Project & Heavy-Haul Logistics

The cargo, the site, the dates. LGX engineers everything in between.

A large move is five workstreams that have to land together: the lift plan, the permits, the route survey, the truck sequence, and the crew on the ground. LGX runs all five against one set date, with one project lead accountable for the whole of it, and stays on site until the last piece is set and the scope is closed.

Start a project inquiry → Talk to our project team

All we need to start

  1. 01

    The cargo

    Dimensions, weights, lift points, and drawings if you have them.

  2. 02

    The site

    Where it sets, and what the pad and the access look like.

  3. 03

    The dates

    When the site can take delivery, and when it has to be set.

What 4PL means on a project

The difference between moving a load and owning a project.

A broker or 3PL executes the task you hand it. On a large move, no single task is the hard part. The hard part is the work between the tasks, and someone has to own it.

Without LGX

A vendor stack

You write the scope, send the RFQs, and manage the crane company, the permit service, the trucking, and the customs broker yourself. When the permit is late and the crane is already booked, closing that gap is your job. Every handoff between vendors is work that lands on your desk.

With LGX

One team that owns it

You hand LGX the cargo, the site, and the dates, and we engineer the lift, pull the permits, survey the route, sequence the trucks, and keep our coordinators on site through placement and close-out. When something slips, we re-sequence around it. The handoffs still exist. They just happen inside one team, on one plan, with one person accountable for them.

Projects fail in the gaps between handoffs. 4PL exists to remove the handoffs.

Not a single project?

If your equipment flows through warehousing and distribution month after month, that is a standing program, and it has its own page.

4PL & managed logistics →

How a project moves

Five workstreams, engineered to land on one date.

Each stage below has its own lead time, its own failure mode, and its own document trail. None of them can wait for the others, so they run in parallel and converge on the day the site can set the piece. Here is what each one actually involves.

  1. 01Lift plan
  2. 02Permits
  3. 03Route
  4. 04Trucks
  5. 05Site crew
The set date

Five workstreams. One date they all have to hit.

  1. 01

    Crane & lift plan

    Before anything is booked, the lift is engineered: crane selection is sized to the heaviest pick and the working radius, with ground-bearing and pad checks, rigging design, and a written lift plan that the rest of the schedule has to serve. Origin and destination lifts are planned together, so the cargo leaves the way it has to arrive.

  2. 02

    Permits

    Over-weight and over-dimensional permits, state and provincial routing approvals, and the lead time each one carries, started early so permitting never becomes the critical path. Expiry windows are tracked against the move date so nothing lapses mid-transit.

  3. 03

    Route survey

    The route is surveyed end to end: bridge and overhead clearances, turn radii, weight-rated structures, escort and pilot-car requirements, and the timing windows the route allows. The output is the route the trucks actually drive, with the risk register attached.

  4. 04

    Sequenced trucks

    Pieces on multi-truck and multi-piece moves are staged to land in the sequence the site can set them, not in one wave and not out of order. Flatbed, step-deck, RGN, multi-axle, and specialized trailers are matched to each piece. For ocean and cross-border legs, transit is timed back from the on-site date.

  5. 05

    On site through close-out

    LGX coordinators on the ground for receiving, the crane spot, spotting and placement with the site team, and rental demobilization. Then the scope wrap-up package: bills of lading, permits, lift plans, photos, weight tickets, sign-offs, and a reconciled final invoice. The project is closed, not simply delivered.

One project lead runs all five. One inbox, one phone number, one escalation path, from the first drawing to the closed file.

Start a project inquiry →

Cargo we handle

Cargo most providers won’t touch. And most that do, only partially.

Every piece below gets the same treatment: engineered, permitted, routed, and sequenced as part of one plan, not booked as a line item.

01

Heavy lift

Single-piece cargo from around 30 tons into the hundreds. Vessel and trailer selection, lift planning, crane and rigging.

Heavy haul & OOG →

02

OOG / dimensional cargo

Over-height, over-width, and over-length pieces: flat racks, open-tops, breakbulk, project flats.

Heavy haul & OOG →

03

Power & data-center cargo

Transformers, switchgear, generator and cooling packages, from procurement through the on-site set.

Data center & power →

04

Breakbulk

Loose, individually rigged cargo: pressure vessels, modular skids, pipe racks, structural steel.

Heavy haul & OOG →

05

Permit loads & escorted moves

Inland moves over state and provincial limits: route surveys, permits, pilot cars, and police escorts as required.

06

Multi-modal project campaigns

Multi-vessel, multi-route campaigns sequenced into a site over weeks or months to match construction or commissioning.

What you can expect from us

One scope. One team. One accountable lead.

  • When the scope is owned, you call one person.
  • When a permit is held at the state, that’s our call to make.
  • When the crane is delayed, that’s our problem to solve.
  • When the cargo clears customs, that’s our document trail.
  • When the last piece is set and the rentals are returned, that’s our scope to close.

