Trailer Engineering Advanced

MANUAL
Office Mammoet Global B.V. Sap nr. M000001-09-15-M05

Karel Doormanweg 47, Haven 580 Doc. nr. 6000086203
3115 JD Schiedam
P.O. Box 570
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3100 AN Schiedam
The Netherlands
Phone +31 (0)10 2042 424

Fax +31 (0)10 2042 442
Website www.mammoet.com
Client Mammoet Engineering

Project 09-15 Transport
Subject Trailer Engineering Advanced
HLee MRij
00 Concept 26 May 2011
900391 940631
Rev. Description Date Author Approved

Without authorized signature(s) this document is uncontrolled, not binding and for indicative purposes only.
Condition Our Terms and Conditions apply to all our offers and agreements and any commitments rising therefrom. We expressly deny the applicability of any other terms and
conditions.
MANUAL
Client Mammoet Engineering Sap nr. M000001-09-15-M05 Page 2 of 47

Project 09-15 Transport Doc. nr. 6000086203 Date 26 May 2011
Subject Trailer Engineering Advanced Ref. HLee Rev. 00
Contents 1 Mammoet Training & Development Program 4

1.1 Foreword 4
1.2 Goal Training & Development Program 5
1.3 Benefits 5
1.4 Legislation 5
1.5 Scope 5
1.6 QSE Requirements 6
1.7 Share knowledge 7
1.8 Target group 7
1.9 Calculations 7
1.10 Subject specific terms and abbreviations 8
1.11 Safety 9
1.12 Personal Protective Equipment 11
1.13 Toolbox meeting 11
2 Introduction Platform Trailers 13

2.1 Exceptional transport 13
3 Trailer strength analysis 14

3.1 Loading Diagram 15
3.2 SALSA 17
3.3 Determine bending/Shear/Displacement 18
4 Ground Bearing Pressure 24

4.1 Bearing Capacity 24
4.2 Contact pressure 26
4.3 Calculating Ground Bearing Pressure 28
5 Using Tail Frames 30

5.1 Concept 30
5.2 Typical tailing procedure 30
5.3 Detailed tailing procedure 33
6 Transport Plan 40

6.1 Purpose of a transport plan 40
6.2 Permit drawing 47
Office Mammoet Global B.V.
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Changes made in this revision are:

1. New Document First Release
2. Concept, open for comments
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1 Mammoet Training & Development Program
1.1 Foreword
Mammoet is a company, which obliges itself to have all its employees properly trained for the duties they will
be carrying out.
Each employee is therefore obliged to follow the training, which is offered by his employer and corresponds
with his job description.
This manual facets concerning the platform trailers for beginning or experienced engineers in the
transportation profession, because "transportation is a profession”, and each day there are new things to be
learned for those who want to progress in this field. This manual can be used as a learning tool or just to
look up some elements parts to refresh the knowledge.
Safety is a recurring theme in this course.
The Mammoet Training & Development Program has been created from the recognition of the requirement
for all employees who operate and repair plant and machinery to be competent in their chosen trade
disciplines.
As market leaders in our industry of Hoisting and Transporting we aim to set standards that will improve
safety and revitalize Health and Safety agenda by the adopting of a “Full Compliance Culture”.
Too many people within our industry are injured or suffer from health problems. The unacceptable high
levels of injuries and suffering can be reduced by simple precautions; such precautions are built into this
Training & Development Program and if we all work together to achieve the targets that have been set we
can make our industry a healthier and safer place to work in.
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1.2 Goal Training & Development Program
This manual explains the requirements of platform trailers. While regional responsibilities may deviate
between different countries, Mammoet aims to raise health, safety, environmental and quality standards
through the achievement of recognized levels of training and competence for all employees, resulting in
certification and qualifications that will be accepted and recognized on a worldwide basis.
1.3 Benefits
The Training & Development Program, used and followed correctly, will provide employees with recognized
skills, competence and qualifications. This will lead to improved health and safety awareness, better
employment promotion prospects, more flexibility within the workforce and a much higher qualified
workforce because the training standards leads the industry. This all will help improve customer satisfaction
and the industry’s image.
1.4 Legislation
It is appreciated that some Mammoet employees work in many countries and therefore encounter different
legislation. Throughout this course delegates will be taught the "Mammoet Standard" which will in most
cases satisfy all countries. However, upon commencement of any operations in a new country advice
should be sought to ensure full compliance with local requirements.
All members of the workforce must be made aware of any local legislation requirements which impacts on
their work operations and ensure compliance. The certificates granted after completing the total Operating
Platform Trailers course is not a replacement for local required certifications
1.5 Scope
The Training and development Program will provide certification for engineers on a worldwide basis,
participation in the scheme will be mandatory for all employees who require various training and
competence in the trade as known in our industry.
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1.6 QSE Requirements
All participants within the scheme will be required to have completed the Mammoet Induction and Safety
knowledge test prior to commencement. Quality, Safety and Environment is fundamental within our work
disciplines and of paramount importance to the integral part of business performance and shall receive
foremost priority. At all levels we must be committed to achieving a high level of Health, Safety, Welfare and
Environmental performance by means of compliance with all Legal Acts, Regulations, Codes of Practice,
Enforcing Authorities Guidance Notes, Industry Best Practice Standards, Corporate, Client, Regional, Local
and Provincial QSE requirements and of continual cost-effective improvement of risk awareness from our
undertakings and of the importation of risk from others.
Throughout the training you will continuously be required to undertake tests related to safety matters, which
are both general to everyday safety and specific to the discipline that you have elected to follow.
Test will take the form of one or all of the following,
a) Multiple choice question papers.
b) Written question papers.
c) Verbal questions.
During the induction you are issued a Mammoet Safety Guide which gives general information on safety
matters within all our trade disciplines, also contained within the guide are the Mammoet Safety Rules which
apply at all times, regardless of whether you are working on Mammoet premises or on a clients site. It is a
requirement of your employment to ensure that you familiarize yourself with these rules.
Safety is a culture that is very much influenced by attitude and behavior, each individual should be aware
that they are their own “Safety Officer” with the responsibility for their actions whilst at work, equally, each
individual must “Look Out” for others and ensure that nothing they do will have a detrimental effect on issues
of which they have no control.
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1.7 Share knowledge
This manual is made by and for Mammoet employees. Each Mammoet employee has the responsibility to
share his or her knowledge. The information in this manual is subject to change; therefore the latest version
can be found on our corporate intranet website and always succeeds any previous release. If you feel that
any of this information you are about to read is incomplete, incorrect or even misleading, please contact the
T&DP coordinators in The Netherlands at the following e-mail address:
T&[email protected]
Your co-operation is highly appreciated.
1.8 Target group
This course is meant for trainee engineers who want to qualify as certified engineer and possibly move up to
other functions in the branch of horizontal and vertical moving.
Employee must be in possession of following Mammoet T&DP certificate before commencing this course:
- Mammoet Induction Course
- Rigging Course
- Course Trailer Basics
Symbols used in this manual

