Oh, it’s fun to be back.
I remember from about a decade ago when during a similar discussion carryfast (who is also specialist in the railways as well) was telling me that designers of the steam engines are wrong by having so many drive axles, as one would be perfectly sufficient 
RIPPER:
It’s been a while since i worked for them but Visbeen have been using some similar truck/trailer combinations for some time now, although not 120 pallets
I was in Finland couple of months ago and that seems as pretty standard outfit in there, if there was a standard artic on the road, you could be almost certain it will be on German, Polish or one of the Baltic States plates
The Finns, meanwhile…
orys:
Oh, it’s fun to be back.I remember from about a decade ago when during a similar discussion carryfast (who is also specialist in the railways as well) was telling me that designers of the steam engines are wrong by having so many drive axles, as one would be perfectly sufficient
If you go back to what I ‘actually’ said I actually stated the case for the Gresley class 4 6 2 configuration.Which I’m sure still holds the steam engine speed record re Mallard.
Carryfast:
If you go back to what I ‘actually’ said I actually stated the case for the Gresley class 4 6 2 configuration.Which I’m sure still holds the steam engine speed record re Mallard.
QED. 
orys:
Carryfast:
If you go back to what I ‘actually’ said I actually stated the case for the Gresley class 4 6 2 configuration.Which I’m sure still holds the steam engine speed record re Mallard.QED.
To be fair I’d overlooked the 2 10 0 BR standard class heavy freight loco.QED indeed.
Slight flaw in them as I can see near me in the services. The driver has had to drop the trailer in one space and park somewhere else as he is to long.
Carryfast:
hutpik:
As usual Carryfast is commenting on something about which he has no knowledge.Having driven double drives and bogielift trucks in Scandinavia,USSR,ME and Canada double drives may be better in places like USSR and parts of ME\Asia\Northern Canada where the roads are mainly gravel underlay but in Europe\Scandinavia where they are predominantly asfalt then even in winter a bogie is as good as double drive especially if the weight is a consideration.Double drive is used mainly for local work on rigids in areas where snow ploughs are infrequent, for snowploughs and logging roads,small villages etc.Bogie lifts are used on almost all long distance,for weight,tyre wear,and fuel efficiency.But most NZ, Australia, Canada and US operators and even here in the days when the rigid 8 was the mainstay of UK haulage, would disagree for ‘all’ of the reasons I’ve given.Especially when you’re talking about 50t + gross weights.
Now awaits I know nothing
those markets are all predominantly unmade loose roads or single drive.
The fact is at best using weight to create traction smashes roads the resulting costs of which exceed any fuel savings and defeats the object of using a 9 or 10 axle outfit.Bearing in mind the ability to dump a lift bogie of a loaded truck is often locked out by law for that reason.
I agree with Franglais for a change.
Quite obviously you haven’t driven a truck in this country, since the outbreak of WW ll.
Some idiotic statements emanate from the alternative world, inside your head.
Star down under.:
Carryfast:
hutpik:
As usual Carryfast is commenting on something about which he has no knowledge.Having driven double drives and bogielift trucks in Scandinavia,USSR,ME and Canada double drives may be better in places like USSR and parts of ME\Asia\Northern Canada where the roads are mainly gravel underlay but in Europe\Scandinavia where they are predominantly asfalt then even in winter a bogie is as good as double drive especially if the weight is a consideration.Double drive is used mainly for local work on rigids in areas where snow ploughs are infrequent, for snowploughs and logging roads,small villages etc.Bogie lifts are used on almost all long distance,for weight,tyre wear,and fuel efficiency.But most NZ, Australia, Canada and US operators and even here in the days when the rigid 8 was the mainstay of UK haulage, would disagree for ‘all’ of the reasons I’ve given.Especially when you’re talking about 50t + gross weights.
Now awaits I know nothing
those markets are all predominantly unmade loose roads or single drive.
The fact is at best using weight to create traction smashes roads the resulting costs of which exceed any fuel savings and defeats the object of using a 9 or 10 axle outfit.Bearing in mind the ability to dump a lift bogie of a loaded truck is often locked out by law for that reason.
I agree with Franglais for a change.Quite obviously you haven’t driven a truck in this country, since the outbreak of WW ll.
