the company said. Scheduled maintenance intervals are twice as long
as conventional machines, Cargotec
said, and the hybrid system does
not require expensive replacement
parts — further helping to drive down
lifetime operating costs.
Although fuel consumption with
the hydraulic hybrid system can vary
depending on the duty cycle and operator, Cargotec estimates fuel savings
of 20% in typical port applications.
The company also said it expects to
achieve an even greater reduction of
NOx and PM emissions.
“The first Kalmar terminal trac-
tor with hybrid capability was deliv-
ered to Singapore for field testing in
October (2010) and has performed
well,” Vuojolainen said. “The hybrid
package recovers braking energy and
releases it during acceleration, thus
reducing fuel consumption and emis-
sions by approximately 15%.”
Cargotec has also produced a dozen
Kalmar Ottawa 4x2 terminal tractors
that operate on liquefied natural gas
(LNG). The tractors were delivered
from Cargotec’s manufacturing plant
in Ottawa, Kan., to California Cartage
Co., an import trucking and distribu-
tion company in Long Beach, Calif.
According to Cargotec, this performance does not come at the expense
of fuel economy since this engine
effectively uses 90% of the fuel for
traction, compared to 60 to 70% for a
conventional diesel engine.
Particulate emissions from
the LNG engine amount to 0.009
ppm, compared to 0.01 ppm from
a standard off-road diesel engine,
Cargotec said. The ISL gas engines
emit 0.1 ppm of NOx, against 0.13
ppm from the standard off-road diesel engine. Additionally, Cargotec
said, being a spark-ignition engine,
the 8. 9 L engine is much quieter
than its diesel counterpart.
The rest of the powertrain — including Allison 3000RDS three-speed
automatic transmission and Meritor
FF-961 front and RS-23-186 rear
axles — remains unchanged from the
standard, truck version. dp
www.cargotec.com