CAUTION
CAUTION IS USED WHEN PERFORMING AN OPERATION THAT MAY BE CRITICAL TO SAFETY AND MAY
REQUIRE AGREED DEVIATION FROM THE GIVEN PLANS.
CAUTION
NOTE
NOTE IS USED FOR MARKING AN IMPORTANT OPERATION AS WELL AS FOR ADDITIONAL
INFORMATION.
1.9 Calculations
Values used in this course for calculations are often rounded off for practical use.
The rounded off values are conservative and therefore give safe results when used for practical
calculations.
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1.10 Subject specific terms and abbreviations
Axle Means an assembly of two or four wheels whose centers are in one transverse plane.
Axle Line A series of two or more axles in any platform trailer configuration aligned in one
transverse plane, inter-connected with steering rods which keep all wheels in correct
relation to each other, forming the steering geometry in accordance to the Ackermann
principle.
Axles Row Also called “File”. Means a series of two or more consecutive axles aligned in one
longitudinal direction of a configuration.
Bogie Synonym for platform trailer unit; it refers to each individual frame segment.
CoG Centre of Gravity.
Configuration The state of two or more individual platform trailers, self propelled or not, being
interlocked mechanically and hydraulically, and as a result thereof work as an
integrated operative platform unit.
Combination This name is applied to any number of prime movers (pulling and pushing units) linked
to its platform trailer configuration. Together they are one powered train unit. Example:
When a “Prime mover” is coupled to a “configuration” the two of them combined is
called a “combination”.
Lifting cylinder The hydraulic cylinder that determines the height of an axle.
Payload The maximum allowable weight of the cargo (payload is usually specified per axle line)
PPE Personal Protective Equipment.
PPU Power Pack Unit.
Prime Mover A truck equipped with a ballast box – instead of a fifth-wheel – and a rear/front
coupling device by means of which it pulls or pushes a platform trailer configuration.
SPMT Self Propelled Modular Transporter.
Valve Hydraulic valve for controlling the flow through a pipe.
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1.11 Safety
Safety First.
Mammoet’s work is carried out in a high-risk industry. Consequently improving safety can never be without
commitment. The simple fact is that accidents do happen, and that there is a high probability that an
accident will happen. For this reason we can never work safely enough: there is always room for
improvement.
Safety begins with you:

 Always think about what you do.
 Be aware.
 Look after each other.
If you have any doubts:

- Stop - Seek advice - Ask!
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Do not let this happen to you!
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1.12 Personal Protective Equipment
Always wear Personal Protective Equipment (PPE). Mammoet shall issue all equipment identified as
required to be worn whilst at the workplace.
Usage of safety shoes and coverall is compulsory. Depending on job location, situation and site conditions
often usage of hard hat, gloves, eye protection and ear protection is mandatory as well.
Compulsory PPE
1.13 Toolbox meeting
Each day before work commences a toolbox meeting should be held among all workers to make everybody
aware and alert of possible risks. In these meetings it is the supervisor who will explain what work is to be
done, what risks are involved and to which actions and situations particular attention should be paid.
Furthermore a toolbox meeting should be used for each and everybody to express concerns or share
experience on how to work safely.
A toolbox meeting is not the only time of the day to think about safety. Think about safety throughout the
whole day, do the “Mammoet Minute” with each action you do.
Do not be afraid to express your concerns

Do not ignore dangerous situations - Think along - It is your responsibility too!
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2 Introduction Platform Trailers
This course focuses on exceptional transport with platform trailers and explains the characteristics of
platform trailers and exceptional transport in general. Towards the end the transport drawing is described.
2.1 Exceptional transport
Exceptional transport is an extremely distinct specialty in road transport. Exceptional means ‘out of the
ordinary’, which may apply to the width, length, height or weight of the cargo, or a combination of those four.
In most countries, the maximum height and weight of a loaded truck are set by law, but sometimes
exceptions can be made and then special conditions apply.
Picture 2.1.1
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3 Trailer strength analysis
One of the main aspects of preparing a transport is to verify the strength of the trailer during loading,
transport and offloading. When a trailer is loaded, the structure of the trailer may tend to bend, or even be
overloaded. The trailer therefore needs to be checked on
- Bending stress and shear stress of spine beam and couplings
- Displacement of spine beam
For platform trailers following methods can be used to verify the trailers strength
1) Loading Diagram
2) SALSA
3) Structural analysis software
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3.1 Loading Diagram
One of the “quickest” methods of structural

