PROJECT EXAMPLES

DIMENSION CARGO

Transformer: Approx. 11,2 x 3,9 x 4,5 m, Weight: approx. 305 t

VEHICLE TECHNOLOGY USES

16-axle SPMT
2 × 14-axle Schnabel bridges (G² I K 600) with temporarily added axle lines
19-axle heavy-duty flatbed trailer
Hydraulic lifting and strand jacking systems (4 × 200 t)
Skidding systems for lateral load movements
Load distribution plates, steel beams and pedestals
Temporary bridge crossing systems
Multiple prime movers for push and pull operations on steep gradients

COMBINED HEAVY-LIFT TECHNIQUES FOR THE TRANSPORT OF A 305-TONNE TRANSFORMER

In December 2025, KAHL SCHWERLAST GmbH successfully executed a highly complex heavy-lift project to support the energy supply infrastructure in North Rhine-Westphalia. The project involved the transport and positioning of a 305-tonne power transformer destined for the Arpe substation. Due to the transformer’s exceptional dimensions, extreme weight and the challenging topographical and infrastructural conditions, the project placed the highest demands on planning, engineering and execution.

Special Challenges:

Transport and positioning of a 305-tonne power transformer
Combination of multiple heavy-lift techniques within an integrated overall concept
Lateral skidding out of the rail axis without crane operations
Deployment of SPMT, Schnabel bridge technology and heavy-duty flatbed transport
Negotiation of gradients exceeding 9% using push and pull vehicles
Temporary bridge crossing systems to protect existing infrastructure
Precise lateral positioning at the destination site
Highest safety and quality standards throughout all project phases

The transformer was initially delivered by rail on a 32-axle Schnabel railcar. Already at the unloading site in Kirchhundem, it became clear that a conventional crane operation was not feasible due to limited space, load dimensions and safety requirements. KAHL SCHWERLAST therefore developed an integrated overall concept that combined several heavy-lift and installation techniques in a coordinated manner.

Following controlled hydraulic lifting operations, the transformer was laterally shifted approximately twelve metres out of the rail axis and transferred onto a 16-axle self-propelled modular transporter (SPMT). This allowed the on-site relocation across public roads to the transfer area. There, the load was taken over by a road Schnabel trailer before being transported further in several stages.

Subsequently, a 19-axle heavy-duty flatbed trailer was used to transport the transformer over a distance of approximately 20 kilometres to the Arpe substation. Along the route, gradients exceeding nine percent had to be negotiated, requiring the deployment of a total of four prime movers operating in push and pull configuration. In addition, several temporary bridge crossing systems were installed to protect existing infrastructure and ensure even load distribution.

At the destination site, the transformer was once again hydraulically lifted, set down on load distribution plates and pedestals, and finally moved laterally into its temporary storage position using a skidding system. This final phase included a further precise lateral shift of approximately ten metres onto a prepared storage area equipped with a provisional oil containment pit.

The success of the project was based on the consistent integration of all applied techniques – from lifting and skidding operations to modular road transport. All work steps were carried out strictly in accordance with the approved Method Statement and were continuously monitored. The project clearly demonstrates how the intelligent combination of proven heavy-lift techniques enables the safe, precise and efficient handling of extremely heavy and sensitive components.

DIMENSION CARGO

Lower column section: approx. 22,0 × 4,7 × 5,0 m, approx. 78 t (L × W × H)
Upper column section: approx. 30,7 × 5,9 × 4,9 m, approx. 95 t (L × W × H)

VEHICLE TECHNOLOGY USES

Vessel bridge with 2 × 6-axle THP modules and 22 m longitudinal beams
2 × 6-axle platform trailers with 9 m beams
Variably extendable vessel bridge (extension up to 31 m)
Pontoon transport across the River Rhine
Modular axle combinations for precise manoeuvring
Special bridge crossing systems for uniform load distribution

SPECIAL SOLUTION FOR COLUMN TRANSPORTS AT THE WESSELING CHEMICAL PARK

Between February and May 2025, KAHL SCHWERLAST GmbH carried out an exceptionally demanding heavy transport project for Shell Deutschland GmbH to the Wesseling Chemical Park. Two large-scale column sections with lengths of up to 31 metres, heights of almost five metres and individual weights of up to 95 tonnes were transported. The objective was a safe, precise and on-time delivery without any structural modifications to the existing plant infrastructure.

