Grounded no more: The logistics of aircraft maintenance

The delay of aircraft components and replacement parts can mean tens of thousands of dollars in losses for airlines waiting to make necessary repairs, which is why so many turn to specialized logistics providers.

Grounded no more: The logistics of aircraft maintenance

Brian Straight FreightWaves 2019 12 10

Moving
aircraft from one location to another seems simple enough, but what if you have
six of them and have been contracted to relocate each without flying them, or
dismantling them for transport? And you have to do it safely and through a
Mideast country known for terrorist activity?

That is the situation staff members
of AIT Worldwide Logistics found themselves in a few years ago when a
U.S.-based industrial conglomerate hired the firm to transport six single-engine
aircraft from Afghanistan to Wichita, Kansas.

“That program that we executed from
Afghanistan to Wichita was one heck of an accomplishment,” Bob McGhee, director
of government and aerospace operations for AIT Worldwide Logistics, told FreightWaves. “We were ahead of schedule; we were under
budget; and we exceeded the customer’s expectations from day one.”

To complete the job, AIT tapped
into its network of providers, locating a Mideast-based service provider that
could secure an Antonov – the world’s largest cargo aircraft. With the airplane
secured, AIT moved to the routing portion of the job, with several options and
their associated risks, including political, climatological and security,
assessed and presented to the customer.

AIT Worldwide Logistics specializes in logistics for global businesses, including the airline industries. These moves can include everything from single components to entire aircraft, as this photo showed. AIT commissioned an Antonov, the world’s largest cargo aircraft, to transport six single-engine aircraft from Afghanistan to Wichita, Kansas, without dismantling the bodies of the plane. (Photo: AIT Worldwide Logistics)

“Multiple challenges conspired to
add complexity to the project with a high risk for skyrocketing costs,” AIT
explained. “The customer wanted to avoid dismantling the aircraft for shipping,
which left very few equipment options. Flying out of Afghanistan is inherently
dangerous, as is navigating the airspace in the region. Minimizing flyover
permits and royalties would prove to be tricky at best.”

The customer picked a safer route
that would be more expensive due to required royalties and flyover permits. AIT
said its negotiators worked with local officials and eliminated or minimized
certain costs to hold down expenses.

Every aspect of this move was
meticulously planned and involved daily conference calls, McGhee said. The
planes were loaded side by side into the Antonov and successfully delivered to
Wichita.

Relocating a plane is but one of
the services that specialized logistics providers fill for airlines and
industrial customers.

Expedited parts delivery service

While airlines can’t do much about
the weather that results in flight delays, they do have control over
maintenance. Maintenance delays, which lead to something called aircraft on
ground, or AOG, have a ripple effect throughout an airline’s network. Late
planes lead to unhappy customers, missed connections and planes out of position
for the next day’s flights.

According to Airspace Technologies,
a logistics firm specializing in the movement of aircraft parts, an AOG can
cost an airline up to $150,000 per hour. The National Center of Excellence for
Aviation Operations Research, in a 2010 study conducted jointly with the
Federal Aviation Administration, said that flight delays cost airlines $31
billion in 2007.

When an aircraft needs a part, the
logistics machine shifts into motion.

Airbus uses barges to transport large components such as this wing section on the Garonne River in France to Toulouse, where final assembly of planes is conducted. (Photo: Airbus)

“There are frequently planned
operations – that is the perfect world for us – but the
vast majority of our aerospace business, whether it’s military or commercial is
on an emergency basis, or in an AOG [situation],” McGhee explained.

AIT is a non-asset-based global
logistics business offering services in air cargo, sea freight, customs, ground
distribution, intermodal and warehouse management. Its aerospace logistics
business is staffed 24 hours a day, 365 days a year with certified
professionals whose job is to get aircraft parts, and sometimes entire
airplanes, to their destination quickly.

“It’s a very fast-paced market and it’s a very high-demand market for getting accurate information,” McGhee said. “We have a 30-minute window to honor all requests and a 90-minute window to [deliver] a transportation plan.”

All team members staffing its
“control tower” are military-certified so they can handle both civilian and
military requests. When an AOG happens, the AIT team moves into action. “There
is no canned response to these things,” Ken Jones, director of government and
aerospace sales for AIT, explained, as each move is unique.

The transport of intact aircraft engines can sometimes be done on in the cargo holds of commercial aircraft. But aircraft often can’t reach manufacturing facilities, requiring the use of trucks for final transport, as AIT Worldwide Logistics did with this Rolls-Royce Trent 800 engine. (Photo: AIT Worldwide Logistics)

How the replacement part is
transported depends on a lot of variables, including what it is, where it is
and where it is going. Some parts can move on commercial aircraft, while others
require a more specialized approach. Take an engine, for instance. According to
McGhee, some aircraft engines can fit in the cargo hold of a narrow-body
aircraft, making a commercial flight a possibility.