checking the trailer is by using the loading
diagram. The loading diagram shows a
payload diagram for 2 symmetrical positioned
loads. This means the loads are positioned
on equal distance from the shown COG. Note
that this is NOT the middle of the trailer in
longitudinal direction. Furthermore the loading
diagram specifies the permissible speed for
these loadings, as higher speeds will cause
more dynamic impact and therefore less
payload capacity.
Shown right is a sample of a loading diagram.
This sample shows a loading diagram for a
Self Propelled Modular Transporter of make
“Scheuerle” with 12 axle lines and PPU, the
type names of components of the trailer are
PEKZ 210.12.4 / PEKZ 210.12.4 / PPU Z
350DC.
The COG is not in the middle of the trailer in
this sample, due to the effect of the weight of
the PPU.
The maximum pay load is 2 x 152.900 kg
positioned on equal distance from the shown
COG. The COG is positioned on 8.16m from
the “front” of the trailer.
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The sample above shows a loading diagram for a Scheuerle Self Propelled Modular Transporter with 20
axle lines and a speed of 0.5 km/h. As shown in the diagram the payload differs quite a lot, depending on
where the load is positioned on the trailer. Towards the COG the payload is small, due to causing high
bending stresses and high displacement of the spine beam. The same effect applies if the loads are
positioned at the rear AND end of the trailer. This will cause the trailer to bend upwards at the middle.
Somewhere at 7 to 8 m from the COG the trailer is ideally loaded and the bending stresses are “lower” and
the displacement of the spine beam will also be relative small.
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Note that the displacement values are not shown in these diagrams. An alternative method is to be used if
you want to calculate the acting displacements.
Also note that the trailer shown in the diagram consists of several components being 4 line units and 6 line
units. For various types of trailers it may differ where these components are positioned in the trailer, due to
admissible bending and shear capacities of the couplings.
3.2 SALSA
SALSA stands for Scheuerle Axle Load and Stress Analysis.

SALSA is a program for computation of fifth wheel and axle loads for heavy load combination trailers and for
examination of frame strain at a freely definable load.
This program can only be used for platform trailers make “Scheuerle” and “Kamag”, towed type platform
trailers and self propelled type. Note that only two (2) support points can be entered. Furthermore this
program does not specify stresses or displacement(s).
- only for Scheuerle and Kamag
trailers
- load on 2 support points only
- no displacement shown
- no shear / bending stress shown
or UC-factor
- program indicated maximum
permissible speed
The manual of this program describes how to
enter/print all data and is referred to.
Shown here is a sample of:

- 12 lines SPMT Scheuerle with
power pack
- Load = 90 ton with support points
at 4.7m apart. CoG load is above
trailer-middle
Output on print out shows:

- permissible speed 5 km/hr
- stresses and axle loadings are
allowable
- indication support loadings
- indication trailer weight
- indication axle loadings
- indication trailer part numbers
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Notes:
- SALSA uses database with weights per unit. These weights may differ from the weights as
per vehicle registration sheets. acTrailer/EZTrailer also may use different unit weights. Axle
loadings may therefore differ from output of named program.
- For the structural analysis SALSA uses a dynamic factor of 1.1 on bending and shear.
3.3 Determine bending/Shear/Displacement
For verifying trailer strength we need to model the spine beam and the acting forces and/or uniformly
divided loads. This model is to be used to determine bending moments, shear forces and deflections.
To model a loaded trailer, the spine beam is considered as being supported by multiple supports. As the
trailer is hydraulic suspended, each axle in the group has the same support force. This support force does
not change, even when the spine beam would deflect.
Group1 Group2
Group3
8000
4700
2250
8,3°
3750
1500
8400 8400 4200 2430

21000 2430
The trailer table shows load = 39.9ton for Group-1:

 39.9/4 = 9.975 t/axle line
 = 4.9875 t/axle (shown is 5.0 in the table)
 Group 2/3: 52.4/4 = 13.1 t/axle line
 = 6.55 t/axle (shown is 6.6 in the table)
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The dead weight of the trailer may be considered as an uniformly divided load on the spine beam. The
weights of each component can be found in the data sheets. For Scheuerle SPMT’s we consider the dead
weight 4ton/axleline. Qload = 4t/axleline = 4/1.4 = 2.857 t/m.
With acTrailer you can view the shear and

bending moments if you have a trailer
configuration with two supports.
At the right is the page with these values.
Note that the weight of the trailer
components are modelled as point loads.
Maximum shear force 326.2 kN and
maximum bending moment 851.4 kNm.
These values are well below the
permissible values, even with 10% impact
due to driving.
As this program models the dead weight of

