To search, type and hit enter.

The Heavies 2020: Job of the Year BE16 | VR1

Job of the Year BE16





Allelys were contracted by DHL (Spain) to transport 2 x 268.51 Tonne Super Grid Transformers (SGT) from Ipswich Docks to East Anglia One Substation in Bramford, Ipswich. Due to the size and weight of these transformer units crossing the Orwell Bridge was deemed unsuitable, this meant West Bank Terminal would need to be utilised for the discharge of these units from a geared vessel to the Allelys specialist transport.

Alleys used a 500te capacity Faktor 5 girder frame trailer with a 14 axle, extra width, (3.8 meter) Goldhofer modular axle at each end to further distribute the AIL’s weight and meet restrictions on the route. The overall transport length, including two MAN Ballast Tractors, was 77.5 meters and weighed a total 550.56 Tonnes.

Being restricted to the use of Ipswich Docks West Bank Terminal, Allelys had one realistic route option to deliver these transformer units. This meant crossing a structure over Ostrich Creek which had been downrated in capacity and no longer deemed suitable for abnormal loads. In order to cross this structure, the Allelys Engineering Department designed and engineered a 27.5-meter overbridge that met the strict restrictions imposed by Suffolk County Council.

Route enabling works as well as the overbridging operation took place 24 hours prior to the planned delivery date. The overbridging required the use of two 200 Tonne capacity mobile cranes to safely position load spreading mats and ramps each end before tandem lifting 4 x 27.5-meter, 23 tonne bridge sections into position.

The AIL departed Ipswich Docks under police escort at 0900hrs on consecutive Sunday’s and turned left on to Wherstead Rd. After successfully crossing the Ostrich Creek overbridge, the transport made a right turn onto the A137 where an additional ballast tractor was fitted to the front giving the trailer configuration the extra power required to haul 550.56 Tonnes up the steady incline towards the A14. The transport then joined the A14, using the wrong carriageway, under police rolling road block. After safely negotiating the A14 the transport used local Suffolk roads for the remainder of the delivery route with the majority of these requiring extensive works prior to the transformer delivery.

In order to safely deliver each transformer unit, a large support team was required pre, during and post-delivery. Suffolk County Council provided extensive traffic management and route enabling works including street furniture removal & tree trimming/removal as well as liaising with the locals affected by these movements. Suffolk Police provided an escort of 8 officers and controlled local traffic allowing safe passage for the travelling convoy.
Once successfully delivered to site, the first SGT was transhipped onto a 12 axle SPMT and shunted to skid way before being positioned using a hydraulic jack and skid system. The second SGT was offloaded to the jack and skid system directly from the trailer.

Additional comment from David Allely:

What Tony the Project Manager did not put in this report was the length of time it took, in consulting with the local council who were extremely unhelpful. It took over a year and we ended up having to force the issue by engaging National Grid, HA, SSE and AECOM our bridge investigation experts. Eventually when the council were proven to be wrong in their calculations and we got approval for the overbridge, over Ostrich Creek, we had to design and fabricate 2 new bridging sections 27.5m long, 23te each. Due to the short time left (1 weeks) before the delivery had to be made, we had our fabrication team working 24hr shifts to complete the bridge section manufacture. The last overbridge section was completed and delivered to the Ostrich Creek site only hours before the Girder Frame trailer arrived to cross the structure (it was still warm from the welding and fabricating process).

If nothing else Tony Callachan our Project Manager deserves a mention, it was his first big job for Allelys Projects and he never wobbled under the pressure and stress created.

Overbridge Build
Jack& skid


British Sugar Cantley near Norwich are always looking at ways to improve productivity after each years sugar beet campaign but still retaining 100% commitment to the impact on the environment. Arc Fabrication who are highly recommended by British Sugar was asked to design, build, install and commission a new Slurry tank in a six month time scale before the following years beet campaign.

