The heavy lift truck industry is a curious animal. There has been plenty of consolidation over the years – the last being the final wind-up of production at the ex-Terex (exFantuzzi) plant in Brescello, Italy at the end of 2017. Instead of producing there, Konecranes has set up a new service and technical assistance operation at the facility, taking on 29 of the former 133 production plant staff.

Despite the consolidation, there always seems to be somebody else cropping up. Just recently, ZPMC has added an ECH mast truck to its reach stacker offering (further details below). ZPMC could prove formidable, not least as it can link business to its crane sales (e.g. NUTEP Novorossiysk).

In India, there are, as yet, no signs of the promised Tata Hitachi reach stacker, but Loadstar, in association with Italy’s MTS Engineering (WorldCargo News, December 2017, p21), reports progress, despite delays. The original launch of the LS RS 4532 reach stacker was scheduled for the end of March 2018. However, Loadstar says that delays from the suppliers in Europe, particularly the transmission and electronic components from Italy, coupled with a delay from Parker, pushed things out to the end of May 2018.

“We still feel that, even then, it would be an achievement to launch a brand new reach stacker from scratch within five months as we started the project only in December 2017,” says Ravi Kumar,Loadstar’s managing director.

New in India

Kumar states that the LS RS 4532 has features hitherto not seen in machines made in India. Total machine weight is less than 70t, made possible due to in-depth FEM analysis, and by employing high-tensile steel for the extension boom. Similarly, spreader weight is less than 8t.

These features translate to a lighter counterweight and less weight on the front and rear axles, which, in turn, means lower fuel consumption and slower tyre wear – the two highest  contributing cost factors for the user.

The power train comprises the new generation Volvo Penta TAD 853 VE, rated at 235 kW, Dana’s new TE 30 5+3 speed powershift transmission, and Axletech’s latest heavy-duty drive axle with a special reduction ratio. The power train delivers empty and laden travel speeds of 25 kph and 22 kph respectively, with a tractive effort of 374 kN, and laden gradeability of 33%.

The hydraulic system has been completely redesigned, and features Parker LS piston pumps, Parker LS compensated main control valve and electronic joystick, Parker cylinder valves (regenerative system on lifting boom cylinder valve), a Danfoss LS steering unit, an Argo-Hytos oil filtration system, Bondioli & Pavesi transmission and hydraulic system oil coolers, and SAFIM hydraulic brake system brake pedals. Due to the power train and hydraulic-electronic system, says Kumar, fuel consumption will be 8-10% lower than many competitor trucks.

The CAN bus system incorporates AMA electric and electronic components, with a 7-inch touchscreen display showing all the information of the power train, including engine, transmission and hydraulic system alarms, and the Dana power electronic LMI system with a dedicated 7-inch display. All switches, emergency keys and joysticks are installed on a
custom-designed seat armrest, and the AMA steering column is provided with both angular and height adjustments.

Better view

The driver cab is installed more towards the rear and at a higher position than competitor trucks, to give a better view during container stacking in four and five-high positions and also during reverse travelling. Furthermore, due to the forward location of the engine transmission pack, it is not necessary to move the cab to have full access to the power train and the hydraulic main control valve. This has been made possible due to a completely redesigned chassis frame with extensive FEM analysis. Two bonnets with gas springs give complete access to the compartment for periodic service.

The trough-shaped chassis frame design, which is said to be an industry first, gives the engine 30% more exposure over and above a monocoque chassis frame, which also means more access to power train. All the filters (transmission, hydraulic and brake system) are located on the RH side box of the chassis. A wide door allows easy access to these components during maintenance. The cabin undergoes a seven-stage phosphating treatment to withstand the harsh Indian tropical atmosphere, and provides high all-round visibility due to the minimal use of steel structure, permitting maximum glass area.

“In general, the LS RS 4532 model is a completely out-of-the-box design, and is bound to set standards for others to follow,” says Kumar. “Low ownership costs, significantly low fuel consumption, and low maintenance cost are the hallmarks of our new design. This reach stacker is poised not only to take the Indian market, but also the international market, by storm, and we are sure that it will set a new benchmark in the industry.”

The first order for the LS RS 4532 is understood to have come from Balaji Container Terminal, based in Chennai. Meanwhile, production of the new 25t FLT is underway, and the launch is planned for the end of June. This model will also have advanced features.

Sany H9

At the start of this year, Sany introduced its new H9 line of heavy trucks in China (WorldCargo News, January 2018, p3). The company, which has produced 4,000 reach stackers since 2006 (mostly for domestic and SEA markets), will launch the European H9 at TOC Europe in Rotterdam in June.

According to Sany Europe, the H9 reach stacker, currently available as a 45/31/15, achieves a 15% cost-saving through greater productivity and fuel efficiency. This is a hybrid power product, with energy recovery through nitrogen accumulators supporting the next boom lift.

The machine is fitted with a new 6.8t tare spreader, saving 1t in mass, which allows the counterweight to be slimmed down by 1t. Other weight-savings mean that overall machine weight is reduced by 3t. The new spreader was tested in the factory in Bedburg, Germany for 20,000 hours, handling 45t containers, without any fatigue, it is claimed.

