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semi-products that offer high
productivity for manufacturers,
as well as increased payload,
low running costs and a great
fleet image to operators. For
more details, please have a look
at Chapter VI.
3. Aluminium tippers
3.1. Are there different aluminium tipping body designs?
3.2. What about the wear resistance of aluminium tipping bodies
The wear condition can vary
extremely from one load to
another. Therefore it is not
always possible to link the actual
hardness of an alloy to the wear
resistance. It was found out that
for a very large extent, the type
of load is a decisive factor.
The choice of material for the
construction of tipping trailers is
nowadays often a question of
specific experiences, material
availability and manufacturer’s
specific production methods.
Typical bottom plate material is:
• 5083 H32, H321, H34
• 5086 H24
• 5383 H34
• 5454 H22, H24
• 5456 H34
or other, mill-specific alloy types.
Typical values for bottom plate
thickness are listed below:
• 6 mm for light-duty operations
like agricultural products,
coal or sand transport
• 8 mm for medium-duty service
like recycling products
• 10 mm for heavy-duty transport
like gravel
• Up to 12 mm in extreme cases
Please refer to Chapter VI for
more details.
35
EUROPEAN ALUMINIUM ASSOCIATION
Some operators still fear problems
with aluminium trailer
chassis in heavy-duty applications,
but they should know
that strength is not material
related. Indeed, strength, like
stiffness and lifetime, are only
design criteria. Experienced
manufacturers are able to produce
aluminium chassis offering
the same performance but at a
much lower weight than conventional
steel models.
3.3. What type of chassis is needed for an aluminium tipper body?
3.4. What about tipping stability?
It is often said that achieving
the IRTE2 Class A3 tipping stability
standard for an aluminium
tipper chassis would
be difficult simply because "it
flexes too much" or that, to
provide the equivalent rigidity
of a steel chassis "the lightness
benefit would be practically
eliminated", but tests run during
summer 2002 confirmed
that both statements were
totally wrong.
Indeed, a full-aluminium vehicle,
significantly lighter than others,
passed the IRTE Class A test at
44 tonnes with its standard
chassis reminding everybody
that an appropriate design leads
to both lightness and torsional
stiffness.
2. British Institute of Road Transport
Engineers (IRTE)
3. IRTE's "Class A" stability standard
for tipping on uneven ground states
that a trailer should be able to tilt sideways
7° without falling with a fully
loaded and raised body.
IRTE tipping stability test (STAS)
36
ALUMINIUM IN COMMERCIAL VEHICLES CHAPTER IV FREQUENTLY ASKED QUESTIONS 36 | 37
Tanks for the transport of dangerous
goods have to be built
according to the rules defined in
the following agreement and
standards:
• ADR: Agreement for the
transport of Dangerous goods
by Road4
• EN 13094 “Tanks for the
transport of dangerous goods -
Metallic tanks with a working
pressure not exceeding 0.5 bar -
Design and construction”
• EN 14025 “Tanks for the
transport of dangerous goods -
Metallic pressure tanks - Design
and construction”
More details are given in
Chapter VI.
4. Aluminium tankers
4. See ADR, Annex A, Part 6, Chapter 6.8:
http://www.unece.org/trans/danger/danger.htm
4.1. How should a tank for the transport of dangerous
goods (ADR) be designed?
4.2. Which alloys are
suitable for ADR tanks?
Suitable aluminium alloys for
that application are listed in
standard EN 14286 “Aluminium
and aluminium alloys - weldable
rolled products for tanks for the
storage and transportation of
dangerous goods” as well as in
chapter V.
Aluminium suppliers are listed in
the “links” section of the website
www.alutransport.org .
Aluminium road tanker (Schrader)
37
EUROPEAN ALUMINIUM ASSOCIATION
38
1. FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2. INTERNATIONAL PRODUCT DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
　
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