goldhofer chronicle
TRANSCRIPT
Heavy Haulagevehicles built by Goldhofer
Michael Bammel
Michael Bammel
The Chronicleof the
Goldhofer AG
Memmingen
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
1705
The Goldhofer forge in Amendingen is first mentioned
In the 18th century (1705)the forge of the Goldhoferfamily in Amendingen is firstmentioned by documentaryevidence.
Anton Goldhofer, the father of Alois Goldhofer, was able tobuild up a good reputationwith his forge due hisexcellent craftsmanship, even in the economic depressionsat the beginning of the 20
th
century and between theWorld Wars.
1922
Alois Goldhofer was born
Alois Goldhofer was born on 20 April 1922 inthe village of Amendingen near the town ofMemmingen.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 1Alois Goldhofer was born on 20 April 1922 in the village of Amendingen near the town of
Memmingen.
Pic. 2Anton Goldhofer, Alois Goldhofer´s father in 1936
Pic. 3Agricultural Goldhofer trailer
1946
Agricultural trailers
In 1946, the 8th generation ofthe family heritage, AloisGoldhofer started with the steelconstruction of agriculturaltrailers with pneumatic tyres.Therefore he founded thecompany “AllgäuerFahrzeugwerke Alois GoldhoferKG” (South German vehicle plant Alois Goldhofer limitedpartnership) and with the newworkshop in the “Veitensteige” in Amendingen near Memmingenhe created the requirements foreconomic production.
1952
First lowloader with rear-end loading (type TU)
In cooperation with the tyreproducer Metzeler (this company developed the necessary smalltyres on 15” -rims), AloisGoldhofer built a lowloader withramps for rear-end loading, thatwas taken as a yardstick fromthe entire branch.
Thanks to this vehicle theclientele, originally mainly fromthe agricultural branch,expanded to the transport andconstruction market.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel5
The Goldhofer Chronicle
Pic. 4“Founding picture” in front of the old workshop in Amendingen. Sitting Anton
Goldhofer, far right Alois Goldhofer
Pic. 5
First lowloader with rear-end loading, designed by Alois Goldhofer in 1952
1956
Lowbed trailers with detachable rear axle (type TL)
In order to cope with the growingpayloads, Alois Goldhofer developed aspecial axle construction forlowloaders, which could easily beseparated and detached from thevehicle after lowering the loadingplatform, thus making the process ofloading and unloading easier.
1959
Heavy-duty lowloaders (type TA)
The sales success, especially in the constructionof lowloaders, made the conversion frommanual to industrial production possible and atthe same time necessary: at todaysheadquarters of the Goldhofer AG in Memmingen, Donaustrasse 95, a brand new plantwas built in 1959 for the developing and producing vehicles for the transport andconstruction industry which were constantly becoming bigger and heavier.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 6Alois Goldhofer in front of one of his lowloaders
Pic. 7Lowbed trailer type TL, loading platform lowered
Pic. 8Registered in Holland: Diamond T 980 with…
Pic. 9… a Goldhofer lowloader TA6 with a permissible gross weight of 120 t
1963
Heavy-duty trailers with mechanical axle suspension andmechanical steering (type TPA)
As is often the case, itwas the idea of acustomer, that led to the development ofcompletely newheavy-duty combinationtrailers with mechanicalaxle suspension. At atime, when the hydraulic system was not yet that
advanced, Alois Goldhofer had developed a modular system, that made it possible forthe clients to combine a vehiclecombination corresponding to the load ofup to eight axle lines, made up of two-axlemodules each, thus being able to transport different loads economically with just onevehicle system. The different loadingplatforms, that were already at that timetelescopic or adjustable in width,completed this system. These vehicleswere the “predecessors” of today´smodular system of vehicles with hydraulic axle load compensation (THP).
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel7
The Goldhofer Chronicle
Pic. 10TPA8-combination
Pic. 11TPA8 with vessel (D 6 m L 13 m weight 160.000 kg)
Pic. 12Two TPA4 ready for coupling
1964
Delivery of the 5000th Goldhofer vehicle (type TL)
On 8 September 1964 the 5000th Goldhofer lowloader (type TL8/60 with a payload of8000 kg at 60 km/h) was delivered.
