PROJECT EXAMPLES

DIMENSION CARGO

7 girder (pretressed concrete bridge)

per girder, 45,69 m l x 1,58 m w x 1,44 m h , 110 tons

OVERALL transport Dimension

61 m l x 3,00 m w x 4,25 m h , 199 tons

Vehicle technology uses

– 6-axle Trailer with 8-axle self-propelled trailers

– 6-axle SPMT (Self-propelled modular transporter)

GERMANY’S LONGEST PRESTRESSED CONCRETE BRIDGE

Delivered safely and on time. Germany’s longest prefabricated prestressed concrete bridge.
The special feature of the new record-breaking structure, the length of 45 metres. This innovative construction method means that the central pier can be dispensed with, which halves the overall construction time.
For this unique structure over the A1 near Ascheberg, we supplied a total of seven girders, each 45 metres long and weighing 110 tonnes each.
We are pleased to have been able to make our contribution to this record-breaking structure and to be working together on the modernisation of the German infrastructure.

DIMENSION CARGO

1 Transformer 1100 kV (World’s most powerful fransformer)

13,35 m l x 6,14 m w x 5,87 m h , 535 tons

OVERALL TRANSPORT DIMENSION

64,30 m l x 7,45 m w x 6,45 m h , 875 tons

VEHICLE TECHNOLOGY USES

– High Girder Bridge G² I K600

– front: 2 power packs with 2 x 10 axle lines SPMT (Self-propelled modular transporter) parralel coupled

-back: 2 x 10 axle lines SPMT (Self-propelled modular transporter) parralel coupled

2018 Rekordtransport 1. Platz KS_transparent

RECORD TRANSPORT – TRANSPORT OF THE WORLD’S MOST POWERFUL TRANSFORMER

Already 12 months before the largest transformer ever built by Siemens – destined for China – started the first inner-city eight kilometres from the manufacturing plant to the port in Nuremberg, the specialists of the KAHL group of companies became active. The feasibility study commissioned by the customer required various route reconnaissance, elaborate measurements, carefully prepared official procedures and the assurance that suitable transport technology was available. For the enormous transformer with a transmission voltage of 1100 kV, and thus the world’s most powerful converter transformer, weighed in at 535 tonnes with a length of 13.35 m, a width of 6.14m and a height of 5.87m.

Based on load image and CAD simulations (EasyTrack, EasyLoad), the appropriate vehicle configuration was worked out in coordination with the engineering offices involved, which were commissioned with the static recalculations of the total of four bridge structures to be crossed.
Thanks to the innovative equipment of the KAHL group of companies, a vehicle combination could be provided which fulfilled all requirements for this record-breaking transport.

The side girder bridge G² | K 600, designed for a payload of an impressive 600 tonnes,
in combination with 2 x 10 axle lines THP/ST, coupled in parallel, at the front and
2 x 10 axle lines PST/SL-E (Goldhofer self-propelled transporter), coupled in parallel, at the rear with 2 Powerpacks, 490 hp each, as well as the 650 hp Actros 4165 Titan 8×6 tractor proved to be the ideal combination. On the one hand, it fulfilled the required static requirements, on the other hand, the restrictions with regard to the given clearance gauge of the transport route were adhered to.
The authorities also approved the preliminary work carried out on the transport date and issued the necessary permits.
The proposed transport concept was implemented in this combination for the first time. Due to the parallel coupled heavy-duty modules and self-propelled vehicles from Goldhofer, the transport length could be kept short in order to be sufficiently manoeuvrable for the critical route passages, such as the Minerva bridge subway.
A gigantic load journey with 875 t total weight, 64.30 m length, 7.45 m width and 6.45 m height.
Every bend, every turn became the eye of a needle. A 90-degree bend required the utmost attention from everyone involved. Despite no-stopping zones being set up on time, several cars had to be removed and a small truck even towed away. At walking pace, the team of the KAHL Group worked its way inexorably to a left-hand bend of more than 100 degrees. A corner of a house, a set of traffic lights, a row of houses – the limitations of the inner radius are manifold. But thanks to precise manoeuvring of the self-propelled axle lines via the remote control of the hydraulic steering, there is no unwanted contact at any point.

