Nel 1987 la O&K, costruttore tedesco di macchine per cantiere, acquistò la Faun e poco dopo la gamma HZ, in produzione dal 1974, venne riorganizzata e divisa in quattro linee base: Herkules e Koloss per i veicoli a 3 assi, Goliath e Gigant per i veicoli a 4 assi. Come per tutti i Faun , dal 1974 la cabina era prodotta dalla Magirus ed era disponibile in versione corta. Su richiesta era disponibile una cabina doppia, con 3 o 4 portiere. Mentre i Gigant non videro mai la luce, 3 Goliath 8x8 vennero prodotti tra il 1988 e il 1989 per la britannica GEC (General Electric Co., specializzata nella produzione e manutenzione di trasformatori). Vennero prodotti in base alle richieste del cliente, con motore Cummins e cambio automatico Allison. I ponti erano tutti di produzione MAN. I 3 Goliath vennero prodotti nella versione trattore zavorrato, con gancio di traino sia anteriore che posteriore. Del Goliath era prevista anche una versione RT Goliath è la denominazione che acquisirono nel 1982 i modelli a 4 assi della Faun, acquistata proprio in quell’anno dalla tedesca O&K. Solo tre furono le unità prodotte, tra il 1988 e il 1989, tutte per la società britannica GEC (General Electric Company), costruttore specializzato soprattutto nella costruzione e manutenzione di grandi trasformatori che li diede in gestione alla ALE nata nel 1988 dopo la fine di Wynns, Sunters e Wrekin, fino ad allora i fornitori dei trasporti per GEC. Su richiesta del cliente i tre Goliath 8x8 vennero prodotti con la meccanica collaudata sugli Scammell Contractor, con motore Cummins e cambio automatico Allison. Il Goliath ricalca sia esteticamente che tecnicamente i modelli della gamma HZ introdotta nel 1974: la cabina è della Magirus, qui nella versione a 4 porte. Nel 1990 la Faun venne acquistata dalla giapponese Tadano che chiuse la produzione 999 New models 2007/2008 Conexpo, Samoter and Smopyc 2008 The new Putzmeister M70-5 Astra renewed the HD8 range Scheuerle for the ALMA project Goldhofer in Iran 6 pages for the “Trucks in the World” collect Pesanti & Eccezionali 12/2008 nr.9 P P E E S S A A N N T T I I & & E E C C C C E E Z Z I I O O N N A A L L I I H H E E A A V V Y Y & & E E X X C C E E P P T T I I O O N N A A L L L L O O U U R R D D S S & & E E X X C C E E P P T T I I O O N N N N E E L L S S S S C C H H W W E E R R E E & & S S C C H H W W E E R R L L A A S S T T P P E E S S A A D D O O S S y y E E S S P P E E C C I I A A L L E E S S
Transcript
Nel 1987 la O&K, costruttore tedesco di macchine per cantiere, acquistò la Faun e poco dopo la gamma HZ, in produzione dal 1974, venne riorganizzata e divisa in quattro linee base: Herkules e Koloss per i veicoli a 3 assi, Goliath e Gigant per i veicoli a 4 assi. Come per tutti i Faun , dal 1974 la cabina era prodotta dalla Magirus ed era disponibile in versione corta. Su richiesta era disponibile una cabina doppia, con 3 o 4 portiere. Mentre i Gigant non videro mai la luce, 3 Goliath 8x8 vennero prodotti tra il 1988 e il 1989 per la britannica GEC (General Electric Co., specializzata nella produzione e manutenzione di trasformatori). Vennero prodotti in base alle richieste del cliente, con motore Cummins e cambio automatico Allison. I ponti erano tutti di produzione MAN. I 3 Goliath vennero prodotti nella versione trattore zavorrato, con gancio di traino sia anteriore che posteriore. Del Goliath era prevista anche una versione RT Goliath è la denominazione che acquisirono nel 1982 i modelli a 4 assi della Faun, acquistata proprio in quell’anno dalla tedesca O&K. Solo tre furono le unità prodotte, tra il 1988 e il 1989, tutte per la società britannica GEC (General Electric Company), costruttore specializzato soprattutto nella costruzione e manutenzione di grandi trasformatori che li diede in gestione alla ALE nata nel 1988 dopo la fine di Wynns, Sunters e Wrekin, fino ad allora i fornitori dei trasporti per GEC. Su richiesta del cliente i tre Goliath 8x8 vennero prodotti con la meccanica collaudata sugli Scammell Contractor, con motore Cummins e cambio automatico Allison. Il Goliath ricalca sia esteticamente che tecnicamente i modelli della gamma HZ introdotta nel 1974: la cabina è della Magirus, qui nella versione a 4 porte. Nel 1990 la Faun venne acquistata dalla giapponese Tadano che chiuse la produzione
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� New models 2007/2008 � Conexpo, Samoter and Smopyc 2008 � The new Putzmeister M70-5 � Astra renewed the HD8 range � Scheuerle for the ALMA project � Goldhofer in Iran � 6 pages for the “Trucks in the World” collect
Titoli disponibili: Trucks at work, volume 1: The Middle East Trucks at work, volume 2: West Canada Trucks at work, volume 3: Saudi Arabia Trucks at work, volume 4: Green Desert Faun Archiv 1 Faun Archiv 2 Faun Archiv 3 Faun Archiv 4 Iran – Heavy Hauling
Title disponible: Trucks at work, volume 1: The Middle East Trucks at work, volume 2: West Canada Trucks at work, volume 3: Saudi Arabia Trucks at work, volume 4: Green Desert Faun Archiv 1 Faun Archiv 2 Faun Archiv 3 Faun Archiv 4 Iran – Heavy Hauling
Available titles: Trucks at work, volume 1: The Middle East Trucks at work, volume 2: West Canada Trucks at work, volume 3: Saudi Arabia Trucks at work, volume 4: Green Desert Faun Archiv 1 Faun Archiv 2 Faun Archiv 3 Faun Archiv 4 Iran – Heavy Hauling
Lieferbare Titel: Trucks at work, volume 1: The Middle East Trucks at work, volume 2: West Canada Trucks at work, volume 3: Saudi Arabia Trucks at work, volume 4: Green Desert Faun Archiv 1 Faun Archiv 2 Faun Archiv 3 Faun Archiv 4 Iran - Schwertransport
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PESANTI & ECCEZIONALI - N° 9 – 12/2008 Via De Regnier 5 – 35128 Padova - Italia Editor: Alberto Milano (phone 00 39 049 80 20 565) Web-sitet: www.pesanti.it e-mail: [email protected]
THE READER’S PHOTOS
Welcome back in “Pesanti & Eccezionali”.
Almost one year is passed away from the exit of the previous number and we regret to establish the not-accomplishment of the program which foreseen for 2008 four numbers. Problems of different nature carried out us to this result: the hope is that the improvement produced from this year in the organization and in the technical equipment at our disposal for the preparation of the magazine could bring us to a considerable improvement in the making time. Goal for 2009 is to publish at least three numbers, the first before the end of April.
Notwithstanding this situation, is a reason of great satisfaction the arrival of new readers from any continent!, as proof of the real internationality of this magazine, unique in its kind. The increase is more than 50% only for the 2008 and this fact stimulate us to persist in this difficult adventure.
Different requests from readers persuaded us to make some modifications in the lay-out of the magazine. From the next number there will be some regular pages about some specific kind of vehicles, to show some of the more interesting realization in the field of military vehicles, fire-engines, concrete pump and aerial platform.
Due to the lack of space it was impossible to insert in this number the second part about the Foden history and the survey “The Leaders”. Both will start again with the next number.