Special Challenges:

Transport of two large-scale column sections for the chemical industry
Individual weights of up to 95 t with lengths of up to 31 m
Multimodal transport concept (road – pontoon – plant transport)
Extremely limited clearance heights within the plant site (max. 5,1 m)
Variably extendable vessel bridge to achieve minimal transport height
Precise, centimetre-accurate passage beneath pipe bridges
Execution without any structural modifications to Shell’s infrastructure
High safety standards and comprehensive risk analyses

DIMENSION CARGO

2 Transformatoren: Gewicht je Einheit: 334 t und
Abmessungen je Einheit: ca. 10,29 × 3,90 × 5,00 m

VEHICLE TECHNOLOGY USES

Floating crane (800 t)
Strand jacking systems at the Nuremberg plant
Vessel-mounted crane systems (single and tandem lifting)
Special block, barrier and chain systems for cargo securing
Shock recorders for monitoring mechanical loads
Engineering in accordance with MWS, DNV-ST-N001 and IMO requirements

INTERNATIONAL HEAVY CARGO PROJECT LOGISTICS: TRANSFORMER TRANSPORT FROM NUREMBERG TO DUBAI

At the end of 2024, KAHL & JANSEN GmbH carried out a highly complex international heavy cargo project involving the transport, transshipment and intermediate storage of two Siemens transformers, each weighing 334 tonnes, as well as 55 accessory crates, from Nuremberg via Antwerp to the port of Jebel Ali in Dubai. The project placed the highest demands on engineering, safety, coordination and international logistics expertise.

Special Challenges:

Transport of two transformers, each with an individual weight of 334 t
Multimodal project logistics (road – inland waterway – seagoing vessel)
International execution from Germany via Belgium to the United Arab Emirates
Deployment of an 800-tonne floating crane and complex single and tandem lifting concepts
Comprehensive cargo securing in accordance with DNV standards
Continuous involvement of a Marine Warranty Surveyor (MWS)
Ongoing adaptation and re-certification of method statements and lifting plans
Installation of shock recorders for continuous transport monitoring
Close coordination with international contractors and the end customer

The transformers, each measuring approximately 10,3 × 3,9 × 5,0 metres, had to be transported multimodally within a very tight time schedule. The project scope included the pre-carriage from the Nuremberg manufacturing plant, inland waterway transport to Antwerp, transshipment onto a seagoing vessel, and subsequent sea transport to the Middle East. Each phase involved different technical and organisational conditions and therefore required individually tailored solutions.

Particular challenges arose from the enormous unit weight, the high sensitivity of the transformers, and the strict safety and documentation requirements. All lifting, handling and securing operations were carried out exclusively following approval by a Marine Warranty Surveyor (MWS) appointed by the end customer. Changes in framework conditions necessitated continuous adjustments and re-certification of method statements, lifting plans and cargo securing concepts.

For the transshipment operations in Antwerp, the 800-tonne floating crane BRABO was deployed, among other equipment. In Nuremberg, the transformers were handled using strand jacking systems, while both single and tandem lifting concepts were implemented on board the seagoing vessel. Cargo securing was carried out in accordance with DNV standards using block and barrier systems, additional stoppers and chains. In addition, shock recorders were installed on both transformers to continuously monitor potential loads throughout the entire transport.

The project required close international coordination between the transformer manufacturing plant in Nuremberg, the Port of Antwerp, the Chinese contractor and the end customer in Dubai. Over a period of several weeks, daily inspections and approvals were carried out by the surveyor to ensure full compliance with all safety and quality requirements.

With this project, KAHL & JANSEN impressively demonstrates that modern heavy cargo logistics go far beyond pure transportation. Implemented as a holistic engineering project, it combines precise planning, operational excellence and international cooperation into a forward-looking logistics solution.

