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The Heavies 2020: Team of the Year






Three Transformers in Four Weeks

As part of a substation upgrade programme, Collett were appointed to deliver three Super Grid Transformers to UK National Grid substations in a four week period.

• Cellarhead Substation: 169 Tonnes, Ellesmere Port to Stoke-on-Trent, 107KM
• Lovedean Substation: 169 Tonnes, Portsmouth International Port to Lovedean, 20KM
• Willenhall Substation: 169 Tonnes, Ellermere Port to Willenhall, 145KM

With six months from the awarded contract to the required delivery, this provided a tight timescale in which to plan and execute the project.

Enabling works and planning for all three of the movements began in 2018 including test drives, extensive route analysis, swept path analysis reports, topographical surveys, structural surveys, load configurations, manual steering requirements and media liaison.

“In the planning of these movements the Collett Team liaised with several councils and police constabularies to minimise disruption and ensure safe passage of the convoys, with each police force escorting and controlling the load through their jurisdiction.” Liam McLoughlin, Senior Project Manager. “In addition to the police our Teams also notified various councils through which the convoys would travel who, in turn, provided road space and engineers to modify sections of the route which had been highlighted as obstructive in our preliminary planning. These included extensive street furniture removal, the ramping of splitter islands and the pruning of foliage to a 5.2m high x 6m wide envelope allowing the 5.4m wide combination to pass safely and unimpeded.”

Councils involved:

• Cheshire, Staffordshire, Wolverhampton & Walsall (Willenhall Substation)
• Portsmouth & Hampshire (Lovedean Substation)
• Cheshire East, Cheshire & West Chester, Staffordshire, West Midlands & Hampshire (Cellarhead Substation)

Police liaison & rolling escorts from Cheshire, Staffordshire, West Midlands & Hampshire.

Each project involved the Collett Projects & Heavy Lift Teams to undertake all the pre-planning works, the discharging of each Super Grid Transformer from its originating vessel at the dedicated port, delivery of the transformers and final jacking & skidding operations. Except in the case of Willenhall which also required a TTRO (Temporary Traffic Regulation Order) of a residential road to allow for SPMT operations due to site access restrictions.


• 1x girder bridge with modular axles
• 3x ballast tractors
• 1x 55T mobile crane on site (for setting up skidway & dismantling girder bridge)
• 1x telehandler on site (to assist setting up skidway & dismantling girder bridge)
• Lightweight skidway (consisting of steel load spreading plates, Ekki timber load spreading mats, steel stool supports, Ekki timber blocks for supports & steel skid beams)
• 1x 200T hydraulic push/pull skid track system
• 4x 52T hydraulic jacks for lowering the transformer to its plinth
• 4x positioning plates to push the transformer onto the plinth to the correct alignment
• 1000T/1200T mobile crane to load from ship to SPMT & tranship to girder bridge

Each of the loaded 66m long combinations required end-change procedures at select parts of the route to allow for onward transportation. This involved uncoupling each of the heavy tractor units, positioned in a push-pull configuration, and recoupling in a mirrored formation, flipping the combination 180 degrees. Across all three transportation projects, this manoeuvre had to be undertaken on numerous occasions to facilitate access to the substation sites.

Working to a 2, 1 and 2 day schedule respectively, each of the transformers travelled the intricately planned routes, with tree surgery, trackway placing and street furniture removals having already been undertaken ahead of the project’s commencement. Parking restrictions and temporary road closures had also been implemented to ensure safe passage of the loaded vehicles.

Following the extensively planned routes and utilising the hydraulic girder bridge technology at our disposal, each of the transformers arrived at their respective sites to the agreed timescales. With each of the three transformers on site at the substations, our Heavy Lift Team began the task of delivering them to their designated sitings.

In the case of Cellarhead this required the transformer to be positioned above the awaiting skidway before hydraulically lowering on to the track. Once in place the side beams of the girder bridge were disconnected and equipped with their support wheels allowing the front and rear bogies to be autonomously driven clear of the transformer. This allowed us to hydraulically jack & skid the Super Grid Transformer across the 23m track to its resting plinth.

Following a similar procedure to Cellarhead, the transformer destined for Lovedean was securely positioned on the awaiting skidway, however, due to site restrictions this necessitated a more innovative solution to position the cargo. Faced with these restrictions the Collett Team engineered and implemented a multi-directional system to skid the Super Grid Transformer over a bund wall on to a steel platform. Once situated on this platform the hydraulic system was then repositioned at a 90 degree angle allowing our Teams to complete the positioning.

