HOW VARIABLES ON THE MORPHOLOGY OF AN INDIVISIBLE LOAD PLAYS
AN IMPORTANT ROLE ON THE CHOICE OF THE SET OF CARRIERS AND TRANSPORT ROUTES.
THE TRANSPORTATION OF AN ELECTRIC CAPACITOR IN CITY AREAS
Elson Araujo
Instituto Federal de Educação, Ciência e Tecnologia de
São Paulo, Brazil
E-mail: elson78@uol.com.br
Ênio Fernandes Rodrigues
Instituto Federal de Educação, Ciência e Tecnologia de
São Paulo, Brazil
E-mail: eniofr@ifsp.edu.br
Submission: 01/31/2019
Accept: 02/10/2019
ABSTRACT
The transportation of an
indivisible load also bears the core definition of load transportation in
logistics - delivering a load, considering its starting point as far as its
destination, the decision upon the best set of carriers and the best
transportation route to minimize final transportation costs. This research
aimed at describing the issue regarding transportation of indivisible loads in
urban areas where the road system might have limited transportation conditions
depending on the complexity of the load. All researched books have come up with
a number of situations regarding this type of transportation. From the
information collected, it was observed that the transportation scenario and its
difficulties were similar; a study has been suggested in order to give examples
of how this type of transportation works. Results have shown that height,
width, length and weight parameters should consider the transportation
infrastructure offered, the appropriate set of carriers and the compliance with
all legislations.
Keywords: Logistics; Indivisible loads; Route; Urban; Traffic
1. INTRODUCTION
Studies in the field of transportation are essential in
today’s globalized reality. Logistics, the study where transport is the leading
component, is seen as the last resort for cost reduction to companies. The
transportation of an indivisible load also bears the core definition of load
transportation in logistics - delivering a load, considering its starting point
as far as its destination, the decision on the best set of carriers and the
best transportation route (considering how complex the load is, its height,
width, length and weight, not meeting regulatory dimensions) and, even so,
optimizing transportation final costs.
The issue on loads in urban areas dates to the history of
urbanization, when goods to be consumed had to have access to, enter and move
around the space provided, causing high density levels, and keeping narrow ways
and access with low moving capacity, which were conditions driven by the
development of infrastructure and transportation.
As we are discussing a great core city like São Paulo and
we are aware of its characteristics as to urban growth and unplanned and
ungoverned regional development. It is impossible to discuss urban loads and
not relate them to urban policies, city transport, traffic engineering and all
issues regarding urban loads.
As to the city of São Paulo, the São Paulo Traffic
Engineering Company (CETSP) controls load transportation considering load data,
the road system, the ground use and the busiest time (rush hour).
As to the transportation of indivisible loads, likewise,
there are some regulations issued by CETSP which - owing to all circumstances
and complexity of the transportation - state the responsibility to follow up
whenever necessary, issue authorizations, choose the best routes managing all
risks related to traffic engineering and road safety.
In this scenario, we have three types of indivisible
loads:
·
En-route Load Profile: The
city of São Paulo, which is privileged for its location, is the core of a sound
road network. The main Brazilian roads converge to the city of São Paulo: Régis Bittencourt, which links
the southern states; Raposo Tavares and Presidente Castelo Branco both
lead to the western part of the state; Bandeirantes
and Anhanguera, which lead to the northern part of
the state; Fernão Dias, which leads to southern Minas
Gerais state and interconnects the center states in
the country; Presidente Dutra and Ayrton
Senna highways are connected to Vale do Paraíba, Rio
de Janeiro and the northeastern Brazil; still, there are Anchieta
and Imigrantes highways, which lead to Port of
Santos. Nowadays, almost all highways are interconnected through Rodoanel Mario Covas, even though
the transportation company might choose to go through the city as an itinerary
option.
·
Origin Load Profile: The
city hosts some manufacturers of industrial parts and can serve as the
“Starting Point” of the itinerary.