DIMENSION CARGO

Building bridge 1: length approx. 27,5 m, weight approx. 42 t
Building bridge 2: length approx. 22,3 m, weight approx. 28 t

OVERALL TRANSPORT DIMENSION

Transport route: approx. 1,000 km (alternative route)
Internal transport width: up to 5,120 mm
Transport carried out predominantly as night transport
Installation carried out directly on the hospital premises

VEHICLE TECHNOLOGY USES

65-tonne lifting beam bridge for torsion-free special transport
5+3-axle low-bed combination with double extension beams
450-tonne mobile crane (type LTM 1450)
Temporary crane base reinforcement with more than 400 support props
Police escort, road closures and traffic management measures

HEAVY TRANSPORT OF LARGE-SCALE BUILDING BRIDGES FOR THE BERLIN-MARZAHN TRAUMA HOSPITAL

In December 2024, PIEPER Schwertransporte GmbH carried out a technically demanding heavy transport project for the Berlin-Marzahn Trauma Hospital. The project involved two large-scale steel-and-glass building bridges that will in future provide a weather-protected and barrier-free connection between the main building and the Neurology Clinic.

Special Challenges:

Transport of two large-scale steel-and-glass building bridges during ongoing hospital operations
Highly sensitive components up to 27,5 m in length and weighing up to 42 t
Development and implementation of an alternative route of approximately 1,000 km
First-time use of a 65-tonne lifting beam bridge to ensure torsion-free transport
Installation under extreme conditions (basement structure, helicopter flight path)
Precise lifting operations using a 450-tonne mobile crane
Close coordination with the hospital, authorities, emergency services and air rescue teams
Highest safety standards in a public and medical environment

DIMENSION CARGO

Steam tug: approx. 19,5 × 4,5 × 5,5 m, 55 t (L × W × H)

OVERALL TRANSPORT DIMENSION

Internal relocation within the Shipping Hall
Total relocation distance: approx. 23 m
First stage: approx. 8 m
Second stage: approx. 15 m
Additional bow rotation of approx. 12°

VEHICLE TECHNOLOGY USES

Specially designed steel support frame
Hydraulic jacking systems (lifting at 20 points)
Transport skids / sliding track system
Temporary shoring system to support the hall floor and basement ceiling
Continuous load and structural monitoring throughout all project phases

2025-BSK-Award-Platz-3-KJL-Montage-weiss

HEAVY LIFT ENGINEERING FOR THE PRESERVATION OF CULTURAL HERITAGE

As part of the comprehensive general refurbishment of the Deutsches Museum in Munich, KAHL & JANSEN was entrusted with an exceptional task: the internal relocation of the historic steam tug Renzo within the Shipping Hall. Built in 1931, the vessel weighs approximately 55 tonnes and is one of the largest and heaviest exhibits in the museum, forming a central element of the exhibition.

Special Challenges:

Internal heavy-load relocation of a historic exhibit without removing it from the building
Custom-designed support frame precisely adapted to the vessel’s hull contour and the hall geometry
Hydraulic lifting at 20 points to ensure torsion-free load absorption
Multi-stage relocation concept with intermediate positions and a 12° bow rotation
Operations carried out under the strictest safety and structural requirements (maximum floor load 5 t/m²)
Listed building environment with the highest demands on precision and damage prevention
All equipment and materials brought in exclusively by hand, without the use of cranes or forklifts

Due to its dimensions, age and the structural conditions of the listed museum building, removing the steam tug from the hall was not an option. At the same time, the renewal of the floor slab required extensive work to be carried out beneath and around the exhibit. The objective was therefore to safely lift the steam tug, relocate it within the hall and set it down in a new, permanent position on a reinforced concrete pedestal – without jeopardising either the vessel or the building structure.

A particular challenge was the fact that the steam tug had not originally been designed to be moved at a later stage. To ensure safe load absorption, targeted reinforcement measures were first carried out on the vessel’s structure. In parallel, the hall floor was secured from below using a specially designed shoring system to ensure compliance with permissible floor loads at all times and to protect the building’s structural integrity.

In the next step, KAHL & JANSEN developed a custom-designed support frame precisely adapted to the contour of the hull and the confined space conditions within the Shipping Hall. Using this frame, the steam tug was hydraulically lifted at a total of 20 defined points, ensuring a torsion-free distribution of the load. The vessel was then positioned on specially deployed transport skids.

The actual relocation was carried out in several precisely planned stages. First, the steam tug was moved approximately eight metres to an intermediate position. A second operation followed with a further movement of around 15 metres. To reach the final position exactly, an additional controlled bow rotation of approximately twelve degrees was required. All forces were applied exclusively via the support frame, and direct loading of the historic exhibit was consistently avoided.

Throughout the entire project, safety, precision and the protection of cultural heritage were paramount. All lifting and relocation operations were continuously monitored, the hydraulic systems were designed with redundancy, and all work was carried out in close coordination with engineers, structural specialists and the museum’s responsible authorities. After completion of the floor works, the steam tug was finally set down on the prepared pedestal and the support frame was completely removed.