the components as point loads we can use
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an alternative program for more accurate values, when we model the dead weight as an uniformly divided
load.
300 4700
500
8400 2100
45t 45t
6.7t
2.857 t/m
9.975t 9.975t 9.975t 9.975t 13.1t 13.1t 13.1t 13.1t 13.1t 13.1t 13.1t 13.1t
Above sketch shows the acting forces on the spine beam.
- Dead weights of trailer components, 6 line units as uniformly divided load and the weight of
the power pack
- At the top the supporting forces are shown of the load
- At the bottom are the axle loadings shown.
6.7t
2.857 t/m
9.975t 9.975t 9.975t 9.975t 13.1t 13.1t 13.1t 13.1t 13.1t 13.1t 13.1t 13.1t
As most strength calculation programs do not have the feasibility to use spring supports where the load
remains equal (when the beam deflects), you can insert supports where the cargo is supported as shown
above. You can only do this if you have 2 supports. In case you have 1 support, you can solve this by using
2 supports close to each other (e.g. 200mm). In case the cargo is supported by more then 2 points, the
cargo needs to be “very” stiff; meaning the supports or cargo does not deflect.
You can enter these forces in a calculation program such as “BEAMAX”. You need to enter the properties
for the spine beam as well, to model the spine beam. These properties are:
- Modulus of Elasticity (N/mm2) 210000 (Steel)
- Moment of Inertia (cm4) 830273 (SPMT Generation 2004)
2
- Cross section area (cm ) 618 (SPMT Generation 2004)
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The program “BEAMAX” is archived at “S:\Engineering\01 Standard Documents\Software”. Below is the

output of this program.
Line 1 (top) shows the loadings on the spine beam. Second line shows the Shear loads on the beam. The
3rd line shows the acting bending moments and the 4th line shows the displacements of the beam. This
program does not give a dimensional output of where the loadings are and does not show the properties of
the spine beam. It is advised to use this program merely as a quick check.
Check on Shear: The second line shows a maximum shear at the supports. The left support shows a shear
of 230.18 kN (~23 ton). Slightly right Shear force is greater, but the value is not shown. At the right support
this value is 284.15 kN (~29 ton). Just right of this point 317.01 kN (~32t) is shown. These values are well
below the permissible 600 ton.
The maximum acting bending moment is 773.88 kNm (~78 ton.m) at the left support. This is well below the
permissible “positive” bending moment of 7785 kNm. Normally you need to check the acting moments at the
couplings as well, as these permissible values may be smaller as for the spine beam!!!
Note that the value for bending moment is not shown at the right support point.
Furthermore these values represent the static values. Scheuerle uses 10% for dynamic impact at low speed
(1 km/hr). The maximum acting bending moment would then be 1.1 x 78 = 86 ton.m.
The displacement values are relative small. The front bends 8.93mm up relative to the left support. The rear
end (at the coupling) bends 6.12mm up relative to the right support.
Note that “BEAMAX” is a share ware program, therefore not validated and only to be used for quick
reference.
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Within Mammoet Technosoft TS/Liggers is used to replace “BEAMAX”. The advantages of this program are
the validity, printable input and output in both tabular and graphic form. The SPMT 12 lines with 90 ton load
is modelled in this program. Below is a print out of the same configuration calculated with Technosoft
TS/Liggers Version 5.01. Only the graphic output is shown here.
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For verifying trailer strength with load on multiple loading points it is advisable to use this program. If you
use these loading points as “fixed” and/or “roller” support and NOT as spring support, you need to realize
that the loading points do not deflect (move in vertical direction). This means the load is infinitely stiff
compared to the stiffness of the spine beam of the trailer.
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4 Ground Bearing Pressure
4.1 Bearing Capacity
In geotechnical engineering, bearing capacity is the capacity of soil to support the loads applied to the
ground. The bearing capacity of soil is the maximum average contact pressure between the foundation and
the soil which should not produce shear failure in the soil. Ultimate bearing capacity is the theoretical
maximum pressure which can be supported without failure; allowable bearing capacity is the ultimate
bearing capacity divided by a factor of safety. Sometimes, on soft soil sites, large settlements may occur
under loaded foundations without actual shear failure occurring; in such cases, the allowable bearing
capacity is based on the maximum allowable settlement.
For acting ground bearing pressures it may be required to compact the soil, over which the trailer(s) drive.
Soil compaction occurs when the weight of heavy machinery compresses the soil, causing it to lose pore
space. Soil compaction may also occur due to a lack of water in the soil. [1]Affected soils become less able
to absorb rainfall, thus increasing runoff and erosion.
Increasing the density of soils, along with its side effects of increased strength and decreased permeability,
is usually desirable in earthwork construction and below building foundations. Compaction is accomplished
by use of heavy equipment. In sands and gravels, the equipment usually vibrates, to cause re-orientation of
the soil particles into a denser configuration. In silts and clays, a sheepsfoot roller is frequently used, to
create small zones of intense shearing, which drives air out of the soil.
Fig. 4.1 Roller-Compactors
There is a lot of variation on load bearing capability of different soils. The soil can be categorized in 4 types
when we consider the bearing capacities.
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4.1.1 Rock
Rock has a very good load bearing, but the foundation must be carried down to unweathered rock and stand
on even bearing.
Types of subsoil Bearing Capacity KN/m2
Limestone 4000
Slates 3000
Hard Shale’s 2000
4.1.2 Sand & Gravel

Sand & Gravel usually has an acceptable bearing capacity; however a full site test must be done to insure
that the bearing level is not effected by things like the water level. In cases of loose sand or loose gravel and
loose silty/clayey sand, there might be a need for a raft foundation.
Compact Sand Greater than 600
Compact Gravel Greater than 300
Loose Gravel Less than 200
Loose Sand Less than 100
Loose silty/clayey sand Less than 100
4.1.3 Clays & Silty Clays