Alberto Milano, Editor
Vic Hungerford (New Zealand) has travelled more than 600.000 km with this International 9400, with Cummins ISX engine and 18 speed Road-ranger gearbox, who run from 2004. Total capacity of its tankers is 32.000 liters and the total weight of the combination is 45 tons. In the photo below is the tractor he run previously, an International S3600 of 1996, with 350 hp Cummins M11 engine and 10 speed Roadranger gearbox, with which he run1 milion of km. In all this kilometers, Vic signal only one problem, at the ignition system: from 2004 the S3600 run from another driver and has travelled others 400.000 km! A vehicle of exceptional quality and reliability!
ASHOK LEYLAND During January 2008 took place the annual edition of Auto Expo, the main exposition for motor vehicles in India, and to this show the Hinduja Group flagship was present with the last generation of its range “Newgen” of which the first prototypes were showed in the 2004 edition. Between the new models of the Newgen range, the tractor 4935 TT 6x4 (2), capable of the highest permitted Gross Combination Weight (GCW) of 49 tonnes and showed in the HVAC version, with many aerodynamic solutions. It is equipped with a 345 hp Cummins engine. It support the 6x4 tractor 4921 (3), already in production from 2007 and equipped with a 210 hp Cummins engine. The cab is strictly derived from the Newgen cab of 2004, which adopted some parts in common with the old Ford Cargo cab but internally redesigned: a modern cab with two wide berths, roomy and with wide windows to ensure excellent all-round visibility. Another model of the Newgen range exposed at the show was the 3135 HD (4), an 8x4 produced for the construction, also this equipped with a 345 hp Cummins engine. It has a total weight of 31 tons. A totally new model by Ashok exposed at Auto Expo was the 3121 H (1), the first 8x2 truck in the history of the Indian constructor. Moved by a 205 hp Ashok engine, it has a GVW of 31 tons. The rear axles have twin wheels on both axles. The four axle trucks, both 8x2 and 8x4, are a recent solution introduced in the Indian market of heavy vehicles. Thanks to important investment on the road construction and the new rules who forbidden the overload, the Indian market is more and more interested into vehicles with the largest legal payload. (foto by Ashok Leyland)
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Besides Ashok Leyland, also the others Indian truck-makers have utilised Auto Expo to show their latest models of its production. AMW (Asia Motor Works) is a new constructor born only in 2002 but it can boast an important share of the local market of heavy trucks. In addition to some 6x4, in tractor and truck version as the 2418 in the photo (1), has showed its first 8x2 truck, named 3118 HL (2), with a 178 hp Cummins engine and GVW of 31 tons. Eicher , a firm born in 1959 for the production of the homonymous German tractors in India, from 1986 entered in the field of commercial vehicles but only from a few years started the production of heavy vehicles. Eicher exposed its first four axle models, the Hercules 32-31 8x2 (3) and 32-31 8x4. MAN Force Trucks showed various models of its range CLA (4), produced in India with the cab used before the arrival of the TGM. From the end of 2008, it will provide for the distribution of the heavy range TGS, TGX. TGA WorldWide e SX (the range for military applications), fully imported from Europe. Tata is the truck-maker number one for sales in India and at the show exposed its heavy range with two models totally new, LPT 3118 TC and LPS 4923. The LPT 3118 TC (5), the first four axle model in its history, is an 8x2 with a single tired lift axle positioned in front of the rear tandem, equipped with a 177 hp engine and with a GVW of 31 tons: it is propo-sed in only one wheelbase, for a total lenght of 9290 mm. The LPS 4923 TC 6x4 (6), a tractor for combi-nations up to 49 tons, the maximum admitted in India, equipped with the old cab of Mercedes origin and with a 230 hp Cummins engine. As other Indian constructors, Tata proposed also trailers and semi-trailers made by itself. The new range Novus was not present at the show as, for the moment, it is intended only for export markets.
IVECO in April 2008 introduced the renewed Eurocargo, a very successful range showed for the first time in 1991, produced in more than 400.000 units at the end of 2007. The Eurocargo range include 4x2 and 4x4 models with GVW from 13 to 19 tons: for some export markets, South-America and Australia, is available also a 6x2 version with third axle liftable and twin tired. The new Euro-cargo is renewed both in body and mechanics. The cab has been modified both in design and interiors, but maintaining the Iveco family look. KHODRO MERCEDES The L/LK range of Mercedes, introduced in the remote 1960, from many years is no more in production in the German works but is still produced in small quantities in Iran with the models 1924 4x2 and 2624 6x4. During 2007 Khodro introdu-ced a renewed version, with the front side modified thanks to a new larger bumper and a new grille with larger dimensions. MAN utilized the RAI Truckshow made in Amsterdam (NL) during the end of October 2007 for the presentation of its new series of heavies TGS and TGX. Two different series to substitute the TGA range, introduced in 2000 and produced in more than 250.000 units. The MAN TGS meets the specialised requirements for traction, short-haul, construction and distribution. Three the cabs available: the M, L and LX. The MAN TGX, by contrast, is the truck for national and international long-haul transport. Also for the TGX three cabs available, all sleepers: the XL, XLX and XXL. TGX and TGS are both powered by the reliable D20 and D26 Common Rail engines with ratings from 320 to 540 hp. For the TGX is also availa-ble a new V8 engine rated at 680 hp produced in collaboration with Liebherr. RENAULT enlarged its range of construction trucks introducing, in the first month of 2008, the 8x4 version of the Premium Lander, the “Light Construction” range launched in 2003 and renewed during 2006. In respect to the similar version of the Kerax range it has kerb weight of 1500 kg lighter. The Kerax range has received the arrival of the engine DXi13, with power up to 500 hp, available for the models 6x4 8x4 e 4x2 (only tractor). TERBERG during 2008 delivered two custom-built 8x4 specially engineered for the transport of mobile container into a steelworks, based on chassis and cab of its terminal trucks range YT, with Cummins engine and automatic gearbox Allison. Axles, suspen-sions and steering are the same used on the construction vehicles. 5 identical units were already produced during 2005.
CONEXPO 2008 The exposition which took place in Las Vegas during April exceeded any previous record, with an increase of the exposition space (+21%), exhibitors and visitors (+30%). All the American truck-makers were at the show, also with important novelty. Autocar , a specialist of the garbage sector, was present with a 6x4 equipped with the new cab (1). Isuzu heavy trucks are not marketed in the USA, but the Chinese firm Zoomlion has used a Giga 8x4 (2) to show one of its truck mounted concrete pump. International brought to the show an important novelty: the Paystar SB, a version with set back front axle. The Paystar exposed (4) was an 8x4 tractor, with a twin tired lifting axle mounted in front of the rear tandem. Another Paystar SB in the large International stand was an impressive five axle truck-mixer (3), modified by the specialist company Simard, from Canada. Kenworth showed its large construction capacity exposing in the Conexpo a huge C500 8x4 (5) in the livery of the company WestRoc, specialized in oilfield works. Many, as usual, the Kenworth utilised by others exhibitors, as the one in the Liebherr stand, a T800 8x4 (6) specially engineered for the mounting of the crane LTF 1045-4.1 with 45 tons capacity, assembled in Germany but available only in the North-American market. Another impressive model was the special T800 six axles tractor showed in the Palfinger stand (7). Mack was a great protagonist of Conexpo 2008 with the exposition in world-wide preview of the new heavy duty truck Titan, about which we have an article at page 7. Apart various Granite e TerraPro trucks, there were also some models of the old MIR range, as this seven axle truck (8) modified by Simard and utilized by Putzmeister for its 63 meters concrete pump. Sterling , in addition to various models exposed in its stand, had an LT 9513 (9) in 8x4 version, modified by Simard, in the stand of London mixers. Western Star is the company of Daimler Trucks North America group that more than others is involved in vehicles for special works: to confirm this vocation, it exposed a 6900 XD dumper (10) with body from J&J, a 6x4 with a capacity of 40 tons, thanks to the 50 tons rear tandem with planetary reduction.