This project impressively demonstrates how customised heavy-lift engineering, detailed planning and a high level of engineering expertise can deliver safe and sustainable solutions even under extreme conditions. The successful relocation of the steam tug Renzo makes a significant contribution to the preservation of an important piece of technical heritage and underlines KAHL & JANSEN’s capabilities in complex heavy-lift operations within sensitive environments.

DIMENSION CARGO

Multiple rotor blades

Dimensions per rotor blade: 80 m length, 4.50 m diameter
Weight per rotor blade: approx. 25 t

VEHICLE TECHNOLOGY USES

Wing transport device FTV 850

EFFICIENT HEAVY CARGO LOGISTICS FOR MODERN WIND ENERGY PROJECTS

We are currently supporting a large-scale wind power project involving the transport of a large number of oversized rotor blades over a period of several months. We are using our proven FTV 850 blade transport device, which was specially developed for the safe and flexible transport of wind power components.

Customized work in the heavy-duty sector
The rotor blades to be transported are impressive in size: 80 meters long, 4.50 meters in diameter, and weighing around 25 tons each. Due to their size and shape, these components pose particular logistical challenges – both in terms of planning and transport.

With the FTV 850, the rotor blades can be precisely lifted, tilted, and adapted to the respective route conditions using hydraulic lifting and swiveling technology. This allows tight curves, height restrictions, and critical bottlenecks to be safely overcome – even in challenging terrain.

Project with vision
As the project is scheduled to run for several months, the rotor blades are being transported in stages and as required, in close coordination with construction progress, time windows, external partners, and the client. The FTV 850 not only enables technical flexibility, but also a high level of efficiency in execution.

With careful preparation, specialized technology, and many years of experience, our team ensures that every single transport is carried out reliably and safely – in the service of tomorrow’s sustainable energy supply.

DIMENSION CARGO

1 Transformer: 11,10 m x 3,68 m x 4,41 m, 280 t (LxBxH)

OVERALL TRANSPORT DIMENSION

Max. 87,5 m x 4,65 m x 5,60 m, 610 t (LxBxH)

VEHICLE TECHNOLOGY USES

Max. 2x 20 THP axles combined with side girder bridge G² | K600, a total of 4x reconfiguration of the vehicle combination and use of three different vehicle variants
Bridge overpass system

2024 BSK Award 1. Platz KS Transport_transparent

DEFYING DESPITE MISSING/DECAYING INFRASTRUCTURE

Due to irreparable damage to a transformer at the Dahlem substation, we were commissioned at short notice to transport the replacement transformer. As the infrastructure in the Dahlem area has been severely damaged by the flood disaster and some transport routes are no longer usable, our work to ensure supply security began already in nearby Kall. There, we took over the transport at a temporarily established rail-to-road transfer point and began the five-day journey from Kall to Dahlem (covering 30.6 transport kilometers).

Special Challenges:

Missing/decaying infrastructure
Reinforcement of a rail-to-road transfer point
Use of our bridge overpass system behind/in front of a 90-degree curve
Route with inclines of up to 8%
Very narrow clearance profiles
Three different vehicle combinations
4x modification of the vehicle combination
Max. transport dimensions: 2x 20 THP axles, L 87.5 m x W 4.65 m x H 5.60 m, 610 t total weight

Four months prior to the start of the transport, we were commissioned to develop a transport route due to irreparable damage to a transformer. To this end, a suitable route from a transfer point to the Dahlem substation had to be identified, planned, and prepared.

Transformers of this size are usually delivered by rail. Due to the flood disaster in the Ahr Valley, these rail connections were not available. The nearest rail connection in combination with access to a suitable heavy-duty route was located in Kall, but far from a conventional transfer point. Up to 60 tons of gravel were used to improve the access roads, enabling us to reach and later depart the specially constructed transfer point using our G² | K600 side girder bridge and 12 THP axles on each side.

In the tightest of spaces, mobilization and setup of the equipment on site began two days prior to the transport date. At certain times, up to three trades were working simultaneously in the rail area, making precise planning and coordination essential.

After loading was completed, the first challenge arose off public roads. Due to the development work on the access roads, a gradient of 5% had to be overcome.

