THE
ART
OF
HEAVY
TRANSPORT

Marco J. van Daal 

 

Page 24 F Nomenclature

The pendulum axle

The pendulum axle is quite different from the fusee axle even though their function is similar. While
assessing the pendulum axle, where the fusee axle would show a shaft running across the full width
of the transporter, one will quickly see that such a shaft is not present on a pendulum axle. Instead
there are two independent axle assemblies, one on the left and one on the right side of the transporter.
Each assembly is mounted on a turn table against the underside of the transporter deck (see C in the
picture). Therefore every pendulum axle can rotate in the horizontal plane.
The turn table holds the upper leg of the axle which is fixed. The turn table and the upper leg are
bound to make the same motion. The upper leg ends in a knee joint (see A in the picture) that joins
the upper leg to the lower leg, the lower leg in turn connects to the wheel assembly. The knee joint
allows the lower leg to pivot in respect to the upper leg. This pivoting motion is initiated by the
hydraulic axle cylinder (see B in the picture). It is these hydraulic axle cylinders that can be plumbed
into groups that form the hydraulic suspension for which transporters are so well known.

Figure F-18, Pendulum axle assembly.

A -knee joint. B -hydraulic axle cylinder. C -turn table.
Transporter brand: Goldhofer.

In summary, the difference between a fusee axle and pendulum axle is that the pendulum axle
assembly includes a turntable that mounts the axle to the underside of the transporter. The fusee axle
includes a shaft that mounts to both wheel sets.
This difference in construction or design brings with it a possible clash in terminology. When talking
about fusee axles, an axle really means one axle. However, when talking about pendulum axles, one

axle in reality means two axles. For this reason the term “axle lines” is introduced. One axle line
transporter.  
includes all axles between the left and the rights side of a transporter.

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  Page 69

Figure 1-8, One of a combination of two 12-axle lines of self propelled transporters rolling off a barge. The
“knees” are facing forward direction. Transporters are carrying a 450 ton (991,189 LBS) conveyor crane.
Location: Houston, Texas, USA.
Transporter brand: Scheuerle self propelled.

Figure 1-9, It is difficult to see in this picture but the second and third axle (see red arrows) have their
“knees’ facing in forward direction just as all the rest of the 12-axle lines. This transporter is carrying a 280
ton (616,740 LBS) transformer.
Location: Al Taweelah, United Arab Emirates, Middle East.
Transporter brand: pull type Cometto.

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Page 70 1 Principle working of the Hydraulic Platform Transporter

Figure 1-10, three sets of 12-axle lines self propelled transporters carrying a 900 ton deck. Even though this is a
side move there is a distinct forward and reverse direction. The “knees” of each set of transporters are facing the
same forward direction.
Location: Morgan City, Louisiana, USA.
Transporter brand: Scheuerle self propelled.

1.6.3.2   Suspension groups

This section explains how the operator and his “signal men” can communicate, avoiding confusion,
by agreeing on a simple yet important naming convention. This naming convention is based on the
principle of assigning a name to each of the four corners of the transporter. Each corner represents a
suspension group. When the level of the transporter needs to be corrected, (“go up” or “go down”)
the corner or suspension group in question is called as opposed to “go down on the front right
corner”. In the noisy environment the names assigned to each corner should be unique and it should
not be possible to mistake one name for another.
The naming convention that I personally have had the most success (read: the least problems) with is
the following:
ALPHA
BRAVO
CHARLY
DELTA

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Page 80 1 Principle working of the Hydraulic Platform Transporter

Picture 3, 80 mtr (262'-5.6") long vessel weighing 370 ton (814,978 LBS).
Location: Nanjing, People's Republic of China
Transporter Brand: Nicolas self propelled and pull type

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Page 264 8 Limiting stability angle

8.1  Longitudinal limiting stability angle for 4-point suspension

According to preceding sections, the longitudinal structural (S) and longitudinal hydraulic (H)
stability angles are determined by the following formulas;

D Rcog − S1 D Rcog − P1
tanSα S1 =   and tanHα P1 =  
D −
D −

CoG Rcog CoG Rcog

The below two figures will aid in the understanding of this theory.

