Project Report

On

Study and Development of Self Propelled

Module Transporters (SPMT)

Bachelor of Technology
Mechanical Engineering
(2014-15)
By

NIRAJ KUMAR PANDEY 1100140057

RAVI

1100140079

RAVI KUMAR

1100140080

VIJAI KUMAR GUPTA

1200140802

Under the Guidance of

Prof. Nikhil Sharma

DEPARTMENT OF MECHANICAL ENGINEERING

ANAND ENGINEERING COLLEGE, AGRA (U.P.)

CERTIFICATE
This is to certify that Mr. NIRAJ KUMAR PANDEY, Mr. RAVI , Mr. RAVI KUMAR , Mr.
VIJAI KUMAR GUPTA have carried out final year dissertation work presented in this
preliminary report entitled Study and Development of Self Propelled Module
Transporters (SPMT) for the award of Bachelor of Technology from Uttar Pradesh
Technical University, Lucknow, under my supervision. This report embodies result of original
work studies carried out by student himself and contents of this report do not form the basis
for the award of any other degree to the candidate or to anybody else.

Prof. Jagvir Singh

Prof. Nikhil Sharma

H.O.D

SUPERVISOR

Mechanical Engg. Department

Mechanical Engg. Department

Date:

Anand Engineering College

Agra (Uttar Pradesh)

ACKNOWLEDGEMENT

It gives us a great sense of pleasure to present report of B.Tech project undertaking during
B.Tech final year. We owe special debt of gratitude to Prof. Nikhil Sharma , Department of
Mechanical Engg, Anand Engineering College Agra for his constant support and guidance
through out the course of our work. His sincerity, thoroughness and perseverance have been a
constant source of inspiration for us. It is only his cognizant efforts that our endeavors have
seen light of the day.
We also take the opportunity to acknowledge the contribution of head and assistant
professor, Department of Mechanical Engineering, Anand Engineering College, Agra for his
full support and assistance during the development of the project.
We would also like to express our deep gratitude and sincere thanks to Prof. R.P Sinha,
Anand engineering college, agra for his proficient knowledge and support.
We also do not like to miss the opportunity to acknowledge the contribution of all
faculty member of the department for their kind assistance and cooperation during the
development of our project. Last but not the least, we acknowledge our friends for their
contribution in the completion of project.

NAME OF STUDENTS
NIRAJ KUMAR PANDEY
RAVI
RAVI KUMAR
VIJAI KUMAR GUPTA

INDEX

Title
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

Page No.

Certificate
Acknowledgement
INTRODUCTION
LITERATURE REVIEW
DESIGN
METHODOLOGY
FEATURES
COMPONENTS
FRAME
GEAR MOTOR
GEAR TRAIN MECHANISM
VERTICAL SHAFT
JOYSTICK
BATTERY
SWITCH
CALCULATION
COST ESTIMATION
COMPLETION OF PROJECT SCHEDULE
APPLICATIONS
CONCLUSION
REFERENCE

02
03
05
06
11
25
25
26
27
28
31
34
35
39
44
45
49
50
51
54
55

INTRODUCTION
Today it is very hard to transport industrial heavy loads such as turbines, boilers, propellers,
generators, chemical towers, rocket launchers and any other costly heavy loads from one
place to another. Conventional vehicles are not use for moving such heavy loads which have
huge dimensions due to load and size limitations. Our roads are design only for domestic
transportation so we cannot change the road designs according to the commercial heavy load
transportation. Steering and displacing such heavy loads are not possible with conventional
heavy vehicles because they have front wheel steering drive and rear power driver wheels.
Moving loads on uneven roads and on sharp turns we require especially designed vehicles
which controls the movement of wheels individually and synchronously during the
movement. So here we have developed a multi axis terrain vehicle which provide a mobile
platform for heavy load movements. The axis of the wheels are controls 360 degree in any
direction xyz coordinate. Here we use 1 driver motor for driving the gears and 4, 6 and 8
motors for wheel driving. This vehicle is operated by the electricity so we battery or electric
generator.

A combination of multi-axle platforms.

Computer-operated.

Pivots 360 degrees.

Lifts, carries, sets large/heavy loads.

Moves at walking speed.

LITERATURE REVIEW
Modular transportation was first initiated 35 years ago.
The Offshore industry uses the modular concept for years and served as an example for
other industries.
Some of the first on-land plants were transported and installed in the Middle East.
The transport equipment used was a first generation of Modular Transporters 6m wide and
2m high.
In 1984 a Self Propelled Modular Transporter (SPMT) was designed and manufactured in
Germany.
This trailer has a high capacity, is easy to assemble can be mobilized in a cost effective way,
compared to other transport equipment
30 years ago, the first SCHEUERLE SPMT was developed and delivered to
a company that is today the worlds leading provider of heavy transport
and lifting Mammoet in the Netherlands.In this 30-year period, SPMT
has written transportation history.

The management of SCHEUERLE and Mammoet as well as the management and owners of
TII Sales and TII Group met at Pfedelbach to celebrate the 30th birthday of the
SCHEUERLE Self-Propelled Modular Transporter (SPMT).