Clays & Silty Clays are generally very bad soil conditions for foundations and house constructions as all
clays and silts are susceptible to long term settlement. It is therefore highly possible that you need a special
foundation like a raft instead of an ordinary strip.
Hard/Stiff Clay 300 - 600
Stiff Sand / Clay 150 - 300
Firm Sand / Clay 75 - 150
Soft Clay/Silt/Sand 75
Very soft Clay/Silt/Sand Less than 75
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4.1.4 Peat
Peat is very bad news when it comes to foundations and advice should be taken from an expert in the field
to the required procedure before any construction work is done. Peat could be very soft or firm and before
any attempt is made on the foundation, all peat and organic soil should be removed up to a reliable bearing
level below.
Please note: The above information is only for guidance purposes and for any type of soil; an expert in the
field should be approached for advice.
4.2 Contact pressure
Platform trailers apply loadings to the supporting surface, being the contact area between the tire and the
surface. This loading is called the ground bearing pressure.
The running gear of a trailer is generally required to fulfill the following functions:
- To support the weight of the vehicle
- To cushion the vehicle over surface irregularities
- To provide sufficient traction for driving and braking
- To provide adequate steering control and direction stability.
Pneumatic tires can perform these functions effectively and efficiently; thus, they are universally used in
road vehicles, and are also widely used in off-road vehicles.
The size of this GBP and tire print is defined by several factors:
- Tire pressure
- Tire load
- Dynamic factors
Properties of supporting surface (hard surface)
The tire contact area for any tire is calculated by dividing the single wheel load by the tire inflation pressure.
If the load is expressed in pounds, and the tire pressure in pounds per square inch, then the area is in
inches squared. The same thing works with kilograms and kg/cm2 - the result will then be in square
centimeters. The shape of the footprint area is usually understood to be a 1.6 ellipse, wherein the major axis
is 1.6 times the minor axis.
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4.2.1 Scheuerle Intercombi tires

The specification of these tires is:
Type 215/75 R17.5
Overall diameter (mm) 767 ± 2%
Overall width (mm) 211 ± 2%
Tread width (mm) 170 ± 2%
Static radius (mm) 360 ± 2%
In principle we can say that that inflation pressure = ground pressure.
The tire pressure is 8.6 Bar. This equals 860 Kpa = 87.7 Te/m2.
Pressure is weight divided by Area -> P = F / A . The tire width is 211mm. When the trailer is 100% loaded
and has a axle load of 17 ton, this is 4.25 ton/tire.
87.7 = 4.25 / A -> A = 0.0485 m2 : Area = width x length -> 0.0485 = 0.211 x L -> Length = 0.230m.
The tires of SPMT are quite rigid and the foot print therefore is almost rectangular shaped.
-> The footprint of the tire is then 211 x 230mm.
4.2.2 SPMT tires

The specification of these tires is:
Type 355/65-15 TL IC40
Overall diameter (mm) 840 ± 2% Tire weight (kg) 58 ± 2%
Overall width (mm) 334 ± 2%
Tread width (mm) 320 ± 2% Fill volume (dm3) 76
Tread edge diameter (mm) 826 ± 2% Tread depth (mm) 28.2
Static radius (mm) 388 ± 2% Rolling resistance (%) 1.3 ± 0.1
Rolling circumference (mm) 2564 ± 2%
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In principle we can say that that inflation pressure = ground pressure.

Because in the recommended inflation pressures is included an additional value for drive stability and over-
load, the ground pressure can be reduced by approx. 10 to 20%. (According statement of Continental).
However we work with the formula inflation pressure = ground pressure.
The tire pressure is 10 Bar. This equals 1000 Kpa = 102 Te/m2.
Pressure is weight divided by Area -> P = F / A . The tire width is 334mm. When the SPMT is 100% loaded
and has a axle load of 17 ton, this is 8.5 ton/tire.
102 = 8.5 / A -> A = 0.0833 m2 : Area = width x length -> 0.0833 = 0.334 x L -> Length = 0.249m.
-> The footprint of the tire is then 334 x 249mm.
Fig. 4.2 Tire prints for SPMT
Fig. 4.3 SPMT Tire Contact Pressure (10 Bar)
4.3 Calculating Ground Bearing Pressure
Lots of surfaces have bearing capacities of up to 10 tons/m2. If we consider the contact pressure between
the tire and the surface, this value is maybe 10 times the permissible. Off course this would not be
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acceptable. Even for thick concrete floors, with a bearing capacity of 60 ton/m2 the acting contact pressure
would be too large and therefore are not realistic to use for calculations. For road transport normally the
whole width and tire area is considered as where the load is spread. Classification of bridges and roads
uses the same principle where the axle load is spread over the whole width of the vehicle.
The Mammoet trailer program ACTrailer uses the shadow area of the trailer to determine/calculate the
ground pressure.
Sample calculation:
SPMT-1994 loaded up to maximum nominal capacity of 34 tons per axle line
Width SPMT = 2.43 m and Axle Spacing = 1.40 m.
 Ground Bearing Pressure = Load / Area = 34 / (2.43 x 1.4) = 10 tons /m2.
This equals 14.22 PSI
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5 Using Tail Frames
To install industrial columns like reactors and splitters there are several option to tail these items. Cranage is
off course a method that is often used, but is sometimes extremely expensive when only one item needs to
be tailed and installed and therefore a relative big crane needs to be mobilized. A tail frame is a proven
concept to be used as tail device for heavy columns. Instead of lifting the item at the tail lug, the item is
supported under the middle of the base ring.
5.1 Concept
All tail frames from Mammoet consists of 2 main

components:
- The base frame, which is the “static” structure
that stays on “ground level”. The base frame is
equipped with several (at least 2) turning
points.
- The tail beam, which is connected to the skirt