·
Target Load Profile: Power
Substations and large-scaled constructions (Subway Lines) are the destinations
for this load type.
Therefore, it is most likely that the origin or the
destination be inside an urban area, in either São Paulo or any other city in
Brazil. This article, thus, aims at dealing with the hard task of adjusting the
load size with possible urban interventions (narrow streets, maneuvers in turns,
yardstick heights of bridges and footbridges, road sign/lights, phone/energy
cables) and, from this point, we offer a solution to the issue Origin/Target
logistics of the transportation which must be safe and efficient, meeting the
current legislation demands. Considering the point of view of all those
involved in the process: transportation company, shipper, transit authority,
concessionaires, users and the end user.
2. BIBLIOGRAPHY
2.1.
Initial
considerations
Resolution 01/16 (DNIT, 2015) regulates the transportation of loads that
are indivisible and exceed weight and dimensions permitted by the effective law
for the set comprised by vehicle and load carried, as well as by special
vehicles and shows some important concepts and definitions designed to be
understood:
·
Indivisible Load:
Indivisible Load is the single load bearing excess dimensions and weight in
comparison to the regulatory limits, which transport requires the use of
special vehicles with load capacity, dimensions, structure, wheel suspension
and a suitable steering wheel. Examples of indivisible load - among others -
are: machinery, equipment, parts, wind shovels, wagons, transformers, reactors,
hoisters, machinery for factory and construction use, agriculture machinery,
metal structures, silos, etc.
Figure1
shows an example of indivisible load.
Figure 1: an example of indivisible load.
·
Tractor or traction
vehicle: the motor vehicle designed and made to pull or drag trailers and
semi-trailers;
·
Trailers and Semi-trailers:
vehicles bearing one or more axles to be connected to a tractor vehicle or one
that leans against the vehicle or is connected to it through an articulation.
·
Special Vehicle: bearing
specific characteristics, it is a custom-made vehicle designed to transport
indivisible loads that exceed in weight and/or dimensions.
·
Self-Propelled Modular
Transport: the modular vehicle with its own load platform, with wheel
suspension, power steering, and a set of steering axles with a driving force
that enables moving by its own means;
·
Gondola, Beam, Intermediate
Platform, bearing or not bearing articulation: parts used in the transport of
indivisible load that are oversized and extremely heavy;
·
Axles Line: a modular
vehicle bearing two or more pendulum axles, with wheel suspension and power
steering, made of four, eight, twelve or sixteen tires in the same transverse
alignment as to that of the chassis.
·
Power Module: it is the
vehicle made of two or more lines of directional axles, fixed on the same
chassis of the load platform, with its own means of joining itself to other
modules or parts;
·
Belt Carriers Set: the
vehicle or set of vehicles, bearing a load.
·
Excess Dimension (length,
width and height): these are the excess dimension, over the top limit allowed
by the ruling traffic laws;
·
Geometric Feasibility Study
- (EVG in Portuguese) - the study on vertical and horizontal yardsticks and
interventions, such as bridges, footbridges, tunnels, gantries, curves and
intersections;
·
Weight Excess; it is the
total weight per axle, or set of axles, or even Gross Combined Weight (GCW),
transferred to the pavement.
·
Structure Feasibility
Study: the study of the carrying capacity of Special Structures, present along
the itinerary, in order to enable or not the passing of the Set of Carriers
with Gross Combined Weight over certain limits. This study comprises the
analysis of the details of the structure and how good the state of repair of
the Special Structure is and, if appropriate, its project and Calculation
Report. In the final report, it is important to state all measures that must be
taken in order to enable transportation;
·
Technical Report and
Follow-up - it is the document that states that the company is liable for the
Structure Feasibility Study, drafted after following up on the transportation,
reporting how the recommendations for the passing of the set of Carriers for
Special Structures were met, the state of the structures during the passing and
if there were any problems with the carrying capacity of the Special
Structures, accompanied by the Instrumentation Technical Report when necessary
measures are listed, thus suggesting that Structures be open for the traffic of
vehicles with the same carrying characteristics as those of the transportation
studied;
·
Instrumentation Technical
Report: it is the study of the structure of Special Structures made by
instrumentation, designed to measure tensions and deformations;
·
Escort: Escorting carried
out by accredited companies or by the Federal Highway Police, in a determined
car or set of cars, when dimension and weight limits go beyond what is
established by law.