The highest degree of concentration and driving skill was then required when passing through the tunnel at the Minerva Bridge. Here it was really tight – also due to a slight curve. Both in height and width. With a tunnel clearance height of 6.49m, there is not much room for manoeuvre. The parallel coupled axle lines completely fill the two lanes. The side girders of the bridge are even wider. The wheels on the outside already roll over the curbs, while the transformer on the inside of the curve has hardly any distance to the tunnel wall. Centimetre by centimetre, the colossus pushed its way through the subway. Everything fit – thanks to very good preparation and a well-rehearsed team.
The remaining kilometres to the harbour were almost routine and much more relaxed for the record-breaking team, which, by the way, had a 21-tonne axle load, until they reached their destination in the harbour. Here, after almost ten hours of driving and eight load kilometres, the heavy transport specialists said goodbye to a well-deserved night’s rest. The positioning of the vehicle combination under the strand lifting system for transhipment of the transformer into the inland vessel took place after a sufficient break. But immediately after the ship was loaded, it was time to demobilise the vehicle configuration. As with the mobilisation, this takes 10 days, including the journey to and from the depot.

DIMENSION CARGO

1 home,

12 m l x 8,45 m w x 6,50 m h , 200 tons

OVERALL TRANSPORT DIMENSION

55 m l x 8,45 m w x 7,50 m h , 365 tons

VEHICLE TECHNOLOGY USES

22-axle heavy-duty modules

10-axle SPMT (Self-propelled modular transporter)

2021 BSK Award 1. Platz KJL Montage_weiss

SIMPLY MOVE WHOLE HOUSES.

The challenge of the customer’s request was to lift a historic 65-year-old settlement house weighing 200 t (dimensions 12 m long, 8.45 m wide and 6.0 m high) from the basement foundation without distortion and in one piece and to move it from its location to the main road in the middle of a housing estate with different street levels, then to transport it over public roads and to place it on the newly constructed foundation at the destination without major interventions in the surroundings. Everything had to be done under the aspect of relocation, with the positioning at the new destination as true to the original as possible. The statics of the transport goods were particularly problematic because of its low stability due to a double wall with air chambers.

Our client, specialised in monument preservation and building restoration, was awarded the overall contract for the repositioning of the 65-year-old settlement house from Tostedt with a partial basement to the open-air museum Am Kiekeberg in Rosengarten. As a specialist for the elaboration and execution of such complex and demanding projects, the assembly team of KAHL & JANSEN GmbH, a company of the KAHL Group, Erfurt branch, was awarded the contract to realise this project with their own equipment.
The “relocation” preparation of the settlement house in one piece took 1.5 years. A large number of different companies and offices were involved in this project from the first inspection date to the laying of the foundations. The transport distance from the original settlement in Tostedt to the new location, the Museum Am Kiekeberg in Rosengarten, was only about 36 km, but this was also a challenge and was questioned time and again.
One method of relocating buildings is translocation, in which the building stock is first documented, then prepared for “relocation” and subsequently repositioned elsewhere as faithfully as possible to the original. In this case, special attention was paid to the statics of the building, which weighed around 200 t but had a comparatively lower stability for translocation due to its double walls with air chambers.
In preparation, the 65-year-old brick building was first secured by the commissioned building renovator and heritage conservationist and the ground floor was separated from the foundations and the partial cellar. For this purpose, the house was underpinned with girders. This created the prerequisite for lifting the complete foundationless building without torsion using 100 t hydraulic jacks, partly connected with special adapters, via eight lifting points.

Since the house could not be taken over from its location by a transport vehicle, it first had to be moved 30 m towards the road from the cramped situation with the neighbouring properties. The settlement house weighing about 200 t, pulled by hydraulic hoists, moved slowly on the shifting track towards the settlement road, closely monitored by our specialists of the assembly team. A particular challenge was the 20 cm difference in height and the unevenness in the subsoil, which had been remedied in advance by civil engineering work. This ensured the use of our very low special shifting track.
After the house had been lifted from the foundation and shifted into the access road with the hydraulic shunting track, it was lifted to a height of 1.10 m with hydraulic cylinders and then set down on the elephant feet provided. The now necessary rotation of the house by 90 degrees was carried out with a 10-axle PST/SLE self-propelled transporter, which took over the residential house from the elephant feet with its own vehicle hydraulics.
The 10-axle self-propelled transporter transported the house in the public traffic area to the 22-axle low-loader ready for the reloading. The assembly team also carried out this reloading operation exclusively using the vehicle’s hydraulics and elephant feet on the country road that had been closed for the purpose.
Another challenge involved the question of how to get the house to its final location in the Museum am Kiekeberg with as little interference with the environment as possible.
For this, our technicians had the foundations and the newly constructed basement designed in such a way that the house was moved in by SPMT via a basement wall that was initially left open. Due to the high axle loads, this last stage was carried out via a transport route prepared with steel plates.