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INTERNATIONAL After the arrival in 2006 of the flagship model Prostar and the changes to the intermediate series 7000/8000, in succession renamed Transtar for road use and Workstar for construction use, no one expected great novelty from the brand of Navistar for 2008. On the contrary at the Chicago Show of February 2008, with surprise arrived the presentation of the LoneStar (1), an heavy truck with normal control totally different from all the others “conventional”, with a striking aerodynamic appearance and a distinctive grille inspired by International’s D-Series trucks, which helped transform America’s cross-country transportation in the early 20th Century. For the American producer, LoneStar created a new category of heavy trucks called “Advanced Classic”: in this model the customer can find an engaging design, fuel efficiency, comfort, functionality and productivity. Differently from the usual order, the truck progressed directly from math and clay models to production – without any development prototypes, shortening at the minimum level the time of creation of the final model. The LoneStar features advanced ride and handling, class-leading quietness and the luxurious and functional Suite interior that rivals many offices and living rooms (2). Automotive-style features built into the LoneStar include: Abs, traction control, roll stability, leather-wrapped steering wheel, Bluetooth integration for hands-free phone use, automotive-style dash and gauges with rosewood or titanium trim. In the sleeper section there is a wood floor (3)! The LoneStar is only for the North-American market, available for orders from April 2008: the first unit was delivered in November 2008. It is produced in the Navistar works of Chatham (Canada). A new model for 2008 was also the Paystar 5900i SBA, with BBC of 3073 mm and set-back front axle for better weight distribution and better manoeuvrability. Equipped with Cummins or Caterpillar engine up to 625 hp, it is available as 6x4, 8x4 (4) and 8x6, with front axles up to 9071 kg and rear tandem up to 31751 kg. After a long period, from 2003 International returned to be an important supplier of American army. During 2009 it received new orders for about 800 vehicles of the Workstar range (5) and also order for 40 6x4 tractors (6) to the Iraqi armed forces.
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MACK used the Conexpo 2008 (3) to show on a world preview the most powerful truck of its long history, the Titan, a classic “heavy-duty” truck conceived to the hardest work, from oilfield to heavy haulage. The Titan (the same name is used from 1995 by Mack Australia for its largest model) is strictly derived from the Granite and permitted to Mack the return in the heavy-duty sector which it left in 2006 with the stop in production of the CL 700 and earlier with the Super-Liner RW. Specially for Titan was develo-ped the new engine MP 10, a 16-liter with a top rating of 605 hp and a massive torque of 2793 Nm. It is derived from the engine D16 of Volvo and as the others Mack engine it is produced by Volvo Powertrain in its works of Hagerstown (Md), while the Titan will be built in the Mack works of Macungie (PA). The MP10 engi-ne (MP=Mack Power) is a six cylinders in line proposed also with ratings of 515 and 565 hp, with torque of 2522 Nm. Thanks to the strength of the Mack Cornerstone chassis, the Titan is approved for combinations up to 136 tons. Front axles are available from 5443 to 9072 kg capacity, while rear axles are offered from 20865 to 29483 kg capacity. The Titan by Mack Cornerstone chassis is offered in three frame rail thicknesses - 8, 9.5 and 11mm - with optional full or partial 5mm inside channel reinforcements, and application-specific cross members. The MP10 engine is matched to the Mack T300ES series 10-, 13- and 18-speed transmissions, to deliver triple counter-shaft performance for the most deman-ding vocational applications. Eaton transmissions are an available option. The Titan model's long and strong hood protects the MP10 engine, and provides plenty of room to make service easier for technicians. The cooling system is sized to handle the heavi-est demands and the harshest conditions found in North America. The cab has numerous highly engineered features to reduce noi-se and vibration for a smooth, quiet ride. The interior is available in three trim levels: Pedigree, Champion and the luxurious button tuck Rawhide Edition (2). Initially proposed only with day cab, the first Titan was produced in November 2008. Apart the standard 6x4 version, the Titan is available as 8x4 (1) with fourth axle in front of the rear tandem and as 8x6 with rear tridem. During 2007 Mack showed to USA army two prototypes of its tractor M915 6x4, derived from the Granite and equipped with 480 hp MP8 engine, with two different armour solutions, one with cab produ-ced by Plasan (5) and the other with a cab by Ceradyne (6).
All the photos by Mack, except nr.3 by www.equipmentimages.net
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THE “CONCRETE BOOM PUMP” OF P&E
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The Dutch company Estepe has a long tradition in the preparation of vehicles for any requirement, from cab modification to the adding of axles. From the start of 2007 Estepe has been involved in a very special project for B.A.S. Groep in Tilburg, the largest Volvo dealer in Nederland: the conversion of an FH16 580 8x4 to a 12x4 rigid chassis, a vehicle destined to the fitting of a 61 m concrete pump with capacity of 200 m3/hour produced by the Chinese firm Sany and sold to the company Vadèstru of Udenhout.. ESTEPE has fitted a fifth additional pusher axle and a sixth additional tag axle to the chassis, both single tired. The wheel base of the vehicle has been extended, by means of rollers for 2350 mm, from 5600 mm to 7950 mm. The vehicle has been permitted as roadworthy and for this reason it was possible to exceed the statutory sizes and weights that apply to normal vehicles. Finished the conversion to 6 axles, the Volvo FH16 was transported to Spain, in the works of the company JMBH, for the mounting of the Sany concrete pump. The delivery of the vehicle by BAS to Vadèstru was made in November 2007. It is the first 6 axles vehicle made by Estepe and also the first 6 axles realized on a Volvo chassis. The total weight of the vehicle reaches at 58 tons, with a technical capacity of 60 tons. The front axles have a capacity of 9 tons each, the twin drive axles 12 tons, the two added axles 10 tons: The total length of the vehicle arrive at 15 m. (photos by Estepe e Bas)
ASTRA AT SAMOTER 2008
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The 2008 edition of Samoter had the same pavilion for Iveco and Astra, with a larger space occupied by the products of the company from Piacenza, in confirmation of the important role of specialist of construction vehicles that Astra have inside the important Italian group. In this occasion Astra presented in preview showing the renewed HD8 range, with a new cab suspension system in order to improve the comfort in the drive and with the frontal grille of new design, personal and grimly. In addition to the traditional models 6x4 and 8x4, represented at the exhibition by an HD8 64.48 (2) and an HD8 84.56 (3), in the stand was shown a new 6x6 version named “Heavy Heavy Duty” HD8 66.54 (4), with 540 hp Iveco Cursor13 Euro3 engine and 16 speed ZF gearbox with Intarder (as option an automatic gearbox Allison HD4700 is available): thanks to the bigger rear tandem it has a payload of 40 tons, with a tare weight of about 10 tons, GVW of 50 tons and GCW up to 120 tons. Outside the stand was exposed a model that can be considered as the first four axle tractor ever produced by Astra for civilian use, an 8x8 HD8 88.50 (1) with 500 hp Iveco Cursor13 engine, marked by the adoption of large super-single tires on all the axles and designed to tow a semi-trailer in a diamonds mine in Angola. Two identical units were sold during 2008 for export in Gabon.