Therefore, we had to move our transport, with a total length of 75.5 m, a total width of 4.65 m, a total height of 5.60 m, and a total weight of 548 tons, from the outset with two additional prime movers, totaling 2,600 HP – no problem for our well-rehearsed team.

Due to the insufficient load-bearing capacity of a bridge over the Urft, it had to be bridged using our bridge overpass system (BÜFS), with a length of 25 m plus 12 m of ramps, and crossed. The bridge was located directly after a 90-degree curve and ended in another curve. This required millimeter precision to protect the already damaged infrastructure of the Ahr Valley as much as possible. Thanks to the design of our G² | K600 side girder bridge, we can configure the vehicle combination with 2x 12 axles and a bolster length of 34 m in a very compact setup and, despite the transformer weight of 280 tons, maintain axle loads below 20 tons. Within two hours, we were able to cross the BÜFS and thus master the first special challenge of the transport.

Further along the transport route, an 8% incline had to be negotiated. This meant our two additional prime movers were once again deployed, and we moved through the Eifel at night with a total weight of 618 tons and 2,600 HP. After passing through three roundabouts, we reached the first stage destination and preparations for the second leg could begin.

Due to several bridges along the further course of the transport route, we had to reduce our axle loads, and an additional 16 THP axles were mounted on the B258, which was closed for us. This resulted in dimensions of L 87.5 m x W 4.65 m x H 5.60 m with a total weight of 610 tons. At the beginning of the second leg of the transport, a roundabout had to be passed, which we managed by means of a load transfer maneuver. Another load transfer maneuver then brought us to a planned stopover.

To pass under a pedestrian bridge, it was necessary to dismantle and immediately reassemble the inner 8 THP axles so that the transformer could be lowered as much as possible. The assembly work was carried out within a single-lane closure with traffic light control. After two further turns, the second stage of the project was also completed.

A final conversion phase, back to 2x 16 axles, dimensions L 87.5 m x W 4.65 m x H 5.60 m with a total weight of 570 tons, was essential for the last leg due to local conditions, as we had to pass under two more bridges.

Another 90-degree curve, flanked by buildings and masonry on both the inner and outer radius, pushed both people and equipment to their limits in the project’s final challenge.

After maneuvering the front 16 axles through the curve, millimeter precision was required for the rear 16 axles. Thanks to the high flexibility of our G² | K600 side girder bridge, we were able to overcome this obstacle as well.

For the final kilometer of the transport route, an additional prime mover was deployed due to a five percent incline along the way.

We reached our destination, the substation in Dahlem, safely and on schedule.

Due to local conditions, the state of the local infrastructure and construction, as well as the topography, this project was a challenge for both man and machine. Through the use of our unique G² | K600, we were once again able to demonstrate the resilience and flexibility of the design and provide our customer with a unique solution.

DIMENSION CARGO

1 Generator: 13,160 x 4,130 x 4,320 mm (L x W x H), 365 t

1 Transformer: 12,590 x 4,000 x 4,590 mm (L x W x H), 382 t

1 Flywheel: 8,070 x 3,350 x 2,900 mm (L x W x H), 182 t

OVERALL TRANSPORT DIMENSION

Generator: max. transport dimensions 31.25 m x 6.09 m x 6.00 m (L x W x H), 517 t

Transformer max. transport dimensions 31.25 m x 4.90 m x 5.80 m (L x W x H), 540 t

Transformer max. transport dimensions 50.00 m x 3.55 m x 4.25 m (L x W x H), 322 t

VEHICLE TECHNOLOGY USES

18-axle SPMT (self-propelled modular transporter), 1.5-times coupled, 12-axle SPMT, parallel coupled, 18-axle THP (modular trailer), parallel coupled. Side girder bridge G² | K600, mounted on 2 x 16-axle THP modules
Deployment of Bridge Fly-Over Systems:
1 fly-over system, 15 meters, 3 lanes
1 fly-over system, 20 meters, 3 lanes

2024 BSK Award 3. Platz KJL Transport_transparent

SOPHISTICATED MULTIMODAL MEGA PROJECT

For the Würgassen substation, three heavy components – a 365-ton generator, a 182-ton flywheel, and a 382-ton power transformer – had to be transported from the manufacturers’ facilities to the southern Weser Uplands. Despite extremely short preparation times, we successfully asserted our transport concept against the competition and ensured the availability of all necessary equipment at all times. This allowed us to adhere to the specified project schedule, even in the face of highly fluctuating water levels on the Weser River.

