“Almost no orders were cancelled during the past year and a half, which was very important to enable us to continue production,” says Export Manager Frank Oerlemans. “In good cooperation with customers we agreed to reduce the speed of deliveries from the second quarter of 2009, which enabled us to slow down the production level at an early stage in the crisis and to allow customers to receive the ordered tractors only when they were needed. At this moment the market is stable and picking up only little by little. In our view it will still take a while before we will really see signs of recovery.” Cargotec, which produces the Kalmar range of terminal tractors, has also noted that it will be a gradual process before the market fully recovers, particularly in port-based terminal operations. “The demand for forklift trucks and terminal tractors was lower in 2009 than in the previous year due to lower industrial production and distribution centre activity. There are tentative positive signs visible in the order intake for industrial business, however uncertainty continues in port terminal business,” says Mikko Vuojolainen, Vice President of the company’s terminal tractors division. “In particular, very few customers are in need of adding more equipment to their operation, which was a very typical reason for investments a few years ago. Instead, current business often involves replacement or isolated greenfield-type investments from our customers.” Heath Parsons, Vice President of sales at Texas-based firm Capacity, concurs that reacting to the downturn is a long-term challenge: “Yes, Capacity has seen some positive signs in the market. However, things continue to be erratic. Although the downturn has affected some planned projects on the customer side, Capacity has continued to push forward with organisational improvements and product design and launches.”
Changing Times
Capacity has introduced a number of product enhancements to its trademark Trailer Jockey range of tractors in recent years. These include a new electrical system, which incorporates instrument panel design, with the primary objective of eliminating unnecessary wires, and easing electrical troubleshooting, as well as decreasing electrical issues. A further development of the Trailer Jockey range has been the elimination of the hood, which was previously required to check oil and transmission levels. These points are now located on the frame side and accessible from the ground. This has created a one-piece design, eliminating accessory parts, brackets, rust points, and so forth. The new Vista cab design also includes a new dash design for improved driver ergonomics and interaction. Safety is a key issue amongst the company’s other enhancements to the range. The Trailer Jockey fuel tank steps have been increased in depth from six to ten inches, while all walkways and handrails on the terminal tractors are now ‘safety yellow’ as standard (unless otherwise requested by the customer). Other notable recent enhancements to the Trailer Jockey include an optional 72-inch cab height, and an optional all-new heating ventilation air conditioning (HVAC) system, improving current average output from 52 Fahrenheit to 38 Fahrenheit, as well as enhancing the reliability and expected life of hoses, clamps and adaptors. Across the board, reducing fuel consumption is a priority for companies operating in the terminal tractor market, both in the interests of lowering costs and complying with new emissions legislation. “Our development department is working on the implementation of the new line of greener engines that will be required in the coming years,” says Terberg’s Oerlemans. “We will have to comply with the Euromot 3B / Tier 4i regulations as we produce off-road equipment. In our case these engines will be executed with a selective catalytic reduction (SCR) catalyst. This means that we will have to find the space for this catalyst in the exhaust stack and a tank for the needed AdBlue liquid. In the 4×2 yard tractors we have already delivered several units with an engine that complies with the latest Euro 5 on-road standards. This engine is equipped with approximately the same additional gear as needed for Euromot 3B… For the 4×4, ro-ro tractor it is more complicated as all the space is already in use for driveline and other components. However, we have almost finished the first prototype 4×4 tractor with this new engine incorporated.” The first model equipped with this Euro 5 diesel engine was delivered to Dutch customer Verzinkerij Heerhugowaard, which specialises in thermal galvanizing of steel. When equipped with this engine, the Terberg YT222 terminal tractor can meet the Euro 5 exhaust emission standard without a particulate filter. Terberg also states that this tractor offers a significant logistical enhancement, affording simple lifting and lowering, with the hydraulic lift of the fifth wheel eliminating the need to operate the trailer’s support legs. To ease the work of the driver when maneuvering, and for maximum traction, the tractor is equipped with an Allison automatic gearbox, type 3000, with four forward speeds. The automatic locking of the torque converter, Lock-Up, ensures that as little energy as possible is lost in the gearbox. An as-standard feature of Terberg tractors, this is designed to ensure the lowest friction losses and the best possible performance. One of the most prominent, environmentally friendly developments of Capacity’s terminal tractor technology is the company’s PHETT (pluggable hybrid electric terminal tractor) model. Introduced last year, Capacity is now in full production of this model, which it boasts is the first of its kind in the world and offers up to 65% fuel savings compared to its diesel counterparts. The company states that the PHETT has a full return on investment (ROI) of less than four years, via the reduction of fuel expense and maintenance expense of the engine and transmission. Driven by a Baldor/Reliance AC traction motor, the PHETT’s power is stored in 52 lead-acid batteries and it can run for up to half a day following an overnight charge, purportedly at a cost of less than 65 cents. Its development period took just 10 months from the original concept to delivering the vehicle, with the first prototype put into action at the Port of Houston. In battery mode, the PHETT gives off zero noise and exhaust emissions, and even when its diesel ‘gen-set’ engine-generator mode kicks in, Capacity says that it affords a 30% reduction in decibel emissions in comparison to other models. The initial outlay for this hybrid model may be higher, but the long-term operational and maintenance savings are more than ample compensation. Priding itself on its ‘green’ range of products, Capacity has also offered liquid natural gas and compressed natural gas terminal tractor solutions since 2008, and is set to launch its ZETT (zero emission terminal truck) model later this year. The ZETT will operate for a minimum of 16 hours before taking 15 minutes to refuel with hydrogen. Further to Capacity’s research and development efforts, the company is also scheduled to launch a V-10 gasoline engine in late 2010, and in 2011 it will introduce methanol
