Goldhofer’s latest addition to its STZ-VP family owes its name to 285mm tyres. The STZ-VP 285 is the company’s low-loader semitrailer with the highest load-carrying capacity. This STZ version, with the pendular axle technology, is available in configurations between three and 10 axles and a choice of decks - vessel bridge, crawler deck and flatbed. A technically permissible axle load of 16tonnes and a deck profile of just 200mm for the flatbed – the slimmest on the market – make this low loader unique, acco
June 28, 2017
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Goldhofer's
STZ-VP8 285
Goldhofer’s latest addition to its STZ-VP family owes its name to 285mm tyres. The STZ-VP 285 is the company’s low-loader semitrailer with the highest load-carrying capacity. This STZ version, with the pendular axle technology, is available in configurations between three and 10 axles and a choice of decks - vessel bridge, crawler deck and flatbed. A technically permissible axle load of 16tonnes and a deck profile of just 200mm for the flatbed – the slimmest on the market – make this low loader unique, according to the company.
The STZ chassis features a combination of extremely wide excavator recesses and relatively short bogies. 1449 Goldhofer’s pendular axle technology provides precision-calculated geometry of the axle suspension for free oscillation of the wheelsets. The advantage is optimum distribution of the load to all the tyres and perfect levelling in uneven terrain. A steering angle of up to 65° rounds off the benefits with perfect manoeuvrability, the company said.
Axle suspension is available with tapered roller or compact bearings to meet requirements in terms of mileage and maintenance intervals. The excavator recess brings a reduction in overall load height. The use of the gooseneck with or without a front bogie and the option to combine the front bogies with the MPA-K family and the rear bogies with the THP family ensures versatility.
In the world of road maintenance and paving, as well as construction, the issue of recovering material deriving from demolition and scarification is becoming increasingly urgent, with the dual objective of combining environmental protection with economic savings. Those who work in the sector are well aware of the huge costs of transporting and disposing of asphalt and material from demolition, as well as the costs for the purchase and transport of new raw materials to the site. Now, as never before, the sector features its own circular economy, particularly in regards to bituminous conglomerates: road paving can be recycled several times, in full compliance with the regulations in force.
A contractor in Nigeria has used concrete paving equipment from Wirtgen to construct a road surface in the south-west of the country
AG-Dangote Construction Company used an SP 500 model to repave the road connecting Itori with Ibese, In Nigeria’s Ogun State.
For this project, the contractor, a joint venture between the Brazilian company Andrade Gutierrez Company and Nigeria’s Dangote Group, relied on the Wirtgen slipform paver in inset application.
Many invitations to tender continue to specify that the soil is to be exchanged. However, soil stabilisation is fast becoming a preferred option when it comes to ensuring the load-bearing capacity and quality of soil in preparation for road construction.
The targeted addition of stabilising agents can help reduce the moisture content of soil, which is vital for roadworks. Compared to exchanging the entire soil, soil stabilisation is an economical and resource-saving method. Cost savings result from simpl