1971
The first extendible lowbed semitrailer (type STN)
In 1971 Goldhofer built the first extendible lowbed semitrailer with hydraulicdisplacement steering, with a loading platform that can be optimally adjusted to thecargo.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 13The 5000th Goldhofer lowloader
Pic. 14the first extendible Goldhofer Lowbed-Semitrailer
1975
A world novelty: combination semi lowloader with knuckle-typesteering axles and hydraulic axle suspension (type SKPH)
Presentation of a new constructionseries of combination semitrailerstype SKPH with hydraulic axlesuspension.
This vehicle type offers the possibilityof using a heavy-duty vehicle systemeconomically by combining aheavy-duty transport vehicle with two semi lowloaders with several axles.
1979
More than 10,000 Goldhofer vehicles are operated in about 56countries all over the world
The devivery of the10,000. Goldhofertrailers was the reason for this photograph ofthe complete staff and management of theGoldhofer company in1979.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 17SKPH 6 Lowbed semitrailer combination
Pic. 18Staff and management gather for delivery of the 10000 st Goldhofer lowloader
1979
World heaviest transport on wheels with a Goldhofermodular-trailer: 1.200 t Reaktorvessel (Type THP/H)
The modular trailer combination for a payloadof 1,200 t, christened "Colossos", wasdelivered in November 1979 from Memmingento the customer VSL Corporation in USA.
Load: 1.200 t reaktor vessel, Length24,38 m, Diameter 7,93 m, 48axlelines with 384 tires, konvoi lengthmore than 120 m with 5 towing and 2pushing tractors, total gross weightover 1.500 t.
1981
Alois Goldhofer dies on 16 January 1981 during a short trip to themountains.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel11
The Goldhofer Chronicle
Pic. 192x2 THP/H12 in parallel combination
Pic. 202x2 THP/H12 in parallel combination
Abb. 212x2 THP/H12 in parallel combination
1982
Further development of the modular system for heavy loads withskidding frame for an exact placing of the load.
The patented skidding frame ismounted on top of a parallelplatform combination of type 2 xTHP/H24 with a width of 7.5 m anda length of 38.4 m with a payload of 1,200 tons distributed on a total of384 wheels.
This vehicle combination was builtfor transporting 1,200 tonsmodules for a gas exploration plantin the Arco Kuparuk Field in Alaska.
The patented skidding frame isused to position individual modulesto within a millimetre and unloadthem quickly.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 22Melroe prime mover in front of a GoldhoferTHP/H 24 side-by-side combination on the
way back for the next module
Pic. 23Goldhofer THP/H 24 Pwith 1.200 t module
Pic. 24These vehicle dimensions can only be realized by means of an
hydraulic axle load compensation
Pic. 25THP/H 24 side-by-side combination in Memmingen ready for final inspection by
customer
1983
Special vehicles to haul the heaviest loads over the most difficultterrain under the toughest environmental conditions (type STUE)
New markets with a lowinfrastructure require othervehicle concepts: sturdy,unsteered pendular axleswith big tyres provide safeand economical transport,even on unpaved ways.
1985
Delivery of the 15,000th Goldhofer vehicle (type SKPH)
The 15,000. Goldhofer trailer was built for the Bracht Company in Erwitte / Germany: asemi-trailer type SKPH 6-60/80. Equiped with a special lifting device for the teleskopic
main-beam (weight 55 t) ofthe Gottwald mobile cranetype AMK 600.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel13
The Goldhofer Chronicle
Pic. 26STUE4 payload rated at 100 t for unpaved ways
Pic. 27SKPH 6 with huge 11.00-20 tyres and lifting device for a 55 tons telescopic derrick boom of
a Gottwald mobile crane type AMK 600
1987
Construction of one of the heaviest and biggest vessel bridges ofthe world
In June 1987, the biggest highgirder frame built by Goldhoferto date, leaves the plant fortransporting payloads of up to250 tons in Thailand on top oftwo THP/LV 16 bogies with 16axle lines each and a total of256 wheels. The vehiclecombination consisting ofplatforms and high girderframe, without pushing andpulling tractors, was 70 metreslong. Two Titan tractors of 540hp each were used.