Jann Rene Hansen, sales director, adds that Sany Europe is also extending its heavy FLT range, with a new 25-tonner on a 4.3m wheelbase, and a 30 and 32-tonner on a 4.5m wheelbase. He adds that, with immediate effect, Sany Europe is offering a five-year (10,000 hour) warranty on all reach stackers, ECH mast trucks and FLTs with EU Stage IV engines.

Sany appears not only to have reverted to its original concept of Sany Europe as a production facility, but to have intensified it. Bedburg now fabricates chassis, booms and masts, and has its own spreader production.

Barge tour

In a novel marketing initiative, Hyster Europe is to take its trucks on tour during June and July, starting from TOC Europe in Rotterdam, to several locations along the River Rhine, showcasing how they can support inland terminal operations. A selection of Hyster equipment will be transported by barge as far as Basel in Switzerland.

At selected terminals along the river, demonstrations will take place to show the capabilities of Hyster trucks in addressing the specific challenges of inland terminals. At other stops, customers will be able to view the products on the barge, and speak to Hyster Europe, and its local dealers, about solutions for their application needs.

“The extensive range of Hyster equipment supports a huge number of port and terminal operations around the world, and we are consistently develop ing the products to help  demanding operations meet their application-specific requirements,” said Mark Nailer, industry manager for Hyster Europe. “We are looking forward to meeting with new and existing customers during this exciting event, and showing them how our solutions can benefit their operations.”

Raisable cab

One of the products on the barge will be a Hyster RS46 reach stacker that, for the first time, features a hinged elevating cabin, which is being introduced as an option, to optimise visibility by providing a direct line of sight to containers on the second rail, even when there is a 9ft 6in HC container on the first rail railcar.

The cab is raised and lowered smoothly on a hinged arm, and the speed can be adjusted. The container handling truck will continue to operate when the cabin is raised, but, for safety reasons, the speed is automatically reduced to 10 kph, and both doors must be closed.

With fewer components, says Hyster, as well as reduced sideways movement, shock and vibration when driving, the cab offers an optimal ergonomic driver environment. An optional backward tilt of up to 10 degrees can be added to help make handling high stacks more comfortable.

Elevating cabs have been used in some applications previously, including barge and rail handling, to improve visibility. In 2002, Fantuzzi introduced a scissor lift concept that raised the cab 3m, and was first used at a National Rail Corporation terminal in Australia. With the cab in the raised position, the driver was 6.5m above ground. At the time, other manufacturers were offering cabs with a mast lift as an option, and the scissor lift concept did not gain popularity.

Other visibility aids include camera systems and, available from Konecranes, a remote-control unit for barge and rail handling.

ECH from ZPMC

ZPMC has provided further details of the empty container handler featured on the front page of the April 2018 issue of WorldCargo News.

As noted, ZPMC decided to enter the empty container handler market and started research and development on the design in 2017. Its first machine was recently delivered to SIPG Sinotrans Container Depot Co. Ltd in Shanghai.

The ECH is manufactured at ZPMC’s Nanhui branch, which is where it also builds spreaders, operator cabins, straddle carriers, and its new “smart parking lot” system for cars.

The machine has a wheel base of 4,550mm, and can stack standard containers seven or eight high. The engine is a Volvo TAD581VE, and the transmission a DANA 13.7HR32334, with a Kessler D102 axle.

Lifting capacity is 9t, and the ECH sits on 14.00-24-28PR (E-4A) tyres. Other features include a rear-view camera, a “public address” system, and an automatic fire protection system.

Fire suppression protection is typically available as an option, rather than fitted as standard. Some years ago, the TT Club started an effort to raise awareness of such systems’ value, but ran into a problem with one particular system it endorsed.

In 2008, the TT Club issued a press release warning all operators of mobile equipment, including forklifts and reach stackers, to be aware of the risk of hydraulic fires. The insurer said it had received “about 50” claims resulting from hydraulic fires in the previous two years, and urged operators to conduct regular inspections, and use only approved high quality hoses and fittings when replacing hydraulic lines.

The TT Club noted fire suppression systems were not common, and could cost as much as US$8,000 to install on a heavy lift truck. It evaluated and recommended a system called Fire Foe that could be installed for around US$500. However, there were problems with Fire Foe tubes rupturing due to heat, presenting their own safety hazard, and, in 2012, the manufacturer, Bermuda-based QuickFire, advised all customers to remove the product.

There are lots of other systems on the market, including the Forrex Fire Suppression system, manufactured by Swedish company Dafo, which is offered by several lift truck manufacturers. Dafo is also understood to have an agreement with APM Terminals to install Forrex on all of its forklifts globally. Forrex uses a linear heat detector wire that detects the 
fire at an early stage, and releases a fire suppression liquid through a pipe system.

Despite the availability of systems like this, fires keep on happening. This month, a stevedore was injured at Port Otago in New Zealand when a Hyster empty handler caught fire. The driver operating the machine was injured due to tripping when getting out of the cab after noticing the fire.

Port Otago took the precaution of withdrawing all similar machines from service while it investigated the cause of the fire. A government agency, WorkSafe NZ, is also investigating. 

Read this item in full
This complete item is approximately 2000 words in length, and appeared in the May 2018 issue of WorldCargo News, on page 63.  To access this issue download the PDF here.