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Aluminum Live Bottom

Aluminum Live Bottom

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Quick Specs

Length
47 ft
Width
9 ft
Height
N/A
Weight
8,705 kg
Aluminum Live Bottom

Live bottom refers to the conveyor system at the bottom of the trailer. The material is loaded in the V-shaped bin that has the conveyor on its floor. The material is pulled horizontally out of the trailer by recirculating its conveyor. This system has many advantages over a traditional end dump system. Unlike the end dumps, this trailer can unload on uneven ground without the risk of tipping on its side. The unibody design eliminates the need for an additional full-length frame, thus keeping the tare weight to a minimum.

The conveyor system is made up of a rubber belt, self-cleaning head pulley and a friction drum at the rear. Other designs use roller chains that are prone to rust, jam and are maintenance intensive. The lifespan of the rubber conveyor belt is far superior to a chain system and it is a fraction of the price to replace.

The aluminum body drastically reduces the overall weight compared to the steel version. In almost all applications, a liner must be used. There are numerous types of plastic liners or spray-on coatings available to suit the intended application.

Hydraulic Requirements
  • Pressure 2,500 psi (172.4 bar)
  • Flow 30 US gal/min (114 L/min)
  • Tank Volume 20 US gal (75.7 L)
Time to Unload
45 US gal/min (170L/min) PTO65 seconds
Capacity
Minimum Volumetric Capacity
29 m3
Maximum Volumetric Capacity
48 m3
Minimum Carrying Height
125 in
Maximum Carrying Height
137 in
Tare Weight
9,580 kg
Options
  • Tarping system
  • Plastic liners
  • Remote control for dump functions
  • Alternate axle combination
  • Alternate lengths

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Components

Customize your Heavy Haul. Select from a list of interchangeable add-on components that are available for Heavy Haul products.

Boosters, or nitro stingers, are trailers that hook onto the back of trailers to take up extra weight. The booster axles create another axle grouping that conforms to state or provincial laws. All boosters have a system that will keep a constant load on their axles even when experiencing variations in the road. If the system was not allowed to flex, the trailer could be permanently bent, or it would bend its axles.

The units also have a vertical pivot point that allows the unit to track around corners. This pivot point is in front of the axle grouping and works much like a caster. The positioning of this pin joint is carefully chosen to give the booster excellent tracking characteristics.

An automated leveling system can be added to the boosters. This system uses an on-board computer to compare axle weights between the main trailer and the booster. If there is a mismatch between the two, the system will automatically adjust to keep them at the desired levels.

Deck sections are an important part of the low bed. It is important to know what deck profile is best suited for the loads you are trying to carry. Each section listed below has advantages and disadvantages. Typically, a bed that offers a low loading height will be heavier than one that offers a high loading height. Some profiles offer compromises between the two, but may have their own drawbacks. The table below each section is meant to summarize and rate key attributes of each deck section. The rating system is an arbitrary scale of 1-10 that is meant as a guide.

All deck sections will flex during the loading process, and when in motion. Engineers model the sections as large springs to predict the deflection that will result from external forces. The engineers can then calculate specific camber to compensate for the deflection. The stiffness of the deck is directly related to the beam height. The higher the beam, the less deflection will be produced. Some deck sections are so thin and long that we will present different cambers as options.

The deck sections listed below can be made to match the weight class of the low bed. There are additional modifications that can be made from each section presented. The variants may include a wider overall width or a special perimeter frame with dished sections to receive a tank. There are also some deck sections that can be pinned together to extend the loading area.

Steerable dollies are trailers that have a self-contained steering mechanism. The vast quantity of dollies produced at Temisko are self-steering. The self-steering system is a hydraulic link between the main turntable and the steered axles. This allows the trailer to dramatically reduce the off-tracking during a cornering maneuver. All dollies have an override to give steering control to the operator. The manual control is typically used when encountering extreme cornering situations. For the vast majority of the time, the dollies are left on self-steer because they can correctly steer the trailer around most turns.

The main turntables can turn +/- 68 degrees. This allows incredible flexibility when entering a narrow intersection that requires the dolly to be perpendicular to the load.

Temisko offers front and rear steering dollies. Both steering arrangements have very specific advantages and disadvantages.

Jeeps are designed to divide the load from the main trailer’s coupler onto 2 or more axle groupings. There are many jeep styles and configurations that are designed to meet the varying state and provincial laws. Some jeeps are made in a modular fashion so they can be configured to suit different loads or to be able to conform to local laws.

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