SAMOTER 2008
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1. Astra HD8 84.41 8x4 with concrete pump Cifa K35L/XZ. 2. In the test-field outside the Samoter, it was possibile to drive also this HD8
86.52 8x6 equipped with dumper body ISI. 3. DAF CF 85.460 8x4 with rear tipping Emilcamion M5. 4. Iveco Trakker AD190T41W 4x4 5. Iveco Trakker AD380T41 6x4. 6. Iveco Trakker 450 8x4 with tipping body Cantoni, available for driving test in
the Iveco field prepared inside the Samoter. 7. Iveco Trakker AD720T50T/P, a 6x4 tractor with pneumatic suspensions. 8. MAN TGS 41.480 8x4 with Andreoli tipper body. 9. MAN TGS 18.480 4x4 HBLS, with HydroDrive on front-axle. 10. MAN TGS 33.480 tractor 6x4 with automatic transmission TipMatic. 11. Mercedes Actros 4151 8x4. 12. Mercedes Actros 3348 S 6x4. 13. Renault Premium Lander 6x2 with 450 hp power engine. 14. Renault Kerax 8x4 with the new 500 hp engine and Emilcamion S5 body. 15. Scania P 380 6x4 in the unusual version 4x4 with third rear axle not driven,
particularly suitable for mountains transport. 16. A Scania rare to find on italian roads, the R 420 6x6 truck. 17. Scania P 420 8x4 with tipper body by Meiller. 18. Scania R 500 8x4 used by Eurogru Amici to mount its 150 t/m crane,
exposed with the colours of the company La Legnanese. 19. With its five sections arm able to arrive at a height di 62 m, the concrete
pump 5TR62 by Sermac has been for some times the biggest concrete pump available on the Italian market. It was mounted on a Scania P 420 10x4, a vehicle specially made for this use by Laxa, a company of Scania group that deal with special vehicles.
20. The Slovak firm CSM from some years shows in the various exhibitions around Europe its excavator UDS 214 mounted on a Tatra Terrno 815 6x6.
21. Volvo FM with 440hp engine in the unusual version 8x4 with rear tridem axles, with simple tyres on the last axle.
22. Volvo FM 8x4 used by Marchetti for its telescopic truck mounted crane MTK 1006, with a lifting capacity up to 80 t/m.
23. Volvo FM 440 8x4 used by Sermac to show its concrete pump 5RZ50, a unit destined for the exportation to Russia.
24. Volvo FM 480 modified to five axles by the Italian firm Austeras, showed in the stand of Cifa, equipped with a concrete pump K58L-XRZ, the biggest actually produced by the Italian constructor.
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1. Astra exhibited two models of the renewed range HD8, a 6x4 and a 6x6 (in the photo) both with Cantoni body.
2. DAF CF 85.410 8x4 with mixer made by the Spanish firm Baryval. 3. Iveco Stralis AD310 6x2 with equipment of Max-Com. 4. Iveco Trakker AD450 6x6 with Meiller dumper body. 5. Iveco Trakker AD360 8x4 with a fourth axle added behind the tandem drive,
equipped with a Gicalla mixer. 6. Iveco Trakker AD410 8x4 with Frumecar mixer. 7. Iveco Trakker AD450 8x4 with Zamarbu dumper body. 8. Iveco Trakker AD500 modified10x4 by the Italian firm Austeras, with a Cifa
K58L-XRZ concrete pump, commercialized in Spain by Baryval. 9. MAN TGA 33.440 DF 6x4 with Luna GT-40/32 crane. 10. MAN TGS 35.360 VF 8x4 with Gicalla mixer. 11. MAN TGS 41.480 VF 8X4 with Palfinger crane. 12. In the stand of Betonmaschinen, importer for Spain of Junjin concrete
pumps, it was exposed this MAN TGA 41.480 VFA 8x8 modified 12x8 by the German firm Toni Maurer, equipped with the pump JJV-5Z63, the largest produced by the Korean firm.
13. MAN TGS 18.440 4x4 with HydroDrive on front axle, coupled to a semi-trailer with Meiller alluminium body.
14. Mercedes Actros 3351 6x6 with Rojo dumper body. 15. Mercedes Actros 5051 10x6, a special version realised by the firm Paul for
the assembling of concrete pumps, here a Schwing unit. 16. In the Mercedes stand was exposed another special unit converted by Paul,
specially engineered for the assembling of concrete pumps of large capacity. It is the Actros 6560, a 6 axles unit with 12x6 drive and 4 steering axles. The GVW reaches 65 tons and the concrete pump is the Putzmeister M63, the largest available in Europe.
17. Renault Kerax 6x4 with Zamarbu swap-body 18. Renault Premium Lander 410 8x4 with Baryval mixer. 19. Renault Kerax 500 8x4 with a Meiller tipping body. 20. In the Scania stand was showed the special R 420 6x6 modified in order to
take part at the raid Dakar 2008, cancelled for security reasons. 21. Scania R 8x4 of Transgruas Pastor. 22. Scania G 420 8x4 concrete mixer Baryval. 23. Scania R 560 6x4 tractor version. 24. In the Volvo stand were exposed only models of FM range, here the 4x4
tractor version with 440 hp engine.
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AERIAL PLATFORM AT SMOPYC 2008
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1. Bronto is arrived in force to the Spanish exhibition, exposing various models of its production. In the middle of the stand was exposed the first 101 sold in Spain, to the company Tinlohi of Valladolid, assembled for the first time on a chassis-cab MAN TGA 41.480 8x8, modified 12x8 by the specialized firm Toni Maurer. The vehicle has a length of 16.450 mm, with a height of 4050 mm. The front over-hang is 2800 mm. The weight of the chassis cab is 15.200 kg: with the body it arrives at 62.350 kg.
2. MAN TGA 26.430 modified 8x4 for the assembling of an aerial platform Bronto and sold to the famous group Transbiaga, active also in the heavy haulage and lifting fields.
3. MAN TGA 41.480 8x8 modified 10x8, with the cab mounted in front of the front axle in a lowered position by the Toni Maurer company and used by Wumag for its 84m WT 850 sold to Vamasa.
4. All the aerial platform Bronto were assembled on MAN trucks, between which two 6 axles units. 5. Also Wumag has utilized the Smopyc to show its largest model, the 103 m aerial platform introduced
on the market in September 2007 and from that moment considered the highest in the world. It is assembled only on a five axle Faun vehicle, the same used for the assembling of the Tadano Faun cranes. The one of Eurogruas is the first sold on Spanish market.
