If a single adjective could sum up the terminal and ro-ro tractor market, it’d almost certainly be ‘solid.’ But in these times of economic uncertainty, a bit of solidity is more reassuring than underwhelming. The manufacturers in this market are reporting decent levels of repeat business, and have been working hard on product enhancements. The focus of such improvements has largely been on ergonomics, environmentally (and fiscally) friendly fuel alternatives, and ease of maintenance. “The overall market situation for terminal tractors and ro-ro handling remains quite stable,” Cargotec’s heavy lift manufacturer Kalmar tells World Port Development. “There are some big projects ongoing and many customers are replacing their old units at the moment.”
Manitex-owned Italian manufacturer CVS has carried positive momentum from 2012 into the first quarter of this year, with sales and profit consistent. As with its other product divisions, the renewed trust of customers in CVS’s domestic market has had a positive impact on its tractor sales. This includes 20 machines to Voltri Terminal Europa, and three to Terminal Darsena Toscana. Additionally, in 2012, the company sealed a “very important” deal to supply 81 tractors to Transnet in South Africa. This comprised 10 powerful and ultra-compact FR270 ro-ro tractors and 71 FYT 230 terminal tractors.
Of Kalmar’s recent orders, tractors were an important element in a notable deal with Venezuela’s government-owned port operator Bolivariana de Puertos (Bolipuertos), SA. The terminal tractor element comprised seven heavy Kalmar TR618i units and 41 medium-sized 4×2 machines from the manufacturer’s Ottawa range. The order also included 30 Kalmar reachstackers, four empty container handlers, eight heavy forklifts and nine light forklifts.
Before the conclusion of last year, Kalmar also completed the delivery of eight terminal tractors to Klasco, the largest operator in the port of Klaipeda, Lithuania. This comprised two large TR618i machines to handle the most complex and heavy cargo, and six TRL618i units for more common cargo.
While Holland-headquartered manufacturer Terberg enjoyed a prosperous year in 2012, the company states that it has had a slower start to 2013, caused principally by the economic instability in Europe. Export Manager Frank Oerlemans says it nonetheless has a positive outlook on the market and is well placed to take advantage of new opportunities.
He adds that the ro-ro market is not growing, which has resulted in some peaks and troughs in terms of orders. But the average order numbers have otherwise remained fairly steady, and Terberg has managed to increase its market share with its latest ro-ro tractor model despite the initially slow 2013. The company’s orders for terminal tractors in 2012 included deals with DP World for ports in the UAE and Brazil; orders from a number of ports in Africa; and orders from across Europe, including Greece’s Port of Piraeus. Meanwhile, in the ro-ro market, the company won orders from several different customers in ports and industry across Australia; Turkey; Novorossiysk in Russia; DFDS Seaways; Ports of America; Grimaldi; and Interforest.
German manufacturer MAFI tells WPD that it believes the ro-ro market will “more or less stagnate” over the next few years. However, it does see increasing potential for tractors in industry and heavy duty applications. Additionally, in the present it has had a good start to 2013 in terms of tractor orders. This includes a number of major contracts across the port and industrial sectors, with further deals in the pipeline. Among these, DP World ordered 22 units of the new terminal tractor type T 230 for Djibouti, MultiRio in Brazil purchased 10 units and Maersk bought five units for Mauretania. The company also notched orders with customers in the Netherlands, Greece, Denmark and Germany.
COMFORTING INNOVATIONS
As you may recall from the launch last November, Kalmar’s most recent tractor introductions are the Kalmar TR626i/TR632i models. The manufacturer boasts that these machines have the highest lifting capacities of all terminal tractors on the market – of 36 and 50 tons respectively. Maximum gross carriage weights (GCWs) of 240 tons and 320 tons respectively make them ideally suited to hauling large loads and heavy ro-ro trailers. Ergonomic design is an important facet of the new machines, with the manufacturer having reviewed the positioning of the controls and introduced easy-to-understand symbols to make operations as comfortable, intuitive and safe as possible. Additionally, Kalmar has worked to give drivers the best position within the cabin to provide excellent visibility in all directions, while an asymmetrical seating arrangement gives the driver a better view from the side window. Cabin enhancements have also been central to the development of CVS’s latest FYT 230 and FR 270 tractors. The manufacturer has lowered the front windscreen and raised the rear part of the roof. This is intended to give drivers better views at all angles and the clearest vision of approaching spreaders and containers as they descend from a crane.