·
Accredited Escort Company:
is the company duly accredited by the Federal Highway Police to execute escort
services to vehicles carrying excess indivisible load, be they in weight or
dimension.
Resolution 210/06 (CONTRAN, 2006) establishes the limits for the Set of Carriers, loaded or not, by the
following:
Height: 4.40m;
Width: 2.60m;
Length:
·
Ordinary Vehicle: 14,00m;
Articulated Vehicle: 18.60m;
·
Trailers: 19,80m.
Total Weight: 45t.
Figure 2 shows an example of a Loaded Set of Carriers,
made by two pulling units, two axle lines that distribute the load weight along
the floor, and a gondola that sits the load in a balanced way - center.
Figure 2:
Example of a Set of Carriers
Source: CETSP Files (2018)
As per the Brazilian Traffic Regulations, article 101, (CONTRAN, 2008) from the moment a set of carriers goes over the dimension or weight
limits established by Resolution 210/06, it is required that a Special Authorization
be issued by the Transit authority responsible for that part of the road. In
Brazil, the work involving assessment, follow-up and monitoring of indivisible
load transportation is divided into three domains:
·
Federal: The National
Transport Infrastructure Department (DNIT) is responsible for all distances
comprising federal roads;
·
State: State Highway
Department (DER) in each state is responsible for all state highways in their
state, accordingly.
·
Municipal: The local
transit authority is responsible for the local streets.
Figure 3 is a sample of a Special Authorization issued by
CETSP containing important information, such as: Transport Company data; Source
of the load; Place of Origin and Destination: Information of the Tractor and
the Pulled Vehicle; Dimension and Weight of the Load and of the Loaded Set of
Carriers; Validity; Escort and Support Company: Route and Technical
Requirements:
Figure 2: Example of Traffic
Special Authorization
Source: CETSP Files (2018)
2.2.
International
scenario
In Ohio, the Transport Department requires very similar
actions regarding vehicles classified as oversized. All structures the vehicles
shall pass under demand that a structural assessment be made to ensure a safe
passage for the vehicle and the integrity of all structure along the chosen
route. The number of authorization requests has increased tremendously in the
past years and the transportation of oversized load vehicles along state
highways has become more and more popular, owing to an improvement in
production in industries (WAHEED; ADELI, 2000).
In Delaware, vehicles and assembled vehicles that exceed
permitted limits for height, length or weight are considered oversized, needing
authorizations issued by their State Transport Department. These authorizations
aim at managing oversized vehicles, limiting them to specific routes that can
support their sizes and weight, thus reducing potential damages to roads and
bridges (RAY, 2007).
In Holland, the transportation of oversized loads of
Special Vehicles on roads is also carried out after an authorization is issued,
stating the time and previously established route according to the size and
weight of the set of carriers (FEDDES, 2012).
The Road Department in England is also concerned about
the management of indivisible load transportation along the highways, so they
have established policies and measures
in order to reduce impacts on the environment and on traffic, such as clearance
and authorization for transit at night, due to the conflict between
transportation and day traffic (ALONSO; PLAZA, 2010).
Czech Republic has a long-time tradition regarding
engineering and industry. Industrial sectors make products which dimensions and
weight can be considered above standard. Many problems have occurred as a
result of the transport of such products due to the yardstick of the bridges
and the turning radius of cars in curves. Therefore, it is necessary to
transport loads on previously established routes, based on the size of the set
of carriers and the infrastructure of the transportation offered (PETRU; KRIVDA, 2017).