At the “2007 Mack en Speciaal Transport Dag“ of Utrecht (NL), one of the more admired vehicles was the Terberg FM 2850-T 10x4 working since may 2007 with the Dutch company Lammerts. Nicknamed by its owner “King Kong”, this model is characterized by the employment of five axles, of which only one is fixed, the fourth: the cab is the same that equipped the Volvo FM range, here in deep version with high-roof, assembled in a more forward position (the front overhang is 1645 mm against 1360 mm for the FM models). The two front steering axles are Terberg with 12 t capacity each, while the three rear axles are produced by Volvo, with a 9 tons single tired axle and a 30 tons tandem drive with twin wheels, with the rearmost axle steering. Back to the cab has been assembled a Fassi crane F1500AXP.28+jib L516, able to reach a maximum height of 36,2 m and with a maximum lifting capacity of 106 t/m. In addition to the unique truck use, it can be used with semi-trailers or drawbar trailer. The engine is a Volvo D13 with 440 hp and the guaranteed gross vehicle weight is 64.000 kg (50.000 kg is the GVW legally admitted in Holland), with a GCW of 75 tons. Lammerts use this very special vehicle in particular for the transport and lifting of elements for the construction of wind power generators. (Thanks to Terberg and Lammerts for the collaboration)
WUMAG ELEVANT , one of the leading truck-mounted elevating platform manufacturers in the world, on September 2007 presented its last top product WT 1000, with 102.5 m the tallest hydraulic plat-form in the world. This impressing unit arose from customer's request for greatest possible working heights, e.g. for assembly and maintenance sorties at wind energy plants, chemical plants and multi-storey buildings. Since many of these places of work are off-road, Wumag has studied for a long time the most suitable carrier vehicle, in which was needed unrestricted traction and manoeuvrability quality. At the same time the total weight allowed should not exceed 60 tons, so that a European-wide road-going approval could take place without special permission. At the end the choice felt on the use of a crane chassis, the Tadano Faun ATF110 G-5 RK, a 10x8 ideal for the use on/on-off road, with four steering axle, able to the “crab steering”, for lateral shifting of the vehicle, thanks to fixed axle liftable. On road conditions the vehicle has a length of 16.2 m, an eight of 3.99 m and a width of 2.75 m. Thanks to the 530 hp V8 Mercedes engine coupled to the automatized gearbox ZF AS-Tronic it can reach a maximum speed of 85 km/h. All the axles have hydro-pneumatic and are equipped with single tires 16.00 R 225. The WT 1000 is an articulated design with a five-section lower boom, a three-section upper boom and a 115° rotatable fly b oom on which is mounted the basket, with a nominal load of 600 kg. Four are the units delivered in November 2008, with orders for others twenty units, as confirmation of the success of this model. The first unit for Italy will arrive in October 2010.
OP PAGLIERO The Italian group at the beginning of 2008 showed its largest aerial platform in its almost thirty years of production, the Multitel J2 383 TA, mounted on a MAN 41.464 VFAK, a chassis cab with 8x8 drive converted to 5 axles by the specialized firm Maurer. Because of the total weight of the platform, a sixth axle was added in front of the tandem drive. The first unit was sold to the company CIEMME (www.ciemme-noleggio.it) of Besana Brianza (Milano): a second unit was completed during 2008. These are the main specifications: • Total length mm 14.865 • Maximum height mm 4.250 • GVW 60.000 kg • Capacity axles kg 8500+8500+9000+13000+13000+9000 • Chassis cab weight kg 14.250 • Payload on the basket up to 400 kg • Working outreach 36,8 m with payload on the basket till 200 kg • Working outreach 33,8 m with payload on the basket till 400 kg • Maximum height reachable 83 m
THE NEW WORLD RECORD PUMP FROM PUTZMEISTER
18 Nr. 9 Pesanti & Eccezionali
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In June 2008, in coincidence with the celebrations for the 50th anniversary of its foundation, Putzmeister presented the M 70-5, the largest truck-mounted concrete pump boom in the world. With a vertical reach of around 70 m and the largest working radium ever achieved, this new model represent a milestone in the construction sector. Specially engineered for the North American market, the first unit was sold to Associated Concrete Pumping of Sacramento (California-USA) and several others orders have already been placed. A second unit M 70-5 was completed in the end of 2008. To comply with the legal regulations in certain US federal states the new concrete pump is mounted on a five axle semi trailer, of which three are steering, purposely studied by Putzmeister and produced by the company Paul Nutzfahrzeuge, coupled to a 5 axle tractor. A version in planned also for European customers and for others countries but will be configured differently. In collaboration with the final customer, for the first unit as tractor Putzmeister chose a Kenworth C 500B 10x6 with 500 hp engine. Of five axles on the tractor unit, the three rear axles are driven fully suspended (cardan) while the two front steering axles are hydrostatically driven (only for slow speed over rough terrain). The semi-trailer solution enabled Putzmeister to develop an extremely mobile large-boom concept with a turning radius of less than 18 m suitable for both uses on and off road. Due to this design the world’s largest truck-mounted concrete pump is as flexible as some smaller units. However, the 5-arm boom in a roll Z fold configuration has a vertical reach of around 53 m and a horizontal reach of 17 m, far superior to other machines. When operated in restricted space, the large boom can unfold fully within the footprint of the machine. During pumping operations, the tractor unit remains rigidly connected to the semi-trailer and acts as a counterweight. To reduce the load moment of the huge placing boom Putzmeister uses special high-strength materials both in the steel frame of the M 70 and for the hydraulic cylinders to achieve weight optimised construction. Thanks to the OSS system (One Side Support), this PM large-boom pump can be installed and operated safely on construction sites where space is restricted. During OSS operation, the width of the front and rear support is reduced to only 9.2 m. The M 70-5 is fitted with all the more modern controls produced by Putzmeister: from the control of the boom using a joystick, able to limit the working area to avoid dangerous zones, to the system EOC which helps to save fuel by automatically adjusting the engine to the maximum speed required for the current pumping output. (photos by Putzmeister)
at work:
- vertical reach 69.3 m - horizontal reach 65.1 m - depth of reach 51.4 m - support width front 13.4 m - support width rear 13.8 m - unfolding height 24,5 m - length end hose 3,0 m - pump output m3/h 200
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Main specifications of the M 70-5 “closed” and . . . .
- overall lenght 21.4 m - overall height 4.0 m - overall width 2.5 m - wheelbase tractor 1’-4’ axle 6,1 m - weight on 2 front axles Kg 16.642 - weight on 3 rear axles Kg 21.882 - gross vehicle weight Kg 38.524 - semi-trailer weight Kg 41.277 - gross combination weight Kg 79.802 - front overhang tractor mm 1.245
SCHEUERLE FOR THE ALMA PROJECT
ALMA (Atacama Large Millimeter Array) is the name of the great astronomy project signed in 2003 and realised by the European organisation ESO together with North America, Far East and Chile. The heart of the project is the construction of the big-gest radio telescope ever built, made by 50 (maybe 66, if they find more funds) parabolic antennas of 12 metres diameter, destined to become operational since 2012. The antennas will be placed at 5.000 metres height in the upland placed in the desert of Atacama (the driest place in the world, in North Chile) and will be supervised by the observatory placed at 2.900 m height. The antennas will be placed at a such height to make minimum the absorption, due to the steam, of the weak signals that the radio telescope will have to record. The antennas can be placed in 192 different positions in a surface large 18 km. The change of position of the antennas, and also their configuration, allow different ways of observation, comparable to the use of a zoom camera. At the end of December 2005, the German Scheuerle won the agreement for the supply of two special vehicles destined to transport the antennas, each of them 20 m long, 10 m large and 6 m high, with a weight of 135 t, true giants able to operate in prohibitive conditions. They not only have to guarantee the normal positioning of the antennas in the places foreseen by the different configurations, but they will also have to be able to transport them from the maintenance area placed at 2.900 m till the operative centre that is placed at 5.000 m, a 28 km trip in a area with temperature of + 30 degrees during the day and -15 degrees during the night. To produce vehicles able to transport with precision antennas of a weight up to 115 t surely is not a problem for Scheuerle, just specialised in the production of vehicles for exceptional transports. The problem was above all to produce a vehicle able to operate at a height of 5000 m, where engines loose half of their power (measured at sea level) because of the reduced quantity of oxygen available at such height. With its two 680 hp Deutz diesel engines, Scheuerle vehicles can move at a speed of 20 km/h empty, and 12 km/h charged with the antenna. In spite of its huge dimensions, the vehicle can be manoeuvred by a single operator: the correct positioning is made possible by an hydrostatic system while the 28 wheels with electronic traction allow very accurate movements. Their production was completed in October 2007 and at the end of the same month the two vehicles called Otto (in honour of the president of Scheuerle, Otto Rettermaier) and Lore, were transported to the river harbour of Heilbronn, where, at the beginning of December, were boarded for the harbour of Anversa. Reaching Chile the 7th February 2008, the two Scheuerle were transported by the Chilean heavy haulage specialist Ferrovial till the observatory placed at 2900 m, where they arrived seven days after (photos by Scheuerle, except 3-6-7 by ESO)
1. The ship arrived at Port Mejillones on 7th February 2008 and the same day the antenna transporters were charged on two Capperi 14 axles trailers owned by Ferrovial, towed by two Mercedes Actros SLT 3350 AS 6x6.
