goldhofer chronicle

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.


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.



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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).



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.



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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.



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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.



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.



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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.



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.



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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.



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.



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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.



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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.



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.



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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.



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.



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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.



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.



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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.



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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



Pic. 62Design of the AST-1 X 1200 with the new Airbus A380

Pic. 63AST-1 X 800 with B747 in Frankfurt

goldhofer chronicle

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