ensuring the right oil temperature is maintained, which consequently enhances the life cycle of all the components. That, in turn, helps clients save money on maintenance.”