“It is very complex when you take
into consideration the size of the engine and the origin/destination plans,” he
said. “That is where the challenges are and where our subject matter expertise
comes into play.”

Customer-focused solutions

Because AIT services are “door to
door,” getting the part on an airplane is only half the battle. “There are
challenges when you have an airplane sitting in a secondary market that [larger
aircraft are] challenged to get into,” McGhee said. If a larger airport is
needed, then truck transportation becomes a requirement. “Having proper
partners … enables us to do that.”

Smaller aircraft parts are a bit easier,
and many actually fly on commercial aircraft. In some cases, they may fly on
UPS or FedEx cargo planes, but McGhee said the flexibility of commercial
aircraft is preferred.

“Nine times out of 10, we’re moving
that small part… on a commercial passenger airplane and the reason we’re doing
that is the scheduling is much more flexible,” he said.

Even when parts move on a UPS or
FedEx plane, AIT handles the “last mile,” preferring to maintain control of the
part to its final destination.

In some cases, a small part may
require a personalized approach. time:matters, a global spare parts logistics
business, told the story of a hand delivery in South Africa using its airmates technology
platform. In the case study, a PRIMUS Aero-managed aircraft was grounded in
South Africa, in need of a control unit.

“The missing control unit was in
the USA, however, not just around the corner from South Africa,” the company
noted. Booked through the airmates platform with the “On Board Courier” option,
the part was quickly located in Addison, Texas. A Texas-based courier picked up
the part and hopped a commercial aircraft to Atlanta and ultimately to Lanseria
International Airport in Johannesburg, South Africa, arriving with the part 25
hours after the first request arrived in the time:matters system.

Customs can delay spare part
delivery, although McGhee said AIT works with its local partners to ensure all
paperwork is filled out so delays are eliminated.

“There’s an extensive amount of
data out there that we have to juggle, but we work very closely on the U.S.
customs side [and destination countries to process this],” he said.

Jones added that AIT once had a
delay delivering a part because the grounded aircraft was sitting in a country
that had closed customs while it inaugurated a new king. Generally, though,
delays on the commercial side are minimal while military shipments can get hung
up due to political considerations – which countries’ parts can be flown over
or into, for instance.

The Airbus Beluga – technically an A300-600ST Super Transporter – is a customized aircraft designed by Airbus for its own supply chain. The Beluga is used to transport large aircraft parts to facilities throughout Europe. (Photo: Airbus)

Custom logistics networks

While companies such as AIT,
time:matters and Airspace Technologies provide customized services for
airlines, airplane manufacturers have developed their own networks. Airbus explained in detail on its website how it handles the movement of parts to final
assembly locations.

Utilizing five A300-600ST Super
Transporters nicknamed Beluga, Airbus Transport International moves complete
fuselage sections and wings from production plants throughout Europe to assembly
plants in Toulouse, France, and Hamburg, Germany.

In the case of parts for the A380
aircraft assembled in Toulouse, the Beluga – which are modified planes with
bulbous main deck cargo cabins – represents just one part of the journey.
Trucks and even watercraft are involved in the trip. Production sites
throughout France, Germany, Spain and the U.K. send completed sections of the
A380 to Bordeaux, France, where these large fuselage sections are loaded onto
waiting barges that travel the Garonne River to Toulouse.

Specialized equipment and training

When it comes to transporting
aircraft engines, the companies that handle these jobs have high standards.
International Machine Transport USA, with offices in Blaine, Washington, and
Dallas, Texas, has transported more than 12,000 engines throughout North America.
It requires all its drivers to attend classroom theory, complete field training
including the loading and securing of jet engines and pass a final exam with a
perfect score.

The company also handles helicopter
transport and more and works with a trailer designer to create custom trailers
for specific industries. Fitted tarps and protective padding are standard
elements to transport engines and other parts.

Skylink, which provides over 250,000 different line items for
distribution to airlines around the world, offers five “must dos” when moving
aircraft engines. They are:

1.       Secure the
engine on a quality engine stand

2.       Invest in
good tarps and tarp the engine multiple times

3.       Strap the engine
by the bottom of the engine stand

4.       When
traveling on a trailer, use an air ride trailer for a softer ride

5.       Work with a
trusted partner.

For airlines looking to minimize
AOG, companies like Airspace Technologies and AIT are the backbone of the
maintenance operation, but even those companies require help.

“We are a non-asset based
organization so everything we do is based on our relationships with our service
providers,” McGhee said. “We have very high standards [and global standards that
partners must meet]. The partners we work with have been developed with people
like myself and Ken and other leaders within AIT that have 30- and 40-plus
years of experience working with international partners and know who are the
most reliable to work with. There are companies that are very strong on
regional basis in various parts of the world that we have aligned ourselves
with and that have the same core values as we do.”

Even in the fast-paced world of
on-demand aircraft parts delivery, it still comes back to relationships.

https://www.freightwaves.com/news/grounded-no-more-the-logistics-of-aircraft-maintenance

Truckstop.com’s new platform benefits both carriers and brokerages

Chief Relationship Officer Brent Hutto explains the importance of embracing the freight industry’s digital evolution.