In this respect, Mammoet has been the initiator: if the 2,012 axle lines purchased
by Mammoet with a total loading capacity of around 100,000 t were coupled together one
after the other, then the 330 m high Rose Tower in Dubai one of the tallest buildings in
the world could be loaded nine times over. Worldwide, more than 8,000 SPMT axle
lines from Scheuerle are in regular use, an impressive fleet of vehicles that moves the
world.
No

other transport

vehicle has revolutionized the

world

of

heavy transport in such a

way as the SPMT from SCHEUERLE. Even the product name SPMT, the result of joint
considerations between
the general

term

Mammoet and SCHEUERLE, has

used for self

highest payload class complete with

propelled

long established

modular transport vehicles

electronic multi-mode

steering.

itself

as

of

the

Jan Kleijn,

CEO

of Mammoet, also proudly looks back at what has been achieved together: Over the years, a
very

close, partnership-like

relationship

has

developed between SCHEUERLE and Mammoet.As in all areas of life, here too the basis of
a good relationship is trust trust in the technology, product quality, service and technical
advice. This has also contributed to the fact that today Mammoet is the worldwide leader
in the transportation of heavy loads. In the project phase over 30 years ago, a number
of heavy

duty

competent partner.

vehicle manufacturers were consulted. We opted

here

for

the most

During the evolution of the SPMT in the meantime, vehicles of the fourth generation are in
use -SCHEUERLE itself has

also

developed

further. As

part of

the

global market leader TII Group, the Pfedelbach-based company belongs to a group of
companies that combines 335 years of experience in the heavy transport sector. This
provides a broad portfolio and synergies from procurement through to service which
benefit the customer. The most important consideration for us is to offer reliable products
that meet the needs of our customers, according to Susanne Rettenmaier, a member of the
TII Group management board. Mammoet shows what can be achieved with our vehicles.
Mammoet and SCHEUERLE celebrated their joint success on 26.06.2013 in Pfedelbach, the
birthplace

of

the SPMT. Otto Rettenmaier,

who acquired SCHEUERLE in 1988 and subsequently integrated

into his TII Group

in

1994, was

also

present on

the

the

business

occasion of

this milestone

anniversary.Today, we look back at a joint success story stretching back over 30 years. This
is not only a cause for celebration but also an incentive not to rest on our laurels. Close
proximity to the customer will also be our priority in the future, said the Heilbronn multientrepreneur.

For the 30th Birthday of the Self-Propelled Modular Transporter (SPMT), Mammoet offered
one of the first delivered vehicles back to SCHEUERLE as a present and symbol of a longterm, trust-based

Relationship

30 years old and still fully functional: One of the first ever delivered Self-Propelled Modular
Transporters (SPMT) that was given to SCHEUERLE by Mammoet during the celebration in
Pfedelbach, the birthplace of the SPMT.
Together with the invited guests from Mammoet, in particular Jan Klejn (Mammoet Chief
Executive

Officer), Herman Smit

(Mammoet Chief

Operating

Officer),Frans Segeren (Mammoet Managing

DirectorNorway), Ludo Mous (MammoetDirector of Operations),
Martijn Tuitel (Mammoet Procurement
Manager)

and

Manager), Michel Bos (Mammoet Maintenance

former Mammoet employees Piet

(Retired Mammoet Professional) and

van Aert

Jan Gommers (Retired Mammoet Professional), along

with Hansjrg Nagel (former SCHEUERLE Sales Manager and Vice-President), who was
responsible for the SPMT start-up 30 years ago, the anniversary was suitably celebrated with
a

positive

look

back

at

the

of the Rettenmaier family, SCHEUERLE

past

three

Managing

decades in

the

presence

DirectorsSusanne Schlegel

and

Andreas Kohler as well as Bernd Schwengsbier (TII Sales General Manager), Dr. Axel
Mller (TII Group General Manager) and Rainer Sasse (Area Sales Manager).
Cost-effective through technological superiority
Able to accommodate extremely heavy loads, easy to couple, technically mature
and combinable with the worlds largest fleet of electronically-steered self propelled modular
transporters. SPMTs from

SCHEUERLE make

good

impression not

only during

transportation assignments but also when taking into consideration their high level of
economical efficiency during use. This is guaranteed through the ability to freely combine
all vehicle generations and numerous coupling options as well as the possibility of loading
onto flat racks though container-suitable external dimensions and unmatched robustness. If
one

considers

the total

cost

of

ownership over

the

entire service

life

of

a SCHEUERLE SPMT, this puts the vehicle well ahead of the competition .This is also
reflected in the widespread use special transport companies worldwide rely on more than
10,000 modular

transporter axle

of SCHEUERLE modular
developed by
allows precision

lines from

transporters in

SCHEUERLE,

the

TII

connection

maximizes vehicle agility

positioning of heavy

loads. The

Group.

The

use

with control technology

also

and

manoeuvrability, and

individual modular transporters

can

be coupled together as required, coupled mechanically or arranged in a loose coupling

mode on an area of up to 600 x 600 m. The SCHEUERLE control technology guarantees
the synchronous control of all transporter units integrated in the fix coupling mode.

About Mammoet:
Mammoet helps clients improve construction efficiency and reduce downtime of plants and
installations. For that purpose, Mammoet provides solutions for lifting, transporting,
installing and decommissioning large and heavy structures. Mammoets services are focused
on the petrochemical and mining industries, civil engineering, power generation and offshore
projects. The logistic challenges in these industries are growing daily, with factors such as
remote location, harsh climate and emphasis on environmental care raising the bar. Mammoet
helps clients reduce the cost of ownership and optimize uptime of their plants and
installations with the following services:

Lifting, transportation and installation of modular constructions

Factory-to-foundation projects

Plant turnaround logistics

Lifting and transportation services

Salvage and wreck removal

Decommissioning of on and offshore installations

Trading in new and used equipment worldwide

Mammoet is known for the unique size and capacity of its state of the art equipment. But it is
the trust of its clients that enables 5,000 Mammoet professionals to give their best every day
and truly make a difference in projects all over the world.

