Hauling jobs involve regular licensed tractors and trailers, moving predominantly via public roadways.
Over 160,000 Pounds: Mammoet USA
Mammoet USA was charged with transporting a stator 310 miles through the Carolinas. A stator is a mechanical device consisting of the stationary part of a motor or generator in or around which the rotor revolves. Weighing in at 879,635 pounds, the stator stood 35 feet long by 19 feet wide by 18 feet high. On May 15, 2009, the company loaded it onto a deck barge measuring 180 feet long by 54 feet wide by 12 feet high at the Port of Charleston, S.C. The stator went directly onto a double wide 18-line Goldhofer that had been positioned on the barge for receipt of the cargo.
The barge traveled to Hardeeville, S.C., for offloading. After docking, the Goldhofer transporter was rolled off the barge to a Mammoet 500-ton gantry lift system, which lifted the stator from the transporter and placed it onto cradle mats, secured with Williams rods to the 500-ton suspension transport frame assembled around the stator. Mammoet jack stands supported the ends of the transport frame until final positioning on the transporters.
To transport the stator and insure proper load spreading during the move, the transport frame rested on 72 axle lines of modular transporters, driven by five prime movers. Including transport equipment, the load leaving Hardeeville stretched to 300 feet long by 25 feet wide by 20 feet high. The gross weight of cargo and equipment totaled about 2 million pounds, the heaviest load ever permitted for over-the-road transport in the state of South Carolina.
Using third-party analyses by civil engineers, the company determined that 12 bridges required additional load spreading using a hydraulic dolly system, while six bridges required the positioning of 80-foot steel ramps to support the weight of the cargo. Four bridges required additional supports, made by both the Mammoet and third-party fabricators.
The company had to cross the median on two occasions, using up to 112 laminated mats. When the cargo arrived near Chesnee, S.C., Mammoet dismantled the transport frame and used a 1,100-ton gantry to place the stator onto doublewide 18-line truck-pulled conventional trailers due to the limited clearances on the project site.
Mammoet Project Management worked closely with the Department of Transportation (DOT) in South Carolina and North Carolina to obtain all necessary permits. Issued in three separate phases, permits required separate detailed traffic plans with details such as detours and specific location of utility line raising/removal.
The last portion of the route to the Duke Energy Cliffside Power Project passed through the Appalachian Mountain foothills, with grades reaching about 12 percent. An additional prime mover assisted with negotiation of the steep terrain. Three units were positioned in front of the cargo to pull while three units pushed from the rear of the transport configuration.
A final configuration change was made to navigate the limited clearances onsite. Two 18-axle line transporters and 26 dollies.
Mammoet totaled nearly 500 hours of in-house engineering hour, and the third-party engineers that undertook the bridge analysis required nearly 10 times that amount of time. Before selecting a suitable route, the Mammoet team studied 2,000 miles of roadway. After nearly seven months in transport, the job was completed on Dec. 10, 2009, with no lost time incidents or injuries.
Under 160,000 Pounds: Emmert
In July and August 2009, Emmert International undertook a 4,170-mile transport of classified military hardware weighing 83,000 pounds. Emmert crews worked with route runners to ensure the load could travel through Alabama, Mississippi, Louisiana, Texas, New Mexico, Arizona and California.
During the 22-day move, the company faced tight turns and clearances; terrain changes; the need to coordinate with many municipalities and utilities; and around-the-clock security. The transport route consisted mainly of two-lane county and state roads, many of which were barely as wide as the load.
Before the move, a crew of tree trimmers cleared the way on narrow roads in Alabama, Mississippi and Louisiana. Emmert's two-person logistics crew traveled two days in front of the load to scout out any unexpected construction and to remind cities, counties and utilities contacted earlier of the load's impending arrival. The transportation crew stayed in constant radio communication and watched the trailer to determine if it would require lifting or lowering for clearances.
The crew set out from Alabama at night, experiencing numerous 90-degree turns, and utility wires that needed to be raised. Because so many signs required removal to permit the width or swing of the trailer, the crew was proficient at that task.
In Mississippi, the team used the custom-built trailer's capabilities as the road narrowed from two lanes in each direction to single lanes. The crew remotely steered the back of the trailer and raised each end as much as 30 inches to maneuver over humps in the road, railroad tracks, medians and to navigate the 90-degree turns. In other cases, the crew lowered the load to the ground to maneuver under an overpass.
In New Mexico, the convoy encountered unexpected emergency road construction. After the high pole car and bucket trucks ran an alternate route and verified it was safe, local police rerouted and escorted the load.
Arizona and California required DOT officers to perform level 1 inspections to maintain safety of the equipment being used on a daily basis. Each inspection concluded without any marks against the driver or equipment.
Having devoted 3,250 man-hours to the job, the Emmert crew arrived at the final destination accident-free.