european scene
Page 49
Page 50
If you've noticed an error in this article please click here to report it so we can fix it.
by Bill Godwin El Swedish Conny distribution
A novel tank terminal and distribution system for petroleum products introduced in Sweden by A. B. Nynas Petroleum, a member of the Axel Johnson Group, is based on the employment of bulk liquid containers to ISO standards and a fleet of skeletal vehicles and trailers. The system was created on the premise that by replacing fixed-capacity storage tanks at secondary inland distribution depots with tank containers a more rationalized product handling pattern could be obtained. Ability to deal with mixed consignments more efficiently, to use a single type of vehicle for the transport of any petroleum product or other freight, and the option to use rail transport were other factors in favour of this move.
The so-called Conny system is now being expanded after over two years of full-scale trial operation. It is backed up by environmental protection equipment at the greatly simplified inland terminals which are taking the place of the bulk storage installations. Basically all that is now needed is a fenced, concreted storage yard for containers, and Dynalift equipment for the transfer of containers on and off the road vehicles. Special measures to prevent damage from accidental discharge or leaks include the provision of deep "ecology" boxes for the storage of laden containers. These storage trays, open at the top and somewhat wider than the tank containers, are filled with an oil-absorbing material and form an environmental protection barrier at each terminal.
The containers (Nynas has settled on four different aluminium types of bulk units including heated and insulated quipment) conform to 20ft ISO modules except for the height of 1.45m (4ft 9iin.) which was chosen to exploit the maximum permissible load profile for two stacked units in rail transit.
o Road trains carry 9300 gal In road use Swedish weight regulations permit the transport of three laden containers on the drawbar trailer combinations, grossing about 52 tons, and having an overall length of 24m. (78a. 6in). Vehicle utilization, based on the employment of maximum-weight Volvo and Scania three-axle rigids, is divided into the movement of loaded containers, in batches of three (i.e. up to 9300 gal depending on product) from the company's coastal terminals to inland distribution depots or of up to six empty containers in the opposite direction. Loading and unloading of the vehicles is normally carried out
by the drivers. The second function of the "main line" fleet is to carry out local distribution, with trailers detached, and carrying only one container. Some lighter vehicles designed solely for this type of work are also being used to supplement capacity.
Apart from normal bolster-mounted twistlocks the haulage vehicles have no special fittings except for hose-reel and metering equipment for delivery purposes. For the transport of certain packaged products, lubricating oils, insulating materials and so on, the operator has introduced containertype flats with fixed ends and removable wire mesh sides. The vehicle utilization achieved through the employment of demountables is up to three times higher than that of conventional road tankers which in Nynis service returned between 30.000 and 38,000 miles per annum.
0 Computer links with depots
In order to make full use of the improved opportunities for return loads and of the flexibility inherent in the system of interchangeable payload modules, day-to-day operation is heavily dependent on computerbased control. The IBM 3270 system, with a central computer accommodated at the Datema hq run by another subsidiary in the Axel Johnson Group, is linked to the various data terminals via the public telephone network and has largely supplanted the routine duties previously carried out by order clerks and traffic managers.
Long-distance haulage is carried out to a pre-arranged fixed timetable which, however, still takes into account seasonal or other changes in trade volume. Optimum response to customer requirements demands immediate access to stock information and subsequent speedy order processing. For this purpose, data display screens are installed at each container depot to enable the staff to deal with order. route and delivery documentation.
O Retarder for light commercials
A hydro-kinetic retarder introduced for cars in 1971 by the makers of Telma equipment is now being made available for installation in Citroen and Renault vans up to 3.5 tons gvvi. The equipment consists of a small housing, containing what can be likened to a fluid coupling torque convertor, which is mounted on the timing-gear side of an engine crankshaft. The unit, weighing little more than 61b, is linked to the normal engine cooling circuit via an electrically-controlled threeway valve which is actuated every time the accelerator pedal is released.
The valve action causes fluid to be introduced to the retarder and through the vortex caused by the shaft-mounted rotor in relation to the stator increases the engine braking effect. Obviously there is no braking asssistance when changing gear or in neutral, while an over-ride switch allows the driver to cut out the automatic function of the retarder. Claimed to increase the life of brake linings by up to three times, the new Telmatic retarder absorbs virtually no power when the fluid circuit is not filled.
0 New look for Vespa trike
Although certain markets, notably Italy and the Far East, have for long hac a place for the motorcycle-derived threewheeler, the use of such machines elsewhere has almost always been linked to appli cations in which their small size ant manoeuvrability were the main considera tions. The new Vespa-Car recently intro duced by Piaggio should go a long wa3 towards an improvement of the "austerity' image which has made the three-wheele a poor cousin of the light van.
The Italian-made Vespa-Car now beim sold in a number of Continental countrie is a totally redesigned transporter fo payloads up to 600kg (13201b). Although based on the well-known mechanical concep of the early Vespa three-wheelers — sc much part of every Italian city seen — the new unit has been brought tt small-car standards in the layout am appointments of the two-seat cab. Heate and defroster are standard as well a a "grown up" system of lighting an( electrics.
The 216cc two-stroke engine mounte above the rear axle drives through four-speed transmission to give a top spee of 63 kph (39 mph). The three hy draulically-braked wheels, with 4.50 — 10 tyre equipment, are fully interchangeabl and give the Vespa-Car a turning circl of 7m (23ft) which in normal circumstance obviates use of the reverse gear provide( The dropside-bodied version has a platforr space 6ft 51n long by 4ft Sin wide whil the all-metal bodied van, with top-hinge rear and nearside doors, has a clear insie height of 3ft 6in, although the payloa is reduced by 851b. The floor in eac case is flat without wheel arches or othi obstructions. The price varies betwee approx. £660 and £750 (van) exclusil of VAT or equivalent taxes.