More about the companies of the TII Group:

Transporters from SCHEUERLE, NICOLAS and KAMAG are recognised across the world
for their advanced technology and special product quality. Reliability in daily use, high load
capacity and a long working life make the vehicles a very important component of modern
logistical operations. The history of vehicle technology for heavy transport vehicles is closely
connected with the names SCHEUERLE, NICOLAS and KAMAG. The companies combine
tradition and innovation and belong to the company group of the Heilbronn entrepreneur Otto
Rettenmaier. The TII Group Transporter Industry International and is world market leader
in the development and manufacture of heavy-duty transport vehicles.

Design
Design Assumptions
Design assumptions used to develop project details include the following:
Built-inplace substructures are constructed within tolerances to allow placement of the superstructure
with adequate clearance. Actual lifting points for the move are the same as shown in the
lifting diagrams the contractor submitted and the owners approved.

Ground Bearing Capacity

The contractor must prepare the ground for adequate bearing at the staging area for
construction of the bridge on temporary supports, and along the path from the staging area to
the final bridge location to resist the weight of the loaded SPMTs. Relationship between
ground pressure and base. Temporary Shoring Bents staging

Area.

Temporary Shoring Bents at Staging Area

The temporary shoring bents (supports) should be designed using the AASHTO Guide
Design Specifications for Bridge Temporary Works. Elevation tolerances should be specified.
The temporary supports must provide equal load distribution among beams and have
adequate foundation capacity to prevent settlement before, during, and after construction of
the superstructure. Monitoring should be in place to detect settlement.
The distance between temporary supports must be the same as between the final
substructures. The caps of temporary supports will be constructed with beam bearing seats in
the same relative position as plan elevations for cross-slope, superelevation, and grade. The
beams should sit on the same bearing pads or configuration of bearings used in the final
location.
The temporary supports must provide a minimum 5-ft (1.5-m) clear distance from the ground
surface to the bottom of the beams to allow the SPMTs to move under the spans for lifting.
The caps of the temporary supports must be at least 4.25 ft (1.29 m) wide to accommodate
blocking stacks and jacks for lifting. The caps must provide a flat surface to allow all jacks to
be at the same elevation.
An as-built field survey should be conducted to verify dimensions and relative elevations.

Prefabricated Superstructures
Temporary support conditions for the superstructure are to be the same as final support
conditions, including dimensions, cross-slope, superelevation, and grade. Allowable elevation
tolerance of beam pedestal should be provided.
Longitudinal, horizontal, and vertical dimensions of the superstructure must allow for
erection tolerances at the permanent substructures and for transverse deck joint design
requirements, for example, a 1-in (2.5-cm) joint at abutments.
Assumed lifting points for the span should be provided.
An as-built field survey should be conducted to verify dimensions and elevations.
Details that address fit-up should be provided, including preformed anchor bolt holes,
stainless steel shimming at bearing locations, and, if called for, making the deck continuous
over the interior supports after installation. See Possible Design Efficiencies for options
to reduce dead load and improve the efficiency of the move

Decks
Consideration should be given to scheduling deck casting to ensure proper final deck
tolerances toallow adjustments for the as-built condition. A portion of the deck at the ends of
the span, for example, 5 ft (1.5 m) from the ends, may be cast in place after the spans are
installed. This can facilitate installation, allow flexibility for joint details, and result in
improved rideability. Example plan sheet details for a cast-in-place deck closure pour option
to facilitate span fit-up are in Appendix B. An additional sacrificial thickness, for example,
0.5 in (1.2 cm), should be considered in the deck design to accommodate grinding to achieve
rideability. For multibeam spans, the concrete decks must attain design compressive strength
before lifting. For truss or arch spans, decks may be constructed after the move to reduce selfweight during the move; bracing must be adequate to prevent excessive distortion.

Substructures
Cast-in-place substructures must be built within tolerances to allow placement of
superstructures with adequate clearance.

Allowable Temporary Stresses and Deflections

Lifting and moving a bridge with SPMTs usually results in a condition in which the bridge
will be temporarily supported at locations that are not the final support points. The designer
should check the bridge under these temporary support conditions. Structural members will
likely see stress reversals that may be detrimental. An impact factor should be added to the
dead load to account for movement on uneven surfaces; a value of at least 15 percent is
recommended. The analysis should also account for the SPMT hydraulic system, which will
essentially provide equal bearing at each support. This is especially true for larger bridges
where multiple sets of interconnected SPMTs are proposed. The SPMTs will provide soft
support for the bridge. Appropriate spring coefficients need to be applied at each support so
that the bridge will experience essentially equal reactions. This will result in a redistribution
of dead load stresses in the bridge. The designer should calculate and specify an accurate
bridge weight, especially for large bridges. For example, a steel fabricators estimates are not
for the finished product because cutting waste has not been included; the final weight of each
piece is not determined until the shop drawings are complete. Simple ruleof- thumb weight
estimates for items such as cross frames and diaphragms may not be good enough, and the
weight of a coating system alone can be substantial. Accuracy is needed to provide an
adequate lifting operation. The contractor should provide the jacking forces and procedures
for lifting a superstructure from its temporary supports to its setting height before installation,
and the jacking procedures for lowering a removed superstructure from its setting height to a
lower height for demolition. The contractor should provide analysis of jacking, moving, and
erection loads to ensure that temporary stresses and deflections are within allowable values
for the bridge and that the bridge is adequately reinforced to handle the calculated temporary
stresses without cracking (for example, deck tensile stress). The analysis should include the
number of jacking towers at the ends of the span, the jacking force per jack, and the locations
of the jacks along the beam length. Jacks at each end are to be connected to each other to
push and support equal loads. The SPMTs will typically lift the bridge spans as near to the

final support positions as possible to minimize installation stresses. Lifting points for the
move will be controlled by SPMT width and available clearance between obstacles.