and turns in the base frame. The tail beam is
equipped with a 2 pivot points that can rotate in
the turning points. The tail beam is mounted to
1,000 tons (column) tail frame, with 2 pivot points
the skirt.
and turning points on base frame.
A tail frame has two tasks. The primary task of the tail frame is to be a pivot point while upending a column.
The second task is to carry a part of the weight of the column during tailing.
Mammoet has several tail frames up to a capacity of 2,000 tons. The tail frames are designed to be
transported in sections in standard 20’ and 40’ containers and are assembled on site with hydraulic cranes.
This is one of the reasons why the tail frame is a very economical solution as a tail device.
The tail frames are designed in such a way that columns with different diameters can be tailed.
5.2 Typical tailing procedure
For the description of this tailing procedure the tail frame is installed on SPMT. The tailing procedure
consists of 4 steps.
Step 1: Preparations
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The tail beam is mounted to the base ring of the column while the column is in horizontal position. The
connection is executed by bolts and/or clamps. This depends on the type of tail frame and the type of
column. For each particularly column a study is engineered to check which combination is possible.
The base frame will be installed and fixed on top of the SPMT’s.
Once both parts are installed, the base frame and the tail beam are joined together. The SPMT’s drive
under the pivot point of the tail beam in low position and once in position the platform is raised to join the
two parts. Now the actual tailing can commence. It is therefore important that the column is positioned at the
correct height while it is in horizontal position for the SPMT’s to drive “under” the pivot of the tail beam.
Step 2: Tail from pivot point 1 to pivot point 2

The crane (or lifting gantry) will start lifting the top of the column; the transport saddles are then released
and are removed by cranes and/or trailers. The column with tail beam will rotate around the bottom turning
point. The column is lifted further and rotates in this stage until the second pivot point will meet the second
turning point.
By using two turning points the column will remain stable during the complete up-ending. Using the second
pivot will prevent the column to swing in the hook.
Step 3: Tail form pivot point 2 to vertical position

In the second turning point the column will be tailed and rotated until it’s erected vertical.
Step 4: Remove tail beam

Once the column is erected into vertical position it is lifted off the trailer with the tail beam still connected to
it. The column is than lowered down to ground level in such a way that the tail beam can rest on supports
and it can be disconnected from the column. Then the column can be lifted on its designated foundation.
With other tail frames the tail beam remains on top of the tail frame. In that case the tail beam is
disconnected from the base of the column in vertical position. The column is then lifted free from the tail
beam
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5.2.1 Tailing options

The tail frame can be used in several ways.
1. Tail frame installed on top of platform trailers.
2. Tail frame installed on skidding system.
3. Tail frame installed static on ground.
The first option is the most common one. The tail frame is installed on top of platform trailers, usually on
SPMT’s. During the tailing operation the SPMT’s drives with the tail frame on top towards a crane or a
Mammoet Lifting Gantry. On most projects the SPMT’s are available on site because they already
transported the column to the lifting area.
The second option is to position the tail frame on top of a skidding system. The skidding system consists of
2 sets of skid shoes sliding inside skid tracks. During the tailing operation the tail frame with skids slides in
the skid tracks towards a crane or a Mammoet Lifting Gantry.
With the last option the tail frame stays on the ground on one location and doesn’t move during tailing.
Instead of the tail frame, a crawler crane will crawl towards the tail frame during tailing.
600 tons (column) tail frame on SPMT’s

2,000 tons (column) tail frame on skid
tracks
5.2.2 Remarks
There are two important issues which must be taken into account when using a tail frame:
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1. The base ring and the skirt of the column must be strong enough for tailing with a tail frame. Other
forces occur on the skirt in comparison when using a tail crane.
2. Special attention must be paid to the location of the saddle closest to the base ring. Enough space
must be in place to install the tail frame and trailers at the rear.
5.3 Detailed tailing procedure
Step-1 Preparations
First the trailer path is prepared and supports are positioned.
The column is driven into “position”, with the lift-eye lined up with the lifting unit (or crane). Note that the
trailer path may “clash” with the foundations or other structures. In that case you need to engineer a plan or
develop an alternative solution.
Then the column is unloaded onto supports and the platform trailers are driven out. The lifting structure can
attach the hook to the upper lifting eye. Note that for lifting structures, the lifting eye needs to be exactly in
line with the hook to prevent the column to swing when loading.
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A set of platform trailers with the tail frame on top is driven towards the base of the column.
ASSIST CRANE
The tail beam is upended with an assisting crane. This tail beam is now mounted to the base of the column
with clamps and bolts. Then the platform trailers are positioned correct under the tail beam, matching up the
pivot and the tail beam.
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Step-2 Lifting column and rotating up to second pivot point

38639
20020 18619
The column is now slightly lifted with the main hoist. At the same time the platform trailers raise the platform
to lift the column free of its supports. These supports are now removed. Then the saddles are lowered and
removed.
The column is now supported by the main hoist and by the pivot on the platform trailers.
In this sample: weight of the column 1300 ton, including tail beam.
The vertical load in the hook = (20020/38639) x 1300 = 673.6 ton
The vertical load on the pivot on the platform trailers = 1300 – 673.6 = 626.4 ton
37678
19342 18336
This picture shows the column lifted (and rotated 10 degrees)

The vertical load in the hook = (19342/37678) x 1300 = 667.4 ton
The vertical load on the pivot on the platform trailers = 1300 – 673.6 = 632.6 ton
Note that the load on the platform trailers is increasing during tailing.
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25799
12633 13166
Load on platform trailers at 45 degrees:

(13166/25799) x 1300 = 663.4 ton
At about 75 degree turn, the tail beam is about to

support the second pivot. The load on the platform 8161
trailers is then: 3228 4933
(4933/8161) x 1300 = 785.8 ton

(An increase of ~25%)
Note that the platform trailers must be checked for

maximum load on 1st pivot point.
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Step-3 tailing from 2nd pivot to vertical

position
Load on 2nd pivot:

(4933/11751) x 1300 = 545.7 ton
The stability and capacity of the platform
trailers need to be checked for the loadings
on the 2nd pivot.
11751
6817 4933
Note that the 2nd pivot is on another location

on the platform trailers. The loading and
position of this step needs to be checked for
the capacity of the platform trailers.
4663
3040 1623
The column is rotated up to 85 degrees.