technology as an alternative power option. Late last year, Cargotec announced that it had agreed to work with Singapore Technologies Kinetics Ltd to finalise the development of and then launch a hydraulic hybrid feature for Kalmar terminal tractors. The first of these hybrid models was unveiled at PSA Singapore Terminals, which currently operates a fleet of hundreds of Kalmar tractors. “Since the beginning of prototype integration for our Kalmar terminal tractor, we have been very excited to assist in this effort. The first Kalmar terminal tractor with a hybrid capability was delivered to Singapore for field-testing in October and has performed well,” said Vuojolainen. “The hybrid package recovers braking energy and releases it during acceleration, thus reducing fuel consumption and emissions by approximately 15%.” Indeed, the company has placed a focus on proactively responding to environmental legislation in its terminal tractor design. “The most important factor is that we are introducing new engines, not just updating the older models,” explains Timo Matikainen, Cargotec’s director of heavy terminal tractors and responsible for unit sales in Europe. “We mainly use Cummings, Volvo and Sisu Diesel engines and these will now feature a SCR (urea) system, which is added to the exhaust pipe. The change does not affect capacity but significantly reduces emissions, especially of nitrogen oxides… We are always carefully planning ahead to offer solutions that meet the latest standards. Work has already started to meet the Stage 4 regulations with an emphasis on particulate filtration.”
Comforting Developments
A further development for Cargotec came when it announced at the end of 2009 that it had taken its system for testing its terminal tractors to “a new level” by employing a custom-built dynamometer and loading system at its Tampere facility in Finland. When tested at the facility, a terminal tractor is driven to the test room and parked on the dynamometer’s rollers, which can be adjusted according to the wheelbase. The loading system places a weight of up to 50 tonnes on the fifth wheel of the terminal tractor, and the lift boom’s active tilting can be tested by a maximum of 10 degrees, thereby simulating various working conditions. The dynamometer tests the engine, transmission, axles, and brakes as well as the lifting capacity, stability, various temperatures and axle loads. In addition, the hydraulic pressure, pneumatic pressure, and electrics are tested onsite. “The dynamometer gives objective results for the terminal tractors without the possibility for human error. We will also use the system for developing new products – ie by driving simulated, controlled tests and measuring the performance of the tractor at its maximum levels,” said Matikainen. “Tests are not affected by outside temperature or other external conditions. We receive numeric and graphic data, which can be used in comparing specifications. Our customers can also visit us and observe the testing as well as obtain a report of the test results.” Alongside lowering maintenance expense and total cost of ownership (TCO), Terberg states that it focused when developing its new ro-ro tractor model on ergonomic enhancements and increasing space for the driver. One of the new technologies incorporated into the tractors is the rotating seat assembly. This sliding/rotating mechanism allows the driver optimised visibility, positioned very close to the side window. The company has concentrated on ensuring this seat can withstand significant use with minimal wear and tear, testing it through thousands of rotations. A further feature of the new ro-ro tractor cab is its increased roof height, allowing for more driver vision around the cabin. The cab is built across the full width of the tractor chassis to optimise noise insulation, a design facet Terberg states it has already proven via its yard tractor range, which it boasts provides “the benchmark in the industry.” Cargotec developed its current Kalmar icon series of terminal tractors in cooperation with drivers and specialists in ergonomics. The cab features a swivelling seat with adjustment features, a fully adjustable steering column, and a number of dimensional improvements to provide more head, elbow and leg room. The cabin’s front and corner curved windows and interior design have also reduced reflections and cabin noise considerably, complementing the improved visibility afforded by larger windows that include fewer and narrower window posts. The dashboard height is lower to give the driver a better view, while, in response to drivers’ wishes, other extras like multiple storage compartments, two bottle holders, a power output for mobile phone chargers, a glove locker, and space for two radio stacks have been accommodated within the cabin’s interior.
Driver comfort and ease of operation were top priorities when Cargotec redesigned its TT612d terminal tractors in mid-2008. The cab was altered to include a taller, rear doorway, and only one, low step separates the cabin from the rear deck, intended to facilitate a smooth entry and exit for the driver. The company’s TT616i load-on, load-off (lo-lo) model of terminal tractor was launched in January last year, again with a focus on customising the machine to meet exact customer demands, with optional features to control noise levels and emissions.
Evolutionary Road
With manufacturers so dedicated to product innovations and customisation, there is plenty of noteworthy news within the terminal tractor market. Indeed, within the space of this article, World Port Development has only been able to briefly touch upon developments. The continued evolution of terminal tractors, operators’ continued demand for the machines, and changes to emissions regulations all work to underline that this market will provide plenty more stimulation for discourse over the next few years.