1987
Development of the first towbarless aircraft tractor (type AST)
In 1987 the development oftowbarless aircraft tractorsbegan, which unlike the hitherto used tractors with towbar, pickup the nose-gear of the aircraftand thus do not have to bear the weight any longer.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 28girder frame on two THP/LV 16-axlelines modular trailers
Pic. 29AST prototype ready for delivery
The first AST-prototype tried andtested by Swissair.
Originally designed for aircraft of 180 tons, the prototype with a weight of12,000 kg is equipped with a KHDV10-cylinder-diesel type F10L413 of206 kW (280 hp).
This prototype is still being used in 2005at Zurich airport, after more than 30,000 service hours.
1989
Aircraft recovery system for the recovery and transport ofdamaged wide-body aircraft (type ARTS)
The development of the aircraft recovery system ARTS arose from the experiences thathappened during the recovery of aB747 with heavy-duty vehicles inIndia in 1988. A local haulage firmcarried out the recovery of adamaged Boeing with partlyimprovised means under thedirection of Goldhofer engineers.
As a result the idea arose of usingknow-how and experiences gainedfrom the construction of specialvehicles for ground handling.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel15
The Goldhofer Chronicle
Pic. 30AST-prototype with DC10
Pic. 31
AST-prototype with DC9
Pic. 32
ARTS (Aircraft Recovery and Transportation System) on duty in Frankfurt
1989
The first selfpropelled modular trailer system with hydrostaticdrive system was delivered (type PST und PSP)
Goldhofer delivered the firstselfpropelled modules with hydrostaticdrive system, to be combined with thewell-known Goldhofer modular trailersystem type THP/SL, to a customer inTaiwan.
With these modules loads up to 800 tonswere moved.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 33this load is longer than 160 meters!
Pic. 34the 800t load on a modular tractor / trailer unit
Pic. 35impressive: the hydraulic axleload compensation
Pic. 36first selfpropelled module, coupled with trailer modules
1989
Development of an electronically synchronized steering systemand an electronic track control
The electronic synchronized steering system is used to freely place any modular vehiclecombination e.g. under gigantic drilling platform modules and they can then be steeredsynchronously together. The electronic track control can be used to al ign semitrailersequipped with manual auxiliary steering while driving through bends without thecombination having to put straight beforehand.
1989
Construction of the biggest special high girder frame for reactortransport with a payload of 385 t
This heavy high girder frame was bought from former East Germany shortly before theborders were opened in order to transport reactors and other heavy constructionelements for new nuclear power plants. On a total of 2 x 14 axle lines this nearly 60metres long vehicle combination was able to transport payloads of up to 385 tons on 224wheels. Transport height of this high girder bridge reached 5 metres!
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel 17The Goldhofer Chronicle
Pic. 37girder frame trailer with max. payload of 385 t on test ride at Goldhofer company in Memmingen
1991
First order for an aircraft tractor from Swissair
Following positive resultsafter testing the firsttowbarless aircraft tractor,Swissair placed an order forthe construction of acorresponding tractor typeAST-1 A 840 with twosix-cylinder diesel enginesand a total output of 840 hpfor towing wide-bodyaircraft up to Boeing B747(jumbo-jet) with a take-offweight of 400 tons.
1993
Self-propelled heavy-duty modules with electronic multi-waysteering
The first self-propelled heavy-dutymodular transporter withfully-electronic steering and 4 x 6axle lines was delivered to Japan in1993.