Additionally, CVS has reduced the number of instruments in the cab by regrouping most of them to produce a more ergonomic layout. It has also improved the suspension system, increased noise insulation, and enhanced safety with an updated, robust cabin frame to meet the latest ISO standards.
MAINTAINING SAFETY
Improved maintenance is at the heart of the new Kalmar models, which include a 3.5-inch colour CANbus interface, enabling enhanced machine diagnostics and facilitating customisation. The company has also designed the machines to offer easy access to areas such as the engine, air filter, pneumatic and hydraulic valves, hydraulic tank and CAN modules. This, it states, simplifies access for daily checks and adjusting procedures – meaning “faster and easier maintenance for a lower cost of ownership.” Similar maintenance concerns have been
integral to the development of CVS’s FYT 230 and FR 270 models. The manufacturer details that these have been equipped with the latest version of the CANbus management control system along with complete diagnostics, enabling the vehicles to integrate into more complex port control systems in real time. CVS also strives to standardise components across its various machines – reducing the cost, for example, of spare parts.
Last year, MAFI launched a completely new series of terminal and ro-ro tractors. These ‘T’ and ‘R’ models include a number of design facets to meet the requirements of a diverse range of specific applications and operations.
Among these latest machines is the T230 F, designed for ports and container terminals. This durable model has been designed with both cost per move (CPM) and total cost of ownership (TCO) considerations at its core.
Reduced maintenance demands are integral to the T230 F, on which the container chassis and tractor will generally only be disconnected during maintenance or repairs. MAFI adds that a frame structure made of high-grade steel is key in the design of the T230 F, ensuring that heavy containers are moved safely and efficiently within today’s fast-paced container terminals.
Other new introductions to the MAFI range include the T230 D, a tractor with an extended wheelbase designed for shunting semi-trailers/freezers in distribution and logistic centres. Additionally, the company has designed the R322 Z, which uses ballast weight instead of an elevating fifth wheel. This tractor is used for the transportation of bulky, heavy loads on drawbar trailers.
COOKING ON GAS
With emissions regulations such as Stage IIIB/Tier4i (and the forthcoming Stage 4/Tier 4F) becoming increasingly stringent, tractor manufacturers are looking at ecological and economical fuel alternatives. Kalmar, for example, strives to consider the configuration of its tractors in this respect on a case by case basis. As such, it is constantly adapting around customers’ needs, and foresees an ongoing demand for both hybrids and all-electrical solutions. Additionally, it has noted growing interest in liquefied natural gas (LNG) solutions in regions such as China and the Middle East. The manufacturer currently has machines in the demo phase featuring new LNG and hybrid technologies, and continues to investigate a range of options for alternative fuels. Terberg’s alternative fuel solutions for terminal tractors include the option to supply machines with LNG or compressed natural gas (CNG) drive lines –it will deliver such an LNG-driven tractor to Noatum in Valencia later this year. Additionally, Oerlemans states that the company has been running tests on a new, fully electric tractor, with “very positive” results. “We do believe that there will be a bright future for electric drive tractors,” he explains. “Depending on several factors, it is possible to calculate a positive result in comparison to diesel-driven tractors. [This] all depends, of course, on the local price of fuel and electricity. Important[ly], there are now batteries available that can contain enough energy to allow for intensive use over six to 10 hours without recharging.”
He continues that the Terberg all-electric option is “100% green”, with no additional fuel-burning equipment for functions such as heating, air conditioning, the air compressor or hydraulic pump. Terberg’s extensive development work on this all-electric solution has provided the backbone for UK division Terberg DTS (UK) Ltd launching its first-ever all-electric distribution tractor, which it exhibited at the recent Commercial Vehicle Show 2013 in Birmingham, the UK.
Oerlemans adds that Terberg is reluctant to indulge hybrid options as you can “‘only’ reduce the fuel consumption slightly.” And to do this, he details, you need a complete diesel drive train and the extra gear for the storage of the electricity.
“This makes the tractor very complex and expensive,” he continues. “The pay back time is much longer than with a fully electric version.” MAFI adds that it assumes LNG will be the future drive concept for tractors for the next couple of years. “According to our opinion hybrid and fully electric power-driven tractors [are not] economically sustainable. The total cost of ownership for such alternative drives will be much higher in comparison to LNG,” the company tells WPD. “This refers to outright purchase as well as regular maintenance costs.”