The proper alignment and lowering of the house onto the new foundation marked the end of a truly spectacular move of an entire house to a newly constructed basement 36 km away

DIMENSION CARGO

1 Turbine

14,22 m l x 3,73 m w x 3,57 m h , 115 tons

OVERALL TRANSPORT DIMENSION

1x 4-axle truck

13-axle trailer

ANTONOV LOADING

Road, rail or waterways are usually available for the realisation of large-volume and heavy transports. But when things have to move particularly fast, there is fortunately another option – air freight. Since the 114-tonne turbine and its accessories were needed for an urgent overhaul and had to be delivered within a very narrow time window, there was only one solution – the Antonov An 124-100.

We took over the first section from the manufacturer to Cologne/Bonn Airport with our 13-axle modular chassis, which was pulled by a four-axle tractor. Arriving safely at the airport on schedule, one of the world’s largest aircraft for heavy loads – an Antonov An 124-100 of Volga-Dnepr Airlines – was waiting in the cargo area of the airport. The four-engine shoulder-wing aircraft with an impressive wingspan of over 73 metres was already waiting for its cargo with the nose flap up and the stowage system in place. With a crew of six, it can carry a maximum load of 120 tonnes, bringing its take-off weight to 392 tonnes. The turbine was loaded from our vehicle onto the Antonov’s loading ramp by a mobile crane with a maximum load of 500 tonnes. Pulled by steel cables, the turbine disappeared quite quickly into the large hollow belly of the machine. The load was securely fixed in a precisely defined position to prevent any movement during the flight. With so much weight in the belly, the fuel of the An 124-100 was initially sufficient to reach Athens. From there, after refuelling, it continued to its destination, the airport in Jeddah on the west coast of Saudi Arabia. With its cargo removed, the aircraft returned to Cologne/Bonn to pick up the turbine’s accessories.

DIMENSION CARGO

4 tranformers, each12 m l x 3,98 m w x 4,48 m h , 326 / 307 tons

OVERALL TRANSPORT DIMENSION

112,50 m l x 6,28 m w x 5,55/4,60 h, 742/ 766 tons

VEHICLE TECHNOLOGY USES

– 2x 24 axle lines high girder bridge G² I K600

– 1x 22 axle lines PST/SLE (SPMT/Self-propelled modular transporter)

-Fly-over bridge system

2021 BSK Award 1. Platz KJL Transport_transparent

MULTIMODAL TRANSFORMER TRANSPORT

For the extension of the Würgau transformer station, 4 transformers with 326 + 307 t were transported multimodally from the transformer station in A-Weiz via the Danube port of Linz to the transformer station via the port of Bamberg. The pre-carriage was carried out by 32-axle Schnabel wagon (rail) to the heavy goods terminal in Linz, and then by inland waterway vessel to the port of Bamberg. For the unloading from the inland vessel and the subsequent loading into the 2 x 24-axle side girder bridge G² I K 600, we used a 900 t crawler crane. The task was not only to be able to carry the axle load of 12 t for the motorway bridges, but also the required clearance height for the good 4.5 metre high transformers! With a total train length of 112 metres, a width of 6.30 metres and a total train weight of 757 tonnes, it was possible to realise the required axle load of 12 tonnes on the structures by using another 10-axle running gear under the load. For the last part of the route to the transformer station, a reloading onto a 22-axle SPMT was necessary in order to cope with the 9% gradients with the serpentines.

After two years of preparation for the transport of new phase-shifting transformers for grid optimisation at the Scheßlitz-Würgau substation, new paths had to be taken due to the withdrawal at short notice of the planned rail/road transfer point. The transformer pairs of the Tennet substation are used to efficiently redistribute the electricity from wind energy to be received in southern Germany to the southern German grid. For this purpose, a series and excitation transformer weighing 326 and 307 tonnes are coupled together to form a single unit.

