Terberg Special Vehicles

The YT series is the core of Terberg's programme: 4x2 tractors designed exclusively for the non-stop movement of semi-trailers and containers at container terminals, distribution centres and industrial plants. The lifting fifth wheel with a capacity of up to 36 tonnes allows a semi-trailer to be coupled and lifted without manually lowering the landing legs, which radically shortens each cycle. The programme includes the diesel models YT193 (Cummins B6.7, 142 kW, Stage V, gross combination weight up to 75 t) and YT223 (168 kW, up to 90 t) as well as the electric YT203EV with an LFP battery system of 310 or 155 kWh. The vehicles are available with left- or right-hand drive.

Benefits

• Shorter shunting cycles. The lifting fifth wheel, controls next to the seat and excellent visibility from the cab shorten coupling and uncoupling times compared with a conventional road tractor.
• Built for 24/7 operation. A hot-dip galvanised chassis, accessible mechanical and electrical components and a dashboard that can be removed and refitted in minutes reduce downtime.
• A choice of drive without compromise. Stage V diesel or fully electric drive with zero local emissions, regenerative braking, battery thermal management and charging via a standard CCS connector.

Applications

• Container terminals – moving containers between ship-to-shore cranes and the storage yard, including multi-trailer combinations of 4 to 10 TEU.
• Distribution centres – continuous shuttling of semi-trailers between loading docks, staging areas and parking.
• Industrial plants – internal transport between production halls and warehouses; a four-wheel-drive version is available for sites with gradients or winter conditions.

The RT series comprises four-wheel-drive tractors for the toughest jobs: ship ramps, RoRo terminals, steelworks and demanding industrial terrain. The programme includes the models RT223, RT283, RT323 and RT403 with Volvo Stage V engines from 160 to 315 kW, plus the electric RT253EV with a 300 or 200 kWh battery. Gross combination weights range from 75 tonnes for the RT223 to 200 tonnes for the RT403 by factory specification (for industrial applications the manufacturer quotes combination weights up to 375 tonnes). The Ergoturn® swivel seat with 180-degree rotation is fitted as standard.

Benefits

• Tractive power where a road tractor gives up. 4x4 drive enables work on steep ship ramps, wet and broken surfaces and in environments an ordinary truck cannot reach.
• Higher capacity on ramps with the patented SafeNeck® system. According to the manufacturer, it can increase capacity on ramps and slopes by up to 250 percent.
• Visibility and comfort during constant reversing. The Ergoturn® swivel seat with 180-degree rotation is a safety feature, not just a comfort feature, when shunting in tight spaces.

Applications

• RoRo terminals and ship ramps – hauling heavy roll trailers on and off the ship's deck.
• Steelworks and heavy industry – working with slab and coil trailers, tipping trailers and ladle or scrap trailers.
• Demanding and enclosed environments – from waste-processing yards to underground operations; the manufacturer cites an RT tractor working 1,000 metres below the surface in a salt mine.

The DT183-LE and DT223-LE models are terminal-tractor variants with an especially low cab: the cab floor is only about 0.5 metres above the ground, and entry is possible from both the left and the right. They are intended for operations where the driver gets in and out of the cab dozens or hundreds of times per shift. Cummins B6.7 engines (129 or 168 kW, Stage V), Allison 3000 transmission, gross combination weight up to 75 or 90 tonnes, fifth-wheel capacity 36 tonnes.

Benefits

• Less strain on the driver. Low entry from both sides eliminates most of the stair climbing that is the main source of fatigue and injury during frequent stops.
• Faster cycles in distribution. The driver gets out on the side where the work is waiting – opening trailer doors, checking the coupling – without walking around the vehicle.
• A quiet, calm workplace. Low noise and vibration levels, plus Terberg Connect telematics for monitoring operating hours and consumption.

Applications

• Distribution centres with frequent stops – shunting semi-trailers between docks with a high frequency of entries and exits.
• Cross-dock terminals – quickly moving trailers between the inbound and outbound sides of the terminal.
• Sites with low clearances – the low cab makes work easier in halls and under canopies with limited height.

The BC series is designed for handling swap bodies in the yards of distribution centres. The vehicles feature a small turning circle, a lifting frame with a capacity of 25 tonnes and several locking options for different body types; an optional fifth wheel with a 15-tonne capacity for semi-trailers is also available. The diesel BC183 (Cummins B4.5, gross weight up to 50 t) is complemented by the electric BC203EV with a ZF CeTrax drive motor and a battery of up to 157.6 kWh, which according to the manufacturer operates in a range from –30 to +50 °C.

Benefits

• One vehicle for swap bodies and semi-trailers. With the optional fifth wheel, the same machine handles both jobs and replaces two different vehicles in the yard.
• Agility in congestion. The small turning circle allows work in tight yards where a conventional tractor-trailer combination needs a lot of manoeuvring space.
• An electric version with no loss of performance. The manufacturer quotes motor performance comparable to the diesel vehicle, while eliminating CO₂ and NOx emissions at the point of use, with minimal vibration and noise.

Applications

• Distribution centres – moving swap bodies between docks, stands and staging areas.
• Intermodal terminals – transferring swap bodies and ISO containers from rail wagons to the yard and back.
• Airport logistics – handling tanks for aircraft de-icing fluid and similar equipment.

The YT223CC and TT223CC models are tractors with a hooklift system, designed for picking up and transporting heavy containers in yards and waste-processing plants. Gross combination weight is 40 tonnes, with a rear-axle capacity of up to 30 or 38 tonnes at 20 km/h. The YT223CC has a conventional forward-facing seat, while the TT223CC has the Ergoturn® swivel seat. For more demanding conditions the manufacturer offers 4x4, 4x6 or 6x6 drive versions in the TT and RT series.

