Longest curtainsider in Uk

[carryfast]

billybigrig:

Carryfast:

billybigrig:

No what that thread actually shows is an understanding of …

No it shows, as usual, you trying to argue black is white with a bunch of lads who’ve been there and done that based upon nothing more than a ■■■■■ for massive trucks and a lifetime watching bad trucking movies.

However none of that has zb all to do with any reference to ‘google’ or ‘youtube’.It’s all basic knowledge which I’ve had since long before the internet ever existed.

Must be accrued knowlege from all that experience then eh.

How the zb could it be a ‘bunch of lads who’ve been there done that’ when this lash up of a device hasn’t even been put into large scale use yet .

I was clearly referring, by use of the words "that thread"instead if “this thread”, to the one you linked to

Unlike my ‘experience’ of driving drawabar outfits in which I wouldn’t have complained one bit about being given a 45 foot semi trailer to pull behind a 6 wheeler rigid using a two axle dolly and proven by the facts as written by those who’ve been there done that.But I don’t remember any so called ‘trucking movies’,bad or otherwise,that ever featured such outfits.

Of course you would big trucker, 10-4 rubber chicken and all that eh
Funny how you are all for those who’ve been there and done that when it suits eh Captain Flipflop

‘That thread’ and ‘this thread’ were all about the same thing being ‘this thread’s’ type of lash up of an extended 45 ft semi trailer idea in which I then turned into an argument concerning the idea that a decent drawbar outfit would be better even using a 45 foot trailer instead of the current type.

All of which seems relevant considering the obviously retrograde idea of going from at least a caravan type drawbar outfit to the extended semi with it’s extra length all stuck on each end instead of at least putting it in the middle if they really must use an artic to do a draw bar outit’s job.

[billybigrig]

Carryfast:
‘That thread’ and ‘this thread’ were all about the same thing being ‘this thread’s’ type of lash up of an extended 45 ft semi trailer idea in which I then turned into an argument concerning the idea that a decent drawbar outfit would be better even using a 45 foot trailer instead of the current type.

The only commonality is your predictable jumping all over it spouting [zb] about things you no not of.

All of which seems relevant considering the obviously retrograde idea of going from at least a caravan type drawbar outfit to the extended semi with it’s extra length all stuck on each end instead of at least putting it in the middle if they really must use an artic to do a draw bar outit’s job.

What your failing to grasp is that this is in fact a more usable way of doing it within the lengths of combination already used here and therefore capable of making full use of existing infrastructure
The unit can pull other trailers on other types of work within fleet just as if the unit goes down another will suffice. Flexibility and simplification simples.

Either way up the vehicle replaces a wobble and drag without drama.

This is how your argument goes…

A man uses a small van and trailer to carry his goods. He decides to buy a bigger van. Simple but no no no no here comes Captain Cabhappy telling him he’s all wrong and he needs an 18 tonner as that’s more efficient. Problem being he holds no HGV or O licence. He tries to tell Captain Convoy who simply wont have any of it as he is right.
Of course the irony here is that Captain Calculator has never driven one but he did drive a LWB transit years ago and thus knows everything.

I drive regularly at that length all over the UK and Europe without worry or issue and Greek who has actually driven said beasty says

Greek:
Didn`t seem too bad rear steer so followed ok steer locks up past 35mph & in reverse, thought there might have been a bit more scrub when backing up but ok might be something to do with the way axles are set up.

and also

dazzler:
We have one in our yard in Trafford Park destined for deliveries next week,with the trailer being rear steer it follows the exact path that a normal trailer takes,however our has problems with the rear axle not locking in the straight ahead position for reversing,the front axle lifts slightly when turning(to avoid tyre scrubb),the only problem that I have encountered is that the trailer uses a lot of air when manoevring,its difficult to complete a reversing manoevre without draining your air,as ours is liveried up(larger trailer,more fill etc) it gets noticed a lot and other drivers are curious about it,hope this helps !!

There you go, genuine opinions based on genuine knowledge.

There’s no point waffling about how much better any other bigger combinations would be as we do not have them. We have these and we’re interested in how they work.

So give it a [zb]ing rest you argumentative troll.