Special Challenges:

Transport duration: 6 weeks
Strongly fluctuating water levels
Roll-off pontoon positioned across the main river flow (cross currents)
Use of a push boat
Very limited time window for planning and execution
Constraints due to curve radii and clearance profiles
Crossing of a railway line with a time window of approx. 2–3 hours
Driving simulations and tachymetric measurements
High safety requirements
A total of 5 different vehicle configurations
Simultaneous deployment of two bridge fly-over systems

In addition to the task of transporting three major components from the manufacturing sites to the Würgassen substation, all necessary preparations had to be made within an extremely short time frame.

Due to the local conditions, driving simulations, tachymetric measurements, and several coordination meetings – particularly in consideration of ground load-bearing capacities – were required to ensure a fast and safe execution of the transports.

Challenges arose due to limitations imposed by curve radii and clearance profiles, which required precision down to the millimeter given the overall transport dimensions. Additionally, there was constant time pressure caused by fluctuating water levels and currents of the Weser River, resulting in very narrow time windows for the roll-off operations from the pontoon.

Further complicating the process was the fact that the pontoon had to be positioned crosswise to the main current (crossflow) of the Weser to align with the ferry ramp for the roll-off procedure. The entire operation was secured by an additional push boat.

Despite the continuous pressure to maintain the schedule, all prescribed safety regulations were strictly observed and adhered to at all times.

Following the successful roll-offs of each component, two separate night transports were required for both the generator and the power transformer. The flywheel was transported from the Eulenkrug ferry ramp in Derental to the Würgassen substation in a single night.

In addition to the sheer size of the components, the extensive special equipment, the local conditions, and the resulting logistical complexity, this project presented a unique challenge. Due to the limited load-bearing capacity of two bridges along the transport route, our bridge fly-over system had to be installed on both bridges simultaneously. This required a clear structure, close coordination, and a flawless logistics chain, as even the slightest delay could have disrupted the entire schedule.

Crossing a railway line added another layer of complexity, demanding a strictly timed and meticulously planned schedule, since the crossing could only be executed within a time window of approximately 2–3 hours.

The delivery of the components was initially carried out using an 18-axle, 1.5-times coupled self-propelled modular transporter. For final positioning at the substation, a conversion to a 12-axle, parallel-coupled self-propelled transporter was necessary due to the highly confined space on-site.

In addition to the tight spatial constraints, both the delivery and the vehicle conversion had to be carried out during ongoing construction operations and under strict adherence to the site’s safety regulations – all of which we fulfilled to the highest satisfaction of our client.

Within a period of six weeks, we successfully transported approximately 1,700 tons using a workforce of up to 25 employees. The operation involved 51 axle lines of SPMTs in two configurations (18A 3-file and 12A 4-file), five prime movers, and six semi-trailers for the mobilization and demobilization of our fly-over system for each heavy transport. The project also required multiple crane operations coordinated by our team, 28 axle lines combined with our side girder bridge G² | K600 (pre-staged from Mönchengladbach-Krefeld), as well as several tons of additional equipment. Throughout the entire project, we met all requirements and specifications – consistently to the full satisfaction of our client.

DIMENSION CARGO

Generator: 9,76 m l x 4,15 m w x 4,32 m h , 350 to

OVERALL TRANSPORT DIMENSION

105 m l x 6,30 m w x 5,70 m h , 798 to

VEHICLE TECHNOLOGY USES

Use high girder bridge G² I K600
Various transport options, use hydraulic lifting gantries und fly over bridge
Permanent transport change from 2 x 26-axle high girder bridge G² I K600 to 2 x 16-axle high girder bridge G² I K600
Permanent double staffing required due to the transport process

2024 ESTA Award 1. Platz KJL Transport_transparent

2023 BSK Award 3. Platz KJL Transport_transparent

MULTIMODAL HEAVY TRANSPORT WITH A TOTAL WEIGHT OF 798 TONNES

A 350 tonnes generator from the Ibbenbüren power plant, which has already been shut down, is to be transported to the active Niederaussem power plant as a reserve generator. At the same time, the defective generator at the Niederaussem power station is to be moved to a different position.

Our task initially consisted of preparing the feasibility study and transporting both generators to Niederaussem and then positioning them within the power station.

