03 heavytransport 2day uk 50 pages.key

www.heavyliftspecialist.com

1.General Knowledge2.Forces and Masses3.Heavy Transport4.Lifting with two Cranes5.Maintenance & Inspection6.Skidding & Jacking Techniques7.Project Planning8.Cost Estimate9.Load-outs of Heavy Lifts10.Safety & Risk Management11.Accidents & How to avoid them

3.Heavy Transport with hydraulic platform

trailers

1Jan.2010



3.Difference between Platform trailers and

standard flatbed trailers

1. Platformtrailer

– Spring function by means of a hydraulic suspension with nitrogen accumulators

– A certain load creates a certain oil pressure in the system

– Every axle pushes with the same load on the road surface

– The hydraulic suspension is at the same time a built in jacking system

– Steering is via a drawbar that activates hydraulic steering cylinders, which in turn activate each axle with a certain steering angle

– The steering function can also be activated with a separate power pack

2. Standard flatbed trailer

– Spring function by means of steel springs or swing arms

– A certain load on the trailer pushes the springs in

– Every axle takes a load depending on the pressure on the spring system

– No built in jacking system

– Steering always by means of tractor unit

Spring system

Hydraulic cilinder

Swing arm

2



3.USA Dollie transport example

1. To meet the USA Higway load-limit requirements, dollie systems are often used

2. Manufacturer has adapted his Platform trailer by leaving out some axlelines

3



3.Principle of the hydraulic platform trailer

4

1. Biggest advantage is the absorbtion of uneveness in the road

2. Large payload per axle




1. By means of hydraulics the load per axle is distributed evenly

2. We can create a 3- or a 4-point suspension system

SADDLE PROJECTS OVER

SIDE OF TRAILER

TO FACILITATE LOADING/UNLOADING

OF CARGO

SUPPORTS FROM WHICH

CARGO CAN BE PICKED UP

OR PLACED DOWN BY MEANS OF

TRAILERS HYDRAULIC SUSPENSION

6200

8000

5




DISADVANTAGES:

• More expensive trailer

• More maintenance

• Lower driving speed

• Need a special permit in most cases

6

Conventional Nicolas Platform trailer

ADVANTAGES:

• More payload per axleline

• Hydraulic axle leveling

• Built in jacking system

• Hydraulic steering system

• Standard modules can be coupled together to large units

SPMT=Self Propelled Modular Transporter




1. Max. stroke of hydraulic cylinder is approx. 600-700 mm

2. Oneveness in the road must stay within this max. stroke

3. Due to hydraulic piping between all suspension cylinders, oil will flow between axle suspension cylinders and equalize unevenesses in the road

7



3.Capacity of Conventional Platform trailers (pulled by heavy duty tractor unit)

1. Double tires (8 tires = one axleline 3 m wide)

2. Net average payload approx. 25-30 Ton (3 m wide) = 3,125 –3,75 ton / tire

3. Average own weight per axleline approx. 3-5 ton depending on manufacturer

4. Well known brands are: Goldhofer, Scheuerle, Cometto and Nicolas

5. The trailers can be bought in modular units of 3, 4, 5, 6, and 8 lines of 3-3,6 m wide

6. The axleline distance varies from approx. 1.40 – 1,80 m depending on the application and manufacturer (In Europe mostly 1,5 m)

7. Due to the modular format one can compose trailers with upto 36 axlellines

8. There are also trailers that can be split lengthwise, thereby creating a trailer with 3 files (1 ! wide)

9. Steering is by means of steering rods and hydraulic cylinders

10. The trailer cannot turn on the spot

There are now also Self Propelled Conventional

Platform Trailers

Specification of Conventional Platform trailers

8

4700

1 1/2 wide ( 3 File)

6200

double wide ( 4 File)

3200

1200+300

1500

6 axleline Platformtrailer

3000

single wide ( 2 File)

1800



3.Capacity of Conventional Platform trailers

1. What trailer combination is needed for a pressure vessel of 50 m long, a diam. of 7.5 m and a weight of 466 Ton, with equal load division over the two transport saddles

2. One could select a single 12 axleline trailer with turntable and at the rear on a double wide 6 axleline trailer with turntable. Due to the large diameter of the column one has coupled the rear trailer as a double wide unit to ensure sufficient stability.