Figure 8-1, Visualization

Visualization longitudinal limiting stability area, 4-point suspension

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  Page 275

D DELTA Y
* WALPHA/BRAV O + D CHARLY DELTA
* WCHARLY
∆y = − −
− D DELTA − Y  
Wtot

where D DELTA − Y  = 1/2 * D CHARLY − DELTA  

where WCHARLY = 1/3 * Max. Cap

Substitution gives the following equation;

D CHARLY DELTA Max.Cap

−
* WALPHA/BRAV O + D CHARLY DELTA *
2
−
3 D CHARLY DELTA
∆y = −
−
  equation (1)
Wtot 2

Moment calculation for DELTA in x-direction;

∑ M DELTA X = (D DELTA
− − X + ∆x) * W tot − D DELTA − ALPHA * WALPHA/BRAV O = 0 

(D DELTA − X + ∆x)  * Wtot = D DELTA − ALPHA

* WALPHA/BRAV O  

(D DELTA X  + ∆x) * Wtot

WALPHA/BRAV O =
−
 
D DELTA − ALPHA

where D DELTA X  = 1/3 * D DELTA ALPHA  

− −

where ∆x  = 0 (This is the assumption)

Substitution gives the following equation;

D DELTA ALPHA
−
* Wtot
3  Wtot
WALPHA/BRAV O = =   equation (2)
D DELTA − ALPHA 3

Substitute equation (2) in equation (1);

D CHARLY DELTA
Wtot Max.Cap
−
* + D CHARLY DELTA *
2 3
−
3 D CHARLY − DELTA
∆y = −  
Wtot 2

Substitution in the stability angle formula gives;

D Rcog − S2
tanSβ
tanS βS2 =  
D CoG − Rcog

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Page 276 8 Limiting stability angle

D CHARLY DELTA
Wtot Max.Cap
−
* + D CHARLY *
2 3
− DELTA
3 D CHARLY − DELTA
−
∆y Wtot 2
tanSβ
tanS β S2 = =  
D CoG − Rcog D CoG − Rcog

For the hydraulic stability formula;

D Rcog − P2
tanHβ
tanH β P2 =  
D CoG − Rcog

where D Rcog − P2  = 2/3 * D CHARLY − Y  = 1/2 * 2/3 * D CHARLY − DELTA  

Substitution gives the following equation;

2 * D CHARLY − DELTA D CHARLY − DELTA

tanHβ
tanH β P2 =
2*3 =
3  
D −
D −
CoG Rcog CoG Rcog

Set the structural (S) and hydraulic (H) stability angles equal to each other;

tanSβ
tanS β S2  = tanHβ P2  
tanHβ

D CHARLY DELTA Wtot Max.Cap

−
* + D CHARLY *
2 3
− DELTA
3 D CHARLY − DELTA D CHARLY
− − DELTA
Wtot 2 3
=  
D CoG − Rcog
D CoG − Rcog

D CHARLY − DELTA Wtot Max.Cap

2 * 3 +D CHARLY −DELTA
* 3 D CHARLY DELTA D CHARLY DELTA
−
−
=
−
 
Wtot 2 3

D CHARLY − DELTA Wtot Max.Cap

* + D CHARLY DELTA *
2 3
−
3 D CHARLY DELTA D CHARLY DELTA
=
−
+
−
 
Wtot 2 3

1 1 5
* D CHARLY − DELTA * Wtot + * D CHARLY
  − DELTA * Max.Cap = * D CHARLY − DELTA * Wtot  
6 3 6

1 4
* D CHARLY − DELTA * Max.Cap
  = * D CHARLY − DELTA * Wtot  
3 6

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  Page 281

9  Engineering case studies

This section provides the case studies of real life example heavy transports. All the aspects covered
so far in this book will be addressed in these case studies.

9.1  Case study 1

The cargo comprises a diesel engine, 175 ton (385,463 LBS) in weight (including the transport
beams). Its CoG is located 2,000 mm (6’-6.7”) above the transporter deck (including the transport
beams). The transport utilizes a 12-axle line configuration with 3-point suspension, the CoG is
located in the centroid of the stability area.
The stability area is located at half the axle height; this is at 300 mm (1’-0”).

These are the transporter particulars;

ALPHA/BRAVO 8 axles
CHARLY 8 axles
DELTA 8 axles
Ad = axle distance 1,500 mm (4’-11.1”)
Tl = transporter
transport er length 18,000 mm (59’-0.7”)
Th = transporter
transport er height 1,200 mm (3’-11.2”)
Tw = transporter
transport er width 3,000 mm (9’-10.1”)
Dab = axle base distance 1,800 mm (5’-10.9”)
Wa = axle line weight 3.5 ton/axle line (7,709 LBS)
Ac = axle capacity 15 ton/axle (33,040 LBS)

Determine the hydraulic and structural stability.

