Until about 6 year ago when the whole rig was replaced, RMT ran an a-frame with swap bodies (box, curtain, and flat). Dave, the driver, could get the trailer in a bay first time. We used to chalk a line on the bay at the depot, and even blindside it was only ever an inch at most away from this line. Great to watch. He retired in 2003, and the rig was replaced by a centre axle trailer and new truck to be close coupled. Dave used to drive for BRS using their a-frames behind 8x4’s so he had plenty of experience.
Tobyjug:
Many moons ago when these vehicles required a trailer mate the driver always unhitched, turned the towing vehicle around to face the trailer, re-coupled and then pushed the trailer facing it. Piece of cake.
Yep thats the way i coped with them, drove one a few times for DairyCrest, trying to reverse it was sweating like a barsteward, after 30 mins of watching me trying to put it in a bay one of the old boys came across and told me “push the ■■■■■■ in”, me “do what?” , once he had explained it was a piece of pish
Drove this one for nearly 3 years, not good to reverse because of the long unit and no power steering, the over hang over the front of the cab did not help the steering. When reversing it was better to keep the outfit as straight as posible and take a few shunts to keep it straight. Had to reverse out of the Dartford tunnel one day due to a car fire that was a bit of a task, it was about the only time the drivers mate came in handy other than loading. Driving the vehicle forward was great because of the long overhang between the coupling and the tow hitch the trailer used to have very little cut in.
HERE is a driving school video showing an A frame being reversed around a corner.
It’s slow enough that you can get a feel for the manoeuvre.
As you can see, it is quite simple, and nothing that cannot be mastered with a bit of practice.
The commentary by the driving instructor would have been better if he didn’t have that bloody awful Sachsen accent, mind.
this is one I used to drive, I did quite like driving it and could get it into tighter spots than a conventional draw-bar and that was the reason we used them on removals.
the important thing about reversing one of these was to do everything slowly, and when it started to go wrong little shunts were better than big ones.
as for pushing them with the front, it would never work over any sort of distance as you can’t see where you are going with an 8 foot wide trailer in front of you
bugcos:
Was tipping on a loading bay the other day, and as I sat there a German turned up with an Aframe, and had to do a blindide reverse onto the next bay to me. It took him numerous shunts and about 15 minutes before he finally got it on the bay. Im not knocking the guy, Ive never driven one and it looks very tricky. I would like a go at one to see what I would be like with it.
So tell me people is, it something you can get good at, or is it just luck when you are reversing them?
Anyone know of a driving school with one?LOL
It’s not just luck. The basic trick is the same as with artics, ie to make your turn so that the back wheels of the trailer end up where you want them, and that is just down to experience.
After that, this is what I do (don’t laugh) I imagine the trailer is an enourmous pallet pump truck (everyone can use them, right??). Then I keep the picture in my head that I’m using the rear of my rigid to push the “pumper” the way I want it to go.
I was a bit wary of starting on w&d’s (after 10+ years away from driving, and was on artics then) but having now driven them for a year I would always choose w&d over artic now especially with the winters we have here.
can someone explain to me why are these combinations (2-axle wagon + 3axle drag) so popular? As I would imagine you’d have a hard time keeping from overloading the driveaxle when loaded to 40 ton.
A friend of mine had one at Wares Transport , DAF 2500. picture on Ash’s 80 thread, he got that good, that while tipping in Holland one day a Dutchman asked if he would back his truck on the bay for him, and the Dutch can handle em.
milodon:
can someone explain to me why are these combinations (2-axle wagon + 3axle drag) so popular? As I would imagine you’d have a hard time keeping from overloading the drive axle when loaded to 40 ton.
you are right about axle weight, I could only load 6 tonnes on the front half and 18 on the trailer so it was always hard to get the load placed where you want it, all the company’s that use wagon and drags for general haulage have 3 front and 2 trailer combination, jumbo trans 120 cbm trucks normally have 3 axle trailer and 2 axle prime mover as weight is less of a problem but the volume is. you get larger volume on the trailer due to the lower floor level, you can see what I mean in the picture of the DAF that replaced the Magnum, it has a shorter front and longer + lower trailer
those MAN’s were a nightmare, was that one a 192 or 232? I drove one for(Fred) Brooker overland, but at least it wasn’t a tilt, I Was doing cans most of the time, but they used to throw in a heavy load every so often, If I remember rightly it only had 150 ltr tank as well. who were you driving it for?
at least you had a bigger pod than the FL6? in the background,
ANC at Chesterton used to have one.
The night of the Hurricane in the 80’s I was on agency there. That was a windy night
Got given this thing: drop the trailer at Droitwich and then down to Exeter.
Load the prime mover (ERF EC10) and back to Droitwich to collect the now loaded trailer.
Got back to Chesterton and was asked to reverse it on to the bay.
Nightmare!!! left it in the middle of the yard and went home. Let the forklifts to uncouple and
push thr trailer back.
Had ago though, gave up after the 10th attempt!!
E reg I think.
It was when all the fleet were EC10’s.
They hadn’t been at Chesterton long…just after they moved from Fenton
( the old Great mills site next to Halford’s on Victoria road)
bet you don’ t remember that either!