3. Net payload approx.12 x 25 = 300 ton per trailer: total approx. 600 ton payload

4. A single MAN heavy duty tractor unit is used for propulsion (on a horizontal level this is just sufficient) Max. pulling force of MAN with GVW of 32 ton = +0,85 x 32 = 27.2 Ton

5. Friction is approx. 2-3% of Gross Vehicle weight: 466 Ton + 96 + 32 ton = 594 ton x 0.03 =17.82 Ton9



3.Capacity of Conventional Platform trailers

1. What trailer combination is needed for transport of a reactor of 35 m long, a diam. of 5.5 m and a weight of

810 Ton, supported by 4 steel transport saddles equally spread over 20 m length of the reactor

2. We selected here a set of double wide 18 axlelines of Self Propelled Conventional Goldhofer Platform

trailers (Net payload approx. 2 x18 x 25 = 900 Ton).

3. Notice the 4 transport saddles with steel support beams in order to be able to load/unload the column without

the help of cranes10



3.Capacity of SPMT’s

1. Single tires (4 tires = one axleline = 2,43 m wide)

2. Net average payload approx. 30-35 Ton (2,43 m wide) = 7,5 – 8,75 ton / tire

3. Average own weight per axleline approx.3,75-4,5 ton depending on manufacturer

4. Well known brands are: Scheuerle, Kamag, Nicolas, Cometto and Goldhofer

5. The trailers can be bought in Modular units of 4 and 6 axlelines of 2,43 m wide

6. The axleline distance is in most cases 1.40 m

7. Because of the modular format one can compose trailer configurations of almost unlimited size and payloads.

8. There are also trailers that can be split lengthwise, hereby creating a more stable unit or 3 file wide unit ( 1 ! wide)

9. Because of the computer steering mode of each individual axle one can place each trailer unit apart from each other under the load and still drive as one trailer combination

10. The trailer can drive sideways, crawl or turn on the spot (Carousel mode)

Specification of Self Propelled Modular Transporters (SPMT’s)

Net payload of a 6 axleline unit is approx. 180 ton

11

Single SPMT

2430

4 x 6 axleline SPMT’s composed to one unit with 2 powerpacks

Basic unit

8400

Double SPMT




1. Transport of 1050 Tons heavy reactors for the Shell Pearl Project in Qatar on 2x18 lines + 1x12 lines

SPMT’s, individually placed under the transport frame

2. Total 48 lines SPMT’s per reactor = Net Capacity : approx. 48 x 30 = 1440 Ton

12




1. What trailer configuration is suitable for a 495 tons reactor of 4,8 m diam. and a length of 28 m with

only two steel transport saddles spaced at 17 m from each other.

2. For the transport of this 495 Tons Reactor we used 2 x 20 lines Scheuerle SPMT’s with a net payload

of 1200 ton, hereby limiting the load per tire to 4.22 Ts/tire

3. Steel beams under the transport saddles enable loading and unloading without the need for cranes

4. The first axleline is pulled up in order to roll-off easier from the barge and negotiate turns13



3.Stability of Trailers

1. How do we avoid tipping over of a transport combination?

2. Watch the location of CoG of load and traler in relation to the tipping lines and level the trailer in time

14

TRAILER STABILITY

STABLE SITUATIONTRAILER ON HORIZONTAL ROADIDEAL SITUATION

MORE LOAD ON LEFT AXLESDUE TO CAMBER IN ROADTRAILER MUST BE LEVELEDCoG STILL WITHIN TIPPING LINES

TIPPING OF TRAILERALL LOAD ON LEFT AXLESUNSTABLE SITUATIONCoG PASSES OVER TIPPING LINE

CAMBER OF ROAD CAN BE NEGOTIATED SAFELYPROVIDED TRAILER BED IS LEVELED WITH HYDRAULIC SUSPENSION SYSTEM




1. As long as the force of the combined CoG stays within the tipping lines, there is no danger

2. At a certain road camber the force will get closer and closer to the tipping line.Because of the list of the load, the left tires will get more load and the tires will be pushed in, hereby creating even more list of the combination.