Truckstop.com’s new platform benefits both carriers and brokerages

Jack Glenn 
FreightWaves 
2019 12 09

With advances in technology and new entrants into the freight marketplace, Truckstop.com restructured to both navigate and help usher in the digital movement of freight.

Talking with FreightWaves CEO Craig Fuller on the FreightWavesTV show “Fuller Speed Ahead,” Truckstop.com Chief Relationship Officer Brent Hutto explained how a range of businesses can benefit from the company’s new digital freight-matching marketplace.

Truckstop.com markets itself as “the #1 load board for growing your business.” The company provides logistics solutions for transportation professionals, including load planning, transportation management, real-time rates and negotiation tools, as well as a credit reporting entity — the largest in the industry, according to Truckstop.com — that helps industry experts find trusted freight partners.

The “Nasdaq of Freight,” as Fuller described the company, recently celebrated the release of Book It Now. Available on the Truckstop Mobile app, Book It Now enables freight brokers and third-party logistics providers (3PLs) of all sizes to add instant load board functionality to their business, according to their website.

Carriers are able to see the rate, pickup and drop-off information, as well as broker information all before booking a load, according to Truckstop.com. Once carriers are added to a broker’s preferred carrier list, their Book It Now loads will be seen on the Truckstop Mobile.

While Truckstop.com celebrates its expanded offerings, Hutto explained that Truckstop.com has no desire to become a freight brokerage itself. Doing so would alienate 10,000 of its brokerage customers, according to Hutto.

Hutto explained that although many private marketplaces have created their own innovative technologies, this siloing of data hasn’t helped the overall market. Truckstop.com’s goal is to provide a platform that works for all players in the freight-matching marketplace, including brokerages and asset carriers alike.

“It’s always been our mantra as a company to help every business succeed no matter their size,” Hutto said. “We develop technology that allows them to be able to digitally match freight, to automate the things that need to be automated.”

Hutto said Truckstop.com wants to be the data connection in the middle of the marketplace where many parties can digitally connect and be able to move freight openly within the system.

But he explained that technology is only as useful as how well you leverage it and said that looking at industry data is probably the most important advice he has to grow your business. “You can adopt all the technology and buy all the data you want, but if you’re not building it into your business, then you’re not getting its advantages,” Hutto said.

More freight is handled by brokers than ever before, according to Hutto. Twenty years ago, only 4% of freight in the market was brokered. Today, that number has jumped to 25-30%. With more freight in brokerage than ever before, the ability to forecast market trends has never been more important.

And while market capacity has stayed relatively stable for the past 20 years, Hutto argued that many other factors remain variable in the marketplace. He believes fully utilizing Truckstop.com’s market-forecasting tools will protect businesses from the harsh effects market downturns can have on unsuspecting companies.

“If you can anticipate a downturn, you can adjust for it,” Hutto said. “If you don’t anticipate it, then the markets are going to be harder.”

Understanding how to integrate products into your business that can help create efficiency is what Hutto stressed that all in the marketplace should focus on.

“How are you going to adjust to this industry as it digitally changes?” Hutto said. “It’s going to change.”

https://www.freightwaves.com/news/truckstop-coms-new-platform-benefits-both-carriers-and-brokerages

Transportation Insight acquires LTL broker FreightPros

Transportation Insight pushes into LTL brokerage with acquisition of FreightPros

Transportation Insight acquires LTL broker FreightPros

Mark Solomon 
FreightWaves 
2019 12 06

Logistics provider Transportation Insight (TI) said Dec. 6 that it acquired less-than-truckload (LTL) broker Meridian Logistics LLC, which does business as FreightPros, for an undisclosed sum.

The acquisition expands privately held TI’s LTL brokerage offerings. It operates a truckload brokerage unit through its December 2018 acquisition of Nolan Transportation Group, which also performs some LTL brokerage. FreightPros, by contrast, focuses exclusively on LTL brokerage.

A non-asset-based provider, TI holds itself out as a logistics handyman of sorts, performing a broad range of functions — supported by a solid IT platform — to improve customers’ supply chains. TI operates across all modes. 

The acquisition is TI’s fourth.

https://www.freightwaves.com/news/transportation-insight-acquires-ltl-broker-freightpros

Convoy closes out year of ‘multiple breakthroughs’

Riding a wave of innovations, the digital freight services startup ranked No. 3 on the FreightTech 25 list of most disruptive companies.

Convoy closes out year of ‘multiple breakthroughs’

Linda Baker, Staff Writer: FreightWaves

Riding a wave of recent innovations, digital freight network powerhouse Convoy moved up a notch on this year’s FreightTech 25, edging out Tesla (NASDAQ: TSLA) to occupy the No. 3 slot on FreightWaves’ list of most disruptive companies.