2. The heavy load convoy sets off on its 417-kilometre journey. 3. A huge challenge for the driving ability of the Ferrovial drivers because of
the10 m wide of the load. 4. To engage the steep descent of the route, Ferrovial used two Astra HD7 6650
6x6 as pusher tractor, to improve the bracking of the heavy combinations. 5. The two Scheuerle transporters arrived at the Alma base on 13th February. 6. Finished the assembly, “Otto” and “Lore” were subjected to intensive test. 7. The 8th of July was made the first real transport with a 100 ton antenna.
IVECO, in the second half of 2007, renewed its Sivi range, specially engineered for heavy haulage and built in Piacenza by Astra, with the restyling introduced on the Trakker constrution range already in april 2007. The 2008 has been a year with many commercial satisfactions for the Italian truck-maker, with 26 Trakker 8x6 delivered! A real record that made Iveco the European leader in this very special drive combination! Here some photos about the Iveco delivered in 2008. 1. TCF is the leader company in Italy for the transport of coils by road,
with a fleet of about 40 vehicles, all Iveco with 8x4 drive: also in 2008, it has received new Trakker 8x4 units, both truck and tractor.
2. One of three Trakker 500 8x4 tractors owned by Vicenza Terminal. 3. The first Iveco Sivi in Belgium has been this Trakker 560 8x6 sold to
Dick Freres, already owner of a large fleet of Iveco vehicles. 4. After 2 Eurotrakker 6x4 bought in 2001 and a Trakker 500 6x4 in
2007, in 2008 the French Cayon has received a Trakker 500 6x4. 5. Trakker 560 8x4 of Pasquinelli (Jesi, near Ancona). 6. Rubino of Cagliari enlarged its fleet with a Trakker 8x6. 7. Peyrani Sud of Taranto choosed two Trakker 8x6 for its return in the
heavy haulage business. 8. One of the four Trakker 8x6 received by Aliani in 2008. 9. The Spanish firm Eurogruas, after the 2 Trakker 560 8x6 delivered in
the first half of 2008, has received other 4 8x6 at the end of the year.
MAN, in occasion of the RAI exposition made in Amsterdam (NL) at the end of October 2007, showed the new range for heavy haulage TGX. After the great commercial success of the 41.660, of which were made about 180 units, the new flagship model is the TGX 41.680 8x4 (1), equipped with the new V8 engine, with power of 680 hp and torque of 2700 Nm. The engine D2868 is a 16.162 cc common-rail twin-turbo Euro5 effect of the collaboration with Liebherr and is coupled to the automatized transmission MAN/ZF Tipmatic with 12 speed, with torque converter WSK440 and retarder integrated. As the previous model, it is proposed in only one wheelbase, of 2600+1450+1400 mm. The front axle have a capacity of 8 tons, the intermediate 7.5 t, the rear tandem 26 t. With a GVW of 41 tons and a kerb weight of 13.700 kg, it is approved for combinations up to 250 t. It is available with the two largest cab, both sleeper: XL or XXL. The new MAN heavy haulage range provide also an 8x4 for combinations up to 160 tons, the 41.540 (2), also this available only with 1+3 axles, with the same wheelbase and axles of the largest model. The engine is the common-rail D2676, a 6 cylinders in line with 12.412 cc, 540 hp and torque of 2500 Nm, coupled to a ZF manual gearbox. The kerb weight is about 12.500 kg. Ever for combinations of 160 tons, are available the 26/33.480 and 26/33.540 (3), with 6x4 and 6x6 drive. With the 540 hp engine are available also 8x4 and 8x8 models from the TGS range, with two front steering axles: for these models the cabs available are the day cab M and the sleeper L e LX.
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MERCEDES After the two Actros SLT 4160 8x4 received during 2006, the first arrived in the South African Republic, the company Vanguard of Cleveland (Johannesburg) during 2008 nlarged its fleet with the arrival of an Actros SLT 4860, the largest model in the Mercedes fleet. It is an 8x8 equipped with 24” wheels, available for the use as ballasted tractor (1), as tractor for semi-trailers or as pusher tractor.
WESTERN STAR is a truck-maker with a long tradition in the production of vehicles for heavy haulage and an important recognition to the qualities of its products has been the order for six tractors received, during may 2008, from the South African company Rotran, well known all over the world for its large fleet of gigantic Nicolas Tractomas 8x8 and 10x10. Object of the order are six tractors of the 6900 range with 8x6 drive with rear tridem, equipped with 610 hp Cummins Signature engine. The delivery is estimated for the middle of 2009. Already during 2007, a model identical to the one that will be supplied to Rotran, was consigned to Transcor (2) of Johannesburg who utilise it for combinations up to 175 t. In addition to the 6900, Western Star propose from years this solution 8x6 also in the range 4900 (3), very appreciated in North American market.
1. Semitrailer Cometto of Zero range with five axles module. 2. Self-propelled trailer Cometto MSPE with six axles, two driven. 3. Faymonville Variomax with 3+5 axles and payload of 102 tons. 4. Goldhofer THP/SL with six axles, three meters wide and technical payload
of 36000 kg per axle, sold to Cram of Sarezzo (near Brescia). 5. MAN TGX 41.680 BBS 8x4, with pneumatic suspension only on the second
axle: two units has been ordered by Fagioli for delivery in 2009. 6. Etra exposed four models of the range Mercedes Actros: here the 3355 LS
6x4 with pneumatic suspensions, approved for combinations up to135 tons. 7. Actros 3355 S 6x4 with mechanical suspensions and GCW of 150 tons. 8. Awaited for a long time in Italy, has made its first appearance the 4160 8x4
Euro5, whose first unit has been sold to Corti of Sirone (near Lecco). 9. Scania R 560 8x4, a tractor with GCW of 180 tons. 10. Volvo FH 6x4, a model modified in Italy by Nord Diesel and available also
as 8x4: it has a GCW of 180 tons. 11. Volvo FH 16 6x4 with 580 hp engine.
Heavy Haulage vehicles at SMOPYC 2008
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9 10 11 12
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1. Iveco Trakker 500 8x4 with Fassi crane F1500 AXP28. 2. Iveco Trakker 500 8x4 with Fassi crane F1100XP and coupled with a drop-
deck semi-trailer Cometto ZS4EAH: Fassi and Cometto are both represen-ted in Spain by the company Trans Gruas.
3. Absent at Samoter 2008, the Sivi range of Iveco Astra was represented by the flagship model, the Trakker 560 8x6, in confirmation of the great interest by Iveco for this sector of the Spanish market.
4. MAN TGX 41.680 8x4 with XL cab, one of the two available. 5. Rear view of the semitrailer Cometto ZS4EAH for the company Ruiz. 6. Cometto model Zero with 3+5 axles, with payload of 115 tons.