In Lithuania, the
demand for indivisible and oversized loads is increasing, which is a bit of a
trouble because, in many cases, it is not easy to follow standards for this
kind of transport; it is important to make decisions in order to benefit from
the best performance involving costs and the available infrastructure (PETRAŠKA et al., 2018).
In Europe, a managing committee has been put up to handle
loads that exceed permitted limits - which specialists call “Special Loads”;
economically, they are part of an important segment in commercial road
transportation. These loads vary from mobile homes and cranes to indivisible
loads of extremely large dimension and weight, such as electric transformers,
tubs for chemical reactors, fuselage or airplane wings. Special road vehicles
must travel long distances; in many cases, they must cross country borders.
If Special road vehicles do not comply with European
regulations regarding dimension and weight, they must hold an exemption
document or a license prior to proceeding with a special road transport
operation. Authorities must check whether bridge structures on the route can
support the passing of such vehicles - which are usually heavier than ordinary
cars - and whether the streets can bear the dimension of the load being carried
along. (COMISSÃO EUROPEIA DIRECÇÃO-GERAL DA ENERGIA E DOS TRANSPORTES, 2006)
2.3.
Transportation
management
Restrictions in the transportation of indivisible loads
involve physical restrictions regarding the route, specific legislation, the
need of operational infrastructure and business relationships with a number of
bodies. These restrictions demand for a study in the various technical and
institutional aspects in that this type of transportation is well regulated.
In order to benefit from the best performance of the
transportation of indivisible loads, special transportation equipment is used,
as well as tools that lead to a decision-making process considering a complex
set of variables (origin/destination and variables related to the main
interferences along the route), resulting in a detailed program of activities (MELO et al., 2010).
As to transport engineering and planning, it is important
to have a connecting system among the development centers; i.e., the way
through which they are connected, as well as the outline of simple transport
routes that can ensure the efficiency of the transportation network (KRPAN; MILKOVIĆ; HESS, 2014).
The criteria used to plan the transportation route of
indivisible loads should offer choices, considering the load size and the
transportation infrastructure available. We can also compare the available
routes within the same stretch to select the best one according to some
interference criteria related to height/width/length of the load (BAZARAS et al., 2013).
The transit of indivisible load at night might bring
benefits regarding road safety and traffic flow, reducing transit time (BOURNE et al., 2008).
The most important factor that harms the quality in the
transportation of indivisible loads is safety. One of the key issues to be
considered when planning the route is the risk assessment. Throughout the
transportation itself, it is important to manage the previously assessed risks
during the planning phase. The purpose of assessing risks during the planning
phase and managing them during transportation is to keep the infrastructure
intact and protect the load and everyone involved in the transportation (PALŠAITIS; PETRAŠKA, 2012).
3. METHODOLOGY
This study aims to conduct an Exploratory Analysis of a
Case, exploring and describing objects (in this case, transportation of
indivisible load - how it works and what its main difficulties are) which, due
to previously gathered information (origin and destination of the indivisible
load, how it will be carried, Transport Route) seems to be the best choice for
the type of category. (The best Transport Route, based on the complexity of the
Load and the infrastructure offered, to benefit from the best performance in
the duration of the transport as well as costs).
All researched books have come up with several situations
regarding this type of transportation. From the information collected, it was
observed that the transportation scenario and its difficulties were similar; a
study has been suggested in order to give examples of how this type of
transportation works. Based on data collection and documentation regarding the
Transportation Operational Process, Engineering, Projects and
Licenses/Authorizations - mainly in the urban area, highlighting the complexity
in the transportation system in the city of São Paulo.
A certain customer places an order for an electric
capacitor to be used at a certain hydroelectric power plant in the far north of
the country. This customer, then, hires a transportation company to do their
work from and to the extreme spots. As the capacitor manufacturer is placed in
the metropolitan area of São Paulo, there is a complex urban area in the route
that will be highlighted in the study.