So five months prior to the delivery day of the tank sections we was contacted by local company ARC Fabrications who we have worked with and supported for many years moving various different fabricated equipment around the UK. He said ive got a good one for you this time!!!! It’s a steel tank and its 6000mm high x 5600mm dia.

So over the next month we went back and forth with ideas and designs on how the tank could be constructed to best suit transportation and installation requirements with various different trailer configurations used.

Once the design was agreed, the tank was put into production with a build time of around 4 months. In those 4 months we traveled the route two or three times stopping and measuring everything from road signs, lamp post, barriers and pinch points until we was happy that nothing could go wrong.

4 months down the line we get the call that the date had been set with the client (British Sugar) for the move to take place.

On the morning of the move both lorries made their way down to Arc Fabrications yard in Setchey just outside Kings Lynn and was greeted by the 3 police escort vehicles and was briefed on the route ahead. The tank sections was loaded onto the trailers via mobile crane and chained down ready to roll.

The route to be taken started off with a short run up the A10 to the A134 avoiding many overhanging trees, a narrow bridge and the morning rush hour traffic. The next 7.9 km was hassle free. The first test was to navigate the staggered cross roads over the A1122 where the loads had to wrong side both centre bollards and avoid large road signs and over hanging trees to re-join the A134. The lorrys then made their way down towards the village of Wereham where we had to wrong side the traffic island and over sail the pedestrian hand rails on each side with the added pressure of a listed building erected in 1854 not may inches away from the load with zero margin for error. With the help of the air suspension system on the SDC trailers and pumped as high as they go we had about 3 inches clearance of the railings and once thought it was plain sailing up the A134 and onto the A11 heading to Norwich to join the A47. With a short trip up the A47 we then had the final 5.9 km to the Sugar Beet Factory up the narrow twisting B1140 that consisted of blind bends and hump back rail bridge. But the biggest challenge on this section of road was the oncoming traffic as there was restricted passing points with only field entrances to pull into and pulling the lorries over on to the grass verge was not even an option. But after a long difficult push to the Factory the tanks arrived undamaged and on time for the crane offload and installation.

Supporting information:

Route permit:

Slurry Tank Cantley Delivery 17 4 18 (14)
Slurry Tank Cantley Delivery 17 4 18 (33)
Slurry Tank Cantley Delivery 17 4 18 (140)
Slurry Tank Cantley Delivery 17 4 18 (237)


In-House Engineering for Midlands Cold Box

Utilising our Scheuerle clamp systems, with in-house designed transport brackets, Collett deliver the first of three cold box sections to the West Midlands.

Consisting of:

• Rectification Box: 35m (L) x 4.2m (W) x 4.4m (H), 60 Tonnes
• Argon Box: 29m (L) x 3.0m (W) x 2.8m (H), 25 Tonnes
• Heat Exchanger: 25m (L) x 5.3m (W) x 4.2m (H), 90 Tonnes

Due to the dimensions of the Heat Exchanger, the heaviest and largest of the cargoes, Collett were required to engineer a bespoke solution to deliver the first of the three cold box sections.

Flat trailers and turntable technology would provide an unsuitable option as the overall length of the loaded cargo would prove unable to traverse the UK motorway network, therefore, Collett began developing a solution. This would involve suspending the cargo between two multi-axle bogie trailers, allowing the load to ‘float’ between the two, reducing the overall rigid length.

Employing the clamp trailer from the Collett fleet, which is predominantly used for the transportation of wind turbine sections, would allow the cargo to be suspended and would enable the Collett Team to utilise the hydraulic capabilities of the equipment. This would result in the raising and lowering of the load as the route demanded, but required additional modification to engineer a suitable system for securing the load to the trailer.

Engineered in-house by Collett in meticulous detail, the Team designed a bespoke bracket system to secure the load to the clamp trailer. This bracket and pin system would attach to the cold box, providing an anchoring point for the clamp to secure the load.

