TIMBER TRANSPORT
Left to right: The crane grab raising the strap over the loaded timber. The strap is tensioned via a drum winch. Brian Greggan of Annandale Transport demonstrates the TU Auto Tensioner
Auto-tensioning timber strap trial In 2020 the Scottish Timber Transport Scheme agreed to support a year-long trial on auto-tensioning timber straps on HGVs. The trial started in February 2021 and will run to February 2022. Timber Transport Project Officer Paul Boobyer weighs up the results so far.
T
he auto-tensioners, named simply ExTe TU, are manufactured by ExTe, a Swedish firm specialising in the production of timber bunks and automatic tensioners, and were fitted to the HGVs (wagon and drag) used in the trial by Clark Engineering and James Munro Engineering. One truck belongs to Annandale Transport in Dumfries and Galloway; the other belongs to James Jones and Sons and is based at their Mosstodloch premises in Moray. The auto-tensioner is a drum winch mechanism that provides a constant tractive force of 1,000kg, meaning the straps are always under tension and do not come slack. They utilise the compressed air system from the truck to operate them. There are a number of different mounting options, a feature which allows for flexible installation even in the tight spaces between mudguards or below flatbeds or boxes. The auto-tensioners release systems are mechanically operated in this trial but are available with an air-operated release mechanism as an optional accessory. With this option, the tensioner can be disengaged at the touch of a button from inside the cab by using a remote control. To secure a timber load, an operator uses the crane to grab a grapple attached via a shackle to the end of the strap. The crane then lifts the strap over the loaded timber, before lowering it to the opposite side of the trailer. The operator then dis-
mounts from the crane and fastens the shackle to a heavy-duty clip bolted to the chassis of the trailer. James Jones and Sons is trialling eight tensioners—one attached to each bolster, which is the most common configuration for auto-tensioners fitted to trucks in Sweden, while Annandale is trialling five tensioners—two on the front bunk and three on the trailer installed on the chassis between bolsters. The choice to fit five tensioners was based on cost and to determine whether five would be sufficient. The tensioners have been successful in demonstrating improved road safety when compared with conventional, manual timber straps which can become loose as timber settles in transit. The straps take roughly the same amount of time to secure as conventional straps, but drivers don’t have to stop en route to re-tension the straps, which saves time compared with manual strapping. The feedback from both firms involved in the trial has been mainly positive. Both firms have said that they are very impressed with the constant tension the ExTe TU provides for safety and load security. Brian Greggan, a driver and crane operator for Annandale Transport, said that he wouldn’t want to go back to manual strapping. Brian added that the process of unloading is faster than when using conventional straps. Drivers for James Jones and Sons have provided similar feedback.
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However, there are some drawbacks. At around £1,500 per unit, the current cost of auto-tensioners is much higher than conventional manual straps, which cost around £20 each. However, this upfront cost may be offset by the time saved compared with operating manual straps. The auto-tensioners weigh 11kg each so there is some loss of payload capacity. However, given that ExTe produce the most lightweight aluminium bolsters on the market, the reduction in payload capacity is not significant. A lack of visibility on the front bunk of the wagon and rear bunk of the drag makes it a little difficult for the crane to pick up the grapple to bring the strap across the load, especially when the loading area between the truck and timber stack is narrow. In this trial the grapples are stored approximately one metre from the bottom of the bolster. Future iterations of TU systems in the UK may see operators choosing different TU tensioner configurations depending on their truck setup (e.g., wagon and drag / artic). For example, on the eight-TU set up, a pair of chains can be linked together on the ground beside the truck and then lifted across by the grapple. This can improve the visibility and half the number of pulls across with the grapple from eight to four. The trial has also demonstrated that the five-tensioner configuration isn’t always sufficient when transporting shorter logs, in which case a manual strap needs to be added.
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