After detailed CAD simulations, route tests, static calculations, method statements, risk assessments, etc. as well as multiple coordination meetings on site with representatives of the authorities and stakeholders, which took around 6 months, the transport could be realised.

The lack of generator end plates for this type of generator and the resulting overall dimensions of the transport variants made the project a particular challenge for man and machine.

Experience of transport operations of this size suggested some challenges. Nevertheless, this transport was a logistical masterpiece.

As the distance of 200km, transport dimensions of up to 105m x 6.3m x 5.7m (LxWxH) and a weight of up to 798 tonnes could not be transported by road alone, partly because of the Rhine that had to be crossed, this project required multimodal transport in 5 variants, with reloading, lifting frame, lifting portal and bridge crossing inserts, etc.

In 6 months of preparatory work, different variants of the routing, parking and conversion options were determined. Our concept, including crossing times of the A57 motorway, was approved in multiple consultations with the police, representatives of the authorities and traffic safety officers.

The axle load of 14 tonnes specified in the bridge calculations could only be achieved with a combination of the high girder bridge G² I K600 with 2×26 axles and a weight of up to 798 tonnes.

A 20-axle SPMT with two Powerpacks was used for the first stage, 10 kilometres from the Ibbenbüren power station to the nearby port. Loading was carried out using the vehicle’s own hydraulics. With overall dimensions of 34.6m x 4.4m x 5.8m (LxWxH) and a weight of 470 tonnes, the generator was set in motion.

With an overall length of 34.6m, the tight space conditions and curve radii in the power station as well as the power station exits and harbour entrances made the use of this extremely manoeuvrable self-propelled combination indispensable.

Due to a weak structure on the route, we also used our bridge overpass system with a total length of 32 metres, preceded by various coordination meetings for implementation. For the installation on the public road, one side of the road had to be closed with additional traffic lights.

The use of the SPMT with the increased axle loads on this section of road was authorised without the need to drive over any other bridge structures during the run-up. In the harbour, the SPMT was rolled onto the drive-in pontoon provided for water transport from Ibbenbüren to the Cologne-Langel ferry ramp without any problems.

As no end plates were available for this type of generator to support the load, the reloading in Cologne-Langel was a masterly feat of assembly. First of all, the transport frame in which the Geno was located during the SPMT transport had to be dismantled in order to be able to pass under the bridges that had to be crossed further along the route.

It was not possible to park the Geno and pick it up hydraulically; the use of a lifting frame was essential. The 10-12% gradient of the ferry ramp made things even more difficult.

To ensure the optimal and safe use of the 1440t lifting capacity mast we were commissioned with, the ferry ramp and transfer area were prepared with temporary foundations and erected in one day. Pre-assembly and positioning of the high girder bridge G² I K600 took place beforehand.

After the roll-off with a 10-12% gradient, the Geno was lifted using the lifting frame and hoisted into the load suspension of the high girder bridge G² I K600 .

Due to the specified maximum axle loads of 14 tonnes for the bridges to be crossed, the high girder bridge G² I K600 was carried out in various variants with a 2×16 axle combination and the bridge crossings were monitored by bridge monitoring.

After arriving at the inspection car park of the Niederaussem power station, the Geno was set down on its load suspension and elephant feet using the hydraulic lift of the high girder bridge G² I K600 and the boiler bridge was dismantled around it so that it could be hydraulically picked up again by a 20-axle self-propelled transporter combination provided and then transported to its destination within the power station.

The defective generator located in the power station was previously loaded using a lifting frame and moved to the same location as the reserve generator.

The challenge of this transport was to find a suitable route with a total weight of up to 798 tonnes and dimensions of up to 105m x 6.3m x 5.7m (LxWxH). Only the unique design of the high girder bridge G² I K600 meant that this transport could be carried out safely and within the specified axle loads at all times on the 200 km route with roundabouts and bridge structures. Conversion work on the route in a total of five vehicle variants, including a bridge crossing combination with monitoring, was necessary due to the specified axle loads with the required axle load reductions and the route conditions. The guarantee of traffic safety, compliance with working time guidelines and occupational health and safety for man and machine had to be ensured at all times within the legal and responsible framework.

DIMENSION CARGO

7 girder (pretressed concrete bridge)

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

OVERALL TRANSPORT DIMENSIOM

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

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 to 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 to

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.