Gone with the wind
Gone with the wind
Moving an 80-m wind blade across Italy demands expert coordination, precision engineering, and advanced machinery. GIANENRICO GRIFFINI reports on how GEO Trasporti – using an Astra HD9 86.57 tractor, a Goldhofer 12-axle trailer, and an Allison 4700 SP transmission – makes transport magic.
In the world of abnormal load transport, there is no such thing as a “mission impossible”. A prime example of this was the recent transport of an 80-m-long wind blade from the Port of Brindisi to a wind farm under construction in Mesagne, a village located in south-east Italy. This is where nine Nordex N163 wind turbines, with a total installed capacity of 54 megawatts, are being assembled by RWE. The construction work is set to be completed by June this year.
A monumental challenge
The transport operation, organised by GEO Trasporti – a specialist logistics company based in Ardea, Rome – required an exceptional convoy. This impressive vehicle combination was followed by Allestimenti & Trasportimagazine along the 30-km journey from Brindisi to the installation site.
At the heart of the convoy was an Astra HD9 86.57T 8×6 dual-purpose tractor, paired with a 12-axle modular trailer manufactured by Goldhofer. The Astra HD9 86.57 is a flagship model for the transport of abnormal loads in Italy, with nine units recently delivered to key industry players, including Società Italiana Montaggi Industriali (SIMI), Fratelli Paradiso, and Battazza.
Astra HD9 86.57: Built for abnormal loads
The Astra HD9 86.57 is produced by Astra Veicoli Industriali S.p.A., an Italian manufacturer of heavy-duty trucks and military vehicles, which has been a subsidiary of Iveco since 1986. It is ideally suited to the transportation of abnormal loads, as Carlo Acquati, manager of heavy and special vehicles at Astra, explains: “The HD9 86.57 represents the best synthesis of towing and traction capacity, and manoeuvrability at low speed. This is thanks to a number of characteristics – such as its compact size – and the vehicle’s key components. These components include the 570-hp Cursor 13 engine in the Euro 6 Step E version, combined with the Allison 4700 SP automatic transmission with torque converter and integrated retarder; the Steyr two-speed transfer case; and the reinforced Meritor axles. These axles can withstand 11 tonnes at the front and 40 tonnes in total on the rear tandem.”
More specifically, the dual-purpose truck tractor – thanks to a wheelbase of 2.35m between the second and third axles – has an overall length of 8.72m including the front and rear towbars, both suitable for combinations of 500 tonnes gross combination weight (GCW). In keeping with Astra tradition, the HD9 frame, made of special high yield strength steel, can withstand almost anything. It is, in fact, made up of two parallel C-section side members 10mm thick, spaced 820mm apart with a 90-mm flange and a 320-mm spar web, connected by bolted cross members. The braking system consists of discs on the front axle and drums on the second axle and rear axles.
The tyres are 385/65R22.5 at the front and 315/80R22.5 (dual) on the third and fourth axles. “The other main features of the tractor,” adds Acquati, “are the supplementary cooling system behind the cab to keep the engine, gearbox, retarder and transfer box at the optimum temperature, and the additional air tanks (also behind the cab) to ensure trailer braking. Finally, a series of modular ballasts allows the tractor to assume the most suitable configuration – from 32 to 48 tonnes of gross vehicle weight (GVW) – for each transport mission, either as a single unit or in a combined towing configuration.”
Allison 4700 SP automatic transmission
The Allison 4700 SP mounted on the HD9 86.57 consists of a torque converter that multiplies the input torque generated by the engine. Behind the converter there is a set of planetary gears, a control module with its sensors, a hydraulic fluid cooling circuit – in this specific case integrated with an additional system – and a retarder. The torque converter, in turn, has a pump connected to the drive shaft, a turbine driven by the pump, a stator that acts as a reaction and torque multiplication element, and a lock-up clutch.
The planetary gears determine the available ratios and the direction of motion. “The automatic transmission installed on the Astra tractor for exceptional transport is a six-speed unit, in addition to a low gear and two reverse gears, equipped with a retarder and a TC 571 torque converter – the most powerful in our product range,” explains Bruno Re, application engineer at Allison Transmission. “This model is designed for vehicles used in extreme applications, both military and civilian heavy load transport, with combinations of over 60 to 70 tonnes GCW.”