Each of the brackets, pins, adaptors, box sections and lugs were fully BS EN:1993 and PD 970:2005 compliant, and would allow Collett to securely transport the loaded 45m long rigid cargo the 110 miles from collection to delivery. Once the design of the system was complete, and having undertaken 3D Solidworks simulations to analyse the behaviour of the components, fabrication of each element began.

Whilst Collett’s Engineering Team manufactured the loading solution, the Collett Consulting Team analysed the route, undertaking extensive swept path analysis reports to ensure the safe delivery of the 90, 60 & 25 Tonne cargoes. Due to the length of the cargoes and loaded vehicles, numerous sections of the route demanded street furniture removal, road widening, parking restrictions, tree pruning and manual steering requirements. This also included full motorway closures to allow the combination to undertake contraflow manoeuvres.

Employing their in-house designed and engineered bracket system, Collett loaded the heaviest of the cold box sections, the Heat Exchanger, and set off on their 110 mile journey. Departing early afternoon, the Collett Team exited Eggborough under the escort of their Code of Practice pilot cars and accompanied by Humberside Police. With the movement through South Yorkshire taking place at night, the convoy parked on the M62 at Hensall, and as darkness fell Collett began the evening stage. Having been met by Leicester Police the following morning, the Heavy Transport Team completed the final stage of their journey, from junction 28 of the M1 safely arriving at the delivery site.

Collett & Sons - Job of the Year 1
Collett & Sons - Job of the Year 2
Collett & Sons - Job of the Year 3


In 2018 GCS Johnson transported a tunnel boring machine from AV Dawson’s site in Middlesbrough to the Sirius Mining Project at Wilton, near Redcar. This involved transporting four loads all of which were over 6.1m wide. In addition, the main section of the machine measured 6.3m diameter x 4.5m high and weighed 200 tonnes.

There were a number of issues with this movement, the main one being an eleven-tonne axle weight restriction within the Wilton complex itself. This was over a number of concrete culverts which crossed pipe lines which were live and full of dangerous chemicals. The site at Wilton being the former ICI chemical plant.

In the past the methodology for crossing the culverts was to bridge them with portable bridging systems. This is not as simple as it sounds as the culverts are actually quite long, in excess of 12.0m and need substantial structures putting in place. The knock-on effect of this is for a five day period the roads where the culverts are situated are not usable whilst the bridges are erected then subsequently stripped down.

The site owner, Sembcorp were not keen on this option as the site is a 24/7 operation and it would lead to major disruption. Also on a previous occasion when temporary bridges were used a trailer “grounded” and the bridge was dragged forward. That being said when the job was at the pricing stage all of our competitors based their prices on the bridging option, we on the other hand looked at it differently.

In order to achieve an axle weight of less than 12 tonnes a 24 axle trailer would be required which is fine on site but unmanageable on the public road. The solution was transport the boring machine on a 17 axle trailer to Wilton then remob the trailer into a 24 axle configuration. This is not as easy as its sounds, the trailer would be to re pipe and re track so access was required to the track rods which wasn’t easy with a 200 tonne lump sat on top of the trailer. Also space was required to carry out this operation so fork lifts could manoeuvre around the trailer. The additional seven axles were dropped off the day before as a 3 and 4 row the day before for shunting to either end of the 17 row when it arrived.

Working with Sembcorp the East Gate was identified as having sufficient space to carry out this operation. The only issue being the East Gate could only be accessed from the East as there is a 44 tonne weight limit on the trunk road. This involved a circuitous route via Redcar and Kirkleatham Lane and the removal of street furniture.

Once all of this was agreed the only remaining issue was turning a 36ml 24 axle trailer in the restricted space on site. Rather than building a huge turning circle a turning head was used and the trailer pulled from each end.

The resulting move went very well, the public road element taking only an hour and twenty minutes, considerably less than what was envisaged. All four loads were moved in convoy by Cleveland Police and all were offloaded as soon as they arrived on site. The crew transporting the 200 ton section did exceptionally well and in a single day moved to site, re configured to a 24 row, moved/offloaded under the crane, demobbed the trailer and returned to the yard.