In the case of Willenhall this was a much more complex operation as the girder bridge would not be able to access the substation grounds. With a Temporary Traffic Regulation Order in place outside the substation our Teams began transhipment operations to discharge the transformer from the girder bridge to a 6-axle SPMT with an adapted operating speed to suit the axle loads. Once loaded, the SPMT was hydraulically lowered, reducing the loaded height of the transformer to 5.6m and allowing the cargo to be driven on to site and lowered to support stools to await jacking & skidding operations.

Throughout the extensive planning of all three projects our Engineering Teams implemented detailed jacking & skidding stress and pressure simulations to analyse the skid track behaviour and stress distribution across the system throughout the movement. Replicating the movement of the transformer across the 400 Tonne capacity system allowed us to calculate ground pressures, stresses and deformations across the track.

In a four week period our Team travelled 270KM with a total of 507 Tonnes. The tight timescale and restricted access demanded creative thinking and innovative engineering solutions from the Collett Team. With the media having been notified ahead of each movement to minimise disruption, each project was undertaken in the presence of onlookers keen to see our Team at work. Executing these complicated procedures, which were purposely designed and engineered by Collett, allowed us to complete this headline project. Combining intricate planning, innovative engineering, expert heavy haulage and specifically engineered jacking & skidding operations, we are very proud to have completed this hat-trick of Super Gird Transformers!

Collett & Sons - Cellarhead Substation 1
Collett & Sons - Delivering Willenhall 1
Collett & Sons Ltd - Delivering Lovedean 3


Admiralty Arch Project
The Best of British

Hallett Silbermann has been at the forefront of providing logistic solutions and specialist heavy haulage services to industry for over 70 years, gaining and maintaining a reputation for excellence of service delivery. In doing so, it has played its part in supporting the delivery of numerous high-profile infrastructure projects, including the likes of Thames Tideway, Crossrail, London Olympics 2012, Smart Motorways, Heathrow Airport developments and more recently HS2.

But it’s not all about the major national infrastructure projects; a great deal of the work is about the support provided to the multitude of ‘one-off’ construction projects that keep the wheels of industry, commerce and the wider society turning. It is this vital work that forms the backbone of our business and deserves celebrating.

The Project
Every now and then we are privileged to be asked to support something a little bit special. It could be argued that there are few more iconic locations in the heart of our capital city than Admiralty Arch, which is currently being beautifully transformed into the finest hotel and serviced residences. The opportunity to be involved in this project, working for our client Cementation Skanska, was something Hallett Silbermann jumped at.

Whilst most will instantly recognise this landmark and may have walked beneath its arches or watched runners in the final stages of the London Marathon as they enter The Mall, its place in history cannot be overstated.

Commissioned in 1901 in memory of Queen Victoria, for much of its working life the Arch was home to various senior elements of the Royal Navy (hence the name). Amongst the more notable included the likes of Sir Winston Churchill (1st Lord of the Admiralty), Earl Mountbatten (1st Sea Lord) and even Commander Ian Fleming (latterly of James Bond fame and who based much of his early work on his direct experiences conducting covert intelligence missions across the World). It is not an exaggeration to say that activity conducted within its hallowed walls has played a pivotal role in British history throughout the 20th Century.

Now vacated by the MOD, this landmark will receive a new lease of life, maintaining its status and prestige as a Great British landmark. A key element in the execution of the extensive construction works required was the installation of numerous concrete piles to support foundation works. Being highly experienced in the movement of such piling rigs in and around London and UK, Hallett Silbermann was the natural choice of Cementation Skanska. As an accredited haulier to Tideway, Crossrail and FORS Gold standard, our client was assured that they were in the best possible hands for the job.

The project involved the delivery and extraction of a 79 tonne Liebherr LB36 Piling Rig to site directly in front of Admiralty Arch. The job entailed multi-stage delivery via Hallett’s yard in Hatfield before undertaking the final stage to achieve a timed delivery. Being a CAT 3 STGO move and having to make the approach via The Mall, this meant having to pass as quietly as possible below HRH’s bedroom window in the early hours of a cold February morning. Taking this route also meant having to secure a Royal Park Pass; not an everyday occurrence.