3. Make sure you do not reach this situation, as at a certain moment the pressure in the suspension is already so high that you cannot level the trailer anymore

15




16

4. At a certain moment the force will go over the tipping line and the transport combination will tip over. PAY ATTENTION:This can happen earlier then one thinks, due to dynamic effects, unaccuracy of the CoG and pushing in of the tire

5. With the hydraulic suspension system the trailer can at all times easily be adjusted to horizontal level.

6. Use a spirit level to check this frequently!!



3.Stability: 3- and 4- points suspension

Stability of the transport combination

1. Depending on the height of the CoG one selects a 3- or 4 point suspension system

2. One can group the axle suspension cylinders in 3 or 4 hydraulic groups (=points = fields)

3. These hydraulic suspension points can be created by opening or closing the right valves in the hydraulic lines

4. PAY ATTENTION: Never open or close a hydraulic valve before one knows what the effect will be

A 4 point suspension system has the best stability, compare it with a table on 3 or 4 legs

17



3.Stability: 3- and 4- point suspension

Advantages of a 3-point suspension system:

- Easier to keep it horizontal

- Always an equal load distribution on the trailer and trailer frame and practically no danger of axle overloading

- Less trouble with dynamic effects, as the load is always supported on 3 points and will not wobble between 2 points as in a 4 point suspension system

Disadvantages of a 3-point suspension system:

- Smaller stability triangle- Less suitable for high CoG’s

Advantages of a 4-point suspension system:

- Bigger stability rectangle- More suitable for high CoG’s

Disadvantages of a 4-point suspension system:

- More difficult to level the trailer bed- Sooner danger of overloading of axles or the

trailer frame

1. One can create a symmetrical or ana-symmetrical 3 point suspension system

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18

1

23

A-symetrical 3 point suspension

84

1

2

3

4

4 point suspension



25 Ton

Y

10 Ton

2.3 m

1 m

3.A Load placed on a flat bed trailer

1. The combined CoG can be calculated as

follows: 25 x 5 + 10 x 1 = 35 x Y

Y = 3.85 m

2. Stability angle of the load = arctg (1.15/5)

=12,95o without accounting the own weight of

the trailer (due to the fixed axle one takes the outer tire rim)

3. Stability angle of the combined transport

combination = arctg(1.15/3.85) = 16,63o

4. Conclusion:

A better stability is realized when the load is

secured to the trailer and consider it as one

combined transport combination

5 m

Make sure that at all times the CoG stays within the tipping lines of the trailer

Weight. Load = 25 ton

Weight. Trailer = 10 ton

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4,40 m

670 Ton

750

90 Ton

3.Stability of a Self Propelled Modular Transporter (SPMT)

1. The combined CoG can be calculated as

follows: 670 x 4,894 + 90 x 0,75 = 760 x Y

Y = 4,40 m

2. By drawing on scale the tipping lines (at a 3- or

4 point suspension) one can calculate the

theoretical tipping angle.

! Double wide SPMT 5,33 m wide 12 axlelines

! Weight of trailer 4 x 22,5 ton = 90 Ton

! Max. stroke of hydraulic cil. = 600-700 mm

! Computer controlled steering

145020

Weight Load = 670 ton

Weight Trailer = 90 ton

Tipping Lines

Distance to tipping line isat 3 points much smaller

then at 4 points



3.Stability of a Self Propelled Modular Transporter (SPMT double wide)

1. By selecting an A-symmetrical 3 point suspension one increases the stability

2. The same principles also apply for conventional platform trailers

3. With a 4 points suspension system the theoretical tipping angle in this case is:arctg (1.45/4,4) = 18,23o

4. For a 3 point suspension this is half: arctg(0,725/4,4) = 9,11o

5. For an a-symmetrical 3 point suspension it is somewhere in between: 13,67o

6. The a-symmetrical 3 point suspension system is in this case the preferred suspension system

Symmetrical 3 point suspension

A-Symetrical 3 point suspension

Make sure that at all times the CoG of the transport combination stays within the tipping lines

6 6

21

Tipping lines

8 4

Tipping Lines

2900

6 6



3.Stability of a Self Propelled Modular Transporter (SPMT double wide)

Make sure that at all times the CoG of the transport combination stays within the tipping lines

4200

2900

1450

34,62o

Cos34,62o = X/1450 X = 1193 mm

22

Symmetrical 3 point suspension

6

Tipping lines1. One could also select a symmetrical 3 point suspension as per fig. right. The theoretical tipping angles can be calculated as below:

2. The same principles also apply for conventional platform trailers

3. With a 4 points suspension system the theoretical tipping angle in this case is still: arctg (1.45/4,4) = 18,23o

4. For this 3 point suspension the theoretical tipping angle is: arctg(1,193/4,4) = 15,17o

5. For an a-symmetrical 3 point suspension it is: 13,67o

6. This 3 point suspension system is in this case the preferred suspension system

6

2900



3.Stability of a Self Propelled Modular Transporter Critical (SPMT single unit)

Own Weight of 6 lines SPMT = 22.5 Ton

1. Column transported on 2x6 axlelines with turntables (For simplicity we ignore weight of turntables)

Stability for this set of single SPMT’s can be calculated as below:

2. With a 4 point suspension system the theoretical tipping angle in this case is: arctg (0.725/4.5) = 9.15o

(without taking the trailers own weight into account)

3. When the SPMT is secured to the load, the overall CoG will be lowered to: 250x4.5 + 45x0.75 = Y x 295Y= 3.927 m

4. Theoretical Tipping angle for a 4 point suspension is now:arctg (0.725/3.927) = 10.46o

5. Stability in this case is critical and trailer bed must kept level at all times

2x22,5 Ton750

3927

4500

1450

250 T

23



3.Conventional Platform trailer with load tipped over

3. Clearly instruct operational personnel on trailer stability before they start their job

UNFORTUNATE MISHAP

1. This can happen due to Hydraulic Failure or

2. Not levelling the trailer when negotiating a camber in the road or making a tight turn

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1800

3.Stability of a conventional Hydraulic Platform trailer

1. The same principles for stability apply to conventional platform trailers as well

2. Now a single trailer is in most case 3 m wide (instead of 2.45 m) and therefore have a wider stability base.

3. Watch out: We only calculate the theoretical tipping angle, in which we do not yet take into account the following facts:

– Inaccuracy during loading

– Not exact known location of CoG of the load

– Deflection of tires at the side to which the load is leaning, which only makes it worse.

4. We also did not take into account dynamic effects like speed and wind.

5. Therefore one should always level the trailer when trailer stability may become critical

! Conventional Double tires

! In most cases 3 m wide

! Axle distance approx.1,5-1,80 m

! Max. stroke hydraulic cil. = 600 mm

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4 8

603

3.Axle loads

1. Equal axleloads in case the Cog is symmetrical to the hydraulic suspension points

2. We create hydraulic suspension points

3. In this case an a-symetrical 3 point suspension

26



3.Calculation of axle loads

27

1. We calculate the axle load by first calculating the Gross Vehicle Weight (=Total weight of combination)

2. Load/axleline = GVW divided by number of axlelines

3. Load per axle = Axleline load divided by number of axles

Weight of Crawler = 82 TOwn weight Trailer = 41 T GVW =123 T

Load / axleline = 10.25 TLoad / axle = 5.13 TLoad / tire = 1.28 T Average.Groundload = 1.45 T/m2

axleline

Individual axle



1. The tire of a trailer is filled with air with a pressure of approx. 12 bar (=12 kgf/cm2)

2. Due to the load on the trailer, the tire will stave in and the road gives a counter pressure of 12 bar

3. The local tire pressure on the road is therefore 12 kgf/cm2, which boils down to a pressure of

120000 kgf/m2 = 120 ton/m2

4. This is the same principle as the lady with high heels (60 kg on 2 cm2 = 30 kgf/cm2 = 300 Ton/m2)

5. We therefore calculate an average groundload at a certain distance below the road surface

3.Calculation of average groundload

(This is not a scientific approach)

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3.Calculation of average groundload

(This is not a scientific approach)

1. In order to calculate the average groundload below the tires we draw lines under an angle of 45o. These lines represent the load spreading on the road surface

2. At a depth of approx. ! the axle distance, these lines cross each other and we assume the goundload to be at an average level at that depth below the surface

3. This is not a scientifically proven method but works relatively well in practice

4. To calculate the average groundload we take the number of axles and multiply this with the axle distance. We multiply this number again with the width of the trailer, increased with the axle distance. In that way we have calculated the projected area of the average groundload at half the axle distance below the trailer. See calculation above.