Ziad Ismail, the company’s chief product officer, said 2019 has been an especially fruitful year for Convoy, which netted $400 million in a Series D round announced Nov. 13.

“Over the past year in particular, we’ve really accelerated both the rates and impact of the innovation,” he said. “There have been multiple big breakthroughs we’ve been working on for several years.”

Ismail credited the Seattle-based company’s innovation model, rooted in small teams that  operate autonomously, with enabling Convoy to crack some of the industry’s most pressing challenges.

He cited as an example its Automated Reloads product, a feature that corrects what Ismail described as the “terrible problem” of empty miles, in which trucks drive with empty trailers.

Launched in June, Automatic Reloads prepackages a collection of loads that take into consideration criteria such as the carriers’ lane preferences, driver hours of service availability and facility wait times.

The platform reduces empty miles by 45% for many drivers, according to Ismail. “That’s something we worked on for multiple years to get right,” he said.

In February, Convoy solved another problem it had been working on for several years: automatically matching 95% of loads with no human intervention.

Convoy Go, also unveiled in 2019, scaled up a two-year-old pilot project. The program utilizes a Convoy trailer pool and allows owner-operators and small fleets to take advantage of power-only loads, maximizing truckers’ driving time and leading to more loads and higher revenue.

Coming in 2020

Asked about the next round of innovations, Ismail hinted at even bigger breakthroughs to be rolled out in the next three to six months.

Declining to reveal specifics, he said the new products will push further on empty miles and reducing waiting time for drivers.

“The problem space is going to be quite consistent for us: driving down waste in the industry. That is our North Star. That is what we measure all our innovation against.”

Solving the waste conundrum addresses the trucking industry’s huge environmental challenges, Ismail said, while also yielding an attractive business model.

Companies named to the 2020 FreightTech 25 were judged by an external panel of industry experts, with voting conducted and overseen by accounting firm Katz, Sapper & Miller (KSM).

Each member of the panel ranked their top 25 companies on a 1- to 25-point basis. The companies generating the most points make up the FreightTech 25.

Convoy closes out year of ‘multiple breakthroughs’

Heavy snow to slam Mountain West for two days

Up to a foot of snowfall coming to the Sierra Nevada, Rockies the next two days. Delays in freight movement possible.

Heavy snow to slam Mountain West for two days

Nick Austin, Director of Weather Analytics and Senior Meteorologist FreightWaves 2019 12 04

A Pacific storm that is crashing into the western U.S. will produce heavy snowfall from the mountains of eastern California to the Rockies the rest of today, Dec. 4, through tomorrow. Meanwhile, portions of the northeastern U.S. will get their share of lake effect snow showers.

SONAR Critical Events: Wednesday, Dec. 4, 2019, 9 a.m. EST

The outlook is for anywhere from 5 to 18 inches of accumulation in the high elevations of the Sierra Nevada of eastern California, from Kings Canyon southward to Lake Isabella. The eastern Sierra slopes, as well as the White Mountains adjacent to southwestern Nevada, could see 4 to 8 inches; 3 to 7 inches will slow down drivers over mountain passes on I-80. Twelve inches or more of snowfall are possible on the Sierra Crest.

In southern Nevada, 5 to 12 inches will pile up to the north and west of Las Vegas in the Sheep Range and Spring mountains, particularly the higher elevations of Kyle and Lee canyons. Rain may mix with snow in some spots, leading to slushy, icy roads. This will mainly affect state routes in the area.

Overnight and Thursday, Dec. 5, snow will then head to Utah, including the Salt Lake City area, as well as the Rockies of western Colorado and northern New Mexico. The highest elevations will pick up six to twelve inches.

Freight brokers should jump on the spot boards and search for loads headed east out of the Salt Lake City market. Based on the latest SONAR data from FreightWaves, updated this morning, Dec. 4, dry van spot market rates are trending up. Spot market rates for reefers — refrigerated/temperature-controlled trailers — are elevated well above contracted rates. Beware of the storm moving in from the west and bump your bids up as capacity will become an issue. Check to see if freight that loads tomorrow, Dec. 5, can load early to avoid the delays from the snowstorm.

Meanwhile, the same storm may flood portions of southern California with torrential rainfall. Some parts of the San Diego and Los Angeles metropolitan areas could get drenched with 2 to 4 inches of rain, leading to potential flash flooding, mudslides, debris flows and roadblocks. The rainfall may be intense enough to reduce visibility at times.

Other areas of snowfall today, Dec. 4

Bursts of lake-effect snow will fly from Michigan to upstate New York. Most of the snow will pile up near Buffalo, Watertown, Erie and Cleveland. Gusts up to 35 mph may produce blowing and occasional whiteout conditions on sections of I-81 and I-90.

SONAR Critical Events: Wednesday, Dec. 4, 2019, 9 a.m. EST

Look for heavy snowfall in the mountains of West Virginia too. Totals of 3 to 6 inches of snow are likely from just east of Morgantown southward to Elkins and Snowshoe. Gusty winds will produce blowing snow and reduced visibility at times on I-64.