The gearbox and retarder must be optimally integrated and adequately cooled to prevent component overheating and performance degradation. “For this reason, the Astra HD9 is equipped with two additional radiators arranged in parallel to cool the gearbox. This configuration takes into account the high amount of kinetic energy to be dissipated during deceleration with combinations that can reach up to 200 tonnes GVW,” he continues.
Did GEO Trasporti request special gearbox settings to meet their operational needs? “We increased the gearbox operating range by about a hundred revolutions to eliminate too delayed downshifts, and we activated the second reverse gear – the very slow one that is essential for precision manoeuvres,” says Re.
Goldhofer 12-axle trailer
The third component of the exceptional convoy is the Goldhofer 12-axle trailer, built in Memmingen, Germany, and specifically designed for the transport of wind turbine blades. The THP SL45 head module with two axle lines is equipped with the Flügel Transport Vorrichtung (FTV) 850 blade lifter with a maximum lifting moment of 850 tonne-metres. This allows the wind turbine blade to tilt up to 60° and rotate a full 360°.
The loading platform of the THP SL45, equipped with 215/75R17.5 tyres with a steering system up to 55°, is – as with all the other vehicle modules – 1,175mm from the road surface, with the possibility of a 300mm up or down excursion by adjusting the hydraulic suspension. The front part of the trailer is combined with the THP SL module with six axle lines, each with a capacity of 45 tonnes, which can be configured with different widths (3,490mm, 3,750mm, and 4,010mm) thanks to special spacers, to ensure greater stability for the combination.
The four-axle trailer module – called ADDrive – is a self-propelled vehicle with an integrated power pack based on a 6.7-litre Cummins engine, capable of performing multiple functions. It can aid with uphill traction, act alone to move the trailer, be used solely for steering and lifting the loading bed, or work in synchrony with other self-propelled vehicles of the same family.
The importance of planning
A transport operation of this magnitude requires detailed feasibility studies and meticulous planning. Roberto Carlini, project management manager at GEO Trasporti, outlines the company’s approach: “The transport has been studied in detail in various phases. First of all, there was the technical planning, shared with Goldhofer, to determine the number of axle lines of the vehicle and the weight and distribution of the ballast to be placed on board. At the same time, a feasibility study was carried out on the route from Brindisi to the assembly site, with a report of all the modifications to be made – such as the removal of overhead lines, safety barriers, and other obstacles – to allow the transit of the exceptional convoy.”
A critical decision was made early in the planning process. “The decision to leave Brindisi with the wind blade already attached to the blade lifter, based on an idea from my brother Massimo, proved to be a winning one and could be useful for other similar projects in the same geographical context,” Carlini explains.
The man behind the wheel: A driver’s perspective
The Astra HD9 86.57 was driven by Massimo Carlini, technical manager of GEO Trasporti, who has been with the company since 1997. So, how does it feel to drive such an enormous convoy?
“The only secret is to never be in a hurry. Slow and precise driving is essential to avoid unexpected events. I drive by adapting to the situation in front of me, keeping in constant contact with the operators at the back of the convoy, on board the Goldhofer trailer self-propelled unit. The maximum speed for today is 10km/h. We will only use the longitudinal transfer case and the automatic gearbox in ‘turtle’ mode. In short, we need a lot of power at low speed and with low engine revolutions,” he says.
After successfully navigating roundabouts, uphill gradients, and traffic blockages, Carlini reflects: “Everything went smoothly, as expected. The HD9 is a thoroughbred truck.”
Triumph in abnormal transport
Of course, everything only went smoothly thanks to the expertise, planning, and coordination of GEO Trasporti. Working closely with Astra, Allison Transmission, and Goldhofer, the logistics company ensured that the blade made its way safely and intact to its final destination.
This remarkable operation proves that, in the world of abnormal transport, success is determined by careful planning, the right vehicles, the right technology, and – most importantly – the right people.
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