Wind Loading
The contractor will provide analysis of wind loads on the bridge at its temporary location and
during the moThe owner should specify a design wind load for movement of bridges. If the
owner does not specify the wind speed or load, the owner should be flexible when the
contractor chooses a wind speed for the move. Using the AASHTO design load is probably
too conservative. The wind speed should be based on statistical analysis that includes the
probability of occurrence. Thunderstorms can pop up quickly; just looking at the weather
report before a move is not always safe.
An American Society of Civil Engineers (ASCE) document on wind loading during
construction is available.This document gives recommendations for reducing the design wind
speed based on duration of construction. It should be used for all erection procedures.

Single-Span Versus Multispan Movements

The advantages of moving multiple-span bridges during one operation include reducing the
impact to traffic, eliminating the deck joint(s) at the interior support(s), and improving
rideability across the interior supports.
More coordination and close monitoring of stresses and deflections are required for a
multispan bridge move to ensure that allowable stresses and deflections are not exceeded (for
example, to avoid deck cracking). Greater attention to structural details, ground stability
during the move, and equipment synchronization are required. A larger staging area, deeper
foundations for the temporary supports, and a wider path from the staging area to the bridge
site are also required.

Possible Design Efficiencies

The convenience and flexibility of constructing bridges offsite, out of
traffic, provide
several opportunities to further improve design and construction processes.
Weight
reduction and other design efficiencies can streamline the move.

Reduced Weight for Lifting and Hauling

Consideration should be given to reducing the self weight of these heavier prefabricated
systems that must be lifted and hauled into position. Composite dead load design of the
superstructure for improved cross-section efficiency with reduced self-weight is possible

because shoring can be readily positioned underneath the span in the staging area.
Lightweight aggregate can also be used in these systems to reduce self weight.

Superstructure Composite Dead Load Design

Since the beams are near the ground and away from traffic on their temporary supports in the
staging area, they can easily be shored underneath before deck construction for composite
dead load design to improve cross-section efficiency. Shored construction provides resistance
of the deck self-weight by the entire superstructure cross-section and can increase girder
efficiency by 30 percent or more, allowing the elimination of a beam or two per span or the
use of shallower beams for lower fill heights. These efficiencies will reduce the
superstructure dead load for lifting and hauling, potentially requiring fewer SPMT units and
reducing ground bearing requirements. Figure 5 shows a composite dead load design concept
for beams shored at midspan during deck casting. It should be noted that some States do not
allow shored composite construction to accommodate future redecking without supports.
Shoring for composite action is required only until the deck reaches its design strength. The
design and construction of the shoring must provide geometry controls to ensure equal load
distribution among beams and to avoid differential settlement. Elevation tolerances should be
specified. Temporary shoring should be designed using the AASHTO Guide Design
Specifications for Bridge Temporary Works.

Use of Lightweight Aggregate

Another way to reduce the superstructure dead load is by using lightweight concrete. Using
lightweight aggregate can reduce the typical 145 to 150 pounds per cubic foot (lb/ft3)
(2,322.6 to 2,402.7 kilograms per cubic meter (kg/m3)) density of normal-weight concrete to
115 to 120 lb/ft3 (1,842.1 to 1,922.2 kg/m3) for structural lightweight concrete. Reducing the
concrete density of the entire superstructure (prestressed beams, deck, barriers, etc.) could
result in a reduction in dead load of nearly 20 percent that would likely reduce the required
number of SPMT units and could also reduce ground compaction requirements.
Cost comparisons should be performed to determine the benefit of the reduced weight on
equipment and compaction requirements versus the additional cost of the lightweight

concrete. Example calculations for comparing the total bridge weight and estimated cost
premium for a bridge with normal-weight concrete and lightweight concrete are in Appendix

Bridge Reuse Concepts

Frequently bridges are replaced based on increased highway capacity requirements well
before they have reached their useful service life. The ability to lift and drive an entire singleor multiple-span bridge into position with SPMTs expands the potential use of bridges to
more than one location. Consider could be given in the design of bridge spans to facilitate
their relocation in the future to address traffic needs more quickly and at lower cost.
Figure 6 shows a bridge reuse concept in which SPMTs are used to move two existing threespan segmental braided ramps outward onto new supports to facilitate the widening of an
Interstate highway.

.
Bridge span reuse conceptsInterstate highway widening example. courtesy of fDot

Other Efficiencies
Additional efficiencies are possible with the use of SPMTs to move bridges. For example, to
avoid movement of bearing pads during placement of the beams on their final supports, the
bearing pads can be glued or otherwise attached to the beam ends before erection onto their
temporary supports at the staging area. The method of attachment must ensure that the pads
will not detach during lifting and hauling to the final location.

Contracting Issues
The use of SPMTs to move bridges may be incorporated into all types of contracts, from
typical design-bid-build to design-build to other innovative types of contracts.
SPMT companies typically work as subcontractors to the prime bridge contractor, providing
engineering services and operators with their equipment to ensure bridge moves that are
within the required specifications for the job.

Construction Scheme
For accelerated bridge construction projects, the owner should show one feasible construction
scheme to move the bridge in the contract documents, and allow contractor-proposed
solutions by plan note as long as the solutions meet the traffic control plan closure windows
and other project requirements. To change the construction scheme, the contractor must
provide signedand-sealed analyses and details for approval.
Alternatively, the owner could provide both conventional construction details and details for
moving the bridge with SPMTs in the contract documents as an option to be used at the
contractors discretion or as an alternate to be bid against the conventional construction
details.
A third alternative would be to provide contract documents that show conventional
construction, and by plan note allow the contractor to submit a construction method different
from conventional construction. This alternative is likely to result in more conventional
construction bids since contractors are geared up for conventional construction project .