Figure 9-1, A 175 ton (385,463 LBS) diesel engine, case study 1

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Page 346 11 External forces

11.3.1  Wind forces, example 1

Figure 11-10, Wind forces, example 1

As this figure is taken from a preceding section, a number of properties have already been calculated,
below a summary.

Coordinates Rcog Rcog (4,500; 1,500; 300) mm or Rcog (14’-9.2”; 4’-11.1”; 1’-0”)
Coordinates CoG CoG (4,500; 1,500; 3,800) mm or CoG (14’-9.2”; 4’-11.1”; 12’-5.6”)
DCoG-Rcog  = 3,500 mm (11’-5.8”)

DALPHA-BRAVO   = 1,800 mm (5’-10.9”)

DBRAVO-CHARLY   = 4,500 mm (14’-9.2”)
DCHARLY-DELTA   = 1,800 mm (5’-10.9”)
DDELTA-ALPHA   = 4,500 mm (14’-9.2”)
Initial loads;
WALPHA  = 50.0 ton (110,132 LBS) 16.667 ton/axle (36,784 LBS)
WBRAVO  = 50.0 ton (110,132 LBS) 16.667 ton/axle (36,784 LBS)
WCHARLY   = 50.0 ton (110,132 LBS) 16.667 ton/axle (36,784 LBS)
WDELTA  = 50.0 ton (110,132 LBS) 16.667 ton/axle (36,784 LBS)
Wtot   = 200 ton (440,529 LBS)

For this example it is assumed that a Beaufort 4 wind is blowing with a velocity of 7.9 mtr/sec (17.67
MPH). The wind angle φ is 30 degrees and the shape factor (S f ) is 120% or 1.2.
2 2 2 2
Furthermore AFRONT=AREAR=150 mtr  (1,615 ft ) and ASIDE=400 mtr  (4,306 ft ). The areas include
the transporter areas.
DCoW-Rcog   = 3,000 mm (9’-10.1”)

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  Page 347

The Beaufort scale shows that for a wind velocity of 7.9 mtr/sec (17.67 MPH) the wind pressure
2 2
(WP) is 3.9 kg/mtr  (0.36 LBS/ft ). Resolving the wind pressure (WP) in longitudinal and transverse
direction leads to;

WP - L   cos(ϕ ) * WP  
= and WP -T   si
sin
n (ϕ ) * WP  
=

2 2
=   = =   =

W P-L
cos(30) * 3.9 3.38 kg/mtr   and W
P-T
sin (30) * 3.9 1.95 kg/mtr  
The wind force can be determined.

FWIND-L   = WP -L * A FRONT/REAR * Sf    and FWIND-T  = WP -T * A SIDE * Sf   

3.38
FWIND- L =   *150 *1.2 = 0.608 ton (1,339 LBS)  
1,000
1.95
FWIND-T = * 400 *1.2
  = 0.936 ton (2,062 LBS)  
1,000

The wind forces are now to be converted into an additional force on the suspension groups. The
longitudinal wind force has an influence on the suspension groups ALPHA and BRAVO or the
suspension groups CHARLY and DELTA.
The base distance (DBASE) is DBRAVO-CHARLY .
The transverse wind force has an influence on the suspension groups BRAVO and CHARLY or the
suspension groups DELTA and ALPHA.
The base distance (DBASE) is DALPHA-BRAVO . The figure below visualizes this.

Figure 11-11, Wind force visualization, plan view and schematics

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  Page 397

Figure 13-6, Lashing forces in the various

various quadrants

Lashing in Resolved Direction of

quadrant component sin ϕ    cos ϕ    sin Ω   cos Ω   resulting force

Q1 XQ1  pos - - pos X(pos)
Q1 YQ1  pos - pos - Y(pos)
Q1 ZQ1  - pos - - Z(pos)
Q2 XQ2  pos - - neg X(neg)
Q2 YQ2  pos - pos - Y(pos)
Q2 ZQ2  - pos - - Z(pos)
Q3 XQ3  pos - - neg X(neg)
Q3 YQ3  pos - neg - Y(neg)
Q3 ZQ3  - pos - - Z(pos)
Q4 XQ4  pos - - pos X(pos)
Q4 YQ4  pos - neg - Y(neg)
Q4 ZQ4  - pos - - Z(pos)
Table 13-5, Direction of each of the lashing components

THE ART OF HEAVY TRANSPORT