Hallett Silbermann executed the task perfectly, deploying an escorted Euro 6 FH16 Volvo 8×4 STGO tractor unit in combination with the Broshuis 3+5 full rear steer, extendible Low Loader for the delivery. The extraction was completed with the same Low Loader but this time being hauled by the Euro 6 Scania R730 8×4 STGO tractor unit.

Best of British
It is perhaps pure chance that the concluding stage of this job was underway at just the moment that the UK formally left the EU on 31 January 2020. When combined with the iconic status of Admiralty Arch and the heritage of a one of the legends of UK Heavy Haulage, it comes as no surprise that this job should be considered a shining example of “Best of British”.

Hallett Silbermann
Right Place – Right Time – Capable – Compliant

Admiralty HS1


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


Intake Transport Team:

Lloyd Anderson (Lead driver, route planner, load supervisor, route surveyor)
Garry Pirie (Driver)
Shaun Sweeney (Driver)
Lee Lake (aka Puddle) (Mechanic)
Liam Anderson (Lead Escort driver, route planner, route surveyor & steersman)
Barry Bowler (Escort driver)
Scott Lawson (Escort driver)
Kev Thorpe (Escort driver)

In April 2019, Intake Transport demonstrated high levels of performance and a coordinated team approach to ensure the success of the Brayford Footbridge job. The entire operation required transporting the footbridge across the country, from Wishaw to Lincoln, in order for the structure to be delivered and assembled within a city centre location. The size, architecture, and destination of the footbridge meant that this was a challenging job. The expertise and teamwork shown by the Intake Transport team (listed above) during this job are why they should be considered for The Heavies Team of the Year.

Brayford footbridge, which is more than 75 metres long, was designed to allow pedestrians to cross the railway tracks at Brayford Wharf safely. During the planning phase of the job, the team decided they would be able to transport the bridge as three complete pieces: the main footpath, with each staircase independently. This meant that the route had to be planned, by Lloyd and Liam, to account for multiple trailers, each with a different load. As Load supervisor, Lloyd ensured that each bridge piece was fitted safely and securely to each trailer. The drivers, Lloyd, Garry and Shaun were escorted on the route by Liam, Barry, Scott and Kev. At all points, the team remained in constant contact via C.B. radios so that they were all aware of any possible issues, and what the others were doing. While the journey was long, it was the final stages where the team pulled together and showed its expertise.

In order to meet the demands of a tight window of installation, Lloyd and Liam planned the movements of each of the three bridge pieces well in advance. This included identifying a suitable holding point for the transport team and vehicles prior to the final steps of the journey. Planning the holding point at Newark Showground in advance meant that the bridge could undergo some final adjustments in preparation for the installation. More importantly, this meant Lloyd and Liam could conduct their final careful route surveys between Newark Showground and Brayford Wharf.

The final leg of the job, meant the team had to navigate city centre streets (through Wishaw, Allanton, Shotts and Lincoln), in order to deliver the footbridge to the portion of the railway it was to traverse. The size and dimensions of the footbridge, even when disassembled, meant that not only was this difficult, it was potentially hazardous and a draw for public attention.

As the trailers progressed through busy city centre streets,, they were accompanied by 3 escort vehicles. The job of the escort drivers was to warn the lorry drivers of hazards ahead, stop traffic at junctions and roundabouts to ensure clear passage and look out for pedestrians and cyclists to ensure their safety. At key points this was done on foot, allowing them extra time to identify any possible hazards, or obstacles such as branches which could damage the bridge or its paintwork or glass. Aiding the lorry drivers to navigate narrow streets and corners, while keeping their loads damage free and in tact..

The team’s attention to detail included walking the final stretch of the journey so that motorists, and pedestrians were informed well in advance as to the impending vehicles and structures heading towards them. While this was a busy time for the city centre location, the team received a warm welcome from onlookers, who were very interested. Additionally, Liam, Scott and Barry could inform the drivers of upcoming obstacles as well as the progress of all of the trailers.

The success of the Brayford Wharf footbridge job lay in the expertise and teamwork of intake Transport. Every members skill and attention to detail, saw that they worked together so that the bridge safely manoeuvred through various towns and the busy city centre streets of Lincoln, to then be installed across a railway line.

HeavyTorque feature:




High levels of performance and a co-ordinated team approach were both vital when planning & executing the move of this 55 Tonne lathe.