Benefits

• Fewer incidents thanks to better visibility. The cab design provides all-round visibility, which is crucial when working with containers in a crowded yard.
• Higher axle capacity than a road truck. The rear axle takes up to 38 tonnes at 20 km/h – an essential difference in short cycles with high loads.
• Lower maintenance costs. Compared with four-axle road vehicles, maintenance is simpler and cheaper.

Applications

• Waste-handling and recycling plants – handling open and ACTS containers.
• Landfills and unpaved areas – the robust design copes with uneven and broken ground.
• Industrial yards – circulating containers between production, collection points and dispatch.

The RR283 is a 6x4 road-rail tractor developed in cooperation with Zagro. Around the yard the vehicle moves on the road; on the track it takes over wagon shunting: the track gauge is adjustable from 1,435 to 1,676 mm, the turning circle on the road is 13.8 m, and the engine is a Cummins B6.7 with 300 hp and a ZF 6WG211 transmission. The manufacturer quotes a gross combination weight of 2,800 tonnes, depending on operating conditions. The cab has a forward-facing driver's seat and an additional passenger seat.

Benefits

• One machine for road and rail. No need for a separate shunting locomotive or an external contractor to move wagons.
• Agile on the road, powerful on the track. The 13.8-metre turning circle allows normal driving around the yard, while on the track the vehicle handles very large gross weights.
• Spare parts availability. The vehicle is based on the Terberg platform, so unlike classic rail equipment it has a well-covered spare parts market.

Applications

• Industrial sidings – moving wagons between the siding and unloading points in the plant.
• Intermodal terminals – shunting rakes without changing machines between the road and rail parts of the terminal.
• Plants with occasional rail traffic – where a dedicated shunting locomotive does not pay off.

Note: Terberg states that conventional tractors can also shunt wagons without the rail version, provided the tracks are embedded in the plant's paved surface.

Terberg has extended electrification across its whole programme: electric versions are available for terminal tractors (YT203EV and YT201EV), RoRo tractors (RT253EV) and swap body carriers (BC203EV). Battery systems comprise 155 or 310 kWh for the YT203EV, 200 or 300 kWh for the RT253EV and up to 157.6 kWh for the BC203EV. Charging uses a universal connector to the CCS2.0 standard, and the batteries and vehicles comply with ECE-R100 rev. 3. The batteries are temperature-controlled and, according to the manufacturer, suitable for cold and hot conditions, although additional measures may be needed at temperature extremes.

Benefits

• Zero CO₂ and NOx emissions at the point of use. This opens the door to work in enclosed halls, warehouses and environmentally sensitive zones.
• Lower maintenance costs. An electric drive has far fewer moving parts than a diesel engine; regenerative braking further reduces brake wear.
• Standard charging infrastructure. The CCS2.0 connector means no proprietary charger is needed – a standard DC charger is enough.

Applications

• Terminals with environmental commitments – replacing diesel tractors in ports and terminals subject to emission limits.
• Indoor operation – low noise and the absence of exhaust fumes allow operation in halls and warehouses.
• Night operation near residential areas – quiet running reduces the burden on the neighbourhood.

Note: the manufacturer does not quote range, charging time or shift duration for individual models – we do not state these figures in our texts.

Terberg is developing an automated terminal tractor guided by the terminal's information system without a driver. The solution consists of three layers: Drive by Wire control, which manages drive, braking, steering and coupling via the CAN bus at safety levels to ISO 13849-1/2; an "electronic driver" that guides the vehicle along a pre-programmed route; and the terminal operating system (TOS), which manages the whole fleet. The vehicle orients itself with cameras, radars and laser sensors for navigation, collision avoidance and pedestrian detection. In practice the system operates at the APM Terminals Maasvlakte II terminal in Rotterdam, where automated vehicles share routes with ordinary traffic.

Benefits

• Proven in mixed traffic. The system is designed for operation where automated vehicles work alongside conventional trucks and vehicles.
• Open architecture. The Drive by Wire layer is accessible via the CAN bus, allowing the vehicle to be integrated into the terminal's existing automation programme.
• A gradual transition. The same basic YT series vehicle can operate with a driver or as an automated unit, allowing step-by-step introduction.

Applications

• Container terminals – repetitive runs between ship-to-shore cranes and the storage yard.
• Large distribution centres – fixed, predefined routes between docks and trailer parks.
• Operations with night and holiday shifts – where staffing drivers is hardest.

Terberg treats after-sales support as part of the product. From its warehouse in Benschop in the Netherlands, according to the manufacturer, 96 percent of spare-parts orders ship from stock, delivery within Europe takes 24 hours and worldwide 48 hours, and parts availability is guaranteed for 15 years after vehicle delivery – in practice usually much longer. The Terberg Connect telematics system, available factory-fitted or as a retrofit, monitors operating hours, fault codes, idling time, fuel consumption, battery state and vehicle position. The Terberg Academy trains drivers and mechanics, and short- and long-term rental as well as used vehicles are also available.

Benefits

• Predictable maintenance instead of firefighting. Telematics triggers maintenance based on actual operating hours and reported faults.
• Support for older vehicles too. The manufacturer keeps a database of all delivered vehicles and supplies parts even for tractors that are decades old; parts can be identified by the vehicle's serial number.
• Try before you buy. Rental lets you test a vehicle in your plant or cover seasonal peaks without an investment.

Applications

• Plants running around the clock – where vehicle downtime directly stops the flow of goods.
• Multi-vehicle fleets – tracking idling and consumption per vehicle uncovers savings.
• Project work and seasonal peaks – renting instead of buying for a limited period.