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Combined rail-road Unimogs for shunting<br />
rail freight cars, and the combined lift railvehicle<br />
system developed by <strong>Mercedes</strong>-<strong>Benz</strong>,<br />
make sure that all the different components<br />
arrive on the essambly line when needed<br />
because we have loads of up to 17 tons to<br />
shift. The bus bodies-in-white are moved<br />
on special semi-trailers made for us by the<br />
Zikun company. These are designed for rapid<br />
unloading with the aid of the hydraulic<br />
fifth-wheel coupling, which can also be<br />
tilted to one side.<br />
Two-shift production every day means<br />
that up to 100 bus movements are needed.<br />
The buses have to be manoeuvred skilfully<br />
through the narrower parts of the plant s<br />
road system: from the body fabrication<br />
area to the cathodic-dip coating unit, from<br />
the interior fitting zone to the final assembly<br />
line, but also after cathodic dip coating<br />
directly to the rail sidings, because bodyshells<br />
are also delivered to other bus<br />
assembly plants in Ulm/Neu-Ulm, Ligny<br />
(Lorraine) and Samano in Spain.<br />
16 UNIMOG<br />
JOURNAL<br />
The delivery van plant in Ludwigsfelde (top<br />
right) also uses the Unimog as a supply and<br />
removal vehicle. The painted bodies of Vario<br />
delivery vans are brought to the assembly<br />
line in special trailers (above)<br />
This specially designed drawbar (below)<br />
enables the driver to attach and remove<br />
the loaded or empty delivery-van trailers<br />
quickly<br />
Ludwigsfelde<br />
The commercial vehicle plant in Brandenburg<br />
builds the Vario delivery van<br />
range and, starting next year, will also be<br />
manufacturing the new “Vaneo”, a small<br />
city delivery van. Much has changed at<br />
this plant since it was taken over in 1990,<br />
and the tasks now facing it call for numerous<br />
changes in internal logistics.<br />
Dietmar Felgentreu from the Logistics<br />
and Transport department strongly approves<br />
of the Type U 1200, U 1000 and<br />
U 90 Unimogs he has in operation, particularly<br />
because they are normally available<br />
without restriction all the year round. He<br />
explains: There are quite a few gradients<br />
inside our plant, and when the first snow<br />
falls we would have problems and possibly<br />
production delays if it weren t for the<br />
Unimogs. Loading pressings for cathodic<br />
dip paint coating, moving painted bodies to<br />
the assembly area, keeping the production<br />
lines supplied with parts and removing<br />
waste material — it s fair to say that the<br />
Vario, the plant s end-product, depends a<br />
lot on the reliability of the Unimog.
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