Project Video:


During the early part of 2019 Insight Trans Logistics were approached by a Gloucestershire based Company specialising in the manufacture of Modular laboratories, for the feasibility plan of moving 20 large building sections within a very tight time frame (30 days) from Gloucestershire to a rural location near Salamanca Spain. These modules measured 13.50m long x 3.30m wide x 4.35m tall, and weighing around 22tonnes per unit.

Describe the main objectives
The primary objective of the logistics plan was to install a system of movements and equipment including shipping, which fully satisfied the manufacturing timetable in Gloucestershire and provided a seamless synchronisation with the “military style” construction and lifting schedule in Spain. This eventually resulted in the establishment of four strategic handling areas situated within the journey from the UK to Spain, ensuring the flexibility required to rotate the equipment effectively over a complex Journey.

What were the outcomes?
Insight Trans Logistics, successfully completed the project, adhering to the original criteria from the client, within the original budget negotiated.

In short (40 words), please summaries your entry
The complexity of this project and the subsequent team effort by all ITL employees involved resulted in the success of this project, efforts which went beyond the “norm”. We would be delighted, if this dedication was to be recognised accordingly.

Supporting material:


UK to Salamanca


Entry overview
Special Order P454/2018 BE16 Transportation of 2 x Airbus A400M wings from the Airbus Wing Factory in Filton Bristol to the Port of Bristol at Portbury.

The wings are 6.5m wide by 21m long @10000kgs and on the specialised full steering trailer run at 4m high.

The wings are transported in pairs, to be loaded onto the Airbus RORO Ship “CIUDAD DE CADIZ” which then sails the Wings to Spain, for the last leg of their journey to the Airbus Final Assembly line in Seville by road.

This load is supported with 6 Escort vehicles and 2 attendants.

Describe the main objectives
A special exit has been constructed at the Factory in Filton, to allow the loads to enter the A38 dual carriageway safely. In addition to this, the traffic lights along the route have been fitted with IR devices to switch them to green for the on-coming convoy, trans-sender devices in the windows of each vehicle ensures that the convoy is able to keep moving all the way to the motorway, avoiding public vehicles from being caught up in the convoy, due to traffic signals breaking up the convoy and opening spaces for vehicles to be in danger of the large over hangs the wings create whilst on the trailer.

Many of the traffic lights on route have also been modified with large cranks in their poles to allow the wing to pass between them , with the careful watch of the attendants as the narrow areas are reached.

All members of the crew (10 people including the drivers). are communicating with short wave radios, and the forward control is via the lead escort, who also communicates to Highways England for traffic control on the Motorway (overhead signage adjusted to warn vehicles on the motorway that we are travelling at 30mph ahead of them.

Port Police then meet our convoy at the Portbury junction to help ensure the convoy makes its way through the busy port to the Quayside safely.

The Escort team then support the lorry drivers by preparing the empty trailers on board the ship, to be removed, before then escorting the trailers via remote steering onto the ship whilst the lorry reverses the load into the main deck. Painted guidelines on the deck of the ship, give the driver a guide to where he needs to be whilst the escorts radio instructions and the steers person guides the rear of the trailer into it tight spaces at the back of the main deck of the ship.

What were the outcomes?
If Airbus had a choice they would like these wings transported to Chester to be loaded onto the “CIUDAD DE CADIZ” at the same time as the Airbus A380 Wings, however due to the Highways England “Waterways Policy” the only available Special order permitted is to Portbury Docks.

The Convoy cannot run until after 10pm at night, which the darkness alone creates additional problems for the drivers and escort team.

The traffic light controllers can be temper mental, so additional issues arise, when the convoy gets split up and communication is paramount in ensuring we get the transportation back on track and keep the public safe.

During the transportation both the dual carriageway and the motorway is blocked by the loads and escorts, so members of the public can get frustrated by this, but because its dark and they cannot easily see the sides of the load, it is not safe to allow vehicles to pass, until the convoy is safely off the road.