Despite the short distance involved and the seemingly simple nature of the move on the surface it was clear that in order to minimise the risk to the lathe careful planning was required. Our aim was not only to move the lathe but to protect our clients’ investment. To achieve this, it was decided that we needed to minimise the amount of time the lathe was exposed to the elements by lifting inside rather than outside of the building, this then brought new challenges in terms of moving within a confined space.

Having strong relationships with others in our industry is vital and we were able to call on Olney (a Buckinghamshire projector lifting service) and Collet and Sons (Halifax based) both of which we have worked with before.

As the main contractor we co-ordinated the move and were able to involve subcontractors seamlessly, by conducting a trial lift the day before we were able to ensure the project was delivered on time and to budget.

Quote from Ian Franklin Keith Rhodes Machinery Installations Ltd ….
“It involved pulling three companies together. They were all there when they said they were going to be, everything went smoothly, and everyone did what they need to do … it was a nice controlled, professional working environment” … In fact, the whole thing was finished a day earlier than we had allowed for….

HeavyTorque feature:





The company started out well before the internal combustion engine had started making its mark on the UK’s roads. An early photograph in the S Lyon archives dating from the start of the 20th century shows a horse and cart proudly displaying the name Spencer Lyon Carting – the first record of the firm’s origins.

The location of this photo is important in telling the story of S Lyon’s success: it was taken inside the premises of industrial equipment manufacturer Ruston in Beevor Street, Lincoln. The company, which in 1930 joined up with US firm Bucyrus-Erie to form Ruston Bucyrus, was an early manufacturer of locomotives and steam shovels, and went on to make excavators, engines and gas turbines.

And, for much of the 20th century, the fortunes of S Lyon & Son were linked to those of this local manufacturing giant. The haulier started out using horses and carts to move industrial equipment for the firm, and then continued through the decades, building up its fleet of trucks and trailers to carry the heavy excavators, cranes and mining equipment that came out of the Lincoln factory, as well as the tanks and armoured cars it made during WWII.

S Lyon’s longest serving employee Arthur Hunter, who worked for the firm for over 40 years, remembers when the company got its first vehicle in the 1940s – a Bedford – to replace the horses. This was quickly followed by two others, one of which Hunter started driving when he was just 12 years old. Regulations were a bit more lax in those days, and Hunter says you could “pay two and six for a licence on Silver Street” in the city. One of his first trips in the lorry was to London – a journey that took seven hours in those days.

After the Bedfords, the firm’s next investment was in two AEC trucks which, according to Hunter, “you had to stand up to drive”. Again, a far cry from today’s comfortable cabs with all mod cons. These larger vehicles were mainly used with low-loaders for the Ruston Bucyrus equipment.

The workload continued to grow throughout the 1960s and 70s under the management of the second generation of Lyons – another Spencer (Ellis) – and subsequently Geoff Lyon, who was in charge until his death in 2017. The only hiccup came in 1985, when Ruston Bucyrus was bought by its management, and severed ties with the Americans, with the remaining part of the business becoming RB Lincoln. “At the time my grandad had 15 or 16 trucks running in and out of RB,” says current operations director and the fourth generation of the family to run the haulage business, Warren Lyon. “With the decline of it, they had all their eggs in one basket.”

The fleet was reduced in size, but to offset the loss of business at RB, the firm started diversifying into other sectors, such as moving drainage pipes from York, and drilling rigs for the oil and gas industry. As a result, under Warren’s father Geoff, the business became more diverse, and numbers went back up.

Warren Lyon says he was always destined to join the family firm: “Dad’s idea of babysitting was to be at RB messing about on trailers. It was in my blood. When I left school, I went to be a fitter, but it didn’t agree with me. So I started here as second man/van driver, and then worked my way up to Cat 1.”

Warren’s brother Craig is also in the business, running the boiler and machinery installation side. “We can move 100-tonne boilers,” explains Lyon. “We can jack them up onto a trailer, and put them on skates to install them. The drivers do installations and we also have our own installation staff, which means we can deliver, offload and position them into the building. It’s an all-round service.”

The firm still moves a lot of construction equipment, with a major client being JCB specialist TC Harrison Plant, and has also developed a market in moving demolition equipment. “There are lots of demolition companies in this area, and we move their plant and machines all over the country,” says Lyon. In 2016 the company invested in a six-axle Manoovr semi low-loader from Nooteboom specifically for moving large equipment that requires an ultra-low floor height.