This six-axle basic module with atotal of twelve driven swing axlescan reach 820 kN tensile force, thisis enough (combined with otherload-bearing modules) fortransporting a total weight of 2,000tons on plain terrain. Each of thefour powerpacks has a dieselengine of 400 hp for hydrostaticdrive.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 38General layout of the first Goldhofer aircraft tractor type AST-1 A 840
Pic. 39Four heavy-duty modules coupled one after the other with 24 axle lines
1993
More than 20,000 Goldhofer vehicles are operated in over 60countries all over the world
The 20,000. Goldhofer trailer was deliveredin 1993.
1994
Introduction of a patented narrow track axle for semitrailers
Goldhofer is the only Europeanvehicle manufacturer who offersthe patented narrow track axleprogramme. The advantage ofthis programme is the optimized position of its centre of gravityand a longer useable lowbedwhile the total combinationlength remains the same,especially for transportingself-driven tracked constructionmachines with an inside chainwidth of 1,790 mm.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel19
The Goldhofer Chronicle
Pic. 40the 20,000. Goldhofer trailer is ready for delivery!
Pic. 412 narrow track axles positioned in front of 3 steering axles
Pic. 42Narrow track axle between the tracks of an excavator
1994
Development of a steering actuation with a steering angle of 45degrees with easy maintenance for bogies with knuckle-typesteering axles
After finishing a series of intensive long-running tests, Goldhofer is even able to grant afunctional guarantee of 250,000 km for the newly developed steering actuation.
1995
Enlargement of the aircraft tractor family to three constructionsizes
After delivery of more than 10aircraft tractors type AST-1 (with600 hp for aircrafts weights up to400 t) and AST-2 (with 400 hp foraircraft weights up to 280 t), thewell-known tractor family growsup with a small tractor type:AST-3.
The AST-3 (with 130 hp) for thecost reducing movement ofsmaller aircrafts up to 160 t.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 43The AST-family is complete: From right to left, AST-1, AST-2 and AST-3
Pic. 44AST-1 ready for pick-up of an aircraft
Pic. 45Nose-gear is picked up
1997
Digital CAN-Bus technology for Goldhofer aircraft tractors
After delivery of more than 30aircraft tractors Goldhofer startedthe development of the secondgeneration in 1997.
By means of the increasedutilization of intelligent controlsystems, connected with eachother by a CAN-Bus-System, whichdo not only control the pick-updevice but also the digitalhydrostatic drive system,substantial progress is made in thefield of diagnostic-ability. Thenecessary software for the digital
control system is developed by Goldhofer employees who successfully carried out thetests for the prototype of the towbarless aircraft tractor.
1998
Incorporation of flatbed semitrailers with turntable steering intothe product range
With up to six axle lines, payloadsof over 60,000 kg can be reached.They are triple telescopic and canreach a loading platform length of a maximum of 45 m. Today thesevehicles are increasingly used fortransporting rotor blades for windpower plants.
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The Goldhofer Chronicle
Pic. 46two of this AST-1 F 600 were delivered to Japan
Pic. 47Telescopic flatbed semitrailer type SPZ-DL
2000
The 100th aircraft tractor, an AST-3 F 200 is deliverd to Viennaairport
The 100th aircraft tractor, anAST-3 F 200, was handed over toVienna airport during a smallceremony in July 2000.
In the same year Goldhoferreceived an order for building 13aircraft tractors for the newconstruction of Athens airport, justin time for opening the OlympicGames.
In production the aircraft tractorshave already reached a share in the turnover of nearly 25%.
2000
Goldhofer delivers the 25,000th lowloader
The 25,000th Goldhoferlowloader is a typicalconstruction machinetransporter, type TU3-24/80 with a payload of 24 t at 80km/h. The construction typeof this vehicle goes back tothe first lowloader withrear-end loading built byAlois Goldhofer in 1952.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 48Handing over of the one hundredth aircraft tractor
Pic. 49the 25.000th Goldhofer trailer was a type TU3-24/80
2001
Delivery of the first aircraft tractors to China
The very first zwo Goldhofer aircrafttractors were delivered to Air ChinaCorporation.
