THE PHYSICAL SUBMISSIONS FOR THIS CATEGORY INCLUDE:
GUNDEL TRANSPORT (CRICKLEWOOD)
GUNDEL TRANSPORT (GUYS HOSPITAL)
KINGS HEAVY HAULAGE (MESSENGER)
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.
We were asked by a customer, who we had previously carried out an 8-week job for on the A38 on nights, this job was ultimately for the highways agency who were very pleased with our efforts, accreditations and professionalism. For Cricklewood we were briefed that we would be on site for 6 – 8 weeks, whereby we were required to move materials on site & erect an 8-metre-high sound barrier. We were sent the drawings and site plans, from which we drafted a lift plan.
We were then asked if we could get the topsoil into the structure, in which we supplied 2 sizes of clam shell, as all of our hiabs have code 4 for ancillary equipment to be operated at the end of the crane.
The drivers and the erectors were on site for 5-days, starting on Monday morning and returning on Friday evening. We lifted into place the steel frames, and the steel mesh (attached to the frames), as we progressed along the structure a team followed attaching the matting to the inside of the structure. At six metres high we filled the structure with top soil using a clam shell bucket – before the final two metre sections were lifted into place, and filled with top soil.
The job went exceptionally well, once the pattern and rhythm was perfected between Gundel and the clients erectors. The only drawback was the weather. The topsoil was very wet and therefore slow to fall in the structure.
Gundel are able to offer its client and customers the necessary lift plans, safety certs, operator certs and are FORS gold accredited. All said, without the relevant equipment & expertise this would not be possible.
VIDEO (IMAGE STILLS): https://youtu.be/VIpFrM8tQWA
In 2018 we were asked by a customer (who we have carried out delivery & erection work before) to undertake a job at Glenfield Hospital, Leicester. The brief was to deliver & erect steel work on a roof space. Access was to tight for a mobile crane and getting the load near enough with a vehicle was exceptionally tight.
After carrying out a site survey, we put a plan of action together using our artic tractor unit (with fly jib); and an urban trailer with our lorry mounted side loader.
This job was such a success, that our customers client then asked us to plan a job in Central London, it was to be Guys Hospital. Once again local roads, and site access was extremely tight, with tight access through a very narrow road. Gundel were required to deliver the steelwork & subsequently erect it.
We were not allowed to use the road for any reason i.e delivery or crane position – and due to the site layout it was difficult to find a position to erect a tower crane – where it could both take a vehicle for offloading (as offloading was not permitted from the road: kerb side delivery) and position the load for erecting.
On top of this we only had a 1 week window to complete the job.
After carrying out the initial site survey we realised that rigid vehicle delivery would be at best difficult to access the site, but would also mean more vehicle movements in the capital. Our cranes were mounted on artic tractor units & we decided to use our rear steer urban trailers. One was 9 metres long although we also hired in a 10.5 metre.
We delivered the first load and erected the steel work from the rear of the site out. The second load was taken to Gateway Services where a trailer swap was carried out before this and the final load was delivered and erected. The flooring was then laid.
We completed the job on time and within budget.
I believe the road was closed for one weekend to pump the concrete.
The first row of pictures show our involvement on Glenfield Hospital, which subsequently led to the contract on Guys Hospital (bottom row)
The movement of the Messenger Statue at 8.793 x 5.532 x 7.40 at 10000kgs. The movement was carried out between the Brittany Ferry Terminal to the Theatre Royal Plymouth. This was a VR-1 move that involved Theatre Royal staff, statue specialists, Devonport Dockyard, shipping, craneage, haulage, traffic management, Plymouth Council, Devon & Cornwall Constabulary.
Describe the main objectives
To construct the statue, crane onto a lowloader and move to quayside in Devonport Dockyard and crane onto a barge. the barge then comes into the Brittany Ferries terminal from Plymouth Sound and is craned from the barge onto the low-loader. VR-1 move from the terminal to the theatre where it was lifted into position outside the theatre. From initial enquiry to the actual movement was approx 18 months, countless meetings, route surveys and measurements involving Theatre Royal staff, Specialist statue movers, cranes, shipping, haulage, traffic management, Plymouth County Council, Devon & Cornwall Constabulary all involved in making the task happen.
What were the outcomes?
Even though an awful amount of work was carried out ‘behind closed doors’ at Devonport Dockyard the Messenger was shipped into the Brittany Ferries Terminal in front of the national press plus the truck movement was being filmed by Ultimate Movers so everything had to be on schedule and correct. Fortunately, everything went according to plan which is a testament to everyone and I mean everyone that was involved. It was a great job and I feel very proud to have represented Kings Heavy Haulage Ltd on this very public move.
In short (40 words), please summaries your entry
Great job met some fantastic people whom without their involvement none of this could have happened. I believe that this was the largest bronze statue that has been moved in the United Kingdom and Kings where a large part of this.
The move was aired on the TV Series Ultimate Mover – please follow the link here: https://vimeo.com/351209649/ccf46e9426
In addition, an amateur film maker also captured the move here: https://www.youtube.com/watch?v=x5FJ4GnzKZ0
NOTES TO JUDGES:
This could be deemed a VR1 move, although Kings HH have suggested that the move falls in to the CAT1 category
Over 3 months, Williams Shipping transported a number of radar domes out of storage to be fitted to cruise ships. The domes are used to provide wifi for ships passengers.
Describe the main objectives
The domes needed to be delivered one at a time when the cruise ships were available. The ships had firm schedules and fitting the domes required good weather; it was also a requirement to deliver at night. At 4.5m diameter the domes needed to be transported on a low-loader as the route included overhead bridges and overhanging branches. The schedules changed several times and we needed to be flexible and responsive to be able to meet these requirements.
What were the outcomes?
At the storage site, we lifted the domes onto the trailer with one of our crane vehicles – a DAF XF 510 FTR fitted with a Hiab 477 Hi-Pro. We used our Broshuis low-loader trailer, which has a bed height of 45cm, to ensure the load could pass under the bridges on the route. An escort was also required, supplied by Teahan Convoi. All the domes were delivered and fitted over the course of 3 months.
We also collected the redundant domes and returned them to the storage facility.
In short (40 words), please summaries your entry
Over 3 months, Williams Shipping transported a number of radar domes out of storage to be fitted to cruise ships.
Williams Shipping also captured a short timelapse of the move, see link here: https://www.youtube.com/watch?v=BzyluhX7zHE
Williams Shipping celebrating 125 years in business (corporate video): https://www.youtube.com/watch?v=CBed43iASnk