Some idiotic statements emanate from the alternative world, inside your head.
The bit in red was actually obviously Hutpik’s suggestion
not mine so I replied to it sarcastically as it deserved.
So let’s get this right MY case is that double drive is the predominant spec in places where they don’t want to smash the roads with high drive axle weights and where they don’t want to save another penny in fuel costs to spend another pound in knackered single drive spec driveline components being made to to the job of two.
Star down under.:
Carryfast:
hutpik:
As usual Carryfast is commenting on something about which he has no knowledge.Having driven double drives and bogielift trucks in Scandinavia,USSR,ME and Canada double drives may be better in places like USSR and parts of ME\Asia\Northern Canada where the roads are mainly gravel underlay but in Europe\Scandinavia where they are predominantly asfalt then even in winter a bogie is as good as double drive especially if the weight is a consideration.Double drive is used mainly for local work on rigids in areas where snow ploughs are infrequent, for snowploughs and logging roads,small villages etc.Bogie lifts are used on almost all long distance,for weight,tyre wear,and fuel efficiency.But most NZ, Australia, Canada and US operators and even here in the days when the rigid 8 was the mainstay of UK haulage, would disagree for ‘all’ of the reasons I’ve given.Especially when you’re talking about 50t + gross weights.
Now awaits I know nothing
those markets are all predominantly unmade loose roads or single drive.
The fact is at best using weight to create traction smashes roads the resulting costs of which exceed any fuel savings and defeats the object of using a 9 or 10 axle outfit.Bearing in mind the ability to dump a lift bogie of a loaded truck is often locked out by law for that reason.
I agree with Franglais for a change.Quite obviously you haven’t driven a truck in this country, since the outbreak of WW ll.
Some idiotic statements emanate from the alternative world, inside your head.
I really, do not know why you bother with him… this is the bloke who states we can’t have 90t trucks on roads …, also will accuse us of lying of B double trailers … well supper B double with 4 axles to carry even. More now.
Us the so horrid knowing it all.
discoman:
Star down under.:
Carryfast:
hutpik:
As usual Carryfast is commenting on something about which he has no knowledge.Having driven double drives and bogielift trucks in Scandinavia,USSR,ME and Canada double drives may be better in places like USSR and parts of ME\Asia\Northern Canada where the roads are mainly gravel underlay but in Europe\Scandinavia where they are predominantly asfalt then even in winter a bogie is as good as double drive especially if the weight is a consideration.Double drive is used mainly for local work on rigids in areas where snow ploughs are infrequent, for snowploughs and logging roads,small villages etc.Bogie lifts are used on almost all long distance,for weight,tyre wear,and fuel efficiency.But most NZ, Australia, Canada and US operators and even here in the days when the rigid 8 was the mainstay of UK haulage, would disagree for ‘all’ of the reasons I’ve given.Especially when you’re talking about 50t + gross weights.
Now awaits I know nothing
those markets are all predominantly unmade loose roads or single drive.
The fact is at best using weight to create traction smashes roads the resulting costs of which exceed any fuel savings and defeats the object of using a 9 or 10 axle outfit.Bearing in mind the ability to dump a lift bogie of a loaded truck is often locked out by law for that reason.
I agree with Franglais for a change.Quite obviously you haven’t driven a truck in this country, since the outbreak of WW ll.
Some idiotic statements emanate from the alternative world, inside your head.I really, do not know why you bother with him… this is the bloke who states we can’t have 90t trucks on roads …, also will accuse us of lying of B double trailers … well supper B double with 4 axles to carry even. More now.
Us the so horrid knowing it all.
I’m seeing more quad axle trailers in general use, of late, even as single trailers.
discoman:
Star down under.:
Carryfast:
hutpik:
As usual Carryfast is commenting on something about which he has no knowledge.Having driven double drives and bogielift trucks in Scandinavia,USSR,ME and Canada double drives may be better in places like USSR and parts of ME\Asia\Northern Canada where the roads are mainly gravel underlay but in Europe\Scandinavia where they are predominantly asfalt then even in winter a bogie is as good as double drive especially if the weight is a consideration.Double drive is used mainly for local work on rigids in areas where snow ploughs are infrequent, for snowploughs and logging roads,small villages etc.Bogie lifts are used on almost all long distance,for weight,tyre wear,and fuel efficiency.But most NZ, Australia, Canada and US operators and even here in the days when the rigid 8 was the mainstay of UK haulage, would disagree for ‘all’ of the reasons I’ve given.Especially when you’re talking about 50t + gross weights.