Staging Area
The bridge owner should work with landowners to ensure that at least one staging area that
has a feasible path to the final bridge location is available. If the bridge owner knows it will
use specific land for staging, it should acquire the land before the bid. Information on the site
should be included in the contract documents, with allowance for contractor options to
propose and secure alternate locations if it benefits the contractors operations. The bridge
owner should provide raw geotechnical boring information and address existing utility
conflicts as required. Unless specified otherwise in the plans, the contractor is responsible for
final negotiations with the landowner for using the staging area during the project.
The ground surface should be relatively level at the staging area where the bridge is
constructed and along the transport route between the staging area and the bridges final
location. The contractor must ensure that the staging area and the route of the loaded SPMTs
have well-compacted soil. Temporary pavement or steel plates under the load may also be
used to ensure adequate ground support. Relying solely on steel plates would require a large
number of plates or an efficient process of placing the plates in the path of the loaded SPMTs
to maintain a reasonable movement speed.

SPMT Equipment Payment Strategies

The owner should consider including SPMT equipment and related services as a bid item in
the contract documents to recognize the large upfront mobilization costs to get the equipment
to the project and set up 30 Federal Highway Administration for use. The owner would need
to determine whether to create one or several SPMT bid items (for example, mobilization,
move of existing bridge, and move of new bridge)

Self Propelled
transportation

Modular

Transportation

(SPMT)

in

Heavy

Lift

Petro chemical components on land.

During load-outs, they are often used as vehicle to drive heavy load components from the
quay onto the barge. One trailer consists of different modules from 4 or 6 axle lines with a
capacity of 36 up to 48 tons per axle line each. SPMT's have the possibility of circle drive
around the centre of the trailer or execute "crab moves".
The lifting height of heavy load components is approx. 500 mm.
Due to their variety of combinations, they can lift and move nearly every heavy load
component.
A self-propelled modular transporter or sometimes self-propelled modular trailer (SPMT) is a
platform vehicle with a large array of wheels. SPMTs are used for transporting massive
objects such as large bridge sections, oil refining equipment, motors and other objects that are
too big or heavy for trucks. Trucks can however provide traction and braking for the SPMTs
on inclines and descents.
SPMTs are used in many industry sectors worldwide such as the construction and oil
industries, in the shipyard and offshore industry, for road transportation, on plant construction
sites and even for moving oil platforms.
A typical SPMT can have a grid of several dozen computer-controlled wheels, all
individually controllable, in order to evenly distribute weight and steer accurately. Each
individual wheel can swivel independently from the others to allow it to turn, move sideways
or even spin in place. Some SPMTs allow the wheels to telescope independently of each other
so that the load can be kept flat and evenly distributed while moving over uneven terrain. As
SPMTs often carry the world's heaviest loads on wheeled vehicles, they are very slow, often
moving at under one mile per hour while fully loaded.
Some SPMTs are controlled by a worker with a hand-held control panel, while others have a
driver cabin. In addition, multiple SPMTs can be combined to transport massive buildingsized objects.

How the SPMT evolved

Engineers are using modular construction techniques on projects where space, time, or
available labour is limited. However, the technique requires the use of special transport
vehicles capable of positioning immense loads with millimetre precision.
Traditionally, onshore oil and gas processing plants have been stick built; that is, they have

been fabricated on site, a piece at a time. In the 1970s, however, engineers working on
offshore projects developed techniques of modularisation, which saw huge pieces of
equipment built on land at fabricators yards and then carried to their location on barges.
Since the mid-1980s, these techniques have begun to be used in a new way for onshore
projects.
In the hydrostatic drive systems used by SPMTs, the engine powers a hydrostatic pump. A
series of hydraulic connectors links the power pack unit (PPU) to the individual SPMTs,
where a motor converts
the fluid flow back into rotational movement. This means that power can be transmitted from
the PPU to many transporter modules, and that the entire compound of linked transporters
can be moved to very fine tolerances, without the gearshifts of a mechanical transmission.
When the operator wants to reverse the machine, the hydraulic flow is reversed.
The suspension for each axle is also linked to the hydraulic system, allowing the SPMTs to be
raised and lowered. When the SPMT needs to cross an obstacle, such as a ramp, the PPU can
be raised at an angle, to increase it\'s clearance. The suspension can keep the entire SPMT
level, with axles raising and lowering as they cross the obstacle.
Steering is computer controlled, with a range of steering programs, and powered by the
hydraulics from the PPU. These can include transversal drive, with the SPMT turning more at
one end than the other, circular or carousel drive, with the SPMT turning on a point, or other
variants with the SPMT turning on a point at, say, the front left axle.

SPMT Characteristics
`1.Stability
Each trailer unit can be separated into 3 and 4 hydraulic fields. Each field can maintain
hydraulic pressure to each axle in that field. This allows the trailer to adjust for uneven
surfaces increasing stability of the loads.Low loading height & Wide wheel track ensures
extreme stability.
2. Loading Capacity
Platforms are torsion-free and bending resistant, designed for direct loading. Platform design
and hydraulics allow for a maximum 40,000 kg per axle line.The platform trailer can be
equipped with serrated aluminiumplates to cover the track rods.
3 . Power
Power Pack Units (PPU) provides power to the hydraulic systems controlling axle height,
steering, braking as well as powering the electrical systems. Each Diesel engine (Z320) is
rated at 350 kw.A Power Pack Unit (PPU) supplies the hydrostatically driven SPMT with
pressure oil for the drive, steering and lift operations.

4 . Transport
Components dimensions and weights are container-capable for cost-effective transport
throughout the world. However mobilization and demobilization cost of axles at their desired
workplace is itself a concern.

5 . Configuration
All trailers are completely modular, meaning they can be coupled together end to end or side
by side to create many transport configurations.