We will tell you what we own and what we don’t. Customs entry is handled by a partner broker, and we say so. We deploy in-house and partner capacity per project, and we don’t pretend otherwise. The 4PL story only works if it’s true.

How LGX is built

Asset-light on the road. Asset-backed in the yard.

Owning no trucks is a feature. Each scope gets the trailer, the crane, and the crew it needs instead of the equipment we happen to have parked. Where owning the asset changes the outcome, we own it.

  • Trucks matched per scope, not per fleet

    We arrange and broker the capacity each piece needs: flatbed, step-deck, RGN, multi-axle, and breakbulk or heavy-lift charter when the piece needs a vessel.

  • Our own laydown & storage yard

    Project cargo is received, staged, and consolidated on LGX ground in Humble, Texas, so the release sequence is ours to control, not a demurrage clock.

    Storage & warehousing →

  • A 50-ton crane in that yard

    Heavy and dimensional pieces are received, handled, and loaded in house, on the project’s schedule rather than a rental window.

  • LGX coordinators at the site

    The people who wrote the lift plan are the people on the ground when it runs, from the first arrival to the last sign-off.

Industries

Where our project work concentrates.

Three sectors account for most of the scopes we run, and the data-center buildout is first among them.

01 · Priority vertical

Data Center & Power Infrastructure

Transformers, switchgear, cooling and generator sets moving into hyperscale and colocation buildouts on staggered set dates, where the lift and the delivery window are decided months out.

Data center & power →

02

Energy & Midstream

Pressure vessels, compressor packages, and modular units for LNG, petrochemical, and midstream capital projects and turnarounds, where the outage window is the schedule.

Energy & midstream →

03

Industrial / Plant Projects

Plant builds, expansions, and module yards: inbound heavy steel, pipe, and pressure vessels, and outbound assemblies into the site.

Industrial / plant →

Reach

Planned from the site backward, wherever the site is.

LGX runs project and heavy-haul scopes across the United States and internationally. The set date fixes the delivery window, the window fixes the transit, and the transit fixes the origin pickup, so every plan starts at your site and works back to whichever origin the project requires.

We’re based in Humble, Texas, with the yard and crane on the Gulf Coast. Lanes we run often keep their port and partner relationships warm all year; everything else is quoted per scope and planned to the same standard.

Frequently asked

Questions a project buyer typically asks first.

How is LGX different from a 3PL or a freight broker?

A 3PL or broker executes a task you assign: books a container, dispatches a trailer. LGX owns the scope: lift plan, permits, route survey, sequenced trucks, customs coordination, on-site placement, scope wrap-up. You hand us the cargo, the site, and the dates; we manage every party that touches the move between them.

You don’t own trucks. Doesn’t that make you a broker?

We’re asset-light on transportation by design. It lets us match the right equipment to each scope instead of forcing your cargo onto a fleet we happen to own. Where it matters, we are asset-backed: our own laydown/storage yard and a 50-ton in-yard crane, and our own people on site through completion. That combination is the point.

Do you operate your own ocean capacity?

We deploy in-house and partner capacity per project. Ocean FCL is primary; air is offered for time-critical scope; LCL is not offered. Capacity decisions are explicit in the scope of work.

Do you handle customs entry in-house?

Customs entry is handled by a partner customs broker. LGX coordinates the handoff: document set, timing, and any flags against the schedule.

Are you an NVOCC?

NVOCC application is in process. Until granted, we do not claim NVOCC status.

What regions and lanes do you cover?

The market is national and international. We plan each scope from the site backward through whichever origin it requires. We’re based in Humble, TX, and we run some lanes regularly (for example China → U.S. Gulf Coast and China → Canada), but those are proof we do this often, not the edge of where we work. → Reach

How small is too small for a project scope?

There’s no fixed dollar threshold. The question is whether the cargo, route, or milestone profile creates work that doesn’t fit a one-line booking. If it does, the project frame fits. If the cargo is standard and the schedule has slack, a forwarding or domestic booking is the right answer. And we’ll tell you that on intake. For day-to-day open-deck or hotshot loads, see Domestic Freight.

How long does an inquiry response take?

Initial response within one business day. A structured scope plan (route survey notes, partner-scope notes, risk flags) typically inside 5 to 10 business days depending on cargo complexity and origin survey lead time.

How do you handle confidentiality?

We do not publish customer names, addresses, or identifying logos. NDA on request; default behavior anyway.

Ready when you are

Send us the scope.

The cargo, the site, and the dates are enough to start. You get back a written plan: what we’ll own, how we’ll execute it, and where partner capacity will be deployed.

Start a project inquiry →

Or call our project team at 832 699 4540.