I and others who actually still drive are interested in this and how it will work but it’s gonna be hard to keep interest and input to the thread if this becomes another [zb] Crazyfast white is black and big lorries rule crapfest.

[kr79]

Drawbars have a place in the haulage world but artics provide greater flexibility.
Look at it this way you have a tractor unit doing container work it goes quiet you can just drop your skellie and go and do fridge work. It’s not quite so flexible with a drawbar.

[carryfast]

kr79:
Drawbars have a place in the haulage world but artics provide greater flexibility.
Look at it this way you have a tractor unit doing container work it goes quiet you can just drop your skellie and go and do fridge work. It’s not quite so flexible with a drawbar.

It is when it’s just a case of converting a semi to a draw bar trailer using a dolly with the advantage that they can throw some more on the prime mover too assuming it’s a demount with ISO capability so you can put a 20 ft fridge box on to go with the trailer.

[carryfast]

billybigrig:

Carryfast:
‘That thread’ and ‘this thread’ were all about the same thing being ‘this thread’s’ type of lash up of an extended 45 ft semi trailer idea in which I then turned into an argument concerning the idea that a decent drawbar outfit would be better even using a 45 foot trailer instead of the current type.

The only commonality is your predictable jumping all over it spouting [zb] about things you no not of.

All of which seems relevant considering the obviously retrograde idea of going from at least a caravan type drawbar outfit to the extended semi with it’s extra length all stuck on each end instead of at least putting it in the middle if they really must use an artic to do a draw bar outit’s job.

What your failing to grasp is that this is in fact a more usable way of doing it within the lengths of combination already used here and therefore capable of making full use of existing infrastructure
The unit can pull other trailers on other types of work within fleet just as if the unit goes down another will suffice. Flexibility and simplification simples.

Either way up the vehicle replaces a wobble and drag without drama.

This is how your argument goes…

A man uses a small van and trailer to carry his goods. He decides to buy a bigger van. Simple but no no no no here comes Captain Cabhappy telling him he’s all wrong and he needs an 18 tonner as that’s more efficient. Problem being he holds no HGV or O licence. He tries to tell Captain Convoy who simply wont have any of it as he is right.
Of course the irony here is that Captain Calculator has never driven one but he did drive a LWB transit years ago and thus knows everything.

I drive regularly at that length all over the UK and Europe without worry or issue and Greek who has actually driven said beasty says

Greek:
Didn`t seem too bad rear steer so followed ok steer locks up past 35mph & in reverse, thought there might have been a bit more scrub when backing up but ok might be something to do with the way axles are set up.

and also

dazzler:
We have one in our yard in Trafford Park destined for deliveries next week,with the trailer being rear steer it follows the exact path that a normal trailer takes,however our has problems with the rear axle not locking in the straight ahead position for reversing,the front axle lifts slightly when turning(to avoid tyre scrubb),the only problem that I have encountered is that the trailer uses a lot of air when manoevring,its difficult to complete a reversing manoevre without draining your air,as ours is liveried up(larger trailer,more fill etc) it gets noticed a lot and other drivers are curious about it,hope this helps !!

There you go, genuine opinions based on genuine knowledge.

There’s no point waffling about how much better any other bigger combinations would be as we do not have them. We have these and we’re interested in how they work.

So give it a [zb]ing rest you argumentative troll.

I and others who actually still drive are interested in this and how it will work but it’s gonna be hard to keep interest and input to the thread if this becomes another [zb] Crazyfast white is black and big lorries rule crapfest.

I think you’ll find that ‘rear steer’ is made to follow the tail sweep not stop it.If it tried to stop it it would tear the tyres to shreds over time.That’s why it’s rear steer not fixed.

[460mc]

Carryfast:

waynedl:

Pat Hasler:

EastAnglianTrucker:
Just think how many cyclists could be mown down when turning left with this…

how do you think we cope in city streets over here with 53 ft trailers and a truck on the front that makes the whole thing 72 ft long ?
We get by, we observe, we look out for cyclists.
the trailer shown there would be as easy as pie ! … it has rear steering axles FFS

Come on Pat, you’re from England orig, you can’t possibly compare your streets to the likes of the streets of London, Oxford, Chester etc.