In São Paulo, CET is the organization responsible for
managing traffic engineering, and CETSP is the managing body that accounts for
the transportation of Special Loads. CETSP is the body that provides the
Special Transit Authorization, to whom the transportation company should
provide all technical information of the load, the set of carriers to be
transported and the route to be followed.
Below is some important information to help understand
and set up the scenario for the case study.
Origin of the Load: Rua Friedrich Von Voith, São
Paulo - SP.
Destination: Avenida Educador Paulo Freire, São Paulo - SP.
Load details: A rectangular
volume bearing the following measures:
·
5.55m wide, 4.73m high and
5.35m deep:
·
Weight: 130 ton.
Having these measures, knowing all conditions of the road
system (Transport route) and meeting the legislation requirements for the transport
of indivisible loads, the transportation company has drafted a project of a set
of Carriers with the following information:
·
5.55m wide, 5.50m high and
48m deep:
·
Total Gross Weight: 227t.
Figure 4: Set of Carriers made of one tractor unit, one
4-line axle, one platform sitting the load in the middle and a 10-line axle in
the rear part of the set.
Figure 4:
Set of Carriers
Source: CETSP Files (2018)
4.1.
Transportation
management
A transport planning for indivisible load is present in
the draft phase of the construction (for example, the construction of a
hydroelectric power plant, where the main indivisible loads are the Turbine and
the Power Transformers). At this point, we already know the place where loads
are made and the construction site. Then, we must adjust the load in the set of
carriers capable of meeting the requirement established by the main legislation
and the characteristics of the transportation route.
In this case study, considering Cost x Time and safety -
among other factors - the transportation company has chosen to follow the first
route suggested - by driving through São Paulo urban area. It is worth
remembering that the part covered in this study refers to the transportation
only in the city of São Paulo, although the load will cross the states of São
Paulo, Minas Gerais, Goiás,
Tocantins, and finally reach Belém (in the state of Pará) covering about 2,800km in 60 days); after that, the
load travels on a ferry to Santarém for 4 more days,
reaching Rurópolis (covering 250km in 2 days).
From the initial information aforementioned (Place of
Origin, destination, details of the load and set of carriers), the
transportation company has conducted a Geometric Feasibility Study (aligning
issues related to width, height and weight of the set with the route details,
street widths, bridge and footbridge heights, low-voltage cables, radius of
turn) and a Structural Feasibility Report (assessing conditions of the pavement
and support of the bridges).
Once these studies are concluded and the transportation
route is decided upon, the transportation company must engage with the traffic
authorities and phone and electricity companies who will make all the load
transportation viable.
4.2.
4.2
TRANSPORTATION MANAGEMENT
Considering that the route is 31km long, it is estimated
that the transportation operation shall take 3 nights. Due to the type of load
and its adjustment to follow the route, this procedure can be only executed in
the city of São Paulo during the night period.
The route comprises all parts listed below:
·
Part 1 (First night): R.
Friedrich Von Voith, Estrada do Corredor,
Av. Amador Aguiar, Av. Nelson de Palma Travassos, Av.
Raimundo Pereira de Magalhães, R. Com. Feiz Zarzur
(Opposite way to the regular), R. Cabo Adão Pereira,
Av. Benedito de Andrade, R. Manoel
Barbosa (PARKING 1);
·
Part 2 (Second night): Av. Fuad Luftala, Av. Gal. Edgar Facó, Pte. Piqueri, Av. Ermano Marchetti, Pca. Pedro Corazza, Av. Com.