6 . Axle Type
Self-propelled modular trailers come in two types: 4 axle and 6 axle. Axles consist of 3 types:
propelled, braked and free-wheeling.
Propelled Axle type SPMT: In this system, Axles of SPMT gets power by power pack unit
and start functioning.
Braked Axle type SPMT:In this system, axles always remains in braked position, at the time
of movement, they get un-braked and then got powered by power pack unit.
Free Wheeling: In this system, All axle remains in free position. Braking and Acceleration
separately controlled by Power pack unit.

7. Axle Control
Each axle is controlled independently by the computer steering system allowing the trailers to
move in several pre-programmed steering modes, or manual control modes. With this system
trailers can be combined mechanically or separated, still acting as one unit. This allows for
any conceivable steering movement. Trailer can also be raised or lowered up to300mm. These
functions are operated by a remote control unit.
1. Selection of Axle combination:
Following points needs to be considered:
1. Each Axle lines has 8 Tires & One axle line is 3 m wide.
2.Net Average Payload approx 25-30 T per axle line =3.125-3.75 ton / tire.
3. Average own weight of single axle line approx 3-5 ton depending on Manufacturer's
model.
4. Well known manufacturers are Goldhofer, Scheuerle, Cometto and Nicolas.
5. The trailers can be bought in m
5. The trailers can be bought in modular units of 3,4,5,6 and 8lines of 3-3.5 m wide.

6. The axle line distance varies from approx 1.40 m to 1.80 m depending on the application
and manufacturer.
7. In India, Permissible load limit per axle line ( 8 Wheels) is 13.5 MT on Highways.
Axle Sets are available in two module :
4 Axles Set & 6 Axles Set. On the base of equipment dimension, these axle sets can be
configured as per requirement.
Dimension of 4-axle set (Approximate) :
Length: 5.6 m , Width:2.43 m , Height: 1.5 +/- .3 m
Length: 8.4 m , Width:2.43 m , Height: 1.5 +/- .3 m

METHODOLOGY

First we take the parameter for 3kg load.

Gear distance mounting.

wheel chases area.

Chases reinforce .

Wheel mounting height.

Ball bearing placement for wheel axle

Assemble all the component.

Features
1) Moves in any uneven surface by adjusting the wheels axis.
2) Linear movement on three axis by changing the steering angle of the wheels.
3) Wheel axis are synchronized by combination of gears.
4) Useful in displacement of industrial heavy loads.
5) Joystick control.

COMPONENTS
The design consists of following parts

Gear Motors

Gear Combinations

Ball Bearings

Vertical Shaft Wheels

Battery

Joystick

PCB

Shaft
Frame

Frame

SPMTs frame is the major carrying parts which were designed under the
consideration of the heavy-load condition.
The frame features anti-moment box shape and its structure strength and rigidity was
optimized by finite element analysis.

Gear motor

Gear motor" refers to a combination of a motor plus a reduction gear train. These are often
conveniently packaged together in one unit. The gear reduction (gear train) reduces the speed
of the motor, with a corresponding increase in torque. It is a DC type gear motor.

Geared dc instrument motor

The 1308 geared instrument dc motor is ideally suited to a wide range of applications
requiring a combination of low speed operation and compact unit size. The integral iron core
dc motor provides smooth operation and a bi-directional variable speed capability whilem the
gear head utilizes a multi-stage metal spur gear train and a die cast metal housing rated for a
working torque up to 1.0 Nm. The unit, which is suitable for mounting in any attitude,

provides reliable operation over a wide ambient temperature range and is equipped with a
rear shaft extension to which a speed or position sensor may be attached. The 1308 unit offers
a range of gear ratio options for operating speeds from 5- 100 rpm and is ideally suited to
applications where a combination of high torque, compact size and economic unit price are
important design criteria.

DC MOTOR SPECIFICATIONS
SPEED AND LOAD CHARACTERISTICS
The relationship between torque vs. speed and current is linear the load on a motor increases,
Speed will decrease. The graph pictured here represents them characteristics of a typical
motor. As long as the motor is used in the area of high efficiency (as represented by the
shaded area) long life and good performance can be expected. However, using the motor
outside this range will result in high temperature rises and deterioration of motor parts. If
voltage in continuous applied to a motor in a locked rotor condition, the motor will heat up

and fail in a relatively short time. Therefore it is important that there is some form of
protection
against high temperature rises. A motor's basic rating point is slightly lower than its
maximum efficiency point. Load torque can be determined by measuring the current drawn
when the motor is attached to a machine whose actual load value is known. We will select the
most suitable motor for your application after receiving your information.

Gear train mechanism

A gear train is formed by mounting gears on a frame so that the teeth of the gears
engage. Gear teeth are designed to ensure the pitch circles of engaging gears roll on
each other without slipping, providing a smooth transmission of rotation from one
gear to the next.
Gears are the most common means used for power
between two shafts which are
Parallel

transmission They can be applied

Collinear
Perpendicular and intersecting
Perpendicular and nonintersecting
Inclined at any arbitrary angle

Gears are made to high precision .Purchased from gear manufacturers rather than made in
house However it is necessary to design for a specific application so that proper selection
can be made Used to be called toothed wheels dating back to 2600 b.c.
Velocity ratio is defined as the ratio of rotational speed of the input gear to that of the
output gear

Vr = Velocity ratioNp Dp
Np = Number of teeth on pinion
Ng = Number of teeth on gear
Dp = Pitch diameter of pinion
Dg = Pitch diameter of gear

Velocity Ratios and Gear Trains

For the set of four gears shown below, calculate output speed, output
torque, and horsepower for both input and output conditions and overall.
Pitch circle: is the imaginary circle on which most gear calculations are made. When two
gears meet their pitch circles are tangent to each other
Pitch diameter (Dp) and pitch radius (r): These are the diameter and radius of the pitch
circle.

