The module is also now available with what Goldhofer is calling the Speedrive option, which allows the drive axles to be operated in freewheel mode. This means transportation companies can tow the module under full load thus speeding up operations. The tractive power of the module has also been increased, weighing in at kN. They will primarily be used to transport large plant components for the energy industry and equipment for refineries. It now has almost double the tractive power of the previous version, coming in at hp. When the vehicle is in towed mode, rather than self-propelled mode, there is no oil flow in the hydromechanical drive system.

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There has always been a need to lift and move heavy items. Throughout history this has been demonstrated. The ancient Greeks first developed construction cranes to help build their empire.

And the way in which we move heavy items has also evolved. Dutch heavy lift and transportation specialist Mammoet is widely recognised as finessing the SPMT concept as we know it today. But what will the SPMT of tomorrow look like? Often it is safer and more efficient to fabricate the components for a new facility in a controlled environment than it is to stick-build them on location, the company claims.

However, this method calls for methods of transport with the capacity to move oversize loads across large distances quickly and safely, it states. Traditionally, there have been two ways of hauling heavy modules over land with contemporary equipment. Self-propelled modular transporters SPMTs provide excellent traction and control but only reach speeds of three or four kilometres per hour, or as little as one kilometre per hour going uphill, says Mammoet. Alternatively, multiple prime movers and trailers can be combined to push-pull a load at greater speed.

However, Mammoet points out that the need for precise coordination of numerous drivers for long periods of time increases project complexity and risk. And using several prime movers means a more significant carbon footprint, it says.

The system was developed in conjunction with SPMT and trailer manufacturer Scheuerle and, according to Mammoet, is designed to make heavy transport projects quicker, safer and more sustainable.

It says the system reduces the number of trucks required to pull and steer an oversized load, while delivering greater speed, fuel efficiency, versatility and safety. According to Mammoet, one TPA generates 40 tonnes of traction. Less weight With 32 wheels across the four driven axle lines, one TPA unit requires half the weight to deliver the same traction as the four axles and 16 wheels of two typical prime movers, says Mammoet.

The company claims this significantly reduces the combined weight of a transport job and provides an advantage on slippery or icy roads. Mammoet says this reduces wear on the brakes and provides extra control.

According to Mammoet, the TPA can be used in a variety of configurations. Mammoet says is up to 20 times the speed of an SPMT but with one third the fuel consumption. Each axle has its own hydraulic pump.

Gearbox synchronisation ensures gear changes occur in sequence across the axles rather than all at once, so there is no sudden loss of traction across the axles when speeding up or slowing down, says Mammoet.

When the TPA assist unit is not in use it can be pulled in freewheel mode by a prime mover at regular highway speeds. Tracking changes Italian heavy transportation specialist Mouvers has also developed what could be described as a hybridisation of the SPMT.

It calls its modular transport system Voyager and it is designed to move heavy loads inside industrial sites. According to Mouvers, Voyager is comparable to an SPMT as it has electronic multi-mode steering and hydraulic suspension; however, instead of being on wheels, Voyager moves on tracks and has a loading height of just mm and so is well-suited for use in confined spaces.

The payload of each module is 35 tonnes and Mouvers says the tracks offer reduced ground pressure and help preserve the floor from scratches. Each track is assembled on hydraulic suspension with cylinders, with a stroke of mm, on a swinging support; according to Mouvers, this means Voyager can move up inclines or adapt its position to compensate for any unevenness in the ground.

Each Voyager module has additional hydraulic pistons positioned at the four corners. Above this, or to carousel, the modules must be raised on their frame pistons, the steering set, and the modules then lowered to the driving position.

There are four hydraulic motors in each track unit, with proportional speed and track control. Each module is 2, mm long and 1, mm wide and they can be connected to each other end-to-end or side-to-side. A basic configuration, for example, is made up of four modules connected together. The modules are powered by a separate power unit, which can either be attached to the modules or separated up to a distance of around 10 metres, if required. One power unit can control up to eight Voyager modules.