Most of S Lyon’s heavy trailers are from either Nooteboom, Broshuis or Doll. “If you spend a little bit more money and get something that’s worthwhile, trailers will last forever if they get serviced properly,” says Lyon.

The trucks at the heavy end of the fleet have historically been Volvos – Geoff Lyon was a big fan of the Swedish manufacturer – but recent purchases have included a DAF and various Scanias. “I don’t know what my dad would think,” says Lyon.

The choice of vehicle is partly based on driver preference. “Warren and Craig decide, but they do take notice of the drivers,” says Transport Manager Sally Lyon, who joined the firm in 2004 and runs the office. “We want to make them happy in what they’re working in.”

Lyon adds: “Recruitment is very hard. I’m not saying the tail should wag the dog, but once we’ve trained somebody that can do the job, they should have a little bit of a say in things.”

In the past few years, S Lyon’s business has taken what Lyon calls “a different path”, thanks to a very successful relationship with Briton Fabricators, based nearby in Nottinghamshire. The manufacturer specialises in fabricating road and rail bridges, and S Lyon delivers these structures to project sites throughout the UK (see box).

Briton is supplying all the gantries, signage structures and footbridges for the A14 upgrade. In anticipation of this work, S Lyon has applied for and received the Silver level of accreditation under the Fleet Operator Recognition Scheme (FORS). The company, which was already in possession of FORS bronze, has just undertook its first delivery to the Thames Tideway project in London, and Lyon is aware that high profile clients like this demand the highest standards when it comes to safety accreditation. “It’s a big investment for FORS, and it takes a lot of time, but we may go for Gold,” he says.

Other current clients include Lane Rental Services, which uses S Lyon to move its in situ cold recycling machine, and industrial boiler specialist Cochran, based in Annan in Scotland, for whom S Lyon is the preferred haulier. The firm also gets employed every year to transport specialist machinery that is brought from Holland to Immingham docks to be used to maintain flood defences on the Lincolnshire coast. “It’s a Dutch company who ask us to bring two big machines and three dozers from Immingham, offload it, and take back at the end,” explains Lyon. “They choose us for reliability and quality of personnel.”

The company currently employs 11 drivers, each driving a dedicated tractor unit. “It’s a nice size now,” says Lyon. “It would lose its personal touch if it got any bigger.”

That personal touch is evident in the firm’s links to the local community. S Lyon pays for the kit for a youth football team based in the nearby village of Saxilby, and every year installs a Christmas tree in support of local hospice St Barnabas at Lincoln Cathedral, a charity very close to the hearts of the Lyon family and staff. “It’s one of the most important things we do,” says Lyon.


In mid-2018, S Lyon undertook one of its biggest projects, delivering a new footbridge to Northumberland Park in north London as part of a major upgrade of the station. The haulier was contracted by Hucknall-based Briton Fabricators – a long term customer, which uses S Lyon to transport the majority of its large steel structures.

Elements for the new bridge were collected from three different sites, at Hucknall, Doncaster and Scunthorpe, and together made up more than 30 loads, ranging from 12 to 21m in length. Route surveys were done in advance of the delivery, due to length of some of the loads.

Many of the deliveries were scheduled to be done at night, so the trucks were loaded up the previous day before to ensure they got there in time for the allocated time slot for tipping. “It was a live line, so unloading was scheduled around closures,” explains Transport Manager Sally Lyon.

All 11 of S Lyon’s drivers were involved in the project, as well as some subcontractors from other haulage firms. In order to fulfil the contract within a tight time frame, some of the drivers had to collect a load, take it to the site in London, offload and then come back for a second load.



Farm Lane Bridge over the M49, North of Avonmouth.

Supply, fabricate, paint, deliver and install 3 x 33m long braced pairs of plate girders. Britons to deliver beams to site, Galliford to install formwork and paraslim, Britons to install.


We have 11 HGV drivers (2 directors are included in this) and 2 office staff that coordinate everything together with staff members from Britons. Of course we are up against the pitfalls of the weather, drivers hours, loading times, road closures and tip times.


Jamie Pilbeam joined S Lyon & Son eight years ago at the age of 17. He drives the company’s latest acquisition, a Scania V8 R520 XT.