Additional notes

The nor’easter has left New England after dumping 2 to 3 feet of snow in some areas over the past two days. Commercial vehicle restrictions, reduced speed limits and airport ground delays stymied freight flows during the storm.

SONAR Tickers: OTRI.MA, OTRI.ME, OTRI.NH, OTVI heat map

According to SONAR, outbound tender volumes (SONAR Ticker: OTVI) in the region are showing signs of a slow start to gear back up this week after the normal post-Thanksgiving sluggishness compounded by the effects of the nor’easter. Regardless, capacity in the Massachusetts and Maine markets is loose, with outbound tender rejections at 2.47% and 3.23%, respectively. However, capacity in New Hampshire is tight, with outbound tender rejections at 12.61% today, Dec. 4. Tender rejections (SONAR Ticker: OTRI) represent the percentage of electronically offered loads that carriers turn away on the contract market in favor of better rates on the spot market. If any shipments have been delayed this week, shippers think about cutting their tender lead times to get carriers in their shipping doors quicker.

Contributions made by FreightWaves Market Experts Donny Gilbert and Scott Adkins.

https://www.freightwaves.com/news/heavy-snow-to-slam-mountain-west-for-two-days

Your Guide to Driving an Oversized Load Through Indiana

Indiana’s state motto is “Crossroads of America,” which is due to the fact that Indiana has more miles of Interstate Highway per square mile than any other state. If you plan on traversing these highways with an oversized load, you’ll need an Indiana oversize permit. And The Permit Company is here to help.   The…

The post Your Guide to Driving an Oversized Load Through Indiana appeared first on The Permit Company.

Indiana’s state motto is “Crossroads of America,” which is due to the fact that Indiana has more miles of Interstate Highway per square mile than any other state. If you plan on traversing these highways with an oversized load, you’ll need an Indiana oversize permit. And The Permit Company is here to help.

 

The Permit Company takes the hassle out of obtaining oversize and overweight truck permits by working directly with state and local agencies on your behalf. Below is everything you need to know about moving oversized loads through the state of Indiana and how to obtain a permit.

 

1. How long are oversize permits valid for in Indiana?

Single-trip permits are valid for 15 consecutive days.

 

2. What are the legal dimensions for loads in Indiana?

The legal limits in Indiana are as follows:

  • Gross weight: 80,000 lbs. on all roads*
  • Width: 8’6″ on all roads
  • Height: 13’6″ on all roads
  • Length: 40′ for single units on all roads; 45′ for buses on all roads; 65′ for articulating buses on all roads; 53′ for semi-trailers** and load on all roads; 28’6″ for twins and doubles on all roads; 65′ for auto and boat transporters on all roads; 75′ for stinger-steered on all roads; Rocky Mountain doubles, turnpike doubles and triples are not allowed on any roads***; 75′ for saddle mounts on designated highways, 33′ on all other roads

*Bridge Formula applies.

 

**Trailers more than 48’6″ shall have a kingpin setting that does not exceed 40’6″ for trailers manufactured before 12/31/84 and 42’6″ for trailers manufactured before 1/1/85. For trailers manufactured since 1/1/85, the kingpin setting should not exceed 43′. Kingpin distance is measured to the rearmost axle.

 

***Turnpike and Rocky Mountain doubles are allowed on the toll road. A tandem trailer combination shall have a minimum of five axles and a maximum of nine axles. There is no overall length limit. Triples are allowed as long as they are three of the same size (28’6″). There is no overall length limit for triples. Triple trailer combinations should have a minimum of seven axles and a maximum of nine axles. Triples and doubles must get a special permit to run on the tollway, and the weight maximum is 127,400 lbs. Drivers must have a physical exam every two years.

 

The permitted vehicles cannot be operated during the existence of hazardous weather or road and traffic conditions; furthermore, any movement shall not proceed when visibility is less than 500′. Oversized movement shall not be operated at any time when the wind velocity exceeds 25 mph.

 

Drivers going into or coming out of the following ports will be required to have a Transportation Workers Identification Card issued by the Transportation Safety Administration: Evansville, Indiana Harbor and Louisville.

 

3. What are the permit limits for loads in Indiana?

The routine-issue permit limits in Indiana are as follows:

  • Weight:
    • Single: 28,000
    • Tandem: 48,000
    • Tridem: 60,000
  • Gross Weight*:
    • 5 axles: 108,000 on specified configurations
    • 6 axles: 120,000 on specified configurations
    • 7 axles: 120,000 on specified configurations
    • 8 axles: 120,000 on specified configurations
  • Length: 110′
  • Width: 16′
  • Height: 15’

If the load exceeds any of these dimensions or weights, refer to the section on superloads.

 

 

4. Is continuous travel allowed for oversize permits in Indiana?

Loads that are only overweight can travel 24 hours a day, 7 days a week.