This transportation is overnight and therefore involves a large number of our non-LGV workforce, (office and workshop staff) and those involved enjoy the opportunity to be involved in something that they don’t always get the opportunity to be involved in.

This load is a regular for us now, and occurs once every 6 weeks, the Highways and Police no longer insist on being involved as they feel we are controlling the complete transport well enough.

In short (40 words), please summaries your entry
This transport has also had television coverage, and we regularly see members of the public watching from the road side, or follow the convoy to the port to watch us in action.



Entry Overview
Our Customer called us following the failed attempt to move the 48 tonne King Arthur boat from another Haulage company.

Whilst the Boat was stored on the quayside at Sharpness Docks, storage costs were ramping up for its new owner, and a suitable transport option needed to be found as quickly as possible.

The Customer was already 1000’s of pounds out of pocket following the failed attempt by another haulage firm who had not correctly scoped out the project.

The King Arthurs dimensions are 20.8mtrs x 4.7m x 4.35mtrs so a trip from one side of the country to the other is no mean feat, and arranging the special order was never expected to be a done deal from the outset of this project.

Describe the main objectives
James Hallier our Transport Solutions specialist took on the project to move the “King Arthur” boat which was purchased by its new owner at Sharpness Docks near Gloucester in order to be converted into a House Boat at Ipswich.

Having no seaworthy certificate, sailing it to its new home at Ipswich was not an option for the owner.

No suitable Barge option could be sourced and every effort was made to follow the waterways policy.

Eventually Highways agreed that road transport was the only viable option, so James set up the project to actually make the move happened.

We arranged cranage at Sharpness Docks onto our 2 bed 4 Nooteboom Trailer, the Pendle axles being the important part of this project.

The trailer was built up to produce an overall vehicle length of 40.545 mtrs with a 35.88m rigid length, it was 4.7m wide running at 4.95m high. Gross weight 104,000 kgs.

What were the outcomes?
Due to there being no Seaworthy Certificate the Waterways Policy could not be followed, and after in-depth route planning and working closely with Highways England, and County Police Forces, a Special order was eventually granted to move the boat from Sharpness to Fox’s Marina in Ipswich by road.

A TV company was keen to film the action, and so the project became more tedious as we worked around cameras and sound men etc.

After 2 months of planning the project was successful.

In short (40 words), please summaries your entry
We helped a customer who felt they had no way of achieving her dream to make a home for her and her daughter, despite every set back we made it happen!


Route Permit:

boat long Sharpness A38 junc


We were asked to deliver a new cycle and pedestrian footbridge from Wishaw to Newton Stewart in Dumfriesshire .This was to replace a bridge that was damaged by flooding in 2015 and was deemed beyond economical repair and was removed in 2016 causing the locals especially school children who had now a lengthy detour to attend schools and local amenities.

The bridge was 38m x 4.15m x 4.25m high x 40t

The route involved from the fabricators workshops to the m74 was only negotiable by using a set of bogies and turntables which resulted in an overall running height of 5.6m which as everyone knows is then far too high for the motorway network.

So with careful planning and consultation with the client and all authorities in the proposed route, the following solution was implemented.

Ex works to Newhouse industrial estate where the bridge was jacked off the turntable trailers on to specially built steel stools which met the roads authority required ground bearing pressures.

Then another modular trailer consisting of Scheuerle modular axles with 14m of spacer beams was backed under the structure and it was lifted off the stools, this trailer was able to carry the bridge down the M74 motorway and on the A75.

However due to the nature of the A75 and then the very tight roads into Newton Stewart the structure was taken into a lay-by off the A75 nr Castle Douglas and once again was stooled of and the original truck and bogies with turntables was again loaded up.

The next day again with the very close cooperation of the Scottish Police the Load was taken the 26 miles to the site where about every villager and school child was present to see their long-awaited replacement bridge safely delivered.

The job was completed in October 2019.