7. Faymonville Variomax semi-trailer with 2+4 axles for Hernandez firm. 8. Nooteboom is for years an important commercial presence in Spain, were it
sold also the products of the German company Scheuerle, as this Intercombi 2+4 sold to the Portuguese firm Laso.
9. Rojo is a small producer of trailer, that for the heavy haulage proposes 3 axles models, even telescopic.
10. Team is a Spanish company founded in 1991, but only in 2008 they entered the market of heavy haulage trailers, with models up to seven axles.
11. Trail Ona nowadays is the largest Spanish producer of heavy haulage trailers: at the Smopyc exposed this 5 axles module special for the transport of tubular sections for aeolian plants.
12. Semitrailer Trail Ona for the wind sector 2750 mm wide, with 3 axle front and 5 axle rear and payload of 195 t (at 20km/h), sold to Laso.
28 Nr. 9 Pesanti & Eccezionali
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COMETTO, after a 2007 marked by the important delivery to Fagioli (4), have seen again the range 1MS of heavy duty modular trailers in the centre of important sales in 2008, both in the Italian market and European or extra-European markets. Between the most important 2008 delivery in Italy, there was the one for Aliani (1) of Fidenza, which enlarged its already numerous fleet of modular trailers with 24 axle lines in 3, 4 and 6 axle module. In Europe, the Spanish firm Egodi (2) has confirmed its confidence in the Cometto products purchasing new modules of the 1MS range, which can be used both as trailer or semi-trailer. In the Far East, Cometto can boast a long series of commercial success and also during 2008 signed importants delivery of 1MS modular trailers, as the ones for Hu Pin of Singapore (3). In India the Italian company delivered its heavy duty modular trailers to two of the leading heavy haulage company, Reshamsingh of Mumbai and Nabros Transport of Ahmedabad. At the end of 2008 these two company were charged by the transport of two 580 tons reactors, with a length more than 30 m, produced by the Indian company Larsen & Toubro, and both utilised their new modules 1MS for the execution of this difficult transport, which was made on a distance of about 1400 km! The trailer prepared by Reshamsingh (5) was made by 15+15 axle lines in lateral combination. The trailer prepared by Nabros Transport (6) was made by 16+16 axle lines in lateral combination. Due to the orographic characteristics and the state of the roads, the transport, which started on December 2008, will arrive at destination only during March 2009. Both transporters used ballasted tractors Volvo FH 6x4 (photos 2-3-5-6 by Cometto)
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30 Nr. 9 Pesanti & Eccezionali
GOLDHOFER is the new partner selected by the British group ALE (Abnormal Load Engineering) for the furniture of modular trailers for its more difficult transports. The international ALE group of companies is represented in 22 different locations. For the first time ever in the corporate history, the globally active transportation pioneer invested in Goldhofer know-how: lately there have been 64 axle lines of Goldhofer´s heavy-duty series THP/SL, one low profile deck, gooseneck and one vessel deck under the ALE flag on the roads. The 64 heavy-duty axle lines delivered recently to ALE are modular heavy-duty combina-tions with a technical axle load of 36 tons per axle line. About self-propelled trailers, Goldhofer has developed a revolutionary and pioneering innovation: the new heavy-duty modular system type PST/ES-E based on the 2.430 mm container width. Goldhofer has taken another approach with their design of the Mega PST by incorporating market requests to improve the tare weight versus capacity ratio. By increasing gross capacity to 50 tonnes per line Goldhofer claims a substantial cost reduction in transporting. Further-more, compared to conventional modules with hydro-static drive, considerable construction characteristics such as the bending moment of the frame, maximum speed, the tractive power of the hydro-static drive have been improved decisively to allow for transporting on an economic basis. The steering is based on the pro-ven system of the type PST/SL-E with a maximum steering angle of about 135 degrees sufficient to provide all necessary steering modes such as rotation, crab steering, 90 degrees transverse steering, etc. (text & photos by Goldhofer)
The heavy haulage combination of P&E
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During 2008 the Italian company Aliani (www.aliani.it) was protagonist for the transport of a huge MAN diesel engine for industrial use, from the harbour of Marghera (near Venice) up to the Mezzana Bigli (near Pavia) works of the chemical industry Oxon. The engine had a total weight of 151 tons, with dimensions of 1.302 cm for the lenght, 303 cm for the width and 505 cm for the maximal height. In that occasion was utilized one of the most unusual tractors ever made by the Italian specialist Sivi Iveco, the only 410LD54 8x6 ever built, a special vehicle produced in 2005 upon specific request of the Calabrese company Runco (see P&E nr.4) with an Eurotrakker chassis equipped with the larger Eurostar cab. During 2007 it became part of the fleet of Aliani, waiting the arrival of the first two Iveco Trakker 8x6: even now, notwithstanding the presence of six Trakker 8x6 it is a vehicle often utilized by the firm of Fidenza. The trailer is a 12 axles heavy duty modular, formed by modules of 4+3+5 axles, of the range MDE from the French maker Nicolas, from 2007 present with 40 axle line in the trailer fleet of Aliani, also able to the use of hydraulic beams of 200 and 400 tons.
Iran Dena S.A. trasports two 910 tons reactors photos by Goldhofer
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32 Nr. 9 Pesanti & Eccezionali
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In 1966 this heavy haulage company, situated in Teheran (Iran) was founded as part of the “Unitrans Group“. Quickly Iran Dena developed into one of the biggest and most important logistics company for road, air, rail and water transportation. The company is famous in Iran but also in the whole Persian region for its knowhow, experience and equipment for the most complex and difficult logistic employments. In the meantime the company owns 120 heavy-duty axle lines, among them over 40 axle lines of Goldhofer´s heavy-duty series THP/SL bought in the course of the last years. The „Assaluyeh gas field“ means a lot of transport work for Iran Dena, including two ethylene-oxide-reactors with approx. 910 tons each. These two reactors were built in Japan by IHI, one of the more important producers for this kind of pieces. From there they were shipped on a Jumbo Shipping vessel over the Persian Golf to Buschehr in the south of Iran. There two shipboard cranes loaded the two reactors with a length of 24 m, a width of 8,20 m and a height of 10,6 m onto a 40-axle Goldhofer heavy-duty combination type THP/SL. Just in time for this transport Goldhofer had delivered 16 new axle lines, that could be combined with the already existing modules into two units with 20 axle lines coupled next to each other. Two to three Mack prime movers with 6x4 drive were in front of this giant with a weight of 1090 tons and 320 tyres. Without any problems the total combination with a weight of approx. 1200 tons, a length of approx. 45 m, a height of 11,8 m and a width of around 8,2 m drove to the intended intermediate storage site. On this occasion, with the help of its hydraulic axle suspension system of +/- 300 mm, the trailer put the reactor onto the supplied elephants feet. Afterwards the second reactor was unloaded and transported into the intermediate storage site.
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34 Nr. 9 Pesanti & Eccezio nali
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1. Unloading from the ship to the heavy-duty combination 2. 1200 tons gross combination weight under way 3. a great work for the suspensions of the THP/SL trailer. 4. a third Mack 6x4, an RD 800 SX, was coupled to the F900s
6x4, all with planetary reduction tandem drive. 5. the Goldhofer THP/SL is composed by 6+4+4+6 axles modu-
les on one side and 6+6+2+6 on the other. 6. the second reactor is parked in the intermediate storage site.