 

Loads up to 110′ long, 10′ wide, and 13’6″ high — and with a weight under 200,000 lbs. — will be allowed continuous travel seven days a week.

 

Loads more than 110′ long, 10’–14’4″ wide, 13’6″–15′ high — and with a weight of up to 200,000 lbs. — may travel one half hour before sunrise until one half hour after sunset, seven days a week.

 

For loads exceeding 16′ wide, 15′ high or 200,000 lbs., travel is permitted from 8:30 a.m. to 3:30 p.m., Monday through Friday.

 

The state of Indiana reserves the right to post any road during spring frost.

 

Travel is prohibited on New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day and Christmas Day.

 

Travel is prohibited beginning at noon on the last weekday preceding the holiday and continuing until sunrise of the weekday following the above mentioned holidays.

 

5. When are escorts needed in Indiana?

On all highways:

  • One escort is needed for lengths more than 110′.
  • One escort and one height pole are needed for heights more than 14’6″.
  • A detailed route survey is needed with the application for widths more than 16′.
  • For heights more than 17′, a letter must be secured from utility companies stating their knowledge of the move and approval to disturb aerial lines across the route. If no aerial line exists, you must have a statement that the entire route has been checked and that no utilities will be affected.

On two-lane highways:

  • One front escort is needed for widths 12’4″–14’4″.

  • One front and one rear escort (two in total) are needed for widths 14’4″–17′.

On four-lane highways:

  • One rear escort is needed for widths 12’4″–14’4″.

  • One rear escort is needed for widths 14’4″–17′.

  • Two police escorts needed for widths more than 17′. The fee is $31 per hour and $.044 per mile.

 

6. What is a superload in Indiana?

Superloads are loads more than 16′ wide, 15′ high, 110′ long and 120,000 lbs.

  • Companies will be required to submit one original M-233 form with the permit application.
  • Permits will be issued via the telephone. The company will receive the permit number, fee expiration date and special provisions in that manner.
  • Companies will receive special provisions sheets, a copy of which must be attached to the permit that will be held in the truck. The company will type the numbers of the provisions that apply in the Special Provisions box on its copy of the permit.
  • Loads over 130′ will require a route survey if the load does not have a rear-steerable dolly.
  • Other movements generally do not require a route survey; however, it could be required upon specific request.
  • A traffic control letter is only required if the application has a slowdown on an Interstate, which will require police escort.
  • 24-hour notice is no longer required. The company must notify INDOT that the movement is taking place prior to the movement.
  • Companies may fax changes on superload applications to the Permit Section.
  • Drawings of the load are only required if the load exceeds 17′ in height.

 

If the load is only oversized, permits are $40 plus $10 executive approval. Overweight permits are $20, plus 60 cents per mile if the load weighs 108,001–150,000 lbs. Loads weighing 150,000 or more are $1 per mile plus the design review fee. There is also a $25 executive approval fee, $10 administrative fee and a $10 per-bridge fee.

 

Permits for superloads weighing more than 200,000 lbs. will take five to seven days to process.

 

Allow two weeks for processing applications.

If you need help with getting an oversize permit in Indiana, or have a question about permits in any other states, give us a call at (800) 359-9407 or send us an email.

The post Your Guide to Driving an Oversized Load Through Indiana appeared first on The Permit Company.

https://www.permitcompany.com/news/your-guide-to-driving-an-oversized-load-through-indiana/

6 Frequently Asked Questions About Oversize Permits in Kansas

“Toto, I’ve a feeling we’re not in Kansas anymore.” In 1939, Judy Garland uttered this line, which has become one of the most famous lines in cinematic history. But what happens when you are in Kansas, and you’re driving an oversized load? If you find yourself driving through Tornado Alley and need assistance with obtaining…

The post 6 Frequently Asked Questions About Oversize Permits in Kansas appeared first on The Permit Company.

“Toto, I’ve a feeling we’re not in Kansas anymore.” In 1939, Judy Garland uttered this line, which has become one of the most famous lines in cinematic history. But what happens when you are in Kansas, and you’re driving an oversized load? If you find yourself driving through Tornado Alley and need assistance with obtaining an oversize permit in Kansas, The Permit Company is here to help.

 

The Permit Company takes the hassle out of obtaining oversize and overweight truck permits by working directly with state and local agencies on your behalf. Below is everything you need to know about moving oversized loads through the state of Kansas and how to obtain a permit.

 

1. How long are oversize permits valid for in Kansas?

Single-trip permits are good for one trip (seven travel days).

 

2. What are the legal dimensions for loads in Kansas?

The legal limits in Kansas are as follows:

  • Gross weight: 80,000 lbs. on designated interstate highways and 85,500 on all other roads*
  • Width: 8’6” on all roads
  • Height: 14’ on all roads
  • Length: 45’ for single units and buses on all roads; 59’6” for semi-trailers on all roads; 28’6” for twins and doubles on all roads; 75’ for autotransporters on all roads; 125’ for Rocky Mountain doubles, turnpike doubles and triples on all roads; 75’ for saddle mounts with a maximum of three units on all roads

*Bridge Formula applies.