The preparation for the transport turned out to be increasingly difficult, as the problems with the originally planned transport route only became known 6 months before the planned transport date!

This gave rise to the idea of planning a transport of this size via the port of Bamberg for the first time. The narrow quay conditions with a 10 m wide quay road and a high quay 4 metres above it made it necessary to handle the cargo from the inland vessel with a 900 t caterpillar crane at a 24 metre delivery and to load the transport vehicle below the caterpillar crane. Even after various applications for approval, there was still no route through the city of Bamberg that could be approved for the transport route.

Thus, the only option was to attempt road transport via the nearby A70 + A73 motorway to the route connection already worked out outside Bamberg.

However, this proved to be only permissible with an axle load of max. 12 t over the bridge structures, some of which were up to 37 metres long!

The transformers, which were designed as bridge centre sections for rail transport, could not be statically overloaded over the length of the supporting beak (2x 24 axle lines) required by the enormous number of axles.

The solution was therefore to load the transformers in a closed side girder bridge and specially developed lifting brackets in the load suspension of the G² I K 600 at the same height as the lower edge of the support cross girders.

This was the basis for not only being able to represent the axle load on the motorway bridges with 2 x 24 axles, but also to achieve the required clearance height under the bridges!

With a total train length of 112 metres, a width of 6.30 metres and a total train weight of 757 tonnes, the required axle load of 12 tonnes on the bridge structures was realised using another 10-axle modular chassis (as a second trailer) under the transformer. The trailer had to be brought into the combination for bridge crossings and uncoupled from the transport combination again for bridge underpasses (due to the height).

However, both transport variants could also only cover a further section in the transport chain, so that a suitable and level reloading site was needed for the subsequent transport route over the Würgauer Berg to the transformer station.

The necessary reloading for the last section of the route was carried out under difficult conditions on the country road, which was only 7 m wide, before the S-curve into the village of Straßgiech, without the use of further lifting equipment onto the SPMT combination specially set up for this purpose by means of the vehicle hydraulics of the side girder bridge. For this purpose, the country road was completely closed for almost two weeks.

Gradients of 9% and serpentines did not allow any other vehicle than the 22-axle SPMTs on the rest of the route.

Due to the associated higher axle load, evidence securing procedures for the bridges and an additional bridge superstructure (fly-over bridge) for a 19th century structure were again necessary.

For the transport of each individual transformer over the only 20 km load distance, 2 transport nights and one reconstruction day were required in each case. This was only possible with the complete double manning of the crew.

The actual delivery of the complete phase shifter with 4 individual pieces including the setting of the foundations and adjustment of the two pairs by our own assembly department on the intended foundations was completed in a fortnight to the complete satisfaction of the customer.

Both the development of a suitable routing under time pressure, the statics of the load, the entire approval procedure including the static challenges in the route, the reduction of the axle loads to 12 t, the closures of the motorways and country roads, the assembly and reloading in the road course under difficult conditions, as well as the double manning of the personnel and the entire logistics for the smooth assembly and disassembly of the equipment as well as the bridge crossing, the reloading and the subsequent reavailability for the next transport made this transport project a special logistical challenge for man and technology.

DIMENSION CARGO

1 gas turbine

12 m l x 3,98 m w x 4,48 m h , 338 tons

1 generator

12 m l x 3,98 m w x 4,48 m h , 308 tons

1 transformer

12 m l x 3,98 m w x 4,48 m h , 275 tons

VEHICLE TECHNOLOGY USES

– 22-axle heavy-duty modules(3-file)

– 6 trucks

– 14-axle SPMT (Self-propelled modular transporter)

2022 BSK Award 3. Platz PS Transport_weiss

FUTURE POWER SUPPLY SECURED

For the new construction of the gas-fired power plant Irsching 6, 3 plant components (gas turbine 338 tons, generator 308 tons and transformer 275 tons) had to be transported from the port of Kelheim to Voburg on the Danube.

The project included crane handling at the port, transport to the power plant, transhipment with mast and interim storage with SPMT, as well as subsequent internal transport with SPMT and foundation setting with mobile strand lifting system.

An entire logistics chain with crane, transport and assembly was required here. In addition to the special requirements due to the Corona pandemic (constant checks of all employees and special protection), the power plant operator also placed very high demands on occupational health and safety and environmental protection due to the immediate proximity to the Danube.