Load on the platform trailers:
(1623/4663) x 1300 = 452.4 ton
In step-3 the load on the platform trailers is
decreasing.
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The column is now further rotated until

vertical position. In these last 5 degrees the
load on the platform trailers will reduce
further. It is important that the main hoist
keeps lifting in this stage and this is
controlled by monitoring the pressures on
the manometers of the platform trailers.
4663
4663 1623
Depending on the layout of the tail frame the

column complete with the tail beam is lifted
off the platform trailers.
Other tail frames may require disconnecting

the tail beam from the column in this step.
NOTE
DETERMINE LOADINGS ON PLATFORM TRAILERS DURING THE WHOLE TAILING OPERATION. CHECK
CAPACITIES AND STABILITY OF THE PLATFORM TRAILERS WITH THESE LOADINGS.
To determine the loadings on the platform trailers and the main hoist, calculation sheets are
developed and available for each Mammoet tail frame. These calculation sheets also contain details for
the connection between the tail beam and the base of the column.
For each Mammoet tail frame a manual is written. Follow this manual carefully and take special attention to
the connection details.
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References
Tail 450 tons column with 1,000 tons (column) tail

frame and 830 tons crawler crane.
Tail 2,200 column with 2,000 tons (column) tail

frame and MSG80.
Tailing with Gantry and 600 tons (column) tail frame Tail 500 tons column with 600 tons (column) tail
on SPMT’s. frame and 2 x 750 tons crawler cranes.
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6 Transport Plan
6.1 Purpose of a transport plan
A transport plan is engineered to show the feasibility of a transport configuration to safely transport the
cargo and may contain the parameters for which this transport may be executed.
These execution parameters are:
- Speed
- Lashing means
- Conditions of ground
- Stability
These parameters and any other remarks
are noted at the right side of the drawing,
above the drawing header.
The main parts of the transport drawing are:
- General project information
 Details project
 Details client
- Trailer and Truck
configuration details:
Make/type/configuration
 Verification trailer capacity and strength
 Verification propulsion capacity
 Axle loadings
 Stability
 Lashing details
 Details supporting structures (if any)
- Cargo details
- Instructions for supervisor / operator(s)
A transport plan starts with the correct template, which is loaded into your CAD drafting program via SAP.
This template is loaded with the correct CQSP layers, fonts and dimension styles.
The transport plan usually shows 3 views of the transport configuration, being a top view, side view and a
cross view. Depending on the complexity of the configuration, more views are shown to clarify any positions
and/or notes. It is advised not to show too many details on one (1) drawing as to keep the drawing synoptic
and readable. For extra views and details it is advised to show these on a separate sheet.
The side view and cross view are marked referring to the top view using the “acToolbox” button on the
Mammoet toolbar. With this toolbar you quickly mark the different views as per CQSP.
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Markings of views
6.1.1 General Information on the drawing
In the header of the drawing the following data is entered:

- Client name
- Project name
- Title
- Sub title
- SAP number
- Drawing Number
- Revision number
- Revision status and
description
- Initials of engineer
- Date when drawing is
released
- Initials of Team leader/Manager who checked the drawing
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- Date of Check
This information is quickly entered via the Mammoet

Toolbar with the “Drawing Heading Editor” button. The
information from client and project are retrieved from SAP.
For the Title (or Subject) you need to enter a short and
clear text referring to the nature of the drawing. Preferably
chose a title as “Trailer Configuration Cargo-Name”. For
the Subtitle(s) you can add other relevant information,
important for this drawing, such as “For load out” or “for
site move”.
Do not enter text in the title or subtitle which may change.
Texts which may change are dimensions and/or weight of
cargo/load. Also avoid texts which indicate the status of
the drawing, such as “preliminary”, “proposal” and so fort.
These texts may be entered separately in the text box
ABOVE the drawing header.
6.1.2 Cargo details
Always mark on the drawing:

- Total length of load
- Total height of load
- Total width of load
Clearly show the weight of the load; this
may be shown in the table and/or noted
separately.
These details are retrieved from given
information, via clients. Mark the referring
document(s) on the drawing.
To enter the details of the referenced
documents, you can use the “Change Reference drawing table” button under the Mammoet toolbar, as
shown below. Reference documents may also be an e-mail received or the details may be sent enclosed in
a weight report. Preferably the reference table is placed at the right side of the drawing, above the drawing
header.
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It is important to show these “load details” on the drawing, so the client/principal can check if these details
are still valid.
On the drawing clearly mark the orientation of the load relevant to the trailer(s). The supervisor uses this
information for correct loading and this may be vital for unloading purposes or supply the load towards a
crane for off loading.
Note that the centre of the saddle is dimensioned relevant to the front/rear of the trailer. The orientation is to
be marked in both longitudinal and transverse direction. Use clear objects and/or points of the load to refer
to as a supervisor will use these dimensions for loading.
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Further to the marking of the orientation it may be required to mark gridlines and the North mark of the
load. Structures for refineries and offshore prefab modules usually are marked with this information and this
information is to be shown on the transport drawing as well.
Clearly dimension the Centre of Gravity of the load on the drawing. The position of the Centre of gravity
is to be dimensioned from a fixed and clear point on the load in longitudinal, transverse and vertical
direction.
For (preliminary) transport plans where no Centre of Gravity details are know, it must be marked on the
drawing as an assumption. The transport drawing cannot be used for execution until the position of the CoG
is known. The Centre of Gravity is used to check the capacity of axles and for stability check and must
therefore be noted on the drawing.
6.1.3 Trailer configuration details
On conditions of capacity, availability and so fort a trailer configuration is chosen. On the drawing the
configuration needs to be specified by make, type and amount of axles or axle lines.
Also note the dead weight of the trailer. In case you have used “acTrailer” to draw the trailer configuration,
the weight is specified in the table as per above sample. Furthermore dimension the trailer width, length and
height.
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Dimension trailer’s height
Dimension trailer’s width
For hydraulic platform trailers, the grouping need to be specified by group-numbering and which axles are
connected in the same group. Clearly mark all axles for the operator to instruct how to couple the hydraulic
grouping.
The hydraulic midpoints of each group may be dimensioned on the same drawing. With these dimensions
and the position of the Centre of Gravity, the reaction forces on each group are calculated. Each reaction for
each group is divided over the axles in that same group. Clearly mark these axle loadings on the drawing. A
transport plan engineered with the aid of acTrailer gives a load table default.
When transporting cargo over uneven roads or roads with a camber, the trailer may rotate oblique and there
is a danger that the axle loadings may reach the permissible or the load may tip over. The chosen trailer
configuration with hydraulic grouping and loading will result in a certain static stability. This stability is
standard used in the transport plan, giving the angle from the Centre of Gravity of the load(s) to the
“smallest” distance towards the tipping lines. This stability is to be larger than 7 degrees for site moves or
transport with SPMT’s.
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In case the trailer(s) and the cargo are lashed vertically, you may consider the combined centre of gravity
to calculate the stability on tipping. Note that the lashings are sufficient and adequate to prevent the load
from sliding transverse or tipping. If you mark the stability for the combined configuration, then mark this
clearly on the drawing. The supervisor then knows the load(s) need to be lashed to the trailer(s).
For road transport using platform trailers in combination with prime mover(s), this stability needs to be
higher, due to higher acting transversal loadings. When driving with high speed through curves, the load
tend to slide transversal, we call this the centrifugal force. Note that loads need to be lashed for 50% of the
weight of the cargo in transverse direction. This shows that these centrifugal forces can be quite high. It is
therefore deemed to have more stability for road transport with speeds higher than 5 km/hr.
For SPMT’s, the operator needs to enter the dimensions between the trailers into the trailer’s computer’s,
therefore mark the dimensions from centre to centre of the trailers in transverse direction.
Additional equipment between the trailer(s) and the load need to be marked on the drawing with a
reference. The structural integrity of this equipment needs to be verified for all expected loadings and/or
forces.
Cargo (and supporting structures) on trailer(s) are normally lashed for expected forces. These forces are
expected from wind, braking, curving and other forces. The lashing forces are explained in a previous
chapter. On the drawing you need to mark where lashings are applied and of which type (if applicable)
6.1.4 Total dimensions transport

Clearly mark on the drawing:
- Total length
- Total Height
- Total Width
These dimensions are used for the
operators to check the route.
In case the plan shows the layout for a
“very” voluminous transport, such as an
offshore production platform, these
dimensions may be considered not so
important and may be left out.
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6.1.5 Instructions for supervisor / operator

On the right side of the drawing the box above the drawing header is reserved for remarks, notes and
instructions. Possible instructions may include:
- Permissible speed
- Low driving for stability purposes
- Keeping platform horizontal for stability
- Driving height for stability reasons
- Any remarks from client
6.2 Permit drawing
A special type of transport plan is the transport permit drawing, which is enclosed when applied for a road
transport permit. In principal the same items are valid as instructed in above chapter. Additionally following
items need to be drawn.
- Axle loadings / arrows
- Axle distance
- GVW
The axle loadings are to be clearly drawn under the axles with an arrow and the value of the axle load. The
distances between the axles are to be dimensioned on the drawing. Furthermore the total weight of
trailer(s), truck(s) and weight has to be given as Gross Vehicle Weight.
Check on transport plan

To help you with the transport plan, a checklist is prepared and can be found on the applications drive.
Finish off plan

- Drawing as per CQSP standards
- Purge/Close Viewport(s)
- Archive in SAP
- Clear directory
- Archive signed copy
Status Concept

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MANUAL

Office Mammoet Global B.V. Sap nr. M000001-09-15-M05

Phone +31 (0)10 2042 424

Client Mammoet Engineering

Rev. Description Date Author Approved

Client Mammoet Engineering Sap nr. M000001-09-15-M05 Page 2 of 47

Contents 1 Mammoet Training & Development Program 4

2 Introduction Platform Trailers 13

3 Trailer strength analysis 14

4 Ground Bearing Pressure 24

5 Using Tail Frames 30

6 Transport Plan 40

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Changes made in this revision are:

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1 Mammoet Training & Development Program

Safety is a recurring theme in this course.

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1.2 Goal Training & Development Program

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1.6 QSE Requirements

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1.7 Share knowledge

1.8 Target group

Symbols used in this manual

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1.10 Subject specific terms and abbreviations

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Safety begins with you:

If you have any doubts:

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Do not let this happen to you!

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1.12 Personal Protective Equipment

1.13 Toolbox meeting

Do not be afraid to express your concerns

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2 Introduction Platform Trailers

2.1 Exceptional transport

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3 Trailer strength analysis

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3.1 Loading Diagram

One of the “quickest” methods of structural

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