 

Rocky Mountain doubles, turnpike doubles and triples are allowed on turnpikes of up to 125’ long.

 

The weight on any group of axles is limited by the Bridge Formula. Tandem axles with centers
less than 40” apart are counted as one axle.

 

3. What are the permit limits for loads in Kansas?

The routine-issue permit limits in Kansas are as follows:

  • Weight:
    • Single: 22,000
    • Tandem: 45,000
    • Tridem: 60,000
    • Quad: 65,000
  • Gross Weight*:
    • 5 axles: 95,000
    • 6 axles: 110,000
    • 7 axles: 150,000
    • 8 axles: 150,000
  • Length: 126′
  • Width: 16’6″
  • Height: Based on clearances; loads more than 17’ high must notify utility company

If the load exceeds any of these dimensions or weights, refer to the section on superloads. The maximum weight that the state allows you to register on your IRP cab card is 85,500 lbs.

 

Contact your IRP base state to increase your weight or to increase the weight on the permit weight space. The increase is valid for 72 hours.

 

4. Is continuous travel allowed for oversize permits in Kansas?

Continuous travel is allowed one half hour before sunrise to one half hour after sunset, seven days a week, 365 days a year. There are no movement restrictions on holidays.

 

There are no state restrictions for loads that are only overweight, but the Federal Bridge Formula applies.

 

5. When are escorts needed in Kansas?

On highways of less than four lanes:

  • One front and one rear escort (two in total) are needed for widths more than 14’. The rear escort may be eliminated if a warning light is attached to the top of the towing vehicle and to the rear of each load, and is mounted 2’–8’ above the surface of the road.

On all highways:

  • One front and one rear escort (two in total) are needed for mobile homes more than 12’6” wide. On four-lane highways, the mobile home needs an 8” amber flashing light attached to the top of the power unit and another to the top rear of the mobile home being towed.

  • One front and one rear escort (two in total) are needed for superloads with widths more than 16’6” or heights more than 18’. Qualifying superload vehicles include, but are not limited to, houses, barns, sheds, granaries and storage tanks.

  • One front and one rear escort (two in total) are needed for widths more than 14’ on the KS Turnpike.

Pilot car certifications are not required in Kansas.

 

6. What is a superload in Kansas?

Anything that exceeds the following requires a bridge analysis: 18’ high, 16’6” wide, 126’ long or 150,000 lbs. Call 785-271-3231 to schedule your analysis.

 

Applications for superloads must be submitted at least 10 days prior to the desired date of movement.

 

If you need help with getting an oversize permit in Kansas or have a question about permits in any other states, give us a call at (800) 359-9407 or send us an email.

The post 6 Frequently Asked Questions About Oversize Permits in Kansas appeared first on The Permit Company.

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Everything You Need to Know About Driving Oversized Loads Through Utah

Not only is Utah home to five National Parks and several other National Monuments and Sites, but it’s also home to some transportation history. The world’s first transcontinental railroad was completed in Promontory where the Central Pacific and Union Pacific Railroads met. To see this now National Historic Site while driving an oversized load through…

The post Everything You Need to Know About Driving Oversized Loads Through Utah appeared first on The Permit Company.

Not only is Utah home to five National Parks and several other National Monuments and Sites, but it’s also home to some transportation history. The world’s first transcontinental railroad was completed in Promontory where the Central Pacific and Union Pacific Railroads met. To see this now National Historic Site while driving an oversized load through the state, you’ll need an oversize permit in Utah, which is where The Permit Company comes in.

 

The Permit Company takes the hassle out of obtaining oversize and overweight truck permits, working directly with state and local agencies on your behalf. Below is everything you need to know about moving oversized loads through the state of Utah and how to obtain a permit.

 

1. How long are oversize permits valid in Utah? 

Single trip permits are valid for four consecutive days or 96 hours.

 

2. What are the legal dimensions for loads in Utah?

The legal limits in Utah are as follows:

  • Gross Weight: 80,000 lbs. on all roads
  • Width: 8’6” on all roads
  • Height: 14’ on all roads
  • Length: 45’ for single units and buses on all roads; 53’ for semi-trailers on all roads; 61’ for both trailers of cargo and cargo carrying twins and doubles on designated highways and 81’ on all other roads; 75’ for autotransporters and stinger steered on all roads; 95’ combined trailer length for turnpike doubles, triples, and cargo and cargo carrying Rocky Mountain doubles on designated highways and 81’ for combined trailer length on all other roads; 75’ for saddlemounts on designated highways and 95’ for three-unit saddlemounts on all other roads.

Federal Bridge Formula applies.