For the new construction of the gas-fired power plant Irsching 6, which is considered a so-called fast-running power plant for grid stability for the power supply (start-up time max. 36 hours), 3 plant components, gas turbine 338 to, generator 308 to, transformer 275 to were transported from.

The logistics chain led from the Italian manufacturer Ansaldo near Milan via sea transport to Rotterdam and further by inland waterway transport to the port of Kelheim. There the task of PIEPER Schwertransporte GmbH began, to transport these three components ex inland vessel up to the foundation in the power plant.

Already the handling posed a challenge due to the weights, so that a CC 2400 crawler crane was used. The transport took place in 2 lots, first the generator with 308 tons and the transformer with 275 tons.

The generator was carried out with a 22-axle (3-file) platform wagon combination and up to 6 tractor units. The transformer was also transported in conventional traffic with a 22-axle (2-file) roller combination.

The subsequent transport of the heaviest component, the gas turbine with 338 tonnes, was also carried out with the 22-axle (3-file) platform wagon combination and up to 6 tractor units.

By choosing this combination, it was possible to carry out the entire approx. 50 km long transport route without additional bridge superstructures with fly-over systems.

However, all structures used had to be statically verified and, like the entire transport route, were subjected to an intensive procedure for the preservation of evidence by the authorities before and after the transports. Only one structure had to be supported by additional hydraulic presses in the area of the bridge bearings in order not to overload them. The entire final inspection showed only a few minor damages in the area of curbs.

The challenge of the transport route was, on the one hand, to drive through extremely narrow villages with the very long vehicle and, on the other hand, to drive up an approx. 3 km long and curvy ascent with a gradient of up to 10%. This required the use of up to 6 tractor units. The entire transport route was mastered in 13 hours for Lot 1 and even in 9 hours for Lot 2.

Due to delays in the construction progress at the construction site, all parts had to be reloaded and temporarily stored on the power plant site at short notice. For this purpose, a strand lifting system with 4 fixed towers was set up and the components were reloaded from the road vehicle onto a 14-axle SPMT with set-down beams so that a hydraulic set-down onto set-down cans was possible at all. This operation was also carried out competently and promptly within 12 hours.

After an interim storage period of about 3 months, the gas turbine and the generator were first moved into the extremely tight nacelle situation by means of a 14-axle SPMT.

For the unloading, a strand lifting system with shifting track was set up to overcome the 5 m height difference between the delivery level and the foundation area. This part was also handled professionally and on schedule.

In December 2021, the transformer was transported to the foundation by means of a 14-axle SPMT. The subsequent assembly included the stacking of the transformer with hydraulic jacks and the turning of the transformer by 90° on a turntable. After the turning process, the transformer trolleys were mounted and the transformer was pulled onto the foundation independently by means of a winch vehicle. This work was also carried out on schedule, so that the entire project could be completed at the end of 2021.

All in all, a successful project, which shows the complexity of the work in the heavy-lift sector. An entire logistics chain with crane, transport and assembly was required here. In addition to the special requirements due to the Corona pandemic (constant checks on all employees and special protection), the power plant operator also placed very high demands on occupational health and safety and environmental protection due to the immediate proximity to the Danube. This made the entire engineering and planning a challenge.

DIMENSION CARGO

1 generator, 3,60 m l x 3,25 m w x 3,00 m h , 40 tons

TECHNOLOGY USES

– Push and pull skidding system

– 16 m long steel girders

– Load distribution plates

– 2 heavy-duty towers made of 8 elephant feet

– heavy duty platform

– Working scaffold

– Mobile crane

2022 BSK Award 2. Platz KJL Montage_weiss

DISASSEMBLY AND INSTALLATION OF A 40 tons GENERATOR AT VW BAUNATAL

At the VW Baunatal power plant, a 40-tonne generator had failed and needed a general overhaul. We were commissioned with the removal (and later the installation) of the generator.
The special challenges of this installation work lay on the one hand in the insufficient load-bearing capacity of the floor area in front of the Geno, which only allowed 15 kN/m², and on the other hand in the actual removal from the building shell at a height of 9.20 m, only possible by dismantling the outer wall, up to the point of loading.
Due to complicated, time-consuming negotiations with external structural engineers and the customer about the unworkable concept presented by the customer’s structural engineering office, we ran out of time. In the end, our proposed solution prevailed.
With our own shifting track, the hydraulic lifting of the Geno, the substructure of 16m girders, various load distributors and the assembly of a steel construction, we moved the generator from its place to the outside and loaded it with a truck-mounted crane.