In 1987 O&K, a German producer of construction vehicles, acquired Faun and after a short time the HZ range, in production since 1974, was reorganized and divided in four series: Herkules and Koloss for the three axle vehicles, Goliath for the four axles with GVW up to 53 tons and Gigant for the four axles with GVW up to 74 tons. As for all the Faun HZ, the steel cab was produced by Magirus and available as day cab with 3 seats or double cab with 3 or 4 doors, up to 7 seats or 3 beds. While Gigant was never produced, only three Goliath, all with 8x8 drive, were produced between 1988 and 1989 for the British company GEC (General Electric Co., specialized in the production and maintenance of transformers) that, after the closure of Wynns, Sunters and Wrekin, historical partner for transports of GEC, decided to have a proper fleet of tractors giving these to manage at ALE, a company born in 1983 and soon becomen the leader for heavy haulage in Great Britain. Specially produced upon the specific requests of the customer as balla-sted tractor with tow device both in front and at rear, adopted the same mechanics as in the Scammell Contractor MkII, with Cummins engine coupled to an automatic gearbox with torque converter both made by Allison. The cab was with four doors, with five seats. The axles, all with planetary reduction, were produced by the same Faun. Behind the cab was mounted a Rotzler winch of large capacity. Being more than 20 years in service, the three Goliath are still in full activity, passed directly under the ownership of ALE from December 2004, after the acquisition of the transport section of Alstom (ex GEC).
1. Faun exposed the Goliath at the 1989 IAA of Frankfurt (D): at the end of 1991, the three 8x8 adopted the new grey-white livery with the start of the company GEC-Alsthom. With the birth of Alstom in 1998, cab and bonnet were co-loured in white, all the rest in grey, as in the photos 2 and 3.
2. Rear view, with the huge vertical exhaust behind the cab.
3. A Goliath in Italy in 2006, with the special Nicolas 15+15 axles girder-trailer used for the transport of a Siemens turbine for an Italian power-station.
4. The first HZ 8x8 was produced in 1975 in 2 units for VEB, the East Germany state-owned firm for road transports.
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Tra i molti veicoli speciali costruiti da Sisu, un posto di rilievo merita l’eccezionale trattore costruito per il colosso minerario svedese LKAB, ancora oggi considerato il più grande veicolo mai utilizzato nel sottosuolo. Per la sua miniera svedese di Malmberget, all’interno del circolo polare artico, LKAB utilizzava autoarticolati con portata fino a 65 t e per aumentare la produttività dei suoi trasporti chiese ad alcuni costruttori europei un veicolo con portata di 120 t, con maggiore velocità operativa, da utilizzare ad oltre 800 m di profondità, a temperature molto basse. Tutti lasciarono cadere l’offerta tranne Sisu, che presentò il progetto di un trattore a 5 assi agganciato ad un enorme semirimorchio a 2 assi. La sua principale ca-ratteristica era l’adozione di un ponte posteriore a 4 assi, in cui solo i primi due erano motori e solo il secondo era fisso: in questo caso erano gli assi a sterzare e non solo le ruote come sull’asse anteriore. Grazie a questa soluzione la mano-vrabilità era molto elevata e nonostante la lunghezza complessiva di oltre 15 m poteva girarsi in meno di 30 m di spazio. Il primo Mammoth (così erano chiamate le combinazioni trattore+rimorchio) venne consegnato nel giugno 1992: fornì subito prestazioni superiori di oltre il 20% a quelle richieste e nell’aprile 1993 LKAB ordinò altre quattro unità, che vennero consegnate alla fine del 1993. Il costo di ogni combinazione era di circa 1,5 milioni di dollari. La parte anteriore e la cabina erano le stesse utilizzate nella gamma stradale SR, in produzione fin dal 1982. Il sistema di scarico era dotato di speciali filtri catalitici e antiparticolato e di un potente silenziatore. I 5 Mammoth rimasero in servizio fino al 2002.
Between the many special vehicles built by Sisu, an important place deserve the tractor built for the Swedish mining colossus LKAB, still considered the largest vehicle ever utilized underground. For its Swedish mine works of Malmberget, just inside the Arctic circle, LKAB used combinations with payload up to 65 t and to improve the productivity of its transport fleet demanded to some European truck-makers a vehicle with a payload of 120 t, with a larger operative speed, to utilize at a depth of 800 m with very low temperatures. Everybody let drop the offer except for Sisu that proposed the project of a five axles tractor coupled with a massive two axle side-tipping semi-trailer. Its main feature was the four axle bogie, projected and produced by Sisu, in which only the first two axles were driven and only the second was fixed: in this unit were the axles to steer and not only the wheels as in the front axle. Thanks to this solution the manoeuvrability was improved and in spite of a total length of more than 15 m it could turn in less than 30 m of space. The first Mammoth (so were called the combinations tractor+trailer) was delivered in June 1992: just from its arrive the tractor performed better than expected and surpassed its capacity targets by over 20% and in April 1993 LKAB decided to order other four units, which were delivered at the end of 1993. The cost of any combination was about 1,5 million US $. The front end and the cab were the same utilised in the Sisu range SR, in production since 1982. The exhaust system was coupled with special catalytic and particle filters, plus a larger silencer. The 5 Mammoth remained at work up to 2002.
1. A Mammoth combination in the discharge area: from the loading area the distance was 2.5 km, with downhill slope not superior at 3%. 45 seconds was the maximum time allowed for the entire discharge operation. At full load the Mammoth had a maximum speed of 40 km/h with a fuel consum-ption of 2,8 litres per km: empty the combination could reach 60 km/h.
2. The first Mammoth is entering the mining tunnel. A decline of near 7 km will bring it at more than 800 m in the deep; it will get out only when activity will be finished, about 10 years later. Maintenance operations were made inside the mine. Any Mammoth was utilized for 16 hours for day.
3. The huge side-tipping trailer was made by the Finnish firm RKP. It had a capacity of 44.5 m3, an empty weight of 30 t and a payload of 120 t. 10.1 m long, 3.6 m high and 3.7 m wide, it was equipped with 8 imposing tires 18.00 R25. On the right side it had hydraulic side panels and three robust hydraulic jacks to ensure stability during the discharge operations.
(all the photos are supplied by Sisu)
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In 1982 Autocar, for a year passed under the control of Volvo as its mother-house White, returned in force in the road trucks business with the 6x4 tractor AT64F, a typical Western-style model (in 1980 the production was transferred from the historical plant of Exton in Pennsylvania, in the East-Coast, to Ogden in Utah state, in the West Coast) with front axle in forward position, destined to the higher sector of North-American market, in straight competition with Kenworth W900 and Peterbilt 359. It was derived from the model A64F, introduced in 1969 and remained in production, almost unchanged, up to 1982. The driver cab made in steel was the same introduced in the far 1950 and utilized up to December 1987 on all the original Autocar models, also if constantly renewed in the interiors and in techniques constructions. Particular care was made in the protection from the rust, so much to allow a 36 months guaranty against the corrosion. Many parts were made in aluminium but chassis was made in light alloy. Upon request were available “sleeper box” of 42 or 60“ (1067 or 1524 mm) with flat or raised roof. The long list of optionals included: Cummins, Detroit and Caterpillar engines with power up to 475 hp, mechanical or automatic gearbox, front axles up to 9072 kg, rear tandem with capacity up to 21772 kg. Marked by an imposing bonnet, a 9030 cm2 radiator and two large air filter positioned at both side of the cab, it was available only in The United States, where it received a good commercial success in particular by the “owner-driver”, both on West or East states, notwithstanding the high price.
3. The sleeper box in the largest version, 60” (1524 mm).
4. The narrow connection between cab and sleeper box.
5. The torsion bar facilitates the tipping of the engine bonnet.
6. Notwithstanding it was a tractor specially conceived for traditional road use, some AT64F were used as heavy haulage tractor, often with a fourth axle added in front of the tandem drive, single or twin tired.
