While the economic slowdown has severely impacted orders for new cargo handling equipment, it has also provided respite for equipment manufacturers to review their businesses and plan for growth when the recovery comes. This is the case for Netherlands-based terminal tractor specialist Terberg Benschop, which grew its turnover from Û60m to Û160m between 2003 and 2008.
According to George Terberg, MD of the family-owned firm, a 25% fall in turnover in 2009 and an expected slow recovery this year has been grasped as an opportunity to invest heavily in changing the factory production layout, improve efficiencies, reduce lead times and prepare for economic recovery.
As part of this long-term vision, the company has just launched a new series of ro-ro tractors, following two years of customer consultation, research and development. The MD says his firm has designed the completely new series of machines, equipped with the latest technology, because it wants to stay in the lead as a producer of terminal tractors.
By starting from scratch, says export manager Frank Oerlemans, the company was able to implement new technologies in the best way and in the best positions on the machine.
The new RT series comprises three models. The RT223 and the RT283 are versatile 4x4 tractors, successors of the RT222 and the RT282, for average use in ro-ro operations. The new Òtop modelÓ is the RT323, replacing the RT382, introduced in 2003, as the biggest machine.
The RT323, also a 4x4, has a 240kW (326Hp) engine but Terberg says that the performance is close to that of the RT382 4x4, which has an engine of 272kW (365Hp). "The train weight of the new RT323, with a bigger engine and driveline, copes with the demand for stronger tractors with its train weight/lifting capacity of up to 230/35 tonnes," says Oerlemans.
"These figures are 375/45 tonnes even for the bigger RT382, which for a while will not be renewed because of its right measurements high fifth wheel Ð for certain applications. The RT323 is now filling the gap between the RT283 and the RT382 perfectly. We now have the perfect range of tractors to offer customers, whereby the right product for the job can be chosen."
The new range includes very few of the same parts as the existing Terberg range, which have been produced since 1998. The firm has followed a modular concept in a bid to fulfil its customers’ requirements in a cost-effective way.
New triple CAN-bus technology has been introduced to allow all functions to be integrated into a single electrical control system with redundancy built in. Oerlemans admits there was some reluctance to make such a big change, but the new CAN-bus system was trialled on an older model for a year with no resulting stoppages. He stresses the importance of using top components and the best type of connectors with the new design.
One single display panel displays full operational and service data, making tractor operations faster, safer and simpler. The use of the new CAN-bus technology also facilitates extensive tracing to assist service and maintenance staff, promising terminal operators savings in downtime, effort and cost.
The new RT chassis is built from steel plate, rather than rectangular profiles. This is intended to optimise its strength, provide better access to service points and to facilitate an extensive range of models due to the modular approach.
The chassis will be robot welded for strength, accurate measurements and tension-free welds. Computer testing of the forces and bending tension has been carried out to increase the safety factor. A new welding robot with the latest technology is on order and will start production later in the year.
The chassis structure is built with butt hinge pins, with ease of exchanging parts in mind. The chassis design includes cut-out corners that provide a better turning circle.
Terberg says that the new chassis will enable the new RT units to be equipped with the most environmentally friendly engines, conforming to Euromot 3B regulations for off-road equipment, mandatory in the years after 2010.
"Nevertheless the first engine has already been built in," says Terberg. "The engines that we will build in are using the SCR technology with AdBlue to clean the exhaust gases in the exhaust system."
A Mercedes engine is fitted as standard, with the alternative option of a Volvo Penta or Cummins engine. Oerlemans points out that the Mercedes engine is easily programmable and offers 170kW exhaust braking power for reduced maintenance cost. Built to Terberg’s own specifications, the ZF Transmission (6WG211) includes a lock-up converter and results in better fuel economy. The transfer case is a Kessler W1000 with a ratio of 1.371:1, allowing a higher torque.
The company has retained from its previous range the innovation of placing radiators on top of each other instead of behind one another, because the solution has proved to be very effective. This eliminates overheating of the driveline components, even in the hottest climatic conditions, combined with driving backwards.
The hydraulic system has double acting lift cylinders for quick release and lowering of the fifth wheel. The fifth wheel itself has been retained from the previous model but has new sensors, including a better positioned lock sensor and a king pin sensor that is not sensitive to metal debris.
A key element of the new RT development is ergonomics and safety. A new, larger cabin has also been designed for the new RT series 170mm wider, 120mm longer and 110 mm higher than its predecessor providing a more spacious and comfortable working environment. The cabin is built by sub-contractor TIM to Terberg’s own design. Visibility in the new cabin is optimised on all sides with slim pillars designed to give the best viewing angle.
The cabin has been made with ease of access and increased visibility a priority. A digital dashboard provides information to both the driver and service staff. The dashboard is connected to the main electro compartment through a double CAN-bus system to ensure maximum reliability.
The steering console is adjustable, both vertically and horizontally, for the best working position of the driver, while the enlarged cabin results in a larger seat adjustment for operators to find their ideal driving position.
Terberg has completely redesigned the 180-degree rotating driver console for optimal ergonomics. The driver console unit is mounted eccentric on a rotating plate. During rotation of the driver console, the driver moves away from the side of the cabin to ensure sufficient space for the driver’s feet. Dubbed ’Ergo-turn’, Terberg says this unique, patent-pending system creates an ergonomic driver space under all circumstances. The system is proportionally controlled by rotating the steering wheel. The manufacturer says that a lot of damage will be prevented because of this position when manoeuvring trailers in ships and in narrow parking lots with trailers very close to each other.
The new CAN-bus system results in a modest wiring loom through the rotating point of the swivelling device, to connect all the functions in the swivelling driving console to the tractor chassis.
For optimum safety, the new cabin has a strong construction and is tested and approved according to the ROPS (Roll Over Protection Structures) and FOPS (Falling Object Protection Structure) regulations from the CE machine directive. The access steps have been designed with equal step sizes and are constructed from galvanised steel plate.
Protection of the cabin frame against corrosion is achieved with a painting system starting with a zinc coating, followed by a layer of a cataphorese primary coat, and a final layer applied electro-statically.
Integrated noise isolation is standard on the new cabin, both in the floor and dampening material underneath the dashboard. The noise level is further lowered due to a viscous cooling fan on the engine and a big silencer in the exhaust system.
Options on the new RT range include left and right hand drive, integrated air conditioner, roof windows/manholes, a variety of mirrors, impact protection systems, exhaust gas purifier, pneumatic door safety pressure release and three different mudguard types.
Summarising the technical advantages of the new machines, Oerlemans points out that robust and well dimensioned components reduce the maintenance and repair requirements. Easy and simple installation of tractor components allow for a quick and efficient maintenance. Components are also well protected to reduce the risk of downtime due to accidental damage, while easy access to daily inspection points increase the tractorÕs utilisation and reduce maintenance costs.
Reduction in fuel consumption is another key advantage emphasised by the company, with efficient engine cooling, optimal heat exchange from the flat radiator concept and optimum steering geometry to reduce rolling resistance and improve tyre life.
"Designing the new tractor we kept in mind that the ergonomics for the driver should be perfect and that maintenance and repairs of the product during its lifetime should be as easy as possible," says Oerlemans. ÒIn the end, the total cost of ownership is what is important to our well organised customers. We think to have succeeded in this task.Ó