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2

2

2



2. Result of a sinking structure on weak ground

3. The correct load carrying capacity of compacted soil or roads should be calculated by a civil engineer

3.Realistic ground pressure profile

Soil Type

Load carrying capacity

qc/3 (kPa)

Clay or siltWeak

Relatively solid

Solid

ZandLoose

Relatively tight

Tight

Gravel Loose

Relatively tight

Tight

<75 = 7.5 ton/m2

75-150

150-300

<100

100-300

300-500

<200

200-600

600-1000

1. Realistic collapse pattern due to foundation loading

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3.Tires of SPMT’s on bad prepared jobsite



1. When calculating ground loads, be aware of the total load that is placed on an area.

2. When working at the side of a non compacted canal and the ground is not very stable, the whole area could collapse and disappear in the canal.

3. This could also happen at narrow mountain passes, which are soakedwet by rainfall

4. A concrete quayside can accept a lot more load then loose ground which has been compacted a bit. Also check what is underneath a concrete quay wall. Concrete or timber piles? How many? What size etc.

5. When a crane is placed on deck of a barge or vessel, check by knocking on deck where the bukheads are, in order to place the outriggers on a bulkhead or as close to it as possible

3.Load on ground surface or steel deck

32



1. The steering can be done hydraulically of mechanically

2. Depending on the number of axles, these are connected to each other by means of steering rods of different lenghts

3. The steering pattern should be as close to a circle shape as possible

4. When more units are combined together the steering rods should be adjusted accordingly

5. The trailers are equipped for this up to a limited number of axlelines

6. The steering is controlled by means of steering rods from one side of the trailer and at the opposite side by means of hydraulic cylinders

3.Principle of steering (Conventional)

Steering rods

33



3.Principle of steering (SPMT’s)

1. Normal

2. Transverse

3. Rotate

4. Crawl

5. Rotate on the spot

1. Each individual axle can be steered computer controlled

2. Each SPMT can be placed separately under the load

3. Unlimited combination possibilities

4 x 6 axlelines composed as one platform SPMT’s

34

5330

16800 3300

35

3.Videos: SPMT’s steering modes



3.Heavy Duty Tractors and required pulling force

1. The required pulling force depends on

the friction resistance forces of the

transport combination:

– Rolling resistance on the road

– Slope gradient

– Friction resistance in curves

2. A Heavy Duty Tractor can never develop

more pulling force then approx. 80-90% of

its own weight. This concerns the friction

resistance of rubber tires on the road

surface.(Asuming enough horsepower is available

and the right gearing is used)

3. A ballasted tractor unit with a total weight

of approx. 45 ton on the propelled axles,

can develop a max. pulling force of approx.

36-40,5 ton

4. Make sure the tractor units is properly

ballasted and ensure you have max.

pressure on the propulsion axles.

5. The rolling resistance of a transport

combination on a horizontal dry

tarmac road is approx.2-3% of the

GVW.

6. When we have to negotiate a slope with

a gradient of 5% we have to add this

to it

Rolling off from a barge with a 230 tons Generator against a 5% slope gradient of the roro ramp, total rolling resistance is approx.. 5+3 = 8% resistance 12 Lines of Goldhofer + DAF Tractor

36

3.Video: Generator RoRo Operation



3.Estimation of pulling force

1. How much pulling force could this tractor unit develop?

2. The tractor unit has 4 axles. Suppose these are all loaded to their maximum, i.e. the GVW of the tractor unit can be a max. of 4x12 ton = 48 tons.

3. Most likely the front axle will not be loaded more then 10 tons.

4. Also assume that all axles are driven axles and the tractor unit has sufficient horse power and a low gearing.

5. The three rear axles can develop a max. pulling force of: 3x12= 36 ton x 0,9 = 32,4 ton and a max. of approx. 9 tons extra for the front axle boils down to a max. pulling force of max. 41,4 ton

6. In practice this tractor unit will probably not develop more then approx. 35 – 40 ton pulling force (provided the front axle is propelled as well)

38

39

3.Video: Transport of 210 Tons Turbinewheel over 154 km



3.Choice of Trailer configuration for a load

Which trailer configuration would nicely fit for this load?