Martinelli, R. Barão de Pombalinho (PARKING 2);
·
Part 3 (Third night):
Av. Pres. Castelo Branco, Av. do estado, Av. Santos Dumont (BACKING MANEUVER AS
FAR AS AV. TIRADENTES; ACCESS R PEDRO VICENTE - MANEUVER 1), Av. Cruzeiro do
Sul, R. Joaquim José Moredo, Av. Pres. Castelo Branco
(ACCESS TO THE CENTRAL LANE ON MARGINAL TIETÊ, PASSING UNDER BRIDGE VILA
GUILHERME, ENTERING THE LOCAL LANE, AV PRES CASTELO BRANCO, PASSING UNDER
BRIDGE VILA MARIA - MANEUVER 2), Access to Av. Salim Farah Maluf, (TRANSFER CENTRAL
RESERVATION AREA - MANEUVER 3), Access to Av. Condessa Elizabeth
de Robiano, R. Helly Lopes
Meireles, Pte. Aricanduva and
Av. Educador Paulo Freire.
Figure 5 show the route in detail, also highlighting the
parking places and the main maneuver detour from interferences regarding bridge
yardstick heights and the best maneuver of road geometry due to load length and
width.
Figure 5: Transportation Route
Therefore, the transportation operation shall proceed as
follows:
·
First Part, (9Km) Departure
at 11:30PM, R. Friedrich Von Voith;
There will be a number of traffic lights throughout Av. Raimundo Pereira de Magalhães. Reverse maneuver
on R. Com. Feiz Zarzur
owing to road geometrics and a number of interferences caused by phone and
electric cables.
·
Arrival at 4AM on R. Dr.
Ferreira da Luz, near Av. Fuad Luftala.
·
Second Part (6Km),
departure at 11:30PM. Dr. Ferreira da Luz;
Best part, having few interferences and maneuvers owing
to the road geometrics, bearing the size of the set of carriers.
·
Arrival at 3AM on R. Barão de Pombalinho.
·
Third Part, (16Km) Departure
at 11:30PM, R. Barão de Pombalinho;
Maneuver 1; Detour on
Bridge Bandeiras due to height 4.80m;
Maneuver 2; Detour on
Bridge V. Guilherme, Main road, Bridge V. Maria, Side
track;
Maneuver 3; Detour on
Bridge Tatuapé, due to height 4.50m;
·
Arrival at 5AM Av. Educador Paulo Freire.
5. RESULTS - STUDY AND DISCUSSION
The main talking point on results must deal with safety;
regarding this type of transportation, the load must be intact and in its full
form upon arrival at the destination point. There are several risk factors to
be tackled in many of the transportation phases. The transportation company is
responsible for looking after the load, staff and equipment involved in the
transportation operation.
The transit authority, in turn, must monitor the
compliance with the regulations in order to preserve the transport
infrastructure, road safety during the operation, and reestablish all system
after the load transportation has been concluded.
Even though the scenario in which the case study was
based on is predominantly urban - bearing characteristics like those of a road
system (narrow or low) that enables transportation - it does not mean that on
highways, where characteristics are those of being wide and tall, it can be
more favorable. What will lead to success is the combination of Load Complexity
and Transportation Infrastructure offered. Another key factor that might as
well contribute to the success of the transportation operation is the
interconnection of all parts involved in the process.
6. CONCLUSION
The most important factor that harms the quality in the
transportation of indivisible loads is safety. It is up to the transportation
company to assess risks and manage the transportation throughout the operation,
being it the key to the success of load delivery at its destination. The
regulatory bodies demand that transportation company comply with the
legislation in order to preserve the infrastructure of the road and ensure that
it can be used again.
This research aimed at describing
the issue regarding transportation of indivisible loads in urban areas, where
the road system might have limited transport conditions depending on the
complexity of the load.
The books used have shown that, broadly speaking, the set
“parameters x available infrastructure x legislation” is faced in many
countries that are under development, or even those that require such kind of
load transportation through their logistics network. Another point worth
considering is to beat the Origin-and-Destination-of-the-load challenge;
whatever the scenario these two extremes are located under, we must develop
projects to meet such demand.
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