In the VW Baunatal power plant, a 40-tonne generator had failed. After inspection by the manufacturer ML-Powertech, it became necessary to bring the Geno to the Dorsten plant for repair.

However, it was not possible to dismantle the generator on site; moreover, the overhead crane only had a capacity of 25 tonnes. An existing assembly hatch in the building was located 60m away in a corner, and was also lined with cable trays on 2 sides. In addition, it was not possible to set up other possible aids for dismantling, e.g. a mast.

After an inspection at VW’s premises, the only options were to open the roof or the outer wall. VW decided in favour of the outer wall, as there were larger components on the roof.

On 16.12.2021 we were allowed to inspect the construction site for the first time, subsequently prepared a quotation and on 17.12.2021 at around 14:00 hrs we received the order to remove the generator from ML-Powertech.

Our dispatchers worked hard to plan and load the vehicles with the necessary equipment and to schedule the fitters/project managers so that we could start the installation work on the construction site on 20.12.2021 at 8:00 a.m. in accordance with the order.

The client, VW, commissioned us to propose solutions to the external structural engineering office. In cooperation with our technicians and our engineering department in Moers and Leuna, all the necessary technical drawings were prepared and the use of underlays, shifting tracks, elephant feet, the assembly of a heavy-duty platform with working scaffolding and the truck-mounted crane were drawn and presented and explained to the structural engineering office in several work steps. In the first step, our proposal was rejected.

Now it was necessary to work and calculate under high pressure with the structural engineering office on site. There were discussions and disagreements about the different proposed solutions. Until all final calculations and documents were available to the client, the construction site was interrupted.

On 21.12.2021 at around 12:00, with one day’s delay, our solution was accepted and permission was granted to proceed with all the proofs for the structural analysis. Our discussed heavy-duty tower with its shifting track could also be released after checks by the statics office. All conditions were finally fulfilled!

While the concept was still being discussed, we made preparations. Necessary material was procured, delivered and brought to the assembly level. We were sure that our concept would prevail and did not want to lose any more time.

An external construction company was commissioned to dismantle the outer wall with window to create a sufficiently large opening in the building to place the generator. All further preparations and assembly work for the deployment of the Geno were carried out in cooperation with our entire team.

Our assembly team erected two heavy-duty towers, each consisting of 8 elephant feet on load distribution mats, at a distance of 3.20 m using a working crane.

In order to protect the floor on the assembly level, the previously procured Styrodur plates were first laid out.

This was followed by the erection of various load distribution plates to compensate for the insufficient load-bearing capacity of the floor slab and the construction of a substructure for the displacement track. 16m long girders were used to bridge the floor area and the staircase to the outside.

After the generator table was tensioned and locked in its entirety with vibration dampers, the shifting track could be pushed under the generator and aligned, for longitudinal shifting from the foundation.

The next step was the required 90-degree change of direction. This required a modification of the shifting track and a hydraulic lifting of the Geno.

Finally, the Geno was hydraulically shifted and moved to the transfer point, where it was taken over by a truck-mounted crane and loaded onto a provided vehicle.

After dismantling and removal of the assembly equipment, the departure took place on 23.12.2021.

Our entire work was very closely monitored in the presence of the client and the structural engineering office. Our work steps required regular explanation.

The conclusion was a smooth process and the faultless removal of the generator and the satisfaction of a very critical customer, so that the re-installation was also successfully completed 5 months later.

DIMENSION CARGO

1 phase shifter, 13.44 m l x 4.13 m w x 4.33 m h , 357 to

OVERALL TRANSPORT DIMENSION

60 m l x 6.40 m w x 6.40 m h, 684 tons

VEHICLE TECHNOLOGY USES

– high girder bridge G² I K600

– 2 x 18 axle lines PST/SLE (SPMT/Self-propelled modular transporter)

2022 BSK Award 2. Platz KJL Tranport_transparent

GENERATOR- TRANSPORT FOR SECURITY OF SUPPLY

The transport of a rotating phase shifter with a transport weight of 357 t from the Siemens Energy generator plant in Mülheim to Ludwigsburg-Hoheneck to the transformer station of the electricity grid operator Amprion, could only be carried out in a combined logistics chain with inland vessel, 650 t crawler crane for handling and the unique G² I K 600 boiler bridge, combined with 2×18-axle PSTE self-propelled units (SPMT) for the on-carriage.