Now awaits I know nothing
those markets are all predominantly unmade loose roads or single drive.
The fact is at best using weight to create traction smashes roads the resulting costs of which exceed any fuel savings and defeats the object of using a 9 or 10 axle outfit.Bearing in mind the ability to dump a lift bogie of a loaded truck is often locked out by law for that reason.
I agree with Franglais for a change.Quite obviously you haven’t driven a truck in this country, since the outbreak of WW ll.
Some idiotic statements emanate from the alternative world, inside your head.I really, do not know why you bother with him… this is the bloke who states we can’t have 90t trucks on roads …, also will accuse us of lying of B double trailers … well supper B double with 4 axles to carry even. More now.
Us the so horrid knowing it all.
I ‘actually’ said that an A train is superior to a B train because it’s based on train weights.
Not combination weights transferring loads between trailers.In which case that’s well over 100 tonnes gross for an A triple.
Like NZ, Canada and US I’m also seeing no rush to ‘lazy axle’ ‘prime movers’ smashing the roads with 15t + drive axle weights in Oz land.
Carryfast:
discoman:
[Carryfast:
hutpik:
As usual Carryfast is commenting on something about which he has no knowledge.Having driven double drives and bogielift trucks in Scandinavia,USSR,ME and Canada double drives may be better in places like USSR and parts of ME\Asia\Northern Canada where the roads are mainly gravel underlay but in Europe\Scandinavia where they are predominantly asfalt then even in winter a bogie is as good as double drive especially if the weight is a consideration.Double drive is used mainly for local work on rigids in areas where snow ploughs are infrequent, for snowploughs and logging roads,small villages etc.Bogie lifts are used on almost all long distance,for weight,tyre wear,and fuel efficiency.But most NZ, Australia, Canada and US operators and even here in the days when the rigid 8 was the mainstay of UK haulage, would disagree for ‘all’ of the reasons I’ve given.Especially when you’re talking about 50t + gross weights.
Now awaits I know nothing
those markets are all predominantly unmade loose roads or single drive.
The fact is at best using weight to create traction smashes roads the resulting costs of which exceed any fuel savings and defeats the object of using a 9 or 10 axle outfit.Bearing in mind the ability to dump a lift bogie of a loaded truck is often locked out by law for that reason.
I agree with Franglais for a change.Quite obviously you haven’t driven a truck in this country, since the outbreak of WW ll.
Some idiotic statements emanate from the alternative world, inside your head.I really, do not know why you bother with him… this is the bloke who states we can’t have 90t trucks on roads …, also will accuse us of lying of B double trailers … well supper B double with 4 axles to carry even. More now.
Us the so horrid knowing it all.
I ‘actually’ said that an A train is superior to a B train because it’s based on train weights.
Not combination weights transferring loads between trailers.In which case that’s well over 100 tonnes gross for an A triple.
Like NZ, Canada and US I’m also seeing no rush to ‘lazy axle’ ‘prime movers’ smashing the roads with 15t + drive axle weights in Oz land.
[/quote]
Strewth you waffle on with some rubbish Carryfast. Instead of making a fool of yourself, prattling on about stuff of which you have no idea, you should scroll on past. It’s also well past the time you should update your “expertise” on axle weights here.
Star down under.:
It’s also well past the time you should update your “expertise” on axle weights here.
In view of your obviously superior local knowledge feel free to ‘update’ my knowledge regarding axle weights.
Specifically how you’re going to match the tractive effort of two drive axles with just one without doubling the axle weight.Also doubling the amount of stress applied to the diff and half shaft and hub components.
What are the sales figures for double drive prime movers v lazy axle/single drive both NZ and Oz.
What is the max permissable gross weights of B trains v A trains doubles and triples ?.
Bearing in mind that the example in question here as usual for Scandinavia and NZ relies on the ultimate clear advantage of train weight v combination weight.Also why bother with the cost and aggro of an unproductive tractor unit.
welcome back orys ,used to like reading your posts, especially about scotland as i come from glasgow .