1. First we calculate the load per transport saddle: That is relatively simple: 520/2 = 260 Ton

2. Due to the diameter and weight of the column, I would select a double wide combination of ie. 2x6 lines side by side with turntables (bolsters) per transport zadel

3. As we had to negotiate a number of curves on the jobsite we selected to use Self Propelled Modular Transporters SPMT’s

4. These units have a max. payload of approx. 2x180 ton per 6 axleline unit, so with 360 Ton approx. 100 ton more payload then needed

40




1. A Column of 520 ton and 63 m long with a diam. of 5.8 m need to be transported and

erected. Two transport saddles spaced at 38 m apart

2. Roll-on operation of 520 Tons column onto flat top barge with 2x6 axlelines double wide of

Kamag’s SPMT’s with turntables

3. Notice the steel roll-on wedges at the end and near the coupling beam. On deck the RoRo

ramp is hinged in a coupling beam welded on deck

41

42

3.Video: Transport of 420 Tons Column for DSM Geleen




1. A bad prepared jobsite 2. Temporary bridge constructed from

crane mats and hard wood timber

support blocks in order to transport the

column under reach of both lift cranes

43




1. What trailer set would you use to transport this Topside Deck onto a flat top barge? Weight of topside 700 Ts and 4 legs spaced at 9.2 m apart

2. Load-out of 700 tons Offshore deck from jobsite onto barge

3. Used trailers: 20 + 24 lines of Goldhofers and 4 x MAN Tractor units

4. Roll-onto pontoon using steel plates to bridge the gab between barge and quayside

5. This requires more accurate ballasting

6. Advantage: a more gradual load distribution on the quayside and no height difference of RoRo ramp to overcome

44



3.How many tractor units are needed?

1. Transport of 748 Tons De-Methanizer Column in Yanbu, Saudi Arabia, on 2x12 axlelines of double wide Scheuerle Platform trailers with turntables

2. Weight of Load = 748 TonOwn weight of trailers incl.bolsters = 192 Ton3 Tractor units = 84 Ton Total GVW =1024 TonMin. required pulling force = 1024 x 0,03 = 30.72 ton

A total of 3 x FTF tractor units are used, each with a GVW of 28 tons. Tractor units are coupled with steel drawbars

45




1. Transport of Sphere of 260 Ton, 16 m diam. on 12 lines of SPMT’s coupled side by side

2. Stability is critical, so use a spirit level at all times!!

3. The SPMT’s demonstrate the Carousel Mode (turning on the spot)

4. Trailer is clearly leveled when negotiating the curve

46




4. Transport of 2 x 200 Tons column parts over 2000 km across Iran

1. Transport over 2000 km through Iran in 1976

2. Front dolly consists of a 3 m wide 12 lines of Scheuerle and the rear dolly a double wide configuration was used to ensure sufficient stability

3. Often the trailer configuration used is depending on the max. allowable axle line load of the country of transport

47

Transport of fully dressed column on double wide SPMT’s with turntables



3.The Transport Plan

48

Weight of Crawler = 82 TOwn weight Trailer = 41 T GVW =123 T

Load / axleline = 10.25 TLoad / axle = 5.13 TLoad / tire = 1.28 T Average.Groundload = 1.45 T/m2



1. Use a spirit level or other monitoring device when stability is critical

2. A load which is 2 x as high as the width of the trailer on which it will be transported: WATCH OUT FOR STABILITY OF THE TRANSPORT COMBINATION!

3. Preference for a 3 point suspension system due to equal axle loads

4. At extreme high loads a 4 point suspension system gives a better stability

5. Watch the pressure in each hydraulic suspension point, and adjust if necessary

6. Max. pulling force of a tractor unit can be achieved by placing as much ballast weight as possible on the driven axles of the tractor unit

7. Secure the load on a trailer with a number of turnbuckles that equals the own weight of the trailer

8. Place the turnbuckles in the direction of the expected force

9. In case tight turns have to be made, mark the driving path with paint or clear marks on the road

10. Always avoid sudden movement (braking, fast change of direction, bumps etc.)

11. The max. average ground pressure for a conventional platform trailer is approx. 696/138,6 = 5 ton/m2 (As an example we used a 12 axleline trailer double wide)

12. The max. average groundload for SPMT’s is approx. 810/113 = 7,2 ton/m2 ( again a 12 axeline combination, double wide was taken)

3.Recommendations

49

INDEX

50

1.General Knowledge

2.Forces and Masses

3.Heavy Transport

4.Lifting with two Cranes

5.Maintenance & Inspection

6.Skidding & Jacking Techniques

7.Project Planning

8.Cost Estimate

9.Load-outs of Heavy Lifts

10.Safety & Risk Management

11.Accidents & How to avoid them

03 heavytransport 2day uk 50 pages.key

Documents

heavy lifts10

heavy transport4

certain load

skidding jacking techniques7

project planning8

cost estimate9

maintenance inspection6

jacking system steering