BUT, I’ve drove bendy busses in London and Manchester, and they’re approx 70’ long

It’s not the overall length that matters so much as the axle configurations and resulting overhangs behind the axles and forward of the pin.In this case it’s all on the overhangs at each end not between the pin and the axle because unlike most of the American ideas they’re fixated on cut in here and forget what’s going on at each end.It’s more likely that you’ll be wiping out cyclists and maybe a few traffic lights and pedestrians when turning right with this not left.

It’s easier to see what cut in is doing than it is to see what the opposite corner at the back is doing on a turn (tail sweep) for example in which case it’s easy to wipe someone out with the rear corner without even knowing about it.While a decent LHV drawbar outfit would provide the best of all worlds combination of providing more load deck space and weight capacity and less front an rear overhangs together with manageable,if not less, levels of cut in.But the steering axle is just there to support the extra weight further back to help keep the axle weights right but it doesn’t stop the tail sweep which is why it steers to stop tyre scrub.

If your a competent driver your always gonna be better off with extra on the overhang as you still have more maneuverability

[carryfast]

460MC:

Carryfast:

waynedl:

Pat Hasler:

EastAnglianTrucker:
Just think how many cyclists could be mown down when turning left with this…

how do you think we cope in city streets over here with 53 ft trailers and a truck on the front that makes the whole thing 72 ft long ?
We get by, we observe, we look out for cyclists.
the trailer shown there would be as easy as pie ! … it has rear steering axles FFS

Come on Pat, you’re from England orig, you can’t possibly compare your streets to the likes of the streets of London, Oxford, Chester etc.

BUT, I’ve drove bendy busses in London and Manchester, and they’re approx 70’ long

It’s not the overall length that matters so much as the axle configurations and resulting overhangs behind the axles and forward of the pin.In this case it’s all on the overhangs at each end not between the pin and the axle because unlike most of the American ideas they’re fixated on cut in here and forget what’s going on at each end.It’s more likely that you’ll be wiping out cyclists and maybe a few traffic lights and pedestrians when turning right with this not left.

It’s easier to see what cut in is doing than it is to see what the opposite corner at the back is doing on a turn (tail sweep) for example in which case it’s easy to wipe someone out with the rear corner without even knowing about it.While a decent LHV drawbar outfit would provide the best of all worlds combination of providing more load deck space and weight capacity and less front an rear overhangs together with manageable,if not less, levels of cut in.But the steering axle is just there to support the extra weight further back to help keep the axle weights right but it doesn’t stop the tail sweep which is why it steers to stop tyre scrub.

If your a competent driver your always gonna be better off with extra on the overhang as you still have more maneuverability

No a competent driver knows that extra on the overhang just means more tail sweep which is (a lot) more difficult to deal with in the real world than cut in is until the point is reached where the trailer just ain’t going to make the turn anyway because it’s just too long in which case it won’t matter wether the extra length is on the overhangs or in the middle.

[raymundo]

kr79:
I know ups use a frame types from Germany to the uk. I see them at the Barking depot all the time. Must admit going forward they are very good with no cut in but I’ve been told they require a bit of practice going backwards.

Too bloody right they do, I defy anyone who says its easy but practice makes it easier or less difficult. I used to drive one of Alstons with furniture and would prefer it anyday to that extended arctic monstrosity.

[taffytrucker]

Pimpdaddy:

Saaamon:

Pimpdaddy:
Looks ugly, should be no different to the normal trailers we pull today though, they should have also enforced a height restriction like in Europe, trailers in the UK are far too high…

I don’t think we should have height restrictions like europe but do believe anything over around 14’3 (typical kind of height for most lorries) should be a low ride set up.

I think 13’ 6" max+longer trailers as standard should be good for us, saves fuel, bridge strikes & rollovers are less likely, could potentially create more jobs etc…

A switched on driver wont cause bridge strike or anything else you are talking about there yes the doubler decks atc take some getting used to but never had any problems with them just some great fun in the wind

[carryfast]

raymundo:

kr79:
I know ups use a frame types from Germany to the uk. I see them at the Barking depot all the time. Must admit going forward they are very good with no cut in but I’ve been told they require a bit of practice going backwards.

Too bloody right they do, I defy anyone who says its easy

It’s (a lot) easier than having to keep worrying about what the back end of that lash up of a semi trailer is doing or has caught while it’s going forwards at every turn.