Further variation German specialized transport equipment manufacturer Goldhofer has also been exploring a variation of the traditional SPMT with its Addrive system. According to the company, Addrive combines the benefits of a towed module with those of a self propelled modular transporter in terms of tractive force, speed, flexibility and economics.

Addrive is designed as a heavy-duty module with a switchable drive. So, when maximum speed is reached, the drive unit disconnects, separating the motor from the wheel thus preventing the drive from overheating. To handle gradients, the Addrive is activated again to obtain full tractive power from the system. This avoids the need for an additional towing tractor or pusher, Goldhofer says. Although the majority of the route was on good roads, a number of challenges were encountered including bridges and steep ascents and descents in the mountains.

Bluetooth synchronisation was also used to coordinate the Addrive with the tractor at speeds of up to 15 kph. The switchable auxiliary drive provided the necessary additional traction on critical passages, Goldhofer says. It also made it possible to cross bridges without using tractors in order to reduce the overall weight of the configuration, Goldhofer added.

The rig was 95 m long, 6. At the power stations, the Addrive was used instead of the tractor for precise positioning. That gave us the manoeuvrability we needed for the extra-long rig and enabled us to achieve precise positioning. Each series is available in two different widths 2, or 3, mm and the modules can be composed of 3, 4, 5 or 6 axle line bogies. Many types of power pack units PPU are available in various strengths, each depending on the number of axles being driven, Cometto says.

Casablanca, Morocco-based international logistics firm Marine Maroc used four modular combinations of Cometto MSPE 40 tonne self-propelled trailers in side-by-side configuration for a heavy transport job in Mali.

The platform was used for the final movement of the project to position the engines inside the power house on the job site, alongside the foundations. According to Cometto, Teixu will use the system to transport wind energy towers from manufacturing sites to different ports. So, returning to the question posed at the beginning: what will the SPMT of tomorrow look like? Well, perhaps here we can already see the first stages of the evolution of the SPMT as we currently know it.

The lines between different types of equipment, such as modular transporters and trailers, are certainly becoming blurred in this post-modern age of modular construction. However, one thing is clear: we are seeing innovation across the board. It is the largest single contract Sarens has ever won. It is an upgrade of the existing refinery facility to increase well pressure and production capacity.

Work for Sarens Group there began in and will continue until Sarens also established two trans-shipment bases for offloading and forwarding all cargo to the construction site in Kazakhstan. For the overland transportation operations, Sarens already had more than axle lines available in Kazakhstan.

At the beginning of , however, we saw an upcoming peak in the required logistical capacities as of the beginning of We therefore had to urgently increase our capacities to avoid problems in meeting the project schedule. Goldhofer delivered a convincing response with top quality at very short notice and absolutely punctual shipments. With the new additions Sarens has axle lines from Goldhofer. The Goldhofer production team did a great job in terms of co-ordination and completed the entire order in less than three months.

Everyone was highly motivated to complete the largest single order ever received from Sarens to such a tight schedule. Many of us worked special shifts to meet the deadline. As a result we were able to meet our contractual obligations towards our client, and Goldhofer was able to consolidate its position as a long-serving transport technology partner of the Sarens Group.


Mammoet scale 1:50

There has always been a need to lift and move heavy items. Throughout history this has been demonstrated. The ancient Greeks first developed construction cranes to help build their empire. And the way in which we move heavy items has also evolved. Dutch heavy lift and transportation specialist Mammoet is widely recognised as finessing the SPMT concept as we know it today.


SPMT Operator

SPMT being transported on low-loader wheel SPMT carrying a tonne vessel A self-propelled modular transporter or sometimes self-propelled modular trailer SPMT is a platform vehicle with a large array of wheels. SPMTs are used for transporting massive objects such as large bridge sections, [1] oil refining equipment, motors and other objects that are too big or heavy for trucks. Trucks can however provide traction and braking for the SPMTs on inclines and descents. SPMTs are used in many industry sectors worldwide such as the construction and oil industries, in the shipyard and offshore industry, for road transportation, on plant construction sites and even for moving oil platforms. A typical SPMT has a grid of computer-controlled axles, usually 2 axles across and 4—8 axles along. All axles are individually controllable, in order to evenly distribute weight and steer accurately.

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