Worldwide more than 160 Goldhofer AST aircraft tractors are on duty for morethan 700.000 working hours andperformed more than 2,000,000 (twomillion!) aircraft movements.
2002
First self-propelled modules with optimized pivot bearing (typePST/ST)
Goldhofer developed self-propelled modules for the ADAMS company in Belgium withpivot bearing, instead of the hitherto used ball bearing race rings, which are compatiblewith all existing THP/ST or THP/LT -modules.
A powerpack with an output of330 kW (450 hp) provides up totwelve drive axles with twohydraulic engines each. Payloadranges of several 1,000 tons canbe reached by couplingnon-propelled modules.
This combination is operated byremote control, the so-called“vendor´s tray”, and can reachspeeds of approx. 5 km/h loadedor 15 km/h unloaded.
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The Goldhofer Chronicle
Pic. 50The first Goldhofer aircraft tractor in China.
Pic. 51Operation of the new self-propelled module for transporting the yacht “Elegance”
2003
Development of optimized platform modules (type THP/UT)
The advantages of thelatest THP/UTconstruction series aretheir reduced bogieheight of lowered only770 mm with a stroke of600 mm by using lowprofile tyres size 205/65R17.5...
... and at the same timeit was possible toachieve very high frameresistance and anextremely highpermissible bendingmoment for a reduceddeflection under load.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 52THP/UT platform modules with two and four axle lines are combined to
form a six-axle trailer
Pic. 53THP/UT platform modules with 3 + 3 +2 axle lines in an eight-axle semitrailer
combination
Pic. 54THP/UT platform modules with two and three axle lines in a semitrailer combination
2003
Exclusively air-operated disc brakes are used even with heavyplatform modules (type THP/UT)
Until now the problematicspace situation of the platform modules had prevented theintroduction of a disc brake.
There are, in fact, solutions for using hydraulic disc brakesbut in this case you do notonly need special brakehydraulics but also additionalpressure converters in orderto be able to operate such aplatform combination with the compressed-air system of thetractor. This solution whichwas put into effect has roomfor a directly air-operated discbrake in the new platformmodules of the THP/UT series.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel 25The Goldhofer Chronicle
Pic. 55THP/UT platform modules with 2 + 4 + 2 axle lines are combined to form an eight-axle
semitrailer
Pic. 56THP/UT with air-operated disc brakes
Pic. 57THP/UT with air-operated disc brakes
2004
Delivery of fully-electronic steerable modular transporters with ahitherto unequalled construction height of only 920 mm
Development of fully -electronic steerablemodular transporters with a hithertounequalled construction height of only 920 mm lowered + 600 mm stroke with asteering angle of 2 x 135° and an axle loadper swing axle of 18,000 kg.
Heavy-Haulage-History (c) by Dipl.-Ing. Michael Bammel
The Goldhofer Cronicle
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Pic. 58PSP module transporter with drilling rig module before being loaded
onto a barge
Pic. 59PSP module transporter with drilling platform loaded
Pic. 60PSP module transporter prepared for the next load
Pic. 61PSP module transporter with drilling rig module before being loaded onto a barge
2004
Development and construction of the biggest towbarless aircrafttractor in the world
In order to be able to movethe new airbus A380 with amaximum weight of 600 tonsquickly, Goldhofer developsthe three-axle AST-1 X.Equipped with a maximum oftwo V8 diesel engines with440 kW / 600 hp each, theAST-1 X still reaches amaximum speed of 30 km/htowing a 300,000 kg aircraft.With its all-wheel steering,the AST-1 X can operate in avery confined space despiteits width of 4,500 mm and itslength of 11,250 mm.
2005
AST-1 X roll-out
Even before the maiden flightof the new airbus A380, theAST-1 X is presented to thefirst customer in March 2005.
2005
More than 28,000 Goldhofer vehicles are operated in over 70countries all over the world
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The Goldhofer Chronicle
Pic. 62Design of the AST-1 X 1200 with the new Airbus A380
Pic. 63AST-1 X 800 with B747 in Frankfurt