Low Loader

Abnormal Forklifts In STGO Cat2

Doing what we are best known for.

We were recently asked by Urban Transport on behalf of Linde Material Handling to assist in the movement of three brand new H180 forklift trucks.  These monster forklifts have the capacity to lift and carry 18,000 KGs.  Fitted with 4M long forks and 3M wide carriages, they were longer, wider, heavier and more capable than their predecessors and other forklifts in their class.

These large machines always pose minor problems in transport due to their sheer size but in this instance, they were so heavy that they fell into the Special Types Goods Order category 2 (STGO CAT2) this category is reserved for lorries (including their loads) that gross between 50 and 80 tonnes and as such require even more careful planning than standard abnormal loads.

Once we had gathered all the information from the customer regarding the weight and dimensions, we were able to work out where the forklifts would need to sit on the trailers so as not to impose too much weight on any one axle. Next, we declared our axle configuration, axle spread, weight and width as well as the route each vehicle would take on an Abnormal Load Notification Movement Order. This notifies the relevant abnormal loads officers for each county we pass through of exactly what we are doing and gives them two clear days to respond with any additional requirements they may have.

Onwards and upwards!

The forklifts were being delivered to Dudley in the West Midlands, Bury in Lancashire and Grangemouth in Scotland. When moving loads in STGO CAT2 we must take into consideration that they are subject to a legally enforced reduced speed limit of 40 MPH on motorways, 35 MPH on dual carriageways and just 30mph on other roads. This means that the jobs take much longer than normal and of course wear and tear on the truck and trailer is far greater.  

The problems en route for all three loads started in Oxfordshire with a total ban on loads above 44000kg on the main A34 between Chieveley and Oxford due to ongoing works to a crumbling bridge support at Wytham. This meant instead of travelling up the A34 to the M40 and up to Birmingham, all three loads would have to use the M3, M25, M1 to Rugby and M6, adding time and mileage to the jobs.

The Dudley truck was delivered to a very happy customer. The other two lorries were faced with an additional challenge - at Gathurst Road Bridge on the M6 they were restricted to cross only in Lane 2 with no other vehicles on the structure!  We accomplished this by travelling across in the very early hours of the morning before traffic hit the roads, and hours before the rush hours curfew kicked in which prohibits the movement of abnormal loads.

From here the second load was delivered to another happy customer in Bury, Lancashire and the third load carried on to its final destination in Grangemouth Scotland.

Once the loads were delivered, the drivers were able to remove their STGO boards and return to work collecting backloads under Construction and Use regulations, meaning 44000kg maximum gross weight, use any suitable road and normal speeds for HGVs.

Shepherd’s Hut

Not so Baaaaahmy …

We have moved several shepherd’s huts over the years.  Some have been beautifully manufactured or refurbished works of art, off to start new lives in gardens and at campsites, and some have been priceless antiques!

This one was over 100 years old, which meant we had to handle it with an extraordinary amount of extra care and precision.  It was purchased by the new owner on eBay, and had to be transported from Aldermaston to Long Sutton.  

We surveyed the access and egress for collection and delivery in advance, to plan the smoothest possible transitions.  The route between sites was surveyed to identify any low hanging tree limbs or other obstructions that could damage the roof of the hut.  We took the time to go over the structure of the hut itself, to be as sure as we could that it was sound enough to withstand the vigours of transport, and to identify the stongest points to safely restrain it to the vehicle.

On inspection we realised that the cast iron wheels were worn and weakened in places.  To protect them from further damage or collapse during the movement we wrapped them in packing material and hessian sacking to cushion them as they rolled along the road and up onto the low loader.

Once all this was in place, we connected the hut via the towing drawbar to our Nissan Navara.  With banksmen walking on either side, this guided the hut from it’s original point out onto the road toward our waiting low loader.

At the foot of the low loader ramps we connected the hut to the trailer’s winch and were able to slowly and carefully winch the hut onboard and secure it for transport.

A very gentle escorted journey then followed, and we were able to slowly winch the hut back down and guide into its new home.