 

3. What are the permit limits for loads in Utah?

The routine-issue permit limits in Utah are as follows:

  • Weight:
    • Single: 29,500
    • Tandem: 50,000
    • Tridem: Bridge Formula
    • Quad: Quads must be cleared through the Department of Transportation (DOT)
    • Trunnion: Bridge Formula applies
  • Gross Weight*:
    • 5 axles: 100,000
    • 6 axles: 136,750
    • 7 axles: 148,500
    • 8 axles: 186,750
  • Length: There is no maximum length. If the road can handle the length, then the permit will be issued. Loads more than 105′ in length need to be sent in for review**.
  • Width: Anything more than 14’6” requires review**.
  • Height: Anything more than 14’6” requires review**.

*These are just guidelines. The gross weight depends on your axle spacing and axle configurations. DOT will decide if these weights are permissible. Anything weighing more than 125,000 lbs. or the maximum allowed for a group, and the permit must go to bridge for analysis.

**Loads up to 14’6” wide, 14’6” high, 105’ long and with a gross weight of 125,000 lbs. or under should automatically be issued a permit.

If load exceeds any of these dimensions or weights, refer to the section on super loads.

 

4. Is continuous travel allowed for oversize permits in Utah?

Continuous travel is allowed one half-hour before sunrise to one half-hour after sunset seven days a week. You may travel 24 hours a day, seven days a week with loads 10′ wide (on all highways with proper lights and flags on all extremities), 105′ long and 14′ high. Loads 10’ to 12’ wide or 105’ in length may move on secondary highways at night with two certified pilot escorts. Loads 10’ to 14’ wide or exceeding 105’ in length may move at night with one certified pilot escort. Loads exceeding 14’ in height must have approval from UDOT.

Travel is prohibited for loads exceeding 10′ wide, 14′ high or 105′ long on New Year’s Day, Memorial Day, Independence Day, Labor Day, Pioneer Day, Thanksgiving Day and Christmas Day.

 

5. When are escorts needed in Utah?

On all secondary highways:

  • 1 front escort needed for widths 12’-14’
  • 1 front and 1 rear escort (2 total) needed for widths 14’-17’
  • 1 front and 1 rear escort plus two police vehicles (4 total) needed for widths more than 17’
  • 1 rear escort needed for lengths 105’-120’
  • 1 front and 1 rear escort (2 total) needed for lengths more than 120’
  • 1 front with height pole and 1 rear escort (2 total) needed for heights 16’-17’6”
  • 1 front and 1 rear escort plus police vehicle (3 total) needed for heights more than 17’6”*
  • 1 front and 1 rear escort (2 total) needed for vehicles that cannot maintain the minimum posted speed
  • 1 front or rear escort needed for vehicles with an overhang of 20’ or more

On roads with four lanes or more:

  • 1 rear escort needed for widths 14’-16’
  • 1 front and 1 rear escort (2 total) needed for widths more than 16’
  • 1 rear escort needed for lengths 120’ or more
  • If the weight of the load is such that it cannot maintain the minimum safe speed (45 mph), an “Oversize Load” sign is needed. The sign should be 7′ x 18″ on a yellow background with black letters that are 10″ high in 1 5/8″ brush strokes.
  • 1 front and 1 rear escort (2 total) needed for heights 16’-17’6”
  • 1 front and 1 rear escort plus police vehicle (3 total) needed for heights more than 17’6”*
  • 1 front and 1 rear escort (2 total) needed if the height keeps the vehicle from maintaining the minimum posted speed
  • 1 escort needed if overhang is more than 20’

*Must notify utility companies for heights more than 17’6”.

Utah escort certification has reciprocity with any state that has an accredited course and issues a certification card.

State programs accepted include: Ariz., Colo., Fla., Minn., N.C., Okla., Va. (issued after 1/1/2014 only for eight-hour training), and Wash.

Notes:

  1. Utah requires a written test and classroom training for escorts.
  2. Utah DOT may require escort vehicles at its discretion when sight distance is deficient or when the route requires it for safety reasons (i.e. – turning and twisting on canyon roads).
  3. Front escorts must use height pole more than 16′ high.
  4. State police will require 48-hour advance notice. Contact 801-965-4518 for assistance.

6. What is a super load in Utah?

Super loads are generally considered to be anything more than 17′ wide, 17’6″ high and 125,000 lbs. gross weight. The state considers any load requiring bridge analysis and special routing to be a super load. Diagrams of axle spacings and weights are required along with the routes you plan to travel.

Applications are usually processed within one day, but if it is an extremely large or heavy load, it may take up to 48 hours.

Loads in excess of 17′ wide, 17’6″ high or 175′ in length require police escorts. Some secondary routes require police escorts for smaller loads. For more information, check the secondary highway restrictions.

If you need help getting an oversize permit in Utah or have a question about permits in any other states, give us a call at (800) 359-9407or send us an email.  

The post Everything You Need to Know About Driving Oversized Loads Through Utah appeared first on The Permit Company.

https://www.permitcompany.com/news/everything-you-need-to-know-about-driving-oversized-loads-through-utah/