Pitch point: The point on the imaginary line joining the centers of the two meshing gears
where the pitch circle touch.
Addendum circle: It is the circle that bounds the outer ends of the teeth and whose center
is at the center of the gear .
DedendumN circle: It is the circle that bounds the bottoms of the teeth and whose center
is at the center of the gear .
Addendum (a): is the radial distance from the pitch circle to the outer end of the teeth.
Dedendum (b): is the radial distance from the pitch circle to the bottom of the teeth.
Circular pitch (Pc): is the distance between corresponding points on adjacent teeth
measured along the pitch circle .
Diametral pitch (Pd): specifies the number of teeth per inch of pitch diameter.Tooth
space: is the space between the adjacent teeth measured along the pitch circle .
Tooth thickness: is the thickness of the tooth measured along the pitch circle .
Face width (W): is the length of the tooth measured parallel to the gear .
Face: is the surface between the pitch circle and the top of the tooth .
Flank: is the surface between the pitch circle and the bottom of the tooth .
Pressure angle (): is the angle between the line of action and a line tangent to the two
pitch circles at the pitch point.

Line of action: is the locus of all the points of contact between two meshing teeth from
the time the teeth go into contact until they lose contact.
Pinion: is the smaller of the two meshing gears.
Backlash: is the difference (clearance) between the tooth thickness of one gear and the
tooth space of the meshing gear measured along the pitch circle
Clearance (c): is the addendum minus dedendum.
Working depth: is the distance that one tooth of a meshing gear penetrates into the tooth
space.Base circle: is an imaginary circle about which the tooth involute profile is
developed.
Fillet: is the radius that occurs where the flank of the tooth meets the dedendum circle.
Module: replaces diametral pitch in metric system.
Summary
To understand the gears one should be familiar with the gear terminology.
Spur gears are most commonly used for transmission of power. Speed of mating gears is
inversely proportional to the number of teeth. Mating gears should have the same
diametral pitch.A number of gear manufacturing methods are available. Good gear design
should take care of the power, speed, life and material properties.

Vertical Shaft

 LIKE HORIZONTAL SHAFT IT TRANSMIT POWER

WHEEL
IT IS ACCELERATED BY SPUR GEAR
The vertical shaft is supported by upper and lower bearings
IN OUR PROJECT THE MATERIAL OF VERTICLE
SHAFT IS MADE OF MILD STEEL

Joystick

FROM MOTOR TO

A joystick is an input device consisting of a stick that pivots on a

base and reports its angle or direction to the device it is controlling

Joysticks are used for controlling machines such as cranes, trucks,

underwater unmanned vehicles, wheelchairs, surveillance cameras
etc.

In S.P.MT. We use analytical joystick which has continuous motion

movement in any direction in the plane or the space

Where as the digital joystick gives

directions

signals for four different

Joysticks working
The basic
stick into
are used
backhoes
computer
joysticks.

idea of a joystick is to translate the movement of a plastic

electronic information a computer can process. Joysticks
in all kinds of machines, including F-15 fighter jets,
and wheelchairs. In this article, we'll be focusing on
joysticks, but the same principles apply to other sorts of

Working of joysticks
The various joystick technologies differ mainly in how much
information they pass on. The simplest joystick design, used in
many early game consoles, is just a specialized electrical switch
This basic design consists of a stick that is attached to a plastic base
with a flexible rubber sheath. The base houses a circuit board that
sits directly underneath the stick. The circuit board is made up of
several "printed wires," which connect to several contact terminals.
Ordinary wires extend from these contact points to the computer.

The printed wires form a simple electrical circuit made up of several

smaller circuits. The circuits just carry electricity from one contact
point to another. When the joystick is in the neutral position -- when
you're not pushing one way or another -- all but one of the individual
circuits are broken. The conductive material in each wire doesn't
quite connect, so the circuit can't conduct electricity.
Each broken section is covered with a simple plastic button
containing a tiny metal disc. When you move the stick in any
direction, it pushes down on one of these buttons, pressing the
conductive metal disc against the circuit board. This closes the
circuit -- it completes the connection between the two wire sections.
When the circuit is closed, electricity can flow down a wire from the
computer (or game console), through the printed wire, and to
another wire leading back to the computer.

Battery

In S.P.MT we will use Li-Ion battery which is used for DC-motor,Joystick etc.

A lithium-ion battery is a member of a family of rechargeable battery types in which

lithium ions move from the anode to the cathode during discharge and back when
charging
Specification- 6v & 4.5 Amp.

Lead-acid batteries

Electrical conduction mechanisms

Lead and lead-dioxide are good electrical conductors. The conduction mechanism is via
electrons jumping between atoms .The electrolyte contains aqueous ions (H+\M and SO4
-2). The conduction mechanism within the electrolyte is via migration of ions via diffusion or
drift.

The chemical reaction (half reaction) at the lead electrode

This reaction releases net energy E0 = 0.356 eV

the Gibbs free energy, under standard
conditions (T = 298K, concentration = 1
molar)
Units: Energy = (charge)(voltage)
Energy in eV = (charge of electron)(1 V)
So the charge of the aqueous sulfate ion is transferred to two conducting
electrons within the lead electrode, and energy is released.

How the battery develops voltage

Consider the following experiment:
New electrodes are placed inside electrolyte, with no external electrical circuit connected.
The reactions start to occur
They use up aqueous ions near electrodes
Diffusion within electrolyte replenishes ions near electrodes
Excess electrons are created in lead electrode, and electron deficit is created in
leaddioxide electrode
Electric field is generated at electrode surfaces. This electric field opposes the flow of ions .