After completion of the on-carriage, reloading onto a separate 18-axle self-propelled unit was required to bring it into the nacelle. We carried out the unloading with two masts in tandem lift. Extensive preparations, studies and calculations had to be taken into account in advance for the on-carriage from the port to the foundation.

Since there is no suitable transport route for a single mode of transport for the transport of a 357 t machine over a distance of around 450 km between the manufacturer’s plant and the transformer station, the combined transport route via inland waterways from Mülheim/Ruhr to Freiberg am Neckar in connection with a temporary transhipment point and a road onward carriage was required here.

First of all, it was necessary to find a suitable transhipment site for a suitable large crane, which was not far from the recipient. The subsoil of the crane site had to be geotechnically investigated and the bank wall of the harbour had to be statically calculated under the influence of the load introduction during the transhipment from the inland vessel with a large delivery.

Since the load, the rotating phase shifter, was to be transported with a rotor for the first time, a 650 t crawler crane with 450 t ballast was used here for the handling due to the weight! In order to ensure this, the subsoil was straightened, additionally strengthened and suspected cavities were additionally built over.

Another special challenge was the onward transport by road. The 5.5 km long route with narrow bends, a long 11% gradient as well as a railway bridge to be crossed and a narrow roundabout could only be completed by using the Kesselbrücke G² I K 600 with 2×18-axle self-propelled combination (SPMT). Otherwise, the axle load reduction, the required traction power and the flexibility in curve radii would hardly have been possible.

To support the SPMT self-propelled transporters on the extreme incline with a total weight of 684 t and to protect the material, an additional four-wheel tractor was harnessed.

After the transport unit reached the transformer station on the first transport night, the transport unit used on the access road to the transformer station had to be converted to a plateau unit for reloading the phase shifter.

The second section, the last 300 metres into the powerhouse with another 90 degree bend, was then continued the following day on just one 18-axle self-propelled PSTE combination. Two masts set up by our assembly crew took over the unloading of the rotating phase lifter at the destination, again under cramped space conditions in the tandem lift, in order to place it there on the operating foundation.

This rotating phase shifter is used for grid compensation and stabilisation of the power grid as a replacement due to the shutdown of some power plants and was transported to the customer complete with rotor for the first time.

Regardless of the entire logistics chain, the biggest challenge was certainly in the handling of the road leg in order to transport the load as a complete unit for the first time.

The challenges in the route could only be met, not least in terms of safety in handling and execution – with transport dimensions of 60m in length, up to 6.40m in width and 6.40m in height – with the technical combination of SPMT and the G² I K 600 with a freely suspended centre of gravity above the axle lines.

DIMENSION CARGO

1 STATOR

14,68 m l x 4,20 m w x 4,50 m h , 400 tons

VEHICLE TECHNOLOGY USES

– High girder bridge G² I K600

– 2x 26-axle heavy-duty modules

– 2x 14-axle heavy-duty modules

– 2x 14-axle SPMT (Self-propelled modular transporter)

– 2x 10-axle SPMT (Self-propelled modular transporter)

2019 BSK Award 1. Platz KJL Transport_weiss

2020 ESTA Award 1. Platz KJL Transport über 120t_weiss

BRAVURA PERFORMANCE IN FIVE VARIANTS

The generators of RWE’s Voerde power plant, which is currently being dismantled, are to be used as a strategic reserve for other locations. We had the task of taking over, removing and transporting the generators, each weighing 400 t, at a height of 13.4 m above the foundation and setting one of the generators down at the Neurath power plant.

This was preceded by almost a year of detailed preparation, including the preparation of CAD assembly and transport simulations, route tests, static calculations, method statements, risk assessments and coordination meetings with representatives of the authorities.

Challenges were the tight space conditions for the deployment in the nacelle, at the Nato ramp for RoRo loading and the restrictions with regard to axle loads and clearance profiles with vehicle dimensions of up to 105 m length x 4.68 m width and 5.70 m height and a total weight of 798 tonnes.