When did you decide you wanted to be an HGV driver?
“Within the first year of working with S Lyon I knew I wanted to drive lorries myself if ever given the chance, and I was lucky enough to get given the chance thanks to S Lyon. I wanted to because I get to go all over the country seeing different places.”

What do you like most about the job?
“The thing I like the most is the variety of work – there’s never a day the same. I particularly like doing abnormal and heavy [work] because it’s always different and interesting.”

What is the worst thing about the job?
“Traffic is one of the worst things, along with some long days/hours.”

What is the most interesting project you’ve worked on?
“I haven’t really got a favourite or most interesting project; we do a wide range of boilers, gantries and plant, and I enjoy it all.”

Ben Oglesbee has been a driver at S Lyon & Son for more than 10 years, but got the haulage bug at the age of 12, after spending time at the company during school holidays. He left school at 16 and a week later moved from Boston to Lincoln to work at S Lyon full time. He now drives a Volvo Globetrotter XL FH 540 150-tonne double drive.

When did you decide you wanted to be an HGV driver?
“When I was at school I never knew what I wanted to be until I starting helping at Lyons; then it just seemed like a career I would enjoy day in day out. I started off as a yard boy washing lorries, being a trailer boy and helping in the garage, then went on the installation side putting boilers and machine tools in factories and hospitals etc. Then I got my driving licence and went into escorting, and then worked my way up to what I do now. I have had my Class 1 [licence] nearly five years now, and still can’t believe I have a brand new truck and get to do the things I do already.”

What do you like most about the job?
“There are so many little things about the job that make it great. A big bit is the truck; I mean what other jobs are there where you get given something worth the money it is and get told it’s yours? It’s basically giving you a home and transport in one bundle. I am a big fan of music, so being able to listen to music all day while you work is awesome. I also like the challenge of loading the unusual loads we take where you have to use your head to work out how to get them on safely and secured; and the task of taking them down the road is always fun, especially when people ask how you got that round there and take an interest.”

What is the worst thing about the job?
“I think the worst thing about the job is the risks involved with driving on the roads these days – not just other people on the road you have to think about, but also the rules and regulations we have to follow. There are that many rules about driving hours you need a degree to know it all. I also say that there is so much more risk compared to money in this job that there is no wonder young people aren’t coming into the industry; it’s only people like me that are brought up in it that want to do it these days. There isn’t any other job where you have people stopping you doing your job and giving you fines that are more than your week’s wage for trying to earn a living.”

What is the most interesting project you’ve worked on?
“It’s so hard just to pick one. There are a few that I really enjoyed, one of them being the pontoon job I did last year. This was where we took 19 pontoons out of Falmouth and took six to Heysham, 12 to Barrow-in-Furness and one to Immingham. These were 6m wide and weighed 78 tonnes each. Doing one load each on two lorries a week kept me busy for a long time. Another of my favourite jobs was doing the smart motorways for Britons Fabricators doing a range of different full span gantries and sign gantries is always interesting. Another Britons job that was a favourite is the Heads of the Valley project that’s on going now, delivering unusual bridges to the A465 project that are long, wide and unusual shapes ranging from 30 to 80 tonnes. The final project I enjoy is one we do every year which is for the sea defences at Anderby Creek. We take a 360 [excavator], loading shovel, and three dozers to the beach near Sutton-on-sea to do the sea defences project.

First row of images:  Cock Lane, Werrington
Second row of images: Northumberland Park

Please find herewith a list of all completed and ongoing projects:



Sarens provided transport and heavy lift solutions for the turnaround at a Refinery in North Lincolnshire UK.

Describe the main objectives
The refinery recently underwent a turnaround and inspection, to carry out maintenance and realise investments on site.

Sarens were awarded the contact to perform several Heavy Lifts and Transports operations on site. The project was undertaken during the plant shutdown period and therefore our Team had various issues and pressures to meet time constraints where all lifts had to be completed in a safe and timely manner.

What were the outcomes?
The Team deployed the Gottwald AK680-3 – 1200te, fitted with 101m Maxi Boom, 600te Maxi Lift Ballast as the main Lift Crane along with additional cranes from 750te to 60te Capacity.

In short (40 words), please summaries your entry
Our Engineering and Operations teams brainstormed to plan and execute the project and had to consider the following: –

With a total 16 Cranes working 24 hours a day the Sarens Crew completed the shutdown successfully without any safety issues or incidents.

Sarens LOR LR