Charging External source of electric Power

Connection of an electrical power source forces electrons to flow from positive to negative
terminals. This increases the charge and the voltages at the electrodes
The chemical reactions are driven in the reverse direction, converting electrical energy into
stored chemical energy As the battery is charged, the lead sulphate coating on the electrodes
is removed, and the acid electrolyte becomes stronger

Discharging
Connection of an electrical load allows electrons to flow from negative to positive terminals.
This reduces the charge and the voltages at the electrodes. The chemical reactions are able to
proceed generating new electrons and generating the power that converted to electrical form
to drive the external electrical load As the battery is discharged, the electrodes become coated
with lead sulphate and the acid electrolyte becomes weaker.

Switch

905.564.0305

Switch Terminology
Single Pole (SP): A switch device that opens, closes or changes connections in a single
conductor of an electrical circuit.
Normally Open (NO): A momentary type switch in which one or more circuits are open when
the switch actuator is at its normal or rest position.
Double Pole (DP): A switch device that opens, closes or changes connections in both
conductors of the same circuit.
Normally Closed (NC): A momentary type switch in which one or more circuits are closed
when the switch actuator is at its normal or rest position.
Two Circuit (2 CIR): A switch device that opens, closes or changes connections in a single
conductor of two independent circuits. Alternate Action (Double Action Push): Push to make,
then push to break, a circuit.
Single Throw (ST): A switch device that opens, closes or completes a circuit at only one
Power Ratings for Switches: The current of the extreme positions of its actuator. Handling
capability of a switch measured in amperes, horsepower, lamp load or
Double Throw (DT): A switch device that combinations of these with applicable voltages.
Opens, closes or completes a circuit at both extreme positions of its actuator.
Actuator: A lever, push-button, slide, trigger or other means by which an external force is
applied to operate a switch mechanism.
Toggle Switches
Versatile toggle switch family with multiple position configurations.
Available in single or double pole.
Perfect for industrial equipment or emergency lighting.
1 2" mounting hole required.
Specifications: 10 A, 277 V AC / 20 A, 125 V AC;
75C max. temp
Toggle Switch Cover
Tough EDPM rubber covers to protect switches from
moisture, dust and dirt.
Built-in hex nut base screws onto all GB toggle switches.
Switches
Double Insulated, Plastic Toggle Switches
Double insulated for moisture protection in all environments.
Internal O ring design for moisture and dust resistance.
Perfect for marine/recreational equipment and weather-resistant applications.
Specifications: 10 A, 277 V AC / 20 A, 125 V AC; 75C max. temp rating
(ON)-OFF-(ON) Spade
Momentary Contact Push-Button Switches Basic push-button switch family utilized in
applications requiring intermittent continuity contacts.
Normally OFF or normally ON models.
Screw terminals.
Mounts in standard 1 2" diameter hole.
Mounting nut included.

PCB

A printed circuit board mechanically supports and electrically connects

electronic
components using conductive tracks, pads and other features etched from copper
sheets laminated
PCB design, assembly, and quality control follows standards published by the IPC
organization.
In S.P.T.M it is used as limiter to safe system from wire wrapping .

COST ESTIMATION
Component

Specification

Quantity

Approximate cost

Drive gear motor

6-12V
1.5amp

450

Wheel drive motor

6-12V 60rpm
1.5amp

350*4=1400

Steel ball bearing

1inch

120*6=720

Nut bolt

10mm

45*6=270

Wheel

2inche

40*4=160

gear

4inch

160*7=1120

battery

6volt, 4.5amp hrs.

400

joystick

75*2=150

Limit circuit

350

Wooden chases

150

10rpm 4.2kg torque

2.7kg torque

Total cost

5170

COMPLETION OF PROJECT SCHEDULE

Project topic

14/08/2014

Abstract submission

18/08/2014

 Introductory & literary view

11/10/2014

Cost analysis and market survey

14/11/2014

Fabrication

07/02/2015

Testing

13/02/2015

Modification

21/03/2015

Final Demonstration

22/04/2015

Features:
Moves in any uneven surface by adjusting the wheels axis.
Linear movement on three axis by changing the steering angle of the wheels.
Wheel axis are synchronized by combination of gears.
Useful in displacement of industrial heavy loads.
Joystick control.

Merits

Multi axis.

Joystick control.

Electric Drive.

Easy to operate.

Can be move in any direction.

APPLICATION

Industrial installation

Heavy load movements.

Rocket launcher installation.

Moving infrastructure.

Military operations.

CONCLUSION

We are just replacing the hydraulic with the mechanical system.

Cost of mechanical system is much cheaper than the hydraulic system.
Reduce the weight using light material such as nylon , carbon ,fiber ,alloy steel.

REFERENCE
http://apus.libguides.com/index.php
mailto:librarian@apus.edu
Manual on Use of Self-Propelled Modular Transporters to Remove and Replace Bridges
http://www.scheuerle.com/en/products/new-vehicles/plant-construction.html
http://www.nicolas.fr/en/home/press/press/the-fascination-of-bridge-construction-nicolasinvolved-in-the-building-of-the-chongqi-bridge-in-china/17/ffdcb6ac23.html
RISA 3D software by RISA Technologies.
Kamag Transporter Details Link - http://www.mammoet.com/plaatjes/db/PDFs/68.pdf
RISA 3D software by RISA Technologies.
www.ale-heavylift.com
http://em.tsu.edu/catalog/08catalog/209_liberal_arts.pdf
www.nordiccrane.no/wp-content/uploads/.../NCG-Trucks-Trai
acronyms.thefreedictionary.com/Self+Propelled+Modular+Transporte
nlcw.publishpath.com/spmt-2014-reference-form
https://books.google.co.in/books?isbn=3540465359
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https://www.linkedin.com/.../THIfulangjie-SPMTs-Modular-trailer-yourhttps://cramberry.net/sets/19852-spmt-333-ch-8-behavior-in-organizations
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