The transport of the 400 t stator from the decommissioned Voerde coal-fired power plant to the Grevenbroich-Neurath power plant, more than 90 km away, presented KAHL & JANSEN GmbH with one of its greatest challenges to date.

With up to 798 t total train weight, distributed over 440 wheels, 3 complex reloads as well as modifications to the G2 I K600 suspension bridge used made the transport of the generator a logistical challenge during the road follow-up. Small and large obstacles made this transport extremely demanding, for man and machine. A total of 7 bridge structures had to be statically calculated in advance. The use of the G2 I K600 side girder bridge in combination with up to 52 axle lines was so far unique nationally, if not internationally.

The start of the transport was preceded by almost 1 year of preparation in order to find a passable route for the overall dimensions of up to 105 m L x 4.68 m W and 5.70 m H with a GG of 798 tonnes. First of all, roads, bridges, passages, registered dimensions, loads, conditions and parking spaces for breaks and conversions had to be determined, checked for suitability and approved by the authorities. This was followed by extensive consultations with the police, authorities and traffic safety experts, as well as for the determination of the crossing times on the A 57. Ultimately, due to the stator weight of 400 t and the distance to be covered between the power plants, the transport could only be carried out multimodally due to the lack of a possible Rhine crossing.

After the detailed preparations, the extensive assembly equipment was first positioned in 3 weeks of work. The stator was deployed using a combination of lifting scaffold and strand jack construction. For load transfer into the existing building structure, the existing foundations and an additional support via outriggers with load transfer into the hall columns were used. On the longitudinal girder system, a shifting system with a rotating strand jack system was used. A direct take-over by a self-propelled transporter was not possible due to the door dimensions. After removal by means of a shifting track in front of the nacelle building, loading onto a 14-axle PST/SL-E took place.

After loading, the stator was turned 90 degrees in front of the powerhouse with the help of the SPMT and then parked on a transformer foundation with 30 t axle load inside the factory for the purpose of mounting 6 additional axle lines, for further transport on public roads with reduced axle loads.

The forward transport with the 20-axle self-propelled combination was carried out to the NATO ramp in Voerde-Mehrum on the Rhine, 5 km away, as the power plant’s own jetty was not suitable. Bridge structures were not driven over during the preliminary run, so the increased axle loads on the section of the route were approvable. The loading situation in front of the engine house in the power plant, the narrow passage through the town and the dyke, as well as the steep gradient and the tight curve radius towards the pontoon made the use of the self-propelled combination indispensable, so that in the end the roll-on to the pontoon went just as smoothly as the transport from Mehrum up the Rhine to Cologne.

The roll-off with a 10-12% gradient at the Cologne-Langel ferry ramp was followed by the reloading of the generator from the 20-axle self-propelled unit into the 2×14-axle G2 I K600 girder bridge for the approx. 32 km long onward journey. For this purpose, the generator was set down on a specially made transport rack, which was underbuilt with load distribution. After the self-propelled transporter had left the site, the support beak halves, which had previously been set up separately, were beaked onto the generator end shields provided by the customer and picked up by means of support beak hydraulics. The attachment of these additional end shields made it possible to increase the span to include more axle lines and to reduce the otherwise necessary load suspension with additional longitudinal beams of dead weight and width. This was the only way to overcome obstacles such as bridges and roundabouts that had to be crossed.

In order to reduce the axle loads to the permitted 14 t and to pass over 2 bridge structures, the first reconstruction of the supporting beak bridge from 2×14 axles to 2×26 axles and thus to 105 m length took place in Stommeln. After the subsequent reduction to 2×14 axles due to the further routing, special care was required when passing over smaller bridges, which were monitored. Here the axle load was reduced by adding another 6-axle SPMT to the vehicle combination during the bridge crossing.

Subsequently, the suspension bridge was repeatedly rebuilt and the last combination of 2×14 axle lines was now replaced by 2×10 axle lines SPMT, as the access road was not suitable for a transport vehicle with a final length of approx. 85 metres. The reloading was repeatedly carried out by means of parterre work without crane technology. For this purpose, the carrying beaks had to be shortened on the way with full closure of the country road in order to drive the 2×10 lines PST/SL-E through the particularly narrow passages and steep ascent in the last stage.