A sizeable shopping list

Fuel savings, greener performance, and improved ergonomics all feature on terminal tractor customers’ wish list, but only at the right price.

Manufacturer Terberg tackles the first two issues when it delivers its yard tractors in many cases with a fuel consumption package from transmission builder Allison. This package, says Terberg export manager Frank Oerlemans, contains a shift program whereby the gears are changed in a more fuel-efficient manner. Also, the resistance at idling is lower, to reduce fuel consumption.

For alternative fuel, Terberg can deliver its tractors with liquefied natural gas or compressed natural gas drive. “We have done research with regards to hybrid and electric vehicles. The technology is available and we could build such tractors,” says Mr Oerlemans. “However, intensive market research has shown that potential customers are not prepared to accept higher costs per container move. If all costs are taken into consideration during the lifetime of the tractor, including the necessary exchange of the batteries at the end of their lifetime, the costs per container move are considerably higher than with a ‘normal’ diesel-powered tractor.”

However, Carolyn Zhang, vice-president for Cargotec’s Kalmar terminal tractors, says: “I believe the 21^st century is a really green, environmentally-friendly century,” she says. “The whole world is moving towards this general direction. This is what most of our customers, including our customers in Asia, have been telling us in feedback, that green is their main focus nowadays. And that is why we are exploring hybrid technology.”

In November, Cargotec became the first to launch a hydraulic hybrid drive terminal tractor, offering, it says, significant fuel cost savings and greater reductions in nitrous oxide and particulate matter emissions. Aimed initially at the North American market, the tractor has been tested and the first orders secured. “But we are not stopping right there,” she says. “We are exploring and working with partners on other hybrid technology, which is more like electronic.”

The hydraulic hybrid drive terminal tractor was produced in a partnership with Singapore Technologies Kinetics (ST Kinetics) and its subsidiary, Kinetics Drive Solutions. The tractor is equipped with a parallel system that simultaneously transmits power from two distinct sources – the primary diesel engine and the secondary hydraulic motor.

It is important, says Ms Zhang, to reduce emissions and keep the air clean: “But of course you have to be competitive in business as well, so there is a cost consideration too.”

Last year Cargotec delivered 12 Kalmar Ottawa 4×2 tractors powered by LNG to a southern California import trucking and distribution company. The tractors meet the 2010 California Air Resources Board standards for off-road vehicle emissions, while improving on the performance of equivalent diesel-powered units, says the company.

Another key innovation for Cargotec is the development of a highway-certified petrol engine for terminal tractors, which will be available later this year. “This is a major deal for the sector, and is mainly aimed at the west coast US,” she says.

Cargotec has also developed a new technology called ‘Maximiser’ which is said to save 10% in fuel consumption; this will be available in the new model year, at the start of 2012. “We will be the first to be fully certified in compliance with the Environmental Protection Agency (EPA) with this technology,” says Ms Zhang. “We have achieved that certification already.”

For its part, Terberg has introduced the Euromot 3B (Tier 4i) engine range through its whole range of tractors. “This type of engine reduces the output of particles through the exhaust extensively in comparison to the Euromot 3A engines,” says Mr Oerlemans.

Terberg has also introduced a completely new ro-ro tractor featuring a considerably larger cabin, can bus technology in the cabin and a more modular way of designing and building. “The advantage for the customer is that after delivery it is also relatively easy to modify the unit to the latest developments in their operational work in the terminal,” he says. “Furthermore, the parts are used in more models, which increases the reliability and availability of the parts, and therefore the tractor as a whole.”

Last year Terberg introduced an entirely new product, the rail/road tractor type RR222 6×4. The company joined forces with German rail equipment specialist Zagro to design the model for in-terminal handling of rail wagons up to 2,000 ton GCW (gross combination weight). “It can drive on rubber tyres from one track to another and then move the train wagons on the rails by lifting the front axle from the ground with the rail wheels,” says Mr Oerlemans. “The advantage of this product is the high pulling capacity of 2,000 tonnes, the possibility to obtain a tractor for almost all available rail gauges, and the very small turning circle when driving on its rubber tyres, due to the standard front axle width.”

Easier manoeuvring/operations is a key demand from customers, says Terberg. In its new ro-ro tractor, it has incorporated a rotating seat based on its patented Ergo turn system. The system is designed so that while the seat is being rotated, it is moving as close as possible towards the side window of the tractor. This allows the driver easily to lean out of the side window to look at the trailer while positioning it close to the vessel’s sidewall or to other trailers already parked inside the vessel. “The enlarged cabin means that operations can be done easily by the driver,” says Mr Oerlemans.

Terberg used the downtime due to the economic crisis to ‘completely renew’ its production facility step by step. This project was completed in April and has increased production capacity by 50%. A large welding robot has been installed, capable of welding a complete chassis without the support of manual labour after it has been spot welded together.

“For the yard tractor, we have changed to a production process whereby chassis are moved through the production with a chain system. Workers have a certain period to do their job and then the chassis will move to the next working spot and the next chassis comes up. Due to these optimised procedures and ergonomically designed cranes and tools, the production is moving much more smoothly.”

Among recent orders for Terberg have been a series of YT tractors delivered to several container terminals in Egypt; 70 yard tractors delivered to the new container terminal in Kuwait; 20 tractors sold into South Africa; and 30 short MTS train tractors in production for the Santos container terminal in Brazil.

DFDS in Scandinavia has decided to replace its fleet in several terminals with the new RT model Terberg ro-ro tractors. And in the UK, the distribution sector has shown signs of recovery, says Mr Oerlemans. “For example, a large order of 52 units was received from Tesco.”