[the_sarge]

Still giving us all the benefit of your vast knowledge and experience, are you CF?

[carryfast]

The Sarge:
Still giving us all the benefit of your vast knowledge and experience, are you CF?

Yes enough ‘knowlege and experience’ of using artics and wagon and drags to know which is best between the choice of this thing or a drawbar outfit.

[the_sarge]

You keep telling yourself that, just keep telling yourself…

[robinhood_1984]

The Sarge:
Still giving us all the benefit of your vast knowledge and experience, are you CF?

Carryfast…Trucknets’ very own minister of transport.

[460mc]

Carryfast:

460MC:

Carryfast:

waynedl:

Pat Hasler:

EastAnglianTrucker:
Just think how many cyclists could be mown down when turning left with this…

how do you think we cope in city streets over here with 53 ft trailers and a truck on the front that makes the whole thing 72 ft long ?
We get by, we observe, we look out for cyclists.
the trailer shown there would be as easy as pie ! … it has rear steering axles FFS

Come on Pat, you’re from England orig, you can’t possibly compare your streets to the likes of the streets of London, Oxford, Chester etc.

BUT, I’ve drove bendy busses in London and Manchester, and they’re approx 70’ long

It’s not the overall length that matters so much as the axle configurations and resulting overhangs behind the axles and forward of the pin.In this case it’s all on the overhangs at each end not between the pin and the axle because unlike most of the American ideas they’re fixated on cut in here and forget what’s going on at each end.It’s more likely that you’ll be wiping out cyclists and maybe a few traffic lights and pedestrians when turning right with this not left.

It’s easier to see what cut in is doing than it is to see what the opposite corner at the back is doing on a turn (tail sweep) for example in which case it’s easy to wipe someone out with the rear corner without even knowing about it.While a decent LHV drawbar outfit would provide the best of all worlds combination of providing more load deck space and weight capacity and less front an rear overhangs together with manageable,if not less, levels of cut in.But the steering axle is just there to support the extra weight further back to help keep the axle weights right but it doesn’t stop the tail sweep which is why it steers to stop tyre scrub.

If your a competent driver your always gonna be better off with extra on the overhang as you still have more maneuverability

No a competent driver knows that extra on the overhang just means more tail sweep which is (a lot) more difficult to deal with in the real world than cut in is until the point is reached where the trailer just ain’t going to make the turn anyway because it’s just too long in which case it won’t matter wether the extra length is on the overhangs or in the middle.

I beg to differ on that no all corners are straight forward, iv done theatre work in and out of some very tight spaces with various trailers with different axle setups and the best combo iv had is spread axle tandem because the first axle is so far forward so the point of turns early which at least gives you the choice on how to approach tight spaces as apposed to this ■■■■ uk setup of having the wheels right setback where your only choice is to go as wide as you can and hope the cut-in doesn’t foul.

[rikki-uk]

Carryfast. i have for a long time ignored your posts, ,as, they are “entertaining” and inspire debate

But I have to ask if you have reread what you have written - because while I am not the foremost transport expert in the world even I can see it is ■■■■■■■■

any trailer with command steer is far more manouverable that any other combination ( note command steer not passive) and on simple utalisation of the unit being able to change between normal trailers. urban trailers and the new long ones with a standard unit makes your major asset ( the unit) far more effective and cost effiecent with almost any other combination you are restricted.

Simple and realistic fact of life is, a rear command steer trailer at the new lengths will actaully take less of a track round a corner than a conventional triaxle - bit harder to reverse but thats where you earn your wages or pride at what you do

I have taken 30 metre bridge beams around mini roundabouts that I struggled not to nudge with a conventional triaxle 13.6

[kr79]

Command steer passive steer what’s the difference please and what’s the pro and con of each?

[rikki-uk]

Command steer works of a wedge in the V of the fifth wheel and powers hydraulics to steer the trailer in the intended direction that the unit is travelling, Passive steer relies on the drag of the trailer to turn to rear steer axles- the first is far more responsive and predictable , the latter can have a mind of its own- a bump in the road can throw a passive system out of track

Pros - a passive system is a large weight saving over command steer
Cons- it is not controlable to the extent a command system